best ever easter bathurst.best ever easter bathurst. torquing heads 2012/2013 work ph home ph fax...

• Easter Bathurst • Phillip Island Statie • Targa Tasmania • Eligibility Crackdown • Flag Furore • Hello HANS

Pic courtesy James Smith

May 2013

General Meeting 8pm Wednesday May 29Bells Hotel Sth Melbourne

Best Ever Easter Bathurst.

Torquing Heads 2012/2013 Work Ph Home Ph Fax Mobile Email

President Chris Ralph 0418 318 934 [email protected] President Jervis Ward 9690 4321 9690 4323 0409 137 629 [email protected] Dean Bryant 0417 012 526 0417 012 526 9551 5859 0417 012 526 [email protected] David Floyd 9574 7733 9877 2243 9561 8731 0402 257 541 [email protected] Nick Cascone 0409 959 072 0409 959 072 [email protected] Jervis Ward 9690 4321 9690 4323 0409 137 629 [email protected] Plates Gordon Cox 9467 8900 9435 5235 9467 4590 0418 506 650 [email protected] David Brown 9762 8722 9762 9829 0413 208 081 [email protected] David Twigg 0414 875 922 9466 9737 9702 9635 0414 875 922 [email protected] Len Read 5977 8771 5977 8771 0408 548 133 [email protected] Sealing Ken Zinner 9568 0363 9568 0363 0412 171 603 Are you joking.com.au AHTCA [email protected] Editor Chris Ralph 0418 318 934 [email protected]

Club Mailing Address PO Box 16 Chadstone Centre Victoria 3148

May 2013 Historic Touring Torque

2013 Competition CalendarChampionship point score rounds for your best 5

Event Organisers Location Date Type

Round 1 State Series PIARC Phillip Island April 6-7 StateRound 2 State Series MG Car Club Sandown May 18-19 StateRound 1 Golden Oldies Austin 7 Club Winton Short May 25-26 Historic Round 3 State Series ASSA Sandown July 20-21 StateRound 2 Golden Oldies August 10-11 VHRR Winton Long HistoricRound 4 State Series VMCI Phillip Island October 21-22 StateRound 3 Golden Oldies November 8-10 VHRR Sandown HistoricIsland Magic PIARC Phillip Island Nov 30 - Dec 1 OtherPlus one interstate round of your choiceAnd as well:Graham Slater Fun Day (non-champ) Calder February 24Phillip Island Classic (non-champ, >3ltr cars only) Phillip Island March 8 -10Australian Historic Touring Car Challenge (Muscle Car Masters) Sydney Motorsport Park Aug 30 - Sept 1

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Calling the hounds to BaskervilleThis year’s Baskerville historic meeting plans to run an

interesting Group N Mini only race as a memorial tribute to well-known Mini racer Chris Ellis who tragically passed at the beginning of the year. As well, Under and Over 3-litre races are planned for Group N.

So if you’re a Mini racer start making plans now – all the info

is on the poster reprinted on page 13. It’s a great little track and the hospitality and fun provided by the organisers is first rate.

Henry Draper is chasing up Mini competitors, why not have a chat to him on 0438 714 821 or email [email protected]

He’ll certainly tell you where to go…

Historic Touring Torque May 2013

PresEditoro

Welcome to the second full-size magazine of the year. In it we report on the Bathurst Group N races, the April State round and Targa Tasmania, plus there’s some really interesting information on eligibility, safety, flag waving and more.

Easter FunThe Group N races at Bathurst were

organized out of Hong Kong by the excellent Troy Williams who came back to have a run in his Mustang. Initially entry fees looked steep around $1300 but that was to guarantee our group a place on the card. Once fully subscribed, $500 was refunded to each competitor, which after a fantastic weekend’s motor racing must have left them very chuffed indeed!

I asked Ted Perkins, Peter van Summeren and John Clarke for just a few lines each so I could cobble up an article but such was their enthusiasm I ended up with so much stuff an editor’s edit was required. Many thanks for responding guys, thanks also to Coxy and Peter Miles for the snaps and to James Smith for most of the race photos.

Also at Easter Les Walmsley drove fellow Charger-punter Robert Braune’s BMW E30 in the Festival of Sporting Cars event at Wakefield Park. Built for the Winton 300 it has a small Lexus motor and “brakes off a truck”, was great fun to drive and cleaned up in all the races. Les said he thought of me as the BM passed Burke’s Charger. Aw, gee, thanks mate!

Team Humpy made a foray to Easter

Mallala and no doubt had their usual excellent time with Rob Southouse, son in law Phil Barrow and mate Rod Wood and a full family support team.

State Round in AprilThe first point score round for the year

saw former Club Champion Gary Edwards easily the fastest car after the Leo Tobin’s Mustang continued its unbroken grave (sorry) run of tiny reliability problems.

But when too much power was a problem in the slippery Sunday morning race it was Stephen Pillekers who took the win, his first ever, congratulations. As well, we saw the debut of Phil Pearmain in his 1957 Mk1 Jag that he has been building for some years. The car ran well and finished all the races.

Thanks to Phil Wisewould once again for the race photos.

Targa TasmaniaOur members done good, as they say.

Congratulations to Peter and Sari Ullrich who won the Early Classic Handicap in their awesome 1963 Jensen CV8, detuned to standard specs to spite the naysayers but still monstrously fast. Paul and Christine Freestone in the very much modified Holden 48/215 beat them home in the Classic Outright by just seven seconds (standard cars get a different weighting in the handicap), while Andrew White/ Ashley Yelds took the extraordinarily fast Volvo 122S into 11th. We have pinched Ashley’s blog for our report, many thanks!

Cap’n Richard Woodward took time off from the 747 to haul the big yellow Monaro into 17th, aided and abetted by my last year’s nav, Neil Gibson. After losing a stage with a thrown fan belt they fought back magnificently. Bob Edwards in the beautiful Falcon Sprint replica also had problems to finish 31st.

Our Club Rally Champs for the last two years, Bernie and John Wilson from Canberra, DNF’d after the Perana broke the inside of the 9” diff at the end of Day 2, and although fixed with the help of a local, then had no LSD.

Two starter motor failures and a clutch

master cylinder problem added to the woes and meant driving Day 4 with no clutch, starting on the line in 1st gear. On the last day they had no starter after lunch so they couldn’t turn it off again until the Wrest Point car park. They were the last of the finishers having missed 11 stages.

Well done also to Warren Bossie from NSW, former chair of the AHTCA who entered as a rookie in his Group Nc Torana and finished 33rd.

EligibilityJust as driving standards came under the

spotlight in 2011-12, it is now the turn of eligibility matters to be reviewed.

The article starts the process and it’s up to members to add their comments and ideas which will all be put into the mix. Even the awareness that the heat will be on those cars that don’t comply may be enough to dissuade people knowingly turn up to race with a massive cheater – and being outed.

Safety – HANS devicesThanks to the thinly-disguised ‘Wise

Wally’ who has contributed the first of several promised article on technical and race compliance matters.

An unfortunate death occurred in Queensland in February this year when an ex Grp N Alfa taking part in a sprint meeting hit something hard head-on. A HANS device would have saved his life – the article promotes the device and it’s interesting to note that Coxy has them on sale to Club members for only $675…

It has to be said – how much is your neck worth?

Flag wavingThe not-at-all thinly-disguised John

Clarke has been doing some flag waving along with his driving and has some sharp comments to make on the inconsistencies he has found which he has kindly sent in, for which many thanks.

There are some points that he wishes to pursue and the aggressive old bugger’s beard is bristling big time…

Historic Touring TorqueMay 2013

New relaxed CAMS licence requirements

Did you know that CAMS has again relaxed its rules regarding licensing?

Neither did I. A few years back they extended the yearly check-up for drivers over 40 (most of us!) from one year to two.

Now they have extended the age limit to over 45 (still most of us!) and made it OK to see any GP, not just those specific CAMS approved doctors listed on the application/renewal form. This will mean a reduction in cost, which is always welcomed.

As well, you now only need to compete once every FOUR years in order to retain your full licence. Interesting!

Grid splits at WintonThe Committee had to advise on how

the split the grid at Winton Historic. Only 11 Nc cars had entered, less than the minimum 18 they require. Thirty four Nb cars had entered, leaving only two spots free in a 36 car grid. The organisers were worried and so were we.

The options were to send all the Ncs home, in which case they would never go back; choose the slower Ncs to fill the grid and send the fast ones home, with the likely same result; drop off the last nine competitors based on the date of their entry: unfair to competitors either Nb or Nc, just to preserve a pure Nb grid; or run two grids on the Div 1& 2: Fast/Less Fast basis, which worked for many years with no complaints until the general move to Nb/Nc splits wherever possible came in. We chose the last as being the only fair thing to do.

With one historic meeting already not open to all entrants and thus invalid for

2013 outright and Golden Oldies champs, two invalid meetings would mean our Golden Oldies would have only half the required meetings, hardly the result anyone wants.

And it would certainly not be fair on our members and competitors who have booked accommodation and are looking forward to enjoying this iconic meeting to be turned away at short notice, for any reason.

Vic events coming upTwo State rounds in May and July and

then the big Winton Long track in August for the Historic, closely followed by Muscle

Car Masters at Sydney Motorsport Park at the end of August. You’ll find the latest program for Winton on these pages.

Muscle Car Masters – the Group N Challenge!

Camping will be allowed in the Sydney Motorsport Park, with 12 x 3.5m spaces. Bitumen surfaces so no tent spikes, and the amenities block has been upgraded. As far as we know there will be no charge for camping sites.

Entries will be out in June for this, the biggest Group N event ever – more than 200 entries are expected. A special Group N

Challenge format will see an interstate teams comprising nominated cars in each event.

