New Zealand Classic Car - - Contents - Words: Ger­ard Richards Pho­tos: Ger­ard Richards’ col­lec­tion, Terry Mar­shall, Rod Macken­zie, Ge­off Rus­sell, Doug Ea­gar, ol­dra­cepho­

Gra­ham Mcrae headed to Europe fol­low­ing the Tas­man Series in 1970. He had won again at Surfers Par­adise, back­ing up his Tere­tonga win but, with a string of me­chan­i­cal prob­lems, didn’t dent the score­board any­where else.

Mcrae re­al­ized that get­ting a foot­ing in Euro­pean For­mula 5000 (F5000) was the key to his suc­cess­ful fu­ture. With Tom Clark’s help, they bought a new M10B Mclaren, but the fast-lane hotbed of Euro­pean com­pe­ti­tion meant that the learn­ing curve would con­tinue. Mcrae was guilty of over­driv­ing on oc­ca­sion, bring­ing about re­tire­ments when a more dis­ci­plined ap­proach would have brought bet­ter re­sults. There was also a large crash, ne­ces­si­tat­ing a new chas­sis and engine.

It was all about gain­ing ex­pe­ri­ence and learn­ing — some­thing at which Mcrae ex­celled. Rid­ing his rapidly ac­quired race craft, Mcrae rounded out his sec­ond Euro­pean sea­son on a high, with a sec­ond place and two wins.

Mcrae was to use this new driv­ing ma­tu­rity and the prepa­ra­tion skills that he’d gained to dev­as­tat­ingly good ef­fect in the next cou­ple of years, be­gin­ning with the 1971 Tas­man cham­pi­onship. It was the start of a sub­lime run, when it seemed that he had the Mi­das touch with ev­ery­thing he drove. There was never any ques­tion about Mcrae’s supreme nat­u­ral speed, but it was now tem­pered with the abil­ity to con­serve his equip­ment when nec­es­sary.

Mcrae ran a tri­umphant cam­paign in the 1971 Tas­man Series. It was a case of young lo­cal boy made good, in com­mand­ing fash­ion. Fel­low coun­try­man Graeme Lawrence had won the series the pre­vi­ous year, but, apart from a dom­i­nant per­for­mance at Levin, he hadn’t re­ally been a front run­ner — more an ac­cu­mu­la­tor, from good steady drives. For the next three years, Mcrae stamped his au­thor­ity on the Tas­man Cham­pi­onship in no un­cer­tain terms. In 1971, there were what he de­scribed as “Kamikaze drives”, and some engine fail­ures, but, in the fi­nal re­port, he was head and shoul­ders above the op­po­si­tion.

For the 1971 Euro­pean sea­son, Mcrae was hot prop­erty, and the Mclaren team

in­stalled him as their works driver with the M18 Mclaren. Trou­ble was, it was a to­tal pig of a car com­pared with the beau­ti­ful M10B.

Mcrae re­calls, “The han­dling was abysmal, and the car spun and rolled twice, once with no oil in the trans­mis­sion.”

Mclaren of­fered to fly out Mcrae’s M10B Tas­man-win­ning car, which he used for sev­eral races, and then to de­sign an­other: “I used this car and the ideas from the Mclaren M19 and BRM P160 For­mula 1 cars to for­mu­late the de­sign con­cept for the Leda GM1, which we built in late 1971.”

Man and ma­chine in the win­ning zone

In Mcrae’s words, the deal was that they would build the car that he con­ceived, and it would be known as the ‘Leda LT27’. Mal­colm Bridg­land from Malaya Garage pro­vided the space/ fi­nance, and Len Terry drew up the de­sign to Gra­ham’s spec­i­fi­ca­tions. The orig­i­nal car was known as the ‘Leda GM1’ in def­er­ence to this. Mcrae lived in a ho­tel in Bournemouth dur­ing the de­sign and con­struc­tion phase.

The deal started off well. How­ever, the good vibes be­tween Terry and Mcrae soured not long after­wards, for rea­sons that were un­clear — although which prob­a­bly cen­tred on money. (When I ask, Mcrae fixes me with that look that says ‘I’m not go­ing to re­veal that, but if I write my book, I’ll tell the in­side story.’)

