MAGAZInE pREsEnTs
BATHURST ThIRd EdITIon
AUSTRALIA $49.95 inc.gst
19mm spine
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MAGAZINE prEsENts
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THE DIPPER
1964
The Barry Seton and Herb Taylor Ford Cortina GT leads a group of cars through the Dipper in the 1964 Great Race. Seton and Taylor eventually finished second.
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ROLL OF HONOUR YEAR
DRIVERS
1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Harry Firth/Bob Jane Bob Jane/George Reynolds Barry Seton/Midge Bosworth Rauno Aaltonen/Bob Holden Harry Firth/ Fred Gibson Bruce McPhee/Barry Mulholland Colin Bond/Tony Roberts Allan Moffat Allan Moffat Peter Brock Allan Moffat/Ian Geoghegan John Goss/Kevin Bartlett Peter Brock/Brian Sampson Bob Morris/John Fitzpatrick Allan Moffat/Jacky Ickx Peter Brock/Jim Richards Peter Brock/Jim Richards Peter Brock/Jim Richards Dick Johnson/John French Peter Brock/Larry Perkins Peter Brock/Larry Perkins/John Harvey Peter Brock/Larry Perkins John Goss/Armin Hahne Allan Grice/Graeme Bailey Peter Brock/David Parsons/Peter McLeod Tony Longhurst/Tomas Mezera Dick Johnson/John Bowe Win Percy/Allan Grice Jim Richards/Mark Skaife Jim Richards/Mark Skaife Larry Perkins/Gregg Hansford Dick Johnson/John Bowe Larry Perkins/Russell Ingall Craig Lowndes/Greg Murphy Larry Perkins/Russell Ingall Jason Bright/Steven Richards Steven Richards/Greg Murphy Garth Tander/Jason Bargwanna Mark Skaife/Tony Longhurst Mark Skaife/Jim Richards Rick Kelly/Greg Murphy Rick Kelly/Greg Murphy Todd Kelly/Mark Skaife Craig Lowndes/Jamie Whincup Craig Lowndes/Jamie Whincup Craig Lowndes/Jamie Whincup Garth Tander/Will Davison Craig Lowndes/Mark Skaife Garth Tander/Nick Percat Jamie Whincup/Paul Dumbrell
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CAR Cortina GT Cortina GT Cortina GT 500 Morris Cooper S Falcon XR GT Monaro GTS327 Monaro GTS 350 Falcon XW GTHO Falcon XY GTHO Torana LJ XU1 Falcon XA GT Falcon XA GT Torana L34 Torana L34 Falcon XC Torana A9X Torana A9X Commodore VC Falcon XD Commodore VH Commodore VH Commodore VK Jaguar XJ-S Commodore VK Commodore VL Sierra RS500 Sierra RS500 Commodore VL Nissan GT-R Nissan GT-R Commodore VP Falcon EB Commodore VR Commodore VR Commodore VS Falcon EL Commodore VT Commodore VT Commodore VX Commodore VX Commodore VY Commodore VY Commodore VZ Falcon BA Falcon BF Falcon BF Commodore VE Commodore VE Commodore VE Commodore VE
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CONTENTS THE TEAM Publisher Allan Edwards Editor Adrian Musolino Artists Diane McBride, Neville Wilkinson, Craig Fryers and Natalie Delarey Contributors Matthew Adams, Briar Gunther, Darren House and Dick Johnson Photographers Justin Deeley, Michael Delaney, Natalie Delarey, Juris Puisens, Paul Nathan, Chris Nesci, Peter Norton, Scott Wensley, autopics. com.au and the V8X picture library Published by Pole Position Productions (ABN 51 628 391 380) under licence from Raamen Pty Ltd (ABN 45 089 617 649) PO Box 225, Keilor, VIC 3036 Phone (03) 9331 2608 Fax (03) 8080 6473 © Material in this publication is protected by copyright laws and may not be reproduced in part or full in any format without the written permission of the publisher. While all efforts have been taken to verify that information in this publication is factual, no responsibility will be taken for any material which is later found to be false or misleading. The opinions of the contributors are not always those of the publishers. ISBN 978-0-646-59248-0 First published in Australia in 2008. Third edition published in Australia in 2012.
PAGE 06
ROLL OF HONOUR
PAGE 08
PUBLISHER’S INTRODUCTION
PAGE 09
FOREWORD BY DICK JOHNSON
PAGE 10
TRACK HISTORY
PAGE 14
THE RACE THAT MADE A LEGEND
PAGE 22
BATHURST HEROES
PAGE 44 THE ULTIMATE TEST DRIVE 1963-1972
PAGE 62
NO MORE ROAD RACERS 1972-1973
PAGE 66
THE KING IS CROWNED 1973-1984
PAGE 88
TAKING ON THE WORLD 1984-1985
PAGE 92
THE NEW WORLD STAGE 1985-1996
PAGE 112
SHOW ME THE MONEY 1992-1993
PAGE 116
THE V8s ROAR 1997-2012
PAGE 148
LOOKING TO THE FUTURE
PAGE 152 RACE RESULTS
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PUBLISHER’S INTRODUCTION
The Jewel in the Crown
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Allan Edwards fell in love with the Bathurst 1000 at a young age. It was his inspiration to become a motor sport journalist. Despite the fact that motor racing has become much more professional in Australia in the past 20 years, he still believes that Bathurst remains the ‘Jewel in the Crown’. Main pic: Brock’s XU-1 in 1972.
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t used to be said that Australian motor sport only had one real race a year and all the rest was just practice. That race of course was the Bathurst 1000 (or the Bathurst 500 in the days of imperial measure). The 2012 event marked the 50th year of Australia’s Great Race at Mount Panorama. While it would be unfair to all the other events on the local motor racing calendar to suggest the earlier statement is still true today, there is little doubt that the Bathurst 1000 remains the ‘Jewel in the Crown’ of Australian motor sport. For one weekend a year, this regional city, 210 kilometres west of Sydney, becomes Australia’s motor sport Mecca. It is little wonder then that this race has become the most hard-fought and the most important to win of all races. A win at Bathurst can erase the pain of an entire poor season. If you said to most Australian race drivers at the start of a season, “You can have your choice
of a good year in the V8 Supercar (touring car) championship or you can win Bathurst?” nine out of 10 drivers would choose the latter. There is no arguing that Bathurst is a sacred place for Australian motor racing and the classic 500-mile or 1000-kilometre races held at the famous Mountain circuit annually since 1963 have provided countless memories for many Australian race fans. Bathurst: The Legend of Australia’s Iconic Motor Race, Third Edition was never meant to be a definitive history of the Mount Panorama classic. That would require a book of much greater depth. However, the authors of this publication have set out to produce an entertaining read that highlights the incidents that they believe made the legend of the Mountain what it is today. We hope you gain as much enjoyment by reading Bathurst: The Legend of Australia’s Iconic Motor Race, Third Edition as we did by producing it. Allan Edwards, Publisher
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FOREWORD BY DICK JOHNSON
Bathurst from a legend
O
nce each year a stretch of public road near a country town in New South Wales becomes the focus of my life. It has been that way for four decades now. In 2012 it was 50 years since the ‘other’ race that stops a nation shifted to Mount Panorama from Phillip Island. I have been a part of it for most of them, as a driver and now as owner of the Dick Johnson Racing Ford team. It is the scene of some of my greatest sporting triumphs and some of my toughest moments, too. Over that time the Bathurst endurance race has been Australia’s greatest motor sport event. For a lot of that it has been the standalone prize in the sport, and now it is one round in the nation’s top racing category. But that hasn’t really made it any less special for me. I reckon if anything its status has continued to grow. It has more standing now than ever because of the number of people who watch it is bigger than ever. It’s the race that attracts the people who wouldn’t otherwise watch motor sport, just like the Melbourne Cup does with the nags. The race itself is unique. It’s the longest race we do and the circuit is a very big part of the attraction, too. It’s known around the world because we’re talking about the most amazing stretch of track anywhere and a lot of drivers who come from overseas find it really hard because there’s nothing quite like it. I think the Bathurst 1000 is still the major prize, bigger than the championship even. The championship is very important, but I’d rather
win Bathurst than the title. I first raced at Mount Panorama in 1973 in – and I don’t really like to admit it – a Holden Torana. And I have won it three times: in 1981 with the Tru-Blu Ford Falcon XD, in 1989 with the Shell Ford Sierra and in 1994 with the Shell Ford Falcon EB. Asking me which win is my favourite is a bit like asking me which of my children I like best. Right now the apple of my eye is my grandson, but I won’t separate my Bathurst wins because they are all very different. 1981 was special because of what happened the year before; 1989 was different because JB (John Bowe) and I dominated it and led from start-to-finish, and 1994 was an absolute nail-biter because it came down to the last 15 laps and was wheel-to-wheel racing to the chequered flag Over the years, I also watched Bathurst itself grow from a small town to a vibrant rural city and the event become more professional. But the feelings that come each year in the lead up to the race have not changed over the years at all. When you went to Sandown (Melbourne) for the 500, you knew damn well it was coming soon and the weeks between Sandown and Bathurst were focussed entirely on getting everything right: the car, your mindset, strategy, everything… I still get nervous at that time of year. But that’s why it is such a great event.
The Bathurst 1000 has been a part of Dick’s life for more than four decades. The three-time winner of the classic – in 1981, 1989 and 1994 – still gets nervous in the lead-up to the Great Race, now as a team owner. His team ran a Tru-Blu retro livery (pictured above) at the 2012 event, paying tribute to his 1981 Falcon XD.
Dick Johnson, three-time Bathurst 1000 winner and Dick Johnson Racing team owner. V8X
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1966
2009
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BATHURST The Legend of Australia’s Iconic Motor Race Right: When Bob Holden and Rauno Aaltonen won the 1966 Great Race in a Mini Cooper ‘S’ the track was little more than a country road. Left: The changes to Mount Panorama between four decades of racing.
TRACK HISTORY T
he Mount Panorama circuit had a conception that perfectly befits what the track has become since first opening for racing in 1938. There is a lot of mystery and probably some embellishment of the story as to how Martin Griffin, Mayor of Bathurst, managed to swindle a government minister into supplying public money for what was sold as a ‘tourist road’, but it is a good yarn all the same. There is no doubt that not even Griffin himself would have envisaged that the circuit would become the most sacred place in Australian motor sport and would be renowned worldwide, but it did! Who first hatched the plan to build a tourist road on what was then know as Bald Hills is not
exactly clear, neither is their exact motive. But it was Griffin, a master salesman, and Ray Fry, of the Bathurst Motor Sports Club, that were instrumental in persuading the Minister for Works, ES Spooner, to provide funds for what was to be called the Mount Panorama Tourist Road. The funding was approved in 1935 under a government program to provide local employment in the post-depression era. There must have been something going on behind the scenes because there was a strong push to build the road in a way that could be used for car and bike racing events even before construction began. A delegation from the NSW Light Car Club V8X
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Clockwise from top left: the John Leffler and Bill Jamison Morris Cooper S during the 1966 Gallaher 500. By the time Peter Brock won the 1987 race after swapping to the David Parsons and Peter McLeod Commodore VL, the track was starting to resemble the Mount Panorama circuit that we know today. Bruce McPhee and Barry Mulholland on their way to second in 1969 driving a XW Falcon GTHO. The opening lap in 1964.
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and Auto Cycle Union attended a council meeting in 1935 to seek permission to turn the planned tourist road into a potential racing circuit. The idea didn’t get a lot of air time in council after an alderman, who was also a Mountain Straight farmer, complained it would “send his cows dry”. In 1937 a delegation decided that they needed to pitch to the Bathurst Council on the basis that the motor racing could bring tourists and employment to Bathurst. The delegation of John Sherwood, Keith Dalziel, Jack Field, Jim Fagan and John Snow was finally successful, convincing Martin Griffin and other aldermen to alter the plans of the tourist road to include a linking road down one side of the Mountain to complete the circuit. City engineer, Hughie Reid, redesigned the road, widening some corners and adding a few escape roads to hatch what was to become Australia’s
most challenging circuit. The original cost of the circuit was £27,961 ($55,900) plus another £5000 ($10,000) for other infrastructure. It was fitting that recognition be given to some of the men that helped create the circuit known as the Mount Panorama Tourist Road. Griffin, Reid and Walter McPhillamy, who donated the land that is now McPhillamy Park, have all been recognised by having different parts of the track named after them. The original track was dirt when the circuit opened at Easter in 1938 for the first of many popular motorcycle and car races at the circuit. This first year may have set the scene for many years to come as fans flocked to Bathurst in their droves. Some reports have more than 20,000 people converging on the circuit that year and cleaning out
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BATHURST The Legend of Australia’s Iconic Motor Race The George Garth and Geoff Westbury Hillman Arrow leads the Trevor Meehan and Gary Cooke Fiat 124 in the 1967 Great Race. Note how close the trees are to the track with no concrete barriers.
the supplies of Bathurst for a week. It was far more than anyone expected, which was evidenced by having only a dozen toilets at the entire venue. The success of that very first event gave the council enough confidence to surface the track for the following year at a cost of £1200 ($2400). A further £6000 ($12,000) was spent on the circuit just after the war to combat police concerns with circuit safety. Over the years there have been many upgrades to the circuit and its facilities. The most prominent occured in 1987, with the track given its only layout alteration when the Chase was added two thirds of the way down Conrod Straight. There had been concern over the speeds reached on Conrod Straight for many years and when Mike Burgmann was killed in the 1986 race after his car became airborne, it was enough to force a change for 1987.
It was at this time also that the entire circuit was walled with concrete in preparation for the 1987 race being a round of the short-lived World Touring Car Championship. Recently, the pit complex has been redeveloped at a cost of $24 million, funded jointly by the State and Commonwealth governments and additional council funds. The circuit now has one of the most modern pit and corporate hospitality complexes in the world, while the track will undergo further upgrades in preparation for the 2013 event with a resurface of the circuit and improved safety features. The Great Race, as we know it today, was first held at the circuit in 1963 when the Armstrong 500 was moved from its home of its first three years at Phillip Island. But it made its name at Mount Panorama, Bathurst. And the rest, as they say, is history! V8X
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BATHURST The Legend of Australia’s Iconic Motor Race Left: Peter Brock became a household name through his achievements at Bathurst. He claimed nine victories at the Mountain, a feat that will possibly never be matched.
PETER BROCK
Bathurst 1972
The making of a legend
G
etting that elusive breakthrough win at Bathurst is tough. Many great Australian racing drivers would give back every other win in their motor sport careers for just one victory at Mount Panorama. Drivers like Glenn Seton can tell you how cruel the Mountain can be. And many other drivers have also had a near certain victory snatched from them in the dying stages of the race. But for those lucky enough to claim victory at Bathurst, it can give them self-belief and a confidence that they can do it again. That was certainly the case for the man who would later become known as the ‘King of the Mountain’. The iconic touring car event, which would become the Great Race that we know today, was only seven years old when a young Peter Brock made his Bathurst debut – ironically that year he also drove
in a Monaro with experienced driver Des West. West and Brock finished a credible third, but it wasn’t until 1972, when Brock won the Great Race for the first time in a little six-cylinder Holden Torana LJ XU-1, that Australian racing fans knew they were about to witness a very special era. “It was the victory that changed my life; there is no doubt about that,” admitted Brock. The race favorite was Allan Moffat in the awesome Ford Falcon XY GTHO, but this race was destined to be the race where a new legend was made. The rivalry between Brock and Moffat had been building when Brock started winning races in 1972. “There were a number of ingredients which are timeless… there were two guys representing Holden [Brock and Colin Bond] and almost one guy representing Ford… I suppose there was a couple of Ford guys – Fred [Gibson] and Allan Moffat – but V8X
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PETER BROCK
Above: Brock on the winners’ balcony with Harry Firth (right) in 1972. Right: Peter Brock and Mount Panorama went together like strawberries and cream. Middle: Brock on his victory lap in 1972. Far right: Brockie on his way to his maiden Bathurst win.
Allan was the man with the mantle on his shoulder,” Brock explained. “It had been building for some time, this whole rivalry thing. I had started winning a few races in ‘72. There was a bit of a feeling around that it would be Peter Brock versus Allan Moffat [at Bathurst], that this young up-start would give Moffat a bit of a go. “I didn’t know I could do it, not being an established race driver, just a kid really. I felt a bit out of my depth, thinking I am sharing the track with these people who are truly professional, truly established and internationally renowned.” The stage was set for an exciting battle. But it wasn’t just a battle between two men – this was also a duel between two very different cars. The XU-1 Torana was light and nimble, but not as powerful 16
as the big V8 Falcon GTHO. But the Holden was supposed to be extremely reliable and would not be as heavy on fuel, or as hard on brakes, but were they as bullet proof as Holden thought? When Holden developed the Torana LJ XU-1 it was thought that the engines were bullet-proof, but they hadn’t been tested for the ‘Brock factor’. The two cars were driven back to Melbourne from the factory in Elizabeth, Adelaide, by Brock’s father Geoff and brother Phillip. “When the guys pulled the engines apart back to Melbourne they discovered that the pistons were cracked. They thought ‘my god we have a production problem’,” Brock said. “They thought these engines were going to be bullet-proof, and all they had done was come from Adelaide to
Melbourne and the pistons were already cracked, but what they didn’t realise was that Phil and Dad had got to about Nhill and thought ‘well let’s open these things out and have a bit of a dice’. “Of course the engines didn’t have any piston clearance, not being properly ran in, so they had nipped up a bit …” When Brock and co first started to race the XU-1, they thought they were developing a bit of a lemon. “The cars were not a success; the 202 LJ XU-1, straight off the productionline, just wasn’t a winner,” Brock said. “We pressed on and we got to about April or May or something like that and some genius at the advertising agency, George Paterson, thought that this fluorescent sign writing on a silver car reminded everyone of the Philadelphia experiment, where they made a
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ship disappear. “Well we reckon we made a car disappear, because, you couldn’t pick the race car either in a photo or on the track. “We had this silver car with fluro writing, and all you could see was the background of flag-waving marshals and crowd, but you really couldn’t see the car. “So the agency came up with this new paint scheme. It was quite revolutionary for its time. It was red, white and black. I remember we painted my car and dropped it down on the ground and cleaned the mag wheels up and stood back and thought this is the best looking race car we have ever seen in our lives.” Brock was convinced that the new livery changed the destiny of the XU-1, turning it from a lemon to a race winner. “It coincided with a little bit of tyre development, but I believe primarily it
was the fact that we had totally changed our opinion on the car… we went straight out and immediately started winning races,” Brock said. “It defies logic. Nothing much mechanical had changed, it just looked good. You looked at the car and thought ‘that car is going to win races’, that’s it. “There were some tyre changes and maybe some other things you could quantify it with, but as far as we are concerned a coat of paint and it was sensational. We got ourselves pretty primed up so far as reckoning that we could do the job. “It was bloody quick, small and nimble and its power-to-weight ratio was very, very good. It would do about a 2 minute 38 lap if you were going absolutely flat out around Bathurst.” Back in the ‘70s there were no big
transporters to take the race cars up to Bathurst. Instead, the actual racing cars were driven up from Melbourne on the same public roads the spectators used to get to the Mountain. “I remember [engine builder] Ian Tate and I drove the cars up the highway, and in those days, in the outback of New South Wales, there was no speed limit, but you had to prove you could drive safely. We drove fairly carefully, but we did get to one stage there, down near West Wylong, were we decided to open them out a bit just to see how they went,” Brock recalled with a cheeky grin. “We got to around about Cowra as night began to fall and there were some road works. I was just sitting behind Tatie and all of a sudden my headlights disappeared and he thought ‘Brockie’s playing funny buggers; he has switched V8X
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PETER BROCK
his headlights off – I’ll fix him’. So he gets stuck into it and he is roaring along trying to lose me. “But I had no lights whatsoever because he had gone through these road works, thrown up a spray of gravel and absolutely wrecked the headlights and the blinkers on my car. “Finally he realised I was in trouble and backed off. So the first thing we had to do the next morning in Bathurst was organise to get my car to the local Holden dealer to get it cleaned up.” The XU-1 struggled to hold a candle to the Falcon GTHO in qualifying with Moffat claiming pole and Brock nearly three seconds behind in fifth, but as race day dawned the God’s decided that the time had come to create a new legend. Steady but constant rain fell as the cars lined up on the grid to start the race and 18
it didn’t ease until well into the race. Brock knew that the little XU-1 would be much better suited to the wet and slippery conditions than Moffat’s big grunty GTHO. “The race played into our hands; there was no doubt about that. If ever I had a chance of knocking off Moffat around there I needed everything going for me,” Brock said. “It rained, which I wasn’t too happy about at first, but then I told myself that ‘this is good, the wetness is good, because I will be able to hang right in there’.” Tyre choice for the day was the talking point in pitlane, with Brock choosing to use a set of hand-cut slicks, with three zig-zag grooves, while his Holden Dealer Team teammate Colin Bond opted for a set of Goodyear RR12s – the standard
Goodyear wets. Brock’s choice was the right one as Bond ended the race on lap three after a massive roll at Reid Park. Peter Perfect believed he and then HDT team manager Harry Firth developed a new tyre that day. “I just ran on them all day. They were just fantastic. Harry cut them that morning and it had never been done that way before. It became a bit of a favoured tread pattern. Everyone used to think that was the tread pattern to have,” Brock explained. With the GTHO having much more straight-line speed, even in the wet, Brock knew he had to drive a tactical race if he was going to beat Moffat. “Moffat was holding me up going over the Mountain, so I kept on attacking him,” Brock said.
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Far left: the Holden Dealer Team in 1972 – Colin Bond and Peter Brock. Middle: The top of the Mountain became a shrine in 2006 following Brock’s untimely death. Above: Brock during the 1972 race. Notice his typically relaxed style behind the steering wheel. Left: The XU-1 Torana couldn’t match the power of the Falcon GTHO up Mountain Straight, but it was quick across the top.
“A few times I passed Moffat, but I knew I had to pass him by a certain point [on the circuit] to get enough distance on him so that he couldn’t pass me down Conrod and I never managed to do that. “I was just hounding him and hounding him. I guess it was more than an hour into the race – we had pretty big fuel tanks in those days, from memory we only did two pitstops over six hours and I didn’t change drivers, so I was busting for a pee and things like that, but you just press on – and by this time Moffat and I had cleared off a bit because it was partially dry, but it was still wet in places with puddles. “We came into Reid Park, the same corner where Bondie had crashed earlier, and I was down the inside. I put it up the inside just playing. I had no
intention of passing him there. I was just pretending. “I could see Moffat’s eyes in his mirror as he glanced up to see what I was doing, and the next thing he was about half a tyre width off the line, and he spun. As he spun in a big long gyration, I lifted off and went down the inside of him and I reckon you could have just fitted a feeler gauge between the right-hand side of my car and the front and rear bumpers of his car as he was spinning around and I went by.” As Moffat pulled the big Falcon up on the side of the road before gathering things together and rejoining the race, Brock took off like a scolded cat. “Immediately my lap times picked up because I wasn’t held up anymore,” Brock said. “I put as much of a gap between
myself and him as I possibly could. I drove flat out, even though it was damp conditions, gapping him.” Moffat tried his hardest over the next few hours to reclaim the lost ground, but struggled with tired brakes on the big Falcon. To add salt to his wounds, he copped a one-minute penalty for allegedly starting his engine before refueling was complete during one of his stops, and finally a late-race blown tyre put paid to any chance he had of closing the gap. All this allowed Brock to drive to his first Bathurst victory. However, there was still one more drama to be played out. Brock was also given a one-minute penalty for a pitlane infringement at his last stop. “An official reckoned that I had started the engine before the filler cap was put on, although we reckoned we hadn’t, V8X
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Above: Brock wasn’t only King of the Mountain; he was also King of Moomba in Melbourne. Middle: Peter Brock Trophy, named after the legend and awarded to the winners of the Great Race. Right: The XU-1 being chased by the GTHO in 1972. Far right: Brock only had to wait three more years for his second Bathurst victory in a Torana L34 with Brian Sampson.
and we thought that we need to fight that one out later on … Harry [Firth] held out a sign saying, ‘Go, lap in 2 minute 38s’…” Brock explained. In the wash-up the penalty didn’t really matter as Brock won the race by enough that it wasn’t a concern. “Once I had succeeded in that area I guess your understanding of who you are and what you can achieve and where you place yourself in the pecking order of things changes,” Brock said on reflecting what the 1972 Bathurst victory meant to him. “It’s not a matter of being over confident. It’s just a sense of thinking ‘hang on, I can play this game. I’m allowed to be out here and I’m allowed to be out here participating with these people’ – that was the major turning point in my life!” 20
In fact, it wasn’t just the public that started to talk about Brock. After Bathurst 1972 the Australian press started to take the Brock name very seriously indeed. “All of a sudden when the press rated who would be the favourites for an upcoming race or race series my name was elevated into that level rather than it being ignored. All of a sudden I was the man to beat, or Moffat and I were going to have a hammer and tongs battle with each other,” Brock said. However, Brock did not allow this newfound popularity to take control of his life, and nor did he seek the extra attention. He remained racing for pure passion alone. Motor racing was simple back in the 1970s. There were no big fancy transporters or hospitality suites and
race crews didn’t stay in fancy hotels, but that’s just the way they liked it back then. “Budgets weren’t high and everything we had went into the car or the process,” Brock said. “We didn’t care about any of the trappings. It wasn’t a case of thinking we should be treated better. As far as I was concerned I was just totally focused, to a degree that you could label it selfish and it would be quite an apt adjective to use, nothing else mattered as much as driving. “I just had a passion, an obsession for getting behind the wheel of a car and I was just loving it. “I didn’t have a long-term plan which said I had to be world champion by a certain date or anything like that. As far as I was concerned I just wanted to race
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BATHURST The Legend of Australia’s Iconic Motor Race
at the Mountain. I wanted to race there in Holdens because I had been brought up with them, and I just wanted to race them as often as I possibly could.” There were some other interesting things to note from that 1972 race that show just how far motor racing has come since that era. Pitstops took over a minute to complete. By today’s standards, where pitstops are measured in seconds, the one-minute plus stops of the 1970s were slow, but Brock claims the stops were pretty damn quick considering the equipment the crews used in those days. “People say our pitstops were leisurely; they weren’t,” Brock said. “They were flat out using rudimentary gear. They had to use all of this stock standard stuff that the cars came with. The guys would practice getting that
stuff working well, and the main thing was not to panic, so it might have looked leisurely but I can assure you, it wasn’t.” Another thing today’s stars take for granted is driver comfort. During the 500-mile races the single driver couldn’t even take a toilet stop. With no co-driver, Brock was behind the wheel for six hours at Bathurst in 1972. And while today racing car drivers have medical experts to ensure they are re-hydrated, there was no such luxury in 1972. “I remember signalling to Harry and the guys for a drink [at a pitstop], but they wouldn’t give me one because they thought it might make me want to have a pee and that might upset my concentration. So I finished the race totally dehydrated. “It probably didn’t do my damn
kidneys any good at all,” Brock said. In fact, the 1972 Bathurst was the last time any driver was allowed to complete the entire race distance solo – as Brock did that year. And it was also the last race for series production cars and the last time the Bathurst event was held over 500 miles, as it became a 1000 kilometre event from 1973. While it was a last for many elements of the event, it was certainly not the last time that Brock would win Australia’s most iconic motor race. In fact, it was the first of his nine victories – a record that has not yet been matched, and perhaps one that never will be. Fittingly, the driver who does so will proudly hold aloft the Peter Brock Trophy. V8X
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Right: The undisputed King of the Mountain, Peter ‘Perfect’ Brock. Far right: Gentleman Jim Richards has come closest to Brock’s feat of nine Great Race wins.
Right: The workingclass man’s hero, Larry Perkins, has conquered the Mountain six times. Far right: Mark Skaife’s won Bathurst multiple times in a Nissan and a Holden.
Right: Craig Lowndes proved he was a Bathurst natural right from his first start. Far right: Born in Canada, Allan Moffat became an Aussie Ford icon.
Right: Greg Murphy is a natural at Bathurst, remembered for that lap in 2003. Far right: Jamie Whincup has won four Bathurst 1000s before his 30th birthday.
Right: Dick Johnson proved that hardluck stories can turn into personal triumphs. Far right: Garth Tander has become a consistent Bathurst threat. 22
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BATHURST The Legend of Australia’s Iconic Motor Race
BATHURST HEROES
Ten of the best
Drivers who have won three or more at the Mountain
T
here is little doubt that Mount Panorama, Bathurst is the most revered motor racing circuit in Australia. In fact, many would say that it is a match to the best that the rest of the world has to offer. Its tight corners and narrow, concrete-lined straights make it one of the most difficult and dangerous places to race a car on the planet. Plenty of racing stars from Australia and around the world have tried to conquer the Mountain over the years, and many of them have failed. The fables of drivers trying to tame the Mountain over the past 50 years have created the legend that the success of today’s V8 Supercar championship is built on. But Bathurst is about more than just car racing. It is about the many stories of man and machine taking on the might of Mount Panorama.
All of these men have their tales, some of hard luck and others of personal triumph. Such is the magic of the 1000-kilometre touring car races around Bathurst, and the 500-mile races that preceded them, that to merely compete in this great event is an achievement, while to actually finish the race can be a feat of life-changing proportions. But those who have truly triumphed at the Mountain are those who have beaten the odds to win Australia’s iconic motor race. There are not many who can call themselves multiple winners, and even fewer who have conquered the Mountain three or more times. In fact, there are just 10 of them, from Allan Moffat to Jamie Whincup, who lay claim to being Australian touring car greats. Their stories are chronicled on the pages that follow… V8X
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BATHURST HEROES Peter Brock and Jim Richards won the Great Race in 1978 driving the HDT Torana A9X. It was the first of three wins in a row for the pair.
PETER BROCK 9 WINS The undisputed King of the Mountain
P
ETER BROCK made his Bathurst debut in 1969 in a 5.7litre Chevrolet-powered Monaro GTS 350. Sharing the driving duties with Des West in the Holden Dealer Team-fettled Monaro, Brock finished third in his first attempt at the Mountain. However, it was three years later, in 1972, that Brock claimed his first victory at Mount Panorama. After driving the Torana XU-1 to the circuit from Melbourne, Brock and teammate Colin Bond were set to take on the mighty Ford Falcon GTHO Phase IIIs of Allan Moffat, Fred Gibson, John Goss and John French. The six-cylinder XU-1s were light and nimble and had better brakes, but the sheer power of the big V8 Fords were expected to win out on the day. That was until everyone woke on race day to weather that was less than savory. Suddenly in the wet conditions the Torana’s had a chance. As rain fell on the startline Brock knew he could take on
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the might of Moffat’s Falcon. In fact, during the race Brock took advantage of a Moffat off to build a gap. Once re-joining the circuit, Moffat tried his hardest over the next few hours to reclaim the lost ground, but struggled with tired brakes on the big Falcon. To add salt to his wounds, he copped a oneminute penalty for allegedly starting his engine before re-fueling was complete during one of his stops, and finally a late-race blown tyre put paid to any chance he had of closing the gap. All this allowed Brock to drive to his first Bathurst victory. However, there was one more drama to be played out. Brock was also given a one-minute penalty for an alleged pitlane infringement at his last stop. In the wash-up the penalty didn’t really matter as Brock won the race by enough that it wasn’t a concern. While 1972 was his most important victory he went on to take the Bathurst crown another eight times. In 1975 Brock shared the driving
duties with Brian Sampson in a privately entered XU-1. Toranas dominated The Great Race as the main Falcon challengers fell out of the event one by one. Then late in the race the other Toranas also hit problems. The only real challenge to Brock and Sampson was the Bob Morris and Frank Gardner Torana, but a bad tactical decision – which meant an extra pitstop for that car to avoid disqualification due to Morris nearly exceeding the time limit allowed for each driver – handed the race to Brock and Sampson. They won by two laps. 1978 marked the beginning of a three-year stranglehold on the race for Peter Brock, Jim Richards and the Holden Dealer Team. In ‘78 and ‘79 they were unstoppable in the Torana A9X V8, while in 1980 they gave the Commodore brand its first Bathurst title, with victory in the VC, when they profited from the infamous Dick Johnson rock incident. 1982 saw Brock start his second
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BATHURST The Legend of Australia’s Iconic Motor Race trifecta of wins over the next three years, this time with the wily Larry Perkins as co-driver, though John Harvey was also listed as a winning driver in 1983. Brock and Perkins had taken over Harvey’s #25 Commodore under cross-entering rules after their own lasted only eight laps. By 1982 the Commodore was a wellsorted racing car, and Grice and Brock led the field away. Grice spun on lap 11 and Brock sailed by. He and Perkins were never really challenged again. The relatively fuel-efficient Commodore – well in V8 terms at least – coupled with the driving skills of Brock and Perkins saw them claim a comfortable Great Race victory by over a lap. The following year Brock dominated the race for the first eight laps. His #05 Commodore appeared to have the legs on the rest of the field. But then the unthinkable happened – the normally reliable Holden V8 blew. However, Brock used the controversial crossentering rules to swap into the #25 Commodore, which had been started by Harvey. Sadly, that decision meant Peter’s brother Phil wouldn’t get a start in that year’s Great Race. Brockie rejoined the race in fifth, but on lap 47 when Moffat headed to the pits with dramas in his Mazda RX7, Peter Perfect was back in the lead. Brock then applied the famous ‘Brock Crush’ and vanished into the distance. By the time he came in to hand the car
over to Perkins he held a comfortable lead, which the pair never lost. In 1984 the Ford’s put up a better fight, but at the end of the day it was still the Brock and Perkins Commodore which took the flag first. Johnson actually led the race for some time in his big green Falcon, but Brock had regained the lead and was actually pulling away when Johnson struck fuel starvation problems on lap 102. Harvey and David Parsons took the second MHDT VK Commodore into the runner-up position, giving the team its first ever one-two finish at Bathurst. 1987 was perhaps Brock’s most controversial victory. He and co-drivers David Parsons and Peter McLeod finished third on the road, but were later awarded the race when the two Eggenberger Ford Sierras – all driven by international drivers – were disqualified for illegal bodywork. Brock was once again only driving the #10 car after his famous #05 Commodore expired 34 laps into the race with engine dramas. This was a round of the ill-fated World Touring Car Championship and the race meeting was one to remember for all of the wrong reasons. As well as the bodywork protests against the Eggenberger Sierras, the Swiss Ford team was also allegedly using questionable fuel. The fuel and bodywork hearings and appeals went on for almost two
months after the race. Eggenberger took the matter as far as the highest of all motorsport courts, at the FISA (nowadays the FIA). But finally Brock and co. were officially declared the winners in early December. Sadly, the protests overshadowed what was actually a fascinating race on the track – Bathurst’s unpredictable weather made sure of that. The rain pelted down and many of the competitors ended their races in Mount Panorama’s notorious concrete walls. Brock managed to stay out of trouble, and even though he couldn’t match the pace of the Eggenberger Sierras on the track, at least the local hero was racing within the rule book. While he continued racing at Bathurst as a full-time driver till 1997 and as a co-driver till 2004, that 10th win would elude him. The winning trophy was named in his honour following his death in 2006.
Even though his last win was 1987, Brock continued to race at Bathurst for another decade. In 1996 he shared a VR Commodore (pictured) with Tomas Mezera.
Brock on his victory lap in 1972 after his first win at the Mountain.
Brock was the undisputed ‘King of the Mountain’.
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BATHURST HEROES Jim Richards raced many marques over the years at Bathurst, including this BMW in 1983.
Jim RiCHARdS 7 wInS Gentleman Jim one for the ages
J
IM RICHARDS cannot even remember how he got the drive with Peter Brock for the 1978 Bathurst, the first of seven wins he has had at Mount Panorama. He surmised that it was because he got along well with Holden Dealer Team manager John Sheppard. “I’d actually done some work at John’s workshop on the old Mustang,” Richards said. “We dyno’d an engine and I suppose I got friendly with John because we were there every day for a week. “We got along well and that may have had something to do with it.” Richards said he did not know Brock well, even though they’d once driven from Perth to Melbourne together before the 1978 Bathurst. “I didn’t know him from a bar of soap, I had not even met him until I
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drove back from Perth in the middle to late ’70s when we couldn’t get a plane for some reason,” he said. “We shared the drive… and so I didn’t get to know him, I just spent two days with him. “I (later) got a ring from Greg Chambers, who was Brockie’s then accountant, I think, and asked if I wanted to drive with Peter.” Richards said he was simply there to help Brock win races. “I wasn’t hanging around (the team) a lot,” he said. Richards said he did the absolute minimum number of laps to qualify the A9X Torana. “In 1978 I’m almost certain I did just six laps in the car (for qualifying) and Brockie did 20,” he said. “The car sat there; they cleaned it and polished it and waited for the race to
come around.” And once Allan Moffat and Jacky Ickx’s Falcon retired due to mechanical problems, Richards and Brock had no trouble winning the race. Richards’ 1979 win with Brock occurred along similar lines and the duo won the race by a record six laps. The strongest Ford, driven by Moffat and John Fitzpatrick, retired before the race finished and the top eight positions were occupied by A9Xs. Richards and Brock joined forces again in 1980, winning their third Bathurst in a row in a Holden Commodore on its maiden run at the Mountain. Gentleman Jim went on to co-drive with young gun Mark Skaife and in 1991 the pair won in a Nissan GT-R. They won the race by one lap over the Holden Racing Team VN Commodore driven by Win Percy and Allan Grice in
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BATHURST The Legend of Australia’s Iconic Motor Race a record 6hr19m14.8s, partly due to the absence of any safety car periods. In 1992 the pair went on to win backto-back Bathursts in the same model car, but in more controversial circumstances. Richards made contact with a wall after rain started falling towards the end of the race. As Richards was getting the car back to the pits, he collided into another wall where three other stationary cars were sitting. The race was called and the GT-R was declared the 1992 Bathurst winner despite it being a wreck. Fans who were angry that the intact Dick Johnson/John Bowe Sierra did not win jeered at Skaife and Richards, and Richards responded with the comment they were “a pack of arseholes”. Richards won Bathurst next in 1998 in a Volvo 540 with Rickard Rydell in the two-litre Super Tourers, which was the official Bathurst race during this period. Teaming up with Skaife again for the first time in seven years, Richards won his last Bathurst in 2002 for the Holden Racing Team. Richards later admitted he was “way too cautious” during a stint in the car on a slippery track while running second to Russell Ingall in the Castrol Commodore. He said he was conscious of not ruining Skaife’s championship chances but was confident that a safety car would appear in the last 30 laps, and more than one did. When Skaife jumped back in to the car at the end he overtook Steven Richards – Ingall’s co-driver and Richards’ son – at Hell Corner on one of the restarts. But there was still more drama to come after a plastic bag blown from the spectator area got caught in the airdam of the VX Commodore towards the end of the race, causing the engine to overheat. It was touch-and-go in the last few laps, but the Commodore held up and Skaife passed the chequered flag 2.9372 seconds in front of the Richards/Ingall
Commodore. Gentleman Jim said although he debuted at Bathurst in 1974 where he placed third in the race with Rod Coppins in an L34 Torana, he wasn’t well known until his 1978 win with Brock. “No one really knew who I was and what I did,” he said. “But the ’78 Bathurst probably gave me a whole new profile in the motorsport community.” Richards said his lower profile was attributable to his involvement with the Sports Sedan class rather than the Touring Car category. “But all of a sudden I’d driven in a touring car with Brockie and won the race,” he explained. Richards said while he loved racing at Bathurst, it was not the be-all and end-all of Australian motorsport. “I loved Bathurst, but I said to people
Richards was known as Mr Versatile for his ability to drive to whatever conditions Bathurst threw at him.
I would much rather win an Australian Touring Car Championship than Bathurst because you have a whole year to put together (a championship).” Richards pointed out that a lot of luck was involved at Bathurst. “You can break records… you can have a puncture at Bathurst and lose the race. “The general consensus is that Bathurst was the one to win, but that wasn’t my personal feeling although it was every bit as good to win it,” he declared. Richards continued to race in rallies and circuit racing fllowing retirement from V8 Supercars, watching as son Steven went on to forge his own successful career that included back-to-back Bathurst wins in 1998 and 1999 in both a Ford and Holden. But it was Jim’s versatility and competitiveness in so many different types of cars that set him apart.
Richards and Skaife were forced to switch to Commodore when the all-conquering Nissan GT-R was outlawed.
Richards and Brock took the Commodore to Bathurst victory on its debut in 1980.
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BATHURST HEROES Perkins made his name at Bathurst in partnership with Peter Brock in the early ‘80s.
