2021-07-01 Australian Muscle Car

Issue 124

AU $10.99 NZ $11.99

24
9 771446 564005

“NO ONE KNOWS YOUR

Shannons Home and Comprehensive Car and Bike insurance is for motoring enthusiasts just like you,
with features like:
n Choice of repairer n Agreed value n Multi-Vehicle & Multi-Policy discounts n Laid up cover
n One excess free windscreen claim per year n Total loss salvage options
n Home & Contents Insurance including $10,000 enthusiast items cover for your collectables & tools
Call Shannons on 13 46 46 for a quote on your special car, daily drive, bike or your home,
and speak with a genuine enthusiast.

Join the Shannons Club today! Get connected and
share your passion - shannons.com.au/club

INSURANCE FOR MOTORING ENTHUSIASTS |

Shannons Pty Limited ABN 91 099 692 636 is an authorised representative of AAI Limited ABN 48 005 297 807, the product issuer. Some benefits only apply to comprehensive vehicle cover. Shannons has not taken account of
your objectives, financial situation or needs. Read the Product Disclosure Statement before buying this insurance. Contact us for a copy. Terms, conditions, limits and exclusions apply.

PASSION LIKE SHANNONS.”

n Limited Use & Club Plate cover
n Towing & storage costs as a result of loss or damage
n Pay by the month premiums at no extra cost

CALL 13 46 46 FOR A QUOTE | SHANNONS.COM.AU

The type of cover must be specified on your certificate of insurance. If you do not use your vehicle in accordance with the vehicle usage shown on your policy certificate you may not be covered in the event of a claim. Discounts do not apply to
the optional Shannons Roadside Assist or CTP.

44

Contents

20 The last Brock Holdens 57

The never-before-told story of the nal ve Peter Brock-modi ed Holden road cars - and the

‘Brock Enhanced’ programme which Holden ordered Brock to shut down

34 Shelby Falcon

The XC Cobra was not the rst Aussie Falcon to wear the iconic Shelby Cobra badge. But while

these XY Falcons were dealer optioned cars, unlike the XC Cobra they had real Shelby sting

44 Vale Leffo

Remembering the life and racing career of John Leffler

57 Barry Sharp

This colourful knockabout Sydney race ace was Sharp by name as well as performance, even if

the V8-powered Sports Sedans he raced tended to be more like blunt instruments

68 Strip Teaser

Away from the road racing circuits Barry Sharp had a whole separate career in drag racing -

sometimes in secret, so the road racing chiefs would ban him for his extracurricular activities

74 HSRCA Sydney Classic

Pics from the HSRCA Queen’s Birthday long weekend meeting at Sydney Motorsport Park

80 New age F5000

It’s Formula 5000 but not as we knew it - it’s S5000, an F5000-style openwheeler category for

the 21st century, powered by a thundering 5.2-litre race-tuned Mustang V8 engine

98 Back in the day

The 1978 Australian Manufacturers’ Championship - when the Torana A9Xs were toppled not
by Falcon XC Cobra Hardtops but by four-cylinder Ford Escorts

Regulars

008 News 054 Retrovision
012 Muscle Maniac 078 Slot Addiction
016 Muscle Mail 094 Mini Muscle
018 Paul Newby 102 Punter Pics

4

20 34
80

68
94

5

or’s Induction Issue 124 – 2021

eve EDITOR
rmoyle Steve Normoyle
Email: [email protected]
E njoy life! That was one of Peter Brock’s saw Brock commit an act of corporate suicide by
signature phrases – and those two words refusing to accept Holden’s demands that he not t GRAPHIC DESIGN AND PRODUCTION
pretty much did sum up the way he lived his ‘Energy Polarizers’ to his HDT Holdens, perhaps in Art Director - Chris Currie
own life. this case he just wasn’t able to appreciate the wider
It was certainly true of his later years. picture. Peter Brock was a great ideas man, a great CONTRIBUTORS
After his retirement from racing in 1997, Brock motivator and (obviously) a great racing driver, but Dave Cook, Brett Jurmann, Bruce Moxon, Paul Newby
could easily have opted for the quiet life, resting by any objective analysis he was not the world’s
on his not-inconsiderable laurels. Instead, he greatest businessman. ADVERTISING
threw himself into a whole new phase of activities, National Sales Manager
including the Brock Foundation charity and various The Polariser split was a long time ago. But
other worthy causes and mentorships. He also people have long memories. Even by the early Mat Clancy
got back into competition, at a lower level, in 2000s there was still plenty of residual ill-feeling Email: [email protected]
tarmac rallies and racing in Nations Cup. Brock’s within Holden towards Brock– just as equally there
1976-‘77 privateer Torana operation, Team Brock, were plenty of Brock admirers at Holden. Chairman
was reprised, and was run out of the Brock farm Ray Berghouse - 0427 416 868
out the back of Hurstbridge. In a way it was like As for those at HSV, they wouldn’t have been Email: [email protected]
returning to his roots. thrilled at the idea of Peter Brock returning to
the high-performance Holden road car scene. It SUBSCRIPTIONS www.mymagazines.com.au
It was during this time that Brock also got the would be wrong to say that in 2005 the future for See page 65 for subscription information
idea of getting back into the modi ed Holden road HSV looked uncertain, but at the time it was an 1300 361 146 or +61 2 9901 6111
car business. organisation that was probably looking over its Locked Bag 3355, St Leonards NSW 1590
shoulder – remember that HSV back then was
According to some of those close to him at devoid of Walkinshaw ownership (temporarily, as Chevron Publishing Group
the time, Brock was unimpressed by what HSV it turned out) after the collapse of the Walkinshaw a division of nextmedia Pty Ltd.
was offering and felt he could produce something group of companies few years earlier. Level 8, 205 Pacific Highway,
better and for less money. But not as a quasi-
manufacturer in the style of HSV (or the old Brock Still, it’s a shame Holden took a such hard-line St Leonards, NSW 2065
HDT Special Vehicles, for that matter) but rather as attitude to the Brock Enhanced programme. It would Locked Bag 5555, St Leonards, NSW 1590
an aftermarket ‘Brock’ upgrade package. have been run and done at 100 cars, and then
everyone could have moved on – and we would Ph (02) 9901 6161 Fax (02) 9901 6116
It wasn’t just about proving a point, however. With have been able to enjoy a kind of mini reprise of
a planned limited edition of 100 Brock Enhanced Brock HDT Special Vehicles nearly 20 years after GM CONSUMER PUBLISHING: Carole Jones
packs sold, the aim was to generate some much- the Brock/Holden split. ASSOCIATE PUBLISHER: Daniel Findlay
needed additional income for Team Brock.
One of the most remarkable things about this MANAGING DIRECTOR: Arek Widawski
Brock’s claim that he could offer something better story is the fact that it never got out at the time.
than HSV wasn’t merely an idle boast. The thing is, Brock Enhanced was shut down so quickly that the Australian Muscle Car is published by nextmedia Pty
he’d been driving current model Holdens – SS Utes media never got a sniff of it, and even 16 years later Ltd ACN: 128 805 970, Level 8, 205 Pacific Highway
and Monaro CV8s – in tarmac rally competition. the ve Brock Enhanced cars that ‘escaped’ remain
He had rst-hand experience of what needed to be unknown to all except a few hard-core Brock and St Leonards NSW 2065 © 2021.
done to these cars to really make them sing. Holden fans.
All rights reserved. No part of this magazine may be
All along Brock did not anticipate Holden having Had it got out at the time, in mid-2005, the story reproduced, in whole or in part, without the prior
a problem with what he was doing. He reasoned might well have been along the lines of this being
that as a limited run of 100 cars, and the fact that it case of deja vu 1987 – Holden shutting down Peter permission of the publisher. Printed in Australia by IVE
was essentially an aftermarket package to be tted Brock’s road car operation for a second time… Print. Distributed in Australia and NZ by Ovato Distribution
to pre-purchased cars rather than as a fully nished
‘new car’ offering, he wouldn’t be in con ict with his No one could have foreseen the tragedy that Services ISSN 1446-5647. The publisher will not accept
promotional arrangement with Holden, and on the would unfold the following year. However, had those responsibility or any liability for the correctness of
same basis nor would HSV get its knickers in a twist. planned 100 nal ‘Brock Enhanced’ Holdens seen
the light of day, they would have represented a information or opinions expressed in the publication. All
Perhaps that was naïve thinking. Just as it was tting nal tribute to the man’s life and work. Sadly, it material submitted is at the owner’s risk and, while every
back in 1987 when a chronic lack of judgement was not to be. care will be taken nextmedia does not accept liability for

loss or damage AMC is a tosser free zone

yy

We value the integrity of your personal information. If you provide
personal information through your participation in any competitions,

surveys or offers featured in this issue of Australian Muscle Car,
this will be used to provide the products or services that you have
requested and to improve the content of our magazines. Your details
may be provided to third parties who assist us in this purpose. In the
event of organisations providing prizes or offers to our readers, we
may pass your details on to them. From time to time, we may use the

information you provide us to inform you of other products,
services and events our company has to offer. We may also give your

information to other organisations which may use it to inform you
about their products, services and events, unless you tell us not to

do so. You are welcome to access the information that we hold
about you by getting in touch with our privacy officer, who can be
contacted at nextmedia, Locked Bag 3355, St Leonards, NSW 1590

www.musclecarmag.com.au

6

BIANTE MODEL CARS IS PROUD TO ANNOUNCE THAT WE HAVE BEEN CHOSEN AS
THE EXCLUSIVE MODEL MANUFACTURER FOR RED BULL AMPOL RACING.

FEATURED MODELS:

Holden ZB Commodore - Shane van Gisbergen Holden ZB Commodore - Jamie Whincup

Red Bull Ampol Racing - Winner, Race 1 - Repco Mt Panorama 500 Red Bull Ampol Racing - Race 1 - Repco Mt Panorama 500

1:12 Sc l – B12H21A 1:12 Sc l – B12H21B

1:18 Sc l – B18H21A 1:18 Sc l – B18H21B

1:43 Sc l – B43H21A Pro c ion q TBA 1:43 Sc l – B43H21B

ETA Q4 2021

VIEW THE FULL RANGE AND SHOP ONLINE AT

WWW.BIANTE.COM.AU

THE OFFICIAL RBAR TEAM STORE OR VISIT YOUR LOCAL DIECAST MODEL STOCKIST

BRINGING YOU AUSTRALIA’S FAVOURITE
MODEL CARS SINCE 1998

Mach 1 arrives in Ozith its different wheels, bespoke

aero enhancements, the special
grille treatment and the distinctive

W side and bonnet striping that harks
and thicker anti-roll bars, along with a stiffer rear piston rembo front callipers at the front support
subframe. All of this is mated to a MagneRide strong stopping performance.
adaptive suspension system which allows
selectable drive modes (to further stiffen it up for Andrew Birkic, President and CEO of Ford
Australia and New Zealand, said Ford was

back to the original late ‘60s Mach track use; this capability also allows for a launch excited to bring the Mach 1 to Australia following

1 Mustang, Ford’s new Mach 1 Mustang on the control application). the success enjoyed by the Bullitt and R-SPEC

road won’t easily be mistaken for its more-staid In addition to the exterior design cues, the performance variants.