Any­way, around the mid­dle of 1972, dur­ing the orig­i­nal car’s blaz­ing run of glory, Mcrae and Lon­don in­sur­ance bro­ker John Heynes bought out Bridg­land and set up Mcrae Cars Ltd at Poole in Dorset. From July 1972, the car be­came known as the ‘Mcrae GM1’. Dur­ing 1972–’73, a small team built 14 cus­tomer Mcrae GM1S. Pro­duc­tion ended in Oc­to­ber 1973, when the fac­tory was sold to Roger Penske, as his base to build his pro­to­type For­mula 1 (F1) car.

Us­ing the su­per-re­li­able Swiss Mo­rand-built car­bu­ret­tor Chevy en­gines, Mcrae set out on the most ram­pag­ing run of suc­cess in his ca­reer.

He re­calls, “The Mo­rand engine builders had su­perb at­ten­tion to de­tail and did things like bor­ing out the car­bu­ret­tors, mak­ing them big­ger and in­creas­ing the flow.”

The Leda GM1 was the quick­est piece of kit on the scene, and, with Mcrae’s ruth­less speed and ag­gres­sive driv­ing, this was the hottest act in town dur­ing the 1972 Tas­man Cham­pi­onship. Mcrae dom­i­nated his home track of Levin again, and also re­peated his vic­tory at Wi­gram in Christchurch. He con­tin­ued his rolling-thun­der as­cen­dancy in the Aus­tralian races of the series, with wins again at Surfers Par­adise, Queens­land, and the Aus­tralian Grand Prix (GP) at Sandown Park, Mel­bourne, plus a fourth at War­wick Farm. He fin­ished 11 points clear of Mike Hail­wood in the Sur­tees TS8, who was one point up on Frank Gard­ner’s Lola T300.

From there, Mcrae took the STP (Sci­en­tif­i­cally Treated Pe­tro­leum — a sup­posed per­for­mance-en­hanc­ing fuel-ad­di­tive prod­uct cre­ated by Andy Granatelli)– spon­sored GM1 to the land of the Stars and Stripes. He based him­self at a place called Irvine near Costa Mesa, down the coast from LA. He was ba­si­cally run­ning his own show, with back­ing from STP and tow­ing his en­tourage with a Chevy sta­tion wagon. Joe Wright was his span­ner man, and the team num­bered three with the gofer.

I ask Mcrae what his best mem­ory is of that suc­cess­ful 1972 US L&M For­mula 5000 Cham­pi­onship–win­ning cam­paign. He says, “It was land­ing in San Fran­cisco, driv­ing down to Mon­terey for the first round at La­guna Seca, putting the car on pole, lead­ing all the way, and col­lect­ing US$20K.” Not a bad day at the of­fice! Mcrae re­peated his win­ning ways at Elkhart Lake; Wis­con­sin; and also Watkins Glen, NY, to win the series.

The Mcrae jug­ger­naut seemed un­stop­pable at this junc­ture, and, in­deed, Gra­ham was catch­ing the eye of some of the elite F1 and Indy heavy hit­ters. He came close to win­ning the British/euro­pean F5000 ti­tle as well that year, fin­ish­ing in third place, af­ter an over­tak­ing-un­der-the-yel­low-flag penalty cost him valu­able points. It was a great sea­son in any­one’s lan­guage, and Cas­sius was to con­tinue his win­ning streak into a third con­sec­u­tive vic­to­ri­ous Tas­man Cham­pi­onship in 1973. Us­ing an up­dated ver­sion of his GM1, now a Mcrae GM1, he again dom­i­nated the series, win­ning at Levin, Wi­gram, and Sandown Park, with sec­ond at Surfers Par­adise and third at War­wick Farm. Mcrae’s to­tal of 40 points was well clear of John Mc­cor­mack’s Elfin MR5 Repco on 29 and Frank Matich on 27.

At this il­lus­tri­ous point in his ca­reer, it seemed that the tra­jec­tory of Mcrae’s star was on the verge of break­ing into the elite spheres of F1 or Indy, and the as­so­ci­ated fame that went with that.