The big celebrations will be on the

Saturday night so people can get away early on the Sunday. After drinks in the paddock at end of play, all group N competitors will be asked to go the 150m to the Hinxman Room of the ARDC Cubhouse for the celebratory dinner and prize giving for the Saturday events.

At the end of play on Sunday awards will be given for the Group N Interstate Challenge and the… world’s biggest EH race.

Calling all Holden EHs!A special EH only race is slated for

the Sunday morning to mark the 50th Anniversary – word has it that cars are changing hands in NSW for very big dollars so entrants can take part in this unique event. If you have an EH, don’t miss this unique event!

We have nine raceable EHs in the Club, more than any other state and it would be great if nine Vic vehicles faced the starter. As well, road going EH clubs from all over Australia will be converging for the event. Which brings us to…

Article in Australian Muscle Car mag

Our very own Darren Knight has written a big article on Group N racing and cars on the pages of this mag. Help support Darren, our category and the mag by rushing out and nabbing one – this cover is the issue you’re looking for.

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Time to step forwardIt’s time to stand up and be counted for

the Committee, with elections happening in June. The Committee needs refreshing with numbers down, long standing members stepping down and too much work being done by too few people. It’s unsustainable – if you care about the Club, please contribute, we want you. If we all get too tired and give up (quite possible) what will happen then? A succession plan is vital!

We hear about various factions whispering they’re unhappy with this or that aspect, so it’s time to come out from behind the curtains and make a difference. Please. Do it. This year.

Get well Barry DevlinWhile we have all wished Barry well in

club meetings and in print, it appears none of us knew just how seriously Barry was burnt defending a neighbour’s property in fires earlier this year. Apparently, he came close…

So old mate, get better faster and the whole Club looks forward to seeing you around again!

Big names for our monthly meetingsThanks to David Brown for organizing

Fred Gibson (and hopefully his wife Christine Gibson, Australia’s most successful lady driver) as guest speaker for our July

31 meeting at Bells Hotel.

He will be the first of our guest speakers, with Nick Cascone organising Graeme Dyall from Liqui Moly Oils to come in with John Bowe for an entertaining discussion on that most important of topics – lubrication – on September 25. This date was

chosen rather than August 28 as many might then be on their way to Muscle Car Masters.

Bells’ upstairs room will now be set out in a theatre style in future, this worked well at the April General Meeting, and the food continues to get better.

Other name speakers are being organized for monthly meetings, please make sure you support the effort by turning up!

The entertaining J Ward (Ararat’s Lunatic Asylum, look it up) will conduct the May meeting and will take nominations for Committee positions then.

Remember: time flies like an arrow, fruit flies like a banana.

See you in June.

RalphE


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Brilliant Bathurst at EasterThree Vic entrants write three separate

reports, enough to convince you that it was a great meeting. The event was organised by Troy Williams out of Hong Kong who has called for expressions of interest for next year. His email is [email protected]. Don’t be slow if you want to book a berth…

Thanks to Ted Perkins, Peter van Summeren and John Clarke for their words and to James Smith and Peter Miles for the on-track pix and Coxy for the intimate pit snaps.

Interstate HTCAV members Spike Jones in the BMW from Tas and NSW members David Noakes in the beautifully rebuilt BDA, John Harrison in the ex Greg Nicholls/Trevor Talbot Mustang and Andrew Whiteside in his new 68 Mustang also had a great event.

Ted’s Take… Three months of car preparation - a week

prior went to Winton on the Friday for a shakedown, which showed up a sticky brake master cylinder, so all were replaced and the car packed for a Wednesday departure.

Got to Bathurst around 12.30, raining, the track was a hive of activity on the Thursday. Peter van Summeren arrived around 5pm and with David Noakes we had three Pommy Fords in a row!

Friday practice was greatly anticipated, out we went. Got around five laps in, trying to get a feel for where the road went. What did the car feel like, what were the tyres doing? No idea, there were too many concrete walls to concentrate on! Across the top there is no room for errors. Practice saw me at 3:10, a long way to go.

Qualifying saw me having a bit of a go as confidence crept up a bit. During one lap here, while drifting right to pass a Mini at Sulman Park I squeezed Darryl Hansen a bit out towards the concrete. He wasn’t there in the mirror ten seconds earlier, but was all over me in an instant. The big cars are so fast and the blind corners make them appear out of nowhere. Went and apologised at the end of the session, as it could have been all over for both of us. Got down to 2.59.7, really happy as one of my aims for the weekend was to be below 3 minutes.

Saturday’s race was around lunchtime. A 50-car field, a big string of cars stretching all the way to Murrays Corner, just like in the old Hardie Ferodo days. Got a bad start but survived Hell Corner and all the jostling up the mountain. The Camaro of Dean Neville decimated the field by 16 seconds, if only he backed off a bit, nine of us could have got a sixth lap in! Only issue with the car was the right hand rear axle seal leaking and oiling up the brake shoes - brakes only slow you down anyway. Best time of 2:59.9.

Sunday morning. Woke to the sound of rain, and dark skies overhead - this will make it real interesting. Our race was scheduled for 10.40 and it was looking like the showers were going to hang around – decisions! Do you stick with the semi slicks or put on the wets, how bad is it going to be? The race prior to us was the Formula 3s and judging by the spray off their tyres it wasn’t too wet. Cars in the pits had wets on one side and semis on the other, decision time - I stayed with the Toyos.

Got off the line really well, but conceded a few places at Hell Corner. The track had a dry line, but was very slippery off it. Had a great race and diced with the guys who were

around me, bloody Minis! Their drivers are so desperate! I’d rather keep my panels intact than turn in on someone to get the corner, when you know they’re going to pass you up the straight anyway. Mind you some of them actually pass you on the straights! Time down to 2:59.3.

Cleaned out the brake drum between races, and then headed out for Race 3.

Had a pretty good start again, really enjoyed this race. John Clarke catching and passing me up the mountain, all over the back of the Mustang across the top, horsepower just drives away from you down Conrod, but you get him under brakes at Murrays Corner again, then he passes you again on the climb, great fun. The same scenario with a GTHO from WA, but I actually managed to pass him at McPhillamy Park, as he was out of brakes.

At the end of the weekend we were able to drive the car onto the trailer, have a few ales and tell each other how great it was. Going back for sure next Easter!

Peter’s Pull…Wow, where do I start? Just a fantastic

event! Well organized, great facilities, great camaraderie amongst most competitors. Unbelievable track - driving out onto Mountain Straight for the first time was just amazing.

Practice went OK, just trying to learn the track and find lines through corners. So many blind corners, similar to a tarmac rally in that sense. Few minor moments of agricultural activities. Realised we were too tall in the diff and struggling up the hill, we had another diff but it was two ratios up. We needed the one in the middle.

Ted fires down the hill.



Ted fires down the hill.

Pic courtesy Peter Miles

Pic courtesy coxy

Pic courtesy neale Bayliss

Tilley Pacer - John Brash’s similar car is for sale.

Andrew Whiteside chases Tilley and Harrison over the top.

Tassie’s Spike and Aileen victorious on the Mount.

Whiskers bristling JRC gives Hell Corner hell.

Historic Touring Torque

Qualifying was interesting, got hit hard up the arse on the first lap out going through the esses, car went OK but didn’t improve much on practice times. Finally dared to hold it flat into the Chase which is just a buzz.

Race 1 - I bogged down off the line and got run down by a few cars. Very hectic into Turn 1, more so into Turn 2 where I soon learnt that the Minis play for keeps as I got run off the road onto the grass. Into Turn 3 another Mini tried to run me into the inside wall. I held my line and we swapped a bit of paint.

Car was quick across the top but was losing heaps of time climbing the hill. Had a couple of good dices and a grin from ear to ear. A bad vibration with two laps to go which was a concern but I pushed on. In the pits we noticed the r/h front tyre had grown a lump as belts had let go. Lucky it held in there and didn’t blow.

Sunday morning was drizzling so the old wet or dry tyre decision for everyone. The change from Kuhmos to larger diameter Toyos meant a diff change. Five minutes before we were due to go to dummy grid most cars were still in the air without wheels.

It had stopped raining but the track was wet, it was cold, there was no wind, and there were black clouds hanging about. Got a good start but had a car either side and got

baulked by a Mini then a Capri into Turn 1. It got hectic into turn 2 but got a good run out until I got baulked by a bloody Mini again.

Reasonable run up the hill and was OK across the top until I caught the V8 mobile chicanes. Got frustrated and pulled a desperate into the dipper which I just survived but then got blown away on Conrod. Rest of the race was fairly straight forward until the clutch pedal went to the floor changing into top on the hump on Mountain Straight on the last lap. Clutch came back with a couple of pumps but I lost a couple of places.

Changed the slave cylinder and front pads, which had almost totally disappeared, for Race 3 and hoped for the best. Stuffed the start again, crazy into Turn 1 then part way up mountain straight I noticed tyre smoke and brake lights everywhere ahead. Cars going in all directions. Got through OK then had a fairly straight forward race with a great dice with David Noakes in the RS 1600. Was pleased to see the Twin Cam could hold him off down Conrod but he caught me up the hill each lap.

Drove it on to the trailer with very little

to do save knocking out a couple of small dents. Lots of cars with minor panel damage from slight touches with the wall and other cars, and a few which will make their panel beaters happy. Sad to see.

Some guys from north of the border certainly drive more aggressively or it might just have been the fact it was Bathurst or a sheep station was on offer. I went there with the intention of driving fast but staying off the walls and driving it on to the trailer on Sunday night. Probably backed off a couple of times when I could have forced the other guy to blink first, probably left the door open too much a couple of times, but mission accomplished.