Mustang GT cousin. Which is tting, because Mach 1 is further differentiated visually from the “Australian performance enthusiasts have

this is a different type of Mustang. What’s also GT by its unique 19-inch alloy wheels, two-piece embraced Mustang,” he said, “making it the

tting is that the resurrection of the Mach 1 upper grille, new lower grille and splitter, new best-selling sports car in the country, and Mach

name plate is being employed in 2021 in much side grilles and a Shelby GT500 rear diffuser, 1 is one of the most thrilling Mustangs to date.

the same manner as it was originally when Ford and bespoke single-deck rear spoiler. The “Mach 1 arrives as the most capable and

adopted the name for it higher-performance aero changes are said to result in a 22-percent track-focussed Mustang ever to be sold in

Mustang offering. increase in downforce on the standard Mustang Australia. It’s a perfect modern-day interpretation

Today the new Mach 1 lls the gap between – a nice stat but something which will only be of of the 1969 original.”

the Mustang GT and the Shelby GT350 – consequence when the car is being driven hard Mustang Mach 1 production is limited in

which in any case isn’t available in Australia. on-track. But that, of course, is what the Mach 1 Australia to 700 units, with each car individually

Essentially it’s a slightly more powerful, but far is all about. numbered with a distinctive plaque according to

sharper edged, track focussed Mustang. At the rear the Mach 1 sports a longer its chassis number. It retails at $83,365 for both

The engine has been boosted to 345kW (at undertray with dedicated ns to direct cool air to manual and auto versions, with an additional

7,500rpm), with peak torque of 556 Nm delivered the brakes. The brakes themselves have been $3000 for the Recaro Leather Sports Seats

at 4,600 rpm. This fairly modest increase is upgraded with different brake booster and six- option.

achieved via a revised open-air induction system

and 87mm throttle bodies from the Mustang

Shelby GT350 (the engine management

software has been recalibrated to suit). Also

borrowed from the Shelby GT350 is the auxiliary

engine oil-cooler.

Mach 1 buyers have the option of the regular

10-speed auto or a tricked up Tremec 3160

six-speed manual. The latter comes with a

twin-plate clutch, and incorporates rev matching

electronics for seamless high-rpm gear

changes. The technology uses the engine’s ECU

to brie y ‘blip’ the throttle on downshifts to match

revs with the speed of the selected gear. It also

allows for at changing on upshifts. To cope

with all this, the Tremec 3160 is tted with an oil

cooler. Both the auto and manual are also tted

with an additional rear axle cooler, and limited

slip diff.

The Mach 1 comes with stiffer front springs

8

Powering Australia PARUOSUTMRDALAYLDIAEN
since 1928
CB123-2981
If you want to be the best, you should never stop moving

Since 1928, we’ve been designing and building our iconic blue and yellow batteries right here in Australia.
They are built from the ground up to better suit Australia’s extreme climate and harsh conditions.
Because we know the road ahead isn’t always going to be easy.
Through thick and thin, we’ve invested heavily in our Australian manufacturing facility to support
the local economy and Aussie jobs.
Because we believe the best things are made
right here.

centurybatteries.com.au
13 22 87

MuscleSport

Sydney MasterBlast is back!
yy gg
Sydney Motorsport Park this Fathers’ Day can expect a big eld boasting some of the best return for what will be a round of their national
weekend – September 4-5 – after a Covid- old Group A and C touring cars in the country. championship. Group S is the historic category
enforced pause in 2020. for what the 1970s equivalent of GT3 racing
Likewise the National Sports Sedans today, featuring a remarkably diverse array of
The Sydney MasterBlast, featuring the competing at the Sydney MasterBlast will be cars – from a Corvette Stingray and Shelby
Australian Muscle Car Masters, celebrates our contesting a round of the Australian Sports Sedan Mustang down to an MGB, and everything in
great Australian motor racing heritage: the glory Championship, so there’ll be all to play for with between.
days of the Bathurst 500/1000 and the cars that these highly modi ed, wild and winged beasts.
took on the Mountain in the Great Race, as well Also on the bill are the more up-to-date sports
as the potential Australian motorsport stars of the At the other end of the performance cars in the Radicals, which will contest a round of
future. modi cation spectrum, the Production their national series. These lightweight sportscars
Touring Cars will contest a round of their state use Superbike technology and are faster around
Seven racing categories will feature across the championship: it’s Aussie V8 Holden and Ford SMSP than a Supercar.
two days. muscle versus turbo hot hatches, all-wheel drive
Mitsubishi Evos and Subaru Impreza WRXs, and The Superkarts aren’t quite so fast, but speeds
Heritage Touring Cars (Historic Group C & a variety of BMWs and other makes. of up to 260km/h in a tiny package that sits just
A) represents a direct link to our Bathurst and inches off the ground makes for probably the
touring car history as these were the actual
machines that competed during the Group C ng ride in all of motorsport. And they’ll
(1973-’84) and international Group A (1985-‘ ing for national championship points,
The Sydney MasterBlast will host a round of n’t be holding back.

10

Powercruise and Tuned on Saturday night

On the Saturday night after the day’s racing There will be drifting, drag racing and cruising
action, Powercruise and Tuned take on track all Saturday night, as a band pumps
over with live music, food and high octane as out tunes on the rooftop of SMSP’s main
Tuned hosts one of its fabulous Show’n’Shine pit building, and Tuned displays their best
street meets on the Figure 8 circuit, while show’n’shine cars on the Skidpan and under
Powercruise brings its best cruisers, drifters the Grandstand.
and drags to the track and main straight.
Cruising will kick off at approximately
Get ready for the Powercruise Top 150: 5:30pm, followed by Powerskids, Dream Team
hand-picked metal and mind-blowing drift demos, more cruising, then Street Outlaw
machinery on the main straight and on display. Racing to nish the night at about 1030pm.

Ticket includes on-site parking, paddock and Grandstand access, plus children 16 AND
UNDER are free with a ticketed adult (18+)!
Stay all day and night Saturday for $25 on line ($30 at the gate), or book on line to come in
from 2pm for $20 ($25 at the gate). Sunday is $25, or come for the whole weekend for just $40.

Save time and money at the gate by pre-purchasing your SYDNEY MASTERBLAST tickets
online now! Go to www.sydneymasterblast.com and follow the links.

11

Mani A beautiful

Motorsport the winner Some of Dr Michael Henderson’s research
in Queen’s birthday honours into motor racing safety standards
In what must be a record, this year’s Queen’s appeared in the pages of Racing Car
Birthday Australian Honours has seen no Papadopoulos News in the late 1960s and early ‘70s. The
less than six motorsport related awardees was a long-time September 1970 issue carried a story on the
(seven if we were to include Mark Beretta, president of CAMS topic of noise levels at race meetings.
although his Medal of the Order of Australia (now Motorsport
Australia) and Noting that he could nd no authoritative
writing anywhere in the world on the subject
(OAM) was not for service to motorsport more recently was of noise levels of racing cars, Henderson
took a team of scientists to Warwick Farm to
television commentary but rather ‘service to the one of the driving conduct their own noise level measurements
at a national-level race meeting (the fth
community through charitable organisations,’ forces behind the round of the 1970 Australian Touring Car
Championship).
such as the Tour de Cure charity cycling event. failed introduction
It was a timely study, because even though
New Members of the Order of Australia of Formula 4 to government-imposed noise restrictions
wouldn’t be an issue for Australian motorsport
(AM) Larry Perkins (right) and John Bowe (top) Australia. until the early 1990s, it was around 1970 when
governments rst began to acknowledge noise
need no introduction, and nor does former Dr Michael as a legitimate environmental problem rather
than a mere nuisance.
Supercars Australia chairman Tony Cochrane, Henderson likewise
The 98dB noise limit imposed on motorsport
even if these days he is far removed from motor isn’t a name that in the early ‘90s caused a lot of angst at
the time (and is still a daily headache for
racing in his current position as chairman of might be instantly familiar some tracks), but the sport has successfully
managed to live with the restrictions in the 40
the Gold Coast Suns AFL club (in any case, to many. But Henderson, who was named an years since then.

Cochrane’s AM wasn’t awarded solely for his Officer of the Order of Australia (AO), is one Of course, everyone over a certain age
remembers a time when the cars sounded
role in transforming the Australian touring car of those quiet behind-the-scenes achievers louder (better?) than they do now. And
Henderson’s 1970 Warwick Farm ndings show
racing into the professional business it is today who’s played a vital role in the development of us exactly how much louder they were back in
the day.
but, and in recognition of his earlier work as a motorsport. He was one of the world’s earliest
The loudest car at Warwick Farm that
weekend was John Harvey’s Brabham Repco
2.5-litre V8. It tipped Henderson’s Bruel and
Kjaer Type 2203 sound meter at 119.5dB.
Only slightly less loud was Ian Geoghegan’s
Mustang at 119dB. Allan Moffat’s Mustang
registered 117dB, with Norm Beechey’s
Monaro GTS 350 and the Brian Foley and
Jim McKeown Porsches just a few dB quieter.
The rowdiest Sports Sedan on the day was
the Ford V8-powered Jaguar of Barry Sharp
(our featured Muscle Man this issue) at 115dB,
while Fred Gibson’s Falcon XW GT-HO made
the biggest noise in the Series Production eld

concert promoter, for ‘signi cant service to sports campaigners for safety in the sport, and in 1968

administration, and to entertainment production’). released a seminal book on the topic, Safety in

The remaining three motorsport-related Motor Racing. The following year he was part

awardees are less widely known. Trent of the Pininfarina team which developed the

Smyth, whose AM is for ‘signi cant service to Sigma Grand Prix experimental car (pictured

international relations, to motorsport, and to below, with Henderson), an exercise in trying

business,’ has been a director at the Australian to design a ‘safe’ racing car. As quaint as that

Grand Prix sounds, it was probably the rst time ever that

orporation since a racing car had been designed speci cally

016, while Andrew with driver safety in mind, remembering that

in the late ‘60s roll bars and seat belts

n openwheelers were

nly just being mandated

Henderson was a strong

dvocate of seat belts).

These days he is retired,

but at 84 Henderson still

enjoys driving his Mawer

Clubman sportscar in

istoric racing.

12

noise? Auction
at 112dB. Interestingly, the
loudest Series Prod Monaro update
GTS 350 was Bob Morris’
car at ‘only’ 104dB. Also SOLD
interestingly, the Minis in
the ATCC race were all up Who? 2021 Shannons Winter
around 110dB. Timed Online Auction
What? 1970 Holden Torana GTR XU-1
The only cars on the When? Tuesday 15 June
day that would have met How much? $140,000
the current 98dB limit were
Doug Chivas’ Valiant Pacer SOLD
(98dB) and some of the
Formula Fords (the loudest Who? 2021 Shannons Winter
Formula Ford tipped the Timed Online Auction
meter at 108dB): And the What? 1966 Ford Mustang 289 (RHD)
humble Formula Vees, of When? Tuesday 15 June
course – although even How much? $44,000
some of them would have
struggled, because while SOLD
the majority were down
between 85-90dB, those Who? 2021 Shannons Winter
with megaphone exhausts
were hitting 98dB. Timed Online Auction
What? 1970 Holden HT Monaro 253 V8
In the RCN piece, When? Tuesday 15 June
Henderson noted that they’d How much? $85,000
done the research purely
for interest’s sake, plus ‘a
feeling that those involved
full time in motor racing
should take a good deal
more care with their ears.’

To put things into
perspective, he noted
that in industrial settings
ear protection was
recommended at 120dB if
the exposure is more than
10 seconds per day, or at
over 100dB for more than 10
minutes per day.

“If a race mechanic
or driver’s job was in a
factory,” Henderson wrote,
“especially in the aviation
industry, his hearing would
be the subject of special
conservation measures.”