LARRY PERKiNS 6 wInS A love affair with the Mountain
L
ARRY PERKINS didn’t have to wait too long before visiting the podium at Bathurst. He made his Mount Panorama debut in 1977. Then a Formula One driver with BRM, he returned to Australia in October to co-drive with Peter Janson in an A9X Torana V8, and they went on to claim third place. That day started a love affair between Perkins and Mount Panorama, which would span many years and take in another 11 visits to the podium, including six victories. By 1982 Peter Brock was already a legend at Bathurst so when Perkins was drafted to the Holden Dealer Team – to replace the now BMW-mounted Jim Richards – it was always going to be a formidable combination. Brock already had five Bathurst trophies on his mantelpiece and Perkins had shown promise in his early assaults on the Mountain with Janson, including two second places (1979 and 28
1980) and his third on debut. The Commodore VH was in a class of its own and in qualifying its only real challenger was the turbo-charged Nissan, but when the turbo blew with Masahiro Hasemi behind the wheel during the Hardies Heroes run-off it handed pole to Commodore pilot Allan Grice. Brock and Perkins would start the race from the outside of the front row. Reliability was always going to be the highly-strung Nissan’s Achilles heal and with the turbo boost turned down in the hope the Japanese car would get to the checkered flag, it was never going to be a match for the V8 grunt of the Commodores during the 161-lap race. Grice and Brock diced early, but the race was virtually over when the former spun on lap 11. Brock disappeared into the distance, and backed by the consistent pace of Perkins in the middle stints, the pair were never headed all day as they lapped the entire field. Brock
claimed victory number six and LP took his maiden. The next year Brock and Perkins were reunited and while at the end of the day the result was similar, the victory was much harder fought. In qualifying Brock’s closest rival had been Dick Johnson in his Ford Falcon XE. This pair of V8s seemingly held an advantage over the host of foreign cars, but when Johnson threw his green beast into the trees in spectacular fashion during Hardies Heroes, it left Brock to claim pole. Again Brock led the field away but on lap eight had dramas. A blown engine put the #5 out of the race. As a quirk of the rules Brock and Perkins then took over the #25 Commodore VH from John Harvey, meaning scheduled codriver Phil Brock didn’t get a drive. Brock and Perkins wrestled the #25 Commodore through the field to claim victory for themselves and Harvey. The move to swap cars was
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BATHURST The Legend of Australia’s Iconic Motor Race controversial and Perkins benefited from cross-entering rules, which ironically he would later lobby to change. Perkins’ and Brock’s third win together, in 1984, will be remembered more because of a Japanese car – George Fury in the turbo-charged Nissan Bluebird – snatching pole for the first time ever and a huge startline crash. But once all of that hype was out of the way, Brock and Perkins cruised – from second on the grid – to the finish to take the final victory of the Group C ‘Big Banger’ era in their HDT Commodore VK. The demise of the Holden Dealer Team left Perkins without a top factory drive, so he decided to set up his own outfit and, like most who continued to campaign V8s during the Group A era, he struggled. However, this was as much due to a lack of budget as anything else. It wasn’t until 1993 that LP again tackled the Mountain in a car capable of winning. With the new V8 rules firmly in place and increased financial backing from oil giant Castrol, LP hit the track full of confidence. On paper at least, Perkins and codriver Gregg Hansford had the dream run that year: Perkins snatched pole position and the pair drove to victory in their Commodore VP. However, in reality it wasn’t that easy. With rain falling at their final stop Perkins, taking over from Hansford, decided to head out on slicks – it would prove to be the right choice. He rejoined the race behind fellow Commodore steerer Jim Richards, but the Kiwi still had a ‘splash and dash’ stop to make. Richards also stayed on slicks at his final stop and while the weather continued to fluctuate for the rest of the race, Perkins was able to maintain a fast enough pace to stay ahead of ‘Gentleman Jim’ – who didn’t help his cause with a late-race spin – until the chequered flag. Following the tragic death of Hansford in a Super Touring race, Perkins reluctantly had to find a new co-driver for 1995. He turned to a guy
called Russell Ingall. The Enforcer, as he would later become known, had a similar background to Perkins. He had raced internationally where he had impressed with his raw speed and controlled aggression, but like LP over a decade earlier, Ingall had been forced to return home due to a lack of financial support. After leaving third place on the grid, LP was duelling with original pole-sitter Lowndes on the opening lap when the two Commodores rubbed tyres. The result was a punctured tyre for Perkins’ Commodore VR and he was forced back to the pits. He rejoined the race in last, but still on the lead lap. From there the charge was on and neither LP nor Ingall ever gave up. Even when Ingall went a lap down at one stage courtesy of a safety car, something inside LP’s head told him to remain positive. On lap 152, Perkins drove around an
Brock helps a young Perkins celebrate the former’s maiden victory in 1982.
ailing Falcon, driven by a heart-broken Glenn Seton, to take the lead. LP went on to score his fifth Bathurst crown. If 1993 had looked like the dream run on paper then 1997 was the race dreams are made of. While Perkins and Ingall had to settle for fourth on the grid, in the race their Castrol VS Commodore didn’t miss a beat. The Perkins crew hardly put a spanner on the #11 all weekend. Such was its reliability that Ingall referred to it post race as “Massey Ferguson-like”. As the cars which had been faster earlier in the week fell out of the race – namely the HRT Commodores – Perkins and Ingall picked up the pieces to take a popular victory. Perkins is no longer involved in V8 Supercars having sold his licenses to Kelly Racing, though he keeps a close eye on his son Jack’s career and remains one of the icons of the sport.
Perkins wasn’t always a Holden man. He joined Dick Johnson in a Mustang in 1985.
Perkins dominated at Bathurst in the mid’90s. Even when he wasn’t winning, he was still visiting the rostrum. In 1994 he finished third with the late Gregg Hansford and Mark Poole.
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BATHURST HEROES
Skaife scored his first Bathurst podium with Jim Richards in 1989 in the Nissan Skyline HR31.
mARK SKAifE 6 wInS
A multiple winner across two makes and eras
M
ARK SKAIFE, as a freshfaced 20-year-old, barely made a ripple in the water when he had his first crack at
Bathurst. He debuted in 1987, at a time when there was dissent in the ranks over allegations of illegal team tactics and a very controversial, drawn out process eventually decided the winner. It was the year the Eggenberger Sierras finished in a one-two, but were later deemed illegal and the Peter Brock/David Parsons/Peter McLeod Commodore was declared the race winner. Skaife, who was paired with Grant Jarrett in a Nissan Gazelle, finished 19th. It was not a bad effort for his first race, considering 25 of the 48 cars that entered did not finish, including legends like Larry Perkins and Dick Johnson. But it was no real sign of what was to
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eventually become a stellar motor racing career with spectacular Bathurst successes for Skaife. While he escaped a DNF in his debut year, Skaife was not able to do so in 1998 while partnered with George Fury in a Nissan Skyline. With Fury driving, the car broke a water pump belt early. In 1989 at his third Bathurst race, Skaife got his first podium with Jim Richards in what was the start of a very long driving relationship. Their Skyline was the only non-Ford to start in the top 10 and finished behind the two Sierras of Dick Johnson/John Bowe and Klaus Niedzwiedz/Frank Biela. The Skaife/Richards duo had a disappointing year at Bathurst in 1990 when their four-wheel-drive turbo Nissan GT-R retired due to a broken differential. But payday came in 1991 when Skaife
and Richards won the race. In fact, with the previous year’s problems ironed out of the GT-R, they dominated the 1991 Bathurst race. Skaife put the car on pole in what was then a record time of 2min.12.62 seconds and they won the race by one lap over the Win Percy/Allan Grice Holden Racing Team VN Commodore. They finished the race in a record six hours 19 minutes and 14.8 seconds, partly thanks to the absence of any safety car periods, a record they still held at the time of writing. In 1992 Skaife went on to win backto-back Bathursts in the same model car with the same driver, but this time in more contentious circumstances. The Nissan teams had threatened to not even show up at Bathurst that year because of extra weight penalties, but the Skaife/Richards GT-R made it on the day sporting Winfield livery.
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BATHURST The Legend of Australia’s Iconic Motor Race After starting from third on the grid, they again led most the race. The GT-R’s four-wheel-drive was well suited to the wet conditions, with the car out-pacing its opponents. But when the weather cleared and the cars changed to slicks, Bowe’s Sierra was able to catch up to Skaife. After another round of pit stops, Bowe’s co-driver Johnson was again catching up to the GT-R, which was by then piloted by Richards. The rain fell again and contact with a wall forced Richards to nurse the car back to the pits. But before he could even get there, he collided into another wall where another three cars had already come to rest in the treacherous conditions. The race was called and the GT-R was declared the 1992 Bathurst winner even though it was a crumpled wreck, due to a rule, which declares the winner as the leader of the race on the lap before the red flag, being employed. Fans who were angry that the still intact Johnson/Bowe car did not win the race jeered Skaife and Richards when they came out onto the winners’ balcony to collect their trophy. With the Nissan GT-R excluded from entry into the 1993 race due to rule changes and the new Holden versus Ford format for the category, Skaife stepped into a VP Commodore with Richards. Their Commodore, along with the Perkins/Gregg Hansford Commodore, pretty much dominated the whole week. Perkins got pole position by only a couple of tenths over Skaife in what was then known as the Tooheys Top Ten. And when Skaife and Richards stepped onto the podium in 1993 when they finished second, they got a much better reception than what they had the year before. In 2001, Skaife broke an almost decade long drought since his last Bathurst win in 1992. Partnered with Tony Longhurst in a Commodore, they started from fifth and won by only 2.2785 seconds in front of
the OzEmail Falcon of Brad Jones and John Cleland. Skaife partnered Richards for the first time in seven years to win the 2002 Bathurst 1000. In a VX Commodore, Skaife put the car on pole but plastic bags were caught in the air dam of the car at the end of the race, causing the engine to overheat. As with their win the year before, it was again another close Great Race, as they managed to win the race to the chequered flag by just 2.9372 seconds from the Castrol Commodore of Steven Richards and Russell Ingall. It was also another back-to-back Bathurst for Skaife, exactly 10 years after he and Richards had done the same thing in a Nissan. There was only another three years before Skaife would claim his fifth Bathurst. In 2005 he partnered with Todd Kelly. The pair managed to finish in front Skaife has six Bathurst victories, leaving him equal with Larry Perkins.
of the Tasman Commodore driven by Jason Richards and Jamie Whincup to win the race. Disaster hit in 2006 when from pole Skaife struggled to get off the line with a faulty clutch and was punted into the wall by Jack Perkins. In 2007 he went into the wall at McPhillamy Park in damp conditions, while in 2008 he brushed the wall at Forrest’s Elbow, prompting him to decide once and for all to retire from full-time driving. Skaife joined Tasman Motorsport to co-drive with Greg Murphy in 2009, coming home in fourth. But it was a move to Triple Eight that netted Skaife his final Bathurst glory when he and Craig Lowndes led home a formation finish in 2010. A narrow defeat in 2011 left Skaife on six wins as he hung up his helmet to take up the role as leader of V8 Supercars’ Commission, ending a distinguished career on the Bathurst podium. Skaife and Brock failed to finish the race in what was supposed to be the latter’s final Bathurst.
Skaife paired with a young Todd Kelly for the second year in a row in a HRT Commodore, but they would have to wait until the following year before climbing onto the winners’ balcony together.
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BATHURST HEROES
Lowndes together with Greg Murphy burst onto the scene with the Holden Racing Team in the early ’90s.
CRAig LOwNdES 5 wInS The new King of the Mountain
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RAIG LOWNDES may be an experienced racing driver today, but he deserved his nickname as ‘The Kid’ when he made his Bathurst debut in 1994. Sure, plenty of drivers debut at Bathurst in their early 20s, but none have quite managed the success that Lowndes did when he first hit the scene. The rookie made one of those rookie mistakes by spinning the car, but his race will be remembered for the battle that took place between him and John Bowe in the last laps of that year’s race. It had rained that morning and Lowndes had punted his car into the wall during warm up. And that spin ended up undoing all the previous efforts that his co-driver Brad Jones had made in their VP Commodore. In what looked like a casual maneuver, Lowndes went on to overtake Bowe for the lead. Lowndes later said that he had actually 32
missed his braking mark. But Bowe overtook once again after Lowndes got caught in some traffic. He ended up finishing the race 5.7357 seconds behind the victorious Bowe/ Dick Johnson Falcon. Nevertheless, a podium finish was an enviable result for a debut Bathurst. Lowndes went on to get pole position in 1995 with a 2min11.5540 second lap. He also recorded the fastest lap of the race with a 2min14.3229 on lap eight, but engine problems forced him to bow out by lap 10 in the VR Commodore he partnered with Kiwi Greg Murphy. The Lowndes/Murphy duo were paired together again for the 1996 Bathurst 1000 and this time they got the result they were after. They were favourites going into the race, considering the pair had already won Sandown that year. Starting from second on the grid, Lowndes had pulled away by more than three seconds from the rest of his
competitors by the end of the first lap. In a race where there was rain and plenty of safety cars, the Lowndes/ Murphy VR Commodore was overtaken a number of times but was also leading by 30 seconds at one stage. Lowndes got the car over the line in first position, making him the youngest driver at 22 years of age to win the Bathurst 1000. It took nine years for another young Holden star by the name of Rick Kelly at the age of 20 to break that record. Lowndes recorded the fastest lap around Bathurst in 1996, throwing the #1 Mobil car around the track in 2min13.1636. He also recorded the fastest race lap at Bathurst in 1998 and 2000, but the VT Commodore he drove with Mark Skaife finished in sixth position both times. By 2003, Lowndes had jumped ship from Holden and was driving the Cat Falcon with Glenn Seton. He finished second that year with
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BATHURST The Legend of Australia’s Iconic Motor Race Seton, 4.9377 seconds behind his former teammate Murphy and Rick Kelly. Lowndes and Seton went on to again place second behind Murphy and Kelly in 2004, however Murph and Kelly had extended their win to 9.5738 seconds. Still in the Ford fold, but with Triple Eight Racing this time, Lowndes had a blistering week at Bathurst in 2005 – until the actual race. Fastest in the practice and qualifying sessions, Lowndes went on to put the Betta Electrical car on pole with a 2min08.5990 second flyer. The only unknown about the race was his overseas co-driver, Yvan Muller. They had managed to win Sandown a month earlier, but would Lowndes’ French colleague screw up Bathurst – and the Championship – at his first race around the famous Mount? The answer ended up that no, it would be Lowndes himself who would screw up his chances at a Bathurst win that year following such a promising start to the week. Driving in the lead only laps into the race, Lowndes clipped the wall and damaged a Watt’s linkage. Later on in the race and further down the pack, Lowndes encountered a stray tyre that had broken away from Paul Dumbrell’s car. With his windshield shattered, Lowndes had to pit again to remove both the front and rear windscreens to complete the race at a disappointing but, considering the circumstances, respectable 15th. Lowndes had a point to prove when he returned to Bathurst in 2006. Not only had he missed the mark the year before, but his mentor and idol Peter Brock had died a few weeks before the race. This time there were no wall rubbings or the like to stop Lowndes from taking out first position and along with it, the inaugural Peter Brock trophy. With a comfortable lead over the Kelly brothers’ Commodore, a safety car reined the Triple Eight car back in for
the last few laps of the race. The Lowndes/Whincup car, which had started from the grid in sixth position, went on to finish only 0.5868 seconds in front of the Kelly brothers car. In 2007 the duo started from sixth on the grid again and there was an even more thrilling conclusion to the year before. They were lucky to finish the race, let alone win it, after they almost came into contact with two out of control cars which flew by them at close range during the race. Lowndes and Whincup kept the car at the front of the field all day, but it all got a bit slippery towards the end when parts of the track became wet from rain. As Lowndes was trying to ease the car around the track, Steven Johnson, Greg Murphy and James Courtney were all hungry for the win and the lead changed a number of times. Lowndes took 10 years to claim his second Bathurst victory in 2006, going on to win a further three.
But Lowndes managed to end up in front, and score himself and Whincup another enduro success. The pair achieved the rare three-peat in 2008 with a more comfortable victory than the previous two years, although the streak came to an end when they could only manage fifth in 2009. But Lowndes, paired with Mark Skaife, led home a Triple Eight onetwo formation finish in 2010 on a weekend when he set a new lap record of 2min06.8012 in Saturday practice. A narrow defeat to Garth Tander in 2011 deprived Lowndes and Skaife of one final win together, while Lowndes had to settle for third in a Brockinspired retro livery in 2012. But Lowndes established himself as the modern day King of the Mountain with top five Bathurst results in seven years as he became the most consistent modern day performer at the Mountain. Lowndes on his way to victory with Jamie Whincup in 2007 in their #888 Falcon.
Lowndes ran a Brock-inspired retro livery at Bathurst in 2012, taking third place.
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BATHURST HEROES
Moffat became a Ford icon, although he would race other makes in his Bathurst career.
ALLAN MOFFAT 4 WINS The Blue Oval’s Canadian hero
A
LLAN MOFFAT made his Bathurst debut in 1969, sharing the driving with Alan Hamilton in a Falcon GTHO. The ex-pat Canadian found a ‘box full of neutrals on the opening lap, but this turned out to be a blessing in disguise as it meant he missed the big first-lap shunt, which decimated the field. The big Falcons were faster in most places around the Mountain, but were wearing tyres at a much greater rate than the Holden Monaros. The Ford drivers were forced to change tyres more often, which gave the Holden boys a huge advantage. Moffat and Hamilton eventually finished fourth. For 1970 Ford developed the Phase II version of its mighty Falcon GTHO, which among other developments included air jacks for pitstops– the first time these had been used at Bathurst. Moffat was again enlisted to drive one of the factory cars. This time however, 34
thanks to a rule change for The Great Race, he piloted the car by himself. He took the lead early and, despite most of the Falcons suffering with brake dramas, Moffat looked set for an easy victory, but just past the halfway mark his GTHO II started to billow smoke. Moffat used his great skill to nurse the car to the line to become the first single driver winner of the 500-mile race. This victory was recently listed at number 91 of the 100 greatest drives of all time, in the world, by respected British publication, Motorsport. It was the only Australian race to make the list. The following year Moffat was again entered as a single driver, this time in the factory Falcon GTHO Phase III. In shocking, windy conditions Moffat set the pace in practice, claimed pole position and won the race. His only moment of concern came when a part of a cardboard VB carton blew onto his grille and blocked a section of his radiator at about half
distance. However, despite having half its cooling covered, the big Falcon just kept plugging along. The next year, 1972, saw the first wet Bathurst, which will be remembered for a long time. Moffat was the favorite going into the event, but when it pelted down with rain in the morning that was turned around. The little, light and nimble, LJ XU-1 Toranas driven by Peter Brock and co. were much better suited to the diabolically wet conditions. At the green, the Toranas took off, but as the rain eased a little later in the race Moffat worked his way back into the lead in the GTHO Phase III. A spin at Reid Park put paid to his race, and a one-minute penalty handed to him for a pit-lane rule infringement was enough to make sure he couldn’t stop Brock from claiming the first of his nine Bathurst victories. In 1973 The Great Race distance
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BATHURST The Legend of Australia’s Iconic Motor Race was changed to metric and hence the Bathurst 1000 was born. With the change of distance to 1000 kilometres, co-drivers were again the order of the day. The rules regulating the cars were also changed, the heavily modified super cars were scrapped and replaced by more production-based examples. Moffat was joined in a factory Falcon Superbird by Ian Geoghegan. Moffat qualified third and the race itself became a see-sawing affair, which Moffat and Geoghegan eventually won after Doug Chivas ran out of petrol while coming down Conrod in the XU-1 Torana he was sharing with Brock. Chivas coasted down Conrod and then pushed the Torana back to the pits before handing the little Holden back to Brock, but Moffat had bolted and took the victory by 40 seconds, despite the V8 of his Falcon having a nasty miss for most of the race. Moffat had to wait until 1977 before he tamed the Mountain again. This was probably the most memorable of his victories. It was a great day for fans of the Blue Oval as their beloved Falcon’s crossed the line in a perfect form finish to take a much talked about one-two. A huge throng of international stars entered the race – Moffat himself was sharing the driving duties with Belgian ace and four-time LeMans winner, Jacky Ickx – and at the end of the weekend it was Ickx and the ex-pat Canadian who took the spoils. However, for that, they had to thank their teammate, rally ace Colin Bond, who played a major role in ensuring Moffat took the chequered flag first. The A9X Toranas were tipped as favourites for ’77 Great Race, and it was a hoard of them that charged up Mountain Straight on the opening lap. Seven Toranas and three Falcons made up the top 10 early, but it didn’t take long for the Holdens to hit problems. By lap six Bond and Moffat were first and second respectively and ‘the boss’ soon took over the front running. As usual, the lead swapped and
changed with the pit stops, but by half distance Moffat and Bond were in front and they soon handed over to their codrivers– Ickx and Hamilton. The hard-charging Ickx soon gapped Hamilton and the lead Falcon held a comfortable margin over its sister car when the co-drivers gave their vehicles back to their number one drivers. But just when it looked like Moffat would take an easy victory, trouble struck. He dived into the pits late in the race to replace a worn rear tyre, but he was still hobbled. Smoke was billowing from the very second-hand rear brakes on his Falcon, and Moffat was left with little option but to try to limp the injured Ford to the finish. Bond closed right onto the tail of his boss’ Falcon, but was under strict team
orders not to pass. The pair crossed the line almost sideby-side, but with Moffat just far enough in front to be declared the victor. In the years that followed he left the Ford fold to race Holdens and Mazdas. He had great success in the championship in Mazdas, but could never again find that magic formula to win the Bathurst 1000. Moffat returned to the Ford fold in 1988 when he drove a Sierra RS500 at Mount Panorama with 1993 Bathurst champion, the late Gregg Hansford, and German ace Klaus Niedwiedz. But the Sierra suffered a blown head gasket late in the race, which put paid to any chance Moffat had of claiming a fifth victory. Nevertheless, he is considered a Bathurst icon.
Although Moffat’s Mazda was competitive in the ATCC, he couldn’t make it competitive at Bathurst.
Moffat proudly holds up the winners’ prize in 1970.
Moffat on his way to victory in 1970 in his Falcon XW GTHO.
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BATHURST HEROES Murphy set the fastest V8 Supercar qualifying lap ever at Bathurst in 2003.
gREg mURPHY 4 wInS
Kiwi invader who delivers on the Mountain
G
REG MURPHY is the Kiwi who has come closest to emulating the success that fellow New Zealander Jim Richards has enjoyed at Bathurst. While Richards has seven Bathurst titles to his name, Murphy is a four-time Bathurst winner and the 40-year-old still has plenty of racing at Bathurst in him. Murphy debuted at Bathurst in 1994, finishing 23rd in a Toyota Carina with Briton James Kaye. He teamed up with Holden Racing Team’s Craig Lowndes in 1995, and while they started on pole, their VR Commodore was retired by lap 10 due to engine problems. Murphy and Lowndes joined forces again at Bathurst in 1996.They had won the 1996 Sandown 500 and were 36
favourites to also win Bathurst. And the duo did not disappoint, with Lowndes starting from second on the grid to end up with a three second lead over the field by the end of the first lap. During the very wet race that had many safety car periods, Murphy nursed the VR Commodore around the circuit for most of his stints, but produced the goods once the track began to dry by overtaking Dick Johnson for first position. Lowndes stepped back into the car for the stint home and finished off the win for the two young drivers. Murphy won his next Bathurst in 1999 with Steven Richards in the Wynn’s Racing VT Commodore. It was no mean feat for the pair, who started off from 12th on the grid which
is statistically not a great place to start a Bathurst challenge. They are one of only three teams to have won the Great Race from a starting position outside of the top 10. Murphy had the first of two forgettable Bathurst moments in the 2002 race. While running up the front of the field in the Kmart Racing Commodore, Murphy pitted, but he left the pits before his team had finished refuelling the car he was sharing with Todd Kelly and litres of petrol spilled on to the pit lane tarmac. He was later advised that he had been handed a penalty and would have to sit the car in pit lane for five minutes. A furious Murphy parked his car in pit lane and got out, screaming “five minutes” at his team before making
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BATHURST The Legend of Australia’s Iconic Motor Race his way out to the back of the pits and locking himself in a port-a-loo. They went on to salvage 13th place in the race, but it was a bitter pill to swallow for Murphy, who criticised the harsh penalty after the race. So when Murph returned to the Mountain in 2003, he had something to prove. Murthy and his Kmart Racing co-driver Rick Kelly were one of the quickest pairs in their VY Commodore all weekend. And then came the Top Ten Shootout and that lap. Murphy, who was quickest in qualifying, was the last to complete his flying lap – and what a flyer it was! He completed his “Lap of the Gods” in 2min06.85945, more than a second faster than next fastest, John Bowe. It was the fastest a V8 Supercar had ever completed a lap of Mount Panorama and the record still stood at the time this article was written. Murph was quoted one year later as saying the lap still sent a shiver down his spine. Even though they were not the quickest come race day, the misfortune of others – including tyre troubles for Stone Brothers Racing’s Marcos Ambrose and a black flag penalty for loose bodywork on Mark Skaife’s car – helped Murphy and Kelly win the race, the likeable Kiwi’s third Bathurst victory. Murphy and Kelly finished the race 4.9377 seconds in front of Ford Performance Racing’s Craig Lowndes and Glenn Seton. Murphy and Kelly teamed up again for the 2004 Bathurst and won the race for the second year in a row. Towards the end of the race the car, with Murphy driving, started running out of fuel. Murphy pitted for a splash-and-go, managing to get out in front of the John Bowe/Brad Jones OzEmail Falcon and the Lowndes/Seton Ford Performance Racing car to lead for the rest of the race and take out back-to-back titles for himself and Kelly.
This time though, Murph and Kelly extended their win to 9.5738 seconds over runner-up Lowndes and Seton. In 2005, Murphy moved to Supercheap Auto Racing where he experienced his second forgettable moment at Bathurst. After a safety car period only 20 laps from the end of the race, Ambrose went to overtake Murphy and they both got tangled up. The ensuing pile-up of cars blocked the track, and, if that incident was not shocking enough, then what happened next definitely was. Both Ambrose and Murphy got out of their cars and into each other’s faces, screaming and laying the blame of the incident on each other amongst the rubble. Murphy posted a DNF in the 2006 race but made a come-back with Jason Richards in 2007. Their Tasman Motorsport Commodore
was the first Holden to cross the finish line in fourth place after a closely fought battle at the end of the race, improving two places in 2008 when the Kiwi pair came home in second place. Partnered with Mark Skaife in 2010, the duo nearly pulled off a surprise win but the strategy game didn’t fall their way and they had to settle for fourth. Even as Murphy’s results away from Bathurst started to decline, you could still count on the Kiwi turning up to Mount Panorama and being on the pace. A case in point was in 2011 in Kelly Racing’s Pepsi Max Crew entry, when he put behind him a tough season to score a weather-assisted pole position and raced to third place alongside Allan Simonsen. While his career in V8 Supercars may be winding down, look for Murphy to still be a contender at Bathurst in the years to come.
In 1999 Murphy joined forces with Steven Richards to win the Great Race in the Wynn’s Racing Commodore.
Murphy has had a ‘love hate’ relationship with the Mountain.
Murphy and Lowndes heralded the begining of a new era at Bathurst when the youngsters beat the old hands at their own game in 1996.
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BATHURST HEROES
Jamie Whincup won his fourth Bathurst title and his first without Craig Lowndes as a co-driver alongside Paul Dumbrell in 2012.
JAmiE wHiNCUP 4 wInS V8 Supercars’ new dominator
J
AMIE WHINCUP arrived at Mount Panorama for his first Bathurst 1000 as a wide-eyed 19-year-old rookie thrown into the deep-end of V8 Supercars following a swift graduation from Formula Ford. Few could have predicted the impact he would have on V8 Supercars after a slow and stuttering introduction into the series. After winning the Formula Ford championship in 2002, Whincup was teamed with Mark Noske in the #35 Garry Rogers Motorsport Commodore at that season’s endurance event as an apprenticeship before he would replace Jason Bargwanna with a full-time campaign in 2003. But his rookie appearance at Bathurst ended in the wall after 72 laps when Whincup, who later admitted he was fatigued and struggling, went into the wall at the end of Mountain Straight. “I was so out of my depth that the car was going twice as fast as I was and I was 38
literally hanging on,” he recalls. Whincup struggled for results in his first full-time main game season in 2003, although he was looking good for a solid Bathurst result that year when teammate and co-driver Garth Tander qualified in fourth place at that season’s Great Race. However, Whincup’s inexperience would again prove costly when he hit the wall at Forrest’s Elbow and put pay to the entry’s chances, eventually finishing in 19th place. After a season of struggling at the tailend of the field he was let go by Garry Rogers and failed to secure a full-time ride for 2004. Whincup managed to secure an endurance co-driver ride alongside Alex Davison in Castrol Perkins Engineering’s third entry for the 2005 endurance events. They qualified in 29th at Bathurst and kept their noses clean to come home as the leading Perkins Engineering entry in a solid ninth place.
That performance helped Whincup land a full-time seat at Tasman Motorsport for 2005, where together with Jason Richards he scored a third place at the Sandown 500 heading into Bathurst. Richards would qualify the Commodore VZ in seventh and the entry ran strongly for most of the day, leading in the final stint before being overhauled by the Holden Racing Team’s Mark Skaife with 20 laps to go. Nevertheless, the second place was a highpoint for Whincup, Richards and Tasman Motorsport and helped land Whincup a seat at the up and coming Triple Eight team alongside Craig Lowndes for 2006. Led by Roland Dane, the team would come to dominate V8 Supercars. Dane was after a young, fast-charger who could push Lowndes and team with the experienced driver to challenge at Bathurst. He found that with Whincup, who won his debut event
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BATHURST The Legend of Australia’s Iconic Motor Race with Triple Eight at the Clipsal 500. Heading into Bathurst, Lowndes was right in the championship mix with Whincup struggling to match his teammate as the season went on. Together they were one of the favourites for Bathurst 2006. The pressure was pilled on even further when just weeks from the event Lowndes’ mentor Peter Brock was killed in the Targa West rally. With Lowndes at the centre of the Brock remembrance tributes, Whincup was very much in the shadows but nevertheless did his bit to put the entry in a race-winning position from seventh on the grid. Lowndes would takeover for the final stint of the race to hold off a fast finishing HSV Dealer Team entry of brothers Rick and Todd Kelly to claim an emotional win with he and Whincup awarded the inaugural Peter Brock Trophy. That win was the first in a Lowndes/ Whincup/Triple Eight three-peat in a period of domination for what became the Vodafone-backed team from 2007. The 2007 race will go down as one of the craziest finishes in Bathurst history with a late rain-shower sending then race leader Mark Winterbottom off at the Chase. Whincup could only watch as Lowndes was forced to fend off Steven Johnson on the slick track to go backto-back. It was a less stressful win in 2008 with the dynamic duo controlling the race for most of the day with Lowndes surviving a late-race charge from Kiwi duo Richards and Greg Murphy to take the first three-peat since Brock and Larry Perkins in 1984. Their streak came to an end in 2009 when Lowndes was given a drivethrough penalty early in the race for an unsafe release. Although they fought back and assumed the lead in the final stint, clutch problems saw the entry drop down to fifth. In 2010 main game drivers were separated and kept in their own cars
thanks to the new co-driver rule, splitting Lowndes and Whincup. Lowndes was teamed with multiplewinner Mark Skaife while Whincup was joined by Steve Owen. Despite an incident in practice which saw Whincup collide with the already crashed Richards at Forrest’s Elbow, he would qualify third and shadow Lowndes home in a formation finish for Triple Eight. With Andrew Thompson in 2011, Whincup was in a dominant position and looked on course for victory before an alternator drama stopped him in his tracks. In 2012 Whincup was joined by close friend Paul Dumbrell – his fourth different co-driver in as many seasons – with a handy championship points lead to defend. Eager to make amends for the near misses in the previous two years and
claim his first Bathurst win away from Lowndes’ shadow, he and his co-driver dominated the day and brushed of a late-race charge from David Reynolds to take the chequered flag first. Whincup admitted post-race that his championship status had not entered his mind in Bathurst week and that Dick Johnson’s comments that Whincup was “mentally weaker than Lowndes” had spurred him on. But Whincup’s Bathurst record is fast-approaching that of his teammate – four wins from the last seven, tops 10s in eight of the last nine, and six podiums from the last eight. And at just 29 years of age at the time of his fourth win, he has plenty of years ahead to add to that impressive record. He and Lowndes shape as the drivers most likely to threaten Peter Brock’s tally of nine Bathurst victories.
Whincup and Lowndes claimed a three-peat of Bathurst wins with their 2008 triumph.
Whincup is all smiles as the dominant driver in V8 Supercars at present.
Whincup claimed his first Bathurst victory alongside Craig Lowndes in the emotion-charged 2006 event, becoming the first winners of the Peter Brock Trophy.
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BATHURST HEROES Johnson became a household name for his achievements at Bathurst, loved by the crowd with his traditional open-faced helmet helping to make him one of the most recognised drivers in the history of the series.
DICK JOHNSON 3 WINS A legend that developed at Bathurst
D
ICK JOHNSON’S 1980 Bathurst hard-luck story has become folklore. After struggling all his life to break into Australian motor racing’s ‘big time’, Johnson appeared to be on the cusp of achieving his dream. He was leading Australia’s greatest race, the Bathurst 1000, in his ‘Tru Blu’ Falcon XD, and, even though it was still very early in the race (17 laps), he looked on his way to possible victory. But Mount Panorama was about to bite, as the great mountain circuit has a tendency to do. Johnson’s account of the incident in his autobiography, Dick Johnson: Don’t tell me I can’t do that, is gut wrenching: “I came up over the crest, flat out in second gear at somewhere around 120 kilometres an hour. Sure enough, there was a (vehicle recovery) truck there, about a metre out from the wall, but there was still plenty of room to go through. Or at least there would have 40
been, but for the rock. I opted to go up the banking to avoid the rock, but the left front wheel hit it, was smashed and the tyre went flat as a tack, shortly followed by the rear tyre as the loadings on the car changed so suddenly. No hope after that. I speared across the road, flirted with flying over the fence, and then came back to earth with a bang.” His race was over. However, aided by $72,000 raised by a television appeal to get his racing career back on track, Johnson was back in 1981. He qualified second and diced with Holden arch-rival Peter Brock and the Camaro of Kevin Bartlett early. Brock soon disappeared with a damaged rear axle, the result of earlier contact with Bartlett, and Bartlett was involved in an accident with a lapped car some laps later. As Johnson’s challengers came and went, usually suffering mechanical dramas or getting involved in other’s
accidents, 1981 started to look like it would finally be Johnson’s race. A long stop to repair an oil leak saw the Johnson car drop back to second in the hands of co-driver John French. However, such was the pace of the Tru Blu Falcon, that French was soon able to regain the lead of the race. But Bathurst was once again about to dish out one of its unexpected scenarios. On lap 121 Bob Morris became tangled with the Falcon of Christine Gibson. This triggered a multi-car pile-up. The track was blocked and the officials had no option but to call the race. Johnson and French were declared the winners. It was eight years before Johnson would repeat his Bathurst victory. This time he was sharing a Ford Sierra with the likeable Tasmanian John Bowe. Johnson had spent much of the ’80s in the wilderness as the local Blue Oval products were mostly uncompetitive in
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BATHURST The Legend of Australia’s Iconic Motor Race the new Group A era. However, by the late ’80s, the European-built Ford Sierra was dominating motor sport on the other side of the world and soon found its way to Australia. Known as the ‘jellymould’ car because of its rounded looks, the Sierra was small, light and powerful, thanks mainly to its large turbo-charger. Its main problem was getting all of that power to the track via its small rear tyres. Johnson won the ’88 and ’89 Touring Car championships in the Shellsponsored car, but it was his second Bathurst crown that he really wanted. The only non-Sierra in the top 10 in ’89 was Jim Richards and Mark Skaife’s Nissan Skyline. After the Top 10 Shootout Johnson would start from second behind Peter Brock, who had also switched camps to drive a Sierra. Johnson took the lead from Brock on the opening lap and looked comfortable. Despite a bungled pit stop that had forced Bowe in for an extra stop, at half distance the Shell Sierra was one minute and 50 seconds ahead of second place. Barring any major problems the race looked won, but Sierras had been falling out of the race with problems all day, and Johnson and Bowe weren’t counting their chickens just yet. And their concerns weren’t misplaced. On lap 112 Johnson handed the Sierra over to Bowe with a 44-second lead. Bowe, however, soon struck turbo problems. But he was able to maintain his lap times. Despite Bowe’s loss of turbo boost, Frank Biela, in the ANZ Sierra, was only slightly faster than him. This all became academic when the ANZ crew failed to properly secure a wheel at its final stop. It was another five years before Johnson and Bowe would claim Bathurst victory again. The Ford Falcon was competitive once more under the V8 Supercar regulations, which had been introduced the previous year. Johnson qualified the car third, but clouted the wall at the Cutting in the
shootout, and the pair had to start 10th. Bowe did the opening stint in changing weather conditions and cautiously circulated early, making sure he didn’t get caught in anyone else’s dramas. However, it wasn’t long before he was on a charge. Amazingly, after being as low as 14th, by lap 40 he was leading. He soon handed the car back to his team boss, and in improving conditions, Johnson bolted. On lap 105 Johnson was just leading from the Holden Racing Team Commodore of Brad Jones. Both Jones and Johnson only needed one more stop before the chequered flag. Jones made his stop on lap 128 and handed his HRT Commodore over to his Bathurst 1000 rookie teammate, Craig Lowndes.
A safety car intervention – for none other than the famous Peter Brock, who had hit an unforgiving Bathurst wall – meant that Bowe (now back behind the wheel of the Shell-FAI Falcon) and Lowndes were locked together when racing resumed on lap 145. Most would have expected that to be the finishing order, but Lowndes (a kid in his first Bathurst 1000, remember) had other ideas. At Griffin’s Bend on lap 148 Lowndes made a brave move and sailed past Bowe. On the next lap, however, Bowe seized his opportunity when Lowndes was slowed by a back-marker at Murray’s. Bowe pulled alongside on pit straight and passed The Kid at Hell Corner. Bowe made sure Lowndes didn’t get a second opportunity! He drove to the chequered flag to claim his second and Johnson’s third victory.
Johnson and Bowe finished a respectable second in 1996, but they couldn’t match the pace of the HRT Commodore driven by Lowndes and Murphy.
Johnson and Bowe took the Shell Falcon to victory in 1994.
1980, the year of the rock! At the time it seemed as if it would destroy Johnson’s career, but it eventually became a part of Bathurst folklore.
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BATHURST HEROES Tander claimed a career breakthrough win with Garry Rogers Motorsport at Bathurst in 2000, teaming with Jason Bargwanna at one of the wettest weekends in the event’s history.
gARTH TANdER 3 wInS Holden’s reliable go-to guy
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ARTH TANDER won Bathurst at only his third attempt in 2000; at just 23 years age and in what was the first time he had completed the 1000km event. It would then take Tander almost a decade to score his second victory at Mount Panorama. In fact, his 2009 triumph was the first time since that first win in 2000 that he had stood on the podium at Bathurst. Although he has won the Great Race three times, he has only stood on the podium in four of 15 attempts with only one further top 10 and six retirements – a hit and miss record that underlines how punishing Bathurst can be, even one of the most talented drivers in the series. Tander made his Great Race debut with Garry Rogers Motorsport in 1998 in what was his first season in V8 Supercars following graduation from Australian Formula Ford. But he failed to finish in his first two 42
Bathurst enduros, despite qualifying strongly in both races and impressive results in the championship. By 2000 Tander had emerged as a genuine championship contender and one of V8 Supercars’ hottest young prospects. Teamed with Jason Bargwanna at Bathurst, the youngsters would face one of the wettest weekends in Bathurst enduro history. Starting from 10th after a stuttering Shootout lap in wet conditions, the race was a matter of survival as the rain continued into Sunday with a number of incidents and safety car interventions slowing the race. Yet Tander and Bargwanna stayed on the road and in contention all day. When leader Tony Longhurst clashed with a backmarker and hit the wall with 11 laps to go, Tander assumed the lead and went on to claim a popular win – the first and so far only Bathurst win for Garry Rogers Motorsport.
It was a career-changing moment for Tander, who went on to finish as runner-up in the 2000 V8 Supercars championship. But Tander’s Bathurst luck would dry up in the coming years – his best result in the time between his 2000 and 2009 wins was sixth with Bargwanna in 2001. Often it was a case of being at the wrong place at the wrong time or his co-driver’s misfortune, for example, when young partner Jamie Whincup clouted the wall and took the entry out of contention in 2003. In 2005 Tander made the move to the HSV Dealer Team, run under the factory Holden umbrella, in a switch that would elevate him into a consistent championship contender. In 2006 he was controversially moved into the stablemate #2 Holden Racing Team alongside Mark Skaife, swapping with Todd Kelly so the Kelly brothers could team in the HSV Dealer Team entry.
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BATHURST The Legend of Australia’s Iconic Motor Race But while the Kelly brothers would push eventual winners Craig Lowndes and Jamie Whincup to the flag, Tander was forced to watch from the sidelines after Skaife struggled off the line with clutch issues and was punted into the wall up Mountain Straight by Jack Perkins. Tander never turned a lap in what was a devastating blow to his championship chances. Back in the HSV Dealer entry alongside Rick Kelly for 2007, Tander’s luck didn’t change as brake problems ended their campaign in the season he would go on to claim the V8 Supercars championship. Tander moved to the Holden Racing Team on a full-time basis in 2008 alongside Skaife, confirming his place as Skaife’s eventual successor in the factory Holden team. Their 2008 Bathurst campaign got off to a lightening start with Tander claiming pole in the Shootout with a 2:07.2963 lap. But again it all went wrong at the start when Tander stalled off the line with a clutch problem. To add insult to injury he was given a 10-second penalty for jumping before the lights had gone out, preceding the stall. Any chance the entry had to fight back ended when Skaife hit the wall at Forrest’s Elbow, ending the pair’s challenge once and for all, although they did salvage some points with 12th place. In 2009 Tander was joined by new teammate Will Davison, heading to Bathurst off the back of a strong season and a win in the L&H Phillip Island 500 endurance event. Tander, who was joined on the grid by wife Leanne Tander in a privateer Falcon, scored pole position for a second consecutive year and watched as Davison started the race in damp conditions. While Davison had to deal with the wet conditions, Tander set the pace in the dry and assumed control of the race late on. Determined to claim what had
seemed like an elusive second win, he aggressively blocked Rick Kelly on the run up Mountain Straight on lap 143 that earned him a bad sportsmanship flag. But nothing was going to stop Tander on that day as he crossed the line to end the drought and claim his second Bathurst crown. Tander and co-driver Cameron McConville had to settle for best of the rest title in 2010 with third place behind Triple Eight, who claimed a one-two with a formation finish. In 2011 Tander teamed with rookie Nick Percat. Percat had been groomed by Tander and the Holden Racing Team and shared similar characteristics to his mentor, not least his height. Many doubted whether Percat could handle co-driving with Tander in only his second V8 Supercars start, but the
Tander is the Holden Racing Team’s leading man, having delivered the team two Bathurst wins.
rookie put behind him some nervy moments, including a brush against the wall at Griffin’s Bend, to hand back the Commodore to Tander in one piece. Tander would take over for the final stints and hold off a fast finishing Lowndes to take his second win in three attempts. Despite Lowndes having superior car speed, Tander held his nerve in what was the closest non-formation finish the event’s history. Tander and Percat headed into the 2012 event following a winless year for the team, but Tander would again come undone by a co-driver’s mistake with Percat hitting the wall at the Esses early in the race, damaging the car’s suspension. But as the factory Holden team’s leading driver, Tander will remain a Bathurst threat in the years to come.
Tander just beat Craig Lowndes in a thrilling climax to the 2011 Bathurst 1000.
Tander teamed with Will Davison in 2009 to end a nine-year drought at Bathurst.
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BATHURST The Legend of Australia’s Iconic Motor Race Right: Bob Jane and Harry Firth won the first Armstrong 500 to be held at Bathurst in 1963. Far left: Brian Muir and Spencer Martin in their Holden EH S4 ‘Bathurst Special’. Left: The Bob Skelton and Phil Ismay Holden EH 179 leading a dice in 1964. Below left: Barry Seton (father of Glenn) and Midge Bosworth won the race in 1965 in their Cortina GT 500.
