Archive for the ‘Obscurities’ Category

Maserati 4CLT/48 OSCA & OSCA 4500G…

Posted: November 8, 2025 in F1, Features, Obscurities
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(GBCCC)

Alf Harvey leads Curley Brydon in a blue-blood duo at Gnoo Blas, Orange, on January 30, 1956. Ex-Enrico Plate/Prince Bira Maserati 4CLT/48 OSCA #1607 in front of the ex-Peter Whitehead/Dick Cobden Ferrari 125 #F1/114.

Reg Hunt won the South Pacific Championship that weekend aboard his Maserati 250F from Jack Brabham’s Cooper T40 Bristol, Kevin Neal, Cooper T23 Bristol and Brydon’s Ferrari. Harvey’s gearbox misbehaved in practice, so the OSCA didn’t start the race.

Bira, Maserati OSCA, South Pacific Championship weekend, Gnoo Blas 1955 (Cummins Family Archive)

The Maser-Osca was brought to Australia by Prince Bira during his 1955 Australasian tour, which yielded a New Zealand Grand Prix win at Ardmore aboard his Maserati 250F. He then brought the Maserati and Maserati OSCA to Australia to contest the South Pacific Championship on January 31, 1955. See here: https://primotipo.com/2020/04/09/1955-south-pacific-championship-gnoo-blas/

The 250F failed in practice, so too did the OSCA in the preliminary race. Former Wollongong MG T-Type punter Alf Harvey was the well-heeled enough, optimistic buyer when Bira offered it for sale.

The OSCA 60-degree, twin-cam – driven by a train of gears – two valve, all alloy, triple Weber 40 DCF fed 4472cc (78mm x 78mm bore/stroke) V12 initially gave circa 290-300bhp, rising to 330bhp @ 6500rpm. Here, it’s shown in an uber-rare colour shot in Harvey’s car during the 1958 AGP weekend (K Drage)

Harvey then commenced a lengthy rebuild of the car, aided by Frank Ashby. This prominent, successful British engineer was by then living on Sydney’s Northern Beaches. Ashby did the chassis and Repco Research in Melbourne, the exotic, fussy V12.

Ashby, trading as Mona Vale Engineering Services, had provided sage advice to young Jack Brabham on carburetion and cylinder head modifications to the 2-litre Bristol engine powering his Cooper T23.

By 1958, the Maserati OSCA was ready to boogie. Harvey’s best result was a win in the first of two preliminary heats during the AGP weekend at Bathurst. It was the B-preliminary in the sense that the quicks were in the other race, but a win is a win. He wasn’t so fortunate in the GP itself; a plug worked its way loose, and he retired after 16 laps of the race won by Lex Davison’s 3-litre Ferrari 500/625.

’56 South Pacific Championship at the start of this artice:https://primotipo.com/2024/02/10/australian-gold-star-championship-1956/

Old mate taking a happy-snap or two at the start of the ’58 AGP, Hell Corner, Bathurst. The light blue car is Harvey’s Maserati OSCA (ABC)

The V12 engine project was an interesting one by the then newish OSCA enterprise. The Maserati brothers sold their Maserati business – Officine Maserati S.p.A. – to the Adolpho Orsi family in 1937. By December 10, 1947 they were clear of the 10 year consultancy agreement which formed part of the contract of sale with the Orsis. O.S.C.A. – Officine Specializzate Costruzione Automobili-Fratteli Maserati S.p.A. – was their next Bologna based venture. Soon they were building small sportscars which enjoyed commercial and competition success.

A mainstay of post-war European racing was Amedee Gordini’s single-seater and sportscars. Gordini was anxious to contest the new F1 (4.5-litres unsupercharged, 1.5-litres supercharged) with a more competitive engine than his various twin-cam fours.

‘Ernesto and Alfieri Maserati and Amedee Gordini were old acquaintances going back to the 1920s,’ wrote Roy Smith in Amedee Gordini : A True Racing Legend. ‘Gordini kept up regular contact, even doing some work for them on several occasions and exchanging ideas.’ See here for a lengthy epic on Gordini; https://primotipo.com/2019/08/30/equipe-gordini/

Smith wrote that Maserati had come up with a new V12 engine design, a simple one page letter – in reality more a letter of intent than a formal contract – from Automobili O.S.C.A. to Gordini dated 10 March 1949 formalised the arrangement for OSCA to design and build an OSCA badged V12 for Gordini.

This arrangement contravened Gordini’s existing commercial and sponsorship deal with Simca, who weren’t interested in Gordini’s F1 aspirations, content as they were with his F2 and sports car racing, which was more closely aligned, they felt, with their road cars. Gordini was able to fund the deal with OSCA thanks to financial support from ‘his longtime friend, the wealthy Far Eastern emperor and racing enthusiast Bao Dai,’ the ‘Last Emperor of Vietnam.’

Amedee’s thinking was sound, he planned to have a V12 powered F1 winner and derivatives of the competition V12 for sports and grand touring cars.

Bira first time out win in the Ecurie Siam Maserati 4CLT-48 OSCA V12 at Goodwood, Richmond Trophy, Easter 1951. #28 is Duncan Hamilton, ERA B-Type, and #34 ? (MotorSport)
Bira wielding a plug-spanner much to JM Fangio’s amusement, during the 1952 Ulster Trophy weekend (Neville Armstrong-MotorSport)

When, inevitably, push came to shove, and Simca, Gordini’s primary backer, withdrew its support, OSCA decided to complete the design and build of the engine and offer it for sale. Their thinking was that the motor could form part of an update kit for the Maserati 4CLT they knew so well, plenty of which were in circulation.

Ultimately, Bira was the only taker, with his late build chassis, 4CLT-48 #1607 – first delivered to Enrico Plate on November 14, 1949 and raced by Bira throughout 1950 – updated by fitment of the OSCA V12, de Dion rear suspension and other tweaks race-ready for 1951.