New Supercars book
The Supercars category nds itself at a CAMS (Motorsport Australia) decided to
crossroads at the moment and facing an change the rules. Along the journey, and with SOLD
uncertain future, but whatever happens from help from the likes of Tony Cochrane steering
here there can be no denying that since its the way forward, the category’s success Who? 2021 Shannons Winter
inception in the early ‘90s it’s been a great enabled the teams to evolve from the old
Australian sporting success story. owner/driver setups into proper professional Timed Online Auction
race teams. What? 1978 Holden HZ GTS
It’s been going strong for more than a When? Tuesday 15 June
quarter of a century, with the 5.0-litre V8- Supercars – the Holden vs Ford Era, a new How much? $80,500
based Holden-vs-Ford formula bringing a book from Rockpool Publishing, covers the
stability to the technical rule framework that Supercars era from its 1993 origins up till the
relieved the teams of routinely having to Covid-affected 2020 season. It’s $38.99 at
spend up big on new equipment whenever most book sellers and goes on sale on July 7.

13

Janson ‘Le Mans’ A9X for sale
If things had gone to plan it would have been the only
Holden ever to race in the Le Mans 24 Hour. Instead, it Forbes himself, plus Peter Brock and Kevin Bartlett. There was
became a Group C touring car and, in the hands of Peter support from Garry and Warren Smith Holden in Melbourne,
AC Spark Plugs and Dulux (which painted the two shells in a

Janson and Larry Perkins, was best of the rest behind the special Acran two-pack Grecian White acrylic enamel with two

Peter Brock/Jim Richards six-lap rout in the 1979 Bathurst 500mm green and gold stripes – as a measure of Holden’s
1000 (after having nished third in the Sandown 400 a few cooperation with Forbes’ bold Le Mans bid, the shells were

weeks earlier). taken off the production line especially so Dulux could paint

This singularly unique A9X (in Janson’s hands it was also them, before returning them to the line for nal detail work),
one of the only two ‘Torana SS’ hatchbacks to race during but ultimately there wasn’t enough backing to make the project

the 1980 touring car season, the year the Commodore model viable. Forbes reluctantly pulled the pin on his Le Mans dream.

made its racing debut) is currently One of the two shells – this car – would go on to become
ailable for purchase at Australian Peter Janson’s ’79 enduro A9X.
uscle Car Sales.
The car is being sold complete with CAMS log books, and

This A9X was one of two GMP&A is still tted with the ‘79 Ian Tate engine as raced at Bathurst

orana race shells Bob Forbes complete with its PJ stamped cylinder heads and twin IDF
cquired for his ambitious ’78 Le Webers.

ans project. The plan was to The Group C rule changes for 1980 meant the car’s touring

evelop a twin-turbo version of the car racing history was brief. After it left Janson’s hands it was
Holden 5.0-litre V8 (in conjunction used in hillclimb competition before lying idle in storage for

with Australian turbo manufacturer many years. In 2003-’04 it was restored by West Australian

Normalair Garrett), with as much as Torana enthusiast Paul Kramer to Janson ’79 specs.
00kW at full boost. The car is available for private inspection in Perth, and
The drivers were to have been
Australian Muscle Sales is inviting offers over $850,000.

A9X road car tops 800k Records continue to be set for auction
sales in the classic muscle car market
– although this latest price topper is no
real surprise given how extraordinarily
unique this particular Torana A9X is.
According to Lloyd’s Auctions, it’s not only
a rare surviving road-going version of the
limited run of 33 specially race-prepared
A9X shells (the so-called GMP&A shells
ones that were meant to be turned into
Group C touring cars), it also said to have
clocked a mere 475km.

It went under the hammer online at
Lloyds on June 26, and was sold for more

than $800,000 after a 15-minute contest
between an online bidder and a phone
bidder.

“We are not surprised at this result
because this is the holy grail of Holden
motor collector cars in the country and
since the closure of Holden they have
only become all the more popular,” said
Lloyds’ Lee Hames.
The last Holden Torana A9X GMP&A model
sold by Lloyds went for $500,000 in 2018.

14

BUILD IT BeFst ORf ThEe ShEed 2WITH

BETTE

WITH HARE & FORBES

RSP-500 MCW-40H - Mechanics Creeper EP-180 - 180º Straight EDBD-13 PURCHASE! USE UNIQUE CODE
Pneumatic Roller Seat Edge/Seaming Plier Drill Sharpener
• 1020 x 440 x 110mm av•dav1*liCed•xrotcwOibnsuoidfestfhoidtetokirotimhtonpeeensemsrl:ry.es
• 380-500 seat height • Fabricated steel frame • 180º flat edge • 3-13mm or 1/8"-1/2"
• Ø300mm padded seat • 3 position headrest • 57mm wide jaw • CBN grinding wheel
• 360º swivel wheels • 136kg weight capacity • 60mm depth • Split point
• Moulded tool tray • 6 swivel wheels • 275mm overall • 80W, 240V

length motor

Order Code: A360 Order Code: A005 HETIALDTIRNEGST Order Code: S203 Order Code: D070 24$ VALUE
.95
$55 $66 $60.50 $99 L3459

Metric Precision HSS RST-300 LTH-350 ESS-450
Drill Set Platform Trolley Hydraulic Lifter Trolley Engine Stand

• 25 piece set • 300kg load capacity • 350kg load capacity • 450kg load capacity
• Precision ground flutes • 910 x 610mm platform • 910 x 500mm table • Steel frame construction
• HSS M2 bright finish • 2 fixed & 2 swivel wheels • 350-1300mm table height • 4 caster wheels
• Range: 1~13mm • 127mm rubber wheels
• 0.5mm increments SWW2 IIFVTIEHXLEBWDRHA&KE2EELSS
Order Code: T670 FFOORLDSSTOFRLAAGTE Order Code: A341
Order Code: D1272 Order Code: J052
$110 $99
$99 $704

IRC-7D - Industrial Series TCS-450 PROMAX 200 VIPER™ 185 - Multi-Function
Roller Cabinet Swivel Crane Auto Darken Welding Helmet Inverter Welder-MIG-TIG-MMA
• 30 - 180 Amps
• Industrial duty ball bearing slides • 450kg load capacity • Application: Mig & Arc & Grinding
• Protective drawer liners • 360º working angle • 9 ~ 13 adjustable shade • 240V - 10amp WGIREEARDERDIVE
• Ø125mm x 50mm Industrial wheels • Safety hook & chain • 2 arc activation sensors • Lift arc Tig ignition
• Key lockable & powder coated finish • Ultra clear vision with • VRD for MMA
• 107.5Kg, 1067 x 458 x 1007mm TRUCK OR UTE
enhanced colour recognition
• Switching speed 0.00003 sec • Digital volts &
amp display

Order Code: T724 Order Code: A353 Order Code: W001 Order Code: W243

$825 $275 $99 $759

CEYLAN TJA-2A - Professional SAVE $35
Hydraulic Alloy Trolley Jack
Staff Member & Axle Stands Package Deal MGT-1TGT - Mobile Girder
Rail Gantry Package Deal
Includes:
2T Alloy Trolley Jack (J024) • 1 tonne load capacity
3T Axle Stands (A3435) • 2540-3600mm adjust. height
Pick Up Tool (M0010) • 2300mm width inside frame
• Swivel wheels with brake
• Includes mobile girder rail,

1T x 3M chain block
& 1T girder trolley

ARMSTRONG ATEDTRALIAN TESTED & R1 TONNE
Better by design TRUE WORKING CAPACI CAPACITY
USE PROMO CODE Order Code: K088 AUS
Order Code: K107 TY 2300mm
$1,100
$627 08_AMC_150721
SAVE $77 off RRP
SAVE $38.50 off RRP

COMPETITIVE Simple & Quick Online Freight Rate Check!
FREIGHT *DELIVERED
ONLINE OR INSTORE!
RATES! DTOOYOORUR!

*Remote areas may require depot collection in your town

Use Promo Code in store or online to receive these exclusive offers. Valid until 15-08-21. Specifications & Prices are subject to
change without notification. All prices include GST.

www.machineryhouse.com.au NSW (02) 9890 9111 QLD (07) 3715 2200 VIC (03) 9212 4422 WA (08) 9373 9999

1/2 Windsor Rd, Northmead 625 Boundary Rd, Coopers Plains 4 Abbotts Rd, Dandenong 11 Valentine Street Kewdale

MuscleMail

[email protected] | Locked Bag 5555, St Leonards NSW 1590

AMC BEST LETTER

INot like the old days I was a big fan of Supercars (I’m a Holden IAn SS what?
’m a very big fan of Australian Muscle Car fan) but not now. The powers-that-be have t was interesting to read your feature story
mag. I’ve had a great passion with cars destroyed the formula. It started back in 1987 on the Holden Monaro in AMC issue #122,
and motor racing since I was about 11 years when Bernie Ecclestone wanted to change particularly the marketing of the car in the
old (now I’m 74) so I have been around the the World Touring Car Championship with US as the Pontiac GTO. I undertake some
block a couple of times. a silhouette formula: same chassis, and freelance writing for an American classic car
components with the manufacturer’s engine. website, and it has provided me with a unique
My rst race meeting was at Warwick Farm Well, that kind of silhouette racing is alive and insight into its presence in that market.
were Norm Beechey’s dark blue Neptune well today in our Supercars racing. The cars
Racing Team Ford Mustang was having a run. have the same chassis, different body panels Whenever a Monaro appears in Pontiac GTO
Wow – what a sight! I also remember Catalina with the manufacturer’s engines but the same form, the feedback from readers is fascinating.
Park, where Bob Jane destroyed his white brakes, wheels and tyres. Many of them talk about how good the car is,
number 7 Shell Ford Mustang – just in front of how well it drives, and how well equipped it is.
where I was spectating! They are all the same, so it’s follow the It is that nal point that causes many diehard
leader unless you’re on pole or the front two GTO enthusiasts to turn on the car. They tend
In 1972 I was at Bathurst for their Easter rows. I tried watching the racing at Bathurst for to believe that the heritage of the GTO rests in a
meeting and that’s where I saw the best the 500 earlier this year but I turned it off both hard-edged classic that offered performance as
touring car race ever without question – even days – and I love Bathurst! its main priority, with luxury features as a minor
though for most of the race there was only two secondary consideration. The general consensus
cars up front, Allan Moffat’s Boss Mustang and These days I watch TCR and TCM and amongst these people is that the Monaro would
Ian Geoghegan in the Super Falcon. It was a the Bathurst 6-hour race – at least that is have been a greater success if it had worn
real privilege to witness such driver talent and production-based car racing. Look, I know anything other than a GTO badge. It seems,
car control – watching them made you feel from reader feedback, that GM cost themselves
nothing lasts forever, and driver considerable sales volume because they didn’t
y on top of the list, but they got it undertake adequate marketing research before
ng with what they have done with they chose the model name.
ercars. I don’t have the answers,
I believe there is too much money Sadly, it would not be the last time that GM
port today – in all sports. I believe would score an epic fail with an Australian
as very lucky to have witnessed product in the American market. The company
golden years of a great and marketed our VF Commodore SS as the
onderful sport. ‘Chevrolet SS’ between 2014 and 2017. It was a
Thank you for your time and for product that many reviewers warmly received,
tting an old dinosaur have a winge! but they noted a few failings. The rst was that
oss Pierce it was available in a single trim level. It came
mail fully loaded, and the only options offered were a
sunroof and a full-size spare tyre. Many of these
reviewers believe that had a lower-spec model
been available, the SS would have achieved
more signi cant sales than the pitiful 12,000 cars
they shifted during the production run.

