Archive for the ‘Touring Cars’ Category

Bernie Haehnle aboard his Rennmax Mk1 Formula Vee on the front row of the grid at Warwick Farm in 1971…

Nice find of a batch of interesting photos- this one of Bernie on the front of the grid, where he typically resided, and the other two which triggered this article are Australian Department of Immigration ‘success stories of migrants in sport’ of whom Bernie was one- he hails from Stuttgart, Germany.

(DIA)

 

(DIA)

 

At the time of the article ( I wonder where it was published?) he had his own automotive business in Lane Cove, Sydney. Haehnle progressed from FV- these Bob Britton built Rennmax Mk1’s were the ‘ducks-guts’ to have, especially in New South Wales, to Formula Ford, racing a Bowin P6F with much elan. As was the case for top open-wheeler racers he usually saddled up in a Series Production car for the annual enduros at Bathurst, Sandown and Surfers. I wonder what he is up to these days?

Bernie, Rennmax Mk1 in the Warwick Farm Esses, November 1971 (L Hemer)

Credits…

Industrial Photography, Department of Immigration Australia, Lynton Hemer

What a great way for a young driver to have his profile lifted. As a sponsored driver, these Shell ads were placed in the mainstream motoring magazines of the day, not just niche ones like ‘Australian Hot Rod’.

Tailpiece: Just a smidge more, five more minutes…

Bernie was clearly determined and clever!

His disagreement with local real estate occurred at XL (Griffins) Bend during the running of the 1969 Bathurst 500 classic when he ran out of road heading up the mountain.

With his trusty fence post, leverage, push-and-shove and the fall of the land Bernie was able to get the little GH Whitehead entered Mazda R100 back onto its wheels and into the fray after an hour of toil. He drove down the mountain and through a farm before rejoining the blacktop.

It is one of those feats of never-say-die which has gone down in Bathurst folklore- and garnered far more TV coverage than a mid-field class car could have ever dreamed of!

Co-driver Peter Wherrett shared the car with him, the pair retired on lap 31 with PW not getting a drive but watching the drama unfold on the telly in the pits. The car was driveable, a tad second hand, but without a windscreen officialdom stepped in.

(autopics.com.au)

In an historic sidebar it was the first time a rotary engined car raced at the Mountain- in fact it was one of the R100’s first race appearances anywhere in the world.

Whilst the 982cc, twin-rotor, 100bhp cars were very quick in a straight line thanks to a combination of power and light weight.

Haehnle, R100 early in the race (autopics.com.au)

With only 805 kg to cart along, the little coupe did the standing quarter in sub 18 seconds with a top whack of 175 km/h. It wasn’t as flash through the corners though- the R100 was very narrow and tall relative to its length, resulting in lots of body roll and fearful roll oversteer at high speed caused by toe-out on the outside rear wheels due to deflection in the leaf springs. Ask Bernie.

Three R100’s started at Mount Panorama, the quickest of the two remaining finished fifth (Garry Cooke/Geoff Spence) in Class C behind the winning Cooper S, two Fiat 125s and a lone Valiant Pacer. The second R100 was seventh- the Mazdas finished two laps behind the winning Coopers with their superior handling, fuel economy and long track record of motor racing success.

What was impressive was that two standard, off the production line examples of Mazda’s new mass-produced rotary survived 500 miles flat-knacker on one of the world’s most challenging circuits without a drama. Mazda became an important force in Australian touring car racing over the ensuing decade, all of which started with the R100 and test-pilots like Bernie!

Finito…

‘Australian Stock Car Road Championship’ race, Lobethal 1939 (SLSA)

The first official ‘Australian Touring Car Championship’ was held at Gnoo Blas, Orange, New South Wales on 1 February 1960, the one race title was famously won by David McKay’s Jaguar Mk1 3.4.

I wonder whether the first Australian Touring Car Championship is not that ‘Official’ as in CAMS sanctioned event at all- but rather the ‘Australian Stock Car Road Championship’ race held during the January 2 1939 Australian Grand Prix meeting at Lobethal in the Adelaide Hills won by Tom Bradey’s Singer Bantam?…

The racing of ‘run-what-you-brung’ production cars goes all the way back to the dawn of racing in Australia- to Intercontinental City to City record breaking, the ‘Car Trials’ run out of major towns and the speed events held within them, on dirt ‘speedways’ and ‘Around the Houses’ racing in Western Australia.

‘Stock Car’ or touring car racing at Applecross, Perth during the 1940 Patriotic GP meeting- the Bill Smith Humber chases a Chevrolet (K Devine)

 

Steamin’: More Applecross action, gas producers Stock Car race!, with one competitor boiling on the line, magic shot (K Devine)

The Monday 2 January Lobethal 1939 AGP event program comprised a 10.45am ‘curtain-raiser’- the 75 mile South Australian Grand Prix, and then ‘an innovation, the Australian Stock Car Road Championship, in which all manner of stock car models, from sedans to tourers, and small engine roadsters have been entered’ over 50 miles held at 1pm. Finally the blue riband Australian Grand Prix contested over 150 miles of the ultra challenging, dangerous, demanding Lobethal road circuit commenced at 2.30pm.

These races, consistent with Australian motor racing practice well into the sixties were run to handicaps- I’m not suggesting that all races into the sixties were handicaps, but some were. The last handicap AGP was the 1948 Point Cook, Melbourne race won by Frank Pratt’s BMW 328.

The entry for the Lobethal stock car title race was diverse and comprised, as suggested above both ‘touring cars’ and ‘sports cars’. This too was the case in Australia until well into the fifties, ‘Sportscars were still seen as a natural part of a production car field, although the arrival of the Jaguar XK120 tended to stretch the friendship’…’The combination of sports and sedan cars to make up production car fields plus the frequent resort to handicapping, meant there were very few predictable winners amongst the touring cars of the early 1950s…’according to HATCC (The Official History of The Australian Touring Car Championship).

John Snow in his Hudson 8, a roadie as well as a car he competed in- inclusive of hillclimbs and at Mt Panorama, Bathurst (N Howard)

The ‘Geoghegans, Brocks and Lowndes’ of that 1939 day were Frank Kleinig in Bill McIntyre’s Hudson 8 and the similarly equipped John Snow, with Jock McKinnon, J McGowan and Ted Parsons in Ford V8’s. In amongst the ‘heavy metal’ were cars such as the Austin 8 raced by local ace of that marque Ron Uffindell, K Brooks’ Wolseley, D Hutton in a Morris 8/40 and Tom Bradey in a Singer 9 Bantam.

The sportscars comprised MG T Types of Owen Dibbs and S Osborne, the MG ‘Tiger’ of Selwyn Haig and the fast Jaguar SS100 of G Brownsworth- he was off scratch as were Kleinig and Snow, the latter two blokes aces in the ‘Grand Prix’ machinery also racing that day. The winner of the AGP was Allan Tomlinson, the prodigiously quick and superbly prepared Perth ace aboard a supercharged MG TA, a wonderful story for another time. Soon actually, it’s completed.