The Thai Prince raced the car only a few times that year and in 1952. A debut victory against modest opposition during the 12 lap Richmond Trophy at Goodwood on March 26 flattered to deceive. He raced the car in the GP di San Remo on April 22 Q5/DNF accident, the GP de Bordeaux for Q7/fourth, the Silverstone International Trophy on May 5 no time/heat third/17th. He entered but didn’t arrive at various events mid-season.

Bira concluded that the car was uncompetitive in Europe and put it to one side until its trip to Australasia, where it was also only ever going to be an also-ran too. By 1956, Australia had some quicker cars: Maserati A6GCM and 250F, Ferrari 500/625, the Tornado Ford, etc.

Franco Rol about to be lapped again by Alberto Ascari during the 1951 Italian GP, Monza. OSCA 4500G and Ferrari 375 (MotorSport)

OSCA 4500G V12…

In addition to the engine for Bira, OSCA built two more. So as not to let them go to waste, one was fitted to a new ladder-frame chassis/double wishbone and coil spring front suspension/de Dion and torsion bars rear, Grand Prix car dubbed the 4500G. G for Gordini to honour his part in the engines gestation.

Handsome engine – SOHC in some texts, DOHC in others – with plenty of development potential in 1951. 300-330bhp wasn’t going to cause much of a fright among the circa-375bhp normally aspirated Ferraris, or circa 425bhp supercharged Alfa 159s (MotorSport)
Great looking car, body aluminium on twin-tube period typical ladder frame chassis. De Dion rear suspension with torsion bars and Panhard rods a considerable advance on the 4CLT’s solid rear axle, the differential of which was a weak link (MotorSport)
Wishbone front suspension, four speed ‘box front mounted. Wheelbase and front/rear track 2450/1280/1260mm, weight circa 760kg (MotorSport)

Franco Rol debuted the car in the 1951 Italian Grand Prix at Monza (photos above) the second last championship round that year. Q18 and ninth/last wasn’t a catastrophe at first glance, but Rol was 13 laps adrift of Alberto Ascari and Froilan Gonzalez’ first and second placed Ferrari 375s.

Rule changes, which meant the world championship was run for 2-litre F2 cars in 1952-53 made all F1 cars obsolete overnight. The CSI/FIA were forced to act due to the withdrawal of Alfa Romeo from F1 at the end of ’51, and uncertainty about BRM, OSCA and others continuing, leaving a Ferrari whitewash a certainty. Of course, the Maranello, Ferrari 500 2-litre whitewash happened anyway!

Despite the ‘F2 World Championship’ there were ten F1/F Libre races held in 1952. Bira gave his Maserati OSCA a gallop in the Ulster Trophy meeting at Dundrod on June 7, but he had an accident on the first lap. He raced at Silverstone in July, finishing 10th in the Daily Express Formula Libre Trophy, four laps adrift of Piero Taruffi aboard the Ferrari 375 Thinwall Spl. The last libre-race of the year was the Daily Record International Trophy at Charterhall on October 11, there Bira retired with a fuel tank problem.

OSCA 4500G #4501 at Monza in 1951 (MotorSport)

Two OSCA 4500Gs were entered in the April 6, 1952 GP del Valentino, the first non-championship F1 race of the year. Franco Rol was in chassis #4501, and Luigi Piotti in #4502. In a poor weekend for the team, Piotti’s #4502 didn’t arrive, and Rol’s #4501 didn’t complete the first lap for undisclosed reasons; two other cars had accidents, perhaps that is what befell Rol, although oldracingcars.com – my bible – does not record that.

The two 4500Gs weren’t entered as single-seaters again. What became of the two cars seems clear but the journeys they made is not fully clear, not to me anyway. Those with a more extensive Maserati library may be able to assist.

#4501 was sold to Rol. It was later fitted with a Frua Spider body with a central driving position, it would be great to have a photo of the car in this form. It was ultimately rebuilt as the single-seater many of you will be familiar with in European historic racing.

OSCA 4500G, #4501 at Goodwood in recent years
OSCA 4500G #4502 in gorgeous Zagato couture (unattributed)

The unraced ‘Piotti’ 4500G #4502 was also converted into a sports coupe with a beautiful body by Zagato. It was entered in the September 6, 1953, Supercortemaggiore non-championship sports car race at Merano, driven by Clemente Biondetti. He qualified 23rd but failed to finish the race, won by Fangio’s works Alfa Romeo 6C 3000CM Spider.

It was sold to Piedmontese winemaker, Paolo Di Montezemolo and rebodied by him as a sports car in 1954. He contested the Sassi-Superga hillclimb outside Turin in October 1956 as below. The car is now in France and resides in the Henri Malarte Museum in Lyon.

(Di Montezemolo Collection)

Cycling back to the Bira Maserati 4CLT OSCA and Alf Harvey.

After the fiscal ravages of the experience, and one last run in a quarter-mile sprint at Castlereagh in 1959, Alf Harvey offered the car for sale in 1961. It then passed, via an interlude of 1960s historic racing with Morin Scott in the UK, to Tom Wheatcroft. In more recent times it has returned to historic racing.

Maserati 4CLT-48 OSCA #1607 (unattributed)

Credits…

Gnoo Blas Classic Car Club, Australian Broadcasting Commission, Neville Armstrong, ‘History of The Grand Prix Car’ Doug Nye, ‘Maserati : A Racing History’ Anthony Pritchard, ‘Amedee Gordini : A True Racing Legend’ Roy Smith, Kevin Drage, Di Montezemolo Collection, Alex Book, Boudewijn Berkhoff

Tailpiece…

(Alex Book)

Franco Rol enroute to a lonely last place in OSCA 4500G #01 during the 1951 Italian GP at Monza.

