1976 Holden Torana L34

A month or so back, Vintage Racecar interviewed Leo Geoghegan, a true icon of Australian motorsport. While Leo may have started his racing career in an early model Holden, he later became a household name from his successes with a series of Lotus open-wheelers. While this interview will feature in a future edition but it was interesting what Leo said first, even without a question being asked.

“Real racing cars in Australia account for only about 5% of the cars being raced. It was explained to me once by Ivan Stibbard, who used to be the manager of the Australian Racing Drivers Club. He said that we have got to accept the fact that our Formula 1 are touring cars. And this was before the racing saloons that we have these days, back when we had racing Cortinas, Stangs and the like. That’s what drew the crowd. Sports cars are sort of on a par with open-wheelers but it’s the sedans that are on the top of the hill with the paying public.”

While the Australian Grand Prix has taken on a new notoriety since 1985 when it became a round of the World Championship, it is open to question whether it is the most important event in the Australian motorsport calendar. This place of pride perhaps belongs to an event that takes place on the second Sunday of October in the town of Bathurst some three hours drive west of Sydney.

We made the pilgrimage to Bathurst to have a close look at the Holden Torana SL/R 5000 L34 that won the Bathurst 1000 in 1976 in the hands of Australian driver Bob Morris and English co-driver John Fitzpatrick. Thankfully, the car has survived the 31 years since the event and occupies a central place at the National Motor Racing Museum adjacent to the circuit itself. Also, thankfully, the Torana certainly isn’t a dusty museum exhibit and is used regularly throughout the east coast of Australia at gatherings of fans of the Bathurst race. It’s a beaut of a car and so typical of the V-8 muscle genre that’s so popular in Australian motor racing.

Sedan Car Racing

While sedan racing has been with us for years it was galvanized during November 1960 by a 500-mile race at Phillip Island. Sponsored by Armstrong, the manufacturer of shock absorbers, it was the first of an annual race that continues today.

Back then there were five classes based on engine capacity. Eclectic would be the best description of the vehicles ranging from a diminutive NSU Prinz driven by Doug Whiteford and Lex Davison (both triple Australian Grand Prix winners), Renault Dauphines, one driven by the Geoghegan brothers, VW Beetle steered by Greg Cusack and there was even Cooper and Brabham driver John Youl in the family Mercedes-Benz 220SE. There was no outright winner, just individual class winners, but the car that covered the 500 miles first was a Vauxhall Cresta driven by Frank Coad and John Roxburgh.

The following year it was a tussle between Studebaker Larks, Chevy V-8s, Ford Anglias and a lone privately entered but works-prepared Holden EK. It was Bob Jane and Harry Firth who traveled the distance first in a Mercedes-Benz 220SE. Classes for 1962 represented the showroom cost of the vehicles and once again it was Jane and Firth with the shortest time.

There had been heavy rain in the weeks before the event and the track’s surface deteriorated badly during the race. It was bad news for the organizers, however it was significant that just a few weeks beforehand the Australian Racing Drivers Club had staged a highly successful six-hour race at the Bathurst circuit some 600 miles to the north.

Move to Bathurst

Bathurst’s Mount Panorama circuit (see VR July ’03) has a history dating back to 1938 with the holding of the Australian Grand Prix won by Peter Whitehead in an ERA. The Armstrong 500 moved lock, stock and barrel to Bathurst and was run there for the first time in October 1963. When the big day came and 57 cars lined up on the grid, it was the start of something that was to become an Australian institution. Right from its very beginnings, the Bathurst 500 and later 1000 attracted support from all the major factories. For 1963 it was BMC and Ford. Holden was following the worldwide General Motors ban on motor racing but did produce 200 Holden EH S4s that were just perfect for competition. Once again, first across the line were Harry Firth and Bob Jane, this time in a Ford Cortina GT.

The first year at Mount Panorama was also when TV brought the event into Australian living rooms as well as the start of an annual battle between Ford and Holden. Engine capacity classes were reintroduced in 1972 and Holden got around the “no racing” edict by forming the Holden Dealer Team under the guidance of the same Harry Firth. A name that has become the stuff of legends, especially for his creative rules interpretations.