G Brownsworth Jaguar SS100 (B King)

The Adelaide Advertiser’s reporter was not particularly impressed with the touring cars in practice. ‘The entrants in the Australian Stock Car Championship had trouble at almost all of the corners on the course, as the cars, not built for racing, swayed and threatened to overturn with the heavy loading imposed on the bodies imposed by the racing speeds’.

Despite that, Kleinig lapped in 7:32 min/secs, Snow 7:35 and Phillips in 7:45- by way of comparison the lap record was held by Lobethal-Meister Alf Barrett in a 2.3 litre supercharged straight-eight Alfa Romeo Monza in 5:41- so in relative terms they were not too shabby.

Perhaps modern comparisons are instructive. The F1 lap record at Albert Park is Schumacher’s 2004 Ferrari time of 1:24.125, the V8 Supercars record is Scott McLaughlin’s Ford FG X Falcon’s 1:54.6016. Kleinig’s time as a percentage of Barrett’s is 73%, McLaughlin’s of Schumacher’s is 80%- and so it should be, the V8 Supercar is a racer whilst the Hudson 8 was very much a production car. The point is that the relative production lap time of the Hudson relative to a Grand Prix car of the period is not too bad at all.

Lobethal crowd taking in the stock car race 1939 (SLSA)

The Advertiser reported the race as follows…

‘Chief interest in the Australian stock car championship centred on the possibility of J McKinnon Ford V8 (3 mins) catching the leader, TM Bradey who was off 11 minutes in the little four cylinder Singer. The speed of the race was very slow in comparison to the SA Grand Prix’ the Advertiser’s reporter ‘Differential’ observed.

Bradey went into the lead from the Uffindell Austin 8 on the third time around with Hutton, Morris 8/40 a long way back in third. Brook’s Wolseley, Mrs Jacques MG T (Owen Gibbs driver) and the Osborne MG T retired at Kayannie after about three laps each, and McKinnon and Parsons in Ford V8’s moved up into fourth and fifth places respectively’.

Jock McKinnon’s second placed Ford V8, his handicap was 3 minutes (unattributed)

 

Ron Uffindell’s Austin 8 placing is unclear but he had a good weekend winning the South Australian GP in his Austin 7 Spl (B King)

‘Brownsworth with his low-slung racing type car (Jaguar SS100) was the best of the scratch men, and he left them to chase the other five. Lapping consistently at more than 70 miles an hour he moved up several places in successive laps and was gradually overhauling the leaders.

Bradey, however maintained his lead to the finish’.

Tom Bradey was a motor mechanic from Barmera in South Australia’s Riverland, he and his mechanic, Charlie Sheppard, who owned the car, towed it the 200 Km to Lobethal.

Tom Bradey and Charlie Sheppard on their way to a Lobethal Oz Stock Car Championship win’ locally bodied Singer Bantam (unattributed)

 

Tom Bradey and Charlie Sheppard after their historic win, Singer 9 Bantam. It is fair to say that the (non-championship) Group A Touring Car race held as a support event at the first Adelaide F1 GP held just down the road in 1985 was a higher profile race than this one! (J Redwood)

In a weekend of surprises for the Bradey family, James Redwood, Tom’s grandson wrote that ‘Uncles Peter and Don Bradey say he may not have told his wife (my grandmother) the whole truth about about his intention to race at Lobethal’.

‘Tom had set off with the family under the assumption that he was part of the support crew. The race was broadcast on the radio and it wasn’t until mention of Bradey on the call that the family realised he was the driver’.

Bradey returned to Lobethal the following year and raced a Bugatti Brescia in the 1940 ‘South Australian 100′, but failed to finish the race won by Jack Phillips’ Ford V8 Spl. Years later, in 1958, he bought the ex-Bira/Colin Dunne MG K3 which won the Junior GP at Lobethal in Colin’s hands in 1938 and failed to start the ’39 AGP that weekend with engine troubles. Many Australian enthusiasts will recall the Bradeys ownership and use of the K3 for decades.

In a nice bit of symmetry, Tom Bradey was approached by a North Adelaide man with the offer of sale of a Singer 9 in similar specification to his winning 1939 title car, that car passed to James Redwood in 1972 and in restored condition is still used regularly- the Bradey family-Singer connection lives on.

D Hutton’s fifth place Morris 8/40 (B King)

Race Results

1st TM Bradey Singer 9 Bantam in an actual race time of 54:08 minutes. 2nd J McKinnon Ford V8 . 3rd Ted Parsons Ford V8. 4th G Brownsworth Jaguar SS. 5th DE Hutton Morris 8/40.

The placings below Hutton are unrecorded in both the Advertiser’s contemporary race report published on 3 January 1939 and in more modern reference sources. The fastest lap fell to Brownsworth- 7 min 27 sec at ‘just over 71 miles an hour’.

Most results listings of the race have Jack Phillips as the driver of the third placed Ford V8. Whilst entered by him the car was raced by Ted Parsons according to The Advertiser. Jack and Ted were partners in a Ford service and sales agency at Wangaratta in northern Victoria.

Phillips drove, and Parsons was riding mechanic in the Ford V8 Special the pair owned and raced so successfully in this period- inclusive of third place in the AGP held later in the day and wins at the Interstate Grand Prix at Wirlinga, Albury that March and in the 1940 South Australian 100 at Lobethal.

It was 101 degrees Fahrenheit in the shade that scorching hot South Australian day- perhaps Phillips made a late call early in the sweltering weekend to preserve his energies for the AGP which immediately followed the stock car race, and allowed his partner to race in the support event.

Phillips was one of the aces of the period, it does make you wonder what Jack could have done with the car had he been the driver- and also whether Parsons raced with Phillips’ handicap, which would have been tougher than that applied to him given his level of racing experience, or whether he was given a different handicap.

I wonder if the Ford V8 raced by Parsons was off the Phillips/Parsons dealership floor in Wangaratta or supplied to them by FoMoCo?!

Surely this isn’t the first factory racing Ford entered in an Australian Touring (Stock) Car Championship race?! Harry Firth where are you?

Jack Phillips and Ted Parsons, Ford V8 Spl during the ’39 AGP. No doubt Parsons was a tad weary when he climbed into the the Big Henry’s passenger seat after his 3rd place in the Stock Car Championship race which preceded this event (N Howard)

The interesting thing is why the Lobethal race isn’t regarded as the first Australian Touring Car Championship given both the race’s name- the ‘Australian Stock Car Road Championship’, the ‘national’ entry list (Victoria, NSW and SA?) and that the race was run in a manner consistent with common practice right through to the end of the late-fifties- that is, a mix of touring and sports cars in a handicap event…

The ‘HATCC’ devotes several paragraphs to the race in its introduction but the emphasis of that part of the book is more about the rules of the time, ‘the race (the 1939 Lobe race) the programme explained was “open to standard touring or sportscars fitted with standard equipment and operating on standard first-grade fuel. The only alterations allowed will be raised compression ratio and alterations to the suspension in the interests of safety. In some cases, alterations to the suspension will be insisted upon”.

Then the much respected authors of the book moved on to a discussion about racing after the war.