THe UlTimATe TeST dRive
1963-1972
From showroom floor to Bathurst podium
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n the holiday weekend in New South Wales in October 1963 Australian motor racing opened a new chapter in its fledgling history. A 500-mile race for Series Production touring cars was held around Mount Panorama in the country town of Bathurst. Series Production touring cars were basically road cars straight off the showroom floor. The idea of an endurance race was to provide the ultimate test drive, which would prove a fantastic advertisement for the manufacturer of the winning vehicle. The slogan ‘win on Sunday sell on Monday’ was born with everyday road users expected to flock to dealers to purchase an example of the winning
vehicle from the ‘Great Race’. The Mount Panorama racing circuit wasn’t new to Australian motor sport and neither was the annual Series Production Touring Car endurance race. Motor sport had been held at the Mountain circuit since 1938, and the Armstrong 500 had been born some three years earlier, in 1960, at Victoria’s Phillip Island circuit. The move to host the race at Bathurst proved the beginning of what would become Australia’s greatest motor racing event. Even in 1963 automobile manufacturers placed a huge importance on winning the Armstrong 500, and ‘race specials’ were already being produced. The first was a Holden EH S4, which was V8X
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THE ULTIMATE TEST DRIVE 1963-1972
1968
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Tony Roberts and Bob Watson on their way to third in the Great Race of 1968 in their Monaro GTS 327.
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THE ULTIMATE TEST DRIVE 1963-1972
The Fred Sutherland and Alan Mottram Studebaker Lark leads the field away from the start of the 1965 Great Race. Notice how different Hell Corner looks compared to today.
powered by a 179 cubic-inch engine and fitted with a 3.36:1 differential. However, the race was won by Bob Jane and Harry Firth in a Ford Cortina GT. Although there was no ‘official’ outright winner declared, Jane and Firth completed the 130 laps in just less than seven hours and 47 minutes. The field of 56 entries was segregated into four classes based on retail price, with class A being for cars valued up to £900 ($1800) and class D for cars up to £2,000 ($4000). According to the Bathurst local newspaper, The Western Advocate, the winning Cortina lost no water or oil, and did not require a tyre change. The car used a total of 25 gallons of petrol for the entire race. 48
Interestingly, the rules excluded the use of tools in the first 26 laps, except for those actually carried in the car. Even during that first race the Bathurst circuit was beginning to develop a reputation as a fierce and unrelenting place to race: a Volkswagen driven by Greg Mackie tipped on to its side at Hell Corner and an EH Holden driven by Jim O’Shannessy rolled at The Esses. The race was described as a battle for position for the first two hours with survival being the name of the game for the last five and three-quarter hours. Kevin Bartlett had a scary ride when he lost a wheel on Conrod Straight late in the race, while the Studebaker of Jim Wright suffered a broken axle. The move of the race to Bathurst was declared
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BATHURST The Legend of Australia’s Iconic Motor Race From small acorns big oak trees grow Moving the Armstrong 500 to Bathurst in 1963 certainly turned out to be an inspired decision. While the relocation of the race was initially greeted with some trepidation, by 1965 Bathurst locals had embraced the Great Race and it appeared no-one was going to even suggest that the 500-mile classic be held somewhere other than at Mount Panorama for the foreseeable future. “Whatever develops over the future promotion of the event… it seems certain that the race will remain at Mount Panorama, where it has been most successfully conducted for the past three years,” declared the editorial in The Western Advocate. Advocate The economic benefits to the local area were obvious with the sheer numbers of visitors brought to the town in the week leading up to the race. By 1968 organisers estimated a crowd of 30,000 attended the circuit and television audiences were growing with the fledgling ATN-7 coverage being relayed to outer parts of New South Wales for the first time. Channel Seven had a huge staff of 70 manning the three mobile control centres and seven cameras around the circuit. According to The Western Advocate, Advocate the television coverage of the Great Race was expected to grow. “Next year, the relay will probably be extended to Victoria and other states, and there is a possibility that in future years the race will be telecast overseas,” it reported. The following year, the local press estimated that 40,000 spectators had turned out to watch the 1969 race and a television audience of over two million had tuned into Channel Seven’s coverage. Whether the increased popularity of the race amongst the public was as a direct result of the increased television coverage or just the momentum that the event was gathering, no one was really sure. But one thing was certain – the legend of Mount Panorama was fast becoming larger than life.
a great success and plans and negotiations began almost as soon as the chequered flag dropped to secure the race in Bathurst for 1964. The Western Advocate estimated the crowd figures for the 1964 event at a huge 20,000, which was far higher than anyone had ever expected. Seventeen different makes of car were entered amongst the 56 cars in the 1964 Armstrong 500. Jane won his fourth consecutive 500, however this time George Reynolds replaced Firth as his codriver in the Ford Cortina GT. Pit stops played an important part in the race with the winning Cortina completing a re-fuelling, tyre check, and windscreen wash in just 42 seconds. The race returned to Mount Panorama in 1965 and for the first time an ‘official’ outright winner
was declared. A Ford Cortina once again dominated the event, however this time it was a GT 500 driven by Sydney drivers Barry Seton and Midge Bosworth in front of 25,000 spectators, who had lined the Bathurst circuit. Seton and Bosworth had a trouble free run, having only to pit twice for fuel. The Mountain’s reputation for providing spectacular crashes was also growing with a number of ‘big ones’ in 1965, including Brian McGrath, who crashed his Renault at Forrest’s Elbow; Ken Lindsay, who crashed his Cooper S; Col Wear who rolled his Triumph 2000; and Don Johnston, who slammed his Humber Vogue head-on into a safety barrier. With a change of sponsor, the 1966 classic became
Top: Bill Buckle and Brian Foley finished 10th in their Citroen ID19 in 1964. Above left: Bob Jane and Harry Firth share the spoils of victory in ’63. Middle: Don Holland and Laurie Stewart campaigned a Morris Cooper in 1964. Above right: Bill Ford and Barry Ferguson drove a VW 1200 to 19th in the 1963, some 14 laps behind the winners.
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THE ULTIMATE TEST DRIVE 1963-1972
Above: Ken Lindsay had a big crash in his Mini Cooper S in 1965 as the Mountain was fast gaining a reputation as a fierce place to race. Far right: Ian Geoghegan in a suit in 1965 thanks to a unique sponsorship deal. Right: Fred Gibson and Bill Stanley on the ragged edge finishing a respectable second outright in 1966.
the Gallaher 500, but the name change did nothing to alter the fast-growing reputation of the Great Race. The race had always been considered amongst the world’s best by Australian drivers, even those competing overseas, but when the 1966 race was won by top European rally driver Rauno Aaltonen, it had truly come of age on the international stage. Aaltonen was joined by local driver Bob Holden and they defeated many cars with bigger capacity engines in a ‘works’ entered Mini Cooper S to claim victory. In fact, the Great Race of 1966 was dominated by the Mini Cooper S, with the little cars claiming the top eight positions. The Toyota Corona of Peter Williamson and Alex Macarthur provided competition early, but couldn’t 50
maintain the challenge. By 1967 a debate about the rules, which stipulated all cars entered in the race must be manufactured in Australia, was brewing with many believing that allowing imported cars would increase the spectator appeal of the event. This debate would eventually be decided in favour of accepting imported vehicles. 1967 marked the debut of the much-anticipated XR Falcon GT, and the Ford fans weren’t disappointed, with the big beasts finishing first and second. However, controversy reigned over which Falcon crossed the finish line first. Brothers Leo and Ian Geoghegan were shown the chequered flag first, but most independent lap charts indicated that the Falcon driven by Harry
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Firth and Fred Gibson had completed the 500-mile distance first. The race proved a titanic struggle between the Alfa Romeos and Ford Falcon GTs. While neither marque was without its problems, the mechanical gremlins many so-called experts had predicted pre-race for the big Falcons failed to appear and it was indeed the Blue Oval-badged cars that won the battle. The Alfa 1600 GTVs of Doug Chivas/Max Stewart and Bartlet/Laurie Stewart had to settle for third and fourth respectively. Once the results were sorted (in favour of the Firth/Gibson entry) it was determined that this was one of the closest 500s ever, with the first three cars all on the lead lap, and first and second separated by
‘around’ five seconds. The Mini Cooper S was still a force in 1967 and dominated class B with Bob Holden – who was now sharing with British rally ace Tony Fall – taking the class honours, but the Falcons and Alfas were just too fast and powerful in the outright stakes. Another sponsor came on board in 1968 with the race subsequently changing its name to the HardieFerodo 500. Many would argue that 1968 was the year that the Holden versus Ford battle lines were drawn at Mount Panorama. Ford had produced another version of its GT that had dominated the previous year’s race. The XT Falcon GT was expected to be fast, but Holden also had a new weapon up its sleeve – the
Above: Check out how crossed up the cars used to get on crossply tyres – Lionel Williams and Evan Thomas finished 38th in a HD Holden X2 in the 1965 Great Race.
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THE ULTIMATE TEST DRIVE 1963-1972
1970
John Keran was taken to hospital with a fractured leg after this ‘big one’ at Reid Park.
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THE ULTIMATE TEST DRIVE 1963-1972 The big-engined cars may have been leading at the start of the 1966 Bathurst 500, but it was all Minis by the time the chequered flag fell.
Monaro GTS 327. And when it came to race day, the Monaros had the speed down Conrod Straight as the Falcons struggled for outright pace. The lead Monaros were five seconds a lap quicker than the XR GT had been the previous year and were three seconds faster than the XT GTs were in 1968. However, clever race craft and pit strategy had seen the Falcon GT of Gibson and Seton leading for much of the race, but with the chequered flag in sight, overheating problems ended their race. Seton limped to the pits with smoke billowing from his Falcon’s engine. The pair was eventually classified 31st, some 17 laps behind eventual winners Bruce McPhee and Barry Mulholland. 54
The race results were eventually dominated by the Monaro GTS, with Holden’s new ‘Bathurst special’ claiming the top three positions. It could have been the top four, but Des West and Ron Marks were disqualified after crossing the line second when it was deemed that their GTS 327 was fitted with valves not listed by the manufacturer. Ford and Holden upped the ante in 1969 with both manufacturers building ‘Bathurst specials’. This time Ford had unveiled its mighty XW Falcon GTHO – of which 14 were competing – while Holden had built its 300 horsepower Monaro GTS 350 – of which seven were entered. This time it was a battle right to the end of the 130 laps, with the Holden Dealer Team Monaro of Colin Bond and Tony Roberts finishing just
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37 seconds ahead of the Falcon of McPhee and Mulholland, who had been forced to make an unscheduled ‘splash and dash’ stop for fuel with just six laps remaining. Third home was another Holden Dealer Team entry driven by West and a youngster from Victoria named Peter Brock (but more about him later!). The race had begun with the first of Bill Brown’s infamous crashes at Skyline (see breakout). In a sperate incident at McPhillamy Park later in the race, Bruce Darke was lucky to escape without major injury when he lost control of his Datsun 1600, which plunged over a steep embankment and rolled a number of times. Nick Petrilli set a new lap record of two minutes and 51 seconds around the three and seven-eighths-
mile circuit in his Monaro GTS 350. For 1970 Holden changed direction and swapped the super-fast and powerful 350 cubic-inch Monaro GTS 350 for its light and nimble Torana XU-1. Meanwhile, Ford was not at all confident leading up to the race, with serious question marks over the reliability of the Falcon GTHO’s engine and the ability of its brakes to last the distance. The Blue Oval camp also knew that it would face serious challenges from the less-powerful, but much lighter Holden Torana LC XU-1s and the Valiant Pacer, with its four-barrel carburetted, 245 cubicinch straight six. However, Ford bosses needn’t have been concerned; the GTHO driven solo by Allan Moffat proved bulletproof as the Victorian-based
Top left: The Barry Sharp and Lindsay Derriman Dodge Phoenix TD2 leads the Mini Cooper S of Paddy Hopkirk and Brian Foley in 1967. Top right: The Mick Crampton and Geoff Leeds Mini passes the damaged Charlie Smith and Ron Haylen Mini in 1966. Bottom left: With no such thing as safety cars in 1966, the race continued as the Ron Hodgson and Bob Beasley Cooper came back to the pits on a tow truck. Bottom right: Steve Harvey and John French finished eighth in ’66.
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THE ULTIMATE TEST DRIVE 1963-1972
1971
The Damon Beck and Garry Rush Falcon XY GTHO leads a group of competitors through The Dipper in 1971.
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THE ULTIMATE TEST DRIVE 1963-1972 lightning strikes twice Falcon driver Bill Brown certainly knew how to draw attention to himself. In 1969 he was involved in an incident soon after the start of the Great Race (left). He was dicing with a number of fellow competitors when he clipped a dirt bank while trying to avoid contact with another car and flipped his GTHO upside down. The incident blocked the track and pursuing cars had nowhere to go except to crash into the stopped cars in front of them. Reports of the crash claimed that some 25 cars were eventually involved in the incident. Pit lane soon resembled a scene from a demolition derby as teams frantically tried to get their cars repaired to continue the race. As if one roll-over at Bathurst in a lifetime isn’t enough, Brown had an even bigger crash two years later. During the 1971 Great Race Brown suffered a tyre blowout in his GTHO, which was tripped into a somersault and rolled along a wooden fence and eventually came to rest upside down, but not before it nearly collected a marshal, who must have been the luckiest man at Mount Panorama on that day. Reports described the car as “bent to a banana shape” following the crash (right). Both the marshal and Brown lived to tell the tale. The footage of spectators rushing to Brown’s aid and holding the car up while Brown was extradited from the Falcon – after suffering little more than cuts and bruises – is etched in the minds of any Australian motor racing fan who has seen it. Brown switched to a Torana XU-1 for 1972, but it didn’t change his luck. His race ended that year after he rolled the little Holden near McPhillamy Park.
Top: The remains of Bill Brown’s Falcon GTHO in 1969 after his first ‘big one’ at Bathurst. Bottom: The ‘state-of-the-art’ Holden Dealer Team pits in 1971.
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Canadian dominated the race. Fellow Falcon GTHO driver McPhee finished second, while Don Holland took his Torana to third. The race was again peppered with a number of crashes with Torana driver John Keran taken to hospital with a fractured leg after he hit a safety barrier at Reid Park following a tyre blow-out. The Western Advocate also reported that a spectator was “slightly injured” after he was collected by a car that had left the circuit and rolled down an embankment, this time it was the Datsun 1200 of John Roxburgh, which had left the track near Skyline. While safety on the track was becoming a concern, the public roads were also suffering problems as race
goers tried to emulate their heroes on the drive back through the Blue Mountains to Sydney. Moffat called on race fans to think about what they were doing after 50 drivers, some who had been clocked doing well over 100 mph (160km/h), appeared in Bathurst courts following the race weekend in 1971. Although doing his best to encourage public road users to back off, Moffat himself did anything but around Mount Panorama. Moffat claimed pole in his Falcon GTHO Phase III and led the race from start to finish in an almost perfect display of professional race driving. The dominant GTHOs claimed all of the major placings with Phil Barnes and Bob Skelton in second and David Mckay third.
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Moffat took nearly 14 minutes off his race time from the previous year, finishing the 500 miles in six hours, nine minutes and 49.5 seconds. The lap times were now being monitored by a state-of-theart IBM computer. However, the 1971 event will long be remembered for the spectacular crash of Bill Brown – his second ‘big one’ at Mount Panorama inside three years – who was fortunate to escape with his life (see breakout). Brown’s wasn’t the only car to roll in 1971 with Datsun 1200 driver Doug Whiteford and Mazda pilot Bernie Haehnle also somersaulting. While 1971 will always be remembered for a spectacular crash, 1972 has to go down in history as one of the greatest victories ever at Bathurst.
It was a special win for many reasons – it was the beginning of the Peter Brock legend, but it was also a classic win in its own right! Due to the uproar in the press about manufacturers building ‘super cars’, capable of doing 160 mph (256km/h) on public roads, leading up to the 1972 race, Ford had been forced to park its GTHO Phase IV ‘Bathurst Special’ and revert to its Phase III. Chrysler also had to run a modified version of its Charger. Holden decided to stick with its trusty six-cylinder Torana XU-1. The XU-1 was still out-powered by the bigger Fords and Chryslers, but it was light to haul up the Mountain and was also much easier on its brakes. All was set for a classic David versus Goliath battle, but God decided to smile on the nimble
Above: Arguably the most spectacular crash ever at Bathurst – Bill Brown escaped with cuts and bruises in 1971 following his second ‘big one’ at the Mountain.
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THE ULTIMATE TEST DRIVE 1963-1972
Right: Eventual race winner Allan Moffat going through The Dipper in 1971. Far right: The results of Colin Bond’s roll in 1972 – his XU-1 looks a little worse for wear. Below: The legend is crowned – King of the Mountain, Peter Brock, celebrates his first Great Race victory.
little Torana that day in October 1972. Rain during the race made it easier for the Toranas to pull away from the big cars, which were a real handful to control in the wet conditions. Brock had assumed the mantle of number one for the Holden Dealer Team when Bond wrecked his XU-1 on lap three, and the young Victorian proved a more than capable challenger for the Falcons and Chargers. Falcon pilot Moffat had a frustrating day. He was penalised twice for starting his car during pit stops before the car had finished refuelling, and he also suffered brake problems. His problems were nothing compared to the dramas of fellow GTHO pilot Gibson, who had 60
rolled his big Falcon at McPhillamy Park. John French kept the Falcon fans’ hopes alive, but he was no match for Brock, who finished a lap clear. Doug Chivas was a further lap down on French in his Chrysler Charger E49. However, Brock’s awesome 1972 victory was just a taste of what was to come for the man who would later become known as the undisputed ‘King of the Mountain’. Throughout the ‘80s and ‘90s he would be the man to beat at Mount Panorama and become synonymous with the endurance event. And he had stamped his authority on the sport at Bathurst in 1972.
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BATHURST The Legend of Australia’s Iconic Motor Race Far left: Allan Moffat and Ian Geoghegan won the 1973 Great Race in their Ford Falcon XA GT. Left: Peter Brock tastes the champagne after his maiden victory in 1972. Below left: The car that started the Brockie legend – the ‘72 Holden Torana XU-1. Right: The new King of the Mountain is crowned.
No moRe RoAd RAceRS From Series Production to Improved Production (Group C)
f Australian Touring Cars were on page one of the Sydney Sun-Herald something had to be wrong – and it was. The Great Race was about to change forever, and along with it, Australian touring car racing. It was 1972, a time when the Bathurst enduro was for stock-standard production cars – many were even road registered. The Bathurst 500, as it was then known, had become a major marketing tool, the event a true battle of manufacturers who were keen to prove their engineering ability, quality, performance and reliability to the car-buying public. ‘Win on Sunday, sell on Monday’ was the catch-cry.
These cars didn’t compete for the Australian Touring Car Championship – that was for modified machines, such as Norm Beechey’s Holden Monaro, Allan Moffat’s Ford Mustang, Bob Jane’s Chevrolet Camaro and Ian Geoghegan’s Ford Falcon. So to the manufacturers, Bathurst was everything. Almost since the race’s inception, manufacturers had built Bathurst specials – hotted-up versions of their road cars and each year, they would build them with bigger engines capable of greater acceleration and faster top speeds. Ford’s Cortina GT 500 won the Great Race in 1965 with a 72 kW 1.5-litre four-cylinder V8X
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No MoRe RoAd RACeRS 1972-1975 Right: Leo Geoghegan campaigned a Valiant Charger in ‘72, but for the banning of the ‘super cars’ the Charger could have been a much more potent weapon. Below right: the car that created Bathurst folklore when Doug Chivas ran out of fuel on top of the Mountain in 1973. Below: the change of the rules didn’t really affect the class cars, like George Garth’s Mazda RX-2.
engine. Just four years later, Ford’s GTHO Falcon used a 225kW 5.8-litre V8 to win the event. For 1972, Ford was planning an even more potent Falcon GTHO, while Holden’s Torana GT-R XU-1 and Chrysler’s Valiant Charger – both previously sixcylinder powered – were to receive V8s. The racing rules dictated that 200 identical road cars had to be produced before a model could compete. Come 1972 politicians were up in arms, fearful that Australia’s ‘big three’ manufacturers were building 260km/h Bathurst specials that could be driven on public roads by anyone with the cash to buy one, regardless of their ability, experience or age. Fuelled by the media reports of ‘bullets on wheels’, the controversy came to a head when a page one story in the Sydney Sun-Herald hit the streets on June 25, 1972, just as production was about to start on the Ford Falcon GTHO Phase IV, Holden GT-R 64
XU-2 and Chrysler Valiant Charger E55. Threats of cancelled government fleet contracts followed, leaving manufacturers with no choice but to abandon the development of their Bathurst specials and forcing teams to race cars similar in specification to that of 1971. The following year CAMS relaxed the rules by allowing Group C regulations (aka Improved Touring). The new rules allowed some mechanical freedom, including camshaft design, carburettor type and wheel choice, though the basic configurations had to remain. This new freedom meant manufacturers no longer needed to build such radical road cars. Further changes were also afoot, for the race distance went metric – from 500 miles (805km) to 1000km (621 miles), and at least two drivers per
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car were made compulsory. Peter Brock became the last driver to win the Great Race solo, while Moffat and Geoghegan became the first drivers to win the ‘1000’. CAMS also upped the ante in 1973, ruling that the cars would also compete for the Australian Touring Car Championship. As Group C progressed, the rules were relaxed further, with extensive bodywork and engine modifications allowed. Ford’s factory team withdrew at the end of 1973, leaving the Toranas to dominate as Moffat battled on against the might of the Holden Dealer Team. Moffat got on top in 1977, dominating both Bathurst and the championship, but for much of the Group C era, the category was a Holden benefit, initially gaining the nickname ‘Formula Torana’, then ‘Formula Commodore’.
To improve entertainment value, CAMS allowed a number of cars to race that were not available for sale in Australia. Kevin Bartlett entered a Chevrolet Camaro Z28 and the Nissan factory campaigned a pair of Bluebird Turbos for Fred Gibson and George Fury. Meanwhile, BMW put Jim Richards in a 635CSi. Mazda also got special dispensation to field a sports car – the RX-7, complete with a peripheral port rotary engine. These outright contenders were also joined by a number of smaller capacity cars that battled for class honours and added to the variety and speed differential of the field. And just to make things even more interesting, a struggling privateer, Dick Johnson, was about to make Ford an Australian touring car powerhouse once again.
Above: Allan Moffat’s Falcon GTHO was no match for Peter Brock’s XU-1 when the rain started to fall in 1972. Had Brockie been in the V8-powered Torana, who knows what might have happened?
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BATHURST The Legend of Australia’s Iconic Motor Race Right: Peter Brock wins in 1975. Far left: The start of the 1979 Great Race. Left: Bernie Haehnle and Wayne Rogerson claimed the Class C victory in 1973. Bottom left: Brock wins again in 1984; in the dominant Commodore VK.
THe KING IS CROWNeD
1973-1984
The Peter Brock era
B
y the early ‘70s Bathurst was deeply etched into the Australian motor racing scene, and the Holden versus Ford battles were creating a legend of their own. Following 1972, Peter Brock had emerged as the new Holden hero and Allan Moffat remained the idol of Ford fans. The 1973 Great Race – the first held over the new metric distance of 1000 kilometres or 163 laps (pre-construction of the Chase) of Mount Panorama – was a classic General versus Blue Oval skirmish. That year was also the first time that the classes were determined solely by engine capacity after a
complicated formula which separated the classes by a combination of engine capacity and retail price had been tried in 1972. While Moffat and co-driver Ian Geoghegan were awarded the $10,000 prize money for the race victory, the story that had unfolded earlier in the day was the kind of stuff of which the Bathurst legend is made. On lap 107 Doug Chivas – who was co-driving the Holden Dealer Team Torana LJ XU1 with Brock – ran out of petrol at the Esses on top of the Mountain while leading the race. He coasted the little Torana down the hill, around Forrest’s Elbow, and along Conrod Straight. V8X
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1973
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Eventual winner Allan Moffat in his Falcon GT leads Peter Brock in his XU-1 during the Great Race in 1973.
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THE KING IS CROWNED 1973-1984 RUNNING ON EMPTY It’s probably one of the most famous pieces of Bathurst television footage: Doug Chivas pushing the Holden Dealer Team Torana LJ XU-1 into the pits after running out of petrol. It was lap 107 of the 1973 Great Race when Chivas drove the Torana one lap too many and it coughed and stalled at the Esses. The lucky part for Chivas was that he had made it up the Mountain. Legend has it that Chivas would have comfortably coasted all the way down Conrod Straight (1973 was before the Chase existed) and into the pits had he not tried to start the engine as he approached the pit entry. Whether that is a true story or not is now irrelevant, but one thing is certain, the vision of Chivas pushing the Torana into the pits and then collapsing has become a part of Bathurst folklore. The scene was described brilliantly by one reporter in the following Monday’s press: “… (it was) sheer drama, the ‘car lifting’ effort of veteran driver Doug Chivas had the crowd on its toes. “… (the car) stopped 30 yards from the pits. Officials loudly warned pit crews to stay away from the car – the rules requiring the driver to push it to the pits, without assistance. “There was almost a ring of stewards around the Torana as 51-year-old Chivas tackled the tough physical task of moving the heavy car the required distance. “He did so as the crowd yelled encouragement. “The car was quickly refuelled, checked, and Brock jumped into the driving seat – and it refused to start. “However, after a further delay it was away…”
Top: The Graeme Adams and Bob Stevens Torana in the pits during the 1975 Bathurst 1000. Above: The opening lap of the 1974 Great Race.
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He was hoping that it would go all of the way to the pits, but it stopped around 25 metres short of pitlane. Chivas then pushed the car into the pits. It was a great effort (see breakout), but what was to follow was even better. Brock’s charge to the finish to try to make up the time lost was just awe-inspiring; however, he eventually had to settle for second. Colin Bond and Leo Geoghegan finished third in their XU-1. By 1974 the Bathurst 1000 had reached new heights. Officially 38,000 paying spectators attended the race, but there were estimates that another 7,000 had been given free passes for one
reason or another, and that many more had simply jumped the perimeter fences of the track. This crowd attended despite horrible weather conditions for much of the weekend. It was reported that some of the spectator areas were “knee deep” in mud and many cars were bogged to their axles in the public car parks. While the press were careful not to criticise the event organisers, the Australian Racing Drivers’ Club (ARDC), or the Bathurst City Council, they were quietly suggesting that the race had outgrown the facilities at Mount Panorama and if the organisers wanted to call the classic race a truly international event, then some money needed to be
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spent on upgrading facilities. On the track, the privately entered Falcon of John Goss and Kevin Bartlett won the race in what was described as atrocious conditions. Brock led for much of the early running, but he retired to the pits just over two and a half hours into the race with smoke billowing from his Torana L34. Moffat also failed to finish when his Falcon finally succumbed to a series of engine dramas he suffered throughout the race. Goss and Bartlett had fought off a host of Toranas to claim the victory ahead of the L34s of Bob Forbes/Wayne Negus, Jim Richards/Rod Coppins, and Colin Bon/Bob Skelton.
The race victory was especially sweet for Bartlett, who had only recently recovered from a huge Formula 5000 crash in New Zealand that left him with a permanent limp. Brock drove a privately entered Torana L34 to victory in 1975. He and co-driver Brian Sampson won the race comfortably in the end; however, early in the race Moffat had been leading and was opening a big gap over the field when his Falcon developed gearbox dramas. He re-joined the race after losing 40 minutes in the pits while the problem was fixed, but his big Ford later succumbed to brake trouble. Both Alfa driver Tim Schenken and Torana pilot
Above: Bob Forbes and Wayne Negus claimed second outright in 1974 in their Torana L34.
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THE KING IS CROWNED 1973-1984
1977
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The Moffat and Bond Falcon onetwo form finish in 1977 was one of the most memorable victories for Blue Oval fans, but winning Bathurst is a team effort, though the crew is sometimes forgotten by fans and media as the drivers steal all the limelight.
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The Phil McDonell and Jim Hunter Alfa GTV ‘two-wheeling’ through the Dipper in 1976.
Peter Janson added excitement when they both rolled late in the race. The 1976 Great Race was a case of the rolling wounded. Bob Morris and UK driver John Fitzpatrick limped their Torana L34 to the finish line ahead of the closing Holden of Colin Bond and John Harvey. Bond was leading late in the race when his fan belt broke and the engine of his Torana started overheating. While in the pits for repairs the Morris/Fitzpatrick car took the lead. However, with three laps to go the axle of the latter’s Torana began to seize and Fitzpatrick was forced to make the decision of either nursing the car home or returning to the pits. He chose to push on 74
and when the chequered flag fell Bond was less than a minute behind. Brock, co-driving with his brother Phil ‘Split Pin’ Brock, finished third in his L34. The much-publicised international entry of Formula One drivers Sir Jack Brabham and Sir Stirling Moss proved an anti-climax when their Torana failed to leave the starting grid. It was the year of the Falcons in 1977. Moffat and Jacky Ickx took the victory in a staged ‘form finish’ from teammates Bond and Alan Hamilton. The Falcon XCs absolutely dominated the race and at one stage Moffat was two laps ahead of the closest Toranas. Later, brake problems allowed Bond to catch Moffat but he was ordered not to pass the
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Top left: Peter Williamson and Gary Scott failed to finish the Great Race in 1977 in their Toyota Celica. Top right: John Goss in his Falcon XB GT in 1976. Left: Allan Moffat and Colin Bond cross the finish line in the memorable one-two form finish in 1977.
team owner. Janson and Larry Perkins finished third in a Torana A9X with the Brock brothers in fourth in a similar Holden. If 1977 had been the year of the Falcon then 1978 belonged to the General. Moffat and Ickx ended their race when their Falcon’s engine suffered a lack of oil pressure and as the other contending Fords succumbed to mechanical dramas of their own, the Torana A9X of Brock and Richards took control of the race. Brock crossed the finish line ahead of the A9X of Allan Grice and John Leffler and the Falcon XC of Murray Carter and Graeme Lawrence. There had been drama earlier in the race when one of Moffat’s crew had to be taken to hospital with third degree burns after leaking petrol had ignited.
By 1979 Brock’s career was at full tilt. Leading up to the Great Race, Brock had won the Repco Round Australia Reliability Trial and the Sandown 500. In a display of complete domination he won the 1000 by an amazing six laps, once again sharing the driving duties with Kiwi Richards. The only true Ford challenge had come from Moffat and Fitzpatrick, whose Falcon had expired with less than an hour to go while in second place, albeit four laps behind the Brock/Richards Torana at the time. Torana filled the top eight positions, with Janson/ Perkins and Ralph Radburn/John Smith second and third respectively. Ford drivers and fans alike must have been V8X
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THE KING IS CROWNED 1973-1984
1980
Arch rivals Peter Brock (far left) and Dick Johnson (far right) chat on the grid before the 1980 Great Race. Little did they know of the drama ahead.
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THE KING IS CROWNED 1973-1984 ROCK SOLID When Dick Johnson hit a rock at Reid Park in the 1980 Great Race, he thought that his race driving career was over. Johnson had invested everything he owned into his 1980 Falcon XD and his race had ended early. At first it was thought that the rock had been thrown onto the track on purpose, but a police investigation, at the request of event organisers, the Australian Racing Drivers’ Club (ARDC), revealed that the rock had been dislodged accidentally when a spectator trod on it. The Western Advocate reported that this account was supported by no less than four witnesses. A distraught Johnson appeared on Channel Seven’s coverage, which started a public appeal to raise money. The appeal reportedly raised $70,000, which, ironically, was nearly $30,000 more than what race winners Peter Brock and Jim Richards received in prize money. To complete the fairytale, Johnson returned to the Mountain the following year and fittingly won the Great Race, albeit also in controversial circumstances.
Top: Dick Johnson in his Falcon XD in 1980 before the infamous ‘rock’ incident. Above left: 1978 and the Holden Dealer Team setup is still far from that of today’s big dollar outfits. Above right: Colin Bond and Fred Gibson failed to finish the 1978 Great Race in their Falcon XC.
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hoping that Holden’s Commodore – which would tackle the Mountain from 1980 – would not be as dominant. The 1980 Great Race was a black day for Ford drivers. While Brock and Richards combined again to take the Commodore to its maiden Bathurst 1000 victory and their third in a row, Moffat and Fitzpatrick were forced to retire early with smoke billowing from the engine of their Falcon XD. Moffat then jumped into the Falcon of Bob Morris and Bill O’Brien (cross-entering was allowed under the rules at the time), but again that car was also forced to retire from the race. However, it was Dick Johnson who was the
unluckiest driver at Mount Panorama in 1980. While leading the race he hit a rock in his Falcon XD which had been dislodged by spectators at Reid Park and it prematurely ended his race (see breakout). Brock and Richards certainly didn’t dominate the race like they had in previous years. Even before Johnson’s demise, Kevin Bartlett and co-driver Bob Forbes had been fast all through practice in their Chev Camaro and they gave Brock and the other contenders plenty to think about early in the race. But brake dramas caused a number of pit stops for the big Chevy and the pair eventually finished 11th. As well as plenty of fast competition, Brock had
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other issues of his own to deal with. At around the same time that Johnson hit the rock, Brock collected a slower Gemini, which was tipped into a roll. Brock was forced to return to the pits with structural damage to his Commodore VC and lost almost a lap. He returned to the race well outside of the top 10, but then began one of his characteristic charges through the field – which had been labelled in the press of the time as the ‘Brock Crush’ – and by lap 85 he was in the lead of the race. Janson and Perkins drove their Commodore VC to second place, a lap down, while Ian Geoghegan and Paul Gulson finished third in a Commodore VB.
Commodores filled nine of the top 10 places with the Ford Capri of Barry Seton and Don Smith in eighth being the only non-General product inside the top 10. In 1981 the race changed its name from the Hardie-Ferodo 1000 to the James Hardie 1000, though perhaps for that year only it should have been known as the James Hardie 750, as the race controversially only lasted 122 of its scheduled 163 laps. Dick Johnson, who some would say was cruelly robbed of victory the previous year, won the Bathurst enduro in contentious circumstances. The Ford fans cheered when the race was stopped
Above: The Falcons may have led at the start of the 1978 Bathurst 1000, but at the end of the day it was Peter Brock and Jim Richards in their Torana A9X who won the race.
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THE KING IS CROWNED 1973-1984
1982
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Kevin Bartlett made an ungraceful exit from the 1982 Great Race in his Chev Camaro when he rolled following a tyre blow-out at Reid Park.
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THE KING IS CROWNED 1973-1984 Allan Moffat (far right, next to crew chief Mick Webb) poses with his team and his Falcon XD before the start of the 1980 Great Race. The car, which he shared with John Fitzpatrick, failed to finish due to broken piston rings.
following a major accident on top of Mount Panorama that blocked the entire circuit. Up until then it had been an interesting race with many drivers taking turns at the lead, but it was Queenslander Johnson who was in command of the race in his Falcon XD at the time of the accident. Johnson and his co-driver, John French, were declared the winners when the race was called off following the accident. Fellow Ford competitors Bob Morris and Fitzpatrick were awarded second place from the Mazda RX-7 of Moffat and Briton Derek Bell. The accident involved six drivers – Christine Gibson, David Seldon, Morris, Bartlett, Garry Rogers and Tony Edmondson. Gibson and Seldon came together, and then one 82
of the cars hit a safety barrier and bounced back onto the circuit, leaving the pursuing cars nowhere to go. In a chain reaction cars rammed into each other, causing an estimated $500,000 total damage to the vehicles involved. Bartlett and Morris were treated for minor injuries with the latter being taken to hospital for observation. With the race rules stating that a result could be declared as more than 60 percent of the race had been run, ARDC secretary, Ivan Stibbard, declared the race over. Johnson told reporters that “a win is a win”, but indicated he still had unfinished business at the Mountain. Ford fans needed to savour the Bathurst triumph
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Top left: Dick Johnson (left) and John French celebrate their ‘controversial’ victory in 1981. Top right: Peter Brock and Jim Richards (partially obscured) claim the spoils of their 1980 victory, the first for Holden’s Commodore. Left: Bob Morris and Bill O’Brien lead a Ford Escort through the Dipper in their Falcon XD in 1980.
in 1981, because it would be quite some time before they saw another Blue Oval victory at Mount Panorama. With Jim Richards opting to leave the Holden Dealer Team to join the BMW squad, the wily ex-Formula One driver, Larry Perkins, was drafted in to share the driving duties with Brock. It would prove an extremely successful combination. 1982 was the first in Brock’s second trifecta of wins, this time with Perkins as co-driver, though John Harvey was also listed as a winning driver in 1983. Brock and Perkins had taken over Harvey’s #25 Commodore under controversial crossentering rules after their own Commodore only lasted eight laps. By 1982 the Commodore was a well sorted racing
car, and Allan Grice and Brock led the field early. Grice spun on lap 11 and Brock sailed by. He and Perkins were never really challenged again. The relatively fuel-efficient Commodore – well, in V8 terms at least – coupled with the driving skills of Brock and Perkins saw them claim a comfortable Great Race victory by more than a lap. The following year Brock dominated the race for the first eight laps. His #05 Commodore appeared to have the legs on the rest of the field but then the unthinkable happened – the normally reliable Holden V8 blew. However, Brock and Perkins used the cross-entering rules to swap into the #25 Commodore, which had been started by Harvey. Sadly, that decision meant Peter’s brother Phil wouldn’t get a start in that year’s Great Race. V8X
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THE KING IS CROWNED 1973-1984
1984
Dick Johnson in the pits during the 1984 Great Race in his Falcon XE. Check out the sheep skin seat covers provided by a sponsor.
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THE KING IS CROWNED 1973-1984
Top left: Peter Brock in his Commodore VH on his way to victory in 1983. Top right: The remains of Dick Johnson’s Falcon XE after a ‘trip through the trees’ in 1983. Bottom left: Allan Moffat shared his Mazda RX-7 with Briton Derek Bell in 1981. Bottom right: George Fury on his way to pole in Hardies Heroes in 1984 – the first time a Japanese car had taken pole position for the Great Race.
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Brock rejoined the race in fifth, but on lap 47 when Moffat headed to the pits with dramas in his Mazda RX-7, Peter Perfect was back in the lead. Brock then applied the now famous ‘Brock Crush’ and disappeared into the distance. By the time he came in to hand the car over to Perkins he held a comfortable lead, which the pair never lost. The 1983 Hardies Heroes will be remembered for Dick Johnson’s ‘trip through the trees’ which destroyed his Falcon XE. In 1984 the Fords put up a stronger fight, but at the end of the day it was still the Brock/Perkins Commodore that took the flag first.
Johnson actually led the race for some time in his big green Falcon, but Brock had regained the lead and was pulling away when Johnson struck fuel starvation problems on lap 102. Harvey and David Parsons took the second HDT Commodore into the runner-up position, giving the team its first ever one-two at the Mountain. By the early ‘80s, the Hardies Heroes top 10 shootout – which usually provided a great sideshow in the lead-up to the race itself – was a tradition at the Mount Panorama event. In Hardies Heroes, the top 10 qualifiers each took to the track individually to complete a flying lap, with the fastest lap claiming pole for the Great
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THE KING OF THE MOUNTAIN There is one name which is more synonymous with Australian motor sport, and, in particular the Bathurst endurance race, than any other. It is, of course, Peter Geoffrey Brock. There is no argument that Brock, or Peter Perfect as he became known, was an icon of Australian touring car racing. Throughout the ‘70s and ‘80s Brock became a legend for his success on the race track, but it was more than just his on-track performances which created the ‘people’s hero’. He was always approachable and regularly found the time to sign the countless autographs requested by his enormous throng of fans. While he did drive other cars in his career, it was his connection with Australia’s own Holden marque for which he became famous. During the ‘80s his legend created a marketing success story which lived on until his untimely death in 2006. The Holden Dealer Team Special Vehicles road car business he started with long-time friend and fellow racer John Harvey became an overnight success story. This business laid the foundations for the highly successful Holden Special Vehicles. No other manufacturer has ever been able to re-create the same level of brand loyalty that Brock created for Holden. Brock was born in Melbourne in February 1945. He started racing in a home-built, Austin A30-based, Sports Sedan. He came to prominence after winning his class in the 1968 Australian Hillclimb Championship at Templestowe Victoria and the following year when he claimed victory in the Australian Sports Sedan Trophy at Hume Weir. Later that year he was picked up by the Holden Dealer Team, which was then under the management of motor racing legend Harry Firth.
Brock shared a Holden Monaro in the Hardie-Ferodo 500 at Bathurst with experienced driver Des West. The pair finished a creditable third. Brock had climbed the podium on his first visit to Bathurst and his love affair with both Mount Panorama and Holden had begun. It is well documented (including elsewhere in this publication) that Brock went on to win Australia’s greatest race nine times, the first being in the mighty little Torana XU-1 in 1972. He also won the Australian Touring Car Championship three times (1974, ‘78 and ‘80) and he was runner-up on no less than five occasions. He claimed victory at the Sandown
Race, and, in most cases, healthy prize money. It was an event that entertained television viewers and spectators alike. The crowd loved the Hardies Heroes, especially the ‘hand brake’ turn that the drivers had to complete after their flying lap to re-enter the pits in the wrong direction. Drivers would almost have a separate competition to see who could do the best wheel-squealing hand brake turn – it was all just a part of the show! The lead-up to the 1982 Great Race provided one of most thrilling of all Hardies Heroes, when a Japanese car almost claimed pole position. Nissan driver Masahiro Hasemi looked like snatching pole
enduro nine times as well as a string of other results in non-circuit events, such as the Australian Safari and Targa Tasmania. He also raced overseas at famous endurance races like the Le Mans and Spa 24-Hour classics. Brock officially retired from touring car racing – or V8 Supercars, as it had become known by that stage – in the late ‘90s, but such was the gap left in the Australian motor sport scene that it was inevitable that he would eventually be talked out of retirement. He made unsuccessful comebacks to V8 Supercars at Bathurst in 2002 and 2004. However, he also returned to his roots and started racing in the production-based Nations Cup category in a seven-litre Holden Monaro. It was here that he claimed yet another endurance race win at Mount Panorama when at 58 years of age he shared victory with a number of other much younger Holden contracted drivers in the 2003 Bathurst 24-Hour race. This created great argument as to whether he could claim the win as his 10th Bathurst crown, but regardless of how many ‘official’ Great Race wins he has on Australian motor sport’s most famous hill, Brock will always be known as the ‘King of the Mountain’. Sadly, Brock was tragically killed at the age of 61 while competing in a tarmac rally in Western Australia in 2006, when he lost control of his Daytona Coupe and hit a tree. Thousands of race fans and admirers lined the streets at his state funeral in Melbourne and many thousands more paid their respects at an official tribute to the King at Sandown International Raceway. And then later that year they again stood for a minute’s silence in honour of the Mount Panorama legend just before the start of the 2006 Bathurst 1000.
from Commodore pilot Allan Grice. But the turbo in the Japanese driver’s Bluebird exploded. The Japanese manufacturer would have to wait two years before it had the honour of leading all of the V8s off the line, when in 1984 – much to the disgust of many V8 fans – George Fury snatched pole in Nissan’s turbo Bluebird. However, at least when it came to race day, the world was put back on its proper axis when V8s dominated. Nissan would have a greater role at Bathurst in the coming years, dominating in the early ‘90s. And fittingly it was the first new manufacturer to announce a V8 Supercars tilt in the current era. V8X
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BATHURST The Legend of Australia’s Iconic Motor Race Right: Larry Perkins has fond memories of the Group C days, having won three Bathurst 1000 codriving Commodores with Peter Brock (below left) in the era. Far left: Jaguar, Volvo and Mustang were all contenders under the new ‘international’ Group A regulation. Left: Mike Burgmann finished eighth in his Mazda RX-7 in 1984, sadly he was killed in an accident in his Commodore in 1986.