Finito…

Dan Takes Flight…

Posted: October 11, 2025 in Obscurities, Sports Racers
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Dan Gurney’s winged Lotus 19B Ford V8 during the 1964 Times Grand Prix aka Riverside 200 on 20 October…

Ok, it’s only a little one but Dan is still testing a front wing on the nose of his Lotus 19B. Remember the year folks, 1964, the year the Chaparral lads were getting serious about spoilers but not a wing like this, even if it’s of poverty pack dimensions.

I wonder that he thought of it? He raced it so it can’t have been all bad? I am intrigued to know what contemporary reports made of the experiment.

This one of a kind Lotus 19 variant, the very last made, chassis number 966, was designed by Len Terry for Dan to accept the ubiquitous Ford 289cid pushrod V8 via the relationship created between the two men through the Lotus/Ford Indy program. It culminated in a win for Lotus, Ford, Colin Chapman, Len Terry and not least Jim Clark. Len joined Dan’s All American Racers after the historic 1965 victory.

Colin Chapman and Dan Gurney at Indy in 1963
966, Riverside paddock in 1964
Dan, and Roger Penske’s Chaparral @A Chev at Nassau in 1963

966 was delivered from Cheshunt to Dan’s new Costa Mesa, California workshop as a rolling chassis and built up by his team before its first race at Nassau in late 1963 (above).

966 is still extant, racing at elite level as late as 1969 in two Can-Am events at Riverside and Texas as the ‘BVC Mk1’- the poor little spaceframe must have been groaning under the strain of a 5.7-litre ‘hevvy Chevvy’.

Dan’s car was hardly the first of the Anglo-American V8 lightweights but it was a mighty quick car in its day, a better car than Chapman’s backbone chassis Lotus 30 and ‘ten more mistakes’ Lotus 40 successor.

The technical specifications of the Lotus 19 are outlined in this piece; https://primotipo.com/2017/09/08/bay-of-plenty-road-race-and-the-frank-matich-lotus-19s/

Fast but unreliable is a fair description of it. In December 1963, it was 16th in the Nassau Classic and DNF in the blue riband Nassau Trophy, which AJ Foyt won in a Scarab Mk4 Chev.

The Weber fed 4.7-litre Cobra engine produced circa 360bhp @ 6500rpm in period, the gearbox was a ZF. It evolved continuously of course, below in its original guise.

Laguna Seca, Ed La Mantia’s Genie Mk 5 Corvair, DNQ, about to be passed by Gurney during practice. Look at the practice crowd, FFS!
Penske, Chaparral 2A Chev and Gurney, Lotus 19 Ford, Laguna Seca 200 Miles October 1964

Parnelli Jones won the 1964 LA Times GP in a more developed and robust Cooper King Cobra from Roger Penske in Jim Hall’s Chaparral 2A Chev and Jim Clark’s works Lotus 30 Ford. The following weekend Dan was second to Penske in the 200 mile Monterey GP at Laguna Seca.

Gurney shared the All American Racers entered car at Daytona and Sebring in 1965. He led at Daytona for 211  laps before retiring at two-thirds distance with engine problems. At a very soggy Sebring he again ran up the front for a bit until the oil pump ended a valiant run. The car, by then entered as a Lotus 19J Ford, raced in Shelby American colours as below.

966 Lotus 19J Ford at Sebring in 1965 (L Galanos)

Louis Galanos wrote of Sebring (this group of photographs), ‘Gurney had an arrangement with Carroll Shelby to be ‘the rabbit’ and get the Chaparrals and Ferraris to chase him and hopefully retire early. This would leave the door open for either Shelby’s Cobra Daytona Coupes to win or one of the GT40s taking home the trophy for the overall win. Unfortunately it was Gurney who retired early with a broken oil pump chain drive. Gurney’s co-driver Jerry Grant never got the chance to drive. Jim Hall’s Chaparral won the race.’

Gurney negotiates Sebring’s Webster Turns – be interesting to know who built the body, Shelbys I guess? – whoever it was didn’t rate the little front wing…

Etcetera…

In the beginning…

The delicate little flower as it arrived from Cheshunt, here (above) at Daytona in February 1964 still fitted with skinny Lotus wobbly-web magnesium alloy wheels. Dan took the view that 360 odd bee-aitch-pee needed more rubber on the road so a call to Halibrand was made.

The car was quick, on pole for the SCCA American Challenge Cup, he led the 15 February 400km race for 12 laps before stalling during a pitstop and was then disqualified for a push-start from his crew, a breach of the rules. Clearly Gurney had concerns about the cars endurance as he chose to contest this shorter race rather than the Daytona 2000km, as it then was, the following day.

Laguna Seca 1964. Gurney’s Lotus with Bruce McLaren, McLaren Mk1 Elva Olds at left, #8 is Jerry Grant’s Lotus 19 Chev and the white helmeted driver is probably Parnelli Jones’ Cooper King Cobra.

Penske won from Gurney and Bob Bondurant then Ronnie Bucknum- here dicing with Gurney in the photograph below the week before at Riverside.

Ronnie Bucknum, Shelby prepped Cooper King Cobra Ford, DNF, from Gurney’s Lotus 19 – 19G – in some texts, Riverside 1964

Dan and Mickey Thompson take shelter from the Laguna Seca, California, heat under Gurney’s beach umbrella. I wonder what plan they are hatching?

That roll bar is braced (removed in this shot) but is still a bit limp. Note the Lotus chassis and Weber fed 289 Ford V8, these little, light Windsors were and are gems of things, at 302cid they were the last ‘real production’ engines to win Le Mans outright in 1968 and 1969 in the back of JW Ford GT40s??

Between session changes at Laguna Seca. Note the Lotus 18 parts bin front suspension, and vestigial roll-over bar. Car #81 is Allen Grant’s Cheetah Chev, 14th.

Riverside again, at a glance the pretty car looks like a beefy Lotus 23. Team plagued with multiple mechanical issues over the weekend so did not finish.

Driver Bruce Campbell with his Ecurie Vickie Racing Team BVC Mk1 Chev 5.7 at Riverside in October 1969.