The race distance moved from 500 miles to 1,000 kilometers in 1973, and classes disappeared altogether in 1995 when every car wore either a Holden or Ford badge. However, there were a couple of years with infighting among Australian race organizers, and the race results were completely bereft of locally produced Fords or Holdens.

Today, the annual Bathurst enduro is a round of the V-8 Supercar Series held all over Australia, but only Bathurst commands all-day television and only Bathurst is front-page news. The mystique that is Bathurst continues.

Torana History

Meaning “to fly” in an Australian aboriginal language, Australians first saw the Torana in 1967. Actually a rebadged English Vauxhall Viva with a number of localized changes such as round lights instead of square, the Torana was Holden’s first venture into the smaller car class. Powered by a 1,159-cc four-cylinder and fitted with a four-speed manual box, it wasn’t a bad performer compared with the rest of the market. The Torana took on a more spirited look a year later (as did the Vauxhall Viva) when the Brabham name was attached. However, the emphasis was more on “looks,” as the Brabham Torana was untouched beneath the skin but did sport go-faster stripes across the bonnet and along the sills. It did however boast a rev-counter as well as gauges for oil pressure, fuel, water temperature and amps. All comparatively rare in Australian cars of the time.

October 1969 saw Holden release a new Torana that while still using the Vauxhall-based floorpan was completely clothed in an all-Australian-designed body. There were also big differences under the bonnet too. While four-cylinder buyers were still catered to, the bulk of this model was sold fitted with Holden six-cylinder engines in a slightly longer body. Power came from anything from a 130-ci cooking engine producing all of 90 bhp through to a 161-ci six with 125 bhp on tap. The latter engine being fitted to a new sporting model called the Torana GTR.

Through the late 1960s, Holden’s battle car at the all-important Bathurst race was the Monaro, a large-sized 2-door coupe at close to 3,300-lbs with a 300 bhp 350-ci V-8. However, over at Ford they were winning the power stakes, and chequered flags, with their 351-ci V-8-powered Falcon GT-HO. In response, Holden decided that, instead of upping the stakes with a more powerful Monaro, it was better to head down a different path.

That path was the Torana GTR XU-1, produced and homologated purely for series production racing, with Bathurst being the main target. Initially fitted with a 160-bhp 186-ci straight-six breathing through triple Strombergs, it wasn’t long before that grew out to 202-ci and boasted around 200 bhp. The names of Harry Firth and the Holden Dealer Team were synonymous and it was his idea that it was far smarter to use a powerful engine in a smaller package. The Bathurst circuit is notoriously hard on cars, especially tires, meaning that it made sense to develop a more nimble competition vehicle. Success didn’t follow immediately, but the Holden Torana GTR XU-1 had numerous rally successes and went on to win at Bathurst in 1972 in the hands of Peter Brock.

Supercar Scare

The 1972 Bathurst win was preceded by what became known as the “Supercar Scare.” All three of the major manufacturers were moving to produce even faster cars with a view to future competition success. Ford with their Phase 4 GT-HO, Chrysler had finally fitted a 340-ci V-8 to their already-quick Valiant Charger and Holden had two prototype V-8-powered Torana XU-1s under test.

Then it really hit the fan when a Sunday newspaper featured an article about 160-mph “bullets on wheels” being made available to the public. As Sunday papers are, the article was sensationalized to match readers’ coffee and croissants and it just snowballed from there.

If you were to believe the subsequent press coverage, the general public was outraged that such cars were available to anyone with enough dollars to pay for them. Eventually, it reached Australia’s federal government and politicians being what they are set about to protect us (and their votes) from the bad things in life. Pressure was soon levied on the powers that be within Ford, Chrysler and Holden and that was the last we saw of the Phase 4 GT-HO, 340-ci V-8 Charger and the XU-1 V-8.