TAking on THe woRld Group C to Group A
n the early 1980s Australian motor racing was looking for international relevance. Fuelled by Alan Jones’ Formula One world championship at the start of the decade, local stars and administrators were keen to show the world just how competitive our abundant driving talent could be on the world stage. So it made sense to abandon our uniquelyAustralian categories and replace them with similar international classes. This would allow local drivers to more easily compete overseas and make Australia a more attractive destination for international drivers. The Aussie world assault began soon after Jones’
big win, and it quickly gained momentum. Firstly, our premier open-wheeler class, Formula 5000 – no longer an international category having been discarded in the United States and Europe –was dropped for 1981 in favour of Formula Pacific (aka Formula Atlantic and Formula Mondial). In 1984, Sandown Park promoter, the Light Car Club of Australia, ambitiously staged a financially-disastrous round of the World Endurance Championship for Le Mans type sports cars, while in 1985, South Australia transformed the Australian Grand Prix into a fair dinkum Formula One world championship event. There was also a successful push to globalise our V8X
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TAkInG on The woRLd 1984-1985 Right: Tom Walkinshaw’s and John Goss’ Jaguar didn’t last long in the 1984 race. Below: The Commodore’s initially struggled under the Group A regulations, but Peter Brock persevered in the mid’80s. The Group A rules suited turbo-charged cars even though the Nissan Bluebird (below right) never raced under these regulations, but when Nissan returned with its GT-R in the early ’90s it dominated the scene.
most popular category, Touring Cars, and with the adoption of international Group A rules in 1985 came a whole new look. The outrageous wheel-arch flares, front air dams and rear spoilers fitted to cars in Group C’s final years were gone, with the new machines permitted only to run the standard road-going body-shape. There were also a few new contenders, and the loss of some old favourites. Ford fans were dealt the biggest blow; their beloved Falcon was no longer a competitive option due to Ford Australia’s decision to drop the V8 engine from its road car range. In its place, Ford teams campaigned five-litre V8 Mustangs. Mazda was gone too; the RX-7 was no longer eligible and the Japanese manufacturer had nothing else in its product range that could do the job. Holden was back with the Commodore (though it was hampered by durability problems resulting from homologation issues), and BMW continued to race 90
its 635CSi, while Nissan switched to the turbocharged Skyline. And there was a new, unlikely player – Volvo – which fielded its turbo-charged 240T. As with Group C, there were also classes for smaller capacity cars, with vehicles as diverse as the Alfa GTV, Mitsubishi Starion and Toyota Sprinter. To help teams prepare for the changeover, CAMS allowed Group A cars to compete with Group C machines at Bathurst in ‘84. Among those was a pair of factory Rover Vitesses, prepared by UK super team, Tom Walkinshaw Racing. Englishman Jeff Allam and German Armin Hahne won the Group A class for Rover, and finished 12th outright. Dick Johnson, who drove his Group C Falcon XE into 39th place after a troubled run, also practiced his new Group A German-built Zakspeed Mustang to acquire data for the following year. The move to put Aussie touring car racing on the
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world map certainly worked. Tom Walkinshaw returned to Bathurst in 1985 with three factory-backed Jaguar V12 XJ-Ss and four world-class international drivers – Allam, Hahne, fellow Englishman Win Percy and Walkinshaw himself. The crack German Schnitzer BMW team also arrived, with a 635 for Italian Roberto Ravaglia and Venezuelan Johnny Cecotto. As planned, the move to Group A also opened-up international opportunities for Australian drivers. Peter Brock, Allan Moffat, John Harvey, Allan Grice, Dick Johnson and John Bowe used Australianmade cars to compete successfully at legendary European events at tracks such as Spa-Francorchamps in Belgium, Monza in Italy and Silverstone in England. In 1987 Bathurst was included in the newlyformed but short-lived World Touring Car Championship and with that status came the might of Swiss powerhouse, Eggenberger Motorsport,
complete with an international A-list driver lineup – Germany’s Klaus Niedzwiedz and Klaus Ludwig, England’s Steve Soper and Belgium’s Pierre Dieudonné. Eggenberger, and all front-running Ford teams, now had access to a far more potent Blue Oval weapon – the Cosworth-developed Sierra RS500. The rear-wheel-drive, turbo-charged two-litre four-cylinder cars’ speed was unmatched until Nissan unleashed its awesome Skyline GT-R with devastating results. With a twin-turbo 2.6-litre six-cylinder engine and four-wheel-drive, the car once developed was untouchable, claiming Bathurst crowns in ‘91 and ‘92. However, the factory Nissan team’s domination led to fan dissatisfaction, and it was clear the powers-that-be would soon have to do something about it if they wanted to retain the local public popularity of the Great Race and Australian touring car racing.
Above: Thanks to its development in Germany, BMW was also a greater force under the Group A regulations.
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BATHURST The Legend of Australia’s Iconic Motor Race Right: Peter Brock didn’t dominate in Group A like he had during the Group C era – having only the one win in 1987. Far left: Tom Walkinshaw and Win Percy finished third in 1985 in their Jaguar XJ-S – The sister car of John Goss and Armin Hahne won the race. Left: Allan Grice (right) and Graeme Bailey celebrate their 1986 victory. Below left: The Ray Ellis/ Bruce Williams Commodore is virtually written-off following a coming together with the George Fury/Mark Skaife Nissan in practice in 1988.
THe new woRld STAge
1985-1996
The international invasion
A
fter the introduction of Group A racing to Australia in 1985 the James Hardie 1000 of that year posed more questions than answers in its lead-up. The domestic Australian Touring Car Championship Series had thrown up enough variety already with Dick Johnson campaigning a Mustang, Jim Richards, who eventually won the series, ran a BMW 635CSi, and the VK Commodore was at a distinct disadvantage under the new rules. Add to this Volvo, Alfa Romeo, Jaguar and a swath of other manufacturers and the Group A formula was set for success. 51 cars lined up for the race with 11 different manufacturers represented. Tom Walkinshaw
entered three factory-backed Jaguar XJS cars in what was one of the most intimidating appearances in the race’s history. The race will be remembered for the dominance of the Jaguars and the remarkable events surrounding the removal of both front and rear windscreens from Peter Brock’s Commodore. However, it was not Walkinshaw who took the glory as expected, but it was the Australian hero of yesteryear, John Goss, and teammate Armin Hahne, who would be on top of the podium at the end of the race. With the failure of the Jeff Allam/Ron Dickson Jaguar on lap three and oil cooler issues suffered by V8X
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Peter Brock jumped into the second Mobil Commodore of Peter McLeod and David Parsons after his own car’s engine expired on lap 11. He went on to finish third on the track, but was later awarded the race win when the Eggenberger Ford Sierras were disqualified.
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THE NEW WORLD STAGE 1985-1996 Right: George Fury and Mark Skaife failed to finish the Great Race of 1988 after a fan belt let go on their Nissan Skyline on lap nine. Below: Dick Johnson’s #17 Ford Sierra lasted three laps in 1987 when its differential failed. Below right: The Peter Williamson and Mark Skaife Toyota Supra didn’t start the Great Race in 1986 after this accident.
the Walkinshaw/Win Percy XJS while leading on lap 135 it left the Aussie to lead the race to the end. It was not all smooth sailing for Goss though, as he suffered a broken seat mount, which received a make-shift repair, by taping it to the roll cage, amidst calls to disqualify the car on safety grounds. As the race unfolded Jim Richards hit the lead on lap 36 only to find himself literally digging his way out of the Hell Corner sand trap after hitting oil, before being joined by his BMW teammate George Fury, bringing a premature end to any chance they had of taking it to the Jaguars. Brock’s persistence in the Commodore looked like it would pay off in what was touted pre-race as ‘Australia versus the world’. Brock caught and passed Roberto Ravaglia’s 96
Schnitzer BMW for second position on lap 149, giving the fans hope of a Holden victory. The reality was that Goss had a comfortable lead and any hope of a Brock victory ended when his engine expired on lap 160. 1986 will be remembered as the fightback of the Commodore, and the rising of the privateer above all others, as Allan Grice and Graeme Bailey were victorious in the Chickadee Commodore. After a year of Group A racing the Commodore teams had improved the reliability of the car to have five cars in the top 10 at race’s end, four more than in 1985. Brock had enlisted arch-rival Allan Moffat to pair with him, although the Holden fans didn’t immediately warm to Moffat after he crashed
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spectacularly on top of the Mountain early in the week. Fury put his Skyline on pole in Hardies Heroes with Grice second and a mixed bag of makes filling the top 10. On a sad note, Mike Burgmann was killed on lap five when his Commodore became airborne over the second hump in Conrod Straight and collided with the mound protecting the bridge. Burgmann’s death was the first in the Great Race and was the impetus for building the Caltex Chase for the following year’s race. The race was basically Grice’s after lap 77 when Moffat broke an oil cooler coming into pitlane, requiring a lengthy stop. Interestingly, Bailey only drove 30 laps in the winning car in 1986 while co-driving with Allan
Grice. This was the last year that it would be possible as the rules were soon to change so that any one driver could only drive for a maximum of two thirds race distance. The World Touring Car Championship came to Bathurst in 1987 and with it came some formidable competition from Europe, no less intimidating than the Eggenberger Texaco Sierra RS500 squad spearheaded by Klaus Ludwig and Klaus Niedzwiedz. Moffat was back in a Ford (Sierra) and Johnson fronted with two Sierras of his own. As expected, with Sierras filling seven of the top 10 qualifying positions, it was looking like the Blue Oval would break its six year drought at the Mountain. The Holden versus Ford rivalry was brought to a head on lap three of the race when Neville
Above: Colin Bond/Alan Jones’ Ford Sierra leads the Alan Moffat/ Klaus Niedzwiedz/Gregg Hansford Sierra through Hell Corner in 1988.
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Charlie O’Brien and Andrew Miedecke pose with the Allan Moffat Cernovis Vitamins Falcon EB.
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Above: No, the officials haven’t decided on a LeMans start; it’s just the pre-race photo of the Bridgestone-shod drivers in 1989.
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Chrichton’s Shell Sierra made a bold move under Perkins’ Commodore on the exit to the Cutting, launching both cars into the wall and out of the race. One lap later Dick Johnson was out of the race himself with a broken diff, the same problem that would later cause the demise of the Moffat/ Andy Rouse car. Andy Miedecke put up a good fight for the local drivers in his Sierra, swapping the lead with Steve Soper’s Eggenberger Sierra early in the race, but his codriver, Don Smith, was no match for the Europeans. Brock’s race seemed over when, just three laps after he stepped from his car, David Parsons was back in the pits with a failing engine. The ‘King of the Mountain’ took over the team’s second car from Peter McLeod. Rain fell in the late part of the race and Brock
forged his way up to third although with no real chance of catching the two leading Sierras of Soper and Ludwig. Rumours of illegal fuel in the Texaco cars circulated the paddock, but it would eventually be illegal bodywork that disqualified the first and second-placed Sierra’s from the results. Brock (along with Parsons and McLeod) was handed the crown two months after the finish of the race. The Sierra threat at Mount Panorama continued into the 1988 race, this time however, it was the Aussie teams that were fastest. Brock lined up for the first time in a make other than Holden – a BMW. Walkinshaw was in charge of the Holden brigade, and, with the new factory supported VL Commodore’s entered, it was
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expected that he and Perkins could challenge over the distance. Johnson wisely entered three cars for the event, and that is exactly what it took to get to the end. After dominating practice, qualifying and the early race, Johnson picked up a puncture and spun spectacularly down Conrod Straight bringing the leading car to a premature end. Teammate John Bowe’s Sierra blew an engine, which left Johnson to claw his way back in the third car, eventually finishing a credible second. The race at the front looked to be all in the hands of the Moffat ANZ Sierra as Niedzwiedz, Moffat and Hansford were a faster driving combination than the Sierra of Tony Longhurst/Tomas Mezera. Holden’s last hope ended when Perkins blew an
engine late in the race. In what was meant to be a routine final pit stop Greg Hansford handed over the reigns to Niedzwiedz but the engine would not start. Moffat’s entry was out and even though Johnson was closing on Mezera in the final laps, the latter was able to take a comfortable win by over a lap. Ford had finally broken the drought. In 1989 Brock had done the unthinkable and joined the ranks of Sierra teams. Brock and Johnson started from the front row of the grid in a rare scene. Nine of the top 10 qualifiers were Sierras with the Richards/Mark Skaife Nissan Skyline occupying seventh. Right from the first lap where Johnson passed Brock down Conrod Straight he and his co-driver, Bowe, led the race. They were clearly faster than
Top left: Paul Morris and Denny Hulme’s BMW M3 in 1992. Sadly, Hulme – the 1967 Formula One World Champion – died of a heart attack while at the wheel during the race. Top right: Glenn Seton leads the field through Murray’s Corner in the 1992 Great Race. Above left: Kiwi Denny Hulme and Peter Fitzgerald won their class in a BMW M3 in 1991. Above right: Alf Costanzo and Graham Lusty drove their Commodore VL to 14th place in the 1989 Great Race.
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1993
The calm before the storm – Larry Perkins waits in anticipation behind the wheel his Commodore VP before the start of the 1993 Great Race.
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THE NEW WORLD STAGE 1985-1996 Hardies anomalies For the first time ever 11 cars ran in the Hardies Heroes in 1985 because Dick Johnson had entered two Ford Mustang’s in the race, but had not decided whether both cars would start the race. Both cars had qualified inside the top 10, so to be fair the officials allowed an extra car to participate in the shootout. Dick later withdrew his second car before the race. Meanwhile, Dick Johnson had both team cars relegated to the back of Hardies Heroes in 1987 after it was found that there were fuel irregularities after the hot laps. This left Johnson and Neville Creighton starting from grid position eight and nine after the fourth-qualifying ‘spare’ Sierra of Niedzwietz was withdrawn prior to the race starting. And finally, in what was described as the ‘Toohey’s Dozen’, 12 cars were allowed to run in the ‘top 10’ shootout in 1988. Many believe the decision was made so that Allan Grice could be part of it to bolster the Holden numbers (to two) after eight of the top 10 qualifiers were Ford Sierras. As well as the shoot-out being a 12-car affair, it did not determine the grid positions for the race; they were determined by official qualifying times from Friday. Also, for the first and only time, the race began with a rolling start as a result of the international regulations it was run under.
Top: Dick Johnson qualified the No. 18 Mustang in Hardies Heroes, but withdrew it before the start of the 1985 Great Race. Above: Kevin Waldock and Mike Preston finished sixth in their Ford Sierra RS500 in 1990.
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the other Sierras of Niedzwiedz/Frank Biela, and the Brock/Rouse combination, which finally succumbed to wheel hub issues, much to the joy of Holden’s die-hard fans. Niedzwiedz pressured the Johnson Sierra until he had to pit to tighten a wheel nut late in the race, which left Bowe to cruise to victory. After the domination of the Ford Sierra teams in 1989 it was expected that 1990 would be no different. Richards and Skaife debuted a solitary Nissan GT-R, which was extremely fast early in the race but proved unreliable. The Commodores of Percy/Grice and Perkins/ Mezera showed reasonable pace to qualify sixth and seventh, but it would be up to the Sierra teams to lose the race if anyone else was to hope for a result.
The newly resurfaced circuit proved to be the weak link for the Sierra teams with Brock only lasting nine laps before his tyres were ruined, and most of the Sierras were lucky to last much more than 20 laps per set. This closed up the field and left a three-car dice to the finish. Grice, Paul Radisich (DJR Sierra), and Mezera fought out the final laps, but with Mezera pitting for brake pads and Radisich requiring a set of slicks when the final safety car came out it was Grice who could cruise to a famous victory, leaving the Dick Johnson Racing crew to regret the decision to put intermediates on Radisich’s car when the light showers were dissipating. In 1991 Nissan’s threat became a reality when Richards and Skaife left no doubt as to the strength of
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the GT-R. After qualifying more than two seconds faster than the closest Sierra of Seton in third, the only hope for the opposition was the possibility of unreliability, which never eventuated. It was an all-Nissan front row with privateer Mark Gibbs next to Richards. Brock was back in a Mobil-backed Holden hoping that strong reliability would pay off in ’91. While the bulk of the Sierras succumbed to mechanical failures in a bid to keep up with the Nissans, it was once again up to HRT’s Grice and Percy to fly the flag for Holden after Perkins’ Mobil Commodore blew an engine and Brock’s car suffered electrical problems early while in the hands of Andrew Miedecke. Johnson’s attempt to run the race on one less stop than the Nissans fell short even before his engine
expired while running second. Percy ended up a credible second place at race’s end, a lap down on the winners but also a lap clear of the Gibbs/Onslow GT-R, although his race was not without its problems. After spinning at The Chase on lap seven, Percy was later hit by his teammate Neil Crompton after having a moment at Murray’s Corner. Fans had to brace themselves for one last year of the foreign vehicle onslaught at Bathurst in 1992. The Nissan GT-Rs went into Bathurst with much protest after CAMS refused to lower their 1500kg minimum weight for the race. The field was a bit of a mixed bag with teams being allowed to race 1993spec cars in preparation for the following season, which would run under a new V8 formula.
Above: Peter Brock in a Ford? Yep, he drove a Sierra RS500 with Briton Andy Rouse in 1990. For the record: they finished fourth.
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Larry Perkins and Russell Ingall during a driver change on their way to victory in 1995 in their Commodore VR.
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Above: It’s tippy-toes as the field approaches Hell Corner after the wet start of the 1994 Great Race.
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Johnson fielded two Sierras, while Seton ran one EB Falcon for himself and Alan Jones and one Sierra for Wayne Park and David Parsons. HRT had two ’93-spec VP Commodores and Brock also fielded a ‘93-spec VP Commodore for himself and Manuel Reuter and a Group A VP Commodore as the team’s second car. Perkins surprised everyone by qualifying his fiveyear-old VL Commodore on the front row next to Johnson’s Sierra, while the cumbersome, but still race favourite, GT-R of Skaife/Richards was third. Brock was the first casualty of the race when he broke a tailshaft on the start-line, although the race will be long remembered for the way it ended rather than how it started. With the onset of some of the wettest conditions
experienced at the Mountain the Nissan’s all-wheeldrive was in its element, until the final downpour which was immediate and brutal. Richards clipped the wall at Reid Park causing damage to his suspension and then proceeded to aquaplane out of Forest’s Elbow and career into a group of already stranded cars. The race was red flagged, much to the protest of Johnson who was second at the time. The jeer of Ford fans as Skaife and Richards accepted the trophy brought about Richards’ famous “you’re a pack of arseholes” comment. The return of Holden versus Ford in 1993 was welcomed by the fans as a new era of Australian motor sport began. As it turned out, it was a race between the Commodore’s of Perkins/Hansford and
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Top left: Dick Johnson (right) and John Bowe with Channel Seven’s Mike Raymond on the winner’s balcony in 1994. Top right: Terry Finnigan and Garry Rogers only did 95 laps of the 1993 race before the engine in their Commodore expired. Far left: Larry Perkins on his way to victory in 1993. Left: In 1996 Craig ‘The Kid’ Lowndes became one of the youngest winners of the Great Race.
Skaife/Richards right from the first practice session. The Fred Gibson-run Winfield team had the measure of the opposition all year in a perfect transition from running Nissans; however, it was Perkins’ race strategy that won the day as he took the victory along with co-driver Hansford. As usual, the race had its victims. John Cleland destroyed the floor in Brock’s Commodore when the driveshaft let go in spectacular fashion on Conrod Straight. Johnson’s Falcon team was in trouble early when Cameron McConville slammed the wall at The Esses while in third and Johnson destroyed his car at Reid Park when an ‘out of control’ Bill O’Brien veered into his path in the Everlast Commodore. If fans were excited about the new formula, the 1994 race sent them wild as it came down to a final
Holden versus Ford battle. Thursday qualifying was marred by the death of Don Watson after he crashed his Commodore at the entry to The Chase. It was a Seton and Brock front row, but that pair would not feature in the final results. After 24 lead changes and nine different leaders, in mostly wet conditions, the race came down to a struggle between the young Craig Lowndes and the experienced Bowe. Late race contenders either could not catch the pair, or in Brock’s case, crashed at the top of the Mountain after a rare error. In a move that sent the fans wild on lap 148, Lowndes drove around the outside of Bowe at Griffins Bend in a move that appeared extremely brave, but was later declared by Lowndes himself V8X
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THE NEW WORLD STAGE 1985-1996 WHen tHings just don’t Work… After the failure of Dick Johnson’s Sierra in 1990, the team’s second car had a sniff of victory. Dick tried desperately to get into his second car at the final pit stop only to be hindered by the fact that he could not fit in the seat. Dick was quickly ejected and Radisich was called to take the final stint, eventually finishing second. George Fury was another left scratching his head after he qualified his Nissan Skyline on pole position for the 1986 race, but not long into the race it was found that his car was hungry for tyres, causing him to pit more regularly than expected. The problem was later discovered to be caused by the fitment of a new roll cage in the car which made it far stiffer than expected. And the ‘curse’ of Bathurst can strike officialdom too. The first Safety Car in the Great Race’s history was deployed on lap 34 of the 1987 1000 when the Colin Bond Alfa, being driven by Lucio Cesario crashed. Unfortunately, the Safety Car broke down before the race could get underway again and the race had to be re-started by the flag marshals waving green flags.
Top: George Fury and Glenn Seton only lasted 114 laps after a hub bearing failure on their Nissan Skyline in 1986. Above: Arch-rivals – Allan Moffat (left) and Peter Brock. Above right: Glenn Seton and Drew Price only lasted 77 laps in the 1990 Great Race after the clutch failed in their Ford Sierra RS500.
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as being forced after he missed his braking mark. The new hero of Holden only led for a few laps before Bowe composed himself and regained the lead into Hell Corner and going onto victory, his second and Johnson’s third. Although Lowndes was hailed a hero, it was his teammate Brad Jones who put the car in a winning position with his mid-race charge up the order. This race was proof that the new V8 formula was working and the fans couldn’t get enough of it. A torn out tyre valve in the scurry for Hell Corner on the first lap set up one of the most remarkable victories for Perkins in 1995. After an the early clash with Lowndes and the following pit stop Perkins rejoined the race just 15 seconds from going down a lap to leader Wayne Gardner.
The race will be long remembered for the last-tofirst charge of Perkins and Russell Ingall to take a memorable victory, but it took a series of retirements from the top order to make it possible. First it was Skaife who, together with Richards, had dominated the early part of the race, and even put Perkins down a lap, before a broken tailshaft ended their run. The pole-sitting HRT Commodore of Lowndes/Murphy and that of Brock/Mezera were out of the race by lap 32 with engine failures. After Skaife departed it was a race between the Falcons of Bowe and Seton until on lap 87 they controversially tangled at Reid Park. The incident spun Bowe’s Shell Falcon into the wall and effectively out of the race. Perkins and Ingall had pressed on all day to put
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themselves into second place late in the race, but they looked unlikely to challenge Seton in the closing laps until, on lap 151, Seton’s Falcon developed an engine valve problem. Perkins passed Seton at Murray’s Corner on lap 152 and went on to a celebrated victory, leaving Seton stranded on the side of the track to contemplate what could have been, exactly 30 years after his father won the Great Race. If 1995 unveiled a new Holden hero then 1996 marked a changing of the guard in Australian motorsport. Lowndes, 22, had dominated the 1996 domestic series and was partnered with a not much older Murphy for the enduro events. After Lowndes’ 1995 performance, and the pair’s ‘96 Sandown win they were clear favourites heading to Bathurst.
The Seton/Parsons pair continued their previous year’s form by putting the Falcon on grid position one with Lowndes claiming position two. The race once again started in wet conditions, which affected the early part of the day. It wasn’t long before Seton’s Falcon was out of contention with rocker problems and Alan Jones’ Pack Leader car came to a halt while leading the race and caught on fire between Griffins Bend and the Cutting. While the race was peppered with safety car periods, Lowndes and Murphy were able to hold a comfortable lead over the Johnson/Bowe and Longhurst/Ellery Falcons. That year, however, will be remembered for the changing of the guard at Holden as Brock, who finished fifth, had just completed his last full season of racing at the highest level.
Above: Wayne Gardner and Neil Crompton climbed onto the winner’s balcony in 1995 after finishing third in their Coke-sponsored Commodore VR.
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BATHURST The Legend of Australia’s Iconic Motor Race Top left: Glenn Seton’s Falcon promised a lot but delivered little beyond the ability to qualify well in the early ‘90s. The cars had pace but suffered too many mechanical failures. Left: Larry Perkins/Gregg Hansford were the first drivers to win after the race focus turned to a Holden versus Ford V8 formula. Bottom left: The success of the Nissan GT-R put an end to Group A regulations in Australia. Jim Richards and Mark Skaife scored backto-back wins in 1991 and 1992 races. The ‘92 win was most unpopular with Ford fans who believed Dick Johnson should have been handed victory after bad weather brought a premature end to the race. Right: 1967 Formula 1 world champion Denny Hulme made a number of visits to Bathurst. 1992 was his last when he died after suffering a heart attack while on Conrod Straight. Hulme pulled his BMW up against the concrete wall in his last act as a driver.
SHow me THe money Group A to V8 Supercars
n the early ‘90s there was a mood for change in Australian racing. The desire of complying with world racing categories was no longer present; in fact, in some quarters there was almost the attitude of ‘stuff the rest of the world’. Faced with the need to reduce costs, regain fan approval – following the previous few races having been won by Japanese manufacturer, Nissan, which was a situation that far from impressed the local V8 fans – and boost television ratings, the decision by the powers-that-be to cease Group A at the end of 1992 marked a defining moment in Australian motor racing.
After much discussion between all of the stakeholders it was determined that for the 1993 season, Group A would give way to a new local formula that promoted the Holden versus Ford battle. Two classes based on cubic capacity were introduced – five-litre and two-litre – and turbocharging was banned. This eliminated the Skyline GT-R and Sierra RS 500. Glenn Seton and Alan Jones became the first drivers to race a ‘93-spec five-litre EB Falcon in the 1992 Sandown 500 and the big Ford was a welcome sight to local Blue Oval fans. V8X
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Show Me The Money 1992-1993 Right: The EB Falcon provided Dick Johnson with his third win and John Bowe’s second. The ‘94 race thrilled fans with a classic battle between Bowe and Craig Lowndes. Below: The V8 Supercar era brought the Commodores back to the front of the pack with Gibson Motorsport choosing to field Commodores for Mark Skaife and Jim Richards after the Nissan GT-Rs were outlawed. Below right: Holden persisted with the Group A formula but the Commodores struggled for pace against the might of the Sierras and GT-Rs.
While the new formula was received well by the majority of fans, and Holden and Ford, other manufacturers were not happy with being relegated to a second string class. In the 1994 and 1995 races, the two-litre cars ran a race within a race during the 1000. Australia was now out of step with the rest of the world. In 1994, Group A internationally had been replaced by a two-litre category known as Super Touring. In most parts of the world Super Touring was incredibly successful with great manufacturer support. Australian arms of marques such as Audi and BMW competed in a fledgling Australian Super Touring category, and by 1996 the Super Tourers did not compete in the main race at Bathurst but in a couple of standalone sprints as support events. However, there was also another political 114
bunfight brewing. Annoyed at the fact that the only ones making money from the sport were the track promoters, V8 drivers’ group, TEGA, approached international marketing company IMG to help them to secure a bigger piece of the financial pie. An outspoken man called Tony Cochrane was put in charge of marketing the sport. At a press conference at Sandown in 1996, Cochrane announced to the media that the sport was preparing itself for a fight with track promoters. He indicated that the drivers would not race at tracks where promoters did not agree to pay a ‘fair’ sanction fee. He boldly declared that no sites in Australian motor sport were sacred, including Bathurst. This is a statement that years later he would admit was probably not the right thing to say.
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The Mount Panorama Consortium – made up of the Australian Racing Drivers’ Club (ARDC), Channel Seven and the Bathurst City Council – played hardball with Cochrane and IMG. An impasse developed and the Consortium ultimately ran the 1997 1000 for Super Tourers. Cochrane later left IMG and, along with a few of his former collegues, set up Sports Entertainment Limited (SEL) which duly took over the marketing of the five-litre category, which had by now become known as V8 Supercar. SEL joined forces with TEGA and CAMS (which later withdrew from the partnership) to form Australian Vee Eight Supercar Company (AVESCO). AVESCO ran its own 1000-kilometre race at Bathurst for its V8 Supercars in the November of 1997 through to 1999. By 2000 the Super Touring Bathurst race
had collapsed, leaving the V8 event as the only 1000-kilometre race at the Mountain, and in 2001 the V8 Bathurst 1000 moved back to October. While there were plenty of critics when Cochrane first made his bold statements, the franchise system he was instrumental in creating gave the teams real value, and the franchises – or licenses as they are called – change hands for millions of dollars on today’s market. There was also a good outcome for Cochrane’s ‘no sacred sites’ comment. While looking into where else the main V8 endurance race could be held if a deal at Bathurst hadn’t materialised, one of the options was to run a race around the streets of Adelaide on the old F1 Grand Prix circuit. It was decided to go ahead with the Adelaide event anyway, and hence the highly successful Clipsal 500 was born in 1999.
Above: Dick Johnson ran the most successful Ford Sierra team of the era. Johnson won the race in 1989 with John Bowe and his team had a number of podium finishes during that period. The development of the Sierra RS500, although often unreliable over long distances, was the beginning of the end for Group A racing as parity between different makes became difficult to control.
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BATHURST The Legend of Australia’s Iconic Motor Race Right: Bathurst hasn’t been the favourite hunting ground of 1980 Formula One World Champion, Alan Jones. Far left: Larry Perkins and Russell Ingall claimed their second Great Race victory as co-drivers in 1997. Left: Glenn Seton and Neil Crompton finished 13th in the 2000 Great Race in their Ford Tickford Racing Falcon AU. Below left: The field files through Forrest’s Elbow in 2006.
THe v8s RoAR
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The Holden versus Ford battle
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or Larry Perkins and Russell Ingall to win the 1997 race, their second together, was extra special because in a race of attrition their car never missed a beat. In contrast, race favourites Brock/Skaife and Seton/Parsons fell by the wayside. It was Brock’s ‘last’ time at the Mountain and the King was determined to go out with a bang, and that he did, although not in the desired manner. Skaife put the car on grid one and Brock proceeded to lead the first 32 laps of the race before handing over to Skaife shortly before the engine expired, ending any dream ending to a magnificent career. In fact, only three cars led any significant
number of laps in the race. Wayne Gardner was left devastated after his engine blew just before the Cutting while leading on lap 89, leaving a very slippery track for Perkins to negotiate his way to the lead, but others were not so lucky. The HRT team couldn’t take a trick as Lowndes crashed at McPhillamy Park on lap seven and Bargwanna was out before the race started when he found the Forrest’s Elbow wall in the morning practice. Ford’s best hopes were shot when Bowe crashed the Shell Falcon on lap 17 after the suspension failed and Seton struggled with engine problems all day. Tomas Mezera had a big moment when his V8X
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THE V8s ROAR 1997-2012 Right: Jason Bright and Steven Richards came back from a big crash in practice to win the 1998 Great Race in their Ford Falcon EL. Below left: The start of the 1999 Great Race. Below right: John Bowe and Jim Richards failed to finish the 1999 Bathurst 1000 in their CAT Falcon.
brakes failed at the end of Conrod and he rolled his Trimbole Commodore in the sand trap towards the end of the race. Steven Richards, paired with father Jim, put in a gallant effort in an attempt to chase down Larry but nobody could stop his run home. Mark Larkham, co-driving with Andrew Miedecke, put in a strong race to finish third and on the same lap as the winners. A race-changing accident and a final battle between three drivers characterised the 1998 race, which also marked the coming of age of Stone Brothers Racing when the youthful Jason Bright and Steven Richards took victory. 118
A number of race contenders were struck from the field when Greg Crick turned Alan Heath around just before Forrest’s Elbow creating a massive pile-up that claimed front-row starter Longhurst, Alan Jones, the Johnson Falcon, Robert Smith, and Simon Wills who ended up in hospital after his Wynn’s Commodore sustained heavy damage. It was the Skaife/Lowndes Commodore that dominated the early race until succumbing to the same tyre deflating issues that had put the second HRT car, in the hands of Murphy, out of the race. Bright had started well down the grid, position 15, after a heavy 150km/h crash on Friday. But that was put behind the young pair as the race
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came to a close, and a final three-way battle ensued. Bright was able to sustain pressure from Perkins who was looking for a second win in a row, but also had to contend with Bargwanna in the Valvoline Commodore (with Jason Richards) breathing down his neck until the end. It proved to be a popular Ford victory, with Larkham/Brad Jones finishing fourth, and on the same lap, after suffering fuel pump issues late in the race. 1999 was the first year the that Bathurst 1000 would be part of the championship, which meant that many team drivers were separated as they individually fought for series points. But it was once again Steven Richards that wound up victorious,
this time in a Wynn’s Commodore shared with Greg Murphy. Dick Johnson fronted for his final time at Bathurst, paired with son Steven; the two had a credible drive to finish fourth. But it was Johnson’s second car of Radisich/Ellery that caused the most pain for the team. Radisich was leading the race with just 20 laps to go when he clipped Mark Poole’s John Deere Commodore coming down the Mountain, puncturing a tyre, which eventually turned into many pit visits and the car’s demise on Mountain Straight. After many safety car periods early in the race, the last half produced quite a race with Radisich,
Above: Winners are grinners! Steven Richards and Greg Murphy claimed the 1999 Great Race in their Wynn’s Racing Commodore.
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2000
Garth Tander and Jason Bargwanna won a rainy Bathurst in 2000 in their Garry Rogers Motorsport Valvoline Commodore.
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Above: Mark Skaife on his way to the victory he shared with Tony Longhurst in their Holden Racing Team Commodore in 2001.
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Lowndes, Morris, Ellery, Murphy and Steven Richards all having a go at the lead. It was a clever strategy by Fred Gibson to keep Richards in the car at the final stop, and to keep the car on the track until the fuel warning light came on before giving it a splash-and-go. That put them in front of the two HRT cars of Lowndes/ McConville and Skaife/Morris at the end. Both Richards and Murphy posted their second wins in the Great Race. 2000 will be remembered as the year the race got away from Tony Longhurst, who was just eleven laps from victory when disaster struck, handing the win to the Tander/Bargwanna Valvoline
Commodore. Weather conditions were all over the place throughout the race causing nightmares for team strategists, with crews unable to decide if slick or wets would be needed from stop to stop. Skaife, driving with Lowndes, battled for the early lead with Tander as Perkins was in the pits with a broken rocker, which was remarkably replaced in just seven minutes and cost the team just one lap under safety car. The FPR car of Gardner/Bates proved fast in the wet but was out early with clutch problems while Crompton, teamed with Seton, clashed with Matt Neal in the Big Kev car at Hell Corner to put both
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Top left: Father and son. Dick Johnson, the team owner, and Steve, the driver, in 2001. Top right: Brad Jones and Scot John Cleland chased the mighty HRT all day, but just didn’t have the legs in the end, settling for second. Far left: The start of the 2002 Great Race. Left: For the third year in a row Mark Larkham made the shootout, sadly he couldn’t emulate the previous year’s pole position.
cars a number of laps down. Skaife also got involved in the aftermath of this clash, the resulting mechanical woes to his Holden Racing Team Commodore eventually put him out of contention. The race came down to a battle between Longhurst and Tander, a battle that looked to be in the hands of the former as he skipped away to a handy lead. With just eleven laps to go, Longhurst clashed with the lapped Adam Macrow/Faulkner Commodore at Forrest’s Elbow, causing front-end damage to the Stone Brothers Falcon. The rest is history, Longhurst and Stone Brothers were denied their second victory each, and Tander, Bargwanna
and the Garry Rogers’ team notched up their first wins at the Mountain. Marcos Ambrose didn’t waste any time familiarising himself with Mount Panorama, in fact he grasped the track so quickly that he started from grid one in his first V8 attempt in 2001, but it was Holden’s top dog, Skaife, along with Longhurst who took a gallant victory. Lowndes had moved to Ford and Bright had moved to Holden at the start of the year in what was a real test for many fans’ allegiances. The pace of the 2001 race was extraordinary with Skaife and Bowe pushing hard in the early laps. Ambrose had a spin and eventually succumbed to engine problems V8X
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2001
Tony Longhurst and Mark Skaife in the pits on their way to victory in the 2001 Great Race.
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THE V8s ROAR 1997-2012 Right: Paul Radisich (Shell Falcon) and Craig Lowndes (00 Falcon) fight over the same piece of road during the 2001 race. Below right: Mark Skaife wins again in 2002, this time sharing with Jim Richards. Below far right: Marcos Ambrose found the sandtrap during the 2001 Bathurst 1000.
Brock’s last harrah – times three Peter Brock just couldn’t make a clean break from Mt Panorama Bathurst, in fact, he had three ‘last races’ at the circuit that made him famous. While 1996 was to be Brock’s last year of full-time racing he planned to return for one last farewell at Bathurst in 1997. Paired with Skaife, who put the 05 Commodore on pole position, Brock proceeded to lead the first 32 laps of the race in one serious attempt to notch up win number 10. The excitement was short-lived as the engine expired shortly after Skaife took the reigns. Brock, as usual was circumspect about the outcome claiming that it was a ‘fitting farewell’ to the sport. Just like any top sportsperson it is hard to get the competitive spirit out of the blood. After working with Team Brock throughout 2002 “The King” could not resist an opportunity to pair with Craig Baird in another
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‘last fling’ at the Mountain. The pair qualified 26th for the race and struggled with mechanical problems. When it looked like the car would be parked for the day Brock was determined to push on. Auto Action quoted Brock saying, “I thought we’ve got to finish this race. I’m not coming up here to not finish. No way Jose’. It would have disappointed our team, our sponsors, and the fans.” After the team patched up the car Brock finished the race in what was a fairly slow salute to the crowd for the final 20 or so laps. You just got the feeling that he wasn’t satisfied with the outcome in 2002. In the third and final ‘last race’ Brock was back with the nation’s top team, HRT, in what seemed more of a fitting finalè to “The King”. On the back of finishing 14th at Sandown with team mate Jason Plato, Brock qualified the HRT Commodore 26th, 2.5 seconds off pole. In fact, Brock was struggling to stick with the pace of V8 Supercars in 2004, having not competed regularly in the category for almost seven years. Unfortunately for Brock, his race was to end before it started when Plato swiped the Hell Corner wall early in his stint and then, as he limped back to the pits was struck by Cleland who spectacularly rolled on the exit to the Chase. Both cars were out and Brock was left standing in the pit bay without the opportunity to race a lap. In typical fashion he decided to spend the rest of the day signing autographs.
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that began in the morning practice, while Lowndes crashed at Forrest’s Elbow after leading the race on lap 87 to end any fairytale he dreamed of. While Seton started on the front row and led early, he sustained panel and tyre damage, which put them out of contention, and Wills, paired with Bowe, took out the Mezera/Bright entry to end both car’s chances and Bright’s championship hopes. The big mover of the race was Brad Jones who, along with co-driver John Cleland, started from grid 22 and forged their way up to second place at the business end of the race. Perkins was leading the event at the final safety car but hit the wall while
entering the pits for the final stop, the damage ended his and Ingall’s chances and elevated Skaife to the lead on the restart. But for two laps, where the McLean/Ritter Shell Falcon led, Skaife held the top spot until the end. Jones had passed McLean and was marching towards Skaife when a lapped Morris exited the pits and proceeded to block the OzEmail Falcon leaving Skaife to win uncontested and Longhurst to redeem himself from the heartbreak of 2000. If ever there was a tense ending to the Great Race it was in 2002 when the event almost got away from Mark Skaife and Jim Richards after plastic bags were caught in the air duct of their Commodore in
Above: The Paul Romano/ Owen Kelly Holden Young Lions Commodore looks a sight for sore eyes after an incident in 2001.
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2002
Peter Brock made a comeback to Bathurst in 2002 in the Autoart Commodore sharing with Kiwi Craig Baird. They finished 23rd after a troubled day.
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Above: Jim Richards finished fifth sharing the driving with Tony Longhurst in the Holden Racing Team Commodore in 2003.
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the closing stages of the race, causing the engine to overheat. With a mixed bag of weather over the course of the race, the fierce wind that prevailed late in the day also caused the demise of the Lowndes/ Crompton Falcon after a bag similarly caused their 00 Falcon to overheat. The Ford contenders had a weekend they could easily forget, beginning when Wayne Gardner crashed his Stone Brothers Falcon out of the event in practice leaving teammate Besnard to change teams and pair with Seton after his driver Owen Kelly fell ill. The Bowe/Jones Falcon had shown great speed to
qualify on the front row but was out of contention early with front-end damage while challenging for the lead. Murphy felt the wrath of officials after a serious fuel spill in pitlane and angrily copped a five minute penalty to put him and team mate Todd Kelly well down the order. Skaife, who was strong all day, was able to take advantage of a Steven Richards’ (paired with Ingall) mistake at Hell Corner on the final re-start to take the lead and march nervously to his second victory in a row, exactly 10 years after the pair had won in the Nissan GT-R. This time they were well received by fans at the
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Top left: The Adam Macrow/Darren Hossack Ford Performance Racing Falcon is a real mess after an incident in 2003. Above: The field files over Skyline during the 2003 Great Race. Far left: Greg Murphy during his amazing shootout lap in 2003. Left: Craig Lowndes (left) and Glenn Seton have a bit of fun in 2003.
that lap Ten minutes after John Bowe had posted the fastest ever time at Mt Panorama, 2:07.9556, in the 2003 top-ten shootout, Greg Murphy became the first man to break into the ‘sixes’ at the famous 6.1-kilometre Mountain circuit. Even after completing his blistering lap of 2:06.8594 Murph still couldn’t believe what he had just done. “I’m at a miss to be able to explain really why it was so fast,” he said. “It just all came together. I just pushed hard. I didn’t feel like I was taking any risks. I was never really in any trouble. The car never got out of shape. It was very smooth. But I’m still pretty surprised that was the time.