However, it was the marketing of the SS that
was its ultimate undoing. Chevrolet attached the
‘SS’ badge to it, but many people asked, ‘SS
what?’ That handle had been used to signify a
sports derivative of many previous Chevrolet
products (Camaro, Nova, Chevelle and Impala,
to name a few) but hadn’t been used as a
standalone model. That made the SS something

16

of an orphan with no heritage to fall back upon. simply introduced the coupe as subject of Max came up as they had co driven
Chevrolet also spent nothing on marketing the Pontiac Monaro or Chevrolet Monaro, at Bathurst together. Brian said that Max was
SS. It relied on motoring reviews, word-of-mouth, and likewise a Chev Commodore, the a great chap and a top driver. Coming from
and a presence in NASCAR to raise awareness. two vehicles might have had a better Brian, a real gentleman, it said a lot about Max’s
It simply wasn’t enough to sustain the model, chance of presenting themselves as character and abilities.
and GM would have axed the SS even if the VF what they were, rather that what they weren t.
Commodore had remained in production. Because what they were was something pretty I was terribly saddened to read the news
damned good.And the Pontiac GTO fans were about Max’s death at Calder at such a young
So, our great hopes in the American market right – it didn’t matter how good the Monaro was age in a freak accident. Those F5000 years
were not the success they had the right to be, because, whatever it was, there was no hiding were great times in the main, apart from a
but it wasn’t the product’s fault. The failure rests from the fact that it wasn’t really a GTO. few horrendous crashes, and were hugely
at the feet of GM Head Office, and you have to entertaining for the crowds who loved the
wonder whether our local industry would have Memories of Max melodic Chevy V8 noise.
lived a little longer if these cars had achieved a
decent market penetration in the US. Loved the Max Stewart stories from a I was hugely interested to read the Muscle
few issues ago. I met Max as an 18 year Mail from David Earle in the last issue about his
Keep the great magazine coming because I old at the 1973 Lady Wigram Trophy Race, experiences with Max. It must have been a great
eagerly await every edition. Christchurch meeting. He was running his Lola time for David up until March 19, 1977.
Adam Clarke T330, but had engine problems in the race. Peter Russell
Email We had a conversation and then he kindly Melbourne
autographed a photo of the Seiko-sponsored
ED: Adam, it certainly was a bizarre and El n MR5 that I had taken the year before. ED: We managed to insert an error into Bob
sorry chapter in GM’s history! One would have I was annual spectator at Wigram and only Quinlan’s letter in AMC issue #123 which we
thought that sending decent-sized Chev V8- in 1975 did Max have any success there, would here like to correct: The winning team
powered sedans and coupes from Australia owner at Bathurst in 2000 was not Larry Perkins;
to the US would be a bit like sending coals to nishing fourth. it was Garry Rogers.
Newcastle, which should have at least made As I had been a fan of Max, I followed his
it easy to sell them… But it turned out that not
only was our Aussie Commodore and Monaro a career closely, along with Kevin Bartlett – the
cut above anything comparable that was being two Aussie larrikins together. Many years later
made in America (and that’s not a xenophobic I met Brian ‘Brique’ Reed in Melbourne and the
rose-coloured view of things, it’s an objective
fact borne out by the rave reviews of the North
American motoring journos who experienced
the left-drive export versions of the Monaro
and Commodore SS over there) but also that
they just didn’t know what to make of the cars.
As you say, badging the Monaro as a Pontiac
left it carrying too much past GTO baggage,

while calling the
Commodore
simply SS left
it in a kind of
nomenclature
no man’s land.
Maybe if they’d

This issue’s Muscle Mail best letter winner receives a copy of the DVD box set
Bathurst Shootouts - 1978 -1996. For this and many more

great motorsport DVDs, visit www.cmsmotorsport.com.au

17

Paul

Newby
I ’ve rattled on a bit about my time as a
business student at Bathurst’s Mitchell velocity. Of course, this was in the days before timed sprint that started just before
College of Advanced Education (now the Chase came into existence. the rst hump on Conrod and nishing at the
Charles Sturt University) back in the mid- Start-Finish line on Pit Straight. The Honda was
1980s, but I promise that this will be the There were barriers across the track and undramatic at 180km/h through the Chase,
last time…. My rst time that I was close and access was limited to local residents for the though the left and right turns at the end of the
personal with the iconic Mount Panorama track day. I was assigned to be a track marshall Chase kept you on your toes!
could never be replicated today. for the afternoon. I don’t recall the officials
brie ng nor signing in either. Occupational Back then it was a major deal just to get
In my college digs was a fellow business health and safety wasn’t a thing that even to run on part of the iconic Mount Panorama
student who was majoring in public relations. existed back then (certainly there were no track. It’s not like that today, though. With four
Let’s call him Scott. Now Scott was a keen hi-vis vests to be seen). I was given a plastic (soon to be ve) events at Mount Panorama per
smoking enthusiast, but unusually (for college) chair to plonk on a resident’s driveway several year, it is possible to experience the Mountain
he also liked cars and motor racing. He had hundred metres down from the start line, which without restrictions. Sure, you need a suitable
recently bought this multi-coloured rally-modi ed was up near the clubhouse entrance. Comms? I (roll-caged) car and competition licence to
Mazda RX2 Coupe, which was totally nuts. For didn’t even have a walkie talkie! make it happen, and entry fees are as steep
reasons that I cannot recall, Scott became the as the climb out of The Cutting, but if you are
public relations officer for the Bathurst Light There was a motley crew of club cars keen it can be done. Personally, I ticked that
Car Club (BLCC), whose clubhouse is on the participating. The ubiquitous Datsun 1600 and box back competing in the popular Festival of
inside of the Mount Panorama circuit just after Holden Gemini that would just reach 160km/h Speed meetings held back in the Noughties. My
Forrest’s Elbow. at out. Then there were the warm Aussie 130kW Group S Alfa Romeo racer might have
muscle like modi ed HK Holden Monaros that struggled up and down Mountain and Conrod
One beautiful Sunday in mid-1986 (I can’t would do a hair raising 190km/h plus down the Straights but was swift across the top. It was a
recall the month but it was before the Great shute. Finally there was the double-entered, real buzz and great fun, plus I lived to tell the
Race), I found myself tagging along with ACT-registered white Torana A9X on fat Aunger tale. Some of my racing colleagues weren’t so
Scott to help out at a BLCC club day at Mount Hotwires and what must have been some lucky as seemingly minor errors in judgement
Panorama. Typically the club would run a trick rubber (Yokohama A008s possibly?) This resulted in wrecked race cars.
hillclimb from Forrest’s Elbow up the mountain stock-looking A9X rocketed down the bitumen
to Skyline in the opposite direction, in the doing a scarcely believable 264km/h through But as everyone, spectators as well as
morning. In the afternoon, there would be a run Conrod’s Flying Eighth. Amazing! To put that in drivers who have experienced the circuit,
down Conrod Straight for the Flying Eighth, the context of the time, only the mighty Group A knows, the Mountain is like that – unforgiving.
where they would measure your terminal Jaguar XJS and the healthiest Group C Holden But that is why we love it so much, and why we
Commodores or Ford Falcons would match or keep coming back there to compete or spectate.
better that speed. Long may it continue…

Of course, the construction of the Caltex
hase the following year put an end to such
erminal velocity shenanigans. Fast forward
ome 15 years, and I somehow found myself
ack at Bathurst in a freshly-minted Honda
ntegra Type R to tackle the Mountain. It was

very different scene. There were drivers’
brie ngs, plenty of officials and safety was
paramount. Whilst the hillclimb remained much
the same, the run down Conrod was a now a

Paul Newby is a lifelong motor racing enthusiast and long time contributor to Australian MUSCLE

HOLDEN A9X TORANA
1977 BATHURST

LIMITED EDTION OF 1450 PIECES WORLDWIDE

Photograph of actual model

Item No.18746 1/18 Scale Model The distinctive Mandarin Red Holden
Diecast Replica A9X Torana first appeared in the
Available 3rd Quarter 2021 hands of the late Bob Jane in the 1977
Australian Touring Car Championship.
It then made its first Bathurst 1000
appearance with Bob Jane and Ian
Geoghegan behind the wheel in the
1977 edition of the Great Race. The pair
qualified fifth with a lap time of 2:25.9
in their only Bathurst start together.
The car also received the honour of the
“Dulux Refinisher Best Appearing Car
Award”. As a result, on the morning of
the race it was the first car to be rolled
out onto the starting grid in front of the
huge crowd trackside and a nation
wide television audience.
Unfortunately their race didn’t last
long when the car damaged a wheel
only 35 laps into the race and it could
no longer continue.

The detailed interior of the A9X has At the heart of the engine bay is a 308 For more details contact Classic
been modified for racing featuring a V8, fed by twin webers. Details include Carlectables on Freecall 1800 088 564
full roll cage. metal bonnet hinges. or visit classiccarlectables.com.au

A1519 Australian Muscle Car

Brock Holdens

#001 #002 #004 #005

#003
20

These are the last Peter Brock Holdens. It’s a
fact that’s not widely known but, in the year
before his death – the year ’05 – Peter Brock
developed a performance package for VY and
Holden Commodores, Utes and Monaro CV8s
them in Group 1, 2 and 3 variants reminiscen
old Brock HDT Commodores of the 1980s. It
meant to be a direct reprise of the old business – and
in any case HDT continues to this day in a different
guise – but rather an alternative high-performance
Holden package from what was available elsewhere in
2005, and one which came with the personal touch
of Peter Brock. Unsurprisingly, when word began
filtering out about these new ‘Brock Enhanced’ high
performance Holdens it attracted its share of interest
among potential buyers. Perhaps also unsurprisingly,
however, it was met with somewhat less enthusiasm
behind closed doors in Port Melbourne.

Story: Steve Normoyle Photoshoot: Chris Currie Images: Derek Bode, Alan Langworthy, Ray Berghouse

21

IA Brock VZ Commodoren the late 1990s Derek Bode started up a day,” Bode says. “I told him about the course driver training programme, Team Brock Driving
motorsport engineering course at the Box and asked him to be involved – and he loved the Life. Bode was there as Brock gradually eased
Hill TAFE in Melbourne’s north. Bode thought idea. himself back into race and tarmac rally after his
it would be good for the course if it had a retirement from professional V8 Supercars racing
mentor. He thought about it for a bit, and “Pete was brilliant like that – he would take at the end of 1997. Aside from the Bathurst 24
quickly came to the conclusion that ideal person on those sorts of things sel essly. He didn’t Hour races in 2002 and ’03 with the 7.0-litre
for such a role was Peter Brock. know me from a bar of soap at the time, but he Monaro (where Brock was just one of the drivers
listened to what I had to say and he thought in a team run by Garry Rogers Motorsport) there
“So I just walked up to him at Sandown one about it, and he thought that it was a good was the Monaro Nations Cup Series campaigns,
project and decided get involved. and Brock was also competing in tarmac rallies
such as the Targa Tasmania in various Holdens:
“The say you should never meet your heroes an SS ute and Monaro CV8s.
– but he was fantastic. I don’t regret anything that
happened over that time.” Not only that, but there was also the reborn
Team Brock, which ran a couple of Holden VU
And for Bode during his association with SS utes in the V8 Ute Series. Apart from the
Brock, there was a lot more that happened in
addition to the motorsport engineering course. tarmac rally Monaro and GRM
Hour Monaro programme, it
Bode would soon nd himself running Brock’s
as all run out of the Brock family
rm property at Dooren, north of
elbourne, near Hurstbridge, near
iamond Valley – what you might
all ‘Brock country.’

Peter Brock’s road car at the
me was a blue Monaro CV8.
s Bode remembers, Brock had
icked up the 5.7-litre, six-speed
manual coupe a little with a few of
is own personal tweaks.

“That car was probably where I
ot the idea,” Bode says.

The idea was to develop a new Brock-modi ed on a smaller scale.”
Holden Commodore road car package. The motivation behind the project was

“One day, in one of those endless not merely based on sentiment. The goal
conversations you’d have with Pete, I said to him, was to generate a pro t on the cars which
‘I’ve got this idea to do some special road cars, could be put back into the burgeoning Team
what do you think?.’ He liked it. I always had the Brock race team. Neatly, Bode’s idea was
impression that he really lamented the demise of to do run limited to 100 cars, badged and
his HDT road car business. It was very personal numbered, and to have them all done
to him; he just loved those cars and he loved during 2005 – the year ‘05.’
doing them. That was kind of the beast that he
was; he loved doing that sort of stuff. He loved to
create.