As it happens, such furor soon vacates the minds of the politicians and newspaper people when something more interesting comes along. During March 1974 Holden released the new Torana LH series that could be ordered with four, six or eight-cylinder engines. Gone, finally, was the Vauxhall connection as it featured a completely new floorpan and body. Up at the top of the line was the Torana SL/R that while coming standard with a 202-ci straight six could be optioned with a 240-bhp 5-liter and badged as a SL/R 5000.

The L34 Torana

Available with the SL/R 5000 was the L34 option that was designed purely for touring car racing, which of course meant Bathurst. The obvious external difference was bolt-on wheel-arch flares but the engine came with stronger rods and pistons, modified cylinder heads with bigger valves, roller rockers as well as tubular exhaust headers, special inlet manifold and twin-coil/twin-point ignition. If that wasn’t enough, also available was a High-Output package that meant an engine oil-cooler, larger camshaft and 780-cfm Holley carburetor. Interestingly, Holden never released power ratings for the L34 engine but it is thought to be close to 330 bhp. History tells us that an L34 Torana was first across the line twice at Bathurst.

The 1976 Enduro

Classes for the 1976 Bathurst 1000 were Class A up to 1.3-liters, Class B 1.3-to 2-liters, Class C to 3-liters and the class that interested the most, Class D from 3- to 6-liters.

The event attracted 71 entrants with the minnows of Class A consisting of Mini Clubman GTs, Toyota Corollas, Datsun 1200s, Mazda 808s, Honda Civics, Alfa Romeo 1300 GTVs, VW Passats, Escort 1300s and a lone Fiat. Next up the line in Class B and perhaps the most populated class came Alfa GTVs, Alfetta GTs, Ford Escort RS 2000s, Triumph Dolomite Sprints, Fiat 124 Coupes, BMW 2002 Ti’s and a VW Golf. Class C was getting a little quicker with Ford Capri V-6s, Mazda RX3s and BMW 3.0si’s. Class D was either Holden Torana L34s or the Ford Falcon GTs. In total there were 12 Toranas and just 3 Fords. Many didn’t give Ford any chance at all.

Big Names

As with most Bathurst races, the big names were out in force. Alan Moffat teamed up with Australian Formula One driver and eventual Le Mans winner Vern Schuppan in a Ford Falcon. Of course Peter Brock was at the helm of one of the Toranas with his brother Phillip as co-driver. Colin Bond and Johnny Harvey were steering another of the Toranas as were Alan Grice and Frank Gardner. Other familiar names were there too. Names like Peter Wherrett in an Alfa Romeo GTV, Bo Seton in a Ford Capri V-6, John Goss in a Falcon GT and Dick Johnson also in a Capri V-6. However, perhaps in a clever piece of marketing, Sir Jack Brabham teamed up with Stirling Moss in a Torana. Moss had yet to be made a peer of the realm and it was his first real drive in anger since his accident at Goodwood in 1962.

The day dawned overcast following overnight rain, setting the look on everyone’s faces as they thought about the right tires to use. Bathurst is a long circuit and, while it may be dry at the start/finish line, it could be wet around the top of the mountain. It’s through the twisty bits at the top where the maximum amount of traction is required. Everyone must have said the right prayers, as apart from a drizzle or two the day stayed dry.

Tragic Start

After the flag dropped, the start line looked its normal pandemonium. Bond and Moffat stole the start with Peter Brock a little ways behind. However, the real drama was happening further behind the start line. The gearbox in Sir Jack’s Torana had for some reason tried to select two gears at once and jammed solid. Then, in the resulting confusion, the Triumph Dolomite Sprint of Terry Wade and John Dellaca ran straight up its clacker. It certainly was a tragedy as many enthusiasts were watching TV or had traveled to Bathurst to see the two champions in action. In a flurry of activity the mechanics swarmed over the car and it was removed to the pits where it was repaired. Thankfully, it was allowed back on the circuit; however, it wasn’t to last and retired about a quarter way through the race.

At the pointy end of the field, Colin Bond was leading Moffat, followed by Brock, Bob Morris and Alan Grice. With 123 laps to go of a 163-lap event, all sorts of maladies beset the cars with the front runners coming in with brake, fuel or tire problems.