It was just an incredible moment; it really was. It was just quite amazing.” The scary part was that it could have been even quicker if not for a muffed gear change. “I came out of the Dipper and I grabbed first. I must have been very tense. I was relaxed when I went out onto the track, but I must have been concentrating so hard on what was going on ahead of me… I just couldn’t believe it when I grabbed the wrong gear. It cost us two-tenths. I thought at the time ‘damn this could be the reason that I don’t get pole’ not knowing that the rest of the lap was a lot faster than what anyone else had done,” Murphy explained.
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2004
The winners’ balcony in 2004. Two in a row for Greg Murphy and Rick Kelly.
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THE V8s ROAR 1997-2012 Right: Steven Johnson on his way to seventh in 2004. Below: The start of the 2004 race. Mark Skaife claimed pole position in his Holden Racing Team Commodore in 2006.
podium. Jason Bright and Tomas Mezera finished third to give the HRT two cars on the podium. In 2003 there was only ever going to be one winner of Bathurst. Right from the first practice session Greg Murphy and Rick Kelly put in a near perfect event to top the sheets in all but two sessions. The top ten shootout famously produced one of those laps that will be talked about for years to come as Greg Murphy put in a record-breaking lap of 2:06.859 that still stands today. Skaife put in a gallant charge late in the race in an attempt to claim a hat-trick of wins but with a rear door ajar after coming together with Bowe. 134
The officials, 16 laps later, decided he needed to pit for a safety inspection, which dropped him out of contention, while Bowe dropped to tenth after sustaining damage later in the race. Lowndes/Seton eventually filled the second tier of the podium with Ellery/Youlden rounding out the top three in the Supercheap Falcon. It was Murphy’s third win in the race and Kelly took the honour from Lowndes as the youngest-ever winner of the event. 2004 might have had the same result as the previous year but it was as a result of a very different race. In fact, after the Murphy/Kelly Holden in first place there were seven Fords following, headed by
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the Lowndes/Seton car for the second year in a row and Bowe/Jones who had finally got a result after their speed of the recent years. Brock made one last ‘final’ race at the Mountain when he lined up for the HRT with Jason Plato. The car was struck by John Cleland in the OzEmail Falcon on the exit to the Chase, robbing Brock of a final salute. Steven Richards, who started from grid one, paired with father Jim had a real chance at an historic father-son victory. While positioned seventh, with Jim at the wheel, a kangaroo ventured onto the circuit just before the Cutting and into the path of the Castrol Commodore on lap 112. The incident eventually cost the pair the race but more abruptly
cost the kangaroo its life as it remained slumped by the concrete wall for the rest of the race. As the race neared its end, the final round of pits stops, 30 laps out, became vital to the outcome of the race. Murphy was stretched for fuel and benefited from a safety car where he was able to make a splash-and-go stop to get out in front of Bowe, and Lowndes who had tallied eight stops for the race due to oil pressure issues. From there Murphy held onto victory from Lowndes who overcame Bowe but didn’t have the speed to catch Murphy. The Kmart team had rolled the dice and pulled off an impressive second win on the trot.
Above: Mark Larkham and Matt Halliday on their way to 11th in 2004 in the Orrcon Racing Falcon.
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2006
Craig Lowndes claims victory in 2006 in his Triple Eight Racing Ford Falcon that he shared with Jamie Whincup.
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The start of the 2006 battle. Mark Skaife (car #2) is about to be swamped by the cars behind while he struggles with a failing clutch.
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Mark Skaife’s victory with Todd Kelly in the 2005 race was impressive, he chased down Jason Richards’ Tasman Commodore in the closing stages of the race, but the race will be remembered more for the controversies rather than the win. Ford had a dirty day at the Mountain after polesitter Lowndes struck the wall on the exit of the Cutting while skipping to a handy lead, the damage cost him eight laps. Lowndes was involved in a second incident when a stray wheel from Paul Dumbrell’s Castrol Commodore flew into his windscreen just before the Cutting. The damage meant he and Yvan Muller had to
complete the race without front or rear screens, which brought back memories of Brock’s situation in 1985. The real drama began to unfold when officials became ‘aware’ on lap 103 that Marcos Ambrose’s team mate Warren Luff had not worn a balaclava during his stint and was given a drive through penalty as a result. As the race continued and Ambrose had worked his way back up the field a discussion between Ambrose and his team was broadcast on live television about whether he was wearing a balaclava or not. There was plenty of tension as Ambrose contemplated the ramifications of his answer. In the
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Top left: Marcos Ambrose has one last shot at Bathurst in 2005 before heading for NASCAR in the USA. Above: Jason Bright gets ‘helped’ into his Ford Performance Racing Falcon during a pit stop in the 2006 Great Race. Left: ‘Help, I can’t see’. Lee Holdsworth limps to pitlane after the bonnet comes open on his Valvoline Commodore in 2005.
end the furious Ambrose had to pit to put one on. Russell Ingall also made a conspicuous departure from the scene as he stepped from the Stone Brothers second car and left the garage area with his helmet still on. If things could not get any worse for Ambrose, he was still in touch with the leaders at the final restart with less than 20 laps to go when he passed Murphy coming out of Griffin’s and the two collided heavily sending both cars, and the handful following, into a catastrophic accident. The pair exited their cars and were embroiled in a heated, finger-pointing discussion. The HRT’s second car crashed early in the hands
of James Courtney on lap seven when the rookie hit the wall at the top of the Mountain. The win was the seventh in a row for Holden, Skaife’s fifth, and Kelly’s first. With the 2006 race being dedicated to the late Peter Brock after his untimely death just a month earlier there were plenty of drivers who desperately wanted to win the event, no less than rivals Mark Skaife and Craig Lowndes. Controversially, the HRT and Toll HSV Dealer Teams had swapped drivers for this event, pairing Tander with Skaife and the Kelly brothers. Skaife struck the first blow by qualifying on pole but it was not long, only a few hundred metres, V8X
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Above: It was an emotional win for Craig Lowndes (left) in 2006 following the death of his mentor, Peter Brock, earlier in the year. Right: Mark Skaife only went a few hundred metres in 2006 after his clutch failed off the start and he was collected by an unsighted Jack Perkins. Far right: Lowndes and Whincup made the best of the changing conditions in 2007 to claim back-toback Bathurst 1000s.
before his race was over. A slipping clutch off the line dropped him well down the order and struggling to get up to speed on Mountain Straight when rookie Jack Perkins ploughed into the back of him, sending Skaife into the wall and both out of the race. The worst in a series of accidents was that of Team Kiwi driver Paul Radisich when a clash with the second Supercheap Auto Commodore fired him into the wall on the exit of the Chase. It took safety crews 20 minutes to peel the roof from the car and remove the injured driver. The final seven laps came down to a classic Ford vs Holden stoush with Rick Kelly fast in pursuit of 140
Lowndes as the pair reeled off their respective fastest laps on lap 158. Nothing was going to stop Lowndes on a day that honoured his mentor and hero, taking the win by a mere half second. It was also his teammate Jamie Whincup’s first win and second podium finish as the James Courtney/Glenn Seton Stone Brothers Falcon stormed to third. It was all tears as Lowndes raised the very first Peter Brock Trophy. The 2007 Supercheap Auto is sure to stick in the minds of both Holden and Ford fans alike. Ford fans will remember it as one of the best results the manufacturer has had with Falcons taking a clean sweep of the podium, while Holden fans will
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simply remember an unusual run of bad luck the Commodores suffered at Bathurst. The HSV Dealer Team’s weekend ended with a shattering conclusion after a problem with brakes forced both cars into the garage. Rain provided a nail-biting end to the Great Race as drivers Paul Morris, Jason Bright, Russell Ingall, Mark Skaife, Shane van Gisbergen and Mark Winterbottom, who started the race off on pole, fell victim to the slippery track conditions. A thrilling battle then took place between Greg Murphy in his Commodore and the three Falcons of James Courtney, Steven Johnson and Craig Lowndes. In the dying moments of the race and in wet
conditions, all four cars battled hard, but it was Lowndes, in his Triple Eight car, who staved off his competitors and won the race, along with backto-back wins at the Mountain, for himself and codriver Jamie Whincup. Whincup pulled his own weight in the endurance race, breaking the lap record with 2 minutes 8 seconds on lap 128. Courtney went on to place second with David Besnard for Stone Brothers Racing and Johnson took out third place for his team Jim Beam Racing and co-driver Will Davison. Only half the field of 31 finished what was one of the most gruelling races ever held at the Mountain.
Above: The TeamVodafone Triple Eight Falcon ran untroubled all-day in the 2007 Bathurst 1000.
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Above and right: Garth Tander and Will Davison claimed a dominant win for the Holden Racing Team in 2009.
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The 2008 Bathurst 1000 was marred by a spate of serious crashes in the lead-up to the race. In the first session on Friday morning Chris Pither in the Team Kiwi slammed into the stationary Paul Well at Sulman Park, ruling the latter out of the race. Radisich’s luck didn’t change with a stuck throttle sending him into the McPhillamy Park wall and ending his driving-career with further leg injuries. As a result HSV Dealer Team co-driver Rick Kelly was forced to bump young teammate David Reynolds from his ride in order to race, although it was a fruitless weekend for the factory Holden team. Poleman Tander stalled his Holden Racing Team Commodore and was forced to fight from the back,
although his charge came to an end when co-driver Skaife hit the wall at Forrest’s Elbow. But no one could stop the dominant Triple Eight combo of Lowndes and Whincup, who comfortably claimed the first three-peat since 1984 with Kiwis Murphy and Richards coming home in second place and Stone Brothers Racing’s Courtney and Besnard snatching the final podium spot. But Triple Eight’s run came to an end in 2009 when Lowndes and Whincup were slowed by clutch problems that forced the duo to settle for fifth. Tander, eager to end his nine-year Bathurst drought, again scored pole, impressively controlling the race with co-driver Will Davison.
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Top left: A young David Reynolds (left) was forced to make way for teammate and future team boss Rick Kelly in 2008. Above: Mark Winterbottom’s 2009 campaign came to an end in a fiery fashion.
Ford Performance Racing’s Bathurst hoodoo continued with a fire taking out Winterbottom and Richards. A battery had come loose in the Falcon, cracking a refueling pipe that led to a dramatic fire. Winterbottom escaped without injury, but he did leave Bathurst with the added disappointment of a $10,000 fine for putting wildcard Sam Walter in the wall on Mountain Straight in practice. Tander and Davison would claim the win ahead of Richards and Cameron McConville for Brad Jones Racing with Garry Rogers Motorsport’s Lee Holdsworth and Michael Caruso, who survived an early race spin, in third. A notable fourth was Skaife, who had retired from
full-time driving post-2008, alongside Murphy at Tasman Motorsport. Skaife would move to Triple Eight in 2010 to team with Lowndes following the rule change that banned teams from pairing their main game drivers in the one entry. The rule was put in place to make Bathurst more relevant to the championship, while also intensifying the competitiveness of the race by increasing the number of contenders. But it was again Triple Eight that would dominant the race, with the co-driver rule allowing them to claim a formation finish. Lowndes sent out a warning with a new lap record, a 2:06.8012, in Saturday morning’s practice V8X
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THE V8s ROAR 1997-2012
Above: Triple Eight claimed a one-two formation finish in 2010 with Craig Lowndes and Mark Skaife leading home Jamie Whincup and Steve Owen.
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session, although Winterbottom claimed pole in his Falcon ahead of the two Triple Eight cars. The race started with a dramatic barrel roll for Fabian Coulthard at the Chase. After contact off the line, the left rear tyre of his Commodore let go at the high-speed kink, sending the Kiwi into a series of rolls. Thankfully he escaped without injury. Meanwhile, Triple Eight took charge of the race with Lowndes leading home Whincup in the first formation finish since 1984. The Triple Eight Commodores had set a blistering pace all day and recorded a race average speed of 160 km/h for the first time in the race’s history, in what was the quickest Great Race since the Nissan Skyline R32
GT-R dominated the field in 1991. Winterbottom was out of the running when codriver Luke Youlden hit the wall at the Cutting on lap 71, while defending champ Tander had to settle for third after inheriting the place when teammate Davison went into the wall at Sulman Park on lap 154. The Holden Racing Team took its revenge in 2011with Tander and rookie co-driver Nick Percat taking the win in what was the closest nonformation finish in the event’s history. Triple Eight’s charge began to unravel when Whincup retired from a strong position with an alternator issue. Teammates Lowndes and Skaife had been forced to double-stack in pitstops behind
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BATHURST The Legend of Australia’s Iconic Motor Race
Above left: Bathurst celebrated 50 years of the Great Race in 2012, with a number of commemorative initiatives. Above: Triple Eight got into the spirit of the 50-year celebrations with a Peter Brock-inspired retro livery for Craig Lowndes and Warren Luff’s entry. Left: Fabian Coulthard went rolling through the Chase following a tyre blowout on the first lap of the 2010 race.
the sister car, losing track position to Tander. Lowndes would hunt down Tander in the final laps but couldn’t find a way through, finishing just three-tenths behind. It was a case of great contrasts for their co-drivers with Percat becoming the first rookie winner since Jacky Ickx in 1977, while Skaife had to settle for second in his final drive before retiring to lead V8 Supercars’ Commission. The 2012 Bathurst 1000 was a weekend of celebration – 50 years of the Great Race, with a number of teams getting into the spirit of the occasion with retro liveries, and the final ever Ford versus Holden head-to-head battle before the Car of the Future regulations came in for 2013.
And it was a classic Holden versus Ford battle with Whincup and new co-driver Paul Dumbrell holding off the charging Reynolds in the Rod Nash Racing Falcon, in a finish just shy of the closest nonformation finish record from the previous year. Lowndes had to settle for third with Warren Luff, while defending champs, Tander and Percat, were out of contention following contact with the wall at the Esses as Ford Performance Racing endured another miserable Bathurst beset by tyre issues. Triple Eight and the Holden Racing Team had come to dominate Bathurst, winning eight in a row from 2005. But will they maintain their dominance once the Nissan and Mercedes-Benzs join in 2013? V8X
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THE V8s ROAR 1997-2012
2012
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BATHURST The Legend of Australia’s Iconic Motor Race
The start of the 2012 Supercheap Auto Bathurst 1000.
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BATHURST The Legend of Australia’s Iconic Motor Race Left: The three factory entries that will compete in V8 Supercars in 2013, the Holden Racing Team, Ford Performance Racing and Nissan Motorsport, which joins forces with Kelly Racing. Right: Mark Skaife has stepped out of the driver’s seat to lead the V8 Supercars Commission and try to entice new manufacturers to enter the series.
Looking To THe fUTURe V8 Supercars to Car of the Future
t’s fitting that the 50 years of the long-distance event at Mount Panorama celebrations marked the end of an era for V8 Supercars. Amidst the celebrations of the event’s history was the realisation that the 2012 event was the final head-to-head battle between Holden and Ford. From 2013, V8 Supercars opens its doors to other manufacturers through the new Car of the Future regulations. With Holden and Ford in particular struggling in the Australian marketplace relative to imported makes and V8 Supercars pushing for international reach, enticing new makes was seen as vital for the series’ long-term viability.
Nissan was the first manufacturer to announce it would be joining V8 Supercars from 2013, pairing with Kelly Racing to run four Altima cars powered by the manufacturer’s VK56DE powerplant. Ironically, it was the dominance of Nissan’s GT-R Skyline that helped inspire the five-litre V8-engined Ford and Holden only regulations that were implemented in 1993 and excluded other manufacturers for two decades. However, the Japanese manufacturer was the first to return. Stone Brothers Racing, meanwhile, joined forces with sportscar outfit Erebus Motorsport to run three Mercedes-Benz entries with the support of the manufacturer’s performance arm, AMG. V8X
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LookIng To The FuTuRe 2013Right and below: Under the skin of Ford Performance Racing’s Car of the Future. Below: The control chassis that all teams and manufacturers will use from 2013. Right: The body shell and panels of the manufacturer goes on top of the control chassis.
Other manufacturers were said to be looking into the possibility of joining V8 Supercars, with the Car of the Future regulations delivering on its promise to “open the shopfront” of the series to new makes. But Car of the Future was about more than just enticing new manufacturers into the series. It’s designed to also improve safety and the quality of racing while cutting costs for teams. The key feature of the Car of the Future was the control chassis, floorpan and rollcage under the skin of the cars and standardised parts such as a control pedal boxes to cut costs. While they have the same skeleton underneath, each manufacturer’s own body shell will be planted over the chassis, therefore retaining its own shape and look. Manufacturers, therefore, only need suitable 150
bodywork that complies to the regulations with those without V8 engines able to use V8 Supercars’ generic, unbranded ‘category’ engine (Chevrolet LS3 block). The cars still featured V8 engines, rear-wheel drive and four doors and looked very similar to the previous generation cars. But new for the Car of the Future was an independent rear suspension and a transaxle gearbox, which was more reflective of modern road cars and, therefore, more motoring market relevant. Combined with the move to an 18-inch wheels and tyres – bigger than the previous 17-inch – a new brake package and a 100kg lighter total car, the Car of the Future was said to handle more like a modern race-car than the typical V8 Supercar with drivers describing it as more “Porsche-like”.
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BATHURST The Legend of Australia’s Iconic Motor Race
In terms of safety, there was a more central driving position to protect drivers from side impacts. The fuel tank was moved forward from the boot to sit inside the main chassis, in order to avoid fires caused by rear-end collisions. Engines were positioned 100mm further rearwards in order to protect it in front-end collisions with a collapsible steering column, new fire extinguisher system and polycarbonate windscreens further improving safety for drivers. “One of the things Car of the Future does is that it increases the market relevance of the cars in the motoring world,” said Chairman of the V8 Supercars Commission, Mark Skaife. “The current regulations have been in place since 1993 and very few categories can boast that sort of technical stability over almost 20 years. This is just an evolution of them.”
Meanwhile, Mount Panorama was also undergoing its own evolution with a multi-million dollar redevelopment commencing following the 2012 Bathurst 1000. The circuit received $3 million in federal funding under the Regional Development Australia Fund, in addition to a further $3 million investment by the Bathurst Regional Council, which would go towards significant upgrades. This included resurfacing of the 6.2-kilometre circuit for the first time since 2003; the construction of a 2.5-metre safety fence along the front straight and other areas of the track; and installing a lift at the overhead pedestrian bridge for disabled access across the pit straight. It was a time of exciting change and evolution as we looked to the next 50 years of V8 Supercars at Mount Panorama.
Above: Craig Lowndes in a Peter Brock-inspired retro livery at Bathurst in 2012, the final Great Race of the Ford versus Holden era of V8 Supercars.
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Bathurst Results
1963 ARMSTRONG 500
Pos Drivers Car Laps 1 Harry Firth/Bob Jane Cortina GT 130 2 Frank Morgan/Ralph Sach Holden EH S4 129 3 Bruce McPhee/Grahan Ryan Cortina GT 129 4 Tony Reynolds/Tony Allen Valiant AP5 126 5 Geoff Russell/John Reaburn Zephyr 125 6 Doug Chivas/Ken Wilkinson Morris Cooper 125 7 Jim Gates/Mike Nedelko Morris Cooper 126 8 Bill Cunliffe/Barry Broomhall Cortina GT 124 9 Harry Budd/R. Simth Holden RD S4 123 10 Alan Caelli/Ern Abbott Cortina 1500 123 11 Max Volkers/K. Burns Cortina 1500 123 12 Wal Donnelly/John Marchiori Morris Cooper 122 13 Des West/John Martin Morris Cooper 120 14 Om Harding/Adrian Yannucelli Morris Cooper 120 15 Ian Grant/Trevor Marden Holden EH S4 120 16 Frank Matich/George Murray Renault R8 119 17 John Connolly/Bob Draper Renault R8 119 18 Bob Holden/Bill March Peugeot 404 119 19 Bill Ford/Barry Ferguson Volkswagen 116 20 Don Holland/Lindsay Little Morris Mini 850 116 21 Brian Foley/Peter Manton Morris Cooper 116 22 George Reynolds/Jim McKeown Volkswagen 115 23 Kevin Bartlett/Bill Reynolds Holden EH S4 115 24/5 Phil McCumisky/Lex Brailey Holden FB 115 24/5 Peter Brown/Ron Marshall Morris Cooper 115 26 Am Andrews/Rocky Tresise Volkswagen 115 27 Bert Needham/Warren Weldon Studebaker Lark 115 28 Charlie Smith/Ron Hodgson Morris Cooper 115 29 Ken Brigden/Bruce Smith Simca Aronde 114 30 Greg Mackie/Graham White Volkswagen 113 31 John Alexander/Bill Stanley Morris Mini 850 113 32 Barry Gurdon/Jerry Trevor-Jones Morris Elite 113 33 Jack Murray/Alan Edney Morris Elite 113 34 Barry Seton/Herb Taylor Morris Mini 850 113 35 Warren Bloomfield/Lorraine Hill Morris Elite 112 36 Ron Thorp/Jim White Morris Elite 112 37 Frank Hann/Graham Forrest Volkswagen 112 38 Brian Muir/Spencer Martin Holden EH S4 111 39 Tom Corcoran/Digby Cooke Morris Mini 850 111 40 Fred Sutherland/Les Park Renault Gordini 110 41 Barry Collerson/Les Howard Fiat 770 103 42 David Walker/Ron Clarke Renault R8 102 43 Mike Callan/Jim Bonthorne Triumph Herald 101 44 Kevin Nicholson/Fred Gibson Morris Mini 850 89 45 Bill Burns/Brian Lawler Humber Snipe 21 DNF Tony Hill/Frank Kleinig Morris Mini 850 DNF Doug Kelley/Graham Kelley Morris Cooper DNF Dave Humphries/Mike Martin Morris Cooper DNF Sid Howard/Les Weiley Morris Cooper DNF Paul Bolton/Laurie Steward Morris Cooper DNF Carl Kennedy/Doug Stewart Simca Aronde DNF Ian Geoghegan/Leo Geoghegan Cortina GT DNF Jim O’Shaunnessy/John Brindley Holden EH S4 DNF Bob Cook/Alwyn Rose Valiant S DNF Jim Wright/Ian Ferguson Studebaker Lark DNF David McKay/Greg Cusack Vauxhall Velox DNF Bill Coe/Syd Fisher Peugeot 404 * Note: No outright results were declared in 1963. This list has been complied from the available results to reflect as close to possible to that of the actual finishing order.
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1964 ARMSTRONG 500
Pos Drivers Car Laps 1 Bob Jane/George Reynolds Cortina GT 130 2 Barry Seton/Herb Taylor Cortina GT 130 3 Harry Firth/John Reaburn Cortina GT 129 4 Bert Needham/Warren Weldon Studebaker 128 5 Ron Hodgson/John French Cortina GT 127 6 Leo Goeghegan/Ian Geoghegan Cortina GT 127 7 Bruce McPhee/Barry Mulholland Cortina GT 126 8 Fred Sutherland/Alan Mottram Studebaker 126 9 Charlie Smith/Bruce Maher Morris Cooper 124 10 Bill Buckle/Brian Foley Citroen 124 11 Bill Bruns/Brian Lawler Zephyr 123 12 Arthur Davis/Paul Mander Triumph 2000 123 13 Bob Cook/Alwyn Rose Valiant 123 14 Don Holland/Laurie Stewart Morris Cooper 123 15 Barry Thiele/Ray Kaleda Morris Cooper 121 16 Warren Bloomfield/Jerry Trevor-Jones Morris Cooper 120 17 Bill March/Jim White Renault R8 120 18 John Connolly/Rex Emmett Renault R8 120 19 Bob Holden/Ken Pascal Renault R8 119 20 Bill Barnett/Don Johnston Humber Vogue 119 21 Bill Gates/Brian Fleming Renault R8 119 22 Peter Brown/Ray Gulson Morris Cooper 118 23 Les Park/John Roxburgh Renault R8 117 24 Lex Davison/Rocky Tresise Triumph 2000 117 25 Tony Reynolds/Tony Allen Triumph 2000 116 26 Jim Bonthorne/John Dando Cortina 1500 116 27 Spencer Martin/Bill Brown Vauxhall Viva 116 28 Brian Muir/Ron Clarke Vauxhall Viva 115 29 Arnold Ahrenfeld/Marchiori Vauxhall Viva 114 30 Mike Martin/John Prisk Morris Cooper 114 31 Mike Champion/Tony Simmons Vauxhall Viva 114 32 Jack Gates/Mike Nedelko Vauxhall Viva 114 33 George Murray/C. McLean Vauxhall viva 112 34 Alton Boddenberg/Digby Cooke Simca 112 35 David Walker/Brian Milton VW 1200 112 36 Peter Williiamson/Midge Bosworth Hillman Imp 112 37 Chris McSorley/Phil West Hillman Imp 110 38 Lionel Ayers/Denis Geary Hillman Imp 110 39 Bernie Haehnle/Neil McKay VW1200 110 40 Bill Ford/Barry Ferguson VW1200 109 41 Lorraine Hill/Brian Reed Hillman Imp 108 42 Paul Bolton/John Schroder Hillman Imp 107 43 Frank Hann/Graham Forrest VW1200 105 44 Max Stewart/Bob Salter Triumph 2000 105 45 Matt Daddo/Keith Russell Morris 850 104 46 Brian McGrath/David Burton Renault R8 103 47 Bob Skelton/Phil Ismay Holden 1791 101 48 Lyndon McLeod/Lionel Williams Holden Premier 95 DNF Bryan Thomson/Bruce Wilson NSU Prinz DNF Peter Cray/Phil Barner Morris 850 DNF Bill Stanley/Steve Harvey Morris 850 DNF Eric Lane/Stan Pomroy Morris 850 DNF Lex Bailey/Bill Orr Hillman Imp DNF Anthony Cooper/Joe Hills Cortina GT DNF Ian Grant/W.Mitchell Holden 79 DNF Ralph Sach/Max Brunninghausen Vauxhall * Note: No outright results were declared in 1964. This list has been complied from the available results to reflect as close to possible to that of the actual finishing order.
1965 ARMSTRONG 500 Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF
Drivers Barry Seton/Midge Bosworth Bruce McPhee/Barry Mulholland Brian Foley/Peter Manton Lindsay Little/Stan Pomroy Bill McLachlan/Jack Murray Paddy Hopkirk/Timo Makinen Bill Stanley/Ralph Sach Ray Kaleda/Graham Moore Bob Holden/Greg Cusack Max Stewart/Bob Young Barry Arentz/Geoff Russell Bill Ford/Des West Fred Sutherland/Alan Mottram Harry Firth/John Jaeburn Ray Morris/Bruce Maher Graham Ward/Barry Collerson Max Volkers/Glyn Scott Des Kelly/Brian Reed Herb Taylor/John Hall Bill Buckle/Neil McKay Alton Boddenberg/Digby Cooke Don Smith/Bruce Stewart Brian Sampson/Ern Abbott Barry Ferguson/Charlie Smith Bruce Hodgson/Ken Harrison Gary Shoesmith/Tony Robards Warren Weldon/Bioll Slattery Ron Haylen/Kevin Bartlett John Marchiori/Arnold Ahrenfeld Arthur Treloar/Colin Bond P. Taylor/T. Egan John Connolly/Rex Emmett Ray Heffernan/Bill Daly Peter Brown/Ray Gulson Steve Harvey/Laurie Stewart Peter CrayDon Holland Bob Salter/Ken Wiggins Lionel Williams/Evan Thomas Frank Hann/Graham Forrest David Walker/Carl Kennedy Ian Geoghegan/Leo Geoghegan Bill Barnett/Don Johnston Fred Otten/Mick Crampton Keith Russell/Colin Wear Bob Jane/George Reynolds Bob Beasley/Ron Hodgson Bill Burns/Brian Lawler Don Mudd/Tony Kavanagh Brian McGrath/David Frazer Ron Clarke/John Prisk John French/John Harvey Arthur Davis/Paul Mander Ian Cook/Ken Lindsay Phil Barnes/Doug Chivas Trevor Meehan/Pat Holmes
Car Cortina GT 500 Cortina GT 500 Morris Cooper S Morris Cooper S Cortina GT 500 Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Triumph 2000 Cortina GT Volvo 122S Studebaker Lark Cortina 220 Cortina 200 Volvo 122S Cortina 240 Toyota Corona Cortina 220 Toyota Corona Valiant Holden X2 Toyota Corona Morris Cooper Cortina 220 Vauxhall Viva Studebaker Lark Morris de Luxe Cortina 220 Isuzu Bellett Morris de Luxe Renault R8 Fiat 850 Cortina GT 500 Morris de Luxe Morris Cooper Cortina GT 500 Holden X2 Morris Cooper Cortina GT 500 Cortina GT 500 Humber Vogue Fiat 2300 Triumph 2000 Cortina GT 500 Cortina GT 500 Fiat 850 Vauxhall Viva Vauxhall Viva Morris Cooper Morris Cooper S Cortina GT 500 Morris Cooper S Morris Cooper S Fiat 850
Laps 130 130 129 129 128 128 128 125 125 124 124 121 120 119 119 118 118 118 118 117 116 116 116 115 114 113 112 111 111 109 109 108 106 106 105 99 94 84 81 64
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Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF
Drivers Rauno Aaltonen/Bob Holden Bill Stanley/Fred Gibson Bruce McPhee/Barry Mulholland Paul Mander/Arthur Davis Peter Brown/Bob Cook Harry Firth/Ern Abbott Bill Jamison/John Leffler Steve Harvey/John French Barry Arentz/Barry Seton Jach Nougher/David O’Keefe Alton Boddengerg/Digby Cooke Peter Cray/Don Holland Max Stewart/Bob Young Ron Kearns/Barry Quayle Kevin Bartlett/John Harvey Bill Buckle/alan Mottram Doug Chivas/Doug Chivas Jnr Laurie Stewart/Ray Morris Mike Savva/Herb Taylor Brian Reed/Des Kelly George Reynolds/Barry Ferguson Moto Kitamo/Hunimitsu Takahashi John Rosburgh/Doug Whiteford Brian Lawler/Harry Gapps Lionel Ayers/Max Volkers John Colwell/Fred Sutherland Brian Sampson/Lew Marshall Trevor Meehan/Ian Hindmarsh Mike Schneider/B. Wright Arthur Treloar/Colin Bond George Garth/Ray Marquet Ken Lindsay/Des West Peter Williamson/Alex Macarthur John Smith/Denis Gregory Bob Edgerton/Ross Edgerton John Prisk/Mike Martin Bruce Dark/Don James Warren Weldon/Bill Slattery Malcolm Bailey/John Hicks Carl Kennedy/Doug Stewart Denis Geary/Gary Hodge Bill Burns/Alex Lazich Gary Shoesmith/Tony Robards Jack Murray/Bill Ford Frank Matich/Frank Demuth Mick Crampton/Geoff Leeds Charlie Smith/Ron Haylen Rick Radford/David Bye Ken Stacey/Mal Henderson Paddy Hopkirk/Brian Foley Ron Hodgson/Bob Beasley Graham Forrest/Frank Hann Gerry Lister/Graham Porter