A huge tick off the bucket list and all in all a great experience and I will definitely go back given the chance. Bit disappointing to only see three cars from Vic, particularly seeing under 3 litres didn’t get a run at the Island, but maybe next year we can get more. Still on a high!

Clarkie’s Comment…According to the forecasters, Bathurst

was to be fine and sunny all over the Easter Period. They weren’t that far wrong, except for the Easter Sunday morning…

Friday lived up to the forecast and Mustang (1)96 was wheeled out for the first practice session. Three minute sixes were the order of the session and all looked good to better last year’s figures as we settled in to

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Ted was trying!

PvS attempts to brain Fred Brain’s Monaro.

Correspondent J. Clarke asleep at the wheel.

Pic courtesy James SmithPic courtesy coxy

Pic courtesy Grant Paterson Motorgrafix


race routines, three minutes “dead” set us up in qualifying just over midfield of a full 50-car grid with five reserves.

As it turned out, due to the odd mishap, all entrants got a start, with cars lined up around the corner in Pit’s Straight into Con Rod - as good as a V8 Super Car grid.

Race 1 - got away with a cloud of tyre smoke and up Mountain Straight for the first time, outdragging ten slots to the right hander and then into The Cutting.

The only embarrassment came down Con Rod when a delightful young 18-year old Bronte Michaels from Qld went past like we were standing still in her “nipple pink” XU1. Caught and passed her again on Mountain Straight, then across the top she went by again, after that she was out of sight.

I suspect Tino had “nobbled” me with a diff that gave me all up the hill, but ran out of “puff” going down. Previously our best time had been two fifty twos, however we could only manage a two fifty eight, some six seconds slower.

I know I worked harder across the top, so was expecting somewhere around previous times!

Sunday morning and the forecasters were wrong. Race 2 for Historics on a wet track, times were well down with very much “pussy footing.” Some entrants got a little excited ending their weekend’s racing.

Race 3 and the sun shone, and the track was dry. The flag dropped and the field roared away, and out came the Safety Car. The Anderson Falcon GTHO had a coming together just past the back pits gate in Mountain Straight, a 20 degree toe-in after the dust settled. Mustang (1)96 climbed from 44 on the grid to 24 with the help of a few DNFs, but a reasonable result.

We chased Mustang 289 from Wagga most of the weekend and had both drivers get out of their cars quite exhausted at the end. Unfortunately Alan Shearer in 289 struck a wallaby just leaving Forest Elbow, and where it didn’t affect the running gear,

certainly left some panel damage. Mustangs 1, Wallabies 0.

All in all a great weekend, and next year promises to be even better, with a possibility of four races, two on each of Saturday and Sunday and dump the Friday practice and just have qualifying on Friday. The Historic Convenor is open for suggestions, however if we keep the practice and have six sessions, that’s more track time (a good thing), but costs more money to enter. We must convey a huge vote of thanks to Troy Williamson, who did all the convening from Hong Kong, with not some small assistance from a couple in Australia.

Come on J Brown, get that Falcon out!

Pic courtesy coxy

Spike Jones in close company.

Peter van Summeren bombed Bathurst.


Pic courtesy Grant Paterson Motorgrafix


Great to see David Noakes back on track.

Handy Dave takes sartorial elegance to The Mount.

The John Clarke Mustang motored mightily at Bathurst

Up Mountain Straight for the first time.

Alan Shearer thought Skip was a Sheep.

Bill Cutler’s old BM ahead of David Noakes.


Pic courtesy James SmithPic courtesy neale Bayliss

Pic courtesy coxy Pic courtesy coxy Pic courtesy coxy


Smooth State Round April 6 &7 Phillip Island

Great Saturday weather it was, just about as nice as one might think Phillip Island could be. Twenty one starters ventured out in qualifying and it was the returning for Club Champ Gary Edwards who put the newly suspended Torana on pole, ahead of Leapin’ Leo Tobin in the Mustang complete with fresh engine after the last one lunched at Island Magic. With less than a hundredth between them, 1.50.8399 to 1.50.9104 the stage was set for a good weekend at the front.

Third was Andrew Girvan, a new club member who made a great start as a Rookie of the Year contender. Andrew hadn’t driven for fourteen years and the car, owned by his late father hadn’t been out since the late 80s. The whole neatly turned out team bore witness to his father.

Fourth was the ever-improving Stephen Pillekers whose modestly powerful Torana is getting faster. A time of 1.54.6 was a great start to the weekend. Glenn Miles was next in the Charger, under a second adrift, with David Brown two seconds back in the Datsun 1600. Robert Marshall’s HO was clearly off song behind him, both he and the following David Landry in the Torana would not front for the races.

John Smallman was next in the BDA Escort ahead of Karl Wittick’s XY GT and John Alessi’s Monaro, which also was destined not to take any further part in the proceedings. A trio of Minis – Pringle, Rutschack and Read headed the Editorial BMW, which was suffering the indignities of testing in public, cutting out down the straight through Turn 12 fuel loss even with a mostly full tank, as well as other niggles. Race 1 was started but abandoned.

John Eeles’ Mini was next after going through a self lightening process at MG by shedding its spare wheel that had gone along for the ride. Brian Deveson had the legs on Fast Johnny Luxmoore in the Cortina stakes, with Phil Pearmain’s 1957 Jag sandwiched between them. Mick Stupka’s

Citroen’s headed a troubled Trevethan Lotus, while Alan McKelvie’s Torana did not take part in qualifying.

Race 1Nineteen cars

started and only 12 finished to begin what was not a hooray weekend for Group N reliability. Fancied front runner Leo Tobin had a return of the fuel pressure issues leaving Edwards, Girvan and Pillekers free to make it a clean sweep for Toranas, followed by Wittick’s HO and Smallman’s Escort, ahead of Alan McKelvie starting from the back of the grid in the Torana.

Alan only just made it to the line ahead of Ian Pringle’s Mini by four tenths of a second, their lap times only three tenths apart in the 1.59s. Bloody quick, that Mini. Fellow SA Mini punter Mal Rutschack came next (both cars prepared by Len Read) then a fair gap to the Pearmain Jaguar and the battling Cortinas of Deveson and Luxmore with Mick Stupka enjoying himself in the Citroen.

Apart from Tobin, David Brown’s Datsun did a diff, Eeles’ and Read’s Minis weren’t running correctly, ditto Trevethan’s Lotus, and whatever happened to Glenn Miles’ Charger put paid to his weekend.

Race 2Sunday morning had a large lump of

weather roll over just when the HTC event kicked off the program shortly after 9.00 am. And boy, did this upset the apple cart.

The scaldingly fast Edwards Torana, while reveling in the dry with its stiff set up was all over the place in the greasy stuff and the flying Torana trio then became Girvan, Pillekers and Edwards, the first-named having the honour of leading a race for many laps in the second meeting of his comeback career.

all pics courtesy Phil Wisewould

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The John Clarke Mustang motored mightily at Bathurst

Editorial BM had a few niggles.

Devo’s battle-scarred Cortina won the Cortina battle.

The order remained the same until close to the end when a tiny mistake allowed Pillekers and Edwards through, the latter getting ever faster as the track dried. But it was Stephen Pillekers who squeaked to the line for his first ever win by a neat second from Edwards, the broad smiles on his and

father Jon’s face were still beaming through the day.

This time it was John Smallman in the Escort fighting off the unwanted attention of the flying Pringle, only three tenths separated them at the flag ahead of Karl Wittick’s Falcon, Mal Rutschack’s Mini and Alan McKelvie’s Torana, while further back Trevethan’s Lotus had seen of the Pearmain Jag, Deveson and Luxmoore’s Cortinas and Inspector Maigret following the villains in the Citroen.

Leo Tobin again found that fuel problems dogged the Mustang, the Eeles and Read Minis were complaining and the Brown Datsun’s replacement diff may have been without oil and locked up the car at Hayshed on the warm-up lap, causing a delayed start.

Race 3A depleted field fronted the starter for

the last and of those 15 only ten finished. Hopes for a Leo Tobin charge through the field ended with plug leads falling off, creating something of a PB– a finish free DNF record since October… but Leo remains phlegmatic because things must change for the better, right?

Fellow big Ford driver Wittick also retired, as did the little Fords of Deveson and Luxmore and Rutschack’s Mini. This time it was a straight first four for the Toranas of Edwards, Girvan, Pillekers and McKelvie, ahead of Smallman, Pringle, Trevethan, Pearmain, Eeles and Stupka in what was a fairly processional finish to the weekend.

Chris Ralph


A slip by Girvan let Stephen Pillekers through for his first win.

Andrew Girvan gets the jump in Sunday’s slippery race.

Leo Tobin’s grave run of DNFs continued. Stephen Pillekers gets faster every meeting.


AUGUST 10 & 11, 20132 DAYS OF HISTORIC LONG TRACK RACING

FOR MORE INFORMATION VISIT www.vhrr.com ENTRIES AVAILABLE FROM MAY 2013

Photographs courtesy of Peter Ellenbogen

Stephen Pillekers gets faster every meeting.

Gary Edwards was super fast in the Torana.

Alan McKelvie was consistent.

Appendix J lives in the State rounds.

A trio of Torana goes for grip in the grease.Phil Pearmain’s debut in the Mk1 Jag was excellent.

Ian Pringle’s Mini monstered John Smallman’s BDA.


Bits of blog from the White/Yelds log Tarmac Tattle

The following is an edited version of a daily blog written by navigator Ashley Yelds in the super-quick Volvo 122S. We’ll take it from Leg 1, the first day of real competition, it’s a great read, many thanks.