Peter Brock soon took the lead followed by Moffat and Bond. Although Brock soon dropped out of initial contention by running out of fuel coming down the notoriously fast Conrod Straight due to a fuel pickup problem. Now Moffat was in the lead until the crankshaft pulley broke into pieces and threw the fan belt. It wasn’t long before the engine boiled away merrily and, when a head gasket blew, it was the end of Moffat and Schuppan for the year.

Morris in Front

Suddenly Johnny Harvey found himself out in front followed by Bob Morris in the Ron Hodgson-sponsored Torana. Behind was the fast-charging Phillip Brock as their fuel problem had been overcome, only to temporarily exit the race not long after with a broken rear axle.

With 50 laps to go, Harvey was still leading in the Torana he shared with Colin Bond, but a poor pit stop soon put paid to that with Bob Morris slipping through to 1st. Just 11 laps later co-driver John Fitzpatrick took over behind the wheel, hoping to take the car through to the chequered flag. Fate, as we know, always has its way of playing a part, as just two laps later he was back in with a very flat-looking front tire. Colin Bond was out in front again and almost a lap behind was Fitzpatrick.

Another fan-belt, another head gasket. Except this time it was Bond’s Torana and it looked as if the Morris/Fitzpatrick Torana would lead to the finish line. Or so it seemed. The Bond/Harvey Torana received temporary repairs and returned to the circuit in 2nd position. The Brock Torana was back out, this time with Peter at the wheel and very much in the groove and catching Fitzpatrick and Harvey.

Dramatic Finish

Then with just four laps to go, the leading Torana slowed dramatically going up the hill with smoke billowing behind. Morris and the pit crew stared unbelievingly at the TV monitors. Even Blind Freddie could see that all was not well. With that amount of smoke the worst was expected, but Fitzpatrick continued to circulate. Thankfully, it wasn’t the engine but the gearbox front oil seal leaking on to the clutch. To make matters worse, a rear axle had also broken leaving drive to only one wheel. Directly behind, Johnny Harvey wasn’t having much fun either in his Torana especially with the hard-charging Brock now in 3rd place.

Bob Morris and his crew were pacing the pits like expectant fathers. John Fitzpatrick was using all his considerable experience and skill just to keep the car out on the circuit and, as the car passed Skyline for the last time, it was all downhill from there and Fitzpatrick managed to virtually coast the car to the finish line. The tension in the Ron Hodgson pit had been, to say the least, tense with Fitzpatrick being greeted by a much-relieved Bob Morris who was by that stage in tears.

Class A was won by Bill Evans and Bruce Stewart in a Datsun 1200 after circulating in times that would have won the event outright just eight years previously. The Ford Escort RS2000 of Eric Boord and Tom Tymons scored success in Class B. Class C was well won by the popular Bo Seton and Don Smith in their Ford Capri V-6.

It was a popular win for the Ron Hodgson team especially after Morris had partnered with Frank Gardner in the same car the previous year for a 2nd place.

A Word with Bob

No profile on the 1976 Bathurst winning car would be complete without a word with the driver Bob Morris. Of course a win at Bathurst wasn’t Bob’s first appearance on the podium. In fact the Morris name goes back to the 1960s when his father Ray ran a Ford Cortina in the Bathurst 500. It’s in the blood of course and the late 1960s saw Bob preparing an early model Ford Falcon for the 1967 Surfer’s Paradise 12 hour race. Bob said that he fitted the car with Mustang mechanicals including an automatic transmission and intended running it in the Touring Car class but quickly changed direction when news of the 12 hour race first hit. Success eluded Bob at Surfer’s but he went on to run the car at Sydney’s Oran Park and Warwick Farm circuits.

Bob Morris then found himself driving an Improved Production Toyota Corolla for the Toyota Team during ’68 and ’69. Equipped with an engine built by Ray Morris it was good for 128 mph down Conrod Straight—certainly the fastest Corolla ever to lap the mountain circuit.