Selwyn Haig’s MG ‘Tiger’, placing uncertain (B King)

 

Tom Bradey’s Singer being rounded up by Frank Kleinig’s Kleinig 8 Spl during the 1939 Lobethal weekend. This is Kleinig’s outright Hudson 8 MG chassis special he raced in the AGP, not the road car in which he contested the stock car race (J Redwood)

 

Bradey and Sheppard again (J Redwood)

 

Surely you missed the point blokes?!

Which was or is a debate about the merits of Lobethal as the first Australian Touring Car Championship race rather than Gnoo Blas- which held the CAMS created ‘Australian Touring Car Championship’ title race under the then new ‘Appendix J’ rules which commenced on 1 January 1960.

It is intriguing that HATCC authors Graham Howard, Stewart Wilson and David Greenhalgh didn’t debate the topic in their book’s introduction, in the early 2000’s Australian Motor Racing History was being re-written after all…

The honour of the first Australian Grand Prix was reallocated from the 31 March 1928 ‘100 Miles Road Race’, a race for cars of under 2 litres held on the original, rectangular, 6.5 mile gravel road course at Phillip Island, to the 15 January 1927 ‘Australian Grand Prix’, a six lap, 6 miles and a bit race between two cars around an oval, dirt, 1 mile 75 yards horse racing course at Goulburn, NSW’s second largest city.

To be clear, the Phillip Island event was two races, the cars split into classes based on engine capacity, consisting of a total of seventeen starters from several states, with the quickest time winning- Captain Arthur Waite in an Austin 7 s/c was famously the victor. The Goulburn contest was amongst seven competitors from New South Wales- two heats and then a final amongst the quickest pair over 6 laps- the victor was local racer, Geoff Meredith in a Bugatti T30.

My point is that if the attribution of ‘the first’ AGP can be reallocated on such debatable grounds- that the two-contestant Goulburn 6 minute 14.8 second race is an AGP in name only- then surely it is far from tenuous to assert that the first ATCC was the 2 January 1939 Lobethal race amongst competitors from two or three states won by Tom Bradey’s Singer 9 Bantam over 50 miles of the toughest ever race track in Australia, to rules or practices of the time which prevailed until the end of 1959?

Don’t get me wrong, I agree- just, depending upon the number of Coopers ‘Reds’ consumed on the night, that the first AGP is the 1927 Goulburn race, but it is very easy to argue the other way given the entire nature of the event other than its name.

1939 Lobethal program (S Dalton)

John Blanden in his 1981 ‘A History of The Australian Grand Prix 1928-1939’ writes in his introductory comments about the Lobethal meeting that ‘Immediately preceding the Australian Grand Prix were two other events, the 75 mile South Australian Grand Prix and the Australian Stock Car Championship which in later years would have had the title of Australian Touring Car Championship’.

Whilst on this jolly I rather suspect that had a Ford V8 won the Lobe race there would have been agitation from Ford/Ford fans/enthusiasts/historians to appropriate the 1939 championship as their first ATCC win but given the victor was a Singer- a long gone marque, there has been no such pressure applied.

Then of course there is my conspiracy theory, there always has to be one of those surely!?

The CAMS view of the world started with their existence in 1953, with all due respect to the serious historians spread across the CAMS Historic Commission, what happened in the past pre-1953 does not matter to the CAMS mainstream hierachy much.

‘The Official 50 Year History of The Australian Touring Car Championship’ published in 2011 to celebrate 50 years of the ATCC from the 1960 Gnoo Blas race has CAMS fingerprints all over it.

A CAMS promo banner appears on the cover, a Foreword by V8 Supercars CEO Martin Whitaker tells how wonderful that mob are and there is a second Foreword from CAMS President Andrew Papadopoulos (don’t mention Formula 4 folks, I did once and I think I got away with it…) ole’ Papa points out in his homily that ‘The ATCC is the second longest running national touring car championship in the world…’, include the ’39 Lobethal event and you have the oldest in the world matey…

I can’t help but wonder that even if the HATCC authors thought their was merit in recognising the 1939 Lobethal race as the first such title, and I’m not saying that is what they think/thought- I rather suspect the CAMS view is that the ATCC started with ‘their’ title in 1960- the ‘Official’ one, whereas the Lobethal race wasn’t an ‘Official’ championship but rather a concoction of the Sporting Car Club of South Australia, the organisers of the Lobethal meeting and is therefore ‘Unofficial’ rather than ‘Official’.

So, there you go, it’s all a CAMS conspiracy not to recognise Lobethal 1939 as it suits their dialogue and view of the world not to- even if the recognition of ’39 would make ’em the big swingin’ dicks of the touring car world by instantly giving them the oldest such title on the planet.

But let’s move on from CAMS, it’s always best to move on from CAMS. Quickly and with plenty of distance.

(S Dalton)

It’s just as easy to come up with reasons why the Lobethal meeting isn’t and wasn’t the first ATCC of course.

Just like a good lawyer, I can argue the case either way depending upon who is paying me the most. And no, I am not a lawyer, I’m not cursed by the misplaced sense of superiority which afflicts those poor souls.

So here are the arguments against Lobe ’39 first ATCC recognition, and rebuttals in relation thereto.

1.The race wasn’t called ‘The Australian Touring Car Championship’, if it wasn’t literally called just that, it doesn’t count as that.

Rebuttal.

Well yep, ya got me sunshine.

However, in Australia we happily call the 1928 ‘100 Miles Road Race’ at Phillip Island the 1928 AGP and the 26 December 1936 ‘South Australian Centenary Grand Prix’ the 1937 AGP (WTF, LOL, go figure etc) so calling the ‘Australian Stock Car Road Championship’ the ‘Australian Touring Car Championship’ is consistent with our flexibility in flicking around titles as and when it suits us.

2.A 50 mile race isn’t championship distance.

Rebuttal.

Bugger off! The ’61 and ’63 ATCC’s at Lowood and Mallala were both 50 miles and they were tracks for ‘girl guides’ compared with the rigours and perils of Lobethal.

3.Thirteen starters isn’t championship numbers.

Rebuttal.

Nah not really. Longford in ’62 only had only 14 cars and Sandown in ’65 only had 18- far fewer per head of population than Lobethal managed in ’39.

4. It wasn’t a touring car race with all those lid-less cars?!

Rebuttal.

Well, sorta, maybe but not really. Since 1960 the ATCC has been held to numerous sets of rules- Appendix J, Group C, Group A, V8 Supercars etc. In 1939 touring cars included those with lids, what we now call a convertible and sportscars. ATCC rules have evolved over time, what happened in 1939 is consistent with changes along the journey made by CAMS.

CAMS get confused every now and then too, about individual cars- for example, the Porsche 911, which most of us call a GT Coupe was ATCC eligible for a couple of years, then became a Sports Sedan and another two or so years later a Production Sportscar. Dimensionally during that period the car didn’t change but CAMS view of it did. Go figure. Don’t actually, because you will never figure it.

5.But Lobe was a handicap race, come on, surely not?!

Rebuttal.