Leg OneThe competition intensifies as the day

progresses and teams tune in to the task at hand. Stage 3, Sheffield, was the first of the high speed stages, and on handicap, we placed 4th, some 14 secs behind the Ulrich Jensen, and seven secs ahead of the Freestone Holden. Nook saw us in 4th place again, this time nine secs back from the Freestones with the Ulrichs again in 1st. Moriarty saw us in 6th place, just eleven secs off of 1st.

Stage 6 (Merseylea), a favorite of ours from previous years, runs in open country along a river valley before crossing a bridge and climbing a rough, steep road to a ridge with a fantastic sequence of corners through the middle of the 10km stage. We and four other teams (the Freestone Holden, Ulrich Jensen, Siddins Datsun and a Hillman Imp) “cleaned” the stage – none of us accrued any penalty time so in effect were all equal.

The Jensen will be hard to catch, let alone keep within sight – for 2013, the car has been rebuilt to “Standard Specification”. This involved refitting all the standard interior trim (sound system and heater included – Peter and Sari now cruising around listening to Neil Young on the transport stages) and having to give up their 7.5 litre 640 horsepower NASCAR engine for a more modest 5.6 litre 440 horsepower Fireball V8, all in a largely fiberglass car that weighs about 300kgs more than our little Volvo. For this they pick up a significant handicap gain – actually two secs per minute over our car. And we thought we had a challenge last year with the 3.5 litre 370 horsepower Datsun 240Z...

We’re quite pleased with the day’s results, albeit very aware of the strength of the competition around us. Looking at Outright (non-Handicap) times, we’re sitting quite well

for the end of Leg One in 20th place out of 60, six positions better than this time last year. Ahead of us by two secs is a 1975 Fiat 131 Abarth Rally, and behind us in 21st place by 17 secs is the 05-Targa-winning Morris/Molocznyk Alfa Romeo GTV6. Top three for the Outright are the twin 1976 Holden Torana A9Xs in 1st and 3rd sandwiching the Broadbent Porsche 911 Carrera navigated by Volvo legend Paul Batten. 2012 Handicap winner and 2nd pace Outright winner John Siddins Datsun 240Z is close in 4th pace just seven secs back.

Leg TwoAs reported yesterday at the end of Leg One

we started the day in 3rd place some 39 secs behind the Siddins Datsun 240Z in 2nd and 58 secs behind the Ulrich Jensen CV8. All but the first stage of the day were on dry and clean roads, not providing us any advantage over more powerful or more modern teams.

The only damp stage was the first for the day at Rossarden. The road itself features big drops off the roadside and many rough and fast but tight corners and emerges into the small hamlet of Rossarden, one that could easily be the setting for one of those slightly disturbing mass murderer hideout movies. The early day dampness that might have been an advantage was quickly compromised by a large trail of oil had been deposited by the Hillman Imp after its oil switch blew, making the course particularly treacherous. Still, we managed 2nd, some 21 secs down on the Siddins Datsun but significantly two up on the Jensen.

The next stage, Elephant Pass, is a 13km largely downhill run from central plateau to the coast. Midway through, and fortunately just at the top of the Pass, one of our spark plug leads fell off leaving us to run on three

cylinders for the rest of the stage. We handed the Jensen another 17-sec advantage but still managed 4th on the stage with gravity assisting our lack of power as we flung the car down the hill. The oil-dropping Imp, now repaired but still dripping with oil, took the 2nd place time.

After an early lunch break at the seaside in St Helens, we tackled Pyengana, where we took an equal-2nd with the oily Imp and the very quick Ford Anglia of Ross and Jill Steuart, all of us just seven secs back from the Ulrich Jensen. Much the same pattern followed at Weldborough, Moorina and Legerwood stages where, despite our little car running to 7,000 rpm in overdrive top (which equates to a speed of 205kph – quite an experience in a 51 year old Volvo!) the Jensen ran up a string of 1sts with the Siddins Datsun and ourselves jockeying for 2nd and 3rd on each stage.

The Freestone Holden remained consistently just behind all of us, with only the Imp-Valdez making occasional appearances in the top five on each stage. The last “full” run for the day was the 15 km long Sideling stage about 45 km East of Launceston. Last year we ran this in heavy rain and fog, which played well to our strengths and we won the stage. Fine weather and dry roads this year meant no such advantage but we still managed a strong 3rd place, just 11 secs off of the Datsun, itself just one second off of the mighty Jensen. After the town stage at Longford, the last stage of Leg Two, we held the same 3rd place overall as we started the day with but now down 2:14 from the Jensen, and back 1:47 from the Datsun. Just 58 secs behind us is the Freestone Holden.

On Outright (non-Handicap) times we’d started the day in 20th place, and moved up a spot to 19th, with the Taylor/Harper Porsche 911 Carrera ten secs back in 20th and the Prieston/Braithwaite Fiat 131 Abarth Rallye 40 secs ahead, the only other four cylinder car in the Top 20. The rest are a mix of hi-po V8s, rotary engine Mazdas and a good smattering of Porsches. On a comparative basis to other teams not in our category, our times for the day would have placed us just inside the Top 20 in the Modern Category (ahead of things like a BMW Z4 M, Mitsubishi Lancer EVO’s, and Audi S4’s and R8 V.

all pics courtesy Perfect Prints

Gotta love it!.jpgClub Champs Wilson-Wilson had a bad run but finished.

Leg ThreeThe base for the rally moved today from

Launceston to Strahan for the next two nights before we head south to Hobart on Sunday. In relative terms, Legs One and Two are somewhat of a warm-up for the following three days with over 420kms of the next 950km+ kms of the rally yet to be undertaken in full competition mode.

Having closed out Leg Two 2 mins 14 sec down from the 1st placed Jensen and 1 min 47 sec down from the Siddins Datsun, we spent the day consolidating rather than trying

to improve our position in anticipation of the endurance element of the event having an impact on others.

The leg starts out with Mole Creek, a short (5km) stage that is tight and twisty running through magnificent rainforest-type landscape – with mossy, slippery roads. We managed 3rd, dropping six secs from the Datsun and just one second from the Jensen.

Next up was Cethana, a classic Targa Tasmania road – almost 40 km of very varied road across ridge tops, down into a valley and across the Mersey Forth river and back up to the ridge top. Although the downhill sections play to our handling and bravado, the long

uphill climbs do not – nonetheless, we set off as determined as ever to play to our strengths and see how the cards fell, almost catching a Mitsubishi Evo VII along the way.

We placed 2nd, 52 secs behind the Jensen, but 40 secs ahead of the Datsun who placed 4th behind the Valdez Imp which put in a very

strong showing to garner 3rd place on the stage. In outright (non-handicap) time we completed the stage in 18th position, four secs quicker than the 1974 Porsche Carrera of Taylor and Harper.

A new stage from last year is Castra – a fast run along a ridge top, then an extremely steep run down in to the base of the valley, with a set of very fast and very steep corners following a very tricky oblique-angled and narrow intersection that we cut through at over 120km/h.

Each of the top teams had been out for a

careful reconnaissance of the stage pre-event, and it showed – the Ulrich Jensen and the Siddins Datsun garnered equal 1st, and us and the Freestone Holden finished equally just five secs down from them. The Ford Perana of Todd/Tighe ran hard to finish just seven secs back from us. In outright (non-handicap) time, we bettered the Jensen by two secs.

The next stage, Isandula, was new for this year. As has often been the case with new stages, we tend to do well both in absolute and relative terms. Isandula repeated the pattern, with our first stage win of the event, albeit in equal time to the Jensen. The Imp and the Siddins Datsun sat finished six secs back. Oldina saw another strong performance from the Todd/Tighe V8 Perana which grabbed 2nd, with us in 4th just three secs off of the Freestone Holden and 26 secs back from the winning Jensen.

The Siddins though had struck trouble with cooling problems in their distributor (who’d a thought a distributor would run “hot”, but the car is an extensively modified high performance

package, so all kinds of additional stresses are likely occurring at this level). They finished the stage back in 21st position, putting us up to 2nd overall in the Classic Handicap comp with the Freestones a little under two minutes back in 3rd.

Hellyer Gorge and Plimsoll saw us in 2nd place sandwiched by the Imp and the Jensen.

For the final stage, Rinadeena, we lined up ahead of an Aston Martin Vantage V8 (and controlled our desire to ask if they might be interested in swapping cars). Running our hardest across the dry 33km stage, we were

caught after about 10 minutes and got a fantastic front row seat to watch an Aston in full flight...for about a kilometre.

We finished the stage back in 3rd with the Jensen and the Imp 1st and 2nd.

This closed out the day for us in 2nd pace overall, 4:40 back from the Jensen and 3:37 up from the Freestone Holden. The Imp was still back in 8th place, over 18mins back from the lead as a result primarily of it oil dropping incident back at the beginning of Leg Two.

In outright times, we fluctuated around 17th and 18th place all day, with the Taylor/Harper Porsche and the Gambino/Hughes Ferrari 308 GTB swapping places all day. We closed out however in 15th Outright, one second back from the Porsche and six secs up on the Gambino Ferrari.

Leg FourWe set off from Strahan up to the first

stage of Leg Four, the 25km long Reece Dam stage, in freezing weather, with the competitors


Our correspondensts were very quick.

Club member Bob Edwards struck problems.Paul and Christine Freestone were top tourers in 6th outright .

Alfas look great without bumpers.

Gotta love it!.jpg

having to scrape ice off of their windscreens before heading out. Our lightweight heater, designed to just demist the screen and not heat us, didn’t seem like such a strategically clever idea anymore.