“Next came a 350 Monaro.” Bob told VR. “That was in 1969; it was an ex-Brock car and we ran that quite successfully around the circuits close to Sydney. Luck came my way the following year when I shared a Torana XU-1 with Peter Brock under the guidance of Harry Firth. The best result there was a first in an important 100 lapper at Oran Park. That was followed by my own XU-1 and then I changed camps and ran a GT-HO Falcon at Bathurst in 1971 with my father. We were going really well and even set fastest lap but had to retire after 80 laps as it was overheating.

“It was then I started to drive for Ron Hodgson in his XU-1 and L34 Toranas,” Bob added. “Driving for Ron was really good as he was a racer from way back and a great enthusiast. Ron was very successful at what he was doing—selling used cars and he also knew where racing was going. The impact of television was something Ron was very much across and he used what he knew to compete against the factory cars. I ended up staying with him from 1973 through to 1979.”

First L34

“Our L34 was the first one down the production line in 1974,” Bob said. “We got it even before the Holden team got theirs. It was prepared by Ron Missen who knew what he was doing. It was a very quick car but not always reliable to start with. There were parts of it that were fairly fragile like the gearbox.

“We ran it first at Bathurst in 1975 with Frank Gardner as my co-driver. Frank was back in Australia to do some work for Bob Jane and made himself available for the race, and without doubt I think he was one of the best test drivers around at the time. We had all sorts of problems that year, small problems. Larger ones, too, like when Frank came in with just 12 laps to go. He had been chasing Brock and just couldn’t get closer to him. When Frank handed the car over, he casually said that I should watch the brakes. I didn’t think much of it but I soon found out what he meant as there wasn’t any. They had worn so much that the piston was pushing into the rotor. In the end we were pleased with the 2nd place.

“For 1976 we planned significantly and were well organized,” Bob added. “Just a few weeks beforehand we had run the car at Sandown and despite breaking the gearbox we were happy how things were going especially after we received the upgraded box. We were also pretty adamant about using components that were good and truly tried out on the circuit. Things like the wheels and tires, as we wanted to stay with the 14-in ones we had always used when everyone else was going to 15s and Bridgestone tires.

“Just before the race we were approached by Bridgestone to use the larger wheels and their tires, but we decided against it and used Dunlops. Our plan was to go the distance with just three fuel stops and even then, before the first stop, we ran out at the top of the hill but still managed to coast in. Of course we were over the moon with the win especially when it was touch and go in the last few laps. However, looking back, it certainly wasn’t a fluke.”

Bob Morris and John Fitzpatrick backed up again for 1977 in an A9X but the previous year’s winning car was used as a practice car not only by him and Sir Jack Brabham but also by Johnny Rutherford and Janet Guthrie who were running another A9X. Bob went on to run at Bathurst a further 7 times.

Race Preparation

“The rules were very different then to what they are now,” Ron Missen said. It was Ron who prepared the Ron Hodgson L34 Torana that won the 1976 Bathurst 1000.

“There were a few things you could do with the engines but components such as the pistons, rods, cranks and valves all had to be standard. You weren’t allowed to machine the cylinder heads but you could fit any camshaft you wanted, change the valve springs and you were free with the carburetor and distributor. The exhaust system was also free but from the first flange back; however, mufflers were compulsory.

“The biggest problem with the V-8 engines was appalling oil surge. To get around that we ended up running a semi-dry-sump system with the oil being pumped out into a large tank with two separate oil pumps. To get around the rules, the tank had quite a few cooling holes through it so it could be called an oil cooler.

“You could do a few things with the suspension,” Ron added. “Different springs and shocks were okay but the mountings couldn’t be altered or holes cut into anything. You were also free with such things as sway bars and Panhard rods. Each car couldn’t be lower than four inches off the ground, which caused problems with the exhaust. As mufflers were compulsory, it meant that some were right on the underneath of the floor. This caused a few fires when the compulsory trim caught fire. In the end we were allowed to roll up the carpet and underfelt and secure it safely somewhere else in the car, like the boot.