The car was given this name as a ruse to try and ensure race organisers didn’t know the derivation and age of the car. He qualified twentieth of 35 starters 14 seconds off the pace of Denny Hulme’s McLaren M8B Chev pole time and finished fifteenth 14 laps down. After his impressive qualifying time, race winner Denny spoke to Bruce and suggested a more modern car for the coming season!

At Texas International, Houston, the following weekend Bruce was 20 seconds off Denny’s pole and DNF. Hulme won aboard his M8B with Bruce winning the ’68 Can-Am Drivers championship and McLaren the Constructors of course.

Credits…

Getty Images, The Enthusiast Network, Louis Galanos, Bob D’Olivo, Pat Brollier, Vickie Callouette, Bill Stowe. Sorry about most of the photo credits, folks, I drafted this years ago and have long since lost those notes

Tailpiece: 1964 LA Times GP, Riverside…

Sadly for Dan it’s just the end of qualifying not the end of the 200 mile race the following day! Lotus 19B Ford.

I’m not sure of the date of Dan’s last drive in the car, but it seems Joe Leonard crashed it whilst tyre testing. It then passed through the hands of Steve Dulio, Dick Callouette, Wayne Linden, Gordon and Nancy Gimbel, then back to Steve Dulio, who is the last name I can see online. The car is still historic raced in the US, which is wonderful.

Finito…

1938 Australian Hillclimb Championship, Rob Roy…

Posted: October 1, 2025 in Obscurities
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The Referee Sydney, June 16, 1938
(L Sims Collection)

Peter Whitehead sans helmet on the way to an Australian Hillclimb Championship win aboard his ERA B-Type #R10B, then 1.5-litres supercharged, on Monday, June 13, 1938, at Rob Roy, 40 km east of Melbourne.

He came, saw, and conquered Australia in 1938, winning the Australian Grand Prix and Hillclimb Championship and attended to the needs of the family wool processing and spinning business too.

See here: https://primotipo.com/2015/04/16/peter-whitehead-in-australia-era-r10b-1938/ here: https://primotipo.com/2016/02/24/peter-whiteheads-1938-oz-tour/ and here: https://primotipo.com/2023/03/17/whiteheads-1938-review-of-australian-racing/ and here:

(L Sims Collection)

What follows are Whitehead’s observations about Rob Roy and related adventures, as told to his Australian friend, Kenneth Maxwell, and published in The Car, the official organ of the Light Car Club of Australia, the organiser and promoter of Rob Roy.

(T Johns Collection)
(L Sims Collection)

She’ll be comin’ down the (Rob Roy) mountain as she comes…

Etcetera…

Surfs-Up albeit not that much! Whitehead and entourage keep a close eye on the 90 Mile Beach’s rising tide during a spot of land speed record breaking in Victoria

Greg Smith wrote that ‘A young bloke from Orbost rode his pushbike to 90 Mile Beach to watch this car on the sand in the speed trials and it was his inspiration to get involved in motorsport. That bloke was (Oz driving and engineering legend) Harry Firth.’

Peter didn’t run the ERA in Rob Roy’s November 20, 1938 meeting but LCCA stalwart, Jim Leech gave him a run in his Frazer Nash, he did an amazing 34.77-sec run. Car now owned by the Davey-Milne brothers.

(Cummins Collection)

Peter returned to Australia a number of times, the visit I tend to forget is when he entered his Jaguar C-Type in the Mount Druitt 24-Hour in January 31-February 1, 1954.

Paul Cummins tells the story, ‘Whitehead’s Jaguar ‘C’ Type XKCO39 was co-driven by Tony Gaze and Alf Barrett. The race started at 2 pm on January 31st, with a Le Mans Start. Organised by Belfred Jones and his company Speed Promotions and run under the ARDC for unmodified production cars, it was the first 24-hour race in Australia and attracted 22 cars.’

It all looks good other than the dates! (B Williamson Collection)
The Mount Druitt 24-Hour winning Jag XK120 FHC crewed by Geordie Anderson, Bill Pitt and Charlie Swinburne (B Caldersmith-AMHF)

‘There was no crowd control and the road surface gradually disintegrated making it a rough going and forcing the ‘C’, which was leading, to pull out with rear suspension problems. Peter Whitehead started the race and by the third lap had already started overtaking slower cars. By the end of the first hour he overtook the Geordie Anderson XK120 FHC that was in second.

By the eight hour mark the ‘C’ had completed 217 laps and was 23 laps ahead of the second placed Holden of Shaw. Hitting a pothole at midnight put an end to the ‘C’ Type’s race. All 22 cars finished as the ‘retirements’ rejoined at the end. The car race wasn’t repeated but amazingly in October the world’s first 24 hour bike race was run there.’

The November 1956 ‘Olympic’ Australian Grand Prix at Albert Park attracted a stellar field including the Officine Maserati 250Fs raced by Stirling Moss and Jean Behra. See here: https://primotipo.com/2018/01/16/james-linehams-1956-agp-albert-park/

Peter is shown above manoeuvring his Ferrari 555 Super Squalo 3.4-litre in the paddock. He was third in the race, behind Moss and Behra, in his final competition appearance in Australia. I wonder if he continued to travel to Melbourne on business in the period between then and his untimely death during the September 1958 Tour de France.

Credits…

The Referee Sydney June 16, 1938, Leon Sims Collection, Bob King Collection, Ian & Paul Cummins Collection, Ken Wheeler via David Zeunert Collection, Bob Williamson Collection, AMHF Archive

Tailpiece…

(L Sims Collection)

Finito…

Top Shot : In Allah We Trust…

Posted: August 27, 2025 in Features, Obscurities
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Allan Moffat does his best to avoid soiling his undergarments as Fred Gibson lines up his works-Ford Falcon 500 XC on Moff’s right-hip-apex of the swerve. Colin Bond is behind, with John Goss, Murray Carter and Ron Dickson the other unsighted members of the troupe.