Seven of us “cleaned” the Stage – no penalty time, but no advantage gained either, so we were still holding 2nd place but over four minutes back from the Ulrich Jensen. Next was Pieman, which saw us again in 2nd, dropping a further ten secs to the Jensen, and with the Steuart Anglia just three secs behind us. Charging hard in 4th was the Priddle Ford Zephyr, outdoing the Valdez Imp and moving up to 6th in the Handicap competition.

At the start line though we noted the exhaust was developing a slightly throatier tone, and we’d been conscious of an increasing level of exhaust fumes in the cabin. As we finished the stage the exhaust tone had changed considerably, but with one more stage to the lunch break we pushed on.

Murchison saw us drop a further 22 secs to the Jensen, establishing a pattern that would continue for the day. Completing the stage though it was clear we had an exhaust problem, and stopping at the lunch break in Burnie we discovered the rear muffler had

broken away from the main exhaust pipe. We decided to remove it completely and plan for repairs at the end of the day when we were back in Strahan. In an already noisy 51 year old stripped out Volvo, the lack of a second muffler was somewhat noticeable. Natone was next, where, despite being unable to hear whether the pace note instructions were being heard, we again ran second to the Jensen with the Zephyr just seven secs off of us in third, moving them up to 5th overall. The Steuart Anglia placed in 4th just two secs back.

The effects of carbon monoxide poisoning began to take toll on the Gunns Plains stage, with us dropping to third, two secs behind to Zephyr and equal to the Anglia. The 33km long Riana stage would prove more challenging, but having confirmed driver COULD hear navigator (despite navigator not being able to hear himself or the driver) we pushed hard, getting caught and passed by the Woodward Monaro 350 and finishing in third place again behind the increasingly quick Zephyr. We managed to hold off the Zephyr by two secs on Mt Black, but were back to 4th on the final Rosebery stage five secs behind the Zephyr and two secs behind the Steuart Anglia.

We closed the day well behind the Jensen

but almost six minutes up from the Freestone Holden with the Zephyr 1:43 secs behind in 4th. Closing out the Top Ten was the Woodward/Gibson Monaro GTS 350 who had fought back from a fan belt failure earlier in the event on Leg 2.

In Outright (non-Handicap) times, we’d moved up to 11th, just 26 secs back from the Taylor/Harper Porsche Carrera and 44 secs up on the 2005 Targa winning Alfa GTV6 of Morris/Molocznyk. Not far behind them was the Fiat 131 Rallye and the hard driven Genocchio/Lacaze Holden HDT Commodore.

Day’s end servicing saw us repatriating the rear muffler to the exhaust system, a general check for under body damage and stresses, and a detox session for Andy and Ashley, the latter with bloodshot eyes and a general prevailing dizziness from the afternoon’s effects of the exhaust fumes filling the cabin. Our tyres appeared to have undergone some miraculous form of tread regeneration; having dropped the tyre pressures a little today, the current set of tyres “cleaned” up well and may last us all of tomorrow – we’ll make a determination mid-way after the 58km Mt Arrowsmith stage. We have an additional pair if not.


The Priddle Zephyr surprised with its speed.

Waldron-Gregory Abarth unusually loose.

See what you’re missing out on!.

White-Yelds Volvo came 11th outright - read the story!.

Last leg – Leg FiveThis is the final push to Hobart, starting

off with the 33km Strahan which is the Rinadeena stage we did at the end of Leg 3 in reverse direction. Concerns with the exhaust system continued, but the day started off much more pleasantly in a quieter and fume free environment.

With a completely dry road, we were expecting to give away more time to the Jensen, and were concerned the Freestone Holden could easily eat in to our lead. The Strahan stage went well and we caught and overtook the Banks/Douglas Porsche 914-6 and the Thomas/Collins Fiat 124, posting a time 25 secs off the Jensen and 20 secs ahead of the Steuart Anglia.

On to Queenstown, the “100 bends” climb up to the top of the West Coast ridge, we dropped just three secs to the Jensen and held off the Freestone Holden by six. With our Handicap position relatively “safe” we kept a close eye on the Outright position – we ran the stage in 16th Outright, our finish time 14 secs slower than the Ulrichs and two secs quicker than the Woodward/Gibson Monaro.

The 58km Mt Arrowsmith stage is almost an event unto itself – almost 60km of varied and typically very fast road. We started ahead of another Porsche 911 Carrera and a new Nissan Skyline GTR, expecting to be caught by both before the end of the stage.

Neither managed to catch us, but we caught the Fiat again and passed the Morris/Molocynk Alfetta GTV6 after it had a spin and a very lucky save, some 10 kms from the end of the stage. Adding to our excitement was an electrical short circuit midway through – as the cabin filled with smoke we fell off the pace for a few kilometres, but with windows

down to clear the smoke and most everything seemingly still working we pushed on – finishing equal in time to the Monaro and two secs up on the Taylor/Harper Porsche. We were holding 11th Outright, but only had a four second margin to the Genocchio/Lacaze Commodore. The Tarraleah stage saw us hold off the Commodore again but by just two secs.

As we headed off to the penultimate stage, Woodsdale, the exhaust tone and fumes were increasing again – an inspection at the lunch break noted another crack in the exhaust at the base of the header pipes; not so bad we wouldn’t make the finish but a concern nonetheless. Catching and overtaking a Torana XU-1 and observing a Rothmans livery Porsche 911 shoot off the road, luckily into a clear paddock, kept the hearts pumping, but it was here that the Commodore squashed any hope of a Top Ten Outright finish – they run a full 17 secs quicker than us, and the Taylor/Harper Porsche ten secs quicker.

After a quick roadside refuelling from our Service Crew, we headed off to the infamous Grasstree Hill stage – the one that giveth (3rd place in 2011 by eleven secs) and taketh away (where we lost 1st place in 2012 to the Datsun) with the fuel gauge dancing erratically (likely a result of the electrical short on Mt Arrowsmith), the fumes building and the exhaust buzzing.

The rear tyres were all but shot, and we were 12 secs off of 10th Outright – an achievable but unlikely margin to make up. Charging off, we headed up through the first series of corners where we had the fuel surge problems last year, powered through a

series of 8s and 7s and into a tight 5R, with a caution from the navigator to be aware of the limited grip from the rear tyres. The resulting lurid slide was well received from the spectators and the status of the rear tyres was confirmed, but we made it through and crossed the line in 3rd place on Handicap (two secs off of the Priddle team Zephyr) but a full 25 secs off of the Commodore. The Taylor/Harper Porsche also bested us by 15 secs, solidifying their Top Ten spot by 14 secs over our 11th Outright position.

Targa Tasmania for 2013 was done – the car in one piece (well, mostly!), another 2nd place in the Classic Competition, and 11th


Pfingst-Loth Datsun did OK.

Hoonery from the leading A9Xs. Neiher finished.

Steuart Anglia killed giants.

White-Yelds Volvo came 11th outright - read the story!.

Woodward-Gibson spat a fan belt, fought back mightily.


“Eligibility to the Scrutineering Bay please”Every sport has its competitors looking

for an edge. Motor racing has been built on finding out the next demon tweak that will have your car going faster for longer. Historic motor racing’s unique advantage has the rules are frozen so that once your car reaches a certain level of specification it’s as fast as the rules will allow and you can go out and have fun knowing that give a take a bit here or there the result will be down to other things such as your suspension, tuning, prep, tyres and the apparatus behind the wheel.

That’s the theory but tyres, fuel, lubricants, tuning, setup knowledge etc will always improve and the keen competitor always wants to keep up. The fields generally get a bit faster but not by much – in the late 90s, 2.02 at Phillip Island or 1.34 at Sandown were good Cortina times and they still are. However, the person who puts in more time, money, thought and testing will always move ahead of the pack, such as Nick Cascone in the Cortina example.

So the Group N rules work like any other rules – you carefully read and interpret them to your advantage while staying within them. Otherwise you become what’s known as a cheat, driving a cheater.

“I won’t compete while Fred’s cheater is on the track”

Two things can dissuade the historic competitor from bringing their cars out. One is poor driving by others, making the likelihood of panel damage too high. With the focus on driving standards over the past year or so, here and interstate, competitors have been made aware that they are being watched; thankfully the number of incidents has dropped dramatically.

Nobody wants to be implicated in a driving standards furore.

The other negative is knowing that however fast you drive, or however meticulously you have prepared your car to be a potential class or outright winner, you can’t win because you’re up against a competitor who has gone outside the rules so he can beat you. It leaves a bad taste in your mouth and probably in the cheater’s as well.

So this year, the focus will be on eligibility. This magazine led the charge on driving standards and there’s no reason why we can’t do the same for eligibility.

We would be interested to hear from anyone who thinks that eligibility need not be the subject of focus and that we shouldn’t publish the identities of those who cheat.

Nobody wants to be outed as a cheater, perhaps this is a sufficient disincentive in itself.

So what should be done?There are a set of rules by which EOs

operate which defines their powers and the obligations of competitors when asked by the EO to do something. This can’t be found on the CAMS website and is not in general circulation but knowing what they can do, such as work with the stewards towards a charge being laid at a meeting, might make things clearer for the EOs in every state and avoid indignant chest puffing by any drivers under question. Which will mean that knowingly presenting an illegal car may not be as easy as it might have been over the past few years.

The role of the EO can be a thankless task, so how can it be made easier and more efficient for all concerned?

Here are a few thoughts – and we want to hear your thoughts as well.