“Instruments could be added to but not replaced. While brakes were free as long as they weren’t increased in size and the original master cylinder was maintained. Naturally, we were over the moon with the 1976 result but the car was advertized for sale soon after but without much success. The following year the team was using the new two and four-door A9X Toranas and the L34 was used as a test car.

“It was sold on in 1977,” Ron said. “Then it nearly succumbed in club racing so I was pleased when the museum bought it. I was also very pleased to help out a bit during its restoration.”

Restoration

Bathurst City Council would probably be one of the few local governments in the world that would have a motor vehicle restoration facility.

We understand that despite being constantly modified for sports sedans, the L34 wasn’t in too bad a condition when the Council bought it. Tired would be the best description as it carried a few nonoriginal pieces like wheels and carburetors plus most of the original trim had been removed and a yellow racing seat fitted. When it was decided to restore the car, the aim was to make it as close as possible as to how it was in 1976. Ron Missen was extremely helpful even to the extent of sending a brand-new L34 Torana steering wheel still in its box to replace the non-original racing wheel. Bo Seton also helped by sending two side-draft Webers complete with manifolds.

Working with a limited budget, the restoration took just about 2 years with all the mechanicals rebuilt and the body stripped back to the bare metal, many dings repaired and finally painted and signwritten exactly as it was in 1976.

Torana Driving

With a helmet on, the L34 isn’t the easiest car to get into, as the roll bar does get in the way. Heaven knows what it must have been like during the excitement of driver changes during the 1976 Bathurst 1000. Nothing unusual about the H-gear-shift pattern and, as the rules of the time dictated, it’s all very mid-1970s Holden inside the cabin.

Why do seat belt designers make life so difficult? Certainly not comfortable and it’s a good thing that my days of fathering offspring are well and truly over. The driver’s seat? They are described as bucket seats but offer all the support of a park bench. It’s just occurred to me that there is a connection between the seat belt and the driver’s seat. Otherwise how in heavens could anyone expect to sit in one spot going across and down the mountain at Bathurst? Remember, the rules back in 1976 stated that the seats had to be standard and full trim had to be carried.

Into first, not a problem! Like driving a road car, albeit with the world’s heaviest accelerator that appears to be either full on or not much at all. I’m relieved that the clutch is progressive but I have to show the gearbox who’s the boss while the brakes work well and instill that level of confidence so greatly needed.

Through the gears a few times and before long the idiosyncrasies of the car are soon forgotten. The gearbox feels strong, so it’s hard to recognize that there had been some built-in fragility. While we were at Bathurst, sadly we were not out on the Mount Panorama circuit. Except for two times a year it’s a public road so taking a racing Torana around for a blast wouldn’t endear us with the local constabulary. So we are left with a private service road running next to Con Rod Straight, but it does have a couple of interesting bends and enough length to get into fourth before turning sharply on to the circuit.

While there is a competition-prepared V-8 under the bonnet, it does idle surprisingly meekly. Having to rev an engine to 4 1/2 grand just to get it moving, I have always thought is more than a pain in the bum. It moves away easily and, with the touchy loud pedal, first gear quickly runs out of puff. The gearshift I would best describe as definite and something to take control over. Into second and hard at it again. The speedo does work but I promised not to let on what it said. The bends come and go while hitting it hard in third and it’s just a matter of flicking the wheel from right to left. Not a problem as the car is very obedient. I recall thinking of what it must be like coming down the mountain at full tilt with a mob close behind. Into fourth for just a couple of seconds and then it’s time for the disc/drum setup to do what it’s supposed to do. Not a problem and it pulls up easily and in a straight line.

I start to get used to the car from the sprints alongside Con Rod Straight. It really is quite an easy car to drive. Sure not something that I would choose to run down to the shops but it’s relatively tractable, handles predictably and there is enough stopping power in the brakes for comfort. Oh yes I forgot, it also goes like stink.