Yeah, well maybe. But what is the difference between the class structure used for 20 years or so to give everybody a fair go and handicaps? Don’t even talk about CAMS rule changes here and there in every other year as their tummies were tickled by the politically powerful to create ‘equalisation’ or ‘parity’ between cars. Good try but that argument doesn’t knock us out of the ring either.

6. You are just trying to knock off the ‘first’ ATCC from New South Wales and give it to those undeserving South Australians.

Rebuttal.

I’m no more thieving a race from you mob than theft of the first AGP from the poor, smug, self righteous Victorians! My motives are as pure as any Canberra politicians.

Here endeth the diatribe.

And so my friends, I put it to you that the one race, 50 mile 1939 Lobethal ‘Australian Stock Car Road Championship’ contested by thirteen or so cars and won by Tom Bradey’s Singer Bantam are indeed the first ATCC champion driver and car- official or otherwise.

As many of you know I am not in the slightest bit interested in touring car racing of any sort so my impartiality in relation to all of this is absolute.

Let’s hear your views!

In the meantime i look forward to a reprint of the ‘History of The Australian Touring Car Championship’ and a letter from CAMS in confirmation forthwith…

Tom Bradey and Charlie Sheppard, Singer 9 Bantam, Lobethal 1939 (B King)

 

Bob Lea-Wright and Jack Kennedy on lap 30, on the way to a 1934 AGP win, they had their difficulties as the car was jammed in top gear for much of the race (S Aspinall)

Etcetera: Singer in Australia…

The marque is largely unknown in Australia today but had plenty of competition success in period, Bob Lea-Wright and Jack Kennedy won the 1934 Australian Grand Prix at Phillip Island in a Singer 9 Le Mans, as below. This car is currently being restored by Nathan Tasca and his father in Victoria and may break cover at Motorclassica shortly.

(S Aspinall)

Sue Asinall, Bob Lea-Wright’s daughter recalls; ‘Dad and Jack Kennedy are outside the Singer dealership he managed in Melbourne after winning the ’34 AGP.

It was an incredible achievement given during practice the engine blew up. Dad and Jack took the car back to Melbourne and worked all night to instal a new one. They wearily drove back to the ‘Island where they had to “run the engine in” over 8 hours around the track on the Sunday and then race on the Monday!

My father also brought back other engine parts needed by fellow competitors! A true gentleman and genuine sportsman/competitor’.

 

 

 

 

 

 

 

 

 

 

Lets not forget Noel Campbell’s win at Lobethal the year before, below.

The Adelaide youngster won the 1938 South Australian Grand Prix at Lobethal in the circuit’s first car racing meeting that January driving his self built and modified Singer Bantam Special.

Not too long after the win he moved to Sydney where the car provided daily transport after conversion back to more standard form, it too, most of it, is in Nathan Tasca’s hands.

There is much, much more to the marque’s history in Australia but these two wins are just a couple of snippets to remember.

(N Howard)

Photo Credits…

Norman Howard, State Library of South Australia, Nathan Tasca Collection, Bob King Collection, James Redwood Collection, Sue Aspinall, Stephen Dalton Collection

Special Thanks…

To Singer enthusiasts and owners Nathan Tasca and James Redwood for research material, photographs and anecdotes

Bibliography…

Various Adelaide Advertiser newspaper articles, ‘The Official History of The Australlian Touring Car Championship’ Graham Howard, Stewart Wilson, David Greenhalgh, ‘A History of The Australian Grand Prix 1928-1939’ John Blanden

Tailpiece: No Lightweight in Performance: Singer Bantam, winner of the first Australian Touring Car Chanpionship…

(N Tasca)

 

Finito…

 

 

(M Bishop)

Allan Moffat, Ford Capri RS3100 leads Jim McKeown, Porsche 911 2.1 Turbo at Hume Weir, 15 June 1975…

I remember being blown away by the sight and sound of Moffat’s glorious ex-works machine upon its Australian debut during the Sandown Tasman meeting five months before. No doubt the echo of the 415 bhp quad-cam, Ford Cosworth V6 as it bounced off the Hume Weir quarry and its surrounds at 8500 rpm was awesome.

Whilst his former, iconic Kar-Kraft built Trans-Am Mustang was very competitive from its first races here in 1969, the Capri (which raced in the Sports Sedan class rather than Improved Touring as the Mustang first did- whilst noting the Mustang’s Sports Sedan period later on) faced a much more competitive grid with cars which had far more power and torque. The Capri had 280 pounds/foot of torque @ 7000 rpm, a lot of Australia’s circuits have lowish average speeds so bottom end mumbo from slower speeds is important- think of Calder and Oran Park not Hockenheim and Monza.

By 1975 the group of next-gen ‘Clever Sports Sedans’ had arrived- the mid-engined John McCormack Valiant Charger Repco-Holden, Bryan Thomson VW Chev V8 ‘Volksrolet’, McKeown’s Porsche Cars Australia owned 911 as well as Pete Geoghegan’s Holden Monaro GTS350 with Frank Gardner’s Tom Nailard concepted Chev Corvair V8 ‘category-rooter’ not too far round the corner. Not to forget Moffat’s Chevy Monza which temporarily replaced the Capri in early 1976 until Ford ‘cracked the shits’ with Allan, and the Capri again took centre stage when a deal was inked to take Ford and Moffat forward for the next couple of years.

(M Bishop)

Moffat swore never to return to Hume Weir after an aggrieved non-Ford fan threw a long-neck Fosters bottle at the star breaking the Capri’s windscreen and soiling the Canadian’s under-garments as a consequence, during his post-win parade lap.

Understandably pissed off, Moffat stopped his Capri and climbed up onto the fence to identify the mongrel concerned, who was by that stage beating a hasty retreat.

The dude was duly identified, charged and went before the courts- but Al Pal never did return to the Weir…

(B Keys)

A favourite Touring Car for me, this photograph above is of Moffat upon the cars Oz debut during the Sandown Tasman meeting in February 1975, hooking into Shell Corner.

What about Jim McKeown’s Porsche though, I’d forgotten about that clever machine?

(Chequered Flag)

Alan Hamilton’s mid-engined Porsche 911…

Was Alan Hamilton and his team in Melbourne the first to build a mid-engined 911? Dunno- but I am intrigued to find out.

With the growth of interest in Sports Sedans (in essence an almost anything goes sedan class) in the early seventies the Porsche racer/importer wanted his marque at the front of the grids. He therefore concepted a clever mix of light weight, mid-engined location of the engine- a 2.1 litre Group 4, 470bhp turbo-charged, SOHC flat-six and ‘racing car’ type suspension, said car to be driven by Jim McKeown.

Hamilton drew simple spaceframe or subframe structures front and rear to pick up the engine and suspension componentry from the 908 (1969-1971 and beyond sports-racer) parts bin. By mounting the engine in front of the rear axle the car would have better weight distribution than the standard 911 layout and therefore better handling. All up weight was about 1500 pounds.

(Chequered Flag)

The top photo shows the spidery frame to support the engine, transaxle and suspension. Brakes are ventilated ATE, 11 inches in diameter both front and rear operated by dual master cylinders with a balance bar mechanism incorporated. The gearbox is of course a Porsche unit with ZF slippery diff.