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1967 GALLAGHER 500 Car Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Valiant VC V8 Valiant VC V8 Morris Cooper Triumph 2000 Fiat 1500 Volvo 122S Toyota Crown Morris Cooper Morris Cooper Holden X2 Toyota Corona Bellet 1500 Datsun 1300 Datsun 1300 Cortina 220 Hillman Minx Datsun 1300 Toyota Corona Fiat 850 Morris de Luxe Bellett 1500 Cortina 1200 Cortina 1200 Toyota Corona Morris de Luxe Renault R8 Morris Cooper Bellett 1500 Studebaker Lark Morris 850 Prince 1500 Cortina 1500 Fiat 850 Vauxhall Viva Prince 1500 Morris Cooper Morris Cooper Morris Cooper Morris Cooper Morris Cooper Morris Cooper Morris Cooper Morris Cooper Volvo 122 S
Laps 130 129 128 128 128 128 127 127 125 124 122 120 120 120 119 119 119 119 118 117 117 117 116 116 116 116 116 113 113 111 110 110 110 109 106 105 104 88 87 82 74
Pos Drivers 1 Harry Firth/ Fred Gibson 2 Leo Geoghegan/Ian Geoghegan 3 Doug Chivas/Max Stewart 4 Kevin Bartlett/Laurie Stewart 5 Tony Fall/Bob Holden 6 Charlie Smith/Barry Seton 7 Tim Marinen/John French 8 Paddy Hopkirk/Brian Foley 9 Arthur Davis/Paul Mander 10 Damon Beck/Lakis Manticas 11 Warren Weldon/John Hall 12 John Millyard/Andy Frankel 13 Mike Savve/Bob Wilkinson 14 Peter Brown/Bob Cook 15 Bill Burns/Chris Brauer 16 David McKay/George Reynolds 17 Greg Cusack/Bill Brown 18 Bob Jane/Spencer Martin 19 Barry Sharp/Lindsay Derriman 20 Bill Tuckey/Max Stahl 21 Fred Sutherland/Alan Mottram 22 Bob Young/Bob Sorrenson 23 John Roxburgh/Doug Whiteford 24 Bill Daly/George Murray 25 Syd Fisher/Paul Hawkins 26 Dick Thurston/Bill Buckle 27 Peter Cray/Don Holland 28 Kunimitsu Takahashi/Hideo Oishi 29 Mike Kable/John Smailes 30 Jack Eiffeltower/David O’Keefe 31 Bob Edgerton/David Toshack 32 George Garth/Geoff Westbury 33 Trevor Meehan/Gary Cooke 34 Carl Kennedy/Jack Murray 35 Doug Macarthur/Arthur Treloar 36 Jane Richardson/Midge Whiteman 37 David Frazer/Bernie Breen 38 David Bye/Lynn Brown 39 Clyde Hodgins/Kevin Nipperess 40 Ken Stacey/Bruce McIntyre 41 Chris Cronan/Steve Parkes 42 Bruce Darke/Bill Ford 43 Lindsay Adcock/Mike Schneider 44 Jim Smith/John Colwell 45 Bill Stanley/Digby Cooke 46 Jeff Thompson/Bob Romano 47 Gerry Lister/David Seldon 48 Herb Taylor/Don Smith DNF Lindsay Little/Stan Pomroy DNF Barry Tapsall/Bevan Gibson DNF Barry Ferguson/Brian Sampson DNF Bruce Hindhaugh/Peter Macrow DNF Glen MacKinnon/John Smith DNF Rick Radford/John Prisk DNF Peter Williamson/Alex Macarthur DNF Mal Brewster/Bob Skelton DNF Malcolm Bailey/John Hicks DNF Gary Hodge/Glyn Scott DNF John Leffler/Les Carne DNF Bob Beasley/Des West
1968 HARDIE FERODO 500 Car Falcon XR GT Falcon XR GT Alfa 1600 GTV Alfa 1600 GTV Morris Cooper S Morris Cooper S Morris Cooper S Morris Cooper S Alfa 1600 GTV Morris Cooper S Studebaker Lark Morris Cooper S Flacon XR GT Morris Cooper S Alfa Guilia Super Audi Super 90 Falcon XR GT Falcon XR GT Phoenix TD2 Fiat 124 Falcon Auto Triumph 2000 Datsun 1000 Fiat 124 Alfa 1600 GTV Toyota Corolla Morris Cooper Datsun 1000 Fiat 124 Hillman Imp GT Hillman Imp GYT Hillman Arrow Fiat 124 Prince Skyline Hillman Arrow Morris 1100S Renault R8 Fiat 850 Morris 1100S Falcon XR GT Holden Torana Datsun 1300 Morris Cooper Datsun 1300 Morris Cooper Cortina 1500 Volvo 122 S Holden X2 Hillman Imp GT Datsun 1200 Toyota Corolla Toyota Corolla Cortina 1500 Morris Cooper Toyota Corona Morris Cooper S Prince Skyline Morris Cooper S Morris Cooper S Falcon XR GT
Laps 130 130 130 130 128 127 127 126 126 125 124 124 124 123 122 122 121 118 118 118 117 117 117 117 117 116 116 116 115 114 114 114 113 113 111 110 109 109 108 106 103 102 100 100 96 96 86 75
Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF
Drivers Bruce McPhee/Barry Mulholland Jim Palmer/Phil West Tony Roberts/Bob Watson Kevin Bartlett/Doug Chivas Brian Muir/Geroge Reynolds Brian Foley/Laurie Stewart Ken Stacey/Bruce McIntyre Ray Gulson/Peter Brown Chris Brauer/Murray Harrod Charlie Smith/Don Holland Mike Champion/Barry Arentz Leo Geoghegan/Ian Geoghegan Warren Weldon/John Hall Mal Brewster/Digby Cooke John Roxburgh/Doug Whiteford Gary Hodge/Damon Beck Ray Marquet/Alan Cant Bill Tuckey/allan Grice Geroge Barth/Bruce Stewart Warren Gracie/Don James Kunimitsu Takahashi/Y. Sunago Rusty French/Alton Boddenberg John Prisk/Alan Cameron Hans Tholstrup/Dennis Cooke Tony Basile/Gary Leggatt Bruce Darke/Bill Ford Mike Kable/Ron Kearns Sib Petralia/Jim Sullivan Clyge Hodgins/Stan Pomroy Bruce Hindhaugh/Bob Morris Fred Gibson/Barry Seton Barry Ferguson/Brian Sampson Herb Taylor/Don Smith Matt Daddo/Peter Ulbrich Arthur Olsen/Ray Scanlan Joe Butta/Bob Genders Trevor Mason/Neil Mason Max Volkers/Lionel Ayers Carl Kennedy/Jack Mullins Allan Johns/David Frazer Midge Whiteman/Christine Cole Jim McKeown/Spencer Martin Ernie Johnston/Martin/Chenery Bill Stanley/Lindsay Adcock Dick Thurston/Brian Reed James Laing-Peach/Bob Drane Bob Muir/Gary Cooke Mike Savva/Bob Wilkinson Roger Withers/Mel Mollison Bill Evans/John Colwell Dick Sorenson/Bevan Gibson Jack Eiffeltower/David O’Keefe Rick Radford/David Seldon Roy Haylen/John Smailes Bob Beasley/Ray Morris Ian Haynes/Max Stayhl Des West/Ron Marks Paul Hawkins/Bill Brown Bill Daly/Glyn Scott Franki Gardner
Car Monaro GTS327 Monaro GTS327 Monaro GTS327 Alfa 1750 GTV Monaro GTS327 Alfa 1750 GTV Falcon XR GT Alfa 1750 GTV Falcon XTGT Morris Cooper S Falcon XT 500 Falcon XT GT Studebaker Lark Morris Cooper S Datsun 1600 Morris Cooper S Morris Cooper S Fiat 124 Sport Datsun 1600 Morris Cooper S Datsun 1600 Hillman Gazelle Morris Cooper S Datsun 1600 Fiat 125 Datsun 1600 Fiat 125 Kingswood HK Valiant VE Auto Toyota Corolla Falcon XT GT Toyota Corolla Datsun 1600 Datsun 1600 Morris Cooper S Hillman Arrow Morris 1100S Cortina 200 Datsun 1600 Hillman Imp Morris Mini Falcon XT GT Fiat 125 Morris Cooper S Toyota Corolla Toyota Corolla Fiat 124 Falcon XT GT Hillman Imp Datsun 1000 Datsun 1000 Hillman Gazelle Morris Cooper S Morris Cooper S Falcon XT GT Monaro GTS327 Monaro GTS327 Monary GTS327 Citroen DS21 Alfa 1750GTV
Laps 130 130 129 129 127 126 125 125 125 123 123 123 123 121 120 120 120 119 118 118 118 117 116 116 116 115 114 114 113 113 113 113 112 111 110 109 109 107 107 107 98 95 88 81 74 74 69 62
Bathurst Results
1966 GALLAGHER 500
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Bathurst Results
1969 HARDIE FERODO 500 Pos Drivers Car 1 Colin Bond/Tony Roberts Monaro GTS 350 2 Bruce McPhee/Barry Mulholland Falcon XW GTHO 3 Des West/Peter Brock Monaro GTS 350 4 Allan Moffat/Alan Hamilton Falcon XW GTHO 5 Ian Geoghegan/Leo Geoghegan Falcon XW GTHO 6 Peter Macrow/Hend Woelders Monaro GTS 350 7 Bob Beasley/Bob Muir Falcon XW GTHO 8 Kevin Bartlett/Len Goodwin Alfa 1750 GTV 9 Charlie Smith/Bill Ford Falcon XW GT Auto 10 Martin Chenery/Ernie Johnston Falcon XW GTHO 11 Peter Brown/Ray Gulston Alfa 1750 Berlina 12 Bob Genders/Joe Butta Falcon XW GTHO 13 Mike Savva/Bob Wildonson Falcon XW GTHO 14 Warren Gracie/Ron Gillard Morris Cooper S 15 Bob Forbes/Peter Finlay Fiat 125 16 Ron Kearns/Gerry Lister Fiat 125 17 Graham Ryan/Mike Kable Valiant Pacer 18 Bruce Stewart/George Garth Datsun 1600 19 Gary Cooke/Geoff Spence Mazda R100 20 Ian Hindmarsh/Bill Stanley Morris Cooper S 21 Trevor Mason/Neil Mason Mazda R100 22 Les Grose/Graham Moore Morris Cooper S 23 John Rodxburgh/Doug Whiteford Datsun 1600 24 Don Smith/Peter Wilson Datsun 1600 25 David Morrow/Roger Wootton Datsun 1600 26 Roy Griffiths/Glyn Scott Falcon XW GTHO 27 William Coad/Jon Leighton Datsun 1600 28 David Frazer/Allan Johns Morris Cooper S 29 Brian Sampson/ob Morris Toyots Corolla 30 Bill Evans/Barry Tapsall Datsun 1000 31 Max Dickson/Diane Dickson Cortina 240 32 Gary Campbell/Gerry Murphy Volkswagen 1600 33 Bill Bryden/John Smith Renault 16TS 34 David Bye/Richard Willis Morris Mini K 35 Bob Edgerton/Ross Edgerton Renault 10 36 Arthur Olsen/Sandra Bennett Morris Mini K 37 Alf Barrett/Mel Mollison Morris 1500 38 Harry Gapps/Frank Hann Falcon XW GTHO 39 Chris Cronan/Steve Parkes Toyota Corolla 40 Trevor Meehan/Mal Brewster Morris Cooper S 41 Nick Ledingham/Damon Beck Hillman Gazelle 42 Paul Mander/Phil Edwards Morris Cooper DNF Barry Ferguson/James Laing-Peach Toyota Corolla DNF Fred Gibson/Barry Seton Falcon XW GTH DNF Keith Grose/John Wright Capri 1600 GT DNF George Geshopulos/Ray Scanlan Hillman Imp GT DNF Ann Thomson/Carole Corness Morris Cooper S DNF David McKay/Brian Foley Falcon XW GTHO DNF Max Stewart/Brian Reed Toyota Corona DNF hans Tholstrup/Brian Connell Datsun 1600 DNF John Goss/Denis Cribbin Falcon GTS 350 DNF Christine Cole/Lynne Keefe Fiat 125 DNF Nick Petrilli/Max Stahl Monaro GTS 350 DNF Bill Tuckey/Sib Petralia Monaro GTS 350 DNF Barry Arentz/Brian Michelmore Flacon XW GTHO DNF Bernie Haehnle/Peter Wherrett Mazda R100 DNF Bruce Darke/Dennis Cooke Datsun 1600 DNF Alan Cant/Bob Cook Capri 1600 GT DNF Bill Brown/Phil West Falcon XW GTHO DNF John French/Doug Chivas Alfa 1750 GTV DNF Bryan Thomson/Graham Ritter Alfa 150 GTV DNF John Prisk/Alan Cameron Morris Cooper S
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1970 HARDIE FERODO 500 Laps 130 130 130 129 128 128 127 126 126 125 122 122 121 119 119 119 118 117 117 117 117 117 117 114 114 114 113 113 112 110 108 107 107 104 100 99 97 94 93 93 84 82
Pos Drivers 1 Allan Moffat 2 Bruce MnPhee 3 Don Holland 4 Doug Chivas/Graham Ryan 5 Leo Geoghegan/Nick Ledingham 6 George Garth/John Hall 7 Des West/Peter Brown 8 Brian Reed/Bob Watson 9 John Goss/Bob Skelton 10 Warren Gracie/Ron Gillard 11 Spencer Martin/Bob Martin 12 Hans Tholstrup/Bill Ford 13 Christine Cole/Sandra Bennett 14 Bob Holden 15 Alan Cant/Bob Cook 16 Colin Bond 17 Bob Drane 18 Trevor Meehan/Peter Wherrett 19 Don Smith 20 Doug Whiteford 21 Chris Cronan/Mark Cortese 22 Jack Magic/David O’Keefe 23 Ron Kearns/Gerry Lister 24 Barry Tapsall/Jon Leighton 25 Bernie Haehnie/Neil Revell 26 John Leffler/Gary Hdoge 27 Brian Sampson/Dick Thurston 28 James Laing-Peach/Barry Ferguson 29 Geoff Westbury/Ray Marquit 30 Max Stewart/Dick Young 31 Lyndon McLeod/Brian Culcheth 32 Ray Morris 33 Trevor Mason 34 Digby Cooke/David Seldon 35 Carl Kennedy/Bill Slattery 36 Arthur Olsen/Lynne Keefe 37 Peter Brock/Bob Morris 38 Bill Stanley/Mike Kable 39 Bob Forbes/Peter Finlay 40 Ross Hewison/Brian Hones 41 Harry Gapps/Grank Hann 42 Carole Corness/Gloria Taylor 43 Joe Butta/Bob Genders DNF Tony Roberts DNF John Roxburgh DNF Bill Evans/Gary Cooke DNF Les Grose/Keith Grose DNF Graham Moore/Bill Brown DNF Graham Ritter/Richard Knight DNF Norm Beechey/Bruce Hinghaugh DNF John Keran/Clyde Hodgins DNF Fred Gibson/Barry Seton DNF Bruce Stewart/Iain Corness DNF Garry Rush/Martin Chenery DNF David McKay DNF Kym Aunger/John Walker DNF Bruce Hodgson DNF David Sheldon DNF Bob Beasley/Bob Muir DNF Geoff Leeds/Les Carne
1971 HARDIE-FERODO 500 Car Falcon XW GTHO Falcon XW GTHO Torana LC XU1 Pacer 2Bl Pacer 2Bl Torana LC XU1 Pacer SBl Torana LC XU1 Falcon XW GTHO Torana LC XU1 Torana LC XU1 Falcon XW GTHO Torana LC XU1 Falcon XW GTHO Pacer 4Bl Torana LC XU1 Escort T/C Falcon XW GTHO Datsun 1600 Datsun 1600 Torana LC XU1 BMW 2800 Fiat 125 S Datsun 1200 Mazda 1300 Mazda 1300 Toyota Corolla Mazda 1300 Cortina 1600 Toyota Corolla Triumph 2.5Pl Mazda 1300 Mazda 1300 Torana LC XU1 Datsun 1200 Morris Cooper S Torana LC XU1 Toyota Corolla Fiat 128 Escort T/C Escort 1300 Escort 1300 Pacer 4Bl Falcon XW GTHO Datsun 1200 Toyota Corolla Torana LC XU1 Torana LC 2600 S Flacon XW GTHO Pacer 4Bl Torana LC XU1 Falcon XWGTHO Datsun 1600 Falcon XW GTHO Falcon XW GTHO Falcon XW GTHO Falcon XW GTHO Monaro GTS 350 Falcon XW GTHO Mazda 1300
Laps 130 130 129 129 128 128 127 127 127 126 125 125 123 123 121 119 119 118 117 117 117 117 116 114 114 113 113 112 112 112 111 111 111 108 108 107 107 106 106 105 103 103 63
Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF
Drivers Allan Moffat Phil Barnes/Bob Skelton David McKay Colin Bond John French John Goss Leo Geoghegan/Peter Brown Peter Brock Don Holland/Brian Foley Bob Beasley Murray Carter Norm Beechey/Jim McKeown Bruce McPhee Kevin Bartlett Joe Butta/Geoff Hunter Martin Chenery Tony Roberts John Walker/Malcolm Ramsay Doug Chivas/Graham Moore Des West Gerry Lister/David Seldon Mick Brown Geoff Leeds/Digby Cooke Ron Kearns Brian Reed/Graham Ritter Gary Cooke Geoff Wade/Geoff Perry Graham Ryan Pat Peck/Jan Holland Mal Brewster/Ray Strong Ross Hewison/Brain Hones Wayne Rogerson/Alan Mayne Bob Wedd/Bob Cracknell Herb Vines/Chris Batger Geoff Westbury/Jim Sullivan Bruce Stewart John Leffler Les Carne/Peter Cray Barry Arentz Carl Kennedy/Bill Slattery Ken Brian/Noel Riley Bill Stanley/Mike Kable Doug Whiteford Geroge Garth/John Hall Don Smith Damon Beck/Garry Rush Alan Cant/Herb Taylor John Roxburgh/Jon Leighton James Laing-Peach Brian Sampson Tom Naughton/Ross Wemyss Bryan Thomson/John Mann Bob Morris/Ray Morris Trevor Meehan Bob Jane/John Harvey Bob Forbes/John Millyard Bill Brown Fred Gibson/Barry Seton Bernie Haehnle/Ray Kaleda Scott McNaughton/Geoff Harvey
Car Laps Falcon XY GTHO 130 Falcon XY GTHO 129 Flacon XY GTHO 129 Torana LC XU1 129 Falcon XY GTHO 129 Falcon XY GTHO 129 Charger E38 129 Torana LC XU1 129 Torana LC XU1 129 Charger E38 128 Falcon XY GTHO 127 Charger E38 127 Torana LC XU1 127 Falcon XY GTHO 126 Charger E38 126 Charger E38 125 Torana LC XU1 125 Torana LC XU1 124 Charger E38 124 Falcon XY GTHO 123 Falcon XY 500 122 Torana LC XU1 121 Torana LC XU1 120 Fiat 124 S 118 Charger E38 118 Mazda RX2 117 Torana LC GT-R 117 Charger E38 116 Torana LC XU1 115 Torana LC GT-R 115 Escort T/C 114 Mazda RX2 113 Morris Cooper S 111 Escort T/C 110 Cortina 2000L 110 Datsun 1600 109 Datsun 1600 108 Mazda 1300 107 Toyota Corolla 106 Mazda 1300 105 Mazda 1300S 104 Morris Cooper S 102 Datsun 1200 100 Mazda 1600 99 Datsun 1600 97 Falcon XY GTHO Escort T/C Datsun 1600 Datsun 1200 Toyota Corolla Charger E38 Alfa Giulia Falcon XY GTHO Falcon XY GTHO Torana LC XU1 Charger E38 Falcon XY GTHO Falcon XY GTHO Mazda 1300 Torana LC XU1
11/11/13 12:47:45 PM
Pos Drivers 1 Peter Brock 2 John French 3 Doug Chivas 4 Leo Geoghegan 5 Don Holland 6 Bob Forbes 7 Paul Gulson/ay Gulson 8 Ray Kaleda/Paul Pressler 9 Allan Moffat 10 Murray Carter 11 Tom Naughton/Tony Farrell 12 Geoff Leeds/Dibgy Cooke 13 Wayne Rogerson 14 Bernie Haehnle 15 Barry Seton/Berb Taylor 16 Lakis Manticas/Pat Hogan 17 Mal Robertson/Ray Harrison 18 Bob Holden 19 Ron Kearns 20 George Giesberts 21 George Garth 22 Mal Brewster/Ray Strong 23 Bob Wedd/Bob Cracknell 24 Bill Evans 25 Gary Cooke 26 Jon Leighton 27 Lynn Brown 28 Mel Mollison/M. Hayson 29 Barry Bassingthwaite/Ray Hanger 30 Bruce Stewart 31 John Leffler 32 Don Smith 33 Doug Grimson/Morrie Miller 34 Ray Lintott 35 Gary Leggett DNF Roger Bonhomme DNF Doug Whiteford DNF Barry Tapsall DNF Geoff Perry DNF Eric Olsen DNF Alan Keith DNF Christine Cole/Jan Holland DNF Max Grayson/Bill Gates DNF Lyndon Arnel DNF Jim Murcott DNF Herb Vines/Chris Batger DNF Gerry Lister/David Seldon DNF Graham Moore DNF Pat Peck DNF Bruce McPhee DNF Les Grose DNF Wayne Negus/Neville Grigsby DNF Bill Brown DNF Colin Bond DNF Lawrie Nelson/Tony Roberts DNF Des West DNF Tony Allen/Len Searle DNF John Goss DNF Fred Gibson DNF Graham Ryan
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1973 HARDIE FERODO 1000 Car Torana LJ XU1 Falcon XY GTHO Charger E49 Charger E49 Torana LJ XU1 Torana LJ XU1 Falcon XY GTHO Charger E38 Flacon XY GTHO Falcon XY GTHO Charger E49 Escort GT 1600 Mazda RX2 Mazda RX2 Escort GT 1600 Escort GT 1600 Alfa 1750 GTV Escort GT 1600 Fiat 124 Sport Torana LJ XU1 Mazda RX2 Torana GT-R Torana GT-R Datsun 1200 Mazda 1300 Datsun 1200 Mazda 1300 Mazda 1300 Datsun 1600 Datsun 1200 Mazda 1300 Datsun 1200 Datsun 1600 Datsun 1200 Fiat 850 Coupe Galant 1300 Datsun 1200 Datsun 1200 Mazda 1300 Escort T/C Escort T/C Torana 2850 Escort T/C Escort T/C Escort T/C Escort T/C Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Charger E49 Falcon XY GTHO Charger E49 Falcon XY GTHO Falcon XY GTHO Charger E49
Laps 130 129 128 127 125 124 123 122 122 120 118 117 117 116 116 116 115 115 115 113 112 112 111 107 106 106 106 105 105 105 104 103 103 102 101
Pos Drivers 1 Allan Moffat/Ian Geoghegan 2 Peter Brock/Doug Chivas 3 Colin Bond/Leo Geoghegan 4 Bob Jane/John Harvey 5 Bob Forbes/Dick Johnson 6 Ray Kaleda/Peter Granger 7 Murray Carter/Lawrie Nelson 8 Ray Harrison/Mat Robertson 9 Mel Mollison/Bruce Hindhaugh 10 Bernie Haehnle/Wayne Rogerson 11 Brian Ovenden/Max McGinley 12 Bob Beasley/Enno Buesselmann 13 Geoff Leeds/Jim Murcott 14 John Roxburgh/Doug Whiteford 15 Bill Evans/James Laing-Peach 16 Lakis Mantics/Peter Lander 17 Herb Taylor/Don Smith 18 Don Holland/Max Stewart 19 Ray Gulson/Peter Brown 20 Peter Kilmore/Kevin Kennedy 21 David Clement/Neil Mason 22 John Lord/Peter Janson 23 Chris Heyer/Peter Mill 24 Ken Brian/Noel Riley 25 Bob Williamson/Chic Audsley 26 Caroline O’Shanesy/Peter Williamson 27 David Frazer/Bob Edgerton 28 Bob Holden/Lyndon Arnel 29 Geoff Perry/Brian Reed 30 John Symon/Philip Arnull DNF Gary Cooke/Len Searle DNF Ron Dickson/Bob Stevens DNF Herb Vines/Chris Batger DNF John Goss/Kevin Bartlett DNF John French/Bob Skelton DNF Geoff Newton/Cam Richardson DNF Graham Ryan/Ray Lintott DNF Ray Thackwell/Barry Coleman DNF Lynn Brown/Paul Hamilton DNF George Garth/Bruce Stewart DNF Rod McRae/Tony Niovanni DNF Leo Leonard/Ernie Sprague DNF John Stoopman/Denis Martin DNF Jim Hunter/Phil Ward DNF Ian Cook/Terry Finnigan DNF Tony Allen/Phil Brock DNF Allan Grice/Keith Murray DNF Bruce McPhee/Tom Nailard DNF Warren Thompson/Rod Dale DNF Gary Leggatt/Bob Wedd DNF Ray strong/Ron Gillard DNF Des West/Brill Brown DNF Fred Gibson/Barry Seton DNF Christine Cole/Sue Ransom DNF Bob Morris/John Leffler DNF John Dellaca/Jon Leighton DNF Pat Peck/Darrilyn Huitt
Car Falcon XA GT Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Torana LJ XU1 Charger E49 Falcon XA GT Alfa2000 GTV Mazda RX3 Mazda RX2 Charger E49 Mazda RX2 Escort T/C Datsun 180B Datsun 1200 Fiat 128SL Torana LC GT-R Torana LJ XU1 Alfa 2000 GTV Torana LJ XU1 Cooper S Honda Civic Subaru GSR Honda civic Cooper S Cooper S Renault Gordini Escort T/C Mazda RX3 Datsun 1200 Mazda RX2 Monaro HQ GTS Escort T/C Falcon XA GT Falcon XA GT Cooper S Torana LJ XU1 Torana LJ XU1 Cooper S Torana LC GT-R Torana LJ XU1 Charger E49 Torana LJ XU1 Torana LH XU1 Honda Civic Charger E49 Torana LJ XU1 Torana LJ XU1 Escort T/C Cooper S Torana LJ XU1 Charger E49 Falcon XA GT Alfa 2000GTV Torana LJ XU1 Cooper S Torana LJ XU1
1974 HARDIE FERODO 1000 Laps 163 163 163 161 154 150 150 149 144 144 143 143 143 143 142 142 141 141 140 138 136 134 133 131 131 131 130 129 126 125
Pos Drivers 1 John Goss/Kevin Bartlett 2 Bob Forbes/Wayne Negus 3 Jim Richards/Rod Coppins 4 Colin Bond/Bob Skelton 5 Graeme Adams/Bob Stevens 6 Tony Farrell/Brian Reed 7 Stewart McLeod/Doug Whiteford 8 Bernie Haehnle/Geoff Brabham 9 Ray Gulson/David Crowther 10 Mel Mollison/Bruce Hindhaugh 11 John Stoopman/Dennis Martin 12 Brian Foley/Peter Wherrett 13 Ted Brewster/Nick Louis 14 Geoff Leeds/Peter Finlay 15 Roger Bonhomme/Bob Watson 16 Jim Sullivan/Ian White 17 Gary Leggatt/Peter Lander 18 Ken Brian/Noel Riley 19 Ron Gillard/Gordon Rich 20 David Clement/NeilMason 21 Neil West/Peter Harding 22 Max McGinley/Ray Harrison 23 Ron Dickson/Pat Crea 24 Chick Audsley/Bob Williamson 25 Peter Molesworth/Neil Byers 26 Ian Cook/Paul Gulson DNF Rod McRae/Russ McRae DNF Bruce Stewart/George Garth DNF Alan Cant/ George Morell DNF Don Holland/Max Stewart DNF Lynn Brown/Paul Hamilton DNF Peter Brock/Brian Sampson DNF Gary Cooke/Bob Beasley DNF Robin Dudfield/Gary Keen DNF John Lord/Ray Molloy DNF David Seldon/Peter Webster DNF Jim Stewart/John Byers DNF Allan Moffat/Dieter Glemser DNF John Dellaca/Terry Wade DNF Murray Carter/Mike Stillwell DNF John Pollard/Dennis Gallagher DNF Graeme Blanchard/Ken Hastings DNF Bill Nitschke/John Lewis DNF John French/Dick Johnson DNF Barry Nixon-Smith/Denis Geary DNF Bob Holden/Lyndon Arnel DNF Bob Morris/John Leffler DNF James Laing-Peach/Bill Evans DNF Barry Seton/Don Smith DNF Peter Brown/Graham Ritter DNF Tony allen/Lakis Manticas DNF Geoff Perry/Fred Sutherland DNF Geoff Newton/Gil Davis DNF Allan Grice/Graham Moore DNF Bruce McPhee/Les Grose DNF Kevin Kennedy/Steve Land DNF Bob Jane/Frank Gardner DNF Jim Hunter/John Harvey DNF Geoff Wade/Roger Mahoney DNF Jim Murcott/Mal Robertson
Car Falcon XA GT Torana L34 Torana L34 Torana L34 Torana LJ XU1 Mazda RX3 Datsun 240K Mazda RX3 Alfa 2000 GTV Mazda RX3 Torana LJ XU1 alfetta 1.8 Maxda RX3 Escort T/C Torana LC GT-R Escort T/C Morris Cooper S Honda Civic Alfa Junior Morris Cooper S Torana LJ XU1 Honda Civic Monaro HQ GTS Morris Cooper S Morris Marina Alfa Junior Torana L34 Datsun 180B SSS Escort T/C Torana L34 Mazda1300 Torana L34 Mazda RX3 Alfa Junior Morris Cooper S VW Passat Morris Cooper S Falcon XB GT Morris Cooper S Falcon WB GT Torana L34 Torana LJ XU1 Torana LJ XU1 Alfa 2000GTV Torana LJ XU1 Escort GT 1300 Torana LJ XU1 Datsun 1200 Torana LC GT-R Alfa 2000 GTV Alfetta 1.8 BMW3.0S Capri V6 Torana L34 Torana L34 Torana LJ XU1 Torana L34 Torana L34 Escort T/C Alfa 2000 GTV
Laps 163 163 158 156 155 152 152 151 151 150 150 150 149 147 146 143 142 142 140 140 138 135 130 128 125 121
Bathurst Results
1972 HARDIE FERODO 500
11/11/13 12:47:48 PM
Bathurst Results
1975 HARDIE FERODO 1000 Pos Drivers 1 Peter Brock/Brian Sampson 2 Bob Morris/Frank Gardner 3 Colin Bond/John Walker 4 Bob Skelton/Ron Dickson 5 Don Holland/Hiroshi Fushida 6 Marie-Claire Beaumont/John Leffler 7 John Bassett/Eric Boord 8 Rod Coppins/Jim Richards 9 John Pollard/Bryan Thomson 10 James Laing-Peach/Graham Moore 11 Bill Brown/Sue Ransom 12 Mike Stillwell/Geoff Brabham 13 Bruce Hodgson/Dave Morrow 14 Peter Lander/Bob Martin 15 Bill Evans/Bruce Stewart 16 Ray Harrison/Craig Bradtke 17 Barry Seton/Don Smith 18 Terry Wade/John Dellaca 19 Ray Gulson/Paul Gulson 20 Bob Forbes/Wayne Negus 21 David Clement/Brian Wheeler 22 David Crowther/Gordon Rich 23 Geoff Moran/Eugene LcLoughlin 24 Brian Porter/John Ainsley 25 Kevin Kennedy/Steve land 26 John Wharton/Kerry Horgan 27 Caroline O’Shanessy/David Booth 28 Robin Dudfield/Lance DeLuca 29 Ian Wells/Neil West 30 Geoff Wade/Robert Bride 31 Warren Thompson/Rod Morris 32 Mal Robertson/Frank Porter 33 Lakis Manticas/Mel Mollison 34 George Morrell/Alan Cant DNF Peter Janson/John Harvey DNF Tim Schenken/Paul Bernasconi DNF Graeme Adams/Bob Stevens DNF Ray Molloy/Alan Braszell DNF John Stoopman/Stuart Saker DNF Allan Moffat/Ian Geoghegan DNF Bernie Haehnle/Terry Finnigan DNF Max McGinley/Paul King DNF Peter Williamson/John McDonald DNF Tim Slako/Tony Wilkinson DNF Gary Leggatt/David Seldon DNF Jim Murcott/Rod Stevens DNF John Lord/John Harris DNF Rod McRae/Russ McRae DNF Nick Louis/Ted Brewster DNF Chris Heyer/Barry Allen DNF Murray Carter/Ray Winter DNF Richard Stiegler/Greg Toepfer DNF Allan Grice/Jim Hunter DNF Geoff Newton/Paul Feltham DNF Tom Naughton/Ross Wemyss DNF Charlie O’Brien/Graham Ryan DNF Lawrie Nelson/Bob Watson DNF John Fitzpatrick/Fred Gibson DNF John Goss/Kevin Bartlett DNF Bob Holden/Lyndon Arnel DNF Doug Whiteford/Geoff Perry DNF Lynn Brown/Ron Gillard
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Car Torana L34 Torana L34 Torana L34 Torana L34 Mazda RX3 Alfa 2000 GTV Escort RS2000 Torana L34 Torana L34 Dolomite Sprint Escort RS 2000 Escort RS 2000 Escort RS 2000 Cooper S Datsun 1200 Mazda RX3 Capri V6 Cooper S Alfa 2000 GTV Torana L34 Mazda RX3 Alfa Junior Capri V6 Mazda 1300 Torana LJ XU1 Mazda RX3 Cooper S Alfa Junior Honda Civic Escort 1300 Alfa 2000 GTV Alfa 2000 GTV Mazda RX3 Escort T/C Torana L34 Alfa 2000 GTV Torana LJ XU1 Clubman GT Torana LJ XU1 Falcon XB GT Mazda RX3 Honda Civic BMW 2002 Tii Torana L34 Cooper S Escort RS 2000 Cooper S Torana L34 Mazda RX3 VW Passat Falcon XB GT Corolla Torana L34 Capri V6 Mercedes 280E Torana L34 Capri V6 Lafa 2000 GTV Falcon XB GT Escort RS 2000 Datsun 260Z Mazda RX3
Laps 163 161 154 152 151 150 149 147 147 145 144 141 140 140 139 139 138 136 135 135 135 135 134 132 130 129 128
128 127 125 119 119 116 113
1976 HARDIE FERODO 1000
1977 HARDIE FERODO 1000
Pos Drivers 1 Bob Morris/John Fitzpatrick 2 Colin Bond/John Harvey 3 Peter Brock/Philip Brock 4 Charlie O’Brien/Wayne Negus 5 Peter Janson/Kevin Bartlett 6 Bob Forbes/Russ McRae 7 Bob Skelton/Alan Hamilton 8 Barry Seton/Don Smith 9 Don Holland/Lynn Brown 10 Graham Moore/Dick Johnson 11 Geoff Leeds/Jim McKeown 12 Eric Boord/Tom Tymons 13 Russell Skaife/Brian Potts 14 Phil McDonell/Jim Hunter 15 Lyndon Arnel/Peter Hopwood 16 Frank Porter/Tony Roberts 17 John Leffler/Richard Carter 18 Peter Wherrett/David Jones 19 Murray Carter/Ray Winter 20 Paul Older/Barry Lake 21 Terry Daly/Barry Jones 22 Brian Wheeler/Neil Mason 23 Bruce Hodgson/Dave Morrow 24 Bill Evans/Bruce Stewart 25 John Duggan/Doug Angus 26 Brian Reed/Ian Chilman 27 Tim Slako/Brian Rhodes 28 Rogre Bonhomme/Doug Whiteford 29 Jeff Harris/Arthur Hardwick 30 Brian Porter/John Ainsley 31 John Goss/Jim Richards 32 Greg Toepfer/Greville Arnel 33 Ray Molloy/Alan Braszell 34 Robin Dudfield/Tony Niovanni DNF Ron Gillard/Graham Harrison DNF Alan Cant/George Morrell DNF Ken Brian/Noel Riley DNF Ron Dickson/Graeme Lawrence DNF Peter Granger/Gerry Murphy DNF Warren Cullen/Max Stewart DNF Allan Moffat?Vern Schuippan DNF Bob Williamson/Gary Cooke DNF James Laing_Peach/Paul Gulson DNF Allan Grice/Frank Gardner DNF John Dellaca/Terry Wade DNF Hugh Donaldson/Michael Quinn DNF Bruce Hindhaugh/Garth Wigston DNF Marie-Claude Beaumont/Christine DNF Allan Nuttall/Richard Bailey DNF Chris Heyer/Peter Lander DNF Stirling Moss/Jack Brabham DNF Lawrie Nelson/Nick Louis DNF Jim Murcott/Rod Stevens DNF Caroline O’Shanesy/Gary Leggatt DNF Bob Holden/Ray Cutchie DNF Ken Harrison/David Turnbull DNF Bernie Stack/Keith Poole DNF Ralph Radburn/Peter Williamson DNF Lakis Manticas/Doug Chivas DNF David Seldon/Bob Martin
Pos Drivers 1 Allan Moffat/Jacky Ickx 2 Colin Bond/Alan Hamilton 3 Peter Janson/Larry Perkins 4 Peter Brock/Phillip Brock 5 Charlie O’Brien/Ron Harrop 6 Barry Seton/Don Smith 7 Tony Roberts/Doug Chivas 8 Derek Bell/Gary Leggatt 9 Rod Stevens/Tony Farrell 10 Ron Dickson/Fred Gibson 11 Frank Porter/Jim Murcott 12 Ray Gulson/David Crowther 13 Nick Louis/Ted Brewster 14 Phil McDonell/Jim Hunter 15 Gary Cooke/Ben Penhall 16 Bill Shiells/Frank Radisich 17 Alan Taylor/Kevin Kennedy 18 Jack Brabham/Geoff Brabham 19 Eric Boord/Keigh Poole 20 Terry Daly/Barry Jones 21 Robin Dudfield/Tony Niovanni 22 Lynn Brown/Bruce Stewart DNF Bob Forbes/Kevin Bartlett DNF Garth Wigston/Bruce Hindhaugh DNF Allan Grice/Frank Gardner DNF Dick Johnson/Vern Schuppan DNF John Goss/Henri Pescarolo DNF Bob Morris/John Fitzpatrick DNF Bruce Hodgson/Dave Morrow DNF Gerry marshall/Basil van Rooyen DNF Phil Ward/Phil Lucas DNF Yoshimi Katayama/Geoff Leeds DNF Rusty French/Leo Leonard DNF Russell Skaife/Sue Ransom DNF Peter Granger/Ian Richards DNF Alan Cant/Satoru Nakajima DNF Ray Farrar/Geoff Wade DNF John Harvey/Wayne Negus DNF Ian Diffen/Tim Slako DNF Lyndon Arnel/Richard Carter DNF Bob Holden/Ian Messner DNF Graham Ritter/Jim Keogh DNF Peter Williamson/Gary Scott DNF John Duggan/Brian Wheeler DNF Peter Hopwood/Warwick Henderson DNF Chris Heyer/Rudi Dahihauser DNF Graham Ryan/Phillip Arnull DNF Jim Richards/Rod Coppins DNF Rod Morris/Paul Gulson DNF Bill Stanley/Les Grose DNF Lakis Manticas/Graham Moore DNF Warren Cullen/Brian Sampson DNF Murray Carter/Bob Stevens DNF Bob Jane/Ian Geoghegan DNF Rod Donovan/Ron Lindau DNF Johnny Rutherford/Janet Guthrie DNF James Laing-Peach/Bill Evans DNF Allan Gough/Kel Gough DNF Lawrie Nelson/Brian Reed DNF Terry Shiel/Don Holland
Car Laps Torana L34 163 Torana L34 163 Torana L34 160 Torana L34 160 Torana L34 158 Torana L34 157 Torana L34 157 Capri 156 Mazda RX3 155 Capri 154 Mazda RX3 154 Escort RS2000 152 Capri 151 Alfa 2000 GTv1 151 EscortRS 2000 150 Alfetta GTAM 149 Alfetta GTAM 148 Alfa 2000 GTV 148 Falcon XB GT 148 BMW 3.0Si 147 Escort RS 2000 146 Mazda RX3 143 Escort RS 2000 142 Datsun 1200 139 Mazda RX3 139 Honda Civic 137 Torana L34 137 Honda Civic 137 Clubman GT 136 Mazda 1300 130 Falcon XB GT 129 corolla 127 Clubman GT 125 Alfa Romeo 116 Alfa 2000 GTV Capri Honda Civic Dolomite Sprint BMW 2002 Tii Torana L34 Falcon XB GT Mazda RX Dolomite Sprint Torana L34 Dolomite Sprint Clubman GT Torana L34 Gibson Alfetta GTAM Fiat 124 sport VW Golf Torana L34 Capri Escort RS 2000 Fiat 128 3P Escort RS 2000 Escort 1300 VW Passat BMW 2002 Tii Capri Dolomite Sprint
Car Falcon XC Falcon XC Torana A9X Torana A9X Torana A9X Capri V6 Torana A9X Alfa 2000 GtV Escort RS 2000 Falcon XB GT Alfetta GTAM Alfa 2000 GTV Mazda RX3 BMW 3mOSi Mazda RX3 Mazda RX3 Torana A9X Falcon XC Escort RS 2000 Escort RS 2000 Alfa 2000 GTV Mazda RX3 Torana A9X Torana A9X Torana A9X Falcon XB GT Falcon XC Torana A9X Escort RS 2000 Torana A9X BMW2002 Tii Mazda RX3 Falcon XC Capri V6 BMW 2002 Tii Capri V6 Capri V6 Torana A9X Torana A9X Excort RS 2000 Escort RS 2000 Falcon XB GT Celica Mazda RX3 AIfetta GT VW Golf GTi Torana A9X Falcon XB GT Escort RS 2000 Capri V6 Capri V6 Torana A9X Falcon XC Torana A9X Falcon XB GT Torana A9X Dolomite Sprint Gemini Capri V6 Mazda RX3
Laps 163 163 162 162 162 154 154 150 150 147 146 145 145 144 143 142 141 141 138 137 131 129
11/11/13 12:47:48 PM
Pos Drivers 1 Peter Brock/Jim Richards 2 Allan Grice/John Leffler 3 Murray Carter/Graeme Lawrence 4 Gary Cooke/Doug Chivas 5 Dick Johnson/Vern Schuppan 6 Jack Brabham/Brian Muir 7 Warren Cullen/John Walker 8 Barry Seton/Don Smith 9 Rod Stevens/Bill Evans 10 Phil Lucas/Steve Masterton 11 Peter Williamson/Mike Quinn 12 Terry Shiel/Ross Burbridge 13 Terry Daly/Eric Boord 14 Peter Hopwood/Jim Davidson 15 Don Holland/Lawrie Nelson 16 Ray Gulson/Paul Gulson 17 Barry Jones/Brian Potts 18 Ian Messner/Bill Stanley 19 John Harvey/Charlie O;Biren 20 John Duggan/Brian Wheeler 21 Arthur Hardwick/Greg McCombie 22 Bob Forbes/Kevin Bartlett 23 Gary Willmington/Jeff Barnes 24 Graham Ryan/PhilipArnull 25 Terry Wade/John Myers 26 Peter Brown/Graham Ritter 27 Nick Louis/Stephen Stockdale 28 Bruce Hodgson/Dave Morrow 29 Jeff Harris/Doug Clark 30 Rod Donovan/Craig McAllister 31 Ian Sonneman/John English DNF Ralph Radburn/Robyn Hamilton DNF Sue Ransom/Bill Brown DNF Leo Leonard/Gary Sprague DNF Garth Wigston/Wayne Negus DNF Rod Morris/Terry Finnigan DNF Peter Janson/Phil Brock DNF Allan Gough/Kel Gough DNF Ron Dickson/John McCormack DNF Peter Berthier/Bob Wootton DNF Bob Holden/Lyndon Arnel DNF Tim Slako/Colin Hall DNF Alan Cant/Bruce Stewart DNF Rusty French/Graham Moore DNF Greville Arnel/Greg Toepfer DNF Dave Clement/Barry Lee DNF Allan Moffat/Jacky Ickx DNF Jim Keogh/Grant Walker DNF Bob Morris/John Fitzpatrick DNF Alan Taylor/Kevin Kennedy DNF John Goss/Henri Pescarolo DNF Ray Farrar/Gerry Wittenden DNF Dean Gall/allan Bryant DNF Colin Bond/Fred Gibson DNF John French/Warwick Brown DNF Chris Heyer/Rudi Danihauser DNF Cam Worner/Geoff Leeds DNF Ian Geoghegan/Garry Rogers DNF Jim Hunter/Barry Lake DNF Phil McDonell/Lynn Brown DNF Alf Grant/Geoff Russell DNF Derek Bell/Dieter Quester DNF Patrick Neve/Gary Leggatt
BATHURST03_p152-167_RESULTS.indd 157
Car Torana A9X Torana A9X Falcon XC Torana A9X Falcon XC Torana A9X Torana A9X Torana A9X Escort RS 2000 Capri V6 Celica Mazda RX3 Capri V6 Capri V6 Capri V6 Alfa 2000 GTV Mazda RX3 Escort RS 2000 Torana A9X Mazda RX3 Mazda RX3 Torana A9X Falcon XC Torana A9X Dolomite Sprint Alfa 2000 GTV Mazda RX3 Escort RS 2000 Celica Falcon XC Escort RS 2000 Torana A9X Capri V6 Falcon XC Torana A9X Escort RS 2000 Torana A9X Holden Gemini Falcon XC Dolomite sprint Escort RS 2000 Torana A9X Capri V6 Falcon XC Escort RS 2000 Mazda RX3 Falcon XC Falcon XC Torana A9X Torana A9X Falcon XC Capri V6 Mazda RX3 Flacon XC Falcon XC Capri V6 Capri V6 Torana A9X BMW 3.0Si BMW 3.0Si Alfa 2000 GTV Torana A9X Alfette GTV
1979 HARDIE FERODO 1000 Laps 163 162 160 158 153 153 152 152 149 149 149 148 148 147 145 143 142 142 139 137 136 136 136 135 134 133 132 130 128 125 121