“The idea was simply, OK, we’re not going
to build cars like HDT, but what we could do,
through all the activities we do with Targa and
everything else, would be to produce a kit, and t
it to customer cars at the race team at the farm.
He loved that idea, so I went away and did the
background work on it.

“We wanted it to be very much a re ection of
what he’d created at HDT, with a Group 3, Group
2, Group 1 product line. The idea was that the car
would be supplied to us by a friendly dealer, and
we’d just t all the stuff to it at the workshop, and
then Pete would do the road test at the end, with
hand written notes in the logbook – the sorts of
things that occurred at the HDT in the ‘80s, but

Pics: The Brock Enhanced technical package was
derived directly from Peter Brock’s race and tarmac
rally experience in various Holdens in the early 2000s.

Brock Enhanced them that none of the HDT Brock cars can claim. It wasn’t meant to be a reprise of the Brock HDT era,
To understand this, we need to set the scene. but these were 2005 model-year hot Holdens with the
According to Bode, from the outset he and personal touch of Peter Brock.
Brock were in agreement over the need At the time, the early 2000s, Brock in his new-
to draw the distinction between what they found weekend past-time of non-professional didn’t have a lot in common with any of the Brock
were proposing and what HSV was doing racing driver and tarmac rally competitor was road cars.
– and also the way the original Brock HDT competing in these types of cars – current
Special Vehicles operated. They were keen to model Commodore-based Holdens such as As Bode points out, the technical specs for
emphasise the fact that this was not going to the tarmac rally Ute and the Monaros. It means the Brock Enhanced package were based on ‘all
be an exercise in building cars. In essence, that the Brock Enhanced cars have a direct link the things he knew would work, and based very
they would be modifying customer’s cars – to what Brock was driving in competition at the much on his experience running the Monaro in
either retro tting pre-owned customer cars or time. What Brock learned from tuning these cars the Targa.’
for performance on the track was knowledge
tting the kits to new cars supplied direct from that went straight into the development of the “The idea was that we were not trying to
a Holden dealership or the new-car owner. Brock Enhanced package. This is something compete with HSV; we were trying to get away
that cannot be said of the ‘80s Brock HDT era, from the HSV model. We had meetings with
This is where the name ‘Brock Enhanced’ where the (Group C and later Group A touring these guys that wanted to do all these amazing
comes in. It was Bode who came up with the car) Commodores which Brock raced were body kits, but they were just way too expensive,
name. heavily modi ed, specially-built race cars. In their and in any case Peter just said, ‘nah, it’s not
technical speci cations and in performance really the soul of what we’re after; what we’re
“We were not trying to build cars, so it’s not terms they really after here is making a nice Holden road car.’
like the old HDT, or HSV. But the brand is all
about Peter. So I thought ‘Enhanced’ worked
well, and Peter liked it.”

As an aside, Bode had also been responsible
for the Team Brock Driving Life name.

“To me it was kind of a nod to his past 05
road safety and driver training campaign. When
I came up with the name and suggested it
to Peter, he said, ‘Oh, you know Derek, I’m a
very conventional person, but I really like
that,’ and I’m thinking, ‘you’re about the most
unconventional person I know!’”

Once the decision had been made to go
ahead with the project, the nitty gritty detail of
exactly what the technical specs would be had
to be worked through

This is where it gets really interesting.
Because when it comes to the Brock Enhanced
package, these nal Brock specials in a sense
have a certain Peter Brock authenticity about

24

hBeeaatt wtihteh

Often copied – Never Equalled
Available from leading retail outlets - Ask for it by name

In opting for the less-is-more visual approach
for the cars, Brock would be proven to be ahead
of his time. The move in the performance road
car sector away from big wings and bold front
airdam and bodywork treatments to a more
stylish, understated look was coming, but it did
not come until almost the end of the decade.

Apart from the external Brock Enhanced
badging and interior treatment, it would be easy
to mistake one of these cars for a regular Monaro
CV8 or VY/VZ Commodore SS (or a VY/VZ SS
ute). But if there is a trademark visual distinction
for the Brock Enhanced cars, it’s the wheels.
Going by the name ‘ROH Brock Director,’ they

re a special edition ROH wheel designed with
put from Brock himself and made by ROH
eci cally for the Brock Enhanced cars. The
roup 1 ROH Brock Director wheel mirrored
e standard VZ SS spec as an 18x8-inch alloy
heel, but the Group 2 and Group 3 wheels
ere nine-inch wide and three-piece modular.
roup 3 got 19-inch rear wheels (nine-inch
de) to accommodate larger 265/30 tyres –
hich were, of course, Bridgestones. In various
es (235 and 245 wide respectively for Groups
and 2, and staggered 245s/265s for Group 3),
the cars used Bridgestone S-03s rubber.
The suspension package was developed
tween Brock and the late John Wills of STA
spension. STA had done the setup on the
rga Monaros, which included adjustable
ring platforms. The Targa Brock Monaro
tup was basically the same Eibach spring/
mper arrangement as what became the Brock
hanced Group 3 package, but the Group 2
d 1 kits came with xed height Eibach Springs
Below: Jim Selosse’s Brock Enhanced Group 2 VZ SS
Ute. Note the distinctive ROH ‘Brock Director’ wheels
which all five Brock Enhanced cars had.

26

Jim Selosse’s and Peter said to me, ‘we’re going to do it again.’ sat down low, and then they red it up – wow! It
Group 2 VZ SS Ute “At the time I was about to terminate the was a like a different car.

Jim Selosse’s VZ SS ute was the only lease on my ute. With my business I tended to “It wasn’t quite nished – the steering wheel
Group 2 spec car of the ve Brock roll them over every three or four years, and was still being done, and we took it to the dyno
Enhanced Holdens. But it’s special for the time was coming up. So, I needed a new using the old wheels, and then later they put
another reason. It’s a car that was sourced ute, and Pete was suggesting I buy one with the Brock wheels on it. Then James took it for
especially for Jim by none other than Peter his new kit on it. I told him that I don’t think I a test drive around Brocky’s little private test
Brock himself. Jim takes up the story: could afford it. I can’t remember but I think the circuit he had around the farm roads out there.
price was $40k for the new ute.
“I was working as a driving training instructor “Then I had to drive it back to Sydney –
with Team Brock at the time. They’d set that up “‘Leave it with me,’ he said. Anyway, about which I was a bit worried about doing by myself!
in 2004 and started doing Oran Park, Wake eld a week later, he comes back and says, ‘how So I rang my brother up and told him I’d shout
Park and Calder with, I think, Peter Hackett, does $34,000 sound?’ him an air ticket if he ew down to Melbourne.
Steve White, George Miedecke and a few He and I drove it back to Sydney – what a drive!
others – and of course Peter and James Brock. “‘For an SS?’
“‘Yeah,’ he says. I said, ‘buy it!’ “I drove it as a daily driver; I had my tools in
“I’d done one with them at Oran Park, and “Derek told me to run the car for about it. But I looked after it. The day it got to three
then Derek [Bode] rang me to say ‘we’re doing 5000km, as Brocky reckons it’s better to run years old I put it in the garage and haven’t used
another one, would you like to do it?’ the engine in a bit before they did the work it since.
on it. It’ll be a stronger motor that way, Brocky
“So I did that one, and while I was there I reckoned. “I got into driving instructing with Garry
was chatting with Peter. We were talking Baxter in the utes at Oran Park, and one
“So they shipped it up to Sydney, and I day I asked him could I take it out onto the
d ove it around for a year to clock up the track. It was unbelievable fun! It was actually
competitive on times against the race utes’
00km, and then drove it back down times, and Garry had a drive and was amazed
Melbourne. I stayed with Derek, and at how smooth it was. That was about the only
opped the car off at the race shop at time it’s ever been really stretched.
urstbridge.
“They rolled the ute in and Derek says to “It’s done a clutch slave cylinder but that’s
e, ‘I think you better come away while they because it’s been sitting too long. I love it, but
o it,’ and the boys rolled it into the shop, the thought of selling it is there, if only because
nd there were angle grinders in there and I don’t like having it just sit there doing nothing.”
parks coming off it,’ and I thought, “I’ve got
go, I can’t watch this!’

“Anyway, we went away for a couple of
ays and came back, and they rolled this
hing out… and it was just unbelievable! It

(matched) with Bilstein Peter Brock Targa 1 spec ove: All Brock Enhanced cars were
sports dampers. notuned ahead of delivery. Seen
re is one of the Targa Monaros on the
“Peter always had a relationship with Bilstein lling road.
and Eibach springs,” says Bode, who reckons
the more-mild Targa 1 spec suspension package x-piston AP ‘Brock’ calipers up
was the better of the two option. ont and four-piston on the rears
as per the Targa Monaro). Groups
“The adjustable spring platforms, like what and 3 were tted with EBC red
the Targa Monaro had, were cool bits of kit but isc pads; Group 1 got EBC green
probably a bit ridiculous for a road car. That’s isc pads. All came with steel
why I think Jim Selosse’s ute is the nicest of the raided brake hoses.
lot, as it just has Bilsteins.”
Engine mods were limited to
All three Groups had separate brake exhaust, intake and tune – which
upgrades. Group 1 had two-piston AP ‘Brock’ s as good a way as any to extract
calipers on 330mm front discs and 286mm decent grunt from the 5.7-litre LS1
rears; Group 2 had the same front discs but Chev V8 without going overboard
four-piston AP ‘Brock’ calipers and larger 315mm with internal modi cations. All cars had the air
rear discs, while Group 3 got 345mm front discs inlet tract hand nished, and all were rechipped
and 330mm rears, with and had their ECUs remapped on a rolling road
dyno (but still retaining the MAF sensor). Group
3 got the complete Targa spec free- ow exhaust
system as part of the 320kW engine spec. Group
2 had a cat-back free ow exhaust and was rated
at 290kW; Group 1 gave 270kW.
“We didn’t want to go for big power numbers
and then make them undriveable on the road,”
Bode says. “The difference with the Group 3 was
that you could sit in sixth gear and accelerate.
and the thing would actually accelerate. It was
impressive. It sounded lovely, too.”
Visually there wasn’t much to distinguish
the three different spec Brock Enhanced packs
other than the wheel/tyre size increase across
the three groups. All cars carried Brock 05

28

badges on the front guards, and a Peter Brock and said, ‘yep, that’s perfect! That’s exactly what I
badge and Group badge on the boot/tailgate. The was wanting it to be.’”
plastic engine covers were signed by Brock.
The car was returned to standard trim and
Inside, each car was tted with a Brock handed back to Barloworld in June, 2005
Enhanced build number plate on the passenger’s – shortly before the Brock Enhanced range
side dash (in place of the SRS air bag badge), a was launched by Peter Brock himself at the
retrimmed steering wheel in black and perforated Barloworld dealership.
charcoal grey leather (or suede, as an option),
with red and grey stitching.

Prior to nalising the spec of the kits, they built
up a prototype using a Monaro CV8 supplied by
Melbourne Holden dealer Barloworld Holden.

Team Brock Driving Life had an arrangement
with Barloworld for the supply of its eet of school
cars. It was one of these cars which was used as
the development mule for the Brock Enhanced
package. It was tted up with what became the
Group 3 kit, less the badging and trim.

This car was taken to the Wake eld Park race
circuit as part of a Team Brock Driving Life event
for customers to experience it before the official
release of the Brock Enhanced programme.

Bode says a video exists somewhere which
shows Brock running laps in the car that day at
Wake eld Park.