The angle on the camera dangle heightens the excitement but there is still no way known I’d want to do it.

By 1973 Australian tariffs on manufactured goods were significantly reduced, this exposed the local products of Ford, Holden and Valiant (Chrysler) for the junk they were.

Holden responded, inter alia, with their RTS – Radial Tuned Suspension – HZ Holdens under the leadership of Peter Hanenberger aka ‘Handlingberger’. Hanenberger was a GM Opel-trained engineer who rose all the way through the GM Empire of Suits to be, in his second Australian stint, MD and Chairman of General Motors Holden.

Hanenberger, spunk-muffin and early Commodore (GMH)

RTS was all piece of piss stuff: changes to geometry, springs, bars, shocks, bushes, mounts etc. The exact specs are neither here nor there; the point is that Hanenberger instructed his staff to do what they should have done when the HQ was originally designed and developed way back circa-1971.

Ford did the same thing; this ad (first pic above) made the point in a wonderfully engaging kinda way. See Ford’s 1978 TV ad here: https://youtu.be/9lb4sZJz2ww?si=rFcKzQD_q1LMXkPN

Hanenberger was a breath of fresh air at Holdens after a succession of crew-cut Americans on the corporate climb who ran the show without much savoir-faire.

Artificial Intelligence

Then I thought, hang on a minute, my currrent Trump inspired high level Anti-American stance is maybe clouding my judgement. So I put my favourite AI tool to work (CoPilot) to produce a list of GMH Managing Directors and then teased out of it, their contributions.

I use AI – when I do at all – very carefully and only where I have strong subject matter knowledge in order to exclude the bullshit. I don’t have the interest or subject matter knowledge of this stuff much at all; it’s all reproduced verbatim, including all the floral adjectives and American spelling, so I am in your hands, Holden experts…

Managing Directors of GM-Holdens

Managing DirectorTenureNationalityNotable Contributions or Context
A.N. Lawrence1931AustralianFirst MD after GM-Holden’s formation
H.W. Page1930s–1940sAmericanOversaw wartime production and early expansion
Laurence Hartnett1936–1946British-AustralianInstrumental in developing the first Holden car (48-215)
Harold Bettle1950sAmericanManaged post-war growth and Holden’s market dominance
David H. Hayward1960sAmericanExpanded Holden’s export programs
John Bagshaw1970sAustralianOversaw HQ Holden development and local engineering initiatives
Chuck Chapman1980sAmericanPromoted Commodore and Group A racing involvement
Bill HamelLate 1980s–1990sAmericanFocused on global integration and platform sharing
Peter Hanenberger1999–2003GermanRevitalized Holden’s engineering culture; ex-Opel executive
Denny Mooney2004–2007AmericanLed VE Commodore development and global platform alignment
Mark Reuss2008–2009AmericanLater became GM President; emphasized global product strategy
Alan Batey2010–2013BritishManaged Holden during restructuring and brand repositioning
Mike Devereux2013–2015CanadianAnnounced Holden’s manufacturing exit
Mark Bernhard2015–2018AustralianLast Australian MD; led Holden through transition to import-only
Kristian Aquilina2019–2020Maltese-AustralianFinal MD before Holden’s closure in 2020

The Shifting Helm of Holden : A Narrative of Leadership and Legacy

From its 1931 inception as General Motors-Holden’s Ltd, the company’s leadership mirrored its hybrid DNA: Australian in spirit, American in ownership. Each Managing Director brought a distinct lens—some engineering-driven, others commercially focused—shaping Holden’s trajectory through war, prosperity, global integration, and eventual closure.

Foundations and National Pride (1930s-1940s)

  • A.N. Lawrence (Australian) was the first to steer GM-Holden’s after its formation, laying the groundwork for a uniquely Australian automotive identity.
  • H.W. Page (American) oversaw wartime production, embedding GM’s industrial discipline into Holden’s operations.
  • Then came Laurence Hartnett (British-Australian), whose visionary leadership birthed the first Holden car—the 48-215. Hartnett’s push for local design and manufacturing made him a national figure, often dubbed the “father of the Holden”.

Post-War Expansion and Engineering Dominance (1950s-1970s)

  • Harold Bettle and David H. Hayward (both American) managed Holden’s post-war boom, with the FX and FJ Holdens becoming cultural icons.
  • John Bagshaw (Australian) took the reins during the HQ Holden era, championing local engineering and design. His tenure reflected a shift toward Australian autonomy within GM’s framework, with Holden’s technical teams gaining global respect.

Commodore Era and Global Integration (1980s-1990s)

  • Chuck Chapman (American) embraced motorsport, aligning Holden with Group A racing and the rise of the Commodore.
  • Bill Hamel (American) began integrating Holden into GM’s global platform strategy, a move that would later define the VE Commodore’s architecture.

Engineering Renaissance and Strategic Realignment (1999-2013)

  • Peter Hanenberger (German), a former Opel executive, reignited Holden’s engineering culture. Under his leadership, the Monaro was reborn, and the VE Commodore became a world-class platform.
  • Denny Mooney and Mark Reuss (both American) continued this global alignment, balancing local innovation with GM’s broader product strategy.
  • Alan Batey (British) managed Holden during a time of brand repositioning and market uncertainty.

Decline and Closure (2013-2020)

  • Mike Devereux (Canadian) announced the end of local manufacturing—a seismic moment in Australian industry.
  • Mark Bernhard (Australian) became the last local MD, tasked with guiding Holden through its transition to an import-only brand.
  • Kristian Aquilina (Maltese-Australian) closed the final chapter, overseeing Holden’s wind-down in 2020 with a focus on dignity and legacy.