Eco­nomic chal­lenges rein in the Mcrae jug­ger­naut

Some­how, though, this was the turn­ing point in Mcrae’s for­tunes, which be­gan a slow, steady de­cline, ex­cept for a brief re­nais­sance while Mcrae was rac­ing in Aus­tralia in the late 1970s. Why did this hap­pen? Money, or lack of it, was a fac­tor. Apart from Ibe­ria Air­lines spon­sor­ing his Mcrae GM1 in the 1973 Euro­pean and US series, Mcrae strug­gled to get spon­sor­ship. Maybe he up­set some po­ten­tial spon­sors or teams that he could have raced for, be­ing too open and frank in ex­press­ing his opin­ions of the car’s short­com­ings. This might have closed some doors.

In fact, 1973, apart from the Tas­man Series win, was a year of lost op­por­tu­ni­ties for Mcrae. His Indy 500 drive with Granatelli’s STP team looked promis­ing, with Mcrae win­ning Rookie of the Year and start­ing from 13th po­si­tion. He slipped to 16th po­si­tion, driv­ing con­ser­va­tively and stay­ing out of trou­ble.

Mcrae re­calls, “Granatelli was fum­ing, though, and gave me the word to wind it up. The fuel cock then jammed and burned out the ex­haust valves, which caused the man­i­fold to crack, end­ing my race.” He was still clas­si­fied in 16th place. Mcrae started the 1973 British GP in an Iso Marl­boro Wil­liams. It was the year of the big pile-up, trig­gered by a young and im­petu­ous Jody Scheck­ter. Af­ter a sur­pris­ingly good start, Mcrae’s race came to noth­ing, due to jammed throt­tle valves, bring­ing his re­tire­ment af­ter one lap.

There were no fur­ther of­fers of in­ter­na­tional rides, although Ken Tyrrell rang and asked him to be on standby when Jackie Ste­wart had his ul­cer. In 1976, Brab­ham (Bernie Ec­cle­stone) also asked him to be on standby, as Reute­mann was stranded for a time in Ar­gentina be­cause of a coup tak­ing place. Un­for­tu­nately, noth­ing came of these pos­si­bil­i­ties.

Mcrae’s 1973 Euro­pean/us F5000 as­saults with the Ibe­ria Air­lines GM1 did not bring the golden run of the pre­vi­ous two sea­sons. Com­pe­ti­tion was stronger in the US, with Mcrae fac­ing bet­ter-fi­nanced teams, such as series-win­ner Jody Scheck­ter’s Tro­jan and the new Lola T330, par­tic­u­larly in Brian Red­man’s hands, that were more than a match for him. His US sea­son was punc­tu­ated by a series of blown en­gines, and run­ning in both con­ti­nents meant that car prepa­ra­tion was stretched. Mcrae man­aged a sin­gle win at Mal­lory Park in the Euro­pean sea­son, but the flood­gates were no longer open.

In the lat­ter part of the year, Mcrae fo­cused his en­er­gies on de­sign­ing and build­ing the Mcrae GM2 F5000. The US reg­u­la­tions re­quired a de­formable struc­ture, and the new car was built to con­form to this for­mat and to im­prove the mar­ginal cool­ing of the GM1. Its first out­ing was very im­pres­sive, win­ning on de­but at Sandown Park in the Aus­tralian GP in Novem­ber ’73. The same month, Mcrae won the sec­ond round of the New Zealand Gold Star series — known that year as the ‘Black & Decker Cham­pi­onship’ — at Pukekohe. How­ever, luck de­serted him

The Mcrae jug­ger­naut seemed un­stop­pable at this junc­ture, and, in­deed, Gra­ham was catch­ing the eye of some of the elite F1 and Indy heavy hit­ters

in the 1974 Tas­man Series, with two sec­ond places at Tere­tonga and Sandown Park be­ing the high­lights — slim pick­ings af­ter his three con­sec­u­tive Tas­man-ti­tle wins.

The US F5000 pro­gramme in 1974 was the last time that Mcrae fronted a rea­son­ably com­pet­i­tive cam­paign in North Amer­ica. An eighth over­all fin­ish in the series wasn’t too shabby, given his lack of fi­nance and spon­sor. This might have been a fifth place had a late race-tyre de­fla­tion not caused him to lose a cer­tain third place at Las Ve­gas, where he was run­ning ahead of Al Unser.