“He came back into the pits after a few laps

29

The launch them the required start-up costs. In return, he
would receive build no #001.
Brock Enhanced car #001 was a red
Group 3 VZ SS manual Ute. This car That car was presented to Langworthy at
has a signi cance to the Brock Enhanced the launch of the Brock Enhanced range at
programme beyond its numerical status, as it Barloworld Holden on June 18, 2005 (right). It
(or rather its owner, Alan Langworthy) provided was a low-key ‘soft’ launch, not speci cally a
the much-needed nance to kick things off. media event – which is probably why it slipped
There simply wasn’t the money available to under the media radar at the time. Bode
start producing kits ahead of receiving rm had already created a website for the Brock
orders, and so Bode approached one of Enhanced brand, and within a week of the
the Team Brock Driving Life driving school launch he had orders another four orders for
customers to assist in loaning cars – not bad given they’d done no media

interviews, put out no press releases, ll i I t
d received (as far as we can tell) summoned into the Port Melbourne head office,”
media coverage at all, and they Bode says. “They sat us down in the boardroom
o hadn’t yet done any advertising. and told us in no uncertain terms that what
The Brock Enhanced concept we were doing was in contravention of Peter’s
ight have at that point not yet ‘gone services contract with Holden.
ublic,’ but within a week or so word
d ltered down to head office at “That was it. They shut us down. They told
olden. As it happened, visiting us ‘you have to stop immediately’ and I said
olden personnel at the Darwin round to them, ‘OK, I did talk to Peter and he was
f the V8 Supercars Championship pretty con dent that it didn’t affect his contract,
held two weeks after the Brock but clearly you think otherwise. But I have a
nhanced launch) were intrigued to legal obligation to produce ve cars – I’ve got
see a red ‘Peter Brock’ VZ SS Ute contracts signed and deposits taken, so I’m
Langworthy’s car) on display at the going to get sued if I don’t deliver the cars.’
Hidden Valley circuit. Evidently they
reported what they’d seen to their
superiors back in Melbourne.

30

Build #001 was presented to Langworthy at the launch of the
Brock Enhanced range at Barloworld Holden on June 18, 2005. It
was a low-key ‘soft’ launch, not specifically a media event – which is

probably why it slipped under the media radar at the time.

Above, right: All smiles as Peter Brock launches the
rock Enhanced range in June, 2005, at Barloworld
olden. But the news of a new ‘Brock Commodore’

wasn’t so warmly received down at Holden’s Port
elbourne head office...

“I never got to the bottom of the legalities
f it, because the relationship between Peter
nd Holden was complex, shall we say. It
ften depended on who you spoke to in the
organisation – there were some huge fans of him
at Holden but there were others who didn’t like him
at all.
“I had spoken to Peter about any possible
problem with Holden, and he told me he didn’t
see there was any problem with us doing it. I
said, just to be clear, Pete, if we do this, we won’t
be in contravention of your contract with Holden,
will we?’
“‘Nah, it’s all ne,’ he says. I suppose you could
say he wasn’t the world’s greatest businessman!”
With regards to the pre-ordered cars (in
addition to the #001 ute) an informal truce

31

was reached. Holden effectively turned a blind made). There was one VY SS sedan, a car which Left: Peter Brock with the only Brock Enhanced
eye to those rst ve Brock Enhanced cars so originally had been James Brock’s personal car Monaro.
that Bode could honour his contracts with his until it was commandeered by Brock himself, Above: Alan Langworthy’s #001 Brock Enhanced Ute
customers. and a VZ SV8. A lot of work went into the latter’s pressed into service (top) and on display at the 2005
interior as the non-frills SV8 came with the Hidden Valley V8 Supercars round - where it came to
But producing ve cars rather than 100 was to Commodore Executive’s poverty pack cloth seat the attention of the visiting Holden and HSV high-ups.
prove a huge headache. Built into the business and interior trim. New upholstery was sourced for
plan for 100 cars was that a certain economy the front seats to turn it from an SV8 to SS. “The gold Monaro took forever to nish as the
of scale would be achieved – instead, Bode owner kept asking for more things to be done,”
now had to amortise the costs across ve cars There was one Monaro, a gold Series II CV8. Bode says. “The power kept going up and up…
instead of 100. This was the nal Brock Enhanced machine.
“The others weren’t like that. They were all
In addition to the #001 Group 3 SS ute there external mods, and to that extent it was a simple,
was another VZ SS Ute, the Jim Selosse car well thought out kit that made the cars really
which features in these pages. It’s the only Group nice, and made them a bit special. That was the
2 car of the ve Brock Enhanced Holdens (no idea. The gold one was the exception to that.
Group 1s were
“With the gold car, when it was nished Pete
took it for a drive around the back roads of
Doreen, and we were literally driving around and
around a round about as Peter was bedding in
the spool diff, and people are turning up having a
look and saying, ‘hey, that’s Peter Brock!’

“That wasn’t long before he died. That’s one
of my last memories of him and it was a happy
time.”

First Brock and the Green Meanie

Alan Langworthy owns the rst Brock
Enhanced Holden, a Group 3 VX SS Ute
(#001). In fact, he was there right from the
start, when the idea for the run of 100 Brock
Enhanced cars was rst being formulated.

“I was at Wake eld Park at one of the Team
Brock Driving Life days,” Langworthy explains,
“and while I was talking to Peter I asked him the
question: ‘have you ever thought about going
back into building Brock Commodores again?’
And he said, ‘well, you know I have thought about
that.’ He told me that he was disillusioned with
what HSV was offering at the time, describing it
as ‘all show and no go.’ He realised he could do
something cheaper and better.”

It was Langworthy’s initial commitment to
purchase the rst car that got the programme
to build the cars off and running. He still owns
the Ute 16 years later, and has since acquired a
second Brock Enhanced Holden, the green VY
SS sedan (#004). This had been a Brock ‘family’
car, initially used by James Brock as his personal
transport but later ‘taken back’ by Peter Brock to
use as his own daily driver. It was later sold and
given the Brock Enhanced treatment.

“Peter called it the ‘Green Meanie,’”
Langworthy says. “It’s done about 130,000km
and is in pristine condition apart from the
gearbox which is a bit notchy – I think because
of the way Peter drove it!”

The ute now has 90,000km on the clock and
remains as delivered apart from a few upgrades.

“I’ve made three modi cations. One was that
the STA suspension, the Targa suspension,
really didn’t last, and I switched to Pedders
suspension with Bilstein shocks. The second
modi cation was a bigger cam – we did that to
both cars – and we remapped the computer.

“I’ve still got all the original stuff that came with
it. It’s all fully documented, including the hand
written notes in the log book from Peter after he
tested the car. They hadn’t rolled the rear guards,
and when he hammered it around a corner the
tyre hit the guard, and he commented on that in
the documentation. I asked Derek [Bode] about
it later and he said, yeah, Brocky went right off at
him for not rolling the guards out properly!”

A Falcon Cobra

with real sting

A Shelby XY Falcon? Yes, that’s right – the XC
Falcon Cobra Hardtop in 1978 was not the first
Ford Falcon model in Australia to be adorned with

the iconic Shelby Cobra snake. But where the XC
Cobra was an unashamed attempt at cashing
in on one of Ford’s iconic high-performance

names from the halcyon days of the 1960s, the
famous Cobra snake on this XY was the real
Shelby deal – this was an Australian Falcon
with genuine Shelby Cobra sting.

Story: Steve Normoyle Photoshoot: Graeme Neander Research assistance: Peter Schell

34

T he late 1960s/early ‘70s was an offering Falcons (and even Cortinas) gp p
exciting time to be a new car dealer. with the personal touch of the driver for the business was not simply that it be
The passenger car market had of the McLeod Ford Falcon GT-HO in a performance adjunct to the Wright Ford
been supercharged by the battle Series Production racing, none other dealership, but rather a one-stop shop for
for Bathurst supremacy that had than John Goss. everything high performance – and not even
ignited between Ford and Holden in 1968. just for Fords.
All of a sudden Holden and Ford (and soon Also in Sydney, Wright Ford was
Chrysler), were offering exciting high- up to its neck in racing and high Just as the Jack Brabham and McLeod
performance sedans at a price pretty much performance generally. It had elded Ford dealerships had their own high-pro le
anyone with a half-decent job could afford. a car at Bathurst every year since
1967 (when the dealership backed
And just as buyers were ocking to new the Ken Stacey/Bruce McIntyre
car showrooms to get their hands on the Falcon XR GT – as featured in AMC
latest Monaro, Torana or Falcon GT, dealers #117), and in late 1969 went the
were going to great lengths to demonstrate whole hog by setting up a special
that their showroom (and not the dealer performance division.
down the road) was the one with the best
high-performance credentials. The Wright Ford Motors High
Performance and Information Centre
On the blue oval side of things, Jack really was as grand as the name sounded.
Brabham Ford in Sydney’s west was seeking Occupying 230 square metres of the Wright
to tempt buyers by producing ‘Jack Brabham Ford premises in William Street, Sydney,
Special’ XY Falcons; fellow Sydney dealer it was fronted by a lavish, glass panelled
McLeod Ford also got in on the act by showroom displaying the company’s various

35

was Les Sheppard, a star ex-Formula 1 and Leo arrives
Geoghegan race mechanic who had also done down under
a stint in the UK with Vauxhall’s engine design
centre. In September helby bolt-on exercise, though, with each
of 1970 Wright ngine being stripped (after being run in
Sheppard’s philosophy was to offer as much Ford secured over approximately 1000km), blueprinted
fully- nished bolt-on performance upgrade kit and then rebuilt as a short motor (using the
to customers as possible (at least for work that the distribution original rings and bearings).
wasn’t being done in house under his control) –
so as to reduce the potential for customers to run rights to Shelby Before engine reassembly, the cylinder
into trouble trying to t parts themselves. To that heads were sent to famed Australian racing
end he limited his performance carburettor line to American for g e manufacturer Waggott Engineering,
the Australian Warnerford brand, as these came where the valves were re-lapped and a Shelby
complete with linkages and lines assembled and the east coast of rocker guide plate kit tted (and machined to
ready to t. help ensure equal valve lift). Hardened GT-HO
Australia. Now Ford Les Sheppard pushrods replaced the standard GT components;
Of course, the range of Ford go-faster bits was owners could buy the valve springs were Shelby as was the
extensive, and initially included a three-stage camshaft – a fairly mild grind, the rst stage up
kit (which were cheekily tagged as Impressor, hot-up bits from from standard in the Shelby cam pro le range.
Controller and Dominator) each for 289, 302 and
351 V8s. But soon there would be a new name the famed American Ford performance tuning
for after-market Ford high performance at Wright
Ford – Shelby American. house over the counter in Sydney.

Or they could buy a new Falcon GT from

Wright Ford that had been given the Shelby

treatment.

The Wright Ford Shelby option package for XY

Falcon GTs was put together by Les Sheppard.

36

Pics: This rare Shelby-optioned Wright Ford XY-model
Fairmont GS was an Aussie Falcon with real Shelby
Cobra venom...

As speci ed by Shelby, the carby was a Holley
600 CFM, on a Shelby Hi-Riser manifold. The
distributor was a Shelby twin-point unit. Exhaust
headers were locally sourced from Adelaide
extractor manufacturer, Tubeweld.

Completing the visual under bonnet picture
were the trademark Shelby black nned alloy
rocker covers. Due to higher position of the
Shelby intake manifold and Holley carb, the
standard Falcon GT air cleaner had to be
modi ed to t under the bonnet. This was done
simply by cutting 25mm off the lter canister and
using an earlier model lter element.

Wright Ford made a point of dynoing every
GT it sold before delivery. Standard GTs usually
made around 170 horsepower (127kW) at the
rear wheels on the Wright Ford dyno; the Shelby
prepared example went up to 210 bhp (157kW).