Each Managing Director’s nationality wasn’t just a footnote—it often shaped Holden’s priorities. Australian leaders like Hartnett, Bagshaw, and Bernhard emphasized local engineering and cultural relevance. American and European MDs brought global integration, technical rigor, and strategic realignment. Together, they formed a mosaic of leadership that reflected Holden’s complex identity: proudly Australian, yet forever tethered to Detroit.

Holden’s Leadership and the Pulse of Performance : Motorsport and Engineering in Motion

Holden’s Managing Directors didn’t just steer corporate strategy—they shaped the soul of the brand. Their decisions echoed across racetracks, engineering labs, and suburban driveways, where the roar of a Holden V8 became a symbol of national pride.

Engineering Identity : From FX to HQ

  • Under John Bagshaw, Holden’s engineering teams flourished. The HQ Holden wasn’t just a car—it was a declaration of independence. Designed and engineered in Australia, it featured a perimeter frame chassis, a bold departure from GM’s global norms. Bagshaw’s support for local innovation gave engineers like George Roberts and Leo Pruneau the freedom to craft a car that could handle Australia’s rugged terrain and reflect its cultural swagger.
  • The HQ’s success wasn’t just commercial—it laid the groundwork for Holden’s motorsport dominance. Its robust chassis became the backbone for touring car variants, and its V8 engines roared across Bathurst.

Motorsport as Brand DNA : The Monaro and Commodore Era

  • Chuck Chapman saw motorsport as a marketing weapon. Under his watch, Holden embraced Group C and later Group A racing, with the Commodore becoming a fixture on the grid. The Monaro’s rebirth in the early 2000s—thanks to Peter Hanenberger—was more than nostalgia. It was a technical triumph, blending heritage with modern performance. Hanenberger’s engineering-first ethos revived Holden’s credibility among enthusiasts and racers alike.
  • The VE Commodore, launched during Hanenberger’s tenure and refined under Denny Mooney, was Holden’s magnum opus. It was the first car developed on GM’s global Zeta platform, but it was engineered entirely in Australia. Its success in V8 Supercars and export markets (like the Pontiac G8 in the U.S.) proved that Holden could punch above its weight.

Strategic Shifts and Motorsport Legacy

  • As Holden’s global integration deepened under Mark Reuss and Alan Batey, motorsport remained a cultural anchor. Even as manufacturing wound down, Holden’s presence in Supercars endured—until Kristian Aquilina oversaw its final race at Bathurst in 2020, where Shane van Gisbergen gave Holden a fitting farewell victory.
  • Mark Bernhard, the last Australian MD, understood the emotional gravity of Holden’s motorsport legacy. His leadership ensured that Holden’s final years weren’t just about winding down—they were about honoring a legacy built on grit, speed, and national pride.

Holden’s story isn’t just about cars—it’s about the people who led it, the engineers who built it, and the racers who drove it into legend. From Bagshaw’s HQ to Hanenberger’s Monaro and Bernhard’s final Bathurst, each chapter reflects a tension between global strategy and local soul.’

Credits…

FoMoCo, General Motors Holden, Co Pilot

Finito…

Harry James Beith…

Posted: August 5, 2025 in Fotos, Obscurities
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3
(B King Archive)

Harry Beith – 25/12/1889-26/5/1964 – seems to have done more than most to build and polish the nascent Chrysler brand throughout Australia in the 1920s and 1930s.

Here, he is on the way to victory in his Chrysler 70 in the Victorian Sporting Car Club Trophy, a 35 lap, 116 mile race held at Phillip Island on New Year’s Day, 1936.

17 starters took the flag of this handicap event – hence the competitiveness of a 10 year old car – with W Bullen’s Singer second and Tom Hollindrake’s MG K3 third.

Albury racer, Beith’s time was 1hr 38min 34 sec off a handicap of 2min 20 sec, his average speed was 64.1mph.

(B King Archive)

Harry’s riding mechanic is either pointing the way or at a pretty young lass in the crowd. It’s probably Heaven Corner, given the way the road – Berry’s Beach Road – drops away.

The car below is – perhaps, having wrongly suggested it was the E Buckley driven McIntyre Hudson some years ago – Les Burrows’ fourth-place Terraplane Spl.

(B King Collection)

Phillip Island notes…

The May 6, 1935 Jubilee Handicap meeting was the last held on the Victorian Light Car Club’s (VLCC) 6.5-mile rectangular course used from the two March 31, 1928 100 Mile Road Race(s) – retrospectively named the 1928 Australian Grand Prix by the VLCC – until the April 1, 1935 AGP.

A less dangerous, shorter 3.312-mile triangular course, incorporating some of the old pit straight (Berry’s Beach Road) was then made and promoted by the Australian Racing Drivers Club and the Victorian Sporting Car Club.

It was used until November 1, 1938 for cars, and ‘bikes until January 30, 1940. The Grand Opening Meeting of the modern track we all know and love was held over the December 15, 1956 weekend, it’s closed a couple of times along the way, but has been in continuous use since 1988.

Harry Beith…

Harry James Beith was one of those extraordinary Australians who fought in both the first and second World Wars, it tells you all you need to know about the bloke’s character and grit.

Unsurprisingly! his roles were as a driver and driver mechanic, in 1939-45 he was a Staff Sergeant in the 1 Company Australian Army Service Corps and was one of many who became a POW in Malaya.

The Age newspaper announced the appointment of Beith as chief adviser to the carnival committee of the Interstate Grand Prix meetings at Albury-Wirlinga in February 1938.

That February 10 piece provides a useful summary of his career, describing Beith ‘as one of Australia’s best known racing motorists with a unique career as a competition driver and road-record breaker.’

‘He first competed in a Talbot at Wildwood (near the current Melbourne Airport) in 1912. Aged 16, he won the hillclimb, defeating his employer, CB Kellow! He continued to compete and then in 1927, ‘when becoming associated with the first Australian agency of Chrysler, he set out to break road records.’