The keen eyed will note the upper and lower wishbone front suspension rather than the standard McPherson struts, lightweight 908 upright and hubs clear. Unequal length wishbones were also used at the rear, with coil springs and Bilstein shocks at both ends.

Porsche 911 Turbo in the Winton paddock in 1975. Note the beefy roll cage structure and ally housing in the back seat over the engine. Note also location of the puffer compared with the workshop shot below (J McKeown)

 

McKeown, Hume Weir 1975 (B Keys)

The February 1975 Chequered Flag article about the car notes that ‘CAMS have already announced that the Porsches will be eligible only for Production Sportscar racing in 1976 while March this year will see the production of the first road going turbo-charged Porsches in Europe’- remember what a mind-snapper the first ‘930 Turbos’ were to look at on our roads, even if the driving experience left a little to be desired? CF note the FIA Group 4 version (what became the 934) will be built in 1976.

Oran Park 1975, McKeown, with the suspension working nicely (N Stratton)

Hamilton explained the foibles of driving turbos at the time ‘…driving a turbo-charged car requires more skill than for a normal engined car because when lifting your foot on deceleration there is a time delay of approximately one second before the engine starts to reduce speed. Similarly, on acceleration one second elapses from when you press the accelerator pedal to the time of the increased engine speed. Naturally this type of driving will take a bit of getting used to, and it is planned to test the car extensively before it appears in its proposed first race at Sandown on Febraury 23rd’- the Sandown Tasman meeting at which Moffat’s Capri took its first bow.

Winton 1975- it really was rather fetching on-circuit in this fag packet colour scheme (J McKeown)

Engine shot in the PCA workshop, with specifications as per the ‘Turbo’in the chart below- in essence SOHC, two valve, twin plug turbo-charged flat-six 2142cc engine producing circa 470bhp @ 8000 rpm and 364 ft/lbs of torque at 5500rpm.

(Chequered Flag)

Note the turbo-charger (KKK?), wastegate and pop-off valve and frame to mount the engine into the cars chassis.

Whatever became of this particular Porker?

Etcetera…

(Chequered Flag)

 

Oran Park 1975: McKeown from Moffat, Leo Geoghegan Porsche 911S and Bob Stevens Ford Mustang (N Stratton)

Article on Australia’s ‘Cologne Capris’…

https://primotipo.com/2015/04/09/australias-cologne-capris/

Photo and Other Credits…

Mark Bishop, Neil Stratton, Bruce Keys, Chequered Flag magazine February 1975 article by Ronda Matthews, Jim McKeown Racing

Tailpiece: I can hear the howl and it’s echoes, McKeown and Moffat pre-Fosters missile…

(M Bishop)

Finito…

 

(AMC)

George Fury on Conrod Straight in his works Nissan Bluebird turbo during the September 1984 Bathurst 1000 weekend…

Touring Car Racing in Australia has always been tribal. From the sixties it was Holden vs Ford, later Holden vs Ford vs Chrysler/Valiant. Then there was the locally manufactured stuff vs foreign cars including ‘Rice Burners’, then a disparaging descriptor for anything from Japan. Its amusing now given Japanese dominance of our market but this kind of stuff aroused the passions as much as an afternoon at the footy, whatever your code (Aussie Rules, Rugby, Soccer).

Fury/Scott Bluebird thru The Dipper, chassis the third and last Bluebird built by Nissan Motorsport Oz. Z18T 1.8 litre SOHC, 2 valve, twin-plug 4 cylinder turbo engine giving circa 350 bhp. Car still exists (supercars)

 

Fury exits Murray’s on ‘that lap’. It was an extremely cold day- it snowed in Bathurst that morning, getting heat into the tyres during the Hardies Heroes 2 lap top 10 qualifying format was tough for all- cold conditions suited the turbo-Nissan whatever tricks were also pulled (autopics)

Whilst the first Japanese outright win didn’t occur until the Jim Richards/Mark Skaife 1991 victory aboard a Nissan R32 GT-R ‘Godzilla’ (what a car!?) Nissan certainly signalled their intent with Australian Rally Champion turned racer George Fury’s splendid pole in the 1.8 litre, turbo-charged four cylinder Bluebird sedan on the mountain in 1984. His 2:13.850 ‘Hardies Heroes’ qualifying lap in the last season of the Group C era (Australian adopted Group A from 1985 noting their was a Group A category in the 1984 1000) was not beaten until 1991 when Skaife’s 2:12.630 R32 GT-R time bested it.

The Bluebird’s first Australian Touring Car Championship round win was at Lakeside in June that 1984 season. Pole on the mountain was a magnificent achievement, albeit the car, co-driven by Queenslander Gary Scott lasted 146 of the 163 laps in the race won by the Brock/Perkins Holden VK Commodore, the third win on the trot for that combo.

Lap 1 into Hell Corner: Fury Nissan from Brock VK Holden Commodore, Johnson XE Ford Falcon, Allan Grice white/yellow VK Commodore with Richards BMW 635 CSI and Masterton’s XE Falcon putting the squeeze on Moffat’s Mazda RX7. First start, race restarted and Brock got the jump (supercars)

Early laps Skyline: Fury, Moffat, Brock, Richards, Masterton (supercars)

Still, in some folks minds they stole pole given Fred Gibson’s admission some twenty years after the event (FG drove for the team and was Nissan Team manager by 1986) ‘that the Bluebirds had an illegal turbo-boost adjuster on the dashboard, as well as having the engine bay’s fire extinguisher spraying super-cooled Halon at the cars intercooler increasing horsepower’. It was the first time since qualifying first counted for grid positions in 1967 that a V8 had not been on pole, and a V8 would not sit on pole again at Bathurst until 1993.

Bloody rice-burners. Mind you, other than the Japanese body-shell the car was built entirely in Australia…

Credits…

Supercars Australia, autopics.com.au, Australian Musclecar

Tailpiece: Front row before the off, Bathurst 1984…

(AMC)

 

Finito…

 

 

 

As in ‘Prang It and You Own It’…

Here Bob Kent allowed Randall Bromfield to do a few practice laps of Baskerville in 1970 aboard his very tidy 1310cc Morris Cooper S, whereupon Randall ‘lost it at the bottom of the hill’.

Bigtime by the look of it.

Clearly Randall had not mastered the complex topography of that particular part of Tasmania to the required degree. The fiscal arrangements between ‘ole Randall and trusting Bob subsequent to this misunderstanding of the laws of physics remains unrecorded but it seems to me The P&O System is an eminently fair and reasonable one in circumstances such as this…

Credits…

All photos oldracephotos.com.au

Tailpiece: Daffy-Ducked ‘innit like?- it will take more than the application of Uri Geller’s talents and polish before the ‘brick is ready for its next meeting…

Finito…

Colin Bond in the Holden Dealer Team’s ‘new’ LC Holden Torana GTR XU1 V8 during the Easter Bathurst meeting in 1972…

New in the sense that this ‘cleverly disguised’, pensioned off 1970/71 Series Production V8 re-engined car fitted with rear wing, wide wheels was a ‘sleeper’- the prototype of the General’s (General Motors Holden) proposed ‘308 V8’ powered 160 mph 1972 Series Production Bathurst contender, make that winner.