Sports Car World magazine took the
opportunity to benchmark a standard XY GT

37

gainst Les Sheppard’s Wright Ford Shelby XY the testers noted that the vagueness of the stock
GT ‘company car.’ The stock GT clocked the GT’s power steering made it a difficult car to drive
quickly on a race track.
tanding 60mph (100km/h) in 9.5 seconds – a
ull two seconds slower than the Shelby GT. That, as it happens, was the reason the
rom 0-70mph the margin was bigger again: Shelby upgrade did not come with power
1.4 seconds for the standard road tester XY GT steering. With Shelby’s motorsport heritage
and only 9.4 seconds for the Wright Ford Shelby stepped in circuit racing, it was important that the
XY GT. To put that into further perspective, from Shelby XY package was not a one-trick straight-
0-60mph the Shelby XY was only a little over a line performance pony. Handling poise was
second slower than a GT-HO Phase III. equally as important as horsepower.

The magazine also noted during their race To that end, while the standard unassisted
track comparison of the two GTs that the steering was retained, the standard GT shocks
Shelby not only had considerably more were ditched in favour of heavier duty units;
power, but it was also signi cantly better likewise the front and rear sway bars. The Shelby
han the stock GT when it came to low-down GTs also had different (harder) brake pads.
orque. The Shelby also proved to be 1.3
econds a lap faster than the standard GT Externally there wasn’t a lot to distinguish a
round the Warwick Farm circuit – although Wright Ford Shelby GT from the standard GT.
The cars carried the distinctive Shelby snake
badges on the front guards and C-pillars, and sat
on Shelby 7-inch Magnum wheels.

The Shelby GT which Sports Car World tested
also had the full option kit, which included sun-
roof, radio, tape deck (a rarity in 1971), electronic
anti-theft system (likewise a rarity back then),
power operated radio aerial – pretty much every
conceivable option other than air conditioning
and (by design) power steering.

Wright Ford was asking around $1100 on top
of the price of a stock GT for a fully optioned
Shelby GT. Alternatively the straight Shelby
performance package could be had for around

38

Relive the drama of the phenomenal Supercars Series that has taken Australia by storm since the
category’s first race in 1993. Supercars brings to life all the clashes and smashes, unexpected developments

and the magic moments that coloured each year’s title fight and had trackside fans cheering!

This comprehensive and absorbing account of a uniquely
Aussie spectacle is a must for any racefan’s bookshelf.

Supercars features season-by-season accounts detailing
how each championship was won, backgrounded by the
underlying controversies that made each season compelling
viewing. The new book includes 12 fascinating champion
profiles of the star drivers who have shaped the sport.
Supercars takes you back in time to discover the off-track
drama that made the sport what it is today!

On Sale now at all good bookstores, online
and in Big W, Kmart, Target
RRP$39.99

www.geldingstreetpress.com

“The thing about
this car is: you
could pick up
the phone and
buy a Phase III
tomorrow. But
you cannot pick
up the phone and
buy a Shelby XY.”

Inset above: The Shelby Fairmont originally had 7-inch p Ford put together and sold through its Sydney
Shelby wheels and half vinyl roof. But the Shelby air standard car. dealership, but it’s not a GT. It’s thought that
cleaner was not part of the original Wright Ford Shelby it’s only one of the six Falcons to get the Wright
option pack, and was fitted by a previous owner. One of the surprising things was that Ford Shelby treatment that wasn’t a GT.
because of the responsiveness of the throttle
$500. Given that a manual XY GT retailed for just and steering, it felt a much smaller car than it It’s owned by Ron and Gaye Edlington.
over $5000 ($5640 for the automatic version), was – and let’s face it, the Falcon is a big car. They’ve owned a lot of different rare and unique
it was a fairly inexpensive way for owners to not muscle over the years, and this one they
only grunt up the performance of their XY GT but The capabilities of the car in other directions acquired in 2019 – although it had fact been
also to give it a bit of Shelby American exclusivity. – braking, steering and so on – allow you to use under their care for almost all of the decade.
much more of this outstanding performance
Certainly Sports Car World was sold, than would be possible in other cars of similar “What happened was that the bloke who
summing up the Shelby XY GT as ‘superb,’ the performance. owned it decided he wanted me to sell some of
magazine’s writers adding that a top speed of his cars,” Ron explains, “including a rare Surfer
around 130mph (210km/h) for the car would be a It really is a six-hour Sydney-to-Melbourne Orange XY and an XT GT which had been in the
‘conservative educated guess’: car... a superb road and touring car. shed since about 1970. He wanted me to nd
buyers for his rare cars.
Very few drivers would get the Shelby car to The Shelby XY GS
its limits – most would exceed their own limits “In 2010 I’d made an offer to buy the Shelby,
before they got near the car’s limits. But just the The XY Fairmont GS featured here is more but he said ‘no way.’ Then I ended up storing it in
same, allowing for differences in driver ability, a than likely a one-of-one Wright Ford-sold my shed for him while I was helping him sell his
comfortable cruising speed in the Shelby Falcon Shelby-enhanced Falcon. This was one of the other cars.”
would be quite a bit higher than a comfortable Shelby optioned XY Falcons which Wright
In the end a deal was struck and Edlington

40

bought the Shelby XY. much of a dish on it. But that’s what the dealer GS with the intention of keeping it, but a change
“The thing about this car is: you could pick put on them. in family circumstances means they’re reluctantly
putting it up for sale. And as it goes under the
up the phone and buy a Phase III tomorrow – “The second owner put Dragway wheels on it. hammer at auction, we can’t help but wonder
assuming you have got the money, of course! They were on it when I got it – I’ve just sold those whether it is the sole remaining Wright Ford
But you cannot pick up the phone and buy a wheels. The second owner also put the Shelby Shelby Falcon, or that in fact there are still some
Shelby XY. That’s why we thought, ‘we’ve got to scoop on the bonnet – which they didn’t have. of the GT versions surviving today, 50 years
have this car.’” Otherwise, it’s got all the Shelby stuff as it left the later?
showroom.
As superbly presented as this car is, it’s
not exactly as was when it left the Wright Ford “I’m very big on not restoring a car unless
dealership. For one, it was originally tted with a absolutely necessary, and this one has not
Continental half-vinyl roof (a rare variation on the been a nut-and-bolt restoration. The interior is
standard vinyl roof that began behind the sunroof completely original; all we’ve done is tted new
back). carpets and refurbished the steering wheel. All
it’s really had is outside paint.
According to Ron Edlington, the Continental
half-vinyl roof was given the ick by the car’s “We’ve just tried to put it back to the way it
second owner. The second owner also removed would have been as a Shelby optioned car, apart
the original Shelby wheels that came with the from the GS wheel caps and the vinyl roof.
car, he says.
“It’s actually my wife’s car. I’m really a Holden
“From the factory it would have come with man! But we both love cars, and Gaye is fanatical
GS wheel caps like I’ve got on it now,” Ron says. on Falcons – she’s had a lot of tough Falcons.
“But the 7-inch Magnums that Shelby speci ed Everyone down here knows I’m a holden man so
for the cars just didn’t look nice. The 8-inch ones I’ve got to be careful!”
did look good but that wheel in 7-inch didn’t have
The Edlingtons bought the Shelby XY Falcon

41





o

Story: Paul Newby Images: Chevron Archive, Jeff Nield, Paul Knott collection

Australian Formula 1 superstar Mark Webber may have trademarked
the term ‘Aussie Grit’ in recent years, but if any driver from the classic
muscle car era ever deserved the tag it’s John Leffler. Universally known
as ‘Leffo’, his story is one of hard work, steely determination and a
desire to make it to the top of the sport. From very modest beginnings
in home-built Mini 850s he graduated to Formula Ford where he won
the national crown, raced competitively in Formula 2 and finally won the
Australian Drivers’ Championship in a Formula 5000 Lola against the
country’s best drivers. His career in touring cars was equally impressive,
with three top 10 finishes in 10 Bathurst 500/1000 starts as well as
two class wins. Along the way he won the respect of his racing peers
and is remembered fondly by his many friends and fans to this day.

45

Early days econd, a third, a fourth and a fth on that I said I’ve done a few mechanical courses and
y. I wouldn’t have cared what happened in I know my way around cars. Bill Jemison said
Leffler grew up with a love of motorcycles – e world, racing’s what I was going to do. I we don’t need anybody but I said I would work
Indians and Velocettes. It was whilst riding s so involved, I was just so taken away for nothing, so he put me on and I got paid the
one of the latter at the age of 19 near the th it, and it went on from there.” second week. That’s where I rst met Leffo.”
Royal National Park south of Sydney in 1959 Leffler bought a rare Mini Sports 850
that he chanced upon an Engadine service n Australian-only twin-carb version of It was in 1965 that Leffler’s lightweight Mini
station owned by the Jemison brothers. As e standard 850) in 1962 and ran it in nally began to take shape. The engine was
he recounted to Mini historian Craig Watson eries Production before modifying it taken out to 1160cc, the guards ared to take
in 2007, the Jemison’s were very big in fter hours at Jemisons. The following ve-inch wheels and soon the black-and-white
motorsport. ear he enlarged the engine to 998cc but Mini was racing in the new Sports/Racing Closed
category that would morph into the now familiar
“Mainly motorbike, but they did cars as well e Mini had a propensity for breaking Sports Sedan class by 1969.
like Curly Brydon’s MG and even Arnold Glass’ rankshafts. In 1964 there was a diversion
BRM,” Leffler recalled. He pestered the brothers hilst he raced a Sprite for Southern Over time the Mini went on a diet, with the
for a job and they nally relented. “I worked my ydney dealer and racer Gordon Stewart interior stripped, subframes lightened via drilling,
backside off, because I just loved being involved. (including an Easter Bathurst meeting) before the glass replaced by Perspex and all opening
I just took a passion to it… but (when it came to returning to the Mini with a vengeance the panels in breglass. By 1967 the engine was over
race cars) I was allowed to look but not touch.” following year. 1400cc and Leffler had one of the fastest Minis in
In 1964 a 14 year-old boy walked up the main Australia – not that he ventured too far from the
Things changed when the Jemisons bought street of Engadine and saw a racing Mini on the Sydney circuits, particularly his beloved Oran Park
a lightweight Austin Healey Sprite with a Simca forecourt of the local Mobil service station. The where he was pretty much king of the kids.
engine shoehorned in and Leffler was charged boy was Paul Knott.
with preparing the potent pocket rocket. It was “My family had just moved from Victoria to Don Holland was one of the leading Mini
not without its challenges, as the Simca had an Sydney’s southern suburbs,” remembers Knott racers in the late 1960s, building a lightweight
alarming appetite for running bearings. Upon today. “I just loved cars; I had gone to a school that would beat the factory car of Bob Holden
stripping the engine, he discovered a faulty oil that catered for motor mechanics in Melbourne. and securing factory backing himself. He recalls
pump. To repay Leffler for his endeavours, Bill I walked in and said I would like to work here. many a torrid battle with Leffo.
Jemison offered him a drive of the Sprite at the
new Oran Park circuit. Indeed, it was the circuit’s “There was one time at Oran Park where he
inaugural meeting in 1962. He told Watson: “I had hit me coming into BP Energol and we were