Why shouldn’t there be a team of a few people descending on cars, as we see with the scrutineers? Deputised help for the official EO may not be officially empowered but they can assist in inspections. Several people looking at a car presents a more official-looking front and Ted Brewster tells me that this was very effective in the 80s. And what about the singling out of a single issue at a race meeting for mass checking? Should this be without the foreknowledge of

Outright. Podium again! The Ulrich Jensen took out 1st, the Freestone Holden 3rd. Champagne stings the eyes as before, and much of one bottle managing to be sprayed down the back of Peter Ulrich’s race suit. Impressive drives from the Steuarts in their Anglia (4th in Classic Handicap) and the Priddles in their Zephyr (just ten secs back in 5th) were a joy to watch.

We were greeted at the finish line by a surprising number of local fans who had

followed our progress through the week – with Rhys Filbee particular bringing with him a 1:24 scale model of our car that he had made into a Scalectrix race car!

Lessons learned from this year are that the soft compound tyres need special care on all-dry roads – anything over about 20kms seems to result in the rubber literally melting and peeling off of the casing. Accordingly, our gamble next year will be to start perhaps with four soft and for medium compound tyres,

preserving the ‘softs’ for wet roads if and when we get them. A set of medium compound will last the whole week if it remains dry.

We also need to take another approach with the exhaust – harmonics from the long heavy grade pipe seem to work against longevity. We’ll likely rebuild the engine for next year – it’s now completed four and a half Targa’s (the half being the year that the Lilleyman Mitsubishi Evo VII crudely inserted itself into our boot. We hear the Ulrichs will return their Jensen CV8 to Limited Modified for next year – gaining more power but giving up the massive Handicap they carried for 2013 and putting some “chase” back in to the event for all of us. Our target will always be glory in the Classic Handicap competition – with the current car we’ve seen 3rd twice and 2nd twice, the top spot on the Podium remaining somewhat elusive. However, achieving 11th Outright (non-Handicap, raw pace) now taunts us to chase a Top 10 Outright spot as well; somewhat unlikely in a little 1945cc four cylinder Volvo if there’s anything more than a handful of big V8s in the field, but reliability and staying on the black bits can offset the power advantage over the six day event so we’ll ruminate (or fantasize) on that for a while…

Ashley Yelds/Andrew WhitePete and Sari Ulrich won the Early Classic Handicap.


competitors as to what will be checked, or should a list of items be circulated before a meeting?

Most people carry a folder for supp regs etc to a race meeting. Definitely included in this should be a Specification Sheet which can be downloaded from the CAMS website so it can be referred to and help determine any inadequacies either with the car or the sheet.

Under consideration is bringing in a Cubic Inch Checker from the USA which can measure capacities on site at a race meeting, and having a mandatory drilled bolt on the timing cover so that a seal can be applied at a race meeting.

Aluminium transmission parts on some models might also be an item to focus on. Maximum suspension pick up points can only be moved by 30mm, but extreme negative camber might suggest that some may have exceeded this. Negative rear camber on live axle cars has already been addressed, does it need tougher policing? And what about new aftermarket heads for a popular racing engine that are totally different from manufacturer’s specs inside but identical outside, even down to the stamped numbers?

Yet to be discussed is the topic of

minimum weights. Should a manufacturer’s kerb weight be the standard, hard to get down to with the addition of a rollcage and more carburetors, or should weights remain free? At Phillip Island Classic the Over 3Litres were weighed just to gather information but there are no rules on weight, probably because the other rules are so specific that ultra lightweight cars cannot happen and lighter weight cars only by extreme attention to detail.

Your input welcomedIf the flame under the eligibility issue is

to be lit, suggestions from Club members

will be welcomed into the mix. Now it may be true to say that however diligent we may be it’s possible that slight irregularities can still be there, but it’s performance eligibility issues that exercise the mind more. For example having a later model window-winder should be addressed and may be remarked on by an eligibility officer but no window winding mechanisms at all would be far more serious and bookable offence.

Non-compliance with the rules has the potential to seriously affect our class of racing and the respect that has been earned over three decades. There are classes for those who wish to move outside the historic construct, and Historic Touring Cars has already given birth to the excellent Touring Car Masters where the rules can be shaped around performance issues and options.

Historic racing should be where history stops and maintenance becomes the main area of expense, even though development will always take place under tight regulations.

Recent processes for substitution show an open-minded attitude by the HPBEC to sensible measures that keeps cars on track and costs down without spoiling the historic context. That’s one issue, but cheating cars are another.

Competitors are drawn to the category precisely because of the rules and values. Rogue cars, like rogue drivers, should be highlighted – and nobody wants to be outed as a cheat.

Chris Ralph

“Eligibility to the Scrutineering Bay please”

What’s wrong with this picture? 2.

What’s wrong with this picture? 1 (Apart from all the damage?)


On your HANS and needs...Thanks to the nom-de-plumed ‘Wise

Wally’ who has sent this in for our potentially life-saving education and awareness.

A former Group N but further modified Alfa running in a low level sprint meeting in Queensland in February had a throttle jam open. Despite efforts by the driver to slow the car it hit a tyre bank filled with earth head-on at the relatively slow speed of 40-50 kph. The driver’s head extended forward separating the vertebrae to such an extent that he lost his life.

A short time later in Queensland, an accident involving the red Mini shown in the last issue was one of the worst in a Group N event ever. The investigators’ opinion was that had the driver not been wearing a HANS device he would have lost his life as well. In another Queensland incident in another category a car also had a jammed throttle, came over a rise and hit a parked competitor car at approx 150 kph. His life was also saved by his HANS device.

Please read the following carefully and remember that we all are getting older. Each year reduces our ability to be flung around in an impact (ask me) and spring back to where we once were…

This is far too serious an issue for this article to be an advertorial, but as you will read Coxy has HANS devices on special for HTCAV members.

FIA Frontal Head Restraints - HANS (Head And Neck Support)

Frontal Head Restraint devices are now required in most international circuit racing and rally championships including F1, WRC, GP2, WTCC, NASCAR, Indy

Car, DTM and GT, and are highly recommended by the FIA even when they are not mandatory. A sign of drivers awareness: 2 out of 3 now purchase a HANS Device whether it is compulsory or not in their racing series.

The HANS System has been touted as the greatest safety innovation since the full-face helmet and the fire retardant racing suit. It is a fundamental component of driver safety as tests have shown it reduces the risk of

neck and spinal injury in the event of sudden and violent decelerations often experienced in racing related impacts (especially head on). It reduces the risk of basilar skull fracture or muscle stretching during an intense deceleration, the primary cause of death in motor racing

Belt location is most important to achieve the best level of safety offered by a HANS. Shoulder straps should drop rearward off the shoulders down and inwards at 10 degrees.

The most commonly used HANS will best support the head in movement only 20 degrees each side of straight ahead and so ideally should be used in conjunction with

a “Head Restraint” Seat. The HANS will keep the head within the upper “side wings” of the seat stopping it coming out forward from the channel they create. The seat head restraints will restrict the severe head sideway movements.

Most HANS now are made suitable for both 2in and 3in belts (early HANS were specific for a given belt width).

They are also suitable to be used with an Open-Face helmet, making its use much safer. They are not restricted to just Full-Face helmets.

All newer HANS devices come as standard with a sliding tether offering the driver more head rotation but still giving protection against whiplash injury in an accident.

It is important to get the most appropriate angle and size for your HANS device.

5 inclines- 10 Degree: Used for a very upright position

(rallies...).

- 20 Degree: Straight seating, used in sedans, GTs, rallies...

- 25 Degree: For young drivers and women.

- 30 Degree: Half-laid down seating, used in single seaters and prototypes.

- 40 Degree: Laid-down seating, used in some single seaters.

A. Frontal impact with HANS B. Frontal impact without HANS

4000 N = Injury threshold 7000 N = Basilar skull rupture Where is your steering wheel?

Without HANS, Greg may not have survived...

Pic courtesy Garry Saunders

May 2013Historic Touring Torque

Australian Historic Touring Car ChallengeImagine 200 Grp N cars at one meeting!

Muscle Car Masters 2013 is shaping up as the category’s biggest event ever.

Wow, this looks like a ripper meeting with plenty of opportunity for smaller, older cars to run with each other. As Victorians we’ll get a fuel subsidy as a result of the naming sponsor’s fee being redistributed to competitors.

• Fathers Day weekend (Aug 30 - Sept 1)• Sydney Motorsport Park (Eastern Crk) • 200 Group N cars expected• Group Na/Nb Division 1 & Division 2

• Nc Under and Over 3500 cc• Group Naming Rights Sponsor• Fuel subsidy for interstaters• Catered function and major trophy

presentation • Entry fee at $395, deposit by July.• Plus there’s talk of having state ‘teams’

in each race for a bit more fun. The HTCAV is right behind this meeting

and will encourage participation (the Editor may even let bygones be bygones and go himself…) as it will be the first time that so

many Group N cars will all be in the one place at the one time.

As always it’s good to have a ‘show of hands’ to help in the prep for the meeting, which Marc Ducquet of the Historic Touring Car Association of NSW will be working so hard to make outstanding.

Please send us an email or phone call with your intent, and get on to booking accomm at Rooty Hill RSL!

Chris Ralph

Grp N2013 feature category

5 widths- XSmall: Neck circumference less than 33

cm (13 inches).

- Small: Neck circumference between 33 and 40 cm (13 to 16 inches).

- Medium: Neck circumference between 38 and 45.5 cm (15 to 18 inches).

- Large: Neck circumference between 45.5 and 51 cm (18 to 20 inches).

- XLarge: Neck circumference over 51 cm (20 inches).