The machine also featured widened 6X13 inch steel wheels and a full-width front spoiler incorporating brake ducts intended for the road-going variant.

During the weekend the V8 bullet was demonstrably quicker than the normal LJ 202 cid Series Production XU1’s winning the 5 lap Touring & Sports Closed Scratch Race from Ron Gillard’s XU1 and Graham Ryan’s Charger.

Bondy was a bit lucky as Bob Jane’s ‘full blown’ Torana V8 4.4 Repco ‘620’ Sports Sedan blasted away to an early lead only to slow, pit and rejoin the race back in 11th. But a win is a win, the only one for the car. Bond did a best lap of 2:39.6 to win, in comparison, he did a 2:43.9 in his Series Production LJXU1 to win the ‘Better Brakes’ Series Production Touring Car 17 lapper earlier in the day.

Its hard for me to picture my parents as ‘rampant rooters’, but they are of that generation who, free from the pressures of the war years hit the bedroom and created us ‘Baby Boomers’- that statistically big post-war rump of the populace who are still grimly hanging onto power.

Critically, we are a huge mob worldwide who drove demand for all sorts of consumer products throughout the sixties and seventies buoyed by a strong global economy and the expansion of consumer credit. The latter in essence allowed us to live beyond our means doing so as the houses we bought gained capital values of almost obscene levels (in Australia) thereby taking care of our debt/equity ratios. None of us are complaining mind you, even if our kids are!

In the US the car manufacturers noticed we youngsters, particularly our  burgeoning wallets and therefore the potential to flog us stuff. They delved into their parts bins and packaged existing hardware- engines, gearboxes and chassis underpinnings into very attractive packages. Ford’s Mustang and Chev’s Camaro being ‘Pony Car’ cases in point.

By 1966/7 those components were finding their way to their Australian subsidiaries and were packaged into yummy stuff such as the 289 cid V8 powered 1967 XR Ford Falcon GT and 1968 HK Holden Monaro GTS327. They were mighty fine racing cars compared with the Morris Cooper S and Ford Cortina GT/GT500 which had been the top guns at Bathurst till then.

The inexorable rise in Australian touring car racing gathered apace in the sixties and had morphed into three classes. ‘Series Production’ were essentially showroom stock cars, the class to which the Bathurst 500 was run. ‘Improved Production’, as the name suggests allows greater modification- was the class to which the Australian Touring Car Championship was contested. The category allowing the wildest modifications was ‘Sports Racing Closed/Sports Sedans’.

Inevitably motor racing played it’s usual part in the corporate brand building of the manufacturers and ‘moving metal’ of these new machines or rather the more modestly specified brothers of the race intended cars. The ‘win on Sunday, promote the shit out of it on Monday, flog on Tuesday’ adage has been a good, fairly accurate one down the decades.

For enthusiasts the cars modified for intended race use were what we sought and could buy if one had the readies as sufficient numbers had to be built and sold for road use to allow ‘Group E’ Series Production homologation for racing eligibility.

Holden initially raced V8 engined Monaro’s very successfully in Series Production winning a Bathurst 500 or two, 1968 and 1969 to be precise. Mount Panorama pickings were decidedly slimmer once the marketing focus changed to the six-cylinder Holden Torana in 1970.

There was nothing to stop privateer teams running the ‘Top Gun’ Holden Monaro GTS 350, some did, but the ‘factory’ Holden Dealer Team had to run the cars Holden’s marketing needs demanded. There was not the budget/resources to, say, develop, prepare and race Monaro’s on tarmac and Torana’s on dirt, that choice would have been the optimal one.

Without going into all of the detail for international readers, Ford and Chrysler competed locally with factory teams. General Motors Holden, the local GM subsidiary was a bit more ‘prim and proper’ over observance of the supposed American Automobile Association ‘no motor racing ban’, did so via the back-door ‘Holden Dealer Team’, a small outfit operated by ‘The Fox’, Harry Firth, former racer, mechanic, engineer and Bathurst 500 winner out of premises in Queens Avenue, Auburn, a twee inner-eastern Melbourne suburb.

Mason/Mason Mazda R100 and Cooke/Mason Monaro GTS350 Bathurst 1969. Digby Cooke qualified the Monaro 2nd, DNF with Trevor and Neil Mason 21st in the race won by the Colin Bond/Tony Roberts HDT GTS350 (S Jek)

Cooke/Bowden Monaro 350GTS Bathurst 1970 Q2 and DNF gearbox, Bathurst below (S Jek)

In creating the first ‘race variant’ of the Torana- the 1970 LC , ohv, 186 cid six-cylinder engined GTR XU1 Harry Firth and his small team including long time mechanic, Ian Tate, driver Peter Brock and GMH created the first in a series of the best all round competition ‘taxis’ in Australia. The LC and later 202 cid LJ 1971-73 XU1’s were supreme road cars (the LC ‘praps not so much, it was way too choppy in spring/shock rates to take your babe to the drive-in) and winners in rallies, rallycross and on the circuits.

The problem was, whilst there was an Australian Manufacturers Championship, run over rounds at Sandown, Bathurst, Surfers Paradise, Adelaide, Phillip Island (depending upon the year) the only race that mattered to the punters watching the Teev at home was the Bathurst 500- and Ford had a mortgage on that classic with their mighty, four door, 351 cid V8 engined Falcon GTHO’s.

Colin Bond’s HDT Torana LC GTR XU1 in the Bathurst pitlane 1971, 4th in the race won by Moffat’s works Falcon GTHO Phase 3 (autopics)

Whilst the Torana’s were continually developed they simply lacked the mumbo to win at the Mountain. The solution was simple, build a V8 variant of the XU1. The prototype of the car is the beastie Bondie is wheeling around Bathurst in the opening photo, it was put together in late 1971 using a cast-off HDT Series Prod LC XU1 raced by the team in 1970/71.

Fitted with a 5 litre Holden ‘308’ V8, M21 4 speed gearbox, suspension tweaks and away they went, the car was driven by Brock, Bond and Larry Perkins.

Repco Holden F5000 V8. Phil Irving designed, with assistance from Brian Heard, engine produced circa 470-520 bhp throughout its life (Repco)

Lets not forget that the Holden 308 V8 parts competition bin was deep. Repco had built and been racing the F5000 variant of the engine for about two years by the time the HDT boys started playing with the 308, inclusive of two Australian Grand Prix wins in cars driven by Frank Matich- 1970 in a McLaren M10B and 1971 in his self-built Matich A50

Bond, Hell Corner, Bathurst Easter 1972, XU1 V8

The test-bed car was registered for road use and carried the Victorian number-plate KSN-116 and was first raced by Bond as shown here at Bathurst.

Brock then raced the car at Adelaide International with Larry Perkins given the task of driving it across on the Great Western Highway and also racing in one of the support events. Firth was starting to get an idea of how their Bathurst contender would fare later in the year.