46

bumping each other down the Above: Leffler crew members Dennis Green, Paul Knott acing abroad
straight,” Holland recalls today. and Quenton Knight looking sharp on the grid with
“We were told afterwards to go Leffler and the second lightweight Mini on its debut at Leffler’s trip abroad was to New Zealand
see the stewards but (Oran Park Oran Park. in April 1968 when he and fellow Mini
promoter) Allan Horsley came to us Below: Being part of the Leyland Young Lions team in cers Don Holland and Lynn Brown were
and gave us $500 each because it 1971 was a big boost but Leyland’s involvement would vited by Bay Park race promoter Feo
was great entertainment! It more than paid for our be fleeting. Stanton to take on the top Kiwi saloon
nes…” racers like Paul Fahey in his Mustang.
In the meantime, Leffler became a gun for Paul Knott tagged along as the mechanic
Another hard Mini racer was Lynn Brown, hire, racing a Denis Geary-entered Cooper S for all three cars. The Aussies attracted
whose rst circuit race in a Mini was very with Gary Hodge to a ne second outright in the a large crowd and were persuaded to
memorable. “I got to know him across the dogleg 1969 Surfers Paradise 12 Hour, beating a otilla stay on an extra week and strut their
at Oran Park in my rst race in a Mini in 1967, of Monaro GTS 327s and the highly-fancied Alfa stuff at Pukekohe. Later in the same
when I crashed into him. There was dust and Romeo 1750 GTV of Kevin Bartlett/John French. year he was invited to race a Mini for the
( breglass) ares everywhere,” Brown vividly He debuted his new lightweight Mini in late 1969 Singapore based Newton Enterprises
remembers. “Down at Energol the bastard was but competition from the likes of Holland and Racing team owned by PH Wong. Knott,
still beside me, though he nailed me down the Brown in their Minis was tough. He experimented who accompanied Leffler, remembers
straight. I knew he was a ghter. Afterwards he by developing a turbocharged Mini engine – a having to get his hair cut before he could
came down to the pits – I thought I was dead now rarity in its day – that produced plenty of power enter Singapore! He also bought along
– put his hand out and shook it, then smiled and albeit with little in the way of reliability. At the their own trick engine that they slotted
said ‘that was fantastic!’ That was John. He said, same time he moved into the BP St George into the Singaporean Mini for the Johore
‘anything you want to know, like how to build an service station in Carlton, opposite the St George GP touring car race, which Leffler won. In
engine, come down to the workshop and I’ll show Leagues Club, and branched out with a Series May ‘69 Leffler received another invite to
you.’ That was just the man. That was what he was Production Cooper S (an English car with sliding drive PH Wong’s Cooper S in the Macau
like.” windows) that enjoyed considerable success at Guia 101, a six-hour enduro that was won
the Sydney circuits where it raced. by the mighty 6.3-litre Mercedes Benz
However, by the end of the year storm clouds of Eric Waxenberger/Albert Poon. Leffler
were gathering for Leffler. The ‘Philishave’ By 1971 he became member of the factory- and Hong Kong-based American co-driver
sponsorship he had garnered for the lightweight backed Leyland Young Lions racing team and Grant Wolfkill nished fth. The following
Mini in 1968 fell through before it amounted to his lightweight Mini now sported the distinctive year he raced their Broadspeed-built Ford
much of substance, leading to the sale of this Leyland blue and white corporate colours. Escort Twin Cam at Kuala Lumpur for a
iconic car to pay off debts. He nally left Jemisons The wins kept coming. Sadly, the team and its class win and fourth outright and at the
after nine years of loyal service and with Knott generous nancial support only lasted a year, traditional Macau GP meeting, where
in tow opened a small workshop behind Gordon and so by the end of 1971 Leffler made the he broke the diff. There were a couple of
Stewart’s Sport Car Centre in Blakehurst. Here momentous decision to sell his Minis and race a trips to the Philippines for the Greenhills
he built up a new Mini lightweight from a new new Holden Torana GTR XU-1 for Holden dealer, GP. In 1971 Leffler took his own engine
factory bodyshell with hydrolastic suspension and Allan Mason. Despite a ne second place to Colin and transplanted it into one of the locally
a 1275cc engine. Bond’s HDT‘s Torana at the Sandown Tasman owned Minis won against weak local
meeting in early 1971, Leffler soon discovered opposition but the following year had
Also in 1968 Oran Park introduced ‘ladies races’ that without access to factory modi cations and to contend with Allan Moffat and Fred
to their packed race programmes. Often the ladies information they were continually playing second Gibson in FVA-engined Escorts. Alas all
would race the cars of their boyfriends, husbands ddle, so they parked it. the visitors had their problems and the 100
or siblings and this was how a very young Chris mile race was won by a local. The 1972
Cole (nee Gibson) got her start in racing courtesy Formula Ford Driver to Europe winner Bob
of Leffler’s rapid lightweight Mini. She would be a Skelton’s prize was a ticket to England
regular in Leffler’s Mini right up to 1971 winning to race in the Formula Ford Festival. He
many races. took his new Bowin P6. Also cashing in
his ticket and joining him in was previous
year’s FF winner Larry Perkins in a new
El n 620 and an opportunistic Leffler who
took his trusty P4a to the ol’ dart on a wing
and a prayer. Joining Leffler on this trip
was the late Steve Knott, younger brother
of Paul who looked after the Bowin’s
engines and would spend his working life
being the go-to guy for Formula Ford Kent
engines. All the Aussies made the Festival

nal but it’s history that Perkins nished
third, launching his international career
and reaching F1 a few years later.

47

Single seaters

Leffler’s opportunity to race in Formula Ford
came about in difficult circumstances when
Bowin P4a owner/driver Alan Vincent was
no longer able to race due to ill health. He
bought Vincent’s Bowin on favourable terms
and debuted at the second round of the 1971
National Formula Ford Series at Sandown,
coming home fth.

Racing Formula Ford was a big commitment
for Leffler who stepped back to sort out the Bowin
and focus on the later NSW rounds of the national
title whilst still racing (and winning in) the giant-
killing Mini. A third place at Oran Park would be his
best result of the year, against future champions
such as Larry Perkins and Bob Skelton.

With the Mini now sold, Formula Ford would
become Leffler’s sole focus in 1972. It was a year

effler switched to openwheelers in 1971 with a Bowin
rmula Ford (top left, top right) before advancing to
rmula 2 (above left) and then F5000, essentially with
e four-cylinder F2 Bowin P8 being upgraded to Chev
power. Left: Leffler was unlucky not to win the ‘75
stralian Grand Prix. Switching to a Lola T400 (below,
), Leffler was Australian Drivers’ Champion in 1976.

Championship. Pickings were slim but he utr l r i ur ti ul
did nish sixth at the Australian Grand Prix
at Sandown. Stewart gave Leffler another a ighty and exible missile that even the innate
opportunity in the 1974 Tasman Series in a
Formula 2 March 722. If nothing else, the skills of Leffler struggled to tame.
lacklustre March demonstrated how good the
locally made Bowin and Birrana F2 cars were. Ironically the monsoonal rains that all but

Bowin built Leffler a new monocoque P8 ooded the Surfers Paradise circuit during the
for the big dollar Van Heusen-sponsored 1974
Australian F2 Championship. However, things 1975 Australian Grand Prix attered the Bowin
went pear shaped pretty quickly when he badly
damaged the P8 testing at Amaroo Park. With P8 Chev. The car’s lack of rigidity was an asset
little time to repair the chassis before the rst
round at Hume Weir, a decision was made to in the rain and Leffler led comfortably until
buy the only other P8 in existence, the Bob Jane-
owned F5000-spec Bowin that John Harvey had water fouled the electrics and he spluttered on l . r ult i t t
raced sporadically in 1972. Leffler’s manager completed one lap in qualifying after a multitude
at the time, Richard Cousins, remembers that to nish runner up to Stewart. After three rounds

1300, Leffler had no answer for the works Mazda
team, nishing two laps down on the pacesetting
Mazda and Datsun 1200. Seventh in class on
104 laps was a disappointing end to his time in
the tiddler class. As a contemporary race report
stated, Leffler would have been better off jetting
off a week early to prepare for the Formula Ford
Festival in England…

Bathurst by the years , 1973
and fellow Mini race Gary Hodge racing for
1966 enthusiastic Canberra Mazda dealer John An image that everyone remembers from
Palmer Motors. They nished third in class, the 1973 Bathurst 1000 is the transporter
It was certainly a good year to be making a lap behind the leading factory Datsun of loaded with Ron Hodgson ‘Update’ stickered
your debut in the Bathurst 500 in a Morris Tapsell/Leighton and rival Mazda of Haehnle/ Torana GTR XU-1s. It is the only memorable
Cooper S. For Leffler, it was his own Revell. A class solo win for Leffler at Surfers aspect of Bob Morris and co-driver Leffler’s
Marine Blue road car entered by his boss Paradise and second with Hodge at Phillip weekend at Bathurst. The pair quali ed sixth
Bill Jemison who also took on co-driver Island capped off a successful endurance run. but only last four laps before the engine blew
duties. If truth be told, it wasn’t one of the comprehensively, leaving Leffo without a
fastest of the Cooper S clan, and is not 1971 steer.
mentioned in contemporary race reports.
The pair suffered a puncture and nished Big changes were afoot for 1971 in all 1974
three laps behind the winning works classes, including the tiddlers, with Mazda
Cooper S of Bob Holden/Rauno Aaltonen, entering its own factory team. The only Morris was one of a number of Torana
but that was still a stellar seventh outright. problem was that Leffler wasn’t part of it! He ampaigners who stuck with the GTR XU-1,
was still entered by John Palmer Motors in a eschewing the questionable endurance of the
1967 dealer Mazda. But in a stirring solo drive he new SL/R 5000 L34. The strategy appeared
sound especially when Morris and Leffler
Leffler entered his own Cooper S again but nished a lap ahead of the factory Mazda to nished a strong second at the Sandown 250,
recruited swift Sprite sports car racer Les win Class A and take revenge. Interestingly, albeit two laps behind Moffat’s new Falcon XB
Carne as co-driver. Alas, Leffler was the rst whilst the Mazda 1300 was marginally quicker GT Hardtop. At Bathurst the pair were noticeable
retirement when a new brake hose burst whilst than the year before, it only completed 108 slower than the V8 Toranas and only quali ed
braking at Forrest’s Elbow, pitching the Cooper laps as opposed to 113 laps in 1970. Blame 10th but were running strongly in the top three
S heavily into the embankment and immediate Allan Moffat and the mighty Falcon GT-HO for the rst third of the race. Alas Leffler was only
retirement. Paul Knott recalls the aftermath of Phase III, which completed 500 miles of three laps into his driving stint when the Torana
the accident. Bathurst 24 minutes quicker in 1971 than the erupted into a large cloud of smoke when it
previous year! dropped a valve.
“Someone from the nance company saw
the accident on TV and realised the registration 1972 1975
plates (of the sorry looking Cooper S) belonged
to one of their cars under nance!” Knott Still equipped with a John Palmer Motors Leffler was a late call up in ’75 to the star
chuckles at the memory. “They came in (to the backed Mazda studded Alfa Romeo dealer team after their
workshop) within a day of the accident. I said to ‘top Italian driver’ (factory test driver Spartaco
my Dad, who was an airline pilot and loved John, Dini) failed to materialise. Teamed with talented
that Leffo had got himself in a bit of strife. So Dad French lady Marie-Claude Beaumont they
paid out the loan on the Cooper S.” were the slowest of the three driver pairings.
The Fred Gibson/John Fitzpatrick duo was
Lesson learnt, Leffo would never race at an early retirement with engine dramas whilst
Bathurst again in his own car…! expatriate Tim Schenken (in his only ever
Bathurst) and Formula Ford champion Paul
1970 Bernasconi had nally seen off the leading
BMW 2002Tii and Ford Escort RS2000 and
After a three-year gap Leffler found himself were catching the Class C leading Mazda RX3
immersed in the ‘tiddler’ class. Against – before 10 laps from the end a wheel broke at
factory entries from Datsun and Toyota, the
Mazda 1300s were all dealer