Pos Drivers 1 Peter Brock/Jim Richards 2 Peter Hanson/Larry Perkins 3 Ralph Radburn/John Smith 4 Allan Grice/Alfredo Constanzo 5 Garry Rogers/Bob Stevens 6 Alan Taylor/Kevin Kennedy 7 Barry Seton/Don Smith 8 Charlie O’Brien/Garth Wigston 9 Peter Williamson/Mike Quinn 10 Phil McDonnell/Derek Bell 11 Frank Porter/Tony Niovanni 12 Ray Gulson/Paul Gulson 13 Barry Lee/John Gates 14 Jim Keogh/John Mann 15 Wally Scott/Peter Walton 16 Terry Daly/Eric Boord 17 Brian Sampson/Alan Browne 18 Peter Hopwood/Alan Cant 19 Stephen Stockdale/John Duggan 20 Spencer Martin/David McKay 21 David Seldon/Garry Leggatt 22 Bernie McClure/David Langman 23 Jim Faneco/Gary Rowe 24 Ken Price/Ian Wells 25 Terry Wade/Gerald Kay 26 Bob Holden/David Earle 27 Martin Power/Peter Kuebler 28 Chris Heyer/Peter Lander DNF Allan Moffat/John Fitzpatrick DNF Steve Masterton/Phil Lucas DNF Fred Gibson/Joe Moore DNF John Goss/Henri Pescarolo DNF Tim Slako/Colin Hall DNF Barry Jones/Terry Finnigan DNF Bob Skelton/Don Holland DNF Lawrie Nelson/Tony Farrell DNF Graham Mein/Geoff Russell DNF Bob Morris/Dieter Quester DNF Garry Willmington/John Wright DNF Murray Carter/Graeme Lawrence DNF Terry Shiel/Ross Burbidge/ DNF Lakis Manticas.Geoff Leeds DNF John McCormack/Bob Forbes DNF Bill O’Brien/Ray Winter DNF John Harvey/Ron Harrop DNF Gary Cooke/Warwick Brown DNF Mal Smith/Mal Owen DNF Graham Bailey/Doug Clark DNF Mark Thatcher/Kiyoshi Misaki DNF Barry parsons/Tom Rabold DNF Warren Cullen/Graham McRae DNF Rod Stevens/Bill Evans DNF Roger Cartwright/Greg Toepfer DNF Dick Johnson/Gary Scott DNF Colin Bond/John French DNF Bill Stanley/Ian Messner DNF Ron Wanless/Leo Leonard DNF Ron Dickson/Dick Barbour DNF Dean Gall/Allan Bryant DNF Rusty French/Graham Moore DNF Lynn Brown/Brian Boyd DNF Allan Gough/Kel Gough
Car Torana A9X Torana A9X Torana A9X Torana A9X Torana A9X Torana A9X Torana A9X Torana A9X Celica Alfetta GTV alfetta GTV Alfa 2000 GTV Mazda RX3 Falcon XC Celica Capri Torana A9X Capri Mazda RX3 Volvo 242 GT Isuzu Gemini Holden Gemini Holden Gemini Holden Gemini Dolomite sprint Escort 16 Dolomite sprint VW Golf Falcon XC Capri Torana A9X Falcon XC Torana A9X Mazda RX3 Torana A9X Capri Escort RS 200 Torana A9X Falcon XC Falcon XC Maxda RX-7 Capri Camaro Falcon XC Torana A9X Torana A9X Holden Gemini Celica Corolla Falcon XC Torana A9X Falcon XC Escort RS 2000 Falcon XC Falcon XC Escort RX 2000 Falcon XC Camaro Mazda RX-7 Falcon XC BMW 3mOSi Holden Gemini
1980 HARDIE FERODO 1000 Laps 163 157 155 155 152 151 148 147 146 145 142 140 139 138 133 133 133 130 130 129 129 128 126 124 120 116 114 111
Pos Drivers Car Laps 1 Peter Brock/Jim Richards Commodore VC 163 2 Peter Janson/Larry Perkins Commodore VC 162 3 Ian Geoghegan/Paul Gulson Commodore VB 159 4 Alan Browne/Brian Sampson Commodore VC 158 5 Charlie O’Brien/Garth Wigston Commodore VC 157 6 Garry Rogers/Fred Geissler Commodore VC 157 7 Allan Grice/John Smith Commodore VC 156 8 Barry Seton/Don Smith Capri 156 9 Ron Wanless/Greg Wright Commodore VC 154 10 Wayne Negus/Trevor Hine Commodore VC 153 11 Kevin Bartlett/Bob Forbes Camaro 152 12 Graeme Bailey/Doug Clark Celica 148 13 Steve Masterton/Colin Bond Capri 147 14 Graham Mein/Beoff Russell Escort RS 2000 142 15 Terry Finnigan/Peter Dane Isuzu Gemini 140 16 Ian Burrell/Rob Shute Lancer 139 17 Peter Hopwood/Terry Daly Capri 138 18 Ron Dickson/Bob Stevens Camaro 138 19 Ray Cutchie/Ray Farrar Escort RS 2000 135 20 Bob Holden/Ray Earle Escort 1mgGL 135 21 Warwick Henderson/Graham Harrison Alfetta GTV 2000 135 22 Neville Bridges/Sue Ransom Commodore VB 134 23 Ray Gulson/Paul Jones Alfasud Ti 1.5 134 24 Terry Wade/Brian Reed Dolomite Sprint 131 25 Bernie McClure/David Langman Holden Gemini 130 26 John Faulkner/Gary Dumbrell Escort RS 2000 129 27 Alan Taylor/Kevin Kennedy Commodore VB 128 28 John Gates/Alexandra Surplice Corolla 127 29 Ken Harrison/Ian Wells Escort 1m6GL 126 30 Lawrie Nelson/Tony Farrell Capri 121 31 Tony Mulvihill/Brian Nightingale Escort RS 2000 120 32 Bruce Stewart/Cam Worner Capri 120 33 Ken Price/Steve Jonas Isuzu Gemini 116 34 Allan Gough/Col Spencer Isuzu Gemini 111 DNF Gary Cooke/Warwick Brown Commodore VB DNF Peter Williamson/Mike Quinn Celica DNF Gerald Kay/Martin Power Dolomite Sprint DNF Roger Cartwright/Rod Stevens Escort RS 2000 DNF Jim Faneco/Peter Boston Isuzu Gemini DNF Murray Carter/Graeme Lawrence Falcon XD DNF Barry Jones/ Geoff Leeds Mazda RX-7 DNF Dick Barber/Sam Posey Camaro DNF Bob Morris/Allan Moffat/Bill O’Brien Falcon XD DNF John Harvey/Ron Harrop Commodore VC DNF Peter McLeod/Mal Brewster Mazda RX-7 DNF Chris Heyer/Peter Lander VW Golf DNF Joe Moore/Fred Gibson Falcon XD DNF Stephen Broook/Wally Storey Escort RS 2000 DNF Jim Keogh/Ross Mathiesen Falcon XD DNF Garry Willmington/Rod Donovan Falcon XD DNF Phil Lyon/Bill Stanley Commodore VB DNF Allan Bryant/Terry Shiel Mazda RX-7 DNF Gary Leggatt/David Seldon Isuzu Gemini DNF Phil McDonell/Derek Bell Alfetta GTV 2000 DNF John Goss/Ron Gillard Jaguar XJS DNF Gary Rowe/Geoff Wade Isuzu Gemini DNF Bob Muir/Kingsley Hibbard Falcon XD DNF Allan Moffat/John Fitzpatrick Falcon XD DNF Wally Scott/Peter Walton Celica
Bathurst Results
1978 HARDIE FERODO 1000
11/11/13 12:47:50 PM
Bathurst Results
1981 JAMES HARDIE 1000 Pos Drivers Car 1 Dick Johnson/John French Falcon XD 2 Bob Morris/John Fitzpatrick Falcon XD 3 Allan Moffat/Derek Bell Mazda RX-7 4 Gary Rogers/Clive Benson-Brown Commodore VC 5 Alan Brown/Tony Edmondson Commodore VC 6 Joe Moore/Christine Gibson Falcon XD 7 Alan Grice/David Hobbs BMW 635 CSi 8 Colin Bond/Don Smith Capri 9 Gary Willmington/Mike Griffin Falcon XD 10 John English/John Donnelly Falcon XD 11 Steve Masterson/Bruce Stewart Capri 12 Peter Williamson/John Smith Celica 13 Kevin Bartlett/Bob Forbes Camaro 14 Brian Callaghan/Peter McKay Falcon XD 15 Alan Taylor/Kevin Kennedy Commodore VC 16 Ron Dickson/Bob Stevens Camaro 17 Lawrie Nelson/Peter Jones Capri 18 John Gates/John Kraft Capri 19 Gary Leggatt/Phil McDonald alfetta GTV 20 James Faneco/Alan Gough Isuzu Gemini 21 Peter Brock/Jim Richards Commodore VC 22 Rusty French/Leo Leonard Falcon XD 23 Rod Stevens/Craig Bradtke Lancer 24 Tony Mulvihill/Brian Nightingale Escort RS 2000 25 Graham Moore/Steve Diamond Camaro 26 Peter McLeod/Peter Dane Mazda RX-7 27 Phil Revell/Ron Barnacle Escort 1m6 28 Bob Muir/Ian Geoghegan Falcon XD DNF Murray Carter/Graeme Lawrence Falcon XD DNF Alexandra Surplice/Doug Clark Celica DNF Fred Geissler/Graham Watson Commodore VC DNF Ian Burrell/Rod Shute Colt DNF Martin Power/Brian Wilsall Dolomite Sprint DNF Ron Wanless/Ralph Radburn Commodore VC DNF Colin Spencer/John White Isuzu Gemini DNF Bill O’Brien/Gary Cooke Falcon XD DNF Barry Jones/Geoff Leeds Mazda RX-7 DNF Ray Cutchie/Ray Farrar Escort 1.6 DNF John Goss/Barry Seton Jaguar XJS DNF John Faulkner/Gary Dumbrell Escort 2.0 GL DNF David Seldon/Gary Rowe Isuzu Gemini DNF Peter Janson/Larry Perkins Commodore VC DNF Masahiro Hasemy/Kazuyoshi Hoshino Bluebird DNF Terry Daly/Peter Hopwood Capri DNF Allan Bryant/Dean Gall Mazda RX-7 DNF Garth Wigston/Steve Harrington Commodore VC DNF Wally Scott/Peter Walton Celica DNF Warren Cullen/Alan Jones Commodore VC DNF Bob Holden/Wally Storey Escort 2.0 GL DNF Paul Golson/Rodney Combs Commodore VB DNF John Harvey/Vern Schuppan Commodore VC DNF Graeme Bailey/Steve Land Celica DNF Graham Mein/Geoff Russell Escort RS 2000 DNF Fred Gibson/George Fury Bluebird DNF Terry Finnigan/Ross Wittig Isuzu Gemini DNF Charlie O’Brien/Mike Quinn Commodore VC DNF Terry Shiel/Don Holland Mazda RX-7 DNF John Duggan/Michael O’Hehir Mazda RX-7
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1982 JAMES HARDIE 1000 Laps 120 120 119 118 117 115 113 113 113 112 111 111 111 111 109 108 108 108 107 103 103 100 100 97 96 96 93 92
Pos Drivers Car 1 Peter Brock/Larry Perkins Commodore VH 2 Allan Grice/Alan Browne Commodore VH 3 John Harvey/Gary Scott Commodore VH 4 Peter Janson/David Parsons Commodore VH 5 Jim Richards/David Hobbs BMW 635 CSi 6 Allan Moffat/Yoshimi Katayami Mazda RX-7 7 Steve Masterton/Bruce Stewart Falcon XE 8 Masahiro Hasemi/Kazuyoshi Hoshino Bluebird 9 Peter McLeod/Peter Dane Mazda RX-7 10 Phil Alexander/Ron Gillard Mazda RX-7 11 Ron Dickson/Bob Stevens Camaro 12 Barry Seton/Don Smith Capri 13 Tony Kavich/Phil Ward Mazda RX-7 14 Les Grose/Alan Cant Capri 15 Bob Holden/Neville Bridges Escort 2.0 GL 16 Chris Hayer/Peter Lander Audi 5+5 17 Wally Scott/Peter Walton Celica 18 Paul Jones/Bob Skelton Mazda RX-7 19 Ray Gulson/Bruce Lynton Alfa GT V6 20 Bill O’Brien/Brian Sampson Falcon XD 21 Geoff Leeds/Peter Fitzgerald Camaro 22 Greg Toepfer/Ken Mathews Commodore VH DNF Charlie O’Brien/Clive Benson-Brown Commodore VH DNF John Kraft/Russell Skaife Capri DNF Terry Shiel/Peter Hopwood Mazda RX-7 DNF Greg Symes/Bruce Smith Commodore VB DNF John Goss/Bob Tullius Jaguar XJS DNF Ron Wanless/Gary Rogers Commodore VH DNF Tony Parkinson/Bernie Stack Commodore VC DNF Ross Burbidge/Craig Kinnimonth Mazda RX-7 DNF Alan Taylor/Kevin Kennedy Commodore VC DNF James Faneco/Alan Gough Isuzu Gemini DNF Denni Hulme/Stephen Brook BMW 625 CSi DNF Steve Harrington/Garth Wigston Commodore VH DNF Alan Jones/Barry Jones Mazda RX-7 DNF Joe Moore/Graham Moore Falcon XE DNF Graeme Bailey/Steve Land Celica DNF Warren Cullen/Gary Cooke Commodore VH DNF John Donnelly/Ian McGee Falcon XD DNF Alf Grant/Leo Leonard Falcon XD DNF George Burt/Fred Gibson Bluebird DNF Kevin Bartlett/Colin bond Camaro DNF Murray Carter/Rusty French Falcon XE DNF John English/Paul Gulson Falcon XD DNF Lawrie Nelson/Peter Jones Capri DNF Gerry Bruges/Lynn Brown Mazda RX-7 DNF Terry Finnigan/John Gates Commodore VH DNF Fred Geissler/Ralph Radburn Commodore VH DNF John Duggan/Don Bretland Mazda RX-7 DNF Barry Lawrence/Geoff Russell Commodore VH DNF Dick Johnson/John French Falcon XE DNF Brian Callaghan/Bob Muir Falcon XE
1983 JAMES HARDIE 1000 Laps 163 162 162 158 157 156 155 153 153 149 149 147 145 144 141 139 137 137 136 134 134 130
Pos Drivers 1 Peter Brock/Larry Perkins/John Harvey 2 Allan Moffat/Yoshimo Katayami 3 Allan Grice/Colin Bond 4 Garth Wigston/Steve Harrington 5 Peter McLeod/Graeme Bailey 6 Jim Keogh/Leo Leonard 7 Alf Grant/David Seldon 8 Bob Morris/Rusty French 9 Phil Alexander/Ron Gillard 10 Andrew Harris/Gary Cooke 11 Barry Jones/Rod Millen 12 Garry Rogers/Clive Benson-Brown 13 Garry Willmington/Mike Griffin 14 Alan Taylor/Kevin Kennedy 15 Les Grose/Alan Cant 16 Greg Syme/Bruce Smith 17 Ray Gulson/Gerard Murphy 18 Tony Mulvihill/John Murden 19 Bill O’Brien/Brian Sampson 20 Brian Callaghan/Barry Graham 21 Johnnie Walker/Gene Cook 22 Fred Gibson/John French 23 Ken Mathews/Greg Toepfer 24 Chris Heyer/Don Bretland 25 John White/Bernie McClure 26 Lawrie Nelson/Peter Jones DNF Barry Seton/Glenn Seton DNF George Fury/Gary Scott DNF Terry Shiel/Wall Storey DNF Mike Burgmann/Tony Longhurst DNF Fred Geissler/Ralph Radburn DNF Warren Cullen/Ron Harrop DNF Peter Janson/David Parsons DNF Terry Ryan/Graham Storah DNF Andrew Manson/Geoffrey Manson DNF Bernie Stack/Bob Jennings DNF Terry Finnigan/Geoff Leeds DNF Laurie Hazelton/Jerry Strauberg DNF Dick Johnson/Kevin Bartlett DNF Gregg Hansford/Garry Waldon DNF John Donnelly/Kerry Baily DNF Gerry Burges/Roger Mandeville DNF John English/Paul Gulson DNF Ron Dickson/Bob Stevens DNF Joe Moore/Graham Moore DNF Steve Masterton/Bruce Stewart DNF Murray Carter/David Clement DNF Christine Gibson/Bob Muir DNF Peter Brock/Larry Perkins DNF Jim Richards/Frank Gardner DNF Gary Hinton/Lester Smerdon DNF John Craft/Don Smith DNF Tony Hubbard/Jim Faneco DNF Ron Grose/David Grose
Car Commodore VH Mazda RX-7 Commodore VH Commodore VH Mazda RX-7 Commodore VH Falcon XD Commodore VH Mazda RX-7 Commodore VH Mazda RX-7 Commodore VH Falcon XD Commodore VH Capri Commodore VH Alfa GTV 6 Mazda RX-7 Falcon XD Falcon XE Mazda RX-7 Bluebird Commodore VH Audi 5+5 Gemini Capri Capri Bluebird Mazda RX-7 Camaro Commodore VH Commodore VH Commodore VH Mazda RX-7 Commodore VH Commodore VH Commodore VH Capri Falcon XE Mazda RX-7 Falcon XD Mazda RX-7 Falcon XD Mazda RX-7 Falcon XE Falcon XE Mazda RX-7 Pulsar Exa Commodore VH BMW 635 CSi Commodore VC Capri Falcon XE Mazda RX-7
Laps 163 162 160 158 158 157 156 154 153 151 151 149 147 146 144 141 141 138 136 136 135 134 132 132 125 114
11/11/13 12:47:53 PM
Pos Drivers 1 Peter Brock/Larry Perkins 2 John Harvey/David Parsons 3 Gregg Hansford/Allan Moffat 4 Warren Cullen/Alan Jones 5 Barry Lawrence/Alan Brown 6 Rusty French/Geoff Russell 7 Brian Callaghan/Barry Graham 8 Mike Burgmann/Bob Stevens 9 Ron Gillard/Mark Gibbs 10 Alf Grant/Craig Harris 11 Fred Geissler/Ralph Radburn 12 Jeff Allam/Armin Hahne 13 Ken Matthews/Greg Toepfer 14 Graham Lusty/John Lusty 15 Denny Hulme/Leopold von Bayern 16 George Furey/Gary Scott 17 Lester Smerdon/Wayne Park 18 Tony Mulvihill/Brian Nightingale 19 Graham Stones/Ian Stones 20 Barry Seton/Don Smith 21 John Craft/Les Grose 22 Ray Gulson/Grant O’Donnell 23 Alan Taylor/Kevin Kennedy 24 Bernie Stack/Wayne Clift/Terry Shiel 25 Colin Campbell/John Faulkner 26 Bob Holden/Alexandra Surplice 27 Chris Clearihan/David Grose 28 Chris Heyer/Gerard Murphy 29 Steve Soper/Ron Dickson DNF Bruce Smith/Graeme Waswo DNF John Donnelly/Simon Harrex DNF Brian Thomson/John Mann DNF Laurie Hazelton/Jerry Strauberg DNF Tom Kavich/Phil Alexander DNF Graham Moore/Peter McKay DNF Colin Bond/Alfredo Costanzo DNF Joe Moore/Bob Muir DNF Peter Janson/Garry Rogers DNF Dick Johnson/John French DNF Bill O’Brien/Gary Cooke DNF John Smith/Stephen Brook DNF Bob Morris/Barry Jones DNF Greville Amel/Lyndon Amel DNF Paul Jones/Peter Hopwood DNF John Bundy/Norm Carr DNF Chris Gibson/Glenn Seton DNF Allan Grice/Steve Harrington DNF Andrew Harris/Ron Harrop DNF Terry Finnigan/Geoff Leeds DNF Jim Richards/Tony Longhurst DNF Peter McLeod/Graeme Bailey DNF Gary Willmington/Mike Griffin DNF John English/Paul Gulson DNF Kevin Bartlett/Peter Fitzgerald DNF Jim Keogh/Terry Shiel DNF Steve Masterton/Bruce Stewart DNF Allan Moffat/Gregg Hansford DNF Steve Harrington/Alan Grice DNF Lawrie Nelson/Peter Jones
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Car Commodore VK Commodore VK Mazda RX-7 Commodore VK Commodore VH Commodore VH Falcon XE Mazda RX-7 Mazda RX-7 Falcon XD Commodore VH Rover Vitesse Commodore VH Commodore VH BMW 635 CSi Bluebird Commodore VK Mazda Rx7 Mazda Rx7 Mustang Capri Alfa GTV6 Commodore VH Commodore VH Commodore VH Sprinter Mazda RX-7 Audi 5+5 Rover Vitesse Commodore VH Falcon XD Camaro Capri Mazda RX-7 Mazda RX-7 Alfa GTV6 Falcon XE Commodore VH Falcon XE Falcon XD Sprinter Mazda RX-7 Starion Falcon XE Mazda Rx7 Nissan Exa Commodore VH Commodore VH Commodore VH BMW 635 CSi Mazda RX-7 Falcon XD Falcon XD Starion Commodore VH Falcon XE Mazda RX-7 Commodore VH Mustang
1985 JAMES HARDIE 1000 Laps 163 161 161 161 158 154 154 153 153 153 153 152 151 148 148 146 145 140 138 136 135 131 130 130 127 125 123 117 116
Pos Drivers 1 John Goss/Armin Hahne 2 Roberto Ravaglia/Johnny Cecotto 3 Tom Walkinshaw/Win Percy 4 Jim Richards/Tony Longhurst 5 Kent Baigent/Neal Lowe 6 Jim Keogh/Garry Rogers 7 Dick Johnson/Larry Perkins 8 Colin Bond/Gregg Hansford 9 Kevin Bartlett/Peter Mckay 10 Barry Jones/Tony Mulvihill 11 Tony Kavich/Ralph Radburn 12 Terry Finnigan/Barry Lawrence 13 Tim Slako/Geoff Leeds 14 Garry Willmington/Peter Janson 15 Ken Mathews/Bob Muir 16 Ray Gulson/Frank Porter 17 John Smith/Drew Price 18 Lester Smerdon/geoff Russell 19 Andrew Harris/Greville Arnel 20 Graeme Bowkett/WayneWilkinson 21 Chris Heyer/Graham McGregor 22 Graham Lusty/Ken Lusty 23 Alan Taylor/Kevin Kennedy DNF Peter Brock/David Oxton DNF Ray Smith/Denny Hulme DNF Bernie McClure/Ray Ellis DNF Peter McLeod/Graeme Bailey DNF Bob Holden/Glenn Clark DNF Robbie Francevic/John Bowe DNF Brian Sampson/Garry Waldon DNF Brian Callaghan/Barry Graham DNF Allan Grice/Warren Cullen DNF Gerald Kay/Martin Power DNF Ray Cutchie/John Faulkner DNF Charlie O’Brien/John English DNF David Ratcliff/Don Smith DNF Steve Masterton/Bruce Stewart DNF John Harvey/David Parsons DNF Mike Burgmann/Bob Stevens DNF Neville Crichton/George Fury DNF John Bundy/Norm Carr DNF Barry Robinson/John Jeffries DNF Simon Emmerling/Trevor Hine DNF Barry Wraith/Wayne Park DNF Peter Williamson/Tomas Mezera DNF Ken Davison/Wally Kramer DNF Lawrie Nelson/Bill O’Brien DNF Bruce Anderson/Wayne Anderson DNF Jeff Allam/Ron Dickson DNF Peter Fitzgerald/Brad Jones DNF John French/Alf Grant
1986 JAMES HARDIE 1000 Car Jaguar XJS BMW 635 CSi Jaguar XJS BMW 635 CSi BMW 635CSi BMW 635 CSi Mustang Alfa GTV6 Starion Commodore VK Commodore VK Commodore VK Rover Vitesse Jaguar XJS Commodore VK Alfa GTV 6 Toyota Corolla Commodore VK Starion Commodore VK Audi 5+5 Commodore VK Commodore VK Commodore VK Commodore VK Commodore VK Commodore VK Toyota Sprinter Volvo 240T Starion Commodore VK Commodore VK Commodore VK Toyota Sprinter BMW 635 CSi Toyota Levin Commodore VK Commodore VK Commodore VK BMW 635 CSi Mazda RX-7 Rover Vitesse BMW 635 CSi Commodore VK Toyota Supra Mustang Mustang Mustang Jaguar XJS Starion Commodore VK
Laps 163 163 160 160 159 159 159 158 157 156 156 155 152 150 148 148 148 145 141 135 134 133 132
Pos Drivers 1 Allan Grice/Graeme Bailey 2 John Harvey/Neal Lowe 3 Gary Scott/Terry Shiel 4 Dick Johnson/Gregg Hansford 5 Peter Brock/Allan Moffat 6 Jim Richards/Tony Longhurst 7 Graham Moore/Michel Delcourt 8 Warren Cullen/Gary Sprague 9 Denny Hulme/Franz Klammer 10 Murray Carter/Bill O’Brien 11 Neville Crichton/Graham McRae/John Bowe 12 Fred Geissler/Chris Clearihan 13 Graeme Crosby/Wayne Wilkinson 14 Tony Mulvihill/Ken Mathews 15 Graham Lusty/John Lusty 16 Ray Ellis/Kerry Baily 17 Simon Emmerling/Trevor Hine 18 Lucio Cesario/Warwick Rooklyn 19 Mike Quinn/John Faulkner 20 Graham Lorimer/Phil Mhyre 21 John Giddings/Bruce Stewart 22 Terry Finnigan/Steve Williams 23 Alan Taylor/Kevin Kennedy 24 John Goss/Bob Muir 25 Larry Perkins/David Parsons 26 Don Smith/David Ratcliff 27 Bob Holden/Geoff Kimber-Smith DNF Brian Callaghan/Barry Graham DNF Gerald Kay/Bryan Thomas DNF Brian Bowler/Tony Farrell DNF George Fury/Glenn Seton DNF John Bowe/Alfredo Costanzo DNF Colin Bond/Peter Fitzgerald DNF Trevor Ashby/Steve Reed DNF Gordon Mitchell/Allan McCarthy DNF Trevor Crowe/Kevin Bartlett DNF John English/Glenn McIntyre DNF Lester Smerdon/Geoff Russell DNF John Donnelly/Simon Harrex DNF Ray Gulson/Frank Porter DNF Trevor Mclean/Rod Downs DNF Garry Willmington/Peter Janson DNF Bruce Anderson/Wayne Anderson DNF Tim Slako/Geoff Leeds DNF Brad Jones/Akihiko Nakaya DNF Peter McLeod/Glenn Clark DNF Keith McClelland/Brian Nightingale DNF Ken Davidson/Wally Kramer DNF Jim Keogh/Des Wall DNF Robbie Francevic/Leo Leonard DNF Andrew Bagnall/Ted Jarvis DNF Charlie O’Brien/Garry Rogers DNF Kent Baigent/Graeme Bowkett DNF Alf Grant/John French DNF Mike Burgmann/Mal Rose DNF Tony Kavich/Ralph Radburn DNF John Smith/Drew Smith DNF Roberto Ravaglia/Dieter Quester DNF Jorg Van Ommen/Andrew Miedecke
Car Laps Commodore VK 163 Commodore VK 163 Nissan Skyline DR30163 Mustang 162 Commodore VK 162 BMW 635CSi 161 Commodore VK 158 Commodore VK 157 Mercedes 19DE 157 Skyline DR30 157 Volvo 240T 157 Commodore VK 156 Commodore VK 156 Commodore VK 155 Commodore VK 154 Commodore VK 150 BMW 635CSi 149 Alfa GTV6 148 Toyota Corolla 148 BMW 635CSi 146 Nissan Gazelle 146 Commodore VK 144 Commodore VK 144 Jaguar XJS 140 Commodore VK 140 Toyota Levin 140 Toyota Sprinter 138 Commodore VK Commodore VK BMW 323i Nissan Skyline DR30 Volvo 240T Alfa GTV6 Commodore VK Fiat Uno BMW 635CSi BMW 635CSi Commodore VK Rover Vitesse Alfa GTV6 Commodore VK Jaguar XJS Mustang Rover Vitesse Starion Commodore VK Toyota Sprinter Mustang BMW 635CSi Sierra XR4i Ford Escort BMW 635CSi Nissan Skyline DR30 Commodore VK Commodore VK Commodore VK Toyota Corolla BMW 635 CSi Mercedes 190E
Bathurst Results
1984 JAMES HARDIE 10000
11/11/13 12:47:54 PM
Bathurst Results
1987 JAMES HARDIE 1000
1988 TOOHEYS 1000
1989 TOOHEYS 1000
Pos Drivers Car Laps 158 1 Peter Brock/David Parsons/Peter McLeod Commodore VL Nissan Skyline DR30 157 2 Glenn Seton/John Bowe Nissan Skyline DR30 157 3 George Fury/Terry Shiel 4 Jim Richards/Tony Longhurst BMW M3 156 5 Gary Scott/Akihiko Nakaya Starion 154 6 Robbie Francevic/Ludwig Finauer BMW M3 154 154 7 Johnny Cecotto/Gianfranco Brancatelli BMW M3 8 Graham Moore/Michel Delcourt Commodore VK 152 9 Tony Noske/Garry Rush Commodore VK 151 10 Steve Reed/Trevor Ashby Commodore VL 150 150 11 Winni Vogt/Altfrid Heger/Olivier Grouillard BMW M3 12 Emanuele Pirro/Roberto Ravaglia BMW M3 150 13 John Giddings/Bruce Stewart Sierra RS 5000 150 14 Bill O’Brien/Brian Sampson Commodore VL 146 15 Ray Gulson/Graham Gulson BMW 635 CSi 146 16 Gary Brabham/Huan Manuel Fangio BMW M3 146 17 Andrew Miedicke/Don Smith Sierra RS 5000 144 18 Peter Janson/Peter Fitzgerald Commodore VK 144 19 Mark Skaife/Grant Jarrett Nissan Gazelle 138 20 Tony Mulvihill/Ken Matthews Commodre VK 136 Nissan Skyline DR30 135 21 Kent Baigent/Graeme Bowkett 22 Tony Kavich/Kerry Baily Commodore VK 131 123 23 Bob Holden/Bryan Bate/Garry Willmington Toyota Corolla DNF John Smith/Drew Price Toyota Corolla DNF John Faulkner/Mike Quinn Toyota Corolla DNF Allan Grice/Win Percy Commodore VL DNF David Radcliff/Mark Gibbs Toyota Corolla DNF Brian Callaghan/Barry Graham Commodore V DNF Andrew Bagnall/Mark Jennings Toyota Corolla DNF Graeme Cameron/Wayne Wilkinson Commodore VL DNF Phil Ward/Lynden Riethmuller Mercedes 190E DNF Giorgio Francia/Daniele Toffoli Alfa 33 DNF Annette Meevissen/Mercedes Stermitz BMW M3 DNF Markus Oestreich/Roland Ratzenbergre BMW M3 DNF Peter Brock/David Parsons Commodore VL DNF Colin Bond/Luico Cesario Alfa 75 DNF Andy Rouse/Allan Moffat/Thierry Tassin Sierra RS 5000 DNF Warren Cullen/Gary Sprague/Gary Cooke CommodoreVK DNF Armin Hahne/Kevin Bartlett Maserati DNF Graham Lusty/John Lusty Commodore VL DNF John Billington/Graeme Crosby Commodore VK DNF Dick Johnson/Gregg Hansford Sierra RS 5000 DNF Larry Perkins/Denny Hulme Commodore VK DNF Neville Crichton/Charlie O’Brien Sierra RS 5000 DNF Steve Soper/Pierre Dieudonne Sierra RS 5000 DNF Klaus Ludwig/Klaus Niedzwiedz Sierra RS 5000 DNF Trevor Crowe/Ian Tulloch BMW M3 Nissan Skyline DR30 DNF Murray Carter/Steve Masterson
Pos Drivers Car Laps 1 Tony Longhurst/Tomas Mezera Sierra RS 500 161 160 2 Dick Johnson/John Bowe/John Smith Sierra RS 500 3 Colin Bond/Alan Jones Sierra RS 500 158 4 Trevor Crowe/Peter Janson BMW M3 156 5 John Giddings/Bruce Stewart Sierra RS 500 155 6 Brian Callaghan/Barry Graham Commodore VL 152 7 Tony Hunter/Steve Harrington Commodore VK 151 8 Gerald Kay/Geoff Munday Commodore VK 150 9 John Faulkner/Drew Price Toyota Corolla 146 10 Terry Shiel/Brad Jones Starion 145 11 Brett Riley/Peter McKay Toyota Corolla 145 144 12 Bryan Bate/Andrew Maher/Dave Barrow Toyota Corolla 13 Chris Lambden/Kerry Baily Commodore VL 141 14 John Harvey/Kevin Bartlett Commodore VL 140 15 Allan Grice/Win Percy Commodore VL 139 16 Mike Oliver/Mike Freeman Toyota Corolla 133 128 17 Bob Holden/Damon Beck/James Faneco Toyota Corolla 18 Wayne Park/Bob Tindal Commodore VL 127 19 Paul Radisich/Ludwig Finauer BMW M3 113 DNF Graham Lusty/John Lusty Commodore VL DNF Larry Perkins/Denny Hulme/Tom Walkinshaw Commodore VL DNF Trevor Ashby/Steve Reed Commodore VL DNF Klaus Niedwiedz/Allan Moffat/Gregg Hansford Sierra RS 500 DNF Tony Mulvihill/Geoff Leeds Commodore VL DNF Mike Mortimer/David Ratcliffe Toyota Corolla DNF Armin Hahne/Robbie Francevic Sierra RS 500 DNF Andrew Miedecke/Steve Soper Sierra RS 500 DNF Garry Willmington/John Leeson Commodore VL DNF John Sorensen/Kayne Scott BMW M3 DNF Peter Brock/Neil Crompton BMW M3 DNF Dennis Rogers/Garry Jones Toyota Corolla DNF Gary Scott/Akihiko Nakaya Starion DNF Marc Ducquet/Brian Selby Toyota Corolla DNF Terry Finnigan/Ken Mathews Commodore VL DNF Tony Noske/Graham Moore Commodore VL DNF Jim Richards/David Parsons BMW M3 DNF Bill O’Brien/Ray Lintott/Brian Sampson Commodore VL DNF Garry Rogers/John Andretti Commodore VL DNF Phil Ward/David Clement Mercedes 190 E DNF John Bowe/Robb Gravett/Neville Crichton Sierra RS 500 DNF Dick Johnson/John Bowe Sierra RS 500 DNF Murray Carter/Steve Masterton Sierra RS 500 DNF George Fury/Mark Skaife Nissan Skyline HR31 DNF Andrew Bagnall/Pierre Dieudonne Sierra RS 500 DNF Peter McLeod/Jim Keogh Commodore VL DNF Ulf Granberg/Ian Tulloch/Christer Simonsen Sierra RS 500 DNF Tom Walkinshaw/Jeff Allam Commodore VL DNF Glenn Seton/Anders Olofsson Nissan Skyline HR 31
Pos Drivers 1 Dick Johnson/John Bowe 2 Klaus Niedzwiedz/Frank Biela 3 Jim Richards/Mark Skaife 4 George Fury/Anders Olofsson 5 Alan Jones/Tony Longhurst/Denny Hulme 6 Larry Perkins/Tomas Mezera 7 Win Percy/Neil Crompton 8 Jeff Allam/Robb Gravett 9 Brad Jones/Paul Radisich 10 Allan Grice/Peter Janson 11 Brian Callaghan/Barry Graham 12 Kevin Waldock/Bryan Thomson 13 Steve Reed/Trevor Ashby 14 Alf Costanzo/Graham Lusty 15 Graham GulsonRay Gulson 16 John Cotter/Peter Doulman 17 Michael Dowson/Neal Bates 18 Gary Scott/Kevin Bartlett/Terry Shiel 19 John Faulkner/Peter McKay 20 Glenn Seton/John Goss/Tony Noske 21 Alan Taylor/Roger Hurd 22 Clive Smith/Paul Trevethan 23 Michael Adcock/Geoffrey Full 24 Ross Burbidge/Steve Williams 25 Tony Mulvihill/Glenn McIntyre/ Graham Moore 26 Colin Bond/Bruce Stewart 27 Wayne Park/John Giddings DNF Joe Sommariva/Warren McKellar DNF Lester Smerdon/Gary Hinton/Marty Turpin DNF Bob Holden/Joe McAndrew/Tim Hall DNF Reda Awadallah/Ray Lintott DNF Dennis Rogers/Marc Ducquet/Richard Vorst DNF Brett Riley/Ludwig Finauer DNF Craig Turner/Lou Vandermeer DNF Andrew Bagnall/Graeme Crosby DNF Glenn Seton/Alain Ferte/Tony Noske DNF Gerald Kay/Alf Grant DNF Garry Willmington/TomWatkinson DNF Chris Lambden/Greg Crick DNF John Sax/Graham Lorimer DNF Peter Brock/Andy Rouse DNF Bob Tindal/Des Wall/John Leeson DNF Bill O’Brien/Brian Sampson DNF Ken Mathews/Garry Rogers DNF Mark Gibbs/Rohan Onslow DNF Llynden Riethmuller/Ian Green DNF John Smith/Drew Price DNF Pierre Dieudonne/Gregg Hansford DNF Tim Slako/Geoff Leeds DNF Tony Longhurst/Neville Crichton DNF Robbie Francevic/Gianfranco Brancatelli DNF Terry Finnigan/John English DNF Murray Carter/John Mann DNF Matt Wacker/Mike King/Frank Porter DNF Andrew Miedecke/Charlie O’Brien
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Car Laps Sierra RS 5000 161 Sierra RS 5000 161 Nissan Skyline HR31 160 Nissan Skyline HR31 160 Sierra RS 5000 158 Commodore VL 158 Commodore VL 158 Sierra RS 5000 158 Sierra RS 5000 153 Commodore VL 153 Commodore VL 152 Sierra RS 5000 152 Commodore VL 151 Commodore VL 146 BMW 635 CSi 143 BMW M3 142 Toyota Corolla 141 Starion 141 Toyota Corolla 140 Sierra RS 500 140 Starion 139 Nissan Skyline DR30 137 Toyota Corolla 136 Nissan Gazelle 134 Commodore VL 133 Sierra RS 500 131 Commodore VL 130 BMW 635 CSi Commodore VL Toyota Corolla Commodore VL Toyota Corolla BMW M3 BMW M3 Sierra RS 500 Sierra RS 500 Commodore VL Toyota Supra Commodore VL BMW M3 Sierra RS 500 Commodore VL Commodore VL Sierra RS 500 Commodore VL Commodore VL Toyota Supra Sierra RS 500 Commodore VL Sierra RS 500 Sierra RS 500 Commodore VL Sierra RS 500 Commodore VL Sierra RS 500
11/11/13 12:47:56 PM
Pos Drivers Car 1 Win Percy/Allan Grice Commodore VL 2 Jeff Allam/Paul Radisich Sierra RS 500 3 Larry Perkins/Tomas Mezera Commodore VL 4 Peter Brock/Andy Rouse Sierra RS 500 5 Neil Crompton/Brad Jones Commodore VL 6 Kevin Waldoch/Mike Preston Sierra RS 500 7 Andrew Bagnall/Robbie Francevic Sierra RS 500 8 Bill O’Brien/Brian Sampson Commodore VL 9 Chris Lambden/Greg Crick Skyline HR31 10 Klaus Neidzwiedz/Frank Biela/Pierre Dieudonne Sierra RS 500 11 Andrew Miedecke/Charlie O’Brien/David Parsons Sierra RS 500 12 Phil Ward/John Goss Mercedes 190 E 13 Mark Gibbs/Rohan Onslow Commodore VL 14 Peter Doulman/John Cotter BMW M3 15 Bruce Stewart/Bob Pearson Commodore VL 16 Ray Gulson/Braham Gulson BMW 635 CSi 17 Kevin Bartlett/Russell Ingall/Rohan Onslow Commodore VL 18 Jim Richards/Mark Skaife Nissan GT-R 19 Ray Lintott/Garry Rush/Terry Shiel Sierra RS 500 20 Garry Willmington/Bryan Thomson Toyota Supra 21 Brian Callaghan Jr/John Gerwald/Jason Bargwanna Commodore VL 22 Geoffrey Full/David Ratcliffe Toyota Corolla 23 Paul Trevethan/Andrew McDowell Commodore VL 24 Brian Bolwell/Mike Twigden/David Pullen BMW 323i 25 David Sala/Richard Vorst Toyota Corolla 26 Bob Jones/Heather Spurle Commodore VL 27 Mike Dowson/Paul Stokell/John Faulkner Toyota Corolla DNF Gregg Hansford/Pierre Dieudonne/ Klaus Niedzwiedz Sierra RS 500 DNF George Fury/Drew Price/David Sears Sierra RS 500 DNF Brian Callaghan/Barry Graham Commodore VL DNF Gianfranco Brancatelli/Robb Gravett Sierra RS 500 DNF Murray Carter/Matt Wacker Sierra RS 500 DNF John Smith/Peter Mckay/Mark Poole Toyota Supra DNF Peter Verheyen/Ron Searle/Russell Becker Toyota Corolla DNF Bob Holden/Mike Conway Toyota Corolla DNF Dick Johnson/John Bowe Sierra RS 500 DNF Graham Lusty/Peter Janson Commodore VL DNF Lester Smerdon/Graham Jonsson Commodore VL DNF Brett Riley/Craig Baird BMW M3 DNF Glenn Seton/Drew Price Sierra RS 500 DNF Steve Reed/Trevor Ashby Commodore VL DNF John Lusty/Bernie Stack Commodore VL DNF Alan Jones/Denny Hulme Sierra RS 500 DNF Alf Grant/Tim Grant Skyline HR31 DNF Laurie Donoher/Marc Ducquet Commodore VL DNF Dennis Rogers/Garry Jones Toyota Corolla DNF John Faulkner/Neal Bates Toyota Corolla DNF Peter Gazzard/Rick Bates Commodore VL DNF Tony Longhurst/Mark McLaughlin Sierra RS 500 DNF Wayne Park/John English Commodore VL DNF Colin Bond/Graeme Crosby Sierra RS 500 DNF Terry Finnigan/Geoff Leeds Commodore VL DNF Tony Mulvihill/Glenn McIntyre/Dave Barrow Commodore VL DNF Garry Rogers/Graham Moore Commodore VL
BATHURST03_p152-167_RESULTS.indd 161
1991 TOOHEYS 1000 Laps 161 161 161 160 159 159 155 153 151 151 149 148 148 147 147 147 146 146 143 143 143 142 138 137 134 133 130
Pos Drivers 1 Jim Richards/Mark Skaife 2 Win Percy/Allan Grice 3 Mark Gibbs/Rohan Onslow 4 Denny Hulme/Peter Fitzgerald 5 Kevin Waldock/Brett Peters 6 Alf Grant/Tim Grant 7 Peter Brock/Andrew Miedecke 8 Terry Finnigan/Geoff Leeds 9 Glenn Seton/Gregg Hansford 10 Bryan Sala/Graham Lusty 11 Warren Jonsson/Graham Jonsson 12 Geoffrey Full/Paul Morris 13 Trevor Ashby/Steve Reed 14 Daryl Hendrick/Chris Lambden/John White 15 Graham Moore/Michel Delcourt 16 Graham Gulson/Ray Gulson 17 Ron Searle/Don Griffiths 18 John Smith/Geoff Morgan 19 Brad Wright/Ted Dunford 20 Rauno Aaltonen/Dennis Rogers/Bob Holden 21 Tony Scott/Ray Lintott/John English DNF John Bowe/Paul Radisich/Terry Shiel DNF Colin Bond/Graeme Crobsy DNF Bob Jones/Mike Imrie DNF Tony Longhurst/Alan Jones DNF Drew Price/Garry Waldron/Mark Skaife DNF John Cotter/Peter Doulman DNF Gary Brabham/Steve Millen DNF Dick Johnson/John Bowe DNF Gill O’Brien/Brian Callaghan Sr/Brian Callaghan Jr DNF Brian Bolwell/Arthur Abrahams DNF Brad Jones/Neil Crompton DNF Glenn McIntyre/Dave Barrow DNF Kayne Scott/Gregg Taylor DNF John Vernon/Peter Verheyen DNF Neal Bates/Rick Bates DNF Larry Perkins/Tomas Mezera DNF David Parsons/Wayne Park DNF Garry Willmington/Reda Awadallah DNF Peter Hanson/Peter Gazzard DNF Keith Sharp/Ian Spurle/ Edgar Salwegter DNF David Sala/Brad Stratton DNF Charlie O’Brien/Gianfranco Brancatelli
1992 TOOHEYS 1000 Car Nissan GT-R Commodore VN Nissan GT-R BMW M3 Sierra RS 5000 Skyline HR 31 Commodore VN Commodoer VN Sierra RS 5000 Sierra RS5000 Commodore VL Toyota Corolla Commodore VN Commodore VL Commodore VL Commodore VL Toyota Corolla Toyota Supra Toyota Corolla Toyota Corolla Sierra RS 500 Sierra RS 500 Sierra RS 500 Commodore VL BMW M3 Nissan GT-R BMW M3 Sierra RS 500 Sierra RS 500 Commodore VL Sierra RS 500 Commodore VN Sierra RS 500 Sierra RS 500 Toyota Corolla Toyota Corolla Commodore VN Sierra RS 500 Toyota Supra Commodore VL BMW M3 Toyota Corolla Sierra RS 500
Laps 161 160 159 157 155 148 147 146 146 140 140 140 137 137 136 134 133 131 126 124 122