Perkins in Gary Campbell’s Elfin 600B/E Ford during the 1972 Glynn Scott Memorial Trophy at Surfers Paradise, first F2 home (G Ruckert)

Larry drove and tested for the HDT in 1972, mainly competing in Rallycross, his primary race program that season was driving Garry Campbell’s Elfin 600 B/E Ford ANF2 car to the national Australian Formula 2 title. He was off to Snetterton for the Formula Ford Festival with Garrie Cooper’s first Elfin 620FF late in the year, he won the Australian FF ‘Driver to Europe Series’ in 1971 but took his prize a year later knowing he would be better prepared, the rest is history.

Larrikins in the HDT Rallycross LC XU1 supercharged ‘Beast’ at Catalina Park in Sydney’s Blue Mountains in 1972. What a career!- FV to F1, Rallycross to Le Mans, he did, raced, built and won in everything (autopics)

Brock raced the LC V8 car at Calder on 14 May in the ‘Marlboro Trophy Series’ minus spoilers but with the widened steel wheels shown in the Bathurst shots earlier in this article, in a combined sports Sedan and improved tourer race running as a support event for the ‘Repco Birthday Series’ event for F5000 cars.

He raced mid-field amongst much faster sports sedans including Norm Beechey’s Monaro, Bob Jane’s Camaro, Alan Hamilton’s 911S and John Harvey’s Torana Repco V8 and barely rated a mention in the race reports.

That the car was ‘slipping under the radar’ was perfect from the HDT’s perspective.

Ford Falcon XA GTHO Phase 4’s come together at FoMoCo’s Oz ‘Skunkworks’ at Lot 6 Mahoneys Road, Broadmeadows on Melbourne’s north-western fringe.  Note the 36 gallon tank beside the standard item. 4 cars built (unattributed)

Whilst Holden were beavering away on their 1972 Bathurst contender, out in Mahoneys Road, Broadmeadows on the other side of Melbourne Ford were working on the new XA Ford Falcon GTHO Phase 4 whilst in Tonsley Park, Adelaide Chrysler were working on a V8 engined RT Charger, the E55.

For enthusiasts and racers these were mouth watering machines with enormous performance potential and engineering integrity.

GMH were proceeding to develop the production version of Harry’s V8 prototype ordering three GTR (not XU1) V8’s, which were sent down the Elizabeth, South Australia plant production line on 13 April 1972 for use by the Experimental Engineering team at GM’s Port Melbourne plant in inner Melbourne.

And then along came the media hysteria ‘Supercar Scare’ which was a frenzy of journalists and politicians whipping themselves into a lather over ’18 up year olds driving around the streets of our cities at 160 mph’.

This topic has been well ventilated down the decades amongst enthusiasts in Australia, their is little point adding to it here. Not that there is any doubt of the performance capability of any of these cars. Arguably a drum braked, cross-ply tyre shod, terminal understeering six-cylinder, ‘poverty pack’ Holden Belmont was a more lethal weapon than a well engineered ‘Supercar’ which was fit for purpose. A Belmont wasn’t fit for anything other than as an inner city cab operated at less than 35 mph.

So, the cars were all ‘pulled’ (or considerably softened as a luxury cruiser in Chrysler’s case) by manufacturers keen to maintain the high tariff walls the pollies provided which enabled them to produce sub-standard crap, flog it to the punters and make a poultice.

‘Let’s not piss the pollies off’ was the main aim of GMH, Ford and Chrysler management, the price of not building a few hundred high-performance machines was a cheap one to pay to keep the self serving State Governments and Canberra dickheads at bay.

(carthrottle.com)

It’s a shame really as the spec of the XU1 V8 would have been sweet- slinky, small (floppy in race terms) body, 308cid 300 bhp’ish V8, M21 4 speed box, Detroit locker diff, 6×13 inch Globe Sprintmaster wheels, long-range fuel tanks and aerodynamic aids. The car would have been a great 160 plus mph package with the slightly heavier V8 sitting back a bit in the chassis relative to the venerable Holden ‘Red’ six.

Torana racer/engineer Lee Nicholle had this to say about the prospects/charcteristics of XU1 V8’s on ‘The Nostalgia Forum’.

‘They do flex-horrid little car but they were also a great race car! I suspect though that Harry, Brock and Larry probably would have done the things that help- take all the rubber from between the front crossmember and chassis rails, that stiffens up the front no end plus of course the roll cage helps too, even the basic alloy ones in vogue then. Plus maybe some basic seam welding, though the car was road registered’.

‘That car (the HDT prototype) as an experiment seemed to work ok. I have seen no end of 308 LJ’s over the decades and they are NOT an evil monster, whatever the newspapers of the day insinuated. They are nicer to drive than a standard XU1 as the engine (V8) is far smoother than the lumpy, grumpy 6’.

‘With the right bits it (the V8) it is nearly a bolt in. There were over 30 built by a nearby country Holden Dealer here in South Australia as well as a few others by dealers interstate. They would not have been a great deal faster than a 6 cylinder XU1, unless the engine was worked’. (note the Repco parts bin comment earlier in the article)

Lee continued ‘My XU1 Chev Sports Sedan highlighted that. A 300bhp Phil Irving head Holden 6 was as quick as my then 380bhp Chev, though my engine bill was a LOT less which was the reason originally (to change from the Holden 6 to Chevy V8). Later with over 500bhp I was considerably faster than the sixes of course’.

With their V8 plans scuttled the HDT gave the specifications of the LJ six a tickle, by use of a wild ‘HX’ camshaft and with engines balanced and blueprinted they gave circa 212bhp. Globemaster Sprint alloy wheels were used and some revisions to the suspension- they evolved a good package which gave Peter Brock his first Bathurst win- the last solo win as it happens in 1972. In truth the win was as much down to Brock as the car.

The later V8 L34 and A9X Torana’s incorporating lots of Repco goodies would of course come soon but the LJ V8 is a wonderful mighta-been with KSN-116 proof positive of just what a weapon the XU1 V8 was…

Brock on his way to LJ XU1 victory, Fiat 850 Coupe behind, Bathurst 500 1972 (unattributed)

What  Happened to the Cars…

Depending upon your source there are some differences, but here we go all the same, he says with trepidation, ‘taxi’ enthusiasts are far more rabid then we open-wheeler nutbags.

1.HDT’s LC GTR-XU1 V8 Prototype

The ex 1970/71 HDT team car, KSN-116 was converted back into a 6-cylinder XU1, sold and has never been seen again, amazing given its significance

2.The three GTR V8’s were built in GM’s Elizabeth factory on 13 April 1972…

They were painted three different colours, lets identify them in that manner

Its said that Holden Experimental Engineers- Ed Taylor’s crew, fitted 308 V8’s with full spec ‘XW7′ parts with Harry Firth given the Pink and White cars to finish off, and, when completed, then handed them back to GM

.’Sebring Orange’ LGN-307

Registered by GMH on 6 September 1972 with a V8. Referred to as the ‘Lockwood Special’ due to the bonnet pin locks so fitted! Brock drove it as a loan car but the 308 V8 had been replaced with the 202 LJ 6

GM’s Administrator of Motorsport and PR also used the car as his company vehicle for a while before it was finally retired to Holden’s Engineering section.