The year was also com­pli­cated with a deal Mcrae made to li­cense the use of the GM2 de­sign to Jack Mc­cor­mack, who built five clones of the car, known as ‘Talon MR1S’. But the deal turned sour for Mcrae, for rea­sons that are un­clear and that he prefers not to re­veal to me dur­ing our in­ter­view. A pos­si­bil­ity may have been that he was promised a drive in one of the new Talons, but, when the buck stopped, it turned out there wasn’t a seat for him. Sam Posey was the man be­hind the wheel in the States, and fel­low Kiwi Chris Amon drove the works Talon in the 1975 Tas­man Series.

Last Tas­man Series race win

Run­ning the GM2 in the fi­nal Tas­man Cham­pi­onship in 1975, the script for Mcrae was much the same as the pre­vi­ous year. The car was fast — on pole for all the New Zealand races — but it was frag­ile, and the lack of bud­get was telling, with a nig­gling saga of prob­lems that ended Mcrae’s run in the ma­jor­ity of races.

The one shin­ing bea­con was his Tas­man race vic­tory at Wi­gram, with a per­for­mance that re­called his ear­lier days of supreme au­thor­ity. The car held to­gether and was run­ning beau­ti­fully. Once the chal­lenge from War­wick Brown ended with a blown head gas­ket, Mcrae ham­mered home to a com­mand­ing win. Un­for­tu­nately, this did not sig­nal a change in for­tunes. The re­tire­ments ran on, and the sea­son hit a new low when he wrote off the GM2 in pri­vate prac­tice at Surfers Par­adise. Mcrae man­aged to lease Jon Dav­i­son’s Matich A51 for the race, and, start­ing from the rear of the grid, man­aged a fourth-place fin­ish. How­ever, the event turned out to be his last Tas­man race start.

Fi­nal F5000 years — 1975–’79

Us­ing a Lola T332 re­place­ment, Gra­ham com­peted in the 1975 US F5000 Cham­pi­onship. At sev­eral rounds, there were flashes of his renowned speed in var­i­ous heats pre­ced­ing the main events. A fourth in a heat be­hind JP Jarier at Watkins Glen and a sec­ond to Al Unser, ahead of War­wick Brown, in a heat at La­guna Seca were the mi­nor up­beat mo­ments. Again, how­ever, Mcrae didn’t have the re­sources in money, per­son­nel, or equip­ment to chal­lenge the heavy­weights in the main con­tests, his best fin­ish be­ing an eighth place and 17th over­all in the series stand­ings, with only seven points as his re­ward.

Mcrae spent much of 1976 build­ing his new F5000 chal­lenger, the Per­spex glass cock­pit– win­dowed GM3. He says that he de­vel­oped the ex­posed-per­spex driv­ing com­part­ment in re­sponse to spec­ta­tors’ com­plaints about no longer be­ing able to see the driver at work. The GM3, like all Gra­ham’s pre­vi­ous cars, was a beau­ti­fully sleek racer that sug­gested that maybe he could get back on terms with the front run­ners.

Re­gret­tably, the slow down­ward spi­ral of

Mcrae’s for­tunes con­tin­ued. His tim­ing for the de­but of the GM3 — the car he hoped would reignite his flag­ging ca­reer — was a calamity. He man­aged one race with it — the fi­nal round of the US F5000 Cham­pi­onship at River­side — re­tir­ing from mid­field. Then the rules were changed for the fol­low­ing year, with the US F5000 canned and re­placed with a sort of sil­hou­ette poor man’s Can-am, sports car– bod­ied ver­sion of the F5000. Mcrae had to dig deeper into his de­pleted cof­fers and con­vert his new ma­chine into one of these hy­brids.