Pos Drivers 1 Jim Richards/Mark Skaife 2 Dick Johnson/John Bowe 3 Anders Olofsson/Neil Crompton 4 Tony Longhurst/Johnny Cecotto 5 Win Percy/Allan Grice 6 Mark Gibbs/Rohan Onslow 7 Andrew Miedecke/Troy Dunston 8 Wayne Park/David Parsons 9 Larry Perkins/Steve Harrington 10 Andrew Harris/Gary Cooke/John Trimble 11 Terry Shiel/Greg Crick 12 Alf Grant/Tim Grant 13 Terry Finnigan/Garry Rogers 14 Kevin Waldock/Brett Peters 15 Tomas Mezera/Brad Jones 16 Warren Jonsson/Des Wall 17 Ray Gulson/Graham Gulson/Peter Brock 18 Bill O’Brien/Barry Graham/Brian Callaghan Jr 19 Klaus Niedzwiedz/Gregg Hansford 20 Bob Jones/Peter Janson 21 Stuart McColl/Peter Gazzard 22 Jason Bargwanna/Scott Bargwanna 23 Peter Verheyen/Geoffrey Full 24 Neal Bates/Rick Bates 25 Charlie O’Brien/Gary Brabham 26 Graham Moore/Wayne Gardner 27 Peter Brock/Manuel Reuter 28 Gregg Easton/Brad Stratton/David Sala 29 Ted Dunford/Brad Wright 30 Calvin Gardiner/Mike Conway/Geoff Forshaw 31 Sturt Murphy/Chris Barns DNF Malcolm Rea/Ken Talbert/Richard Wilson DNF Ken Mathews/Rod Jones/Mike Newton DNF Frank binding/Bob Tindal DNF John Bourke/Keith Carling DNF Daryl Hendrick/John Blanchard DNF Glenn Seton/Alan Jones DNF Robbi Ker/Don Watson DNF Peter Doulman/John Cotter DNF Bob Holden/Dennis Rogers/Garry Jones DNF Trevor Ashby/Steve Reed DNF Peter Hopwood/Terry Bosnjak DNF John English/Ed Lamont DNF Denny Hulme/Paul Morris DNF Garry Willmington/Tom Watkinson DNF Bryan Sala/Kevin Weeks DNF Colin Bond/John Smith
Car Nissan GT-R Sierra RS 500 Nissan GT-R BMW M3 Commodore VP Nissan GT-R Commodore VN Sierra RS 500 Commodore VL Commodore VL Sierra RS 500 Skyline HR31 Commodore VN Sierra RS 5000 Commodore VP Commodore VL BMW 635 CSi Commodore VL Sierra RS 500 Commodore VL Commodore VL Commodore VL Toyota Corolla Toyota Corolla Sierra RS 5000 Commodore VP Commodore VP Toyota Corolla Toyota Corolla Toyota Corolla Toyota Corolla Toyota Corolla Sierra RS 500 Toyota Corolla Toyota Supra Commodore VL Falcon EB Commodore VL BMW M3 Toyota Corolla Commodore VN Sierra RS 500 Commodore VL BMW M3 CommodoreVL Sierra RS 500 Sierra RS 500
Laps 143 143 143 142 141 138 137 136 135 135 134 134 133 132 131 130 129 129 128 128 126 126 125 125 124 119 118 115 113 112 110
Bathurst Results
1990 TOOHEYS 1000
11/11/13 12:47:58 PM
Bathurst Results
1993 TOOHEYS 1000 Pos Drivers 1 Larry Perkins/Gregg Hansford 2 Mark Skaife/Jim Richards 3 Wayne Gardner/Brad Jones 4 David Brabham/Anders Olofsson 5 Troy Dunstan/Steve Harrington 6 Geoff Brabham/David Parsons 7 Bob Jones/Greg Crick 8 Paul Radisich/Cameron McConville 9 Terry Finnigan/Garry Rogers 10 Bob Pearson/Bruce Stewart 11 John Blanchard/Jeff Allam 12 Michael Donaher/Laurie Donaher 13 Warren Johsson/Des Wall 14 John Trimbole/Andrew Harris 15 Paul Morris/Joachim Winkelhock 16 Mike Preston/Brett Peters 17 Peter Brock/John Cleland 18 Stuart McColl/Peter Gazzard 19 John Cotter/Peter Doulman 20 Graham Lusty/Kevin Heffernan/John Lusty 21 John English/Brett Youlden 22 Dennis Rogers/Peter Hopwood 23 Mike Conway/Calvin Gardiner/Gavin Monaghan DNF Glenn Seton/Alan Jones DNF Neil Crompton/Mark Gibbs DNF Steve Masterton/Peter Hills DNF John Smith/Neal Bates DNF Tomas Mezera/Win Percy DNF Brad Stratton/Chris Madden DNF Dick Johnson/John Bowe DNF Richard Wilson/Gregg McShane/Glenn Mason DNF Bill O’Brien/Barry Graham/Brian Callaghan Jr DNF Trevor Ashby/Steve Reed DNF Tony Longhurst/Steve Soper DNF Ray Gulson/Graham Gulson DNF Colin Bond/Terry Bosnjak DNF Steve Ellery/Garry Gosatti DNF Steve Cramp/Denis Cribbin DNF Geoff Full/Peter Fitzgerald DNF Frank Binding/Frank Dartell DNF Matthew Martin/Spencer Martin/David McMillan DNF Charlie O’Brien/Andrew Miedecke DNF Ken Mathews/Tony Mulvihill/John Mathews DNF Garry Willmington/Tom Watkinson/Darren Pate DNF Gregg Easton/Kurt Kratzmann
BATHURST03_p152-167_RESULTS.indd 162
1994 TOOHEYS 1000 Car Laps Commodore VP 161 Commodore VP 161 Commodore VP 160 Commodore VP 159 Commodore VP 156 Falcon EB 154 Commodore VP 153 Falcon EB 151 Commodore VP 150 Commodore VP 148 BMW M3 148 Commodore VL 147 Commodore VL 146 Commodore VL 146 BMW M3 146 Flacon EB 145 Commodore VP 142 Commodore VP 140 BMW M3 136 Commodore VL 135 Commodore VL 134 Toyota Corolla 128 Toyota Corolla 127 Falcon EB Commodore VP Sierra RS Toyota Corolla Seca CommodoreVP Toyota Corolla Falcon EB Commodore VL Commodore VL Commodore VP BMW M3 BMW 635 CSi Toyota Corolla Seca Sierra RS 500 Toyota Corolla BMW M3 Toyota Corolla Toyota Corolla Falcon EB Commodore VL Falcon EB Toyota Corolla
Pos Drivers 1 D.Johnson/J.Bowe 2 B.Jones/C.Lowndes 3 L.Perkins/G.Hansford/M.Poole 4 T.Longhurst/C.O’Brien 5 W.Percy/R.Ingall 6 C.Bond/A.Olofsson 7 A.Grice/S.Johnson 8 A.Miedecke/J.Allam 9 J.Trimbole/G.Waldon 10 P.Morris/A.Heger 11 C.Baird/B.Riley 12 W.Rooklyn/J.Blanchard/P.Morris 13 C.Smerdon/C.McConville 14 I.Palmer/B.Peters 15 N.Schembri/R.Crick 16 B.Jones/T.Dunstan/D.Pate 17 E.Lamont/G.Gulson 18 S.Taylor/S.Bell/R.Hurd 19 P.Doulman/J.Cotter 20 B.O’Brien/B.Callaghan/B.Graham 21 R.Wilson/T.Nicholson/R.Shaw 22 S.McColl/P.Gazzard 23 J.Kaye/G.Murphy 24 S.Reed/T.Ashby 25 P.McKay/J.Miller 26 G.Ayoub/M.Conway/K.Heffernan DNF G.Willmington/J.Barnes DNF P.Ward/S.Ellery DNF G.Fahey/D.Cribbin DNF G.Crick/T.Scott DNF P.Brock/T.Mezera DNF W.Gardner/N.Crompton DNF T.Finnigan/S.Williams DNF R.McLeod/K.Burton/P.McLeod DNF G.Seton/P.Radisich DNF W.Russell/B.Gillon DNF W.Sieders/A.Letcher DNF A.Jones/D.Parsons DNF M.Skaife/J.Richards DNF P.Hills/D.Rodgers DNF S.Hardman/G.Full DNF B.Youlden/M.Stenniken DNF K.Waldock/M.Preston DNF K.Mathews/M.Martin DNF A.Reid/M.Price/G.Jones
1995 TOOHEYS 1000 Car Falcon EB Commodore VP Commodore VP Commodore VP Commodore VP Commodore VP Falcon EB Falcon EB Commodore VP BMW 318i BMW 318i BMW 318i Commodore VP Commodore VP Commodore VP Commodore VP Commodore VP Commodore VP BMW M3 Commodore VL Commodore VP Commodore VP Toyota Carina Commodore VP Mercedes 190E Commodore VL Falcon EB Commodore VP Commodore VL Commodore VP Commodore VP Commodore VP Commodore VP Commodore VL Falcon EB Commodore VL Peugeot 405 Falcon EB Commodore VP Sierra Hyundai Lantra Commodore VL Falcon EB Peugeot 405 Toyota Corolla
Laps 161 161 161 161 161 161 160 157 156 155 152 152 151 151 149 148 146 145 144 143 143 142 136 134 126 123
Pos Drivers 1 L.Perkins/R.Ingall 2 A.Jones/A.Grice 3 W.Gardner/N.Crompton 4 A.Olofsson/S.Richards 5 B.Jones/W.Percy 6 T.Scott/J.Cleland 7 C.O’Brien/S.Johnson 8 K.Waldock/M.McLaughlin 9 T.Longhurst/W.Park 10 B.O’Brien/B.Callaghan/R.Barnacle 11 S.Taylor/S.Bell/R.Hurd 12 K.Heffernan/S.Voight 13 E.Lamont/G.Gulson 14 D.Attard/G.Crick 15 W.Russell/R.Shaw DNF P.Romano/T.Dunstan DNF G.Seton/D.Parsons DNF M.Poole/E.Ordynski/B.Stack DNF T.Ashby/S.Reed DNF D.Parsons/R.Crick DNF D.Johnson/J.Bowe DNF B.Pearson/B.Stewart DNF M.Skaife/J.Richards DNF T.Finnigan/P.Gazzard DNF J.Cotter/P.Doulman DNF I.Palmer/B.Peters DNF P.Brock/T.Mezera DNF M.Larkham/W.Rooklyn DNF N.Schembri/G.Moore DNF A.Miedecke/M.Noske DNF C.Lowndes/G.Murphy DNF P.McLeod/R.McLeod
Car Commodore VR Falcon EF Commodore VR Commodore VR Commodore VR Commodore VR Falcon EF Falcon EF Falcon EF Commodore VL Commodore VP Commodore VP Commodore VP Commodore VP Commodore VP Commodore VR Falcon EF Commodore VP Commodore VP Commodore VR Falcon EF Commodore VP Commodore VR Commodore VP Commodore VP Commodore VR Commodore VR Falcon EF Commodore VR Falcon EF Commodore VR Commodore VR
Laps 161 161 161 161 161 158 158 152 149 149 146 144 143 130 129
Car Commodore VR Falcon EF Falcon EF Commodore VR Commodore VR Commodore VP Commodore VR Falcon EF Commodore VR Falcon EB Falcon EF Falcon EF Commodore VP Commodore VR Falcon EF Commodore VR Commodore VR Commodore VP Commodore VP Commodore VR Commodore VP Falcon EB Commodore VP Commodore VR Commodore VR Commodore VR Commodore VR Falcon EF Commodore VP Commodore VR Falcon EF Commodore VR Commodore VP Falcon EB Falcon EF
Laps 161 161 161 160 160 160 159 158 158 157 156 156 154 154 152 151 150 146 142 141 126 124
1996 AMP 1000 Pos Drivers 1 C.Lowndes/G.Murphy 2 D.Johnson/J.Bowe 3 T.Longhurst/S.Ellery 4 W.Gardner/N.Crompton 5 P.Brock/T.Mezera 6 L.Perkins/R.Ingall 7 M.Skaife/J.Cleland 8 S.Johnson/T.Kendall 9 G.Waldon/M.Noske 10 K.Niedzwiedz/K.Douglas 11 P.Romano/A.Miedecke 12 M.Dumesny/K.Baily 13 P.Doulman/J.Cotter 14 C.Smerdon/K.Weeks/A.Kaplan 15 G.Seton/D.Parsons 16 I.Palmer/B.Peters 17 B.O’Brien/B.Callaghan/R.Barnacle 18 S.Taylor/S.Bell/B.Attard 19 M.Conway/M.Pope 20 M.Poole/P.Gazzard 21 S.Reed/T.Ashby 22 G.Willmington/B.Seiders DNF G.Crick/D.Parsons DNF M.Rose/T.Shiel DNF J.Faulkner/S.Harrington DNF G.Kendrick/G.Full DNF P.McLeod/R.McLeod DNF K.Waldock/W.Park DNF T.Finnigan/S.McColl DNF S.Richards/J.Richards DNF A.Jones/A.Grice DNF B.Jones/T.Scott DNF W.Russell/R.Shaw DNF J.Trimbole/D.Attard DNF M.Larkham/C.McConville
11/11/13 12:48:03 PM
Pos Drivers 1 L.Perkins/R.Ingall 2 J.Richards/S.Richards 3 M.Larkham/A.Miedecke 4 D.Johnson/S.Johnson/C.Baird 5 J.Faulkner/W.Percy 6 D.Hossack/S.Ellery 7 M.Stenniken/P.Gazzard 8 T.Ashby/S.Reed 9 N.Schembri/I.Luff 10 T.Finnigan/T.Shiel 11 A.Jones/S.Pruett/J.Bright 12 M.Price/K.Brewer 13 M.Rose/K.Burton 14 G.Crick/P.Fitzgerald/G.Waldon 15 I.Palmer/J.English 16 B.Walden/S.Williams 17 C.Smerdon/C.Cox 18 J.Cotter/P.Doulman 19 K.Heffernan/D.Osbourne DNF M.Hart/P.Lawrence DNF S.Taylor/B.Attard/S.Bell DNF W.Russell/R.Shaw DNF G.Seton/D.Parsons DNF T.Longhurst/C.O’Brien DNF P.O’Brien/B.Callaghan/R.Barnacle DNF R.Mcleod/D.PATE DNF K.Waldock/J.Smith DNF W.Gardner/N.Crompton DNF M.Conway/G.Monaghan DNF M.Poole/T.Scott DNF P.Romano/A.Grice DNF R.Hislop/T.Briggs DNF G.Willmington/B.Seiders DNF P.Brock/M.Skaife DNF B.Williams/P.Gover DNF B.Pearson/A.McCarthy/B.Stewart DNF G.Murphy/C.Lowndes DNF J.Trimbole/T.Mezera DNF D.Johnson/J.Bowe/S.Johnson DNF P.Bradbury/P.Stokell/A.Tratt DNS J.Bargwanna/M.Noske
BATHURST03_p152-167_RESULTS.indd 163
Car Commodore VS Commodore VS Falcon EL Falcon EL Commodore VS Commodore VS Commodore VS Commodore VS Commodore VS Commodore VS Falcon EL Commodore VS Commodore VS Commodore VS Commodore VS Commodore VP Commodore VS Commodore VP Commodore VS Commodore VR Commodore VP Commodore VS Falcon EL Falcon EL Commodore VR Commodore VR Falcon EF Commodore VS Falcon EB Commodore VS Commodore VS Falcon EF Commodore VR Commodore VS Commodore VS Commodore VS Commodore VS Commodore VS Falcon EL Commodore VS Commodore VS
1998 FAI 1000 Laps 161 161 161 158 154 154 154 153 153 153 153 152 150 150 146 144 143 139 135
Pos Drivers Car 1 J.Bright/S.Richards Falcon EL 2 L.Perkins/R.Ingall Commodore VT 3 J.Bargwanna/J.Richards Commodore VS 4 M.Larkham/B.Jones Falcon EL 5 G.Seton/N.Crompton Falcon EL 6 C.Lowndes/M.Skaife Commodore VT 7 D.Hossask/D.Pate Commodore VS 8 T.Longhurst/G.Brabham Falcon EL 9 P.Weel/N.Bates Falcon EL 10 M.Rose/A.Mccarthy Commodore VS 11 M.Price/K.Brewer Commodore VS 12 P.Romano/S.Ellery Commodore VS 13 W.Gardner/P.Stokell Commodore VS 14 R.Hislop/T.Briggs Falcon EF 15 B.Attard/S.Taylor/S.Bell Commodore VS 16 D.Russell/R.Wilson Commodore VR 17 M.Conway/C.Hones Falcon EL 18 J.Cotter/P.Doulman Commodore VS 19 S.Beikoff/S.Cruickshank/A.Lloyd Commodore VS 20 M.Imrie/R.Crick Commodore VS DNF T.Finnigan/P.Gazzard Commodore VS DNF J.Faulkner/T.Kelly Commodore VS DNF S.Reed/T.Ashby Commodore VS DNF I.Palmer/D.Beninca/D.Palmer Commodore VS DNF D.Osborne/B.Peters Falcon EL DNF G.Willmington/S.Emerzidis Falcon EL DNF N.Schembri/G.Quartly Commodore VS DNF G.Murphy/M.Noske Commodore VT DNF N.Pretty/N.Pretty/G.Johnson Commodore VS DNF D.Johnson/J.Bowe/C.Mcconville Falcon EL DNF D.Johnson/S.Johnson/J.Bowe Falcon EL DNF C.Smerdon/C.Cox Commodore VS DNF A.Jones/A.Macrow Falcon EL DNF D.Parsons/S.Wills/D.Hossack Commodore VS DNF R.Smith/D.Parsons Commodore VS DNF A.Heath/K.Douglas Falcon EL DNF G.Tander/C.Mclean Commodore VS DNF R.Mork/B.Sieders Commodore VP DNF A.Tratt/R.Jones/G.Waldon Falcon EL DNF K.Waldock/M.Mclaughlin/A.Stichbury Falcon EL DNF M.Poole/T.Scott Commodore VS DNF R.Nash/D.Edwards Commodore VS DNF T.Mezera/A.Menu Commodore VT DNF M.Donaher/D.Linstrom Commodore VS DNS G.Baxter/S.Cramp/T.Wanless Commodore VP DNS G.Crick/D.Crosswell Commodore VS
1999 FAI 1000 Laps 161 161 161 161 160 159 158 157 155 154 151 151 149 147 146 144 144 141 134 122
Pos Drivers 1 S.Richards/G.Murphy 2 C.Lowndes/C.McConville 3 M.Skaife/P.Morris 4 D.Johnson/S.Johnson 5 G.Seton/N.Crompton 6 T.Kelly/M.Noske 7 L.Perkins/R.Ingall 8 P.Weel/G.Crick 9 G.Ritter/S.Owen 10 G.Brabham/N.Bates 11 D.Parsons/S.Parsons 12 R.Forbes/G.Full 13 P.Romano/D.Hossack 14 W.Gardner/D.Brabham 15 M.Poole/T.Scott 16 S.Reed/T.Ashby 17 D.Lindstrom/M.Price 18 N.Schembri/G.Quartly 19 D.Russell/G.Johnson 20 D.McDougall/A.Miedecke 21 N.Pretty/A.Fawcet 22 P.Field/S.Howison DNF T.Longhurst/A.Macrow DNF P.Radisich/S.Ellery DNF A.Tratt/A.Jones DNF J.Bright/C.Baird DNF C.McLean/J.Cleland DNF C.Smerdon/C.Cox DNF L.Crambrook/D.Crosswell DNF J.Briggs/T.Leahy DNF R.Mork/C.D’Agostin DNF C.Harris/T.Shaw DNF A.Heath/M.Donaher DNF J.Trimbole/K.Heffernan DNF D.White/R.Salmon DNF J.Bowe/J.Richards DNF M.Williams/S.Flemming DNF D.Osborne/B.Peters DNF J.Faulkner/S.Wills DNF M.Larkham/B.Jones DNF R.Nash/D.Wanless DNF M.Imrie/R.Crick DNF W.Wakefield/D.Canto DNF T.Finnigan/D.Pate DNF T.Mezera/T.Ricciardello DNF G.Tander/J.Bargwanna DNF M.Conway/R.Shaw DNF D.Miller/G.Kendrick DNF B.Thorn/T.Wanless DNF T.Rowse/R.Barnacle DNF B.Sieders/G.Holt DNF P.Dumbrell/M.White DNF S.Emerzidis/G.Willmington DNF S.Taylor/B.Attard DNF J.Cotter/P.Doulman DNS B.Cassidy/N.Crow
Car Commodore VT Commodore VT Commodore VT Falcon AU Falcon AU Commodore VS Commodore VT Falcon AU Commodore VT Falcon AU Commodore VT Commodore VS Commodore VS Commodore VT Commodore VT Commodore VS Commodore VS Commodore VS Commodore VS Commodore VT Commodore VS Commodore VS Falcon AU Falcon AU Falcon AU Falcon AU Falcon EL MKII Commodore VS Commodore VS Falcon AU Commodore VS Falcon EL MKII Falcon EL MKII Commodore VS Commodore VR Falcon AU Falcon EL MKII Falcon AU Commodore VT Falcon AU Commodore VT Commodore VS Commodore VS Commodore VS Commodore VT Commodore VT Falcon EL MKII Commodore VS Falcon AU Commodore VP Falcon EL MKII Commodore VS Falcon EL MKII Commodore VS Commodore VT Commodore VS
Laps 161 161 161 161 161 161 161 160 160 159 159 158 158 157 157 152 151 146 146 141 134 134
Bathurst Results
1997 PRIMUS 1000 CLASSIC
11/11/13 12:48:04 PM
Bathurst Results
2000 FAI 1000 Pos Drivers 1 G.Tander/J.Bargwanna 2 P.Radisich/J.Bright 3 S.Richards/G.Murphy 4 S.Johnson/C.McLean 5 N.Pretty/T.Kelly 6 C.Lowndes/M.Skaife 7 C.Baird/S.Wills 8 D.McDougall/A.Miedecke 9 D.Parsons/D.Hossack 10 J.Plato/Y.Muller 11 L.Perkins/R.Ingall 12 P.Morris/M.Neal 13 G.Seton/N.Crompton 14 P.Weel/G.Crick 15 R.Bates/B.Peters 16 J.Richards/A.Fogg 17 R.Salmon/D.White 18 M.Larkham/A.Menu 19 T.Sipp/S.Beikoff 20 D.Lindstrom/M.Price 21 P.Field/S.Howison 22 N.Schembri/G.Quartly 23 R.Russell/S.Coulter 24 M.White/S.Owen 25 M.Rose/C.D’Agostin 26 B.Sieders/L.Sieders 27 R.Crick/P.Gazzard 28 L.Crambrook/G.Baxter 29 R.Mork/S.Williams DNF G.Holt/G.Willmington DNF B.Jones/T.Mezera DNF J.Faulkner/A.Macrow DNF T.Longhurst/D.Besnard DNF A.Tratt/A.Jones DNF J.Bowe/J.Richards DNF C.Harris/S.Voight DNF L.Youlden/C.Murchison DNF C.McConville/G.Brabham DNF M.Donaher/T.Mecklem DNF G.Full/P.Scifleet DNF J.Cotter/P.Doulman DNF S.Ellery/P.Stokell DNF B.Attard/R.Hurd DNF R.Forbes/J.Cleland DNF T.Wyhoon/J.Brock DNF D.Canto/I.Moncieff DNF W.Gardner/N.Bates DNF R.McLeod/W.Wakefield DNF G.Ritter/T.Leahey DNF S.Reed/T.Ashby DNF R. Halliday (SA) DNF P. Romano (QLD) DNF R. Nash (VIC) DNF O. Kelly (VIC) DNS C. Butler (NZ) DNS A. Heath (SA)
BATHURST03_p152-167_RESULTS.indd 164
2002 BOB JANE T-MARTS 1000
2001 V8 SUPERCAR 1000 Car Commodore VT Falcon AU Commodore VT Falcon AU Commodore VT Commodore VT Falcon AU Commodore VT Commodore VT Commodore VT Commodore VT Commodore VT Falcon AU Falcon AU Falcon AU Commodore VT Falcon AU Falcon AU Commodore VS Commodore VS Commodore VS Falcon EL Falcon EL Commodore VS Commodore VS Falcon EL Commodore VT Falcon EL Commodore VS Falcon EL Falcon AU Commodore VT Falcon AU Falcon AU Falcon AU Falcon AU Commodore VT Commodore VT Commodore VT Commodore VS Commodore VT Falcon AU Commodore VS Commodore VT Commodore VT Falcon AU Falcon AU Commodore VS Commodore VT Commodore VS Falcon EL Commodore VS Commodore VT Commodore VS Commodore VS Falcon AU
Laps 161 161 161 161 161 161 161 161 161 159 159 158 158 157 157 157 155 154 153 150 149 147 144 143 141 137 137 133 127
Pos Drivers 1 M.Skaife/T.Longhurst 2 B.Jones/J.Cleland 3 T.Kelly/G.Murphy 4 C.McLean/G.Ritter 5 J.Richards/D.Canto 6 G.Tander/J.Bargwanna 7 S.Ellery/G.Brabham 8 L.Perkins/R.Ingall 9 G.Seton/S.Richards 10 C.McConville/R.Bates 11 S.Reed/T.Ashby 12 P.Morris/A.Stichbury 13 P.Romano/O.Kelly 14 N.Pretty/R.Kelly 15 A.Tratt/A.Jones 16 J.Richards/A.Fogg 17 C.Lowndes/N.Crompton 18 A.Heath/D.Brede 19 P.Scifleet/C.D’Agostin 20 D.McDougal/A.Miedecke 21 R.Forbes/D.Parsons DNF P.Weel/T.Leahey DNF J.Bright/T.Mezera DNF J.Bowe/S.Wills DNF C.Harris/M.Simpson DNF M.Larkham/W.Gardner DNF A.Macrow/L.Youlden DNF D.Besnard/M.White DNF S.Johnson/P.Radisich DNF R.Nash/T.Ricciardello DNF T.Wyhoon/R.Salmon DNF M.Ambrose/W.Wakefield DNF L.Ferrier/P.Dumbrell DNF J.Faulkner/P.Doulman DNF M.Donaher/L.Crambrook DNF R.Halliday/G.Crick DNF M.Noske/C.Baird DNF G.Holt/K.Mundy DNF J.Brock/S.Owen
Car Commodore VX Falcon AU Commodore VX Falcon AU Falcon AU Commodore VX Falcon AU Commodore VX Falcon AU Commodore VX Commodore VS Commodore VX Commodore VX Commodore VX Falcon AU Commodore VT Falcon AU Falcon AU Falcon AU Commodore VX Falcon AU Falcon AU Commodore VX Falcon AU Falcon AU Falcon AU Commodore VX Falcon AU Falcon AU Commodore VX Falcon AU Falcon AU Commodore VX Commodore VT Commodore VT Falcon EL Falcon AU Falcon EL Commodore VX
Laps 161 161 161 161 161 161 161 161 161 160 159 159 159 158 158 157 156 155 147 144 132
Pos Drivers 1 M.Skaife/J.Richards 2 S.Richards/R.Ingall 3 J.Bright/T.Mezera 4 R.Kelly/N.Pretty 5 L.Perkins/P.Dumbrell 6 T.Longhurst/M.White 7 G.Ritter/A.Jones 8 C.McLean/T.Scott 9 S.Ellery/L.Youlden 10 J.Faulkner/R.Bates 11 J.Richards/S.Wills 12 A.Tratt/P.Stokell 13 G.Murphy/T.Kelly 14 R.Forbes/N.Bates 15 C.McConville/W.Luff 16 B.Jones/J.Bowe 17 S.Owen/D.Brede 18 M.Larkham/W.Power 19 J.Cleland/T.Leahey 20 R.Searle/J.Miller 21 M.Ambrose/P.Weel 22 C.D’Agostin/D.Krause 23 C.Baird/P.Brock 24 K.Mundy/M.Simpson DNF P.Morris/W.Wakefield DNF C.Lowndes/N.Crompton DNF Y.Muller/A.Priaulx DNF M.Wilson/D.Canto DNF G.Seton/D.Besnard DNF G.Crick/P.Scifleet DNF M.Porter/G.Full DNF D.Beattie/T.Mecklem DNF D.McDougal/A.Gurr DNF J.Whincup/M.Noske DNF G.Tander/J.Bargwanna DNF S.Johnson/P.Radisich DNF A.Jones/M.Coleman DNF A.Grice/P.Doulman
Car Commodore VX Commodore VX Commodore VX Commodore VX Commodore VX Falcon AU Falcon AU Falcon AU Falcon AU Commodore VX Commodore VX Falcon AU Commodore VX Falcon AU Commodore VX Falcon AU Falcon AU Falcon AU Falcon AU Commodore VT Falcon AU Commodore VX Commodore VX Falcon AU Commodore VX Falcon AU Commodore VX Falcon AU Falcon AU Falcon AU Falcon AU Commodore VX Commodore VX Commodore VX Commodore VX Falcon AU Falcon AU Falcon AU
Laps 161 161 161 161 161 161 161 161 160 160 160 160 159 159 159 158 158 157 157 155 154 145 136 129
11/11/13 12:48:06 PM
Pos Drivers 1 R.Kelly/G.Murphy 2 C.Lowndes/G.Seton 3 S.Ellery/L.Youlden 4 S.Richards/L.Perkins 5 J.Richards/T.Longhurst 6 M.Ambrose/R.Ingall 7 P.Radisich/R.Rydell 8 M.Skaife/T.Kelly 9 A.Jones/J.Cleland 10 B.Jones/J.Bowe 11 N.Minassian/J.Magnussen 12 M.Wilson/D.Brabham 13 S.Johnson/W.Luff 14 P.Dumbrell/T.Mezera 15 J.Miller/R.Searle 16 D.Thexton/S.Voight 17 C.Baird/M.Porter 18 G.Johnson/K.Wade 19 G.Tander/J.Whincup 20 C.McConville/T.Leahey 21 S.Owen/P.Scifleet 22 S.Wills/J.Richards 23 G.Elliott/M.Rose DNF G.Ritter/M.Marshall DNF D.Canto/M.White DNF M.Larkham/J.Bargwanna DNF D.Besnard/O.Kelly DNF J.Fernandez/D.Russell DNF A.Tratt/P.Stokell DNF M.Winterbottom/M.Noske DNF D.Brede/T.Ricciardello DNF D.Hossack/A.Macrow DNF N.Bates/R.Bates DNF J.Bright/P.Weel DNF N.Pretty DNF A.Priaulx/C.McLean DNF R.Jones DNF P.Morris DNF A. Gurr
BATHURST03_p152-167_RESULTS.indd 165
Car Commodore VY Falcon BA Falcon BA Commodore VY Commodore VY Falcon BA Falcon BA Commodore VY Falcon BA Falcon BA Commodore VY Falcon BA Falcon BA Commodore VX Falcon AU Falcon AU Commodore VX Falcon BA Commodore VY Commodore VX Commodore VY Commodore VY Falcon AU Commodore VX Falcon BA Falcon AU Falcon BA Falcon AU Falcon BA Falcon BA Commodore VX Falcon BA Falcon AU Commodore VX Commodore VX Commodore VX Commodore VX Commodore VY Commodore VX
2004 BOB JANE T-MARTS 1000 Laps 161 161 161 161 161 161 161 161 160 159 158 158 156 155 155 153 149 148 146 144 141 139 126
Pos Drivers 1 R.Kelly/G.Murphy 2 G.Seton/C.Lowndes 3 J.Bowe/B.Jones 4 M.Ambrose/G.Ritter 5 J.Bargwanna/M.Winterbottom 6 R.Ingall/C.McLean 7 S.Johnson/W.Luff 8 T.Leahey/S.Owen 9 J.Whincup/A.Davison 10 N.Pretty/A.Simonsen 11 M.Larkham/M.Halliday 12 J.Bright/P.Weel 13 S.Wills/P.Stokell 14 M.Skaife/T.Kelly 15 N.McFadyen/A.Yoong 16 S.Ellery/L.Youlden 17 O.Kelly/D.Brabham 18 A.Tratt/T.Mezera 19 C.D’Agostin/K.Wimmer 20 J.Richards/F.Coulthard 21 S.Richards/J.Richards DNF Y.Muller/D.Canto DNF C.McConville/G.Tander DNF P.Dumbrell/T.Longhurst DNF C.Baird/M.Porter DNF P.Radisich/M.Wilson DNF D.Besnard/J.McIntyre DNF M.Noske/L.Holdsworth DNF P.Morris/A.Gurr DNF D.Brede/W.Davison DNF A.Menu/A.Macrow DNF A.Jones/J.Cleland DNF J.Plato/P.Brock DNF G.Walden
Car Commodore VY Falcon BA Falcon BA Falcon BA Falcon BA Falcon BA Falcon BA Commodore VY Commodore VX Commodore VY Falcon BA Commodore VY Commodore VY Commodore VY Falcon BA Falcon BA Falcon BA Commodore VY Commodore VX Commodore VY Commodore VY Falcon BA Commodore VY Commodore VY Commodore VY Falcon BA Falcon BA Commodore VY Commodore VY Commodore VY Falcon BA Falcon BA Commodore VY Falcon AU
2005 SUPERCHEAP AUTO BATHURST 1000 Laps 161 161 161 161 161 161 161 160 160 160 160 159 159 159 159 158 157 157 157 152 148
Pos Drivers 1 T.Kelly/M.Skaife 2 J.Richards/J.Whincup 3 S.Ellery/A.Macrow 4 C.McConville/A.Jones 5 R.Ingall/L.Youlden 6 O.Kelly/N.Pretty 7 D.Brede/J.Cleland 8 C.Baird/D.Besnard 9 D.Canto/G.Seton 10 J.Faulkner/A.Gurr 11 M.Porter/K.Scott 12 A.Menu/M.Halliday 13 M.Marshall/A.Tagliani 14 D.Brabham/J.Bright 15 C.Lowndes/Y.Muller 16 R.Kelly/G.Tander 17 J.Fernandez/D.White 18 C.McLean/G.Ritter 19 W.Davison/S.Johnson 20 A.Davison/A.Simonsen 21 J.Bowe/B.Jones DNF G.Murphy/P.Weel DNF M.Ambrose/W.Luff DNF S.Owen/M.White DNF L.Holdsworth/P.Scifleet DNF M.Coleman/C.D’Agostin DNF J.Bargwanna/M.Winterbottom DNF F.Coulthard/T.D’Alberto DNF A.Tratt/T.Evangelou DNF M. Noske DNF T.Longhurst/M.Wilson DNF S.Richards/P.Dumbrell DNF P. Morris DNF J. Courtney
Car Commodore VZ Commodore VZ Falcon BA Commodore VZ Falcon BA Commodore VZ Falcon BA Falcon BA Falcon BA Commodore VZ Commodore VZ Falcon BA Falcon BA Falcon BA Falcon BA Commodore VZ Falcon BA Falcon BA Falcon BA Commodore VZ Falcon BA Commodore VZ Falcon BA Falcon BA Commodore VZ Commodore VY Falcon BA Commodore VZ Commodore VY Commodore VZ Commodore VZ Commodore VY Commodore VZ Commodore VZ
Laps 161 161 161 161 161 161 159 158 158 158 158 157 155 152 151 149 148 138 133 129 125
Bathurst Results
2003 BOB JANE T-MARTS 1000
2006 SUPERCHEAP AUTO BATHURST 1000 Pos Drivers 1 C.Lowndes/J.Whincup 2 R.Kelly/T.Kelly 3 J.Courtney/G.Seton 4 R.Ingall/L.Youlden 5 P.Dumbrell/S.Richards 6 S.Ellery/P.Morris 7 T.Longhurst/S.Owen 8 N.Pretty/P.Weel 9 A.Davison/G.Denyer 10 C.Baird/J.Bargwanna 11 J.Bowe/B.Jones 12 R.Lyons/A.Simonsen 13 G.Ritter/C.McLean 14 D.Besnard/M.Wilson 15 O.Kelly/M.Noske 16 J.Fernandez/T.Ricciardello 17 D.Canto/L.Holdsworth DNF A.Jones/J.Richards DNF C.McConville/G.Murphy DNF W.Luff/A.Macrow DNF T.D’Alberto/A.Tratt DNF M.Marshall/J.Webb DNF F.Coulthard/P.Radisich DNF D.Brede/M.Caruso DNF M.Halliday/D.Brabham DNF J.Bright/M.Winterbottom DNF W.Davison/S.Johnson DNF R.Briscoe/Jim Richards DNF A.Gurr/K.Scott DNF J.Perkins/S.Price DNF M.Skaife/G.Tander
Car Falcon BA Commodore VZ Falcon BA Falcon BA Commodore VZ Commodore VZ Commodore VZ Commodore VZ Falcon BA Falcon BA Falcon BA Falcon BA Commodore VZ Falcon BA Commodore VZ Falcon BA Commodore VZ Commodore VZ Commodore VZ Falcon BA Commodore VZ Falcon BA Commodore VZ Falcon BA Falcon BA Falcon BA Falcon BA Commodore VZ Commodore VZ Commodore VZ Commodore VZ
Laps 161 161 161 161 161 161 161 161 161 161 161 161 160 160 159 159 129
11/11/13 12:48:07 PM
Bathurst Results
2007 SUPERCHEAP AUTO BATHURST 1000
2008 SUPERCHEAP AUTO BATHURST 1000
2009 SUPERCHEAP AUTO BATHURST 1000
Pos Drivers 1 C.Lowndes/J.Whincup 2 D.Besnard/J.Courtney 3 W.Davison/S.Johnson 4 G.Murphy/J.Richards 5 R.Lyons/A.Simonsen 6 S.Owen/T.D’Alberto 7 J. Bargwanna/M.Wilson 8 A.Davison/A.Thompson 9 C.McLean/G.Ritter 10 S.Richards/M.Winterbottom 11 N.Pretty/G.Seton 12 P.Dumbrell/P.Weel 13 M.Halliday/O.Kelly 14 J.Bowe/J.Webb 15 M.Caruso/G.Denyer DNF F.Coulthard/C.Pither DNF R.Ingall/L.Youlden DNF J.Bright/A.Macrow DNF T.Kelly/M.Skaife DNF S.Gisbergen/J.McIntyre DNF S.Ellery/P.Morris DNF M.Noske/J.Verdnik DNF C.Baird/P.Radisich DNF R.Kelly/G.Tander DNF A.Gurr/W.Luff DNF D.Canto/L.Holdsworth DNF J.Perkins/S.Price DNF M.Marshall/K.Scott DNF A.Jones/S.Wills DNF C.McConville/D.Reynolds
Pos Drivers
Car
Laps
1
C.Lowndes/J.Whincup
Falcon BF
161
2
G.Murphy/J.Richards
Commodore VE
161
3
D.Besnard/J.Courtney
Falcon BF
161
4
S.Richards/M.Winterbottom
Falcon BF
161
5
B.Jones/M.Wilson
Commodore VE
161
6
W.Davison/S.Johnson
Falcon BF
161
7
D.Canto/L.Youlden
Falcon BF
161
8
J.Perkins/N.Pretty
Commodore VE
161
9
J.Bright/A.Macrow
Falcon BF
161
10 F.Coulthard/A.Davison
Falcon BF
161
11 W.Luff/S.Owen
Falcon BF
161
12 M.Skaife/G.Tander
Commodore VE
160
13 M.Noske/D.Wood
Commodore VE
160
14 M.Halliday/M.Marshall
Falcon BF
160
15 F.Giovanardi/M.Hynes
Falcon BF
159
16 S.Ellery/G.Ritter
Commodore VE
157
17 T.Kelly/S.Price
Commodore VE
157
18 R.Ingall/P.Morris
Commodore VE
156
19 M.Patrizi/K.Reindler
Falcon BF
156
Pos Drivers 1 W.Davison/G.Tander 2 C.McConville/J.Richards 3 M.Caruso/L.Holdsworth 4 G.Murphy/M.Skaife 5 C.Lowndes/J.Whincup 6 J.Bargwanna/M.Noske 7 P.Morris/T.Slade 8 R.Kelly/T.Kelly 9 D.Besnard/G.Ritter 10 T.D’Alberto/A.Thompson 11 J.Bright/K.Reindler 12 A.Priaulx/D.Reynolds 13 A.Davison/S.Van Gisbergen 14 J.Perkins/D.Wood 15 R.Ingall/O.Kelly 16 S.Owen/S.Price 17 M.McNally/T.Ricciardello 18 L.Tander/D.Wall 19 D.Gaunt/J.McIntyre 20 B.Collins/N.Pretty 21 C.Baird/P.Dumbrell 22 D.Assaillit/B.Lowe 23 A.Jones/B.Jones 24 J.Courtney/S.Johnson DNF A.Simonsen/J.Thompson DNF D.Canto/L.Youlden DNF F.Coulthard/M.Patrizi DNF W.Luff/J.Webb DNF T.Douglas/S.Walter DNF T.Bayliss/D.Fiore DNF S.Richards/M.Winterbottom DNF A.Fisher/D.Sieders
BATHURST03_p152-167_RESULTS.indd 166
Car Falcon BF Falcon BF Falcon BF Commodore VE Falcon BF Commodore VZ Falcon BF Falcon BF Commodore VE Falcon BF Commodore VE Commodore VE Falcon BF Falcon BF Falcon BF Commodore VZ Falcon BF Falcon BF Commodore VE Falcon BF Commodore VE Commodore VE Commodore VE Commodore VE Falcon BF Commodore VE Commodore VE Commodore VE Falcon BF Commodore VE
Laps 161 161 161 161 161 161 161 161 161 161 161 161 161 160 159
20 P.Dumbrell/R.Kelly
Commodore VE
127
DNF J.Bargwanna/T.D’Alberto
Commodore VE
159
DNF C.Baird/G.Seton
Commodore VE
146
DNF M.Neal/B.Said
Commodore VE
140
DNF M.Caruso/L.Holdsworth
Commodore VE
139
DNF S.van Gisbergen/J.Webb
Falcon BF
91
DNF A.Jones/C.McConville
Commodore VE
40
DNF Kayne Scott
Falcon BF
Car Commodore VE Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Commodore VE Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Falcon FG Commodore VE Commodore VE Commodore VE Commodore VE Falcon BF Falcon FG Commodore VE Commodore VE Falcon BF Commodore VE Falcon FG Falcon FG Falcon FG Falcon FG Falcon FG Commodore VE Commodore VE Falcon FG Falcon BF
Laps 161 161 161 161 161 161 161 161 161 161 161 161 161 160 160 160 160 160 160 156 153 151 145 131 152 139 120 84 84 59 49 22
0
11/11/13 12:48:10 PM
2011 SUPERCHEAP AUTO BATHURST 1000
2012 SUPERCHEAP AUTO BATHURST 1000
Pos Drivers 1 C.Lowndes/M.Skaife 2 J.Whincup/S.Owen 3 G.Tander/C.McConville 4 J.Bright/M.Halliday 5 J.Courtney/W.Luff 6 G.Murphy/A.Simonsen 7 L.Holdsworth/D.Besnard 8 R.Ingall/P.Morris 9 M.Winterbottom/L.Youlden 10 M.Caruso/G.Ritter 11 S.Richards/J.Moffat 12 S.Johnson/M.Marshall 13 A.Davison/D.Brabham 14 P.Dumbrell/D.Canto 15 K.Reindler/D.Wall 16 R.Kelly/O.Kelly 17 M.Noske/N.Pretty 18 T.Slade/J.Perkins 19 J.Webb/David Russell 20 T.Kelly/D.Wood 21 S.Van Gisbergen/J.McIntyre 22 T.Ricciardello/T.Douglas 23 J.Richards/A.Jones 24 G.Emery/M.Zukanovic 25 A.Thompson/R.Briscoe 26 D.Assaillit/A.Pedersen DNF W.Davison/D.Reynolds DNF J.Bargwanna/G.Seton DNF D.Fiore/M.Patrizi DNF T.D’Alberto/S.Price DNF Fabian Coulthard
Pos Drivers 1 G.Tander/N.Percat 2 C.Lowndes/M.Skaife 3 G.Murphy/A.Simonsen 4 M.Winterbottom/S.Richards 5 J.Bright/A.Jones 6 S.Van Gisbergen/J.McIntyre 7 J. Bargwanna/M.Wilson 8 J.Courtney/C.McConville 9 T.D’Alberto/D.Wood 10 M.Caruso/M.Marshall 11 S.Owen/P.Morris 12 T.Slade/D.Gaunt 13 J.Webb/R.Lyons 14 K.Reindler/D.Wall 15 W.Luff/N.Pretty 16 A.Davison/D.Brabham 17 L.Holdsworth/G.Ritter 18 W.Davison/L.Youlden 19 D.Reynolds/T.Blanchard 20 D.Fiore/M.Patrizi 21 J.Whincup/A.Thompson 22 R.Kelly/O.Kelly 23 J.Bargwanna/S.Price 24 T.Kelly/David Russell 25 J.Moffat/M.Halliday DNF P.Dumbrell/D.Canto DNF S.Johnson/D.Besnard DNF G.Denyer/C.Waters DNF F.Coulthard/C.Baird
Pos Drivers 1 Whincup/Dumbrell 2 Reynolds/Canto 3 Lowndes/Luff 4 Courtney/McConville 5 Caruso/Ritter 6 Webb/McLaughlin 7 Slade/Thompson 8 Holdsworth/Baird 9 Ingall/Klein 10 Moffat/A Davison 11 Winterbottom/Richards 12 van Gisbergen/Youlden 13 Murphy/O Kelly 14 Wall/Pither 15 R Kelly/Russell 16 Premat/Perkins 17 Johnson/Simonsen 18 T Kelly/Blanchard 19 Reindler/Gaunt 20 Waters/Dixon 21 Bright/Jones 22 Fiore/Halliday 23 Coulthard/Besnard 24 W Davison/McIntyre 25 Tander/Percat DNF D’Alberto/Wood DNF Douglas/Pye DNF Owen/Morris DNF Patrizi/Reid
BATHURST03_p152-167_RESULTS.indd 167
Car Commodore VE Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Falcon FG Falcon FG Falcon FG Falcon FG Commodore VE Commodore VE Commodore VE Falcon FG Falcon FG Commodore VE Falcon FG Commodore VE Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Commodore VE Falcon FG Commodore VE Commodore VE
Laps 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 160 158 158 157 156 154 153 152 132 56 38 0
Car Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Falcon FG Commodore VE Commodore VE Falcon FG Commodore VE Commodore VE Falcon FG Falcon FG Commodore VE Commodore VE Falcon FG Commodore VE Falcon FG Commodore VE Falcon FG Commodore VE Commodore VE Commodore VE Commodore VE Falcon FG Falcon FG Falcon FG Commodore VE Commodore VE
Laps 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 160 160 159 158 154 146 144 112 95 13
Car Commodore VE Falcon FG Commodore VE Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Commodore VE Falcon FG Falcon FG Falcon FG Commodore VE Commodore VE Commodore VE Commodore VE Falcon BF Commodore VE Commodore VE Commodore VE Commodore VE Falcon FG Commodore VE Falcon FG Commodore VE Falcon FG Commodore VE Falcon FG Commodore VE
Laps 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 161 158 153 147 147 143 139 122 97 53 19
Bathurst Results
2010 SUPERCHEAP AUTO BATHURST 1000
11/11/13 12:48:12 PM
THE DIPPER
2012
Triple Eight’s Jamie Whincup going through the Dipper on his way to victory at the 2012 Supercheap Auto Bathurst 1000. Outside back cover: The Peter Brock Trophy held aloft by former rival Dick Johnson and former teammate Jim Richards in 2006.
BATHURST03_p168-171_Dipper.indd 168
11/11/13 12:49:59 PM
BATHURST03_p168-171_Dipper.indd 169
11/11/13 12:50:02 PM
MAGAZInE pREsEnTs
BATHURST ThIRd EdITIon
AUSTRALIA $49.95 inc.gst
19mm spine
MAGAZInE pREsEnTs