Gerringong Beach, NSW Fifty Mile Handicap May 10, 1930: at left is Percy Hunter in the JAS Jones’ Alfa Romeo 6C1750 Zagato, then the obscured Bill Thompson Bugatti T37A and then the two Chryslers of E Patterson and Harry Beith #72/14 (Fairfax)
The Beith – Harry at left – Chrysler leading with later Oz-Ace Alf Barrett’s Morris Cowley Spl behind. Phillip Island January 1, 1936 (B King Collection)

Beith set a new Melbourne-Sydney record of less than 11 hours. ‘As cars were improved new records were created by other drivers, but within three days of each new record, Beith set out to beat it.’ He held the Melbourne-Sydney record at the end of 1927, 1928 and 1929. ‘Finally the police authorities of Victoria and New South Wales intervened and put a stop to these speed tests over the inter-State highway.’

Harry’s flathead-straight six Chryslers are variously quoted at 3582 and 3583cc, and 4-litres with his endurance machine still going strong after 43,000 record-breaking miles. That car had a difficult birth being purchased by Beith from an insurer for £80 after it was burned-out!

Chrysler 70s were pacey at Le Mans in the late 1920s, the engines were advanced for the time: seven main bearing cranks, crank vibration damper, full-pressure lubrication, replaceable oil-filters and the rest. See here: https://www.drivecj.com/the-chrysler-70-a-revolutionary-leap-in-automotive-history.htm

Harry and team in and around the Chrysler, during the 1936 Australian Tourist Trophy weekend. Nice PR shot, pity about the crop! (B King Collection)
There She Blows during the March 30 1936 200-mile Australian Tourist Trophy at Phillip Island. DNF for Beith’s Chrysler in the race won by Jim Fagan’s MG K3 Magnette

Beith held the record for the final meeting held on the RACV’s rectangular, sandy-gravel course at – what is now Safety Beach – Dromana, ‘which had been held for three years by Harold Cooper’ in the Cooper brothers’ fearsome ex-Louis Wagner 4.8-litre ‘Indy’ Ballot 5/8LC.

‘Mr Beith also held the Perth-Sydney record with Dr Manning. Altogether he has won more than fifty motor races in Victoria and New South Wales.’ At the time of publishing he was employed by Neal’s Motors Pty Ltd, Melbourne as country organiser.

Neal’s was a large car assembler with premises in Fishermans Bend. By 1938 their empire encompassed the import and assembly of Hudson, Hudson Terraplane, Diamond T, Fiat, Studebaker cars and trucks, Chrysler, Chrysler Plymouth, Morris cars and trucks, De Soto cars and Fargo trucks…making our Harry a works-driver!

Beith didn’t contest any of the 1927-35 Goulburn-Phillip Island Australian Grands Prix, but raced in the successive 1936 and 1938 AGPs held on the Victor Harbor-Port Elliott, and Mount Panorama, Bathurst road courses. He was ninth and 14th respectively, aboard a Terraplane Special.

The Harry Beith trail runs cold post-war, can anybody advise further about his life in cars and otherwise?

Etcetera…

(B King Collection)

Harry Beith and Terraplane Special during the January 3, 1938 South Australian Grand Prix meeting at Lobethal. DNF in the handicap race won by Noel Campbell’s Singer Bantam.

See here for a ridiculously long feature on that event and related: https://primotipo.com/2018/11/08/the-spook-the-baron-and-the-1938-south-australian-gp-lobethal/

Harry Beith’s Terraplane Spl at Phillip Island, possibly the 1938 Phillip Island GP on March 31, he was fifth. Car #12 make folks?

Credits…

The Car January 1936 and photos are from Bob King’s collection, various articles via Trove, in particular The Age February 10, 1938, Fairfax, Reg Nutt Archive via Bill Atherton, Greg Smith and David Zeunert, Bob Lea Wright Archive via Nathan Tasca, Mr Rewind for the Australian War Memorial link

Finito…

Top Shot – Bathurst 1938…

Posted: August 1, 2025 in Fotos, Obscurities, Who,What,Where & When...?
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0
(B Forsyth)

‘Please keep off the track’ seems sound advice.

The perils of wandering about Mount Panorama during a race meeting are obvious enough, but were a potential problem throughout the first weekend of racing at Australia’s greatest cathedral of speed, hence the sage-like advice of the New South Wales Light Car Club.

Tom Peters, MacKellar Ford V8 Spl aka the ex-Bill Thompson Bugatti T37A #37358, is snatching a look over his shoulder of Bob Lea Wright’s, Terraplane Spl during the April 18, 1938 Australian Grand Prix at Bathurst.

Peter Whitehead won the race in his ERA B-Type that weekend. Peters was a terrific fourth in a car he had earlier owned and raced in its original, ‘pure-Bugatti’ form, and Lea-Wright was 11th. I wrote about the race yonks ago: https://primotipo.com/2015/04/16/peter-whitehead-in-australia-era-r10b-1938/

Here’s Ford dealer/racer Ron MacKellar on the debut of his comprehensive rebuild of the ex-Bill Thompson 1930/32 AGP-winning Bugatti Type 37A chassis 37358 at Centennial Park, Sydney in November 1937.

A McCullough supercharged flathead Ford V8 engine and gearbox and general fuglification of Ettore’s finest resulted in a faster car than before. It raced on all the way to 1952 when Bill McLachlan finished 13th in the AGP, at…Bathurst. See here for more about this T37A https://primotipo.com/2015/10/27/motorclassica-melbourne-23-25-october-2015/

To the current custodian, Michael Miller’s credit, his slow restoration/reclamation of 37358 is of the Oily Rag type, and with luck, the car may be finished in advance of Australian Grand Prix Centenary celebrations at Goulburn in January 2027. Keep an eye on the website, folks: https://goulburngrandprix.com.au/

Credits…

Bill Forsyth Collection, State Library of New South Wales, goulburngrandprix.com

Finito…

Keith Greene, Brabham Team Manager…

Posted: July 26, 2025 in F1, Obscurities
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(MotorSport Images)

Keith Greene on the occasion of his appointment as Team Manager of Brabham by Bernie Ecclestone, the new owner of Motor Racing Developments Ltd in 1972.