HANS typically cost $750.00 for the

sport model and around $1100.00 for the full carbon fibre Pro model. However, our good friend COXY has offered the following for HTCAV members –

HANS Sport II• Great value• Supplied with posts & sliding tethers• Injection moulded super structural

carbon fibre• Lower back with radius corners for

easier access into tighter spaces• Same high level performance as all

HANS Device models

• Weighs 947 grams, (only 292 grams more than the Pro model)

• Available in 20 Degree & 30 Degree• Sizes Medium & LargeSpecial HTCAV price $675.00 (with

posts) including delivery.

More technical information can be found at www.frontalheadrestraints.com.au

Wise Wally (was fast once but cannot remember)

(HTCAV technical and safety adviser)

C’mon Steve Russell-Clarke, get the Farina out! Barry Cassidy’s A40.

Pic courtesy Barry cassidy


In which the redoubtable John Clarke raises some issues that have irked him recently over the use of flags. His article raises points that we should all be aware of.

Issue 1, yellow flags.Flag waving is a subject that has

become dear to my heart of late. At Bathurst we had an incident on the grid where a car had stalled, a not-uncommon event and of course the requisite double yellow flags were waved.

While interpreting its usual meaning I found myself behind Ted Perkin’s Cortina and he baulked as required and proceeded with caution, with me locked in behind. We got left in the dust, as the rest of the field went by in a cloud of dust, both dropping about ten slots.

So what, really, do waved double yellow flags mean? According to the strictest interpretation of the rule “Yellow Flags are to indicate danger, be cautious and hold your position!”

But what about at the start, and this different to any other time? I went to the Clerk of Course at Bathurst and indicated, strictly, that I was overtaken under a yellow flag.

The answer was given me that on the grid it is only a warning, and you are permitted to overtake, because you haven’t crossed the start/finish line! (Hello?)

I raised the same question at Phillip Island at the State Round where I was working as a Flaggy and the same answer was given.

So OK, guys, it appears that it’s open slather on the start grid.

I have raised it at our Club meeting and asked that our CAMS delegate obtain an answer from CAMS. Once that ruling is given, then maybe a new addenda to flagging for yellows should be written into the rule book.

If CAMS indicate that the rule stands, look out for yellow flags on the start. And once warned, ignore them?

Issue 2, the ‘oil flag’. That’s what we know it as but the oil

flag is the lack of adhesion flag, strictly speaking and my contention is that it should be displayed until at least “soaker” is applied to the spill, and then applied for the requisite four laps as the rule states.

Once again at Phillip Island the stripes were only displayed for maximum, one maybe two laps, the reason being is that the drivers should know where the oil is after the first couple of passes. To my mind you are concentrating enough without having to remember track condition without the assistance of flags.

At least one spin out was attributable to oil and “soaker” with one of the Porsches, which I believe may have been avoided if the stripes were out for a little longer. And at Bathurst, at least two separate races were run before “soaker” was put out, resulting in some hairy, scary moments, and in some way contributed to the problems the Formula Vees had in their race.

Now for Issue 3, blue flags.At Phillip Island a split grid was run for

Porsche 944s and Saloon Cars, with the saloons at the back, some ten seconds behind. The saloons very quickly caught up with the back markers of the 944s.

To prevent these slower back markers from baulking the saloons, should the blue flag be displayed, so the saloons don’t get held up, in the same way in which a blue flag would be displayed for a lapped vehicle?

Further to the above, maybe go a step further, and say in the situation of fast back markers coming through the field, or indeed any overtaking vehicle, should a blue flag be displayed, perhaps a steady blue for overtaking vehicle and a waved blue for a lapping vehicle?

And how can the flaggies remember which cars are being lapped, how do they know a faster car hasn’t gone off at the other end of the track unsighted by them and is catching up? What is the ultimate difference in the situation? They’re not called safety flags for nothing and there is no less danger in an unaware driver being passed by a faster car, no matter what its position on the leaderboard.

This may also require a rule addendum from CAMS. It is especially relevant to our category given the wide speed differentials of the cars occupying the same track.

Remember CAMs are our servants and we can request some of these things to come to pass if we have enough support. See you on the grid as I go by under Double Yellows!

John Clarke

Flagging interest

Our worst incident. And yellows mean you can overtake before the line?


Please note: this list has been cleaned of non-competitors and non-financial members, so there are numbers available. If you’re sharing a number or expect to appear with a car within the next five meetings or so, please apply to Competition Secretary Nick Cascone on [email protected]. If you’re superstitious and your lucky number has just become available, you could try that on too but everyone would expect to see you much luckier in the future.

No-one owns a number, but we understand how nice it is to have a regular one on your car. To have a number you need to be a financial

competition member who has competed in the last two years or intends to do so within the next year.

Ultimately the Chief Steward or Race Sectary of the meeting issue the numbers for each event. However the Club tries to allocate numbers to our members to save members money and angst. Many events do not allow triple digit numbers, so that leaves 180+ competition members vying for 99 numbers. We often supply a list of the HTCAV member numbers to promoters of Victorian meetings. In most cases they will give preference to the HTCAV member for those allocated numbers on the list over other entrants.

The same rules apply interstate which is why you often end up with a different number when your race interstate.

When we have more active competitors than numbers we have devised a sharing system of “a” numbers, involving reallocation of unused or infrequently used numbers where we try to pair people on the same number who are less likely to run in the same event. So if we have a new member join with an Nc Mustang we would look to use the same number as used on a small Nb car like a Mini or maybe Cortina. No “a” signage will appear on the cars.

No. Name Surname Vehicle Type1 Club Champion Whatever 2 John Alessi Holden Monaro 2a Grant Bingley Ford Mustang 3 Mark Johnson Porsche 911 4 Tony Pejkovic Holden EH 5 Len Read Austin Cooper S 6 Dylan Innes Holden Torana GTR-XU1 7 Ted Perkins Ford Lotus Cortina 7a Jeremy Mantello Holden Monaro 8 9 John Bourke Holden Torana GTR-XU1 9a Darren Smith Ford Falcon XY GT 10 Andrew Cannon Ford Mustang 11 Paul Dobson Ford Falcon GT 12 Kevin Stoopman HQ 4 Door Monaro 13 Rod Evans Ford Cortina GT 13a Stuart Barnes Ford Mustang 14 Tony Claringbold Datsun 1600 15 Patrick Dwyer Holden Monaro HQ Coupe 16 Russell Pilven Datsun 1600 17 Alan McKelvie Holden Torana GTR-XU1 18 Marty Lambert Alfa Romeo 19 Ian Cuss Triumph 2000 20 Bill Benic Volvo 122 21 Brendon Hare Ford Capri V6 22 Bill Trengrove Ford Mustang 23 Robert Van Stokrom BMW 2002 24 Tony Hubbard Chev Camaro 25 Justin Brown BMW 2002 26 Jervis Ward Waiting, waiting. Just wait a bit more27 Eddie Dobbs Holden FE 28 Phillip Pearmain Jaguar MK11 29 Spencer Rice Alfa Romeo 29a Andrew Girvan Holden Torana GTR-XU1 30 Vince Parisi Alfa Romeo 31 Jill Hergt Chevrolet Nova 31a Ben Read Mazda RX2 32 Paul Cruse Ford Escort Twin Cam 33 Paul Girt Morris Cooper S 34 Richard Fairlam Holden EH 35 Mark Brewster Holden Torana GTR-XU1 36 James Holloway Morris Cooper S 37 Craig Miles Valiant Charger E49 38 Anthony Ramadge Morris Cooper S 39 Michael Holloway Morris Cooper S 40 Steven Coad Holden Torana GTR-XU1 41 George Ginis Morris Cooper S 42 Ted Brewster Morris Cooper S 43 Tim Fettel Holden Torana GTR-XU1 43a Gary Burton Jaguar MK11 44 Darren Hill Porsche 911 44a John Eeles Morris Cooper S 45 Peter Whitten Holden Torana GTR-XU1 45a Kerry Park Holden EH 46 Leo Tobin Ford Mustang 47 Scott Slater Holden Torana GTR-XU1 48 Rod Hotchkin Ford Falcon XR GT

49 Jody Mason Valiant Charger E4950 David Moran Ford Mustang Nb 51 Michael Lemmens Holden Torana GTR-XU1 52 John Smallman Ford Escort BDA 53 Ian Cromarty Ford Falcon XR GT 54 George Opoczynski Volvo 144 Nc/Volvo 122Nb 55 Quentin Ferry Holden EH 55a Steven Lunn Ford Lotus Cortina MK2 56 Doug Juniper Holden EH 57 Simon Browning Ford Cortina 58 Colin Doolan Ford Cortina GT 59 Andrew Williams Torana GTR-XU1 60 Brian Deveson Cortina GT 61 Michael Stupka Hillman Imp GT (x2) 62 Peter Burchell Ford Mustang 63 John Luxmore Ford Cortina GT 64 Brent Trengrove Holden EH/Ford Mustang 65 Brian Beasey Ford Capri V6 65a Fraser Ross Ford Mustang 66 Nick Cascone Ford Cortina GT 66a Peter Sneddon Holden Torana GTR-XU1 67 Ian Watt Triumph 2.5 PI 68 Steve Watt Holden EH 69 Michael Miceli Ford Mustang 70 Matt Jager Ford Falcon GT 71 Michael Hibbert Valiant Charger 72 Andy Clempson Ford Mustang 73 David Brown Datsun 1600 74 Michael Bugelly Ford Mustang 75 Rob Southouse Holden 48-215 76 Rob Southouse Holden 48-215 77 Gordon Cox Holden Torana GTR-XU1 78 Laurie Nelson Ford Capri V6 79 John Brash Valiant Pacer 80 Gary Edwards Holden Torana GTR-XU1 81 Angelo Toranto Holden Torana GTR-XU1 82 Mark Schatz BMW 2002 83 Peter Owen Ford Escort RS1600 84 David Landry Holden Torana GTR-XU1 85 Tino Leo Ford Mustang 86 -------- -------- NUMBER RETIRED 86a Karl Wittick Ford Falcon XY GT 87 James Frolley Mustang 88 Andrew Tickner Holden Monaro 88a Phil Sheppard EH Holden 89 John Harrison Ford Mustang Nb 90 John Bendell Lotus Cortina 91 Neil Thompson Ford Falcon XY GT 92 Phillip Dunkin Holden HQ 93 Peter Melick Morris Cooper S 94 Dean Bryant BMW 2002 95 Chris Ralph BMW 2002 96 John Clarke Ford Mustang Nb 96a Ray Challis Holden Torana GTR-XU1 97 Jim Collins Chevrolet Camaro 98 Helen Lindner Morris Cooper S 99 Les Walmsley Valiant Charger E49

Competition Numbers - on sale!