Tendered for sale by GM in February 1975. Stolen in Melbourne’s Bundoora, Victoria in 1985 and never recovered.

.’Strike Me Pink’ LDH-255

Initially registered by GMH on 28 April 1972 with a 6 cylinder engine, a V8 was fitted later by Experimental Engineering

Tested by Brock at Calder where it was a ‘bit of a pig’ and then taken back to Queens Avenue, Auburn for attention to the suspension- spring rates, shocks and suspension bushes. When tested again at Calder by Brock on 31 May 1972, running a 2.78:1 diff and Detroit Locker it was a second a lap quicker than a normal XU1 driven by Colin Bond at the same test.

Brock recalled the car gave 271 bhp on Jack Hunnam’s dyno

.’White’

Intrigued to know the story

Photo Credits…

Dick Simpson, autopics.com, plannerpower, Sharaz Jek, Graham Ruckert

References…

Various online Holden forums, The Nostalgia Forum comments by Lee Nicholle, HDT Club of Victoria magazine, shannons.com, strikemepink on shannons.com, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley

Afterthought: Bruce Hodgson in the only 1972 Australian Supercar that ‘got away’…

(plannerpower)

Bruce Hodgson with Fred Gocentas aboard their Ford Falcon GTHO Phase 4 during the Southern Cross Rally, Mount Faulk Road outside Port Macquarie in October 1973.

For all the plans by Chrysler, GMH and Ford for the Supercars of ’72 only one ever competed albeit as a rally car, hardly the function for which Howard Marsden and the boys at FoMoCo intended!

Of Ford’s four Phase 4’s constructed, the least built up racer, the spare was given to John Goss, it was sold via McLeod Ford, assembled for road use.

Hodgson and Gocentas, Phase 4, rally and date unknown (unattributed)

The first and most developed of the racers was sold to a chap in Toowoomba and is now in the Bowden Collection.

The second racer was given to Hodgson, a Ford works Escort rally exponent who rallied it for several years before the machine was involved in a head on accident with a Holden Commodore, the wreck exists.

The production model was sold, via a car yard to an astute Sydney dentist in 1978 who is believed to still own it.

Tailpiece: ‘The Beast’- HDT Sports Sedan, the ultimate V8 LJ Torana XU1, Colin Bond, Warwick Farm, May 1973…

This race meeting must have been one of the last open ones at Warwick Farm. Car built quickly by HDT with an old shell, the essential element of which was a 480bhp Lucas injected Repco Holden F5000 V8. Mawer alloy wheels clear, a crowd pleaser, the car was too basic in spec by then to be a winner even in the hands of Brock and Bond

Finito…

(M Walton)

Pete Geoghegan’s famous ’67 Mustang GTA leads a packed field at the start of the Australian Touring Car Championship, Easter Bathurst round on 30 March 1970…

This is what rocks the socks off touring car enthusiasts in Australia, this era of ‘taxis’ above all others for the variety of cars across the various classes. The drivers were ‘characters’ as well rather than the anodyne media schooled pro’s of today.

Here Pete enters Hell Corner ahead of 1970 Champion Norm Beechey’s 1970 Holden Monaro HT 350 GTS. Brian Foley slips up the inside of Bob Jane’s Shelby built ’68 Mustang in his 1969 2.2 Porker 911S with Allan Moffat’s 1969 KarKraft factory Mustang TransAm on the outside. Chris Brauer in his ex-Jane Mustang is ahead of a glimpse of ‘Skinny’ Manton’s yellow 1969 Cooper S, the only tiddler in shot.

All of these beasties are still alive with the exception of Brauer’s Mustang which met its maker at Lakeside several months later, on 26 July. Chris was edged off the track in a race incident, he hit the end of an armco barrier side on, destroying the car, hurting himself badly and ending his career. It was a very sad, grisly day in Queensland, popular Glynn Scott lost his life aboard an Elfin 600 Waggott 2 litre ANF1 car in a support event.

It was and still is a superb racing sedan in concept, execution and presentation- Minilites added to the sex appeal. Beechey, Holden HT model Monaro GTS350 V8 (N Watts)

Geoghegan took the Bathurst pole with a time of 2:29.9, 1.4 seconds ahead of Bob Jane with Moffat completing the front row of the grid. On row 2 were Beechey and Foley, and then McKeown’s 911S and Brauer.

Beechey used all 500 plus of his rampaging ‘neddies to lead going up Mountain Straight on the first lap whilst Moffat, 7th off the line made his way back to 3rd behind Beechey and Geoghegan during lap 1-before both Geoghegan and Moffat’s TransAm Mustang passed Beechey’s ‘TransAus’ Monaro going down Conrod Straight.

Geoghegan and Moffat pulled away from the rest of the field over the next 2 laps whilst ‘Stormin Norm’ Beechey suffered a misfire. On lap 4 Moffat slowed with plug problems which eventually caused his retirement, this gave Geoghegan space over Beechey and Jane who were battling over 2nd place.

Nick Petrilli, Holden Monaro HT GTS 350 also retired when a piston let go, then Jane spun at Forrest’s Elbow (photo below) a few laps later, taking the pressure off Beechey.

Jane spins his Shelby built 1968 TransAm Mustang on the exit of Forrests Elbow whilst Norm disappears down Conrod, Bathurst in the distance below. Car now in the US (N Watts)

Pete Geoghegan raced on worn tyres, Firestone did not have new tyres available! As a consequence Beechey was able to easily reduce Geoghegan’s lead in the second half of the contest.

At the same time, Phil Barnes began slowing in his Morris Cooper S, allowing Peter Manton, Bob Holden’s Escort Twin-Cam and Roy Griffith’s Falcon GTHO Ph1 past.

Beechey took the lead going into Murray’s Corner on lap 18 and pulled away for the win. Geoghegan held on for 2nd whilst Jane was 3rd despite his spin. The Porsche 911’s of McKeown and Foley finished 4th and 5th respectively whilst Brauer was the final point-scorer in 6th.

Beechey won three of the seven championship rounds that year and the title- Bathurst, Sandown and Lakeside, all power circuits- not that handling was an attribute unrequired at each track as well. Jim McKeown’s Porsche 911S (won Warwick Farm) was 2nd and the Mustangs of Jane and Geoghegan (won Mallala) 3rd and 4th in a hotly contested series.

Jim McKeown, Porsche 911S, Forrests Elbow, 911’s visually didn’t come better than these competition ‘small bumper’ machines (N Watts)

Click here for a superbly detailed Mark Oastler penned article on the brilliantly concepted, engineered and raced Beechey GTS 350 ‘Munro’…

http://www.bowdensown.com.au/collection/norm-beecheys-ht-gts-monaro

Photo Credits…

Mark Walton, Nigel Watts on ‘The Roaring Season’, autopics.com.au

Tailpiece: Norm hooks into Hell Corner before the run up Mountain Straight where the Monaro’s 500 plus Chevy ponies were used to rather good effect…

Beechey, Foley and McKeown in their Porsche 911S from the Phil Barnes Cooper S

Finito…