Ron Tauranac would have approved of this povvo-PR announcement out front of MRD in Byfleet Road, New Haw, Weybridge, Surrey. The prop is a BT38 (?) nosecone.

Of course, having made the random discovery, one then Googles away, I rather like this Autosport obituary as a summary of Keith’s many achievements: https://www.autosport.com/f1/news/keith-greene-obituary-f1-racer-turned-team-manager-dies-aged-83/5668095/

(MotorSport Images)

At the wheel during the August 5, 1962 German Grand Prix. Gilby BRM, Q19 0f 30 and DNF suspension after 7 of 15 laps. Graham Hill won from John Surtees and Dan Gurney: BRM P57, Lola Mk4 Climax and Porsche 804.

Coincidentally, Brabham’s guvnor, or joint-guvnor, Jack Brabham, made the marque’s GP debut at this 1962 event in Ron Tauranac’s Brabham BT3 Climax FWMV 1.5 V8: https://primotipo.com/2015/11/06/brabhams-lotuses-and-first-gp-car-the-bt3-climax/

Credits…

MotorSport Images, Autosport

Tailpiece…

McLaren Team Holden…

Posted: June 22, 2025 in F1, Obscurities, Touring Cars
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0

Now here’s a bit of McLaren history you didn’t know.

McLaren Cars ‘entered’ a Holden in New Zealand’s annual touring car endurance classic, the Benson & Hedges 1000 at Pukekohe in 1976.

The four-door Holden Monaro GTS 308 V8 was crewed by Mike Hailwood and Phil Kerr with none other than 1967 World Champion, Denis Clive Hulme as Team Manager.

Phil Kerr ahead of the Dave Winter/Ron Findlay Datsun 1200. DNF in the race won by the Jim Little/Graeme Richardt Chrysler Valiant Charger.

Valiants won the race nine times on the trot from 1970-78. See here: https://primotipo.com/2023/12/18/valiant-charger-r-t-1971-73/

See this Australian Muscle Car piece for more on the B &H race: https://www.musclecarmag.com.au/feature/the-mclaren-monaro-587634

I wonder if Ron Dennis bought the Holden for his museum?

(Motorsport Images)

Phil giving Mike ‘the rounds of the kitchen’ after Michael the Cycle crashed his McLaren M23 Ford out of the 1974 Monaco GP on lap 12.

And below enroute to a DNF with a fuel line problem from Q11, Swedish GP at Anderstorp that June.

(Motorsport Images)

Credits…

Rex Rattenbury, Ross Cammick, MotorSport Images

Finito…

Top Shot : Harry Firth…

Posted: June 3, 2025 in Fotos, Obscurities, Touring Cars
Tags: , , ,
2
(L Sims Archive)

Legendary Australian Touring Car racer/engineer/tuner/team manager/CAMS politician Harry Firth ascends Rob Roy aboard a Cisitalia D46 in 1958. What a magic, crisp pan shot.

This ex-everybody car never did much in Australia. Its arrival more or less corresponded with the end of our long handicap racing era, and we didn’t have the right class for the car, 1100cc events here and there duly noted.

‘Only months earlier (May 4, 1958) Reg Nutt took the borrowed Leech Cisitalia to the top of the Hill in 28.30 secs. Now it was Harry’s turn however he couldn’t match Reg’s time. Harry’s time of 29.52 secs was more than 1 sec slower. But Harry probably won the most money on the day driving a Hillman for a second, Triumph TR2 for a first and the Cisitalia for a second,’ wrote Leon Sims.

A great car indeed, see here: https://primotipo.com/2023/09/08/cisitalia-d46/ here: https://primotipo.com/2023/09/08/cisitalia-d46/ and here for Harry: https://primotipo.com/2019/01/29/harry-firths-mg-tc-spl-s-c/

Firth prepared and raced plenty of sportscars before his highly successful 1960-80’ish tourer-era but he didn’t race many monopostos? That SU carb doesn’t look kosher on an Italian car either, surely it didn’t arrive here so equipped…

(G Hill)

Leon Sims, ‘This photo is from our (MG Car Club) second annual historic and classic meeting Feb 28, 1994. From the left: John Crouch, AGP winner, Australian Hillclimb Champion and Australia’s Cooper distributor in the 1950s. Harry Firth, multiple class winner and class record holder at Rob Roy. Bill Prowse, Rob Roy competitor from the 1947 LCCA years and also MGCC years.’

(L Sims Archive)

Credits…

Leon Sims, The Age via Leon Sims Archive, Gary Hill

Finito…

Top Shots : Frank Pratt Australian Grand Prix winner…

Posted: May 1, 2025 in Features, Obscurities
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0
(C Pratt-SLV)

One of the least known Australian Grand Prix winners is motorcyclist Frank Pratt who triumphed aboard a BMW 328 in scalding hot summer conditions at Point Cook on 1948.

So why not show a close-up of him?

There he is above and below on his Sunbeam 90 outfit with Alick Smith alongside at Phillip Island on the way to winning the Australian Grand Prix – Sidecars on February 1, 1932.

(C Pratt-SLV)
(I McCartney Archive)

On his way to winning the 1948 Australian Grand Prix at Point Cook RAAF Airfield in a BMW 328 from Alf Najar MB-TB Spl and Dick Bland’s George Reed Spl (Ford V8 Spl) on Australia Day, January 26.

Etcetera…

See article here about the pioneering days of motorcycle racing at Phillip Island: https://primotipo.com/2015/06/02/phillip-island-1938-earle-vienet-brooklyn-speedway/

Credits…

Charles Pratt-State Library of Victoria, I McCartney Archive, Wayne Berry and the Sporting Motorcycle Club of Geelong Archive

Finito…

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