Thanks to our sponsors


Torquing ’Em Up - Classifieds are free!

That “Datto”Simply put, this car is fun for all ages! The results say it all: triple

Club championship winning car, multiple lap records, easy to drive, thrilling in corners and a giant killer at the tighter tracks.

This fantastic car is the result of more than 10 years of racing and development by Les Collins and my now quite depleted bank account. This car is easily the fastest & most fun to drive under 2lt. Nc car for sale in Aust! It’s dependable and takes little maintenance, I will share all development and specs with the new buyer and offer support if required. This is a complete, ready-to-go turn-key set up including a full spares package & trailer! The price is less than 1/3 of cost and we can negotiate about the package, BUT don’t call unless you are serious about owning this legendary car, this is not a fire sale!

Russell Pilven 0419 527 188, [email protected], [email protected], 9379 2616

PROTECT AND PRESERVE YOUR RACE RUBBER IN STORAGE.WATERPROOF POLYESTER TYRE COVERS WITH CARRY HANDLEBLACK/GREY or BLACK/BLACK, 3 SIZES S/M/LSET OF 4 = $100.00 Or $25 EACH Call Andrew on 0416 221 953

KEEP THE UV RAYS OUT!

Historic 1970 M1 RS200 Ford Escort Rally Car.

Genuine CK49 Body and is believed to be the original Bruce Hodgson car which was rebuilt by the late Ken Harper. It is ready to go rallying.

$24,000 or close to it. John Smallman, 0418 355 950.

Nc Torana LJ Torana LJ Nc. Ex Bargwanna, Ex Ian Jones, Ex Adrian Read.

This car has all the good bits including 48 Webers, Eddie Woods head, Dana diff, Volvo calipers, BMW rotors, fine spline axles etc. This is one of the 3 LC Toranas run by the Bargwanna bros in NSW. Has never been road registered. It was run as a sports sedan by Ian Jones and then rebuilt to its present spec by Adrian Read. Could be eligible for Grp C. Has been raced sparingly lately but has been maintained and ran at PI classic over the past years. Comes with spare wheels, diffs and various spares. A trailer is included if the price is right.

Please ring Doug on 0419519170 or Len Read for inspection on 0408548133. Asking around $40,000.

1972 Mk1 Ford Escort Twin Cam. This car has an Historic Grp Nc log book, but is so immaculate I

took the roll cage out. It must now move on to someone who will use it. $30,000 or nearest offer. John Smallman, 0418 355 950.



Ford Mustang car No. 54The redoubtable John Mann offer for sale…Arguably Australia’s most winning touring car ever, more than 400 races won over 30 years. Still a front running car with lots of spares to run either NB or NC.Fresh sealed 289 engine by Dennis Johnson only two meetings old. Dyno sheets available. Would like it to be sold to a good home. Genuine buyers please. Phone John Mann on 0418 310 472

Devo’s ‘64 GT Cortina To be Sold as a Complete racing package.Built by Broadwalk Engineering. Brother/sister car to Fast Johny’s

No 63. All the usual body modifications including Steel Cage, Monte Carlo Bar and Watts Link rear end. Vello seat with 6 point Sparko belt. EN36A (low carbon alloy case hardened steel) steering Pitman Shaft.

Fresh motor built by Broadwalk, with dyno sheets (1 meeting old) with new roller rockers, valves, pistons, rods, billet cam, and sump. Escort cam followers. Faced Pressure Plate with new clutch. Reconditioned 45 DCOE Webers, Reconditioned alternator, high torque starter, front callipers with new pads and faced rotors. Reconditioned close ratio gearbox with steel syncro rings. Two sets of wheels with 4 x Toyo 185x60R13s and 2 x 205x60R13s, also one meeting old. Diffs include a 4.1 CIG, 4.4 Salisbury, and a 5.1 CIG in good condition. Ample combinations of tyres and diffs for most circuits. Dorian Timer included.

Spares Package also available. Other bits include jack stands and racing jack.Performance: Sandown 1.34s, Phillip Is best 2.01s usually around

2.04s, Winton 1.12s, Eastern Creek 2.00s, Mallala 1.28s.Asking $35,000 the lot.If you want to have a go at racing this car is a great way to start.

For more contact Paul Trevethan on 0427 885 075

1968 Mustang Trans AM This is one of the most reliable and potentially quickest NC

Mustangs, and has been maintained regardless of cost with all the best bits including: Dennis Johnson built 302 with A4 block and all the best gear – 520 plus HP (Gene Cooke dyno), Zinner rebuilt close ratio Toploader, New Tilton triple plate clutch, pressure plate and hydraulic throw out bearing, Harrop fully floating 31-spline with TruTrak, Koni 2 way adjustable shocks, Reconditioned Kelsey Hayes front calipers and new rear drums and shoes, Cobra Automotive extractors and new exhaust system, Weber carbies. A full range of spares is available at additional negotiated price, including 8 spare wheels, brand new Dunlop wets, reconditioned wide ratio gearbox, spare Gold Trak (3.7), axle, diff ratios, discs, pads, drums and assorted body panels.

Base price with trailer (which includes tyre rack) - $95,000. Contact Michael Bugelly 0414 915 404

1970 Ford Capri PeranaAwesomely fast, easy to drive, potential Classic Targa winner in the

right hands or easy convert to TCM car or sports sedan. Stroked 302 to 347ci, Toploader, Falcon AU GT LSD with billet Moser axles, Nissan R32 brakes. Super strong, great engineering, ready to go.

$85,000. Chris Ralph 0418318934 [email protected]

Car Storage/Workshop Space To Let. Space in a well-equipped Moorabbin factory. A double space

(single space with dedicated hoist storing two cars) is now available and another single space will also be free. Seven HTCAV tenants share hoist and various workshop items, engine dyno also on site. Fully alarmed and patrolled. Suit car storage (esp double space) or competition cars. Very reasonable rates.

Email [email protected] or call Chris 0418 318 934.


Direct all advertisements to [email protected] Ph 0418 318 934 or go to http://www.htcav.com.au and post it there. Old Classifieds can be found on the Forum as well.

Nb Consul Cortina GTFor Sale 1963 Cortina GT, Ex Derry Robinson (B.G.T)Log Booked since 12/02/1988.Front running car in class, Motor new, not yet run in.Datsun crank, forged pistons, Lotus rods. New valves, Clive Camshaft, Large sump with external pick-up. Toyota starter. Fresh close ratio Gearbox, Fresh 4.44.Limited Slip diff, Capri brakes, coil over struts.Comes with trailer, spare wheels fitted with Yokohama Advans, spare 4.44 diff centre. Spare intermediate gearbox and remote shifter, New Pitman shaft – low carbon alloy case hardened steelLarge range of parts and panels also available. Sandown: 1.34, Winton: 1.13, Philip Island 2.02. $23,000 as listed. Spare parts & panels negotiable Rod Evans 0411 717 167

Arguably Australia’s Greenest Nc Mazda RX2

Genuine front running car, guaranteed to annoy big$ V8s! One race since full engine rebuild producing 209hp atw with dyno sheets. 2nd at Winton Historics 2012 and consistent top 10 outright car. Under 3ltr lap record @ Sandown 1:25.8, laps PI 1:53.7. This car is well known and has full history, just jump in and race! 100% best bang for buck on the market. Call for full details. (Please note Nitrous has been disconnected)

$35,000 Extensive spares package also available $5,000 (Needham C/R box, Wheels, Doors etc) Anthony Read - 0421 006 383 Barrie Read - 0400 054 358


Group Nc 1972 LJ Holden Torana GTRCompleted 2006, it has minimal race miles and is in very good

condition. Original GTR (numbers no longer match). Some say the “best looking Torana on the track”.

Good HP 202 (3.3 blue) Knife edged crank. M21 G/box BMW rotors Volvo callipers. 13x7 Sprint masters with new Toyos, Minilites with Kumhos. Good amount of spares. You get everything in the deal. Business commitments have made it difficult for me to race to any satisfying degree. $37, 500. Gordon 0418 506 650

Brand New Tandem Trailer/s- Full width checker plate floor with two storage bins which will hold

up to 8 wheels/tyres plus trolley jack, stands etc. No need for tyre rack which keeps a low centre of gravity and reduces wind resistance and increases fuel economy.

- Suit large car ie; Camaro/Mustang.- Jerrycan holder for two containers.- 2000 kgs load sharing axles/rocker suspension.- 15” Alloy wheels- Override hydraulic brakes with hydraulic hand brake.- Swing jockey wheel.- 2.2m long side out ramps for easy loading.- 3000 lbs electric winch with cordless remote for extra easy loading.- LED lights- VIN plated and ready for registration.One in Melbourne, one in Perth. Can help with transportation to other states. $6200 each. Please call David Moran (0438) 655.114


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