Suddenly it occurred to me that I was enjoying myself and would love the chance to drive it with some enthusiasm around the whole Mount Panorama circuit. In my dreams of course and sadly, I have to hand it back to Rod Harvey, the museum’s curator. Good fun it certainly was.

Buying a L34 Torana

If you were looking to have a L34 Torana in your garage, you would have to think closely what you really wanted. If it’s a genuine Bathurst-winning car you’re after there’s a choice of just two, however there were probably around 15 that ever ran at Bathurst. If competition provenance is not important, Holden produced a total of 263 Torana SL/5000 L34s. Production of the LH Torana or the model designation covering the L34 was prolific with over 70,100 produced and, while exact figures are not known, it is thought that anywhere between 3,000 to 5,000 of these were SL/R 5000s fitted with the 5-liter 240bhp V-8. By the way, you would probably also add your airfare to and from Australia, and there is the little matter of shipping it to wherever you wish.

Museum

For anyone with a slight interest in motorsport, a visit to the Australian Motor Racing Museum is an absolute delight. Situated on Murray’s Corner at the end of ConRod Straight, this purpose-built building owned by Bathurst City Council has been established to not only bring together the history of the Mount Panorama circuit itself but also from motor racing right throughout Australia.

When we were there to sample the L34, there were close to 40 vehicles and the same number of motorcycles on display. While quite a few of the vehicles are owned by the museum, the rest are on loan from historic racing enthusiasts. It was great to have a real closeup look at the 1938 Hudson Terraplane that Ron Reid drove in the 1952 Australian Grand Prix at Bathurst—it’s a surprisingly large car. Among others is the Dalro Jaguar, the ill-fated ex-Brabham/Moss L34 Torana from 1976, a 1985 March Indy car and David McKay’s semi-works Jaguar Mk1.

The museum also features displays of racing memorabilia including engines, signs, photos and so on. I was rather taken by the BMW four-cylinder engine block that was missing a third along one side, due to a rod letting go in a big way. I felt right at home in the museum and could have wandered around for hours. If you’re in the vicinity of Bathurst I strongly recommend a visit. The museum is open 9 am to 4:30 am all year round except for Christmas Day and Good Friday.

If the museum is not enough, don’t forget Mount Panorama circuit is also a public road which means that you are quite free to drive around it as many times as you like. For a thousand kilometres if you wish, but no faster than 60 kph. Even at the speed limit, negotiating such areas as Skyline, The Dipper and Hell Corner really puts another prospective on to what it must be like at racing speeds.

Specifications
Chassis: Four door sedan, integral frame with uni-body construction.
Wheelbase: 8ft 5.8in (2,585.7mm)
Track: Front: 4ft 10.46in (1,485mm), Rear: 4ft 9.1in (1,450mm)
Weight: 2,645.55lbs. (1,200kgs)
Suspension: Front: Independent with double wishbones, coil springs, Koni telescopic shock absorbers and anti-roll bar. Rear: Four-link live axle, coil springs, Koni adjustable telescopic shock absorbers and anti-roll bar.
Steering Gear: Rack and pinion.
Engine: 90-degree V-8, 308-ci (5,044-cc) 102mm x 78mm
Power: 351bhp at 6,000 rpm
Fuel System: Two 44mm twin-choke Webers.
Clutch: Single dry plate.
Gearbox: GM-H M21 gearbox.
Gears: 4 forward, 1 reverse.
Foot Brake: Front 11-inch ventilated discs and 10-inch rear drums.
Hand Brake: Mechanical to the rear wheels.
Wheels: Front: 14 x 242mm Alloys. Rear: 14 x 254mm Alloys.
Tires: Dunlop Compound Slicks

Resources:
Terry Bebbington, 50 Years of Holden. Clockwork Media Pty Ltd. ISBN 0 947216 59 6
Fiv Antoniou, History of the Holden V8. Ellikon Press. ISBN 0 646 42329 0
David Greenhalgh, Thomas B. Floyd & Bill Tuckey. Australia’s Greatest Motor Race—1960-1999. Chevron Publishing Group P/L. ISBN 1 875 221 12 3