It was known as the ‘GM9’, but Mcrae couldn’t af­ford de­cent en­gines; his ’77 at­tempt at the ‘new’ Can-am, with no spon­sor­ship, was a very low-key ex­er­cise. Against the likes of the pro teams from Carl Haas and Paul New­man, his pri­va­teer ef­fort was a hope­less rear-of-the- grid, try­ing-to-nurse-the-car-home sce­nario. Against the odds, he did man­age a sur­pris­ing best re­sult of sixth place. The writ­ing was on the wall, though, and, at this junc­ture, Mcrae wisely bailed out of run­ning his own show in the US. He brought the car back to Aus­tralia in GM3 F5000 for­mat, to run it in the last gasp of the V8 di­nosaur class that was still hang­ing on there.

Re­nais­sance man’s last F5000 stand — Aus­tralia 1978–’79

It was to be the last suc­cess­ful stand in Mcrae’s rac­ing ca­reer. Aged 38, he was still driv­ing well and the tide of for­tune was to turn in his favour one more time. Bas­ing him­self in Mel­bourne, and with Am­pol spon­sor­ship, Mcrae was able to put a com­pet­i­tive and re­li­able Mcrae GM3 to­gether for the last cou­ple of years F5000 rac­ing in Oz. In ’78, he won his fourth Aus­tralian GP and went on to win the Gold Star Cham­pi­onship, even though it was only a three-round af­fair. He was also com­pet­i­tive in the Jan ’79 Aus­tralian In­ter­na­tional F5000 series — though with­out achiev­ing any no­table re­sults.

The end of the rac­ing road

With the end of F5000 rac­ing in Aus­tralia, Gra­ham had one last punt in the US in the early ’80s, with the GM3 con­verted back to the GM9 sports car Can-am for­mat. The car was painted in the pink liv­ery of the casino chain Cir­cus Cir­cus. Mcrae hov­ered around the top 10 most out­ings, un­able to match his star­ring role on the US F5000 scene a decade ear­lier. As usual, lack of funds to pre­pare and de­velop the car was the cul­prit in pre­vent­ing him ad­vanc­ing any fur­ther up the re­sults sheet.

The ex­pense of build­ing, pre­par­ing, and rac­ing a car of his own de­sign was be­com­ing be­yond Mcrae’s re­sources. His rac­ing be­came much more spas­modic in the later ’80s, and, as he slipped fur­ther down the food chain, the qual­ity of the of­fers had less po­ten­tial. He did

Bas­ing him­self in Mel­bourne and with Am­pol spon­sor­ship, Mcrae was able to put a com­pet­i­tive and re­li­able Mcrae GM3 to­gether for the last cou­ple of years F5000 rac­ing in Oz

In my view, Mcrae was the fastest and most grip­ping driver to come out of this coun­try in the early to mid ’70s, with the pos­si­ble ex­cep­tion of Chris Amon

two sea­sons of Cham­pi­onship Auto Rac­ing Teams (CART) Indy car rac­ing in 1984 and 1987, but, as he de­scribes it, “I was strug­gling to qual­ify for lower grid po­si­tions, with poor teams, not able to pro­vide a com­pet­i­tive car.”

Fol­low­ing a one-off drive in a Group A Volvo at Bathurst in 1987, Gra­ham de­cided to hang up his hel­met.

Spe­cial­ist sports car build­ing

Mcrae re­turned to New Zealand in the late 1980s and turned his in­no­va­tive en­gi­neer­ing mind to start­ing a busi­ness build­ing beau­ti­ful, ac­cu­rate repli­cas of the 1954–’55 Porsche Speed­ster. He im­ported a gen­uine Porsche 356 Speed­ster from Vin­tage Speedsters in Cal­i­for­nia, us­ing it to cre­ate the moulds from which to man­u­fac­ture the pro­duc­tion kits. The hard­ware un­der­pin­ning his ex­quis­ite replica road­sters was de­rived from the two-litre Porsche 914, with five-speed gear­box.

Mcrae set the high­est of stan­dards in pro­duc­ing tech­ni­cally per­fect repli­cas of the orig­i­nal 1954–’55 Ger­man sports car. In 2000, he regis­tered his com­pany as the New Zealand–based ‘Mcrae Cars Ltd’. It was a slow and ex­act­ing process, but qual­ity was ev­ery­thing to him, and, by 2003, he had pro­duced 38 cars. These ve­hi­cles are now highly prized, with one re­port­edly hav­ing sold re­cently for $160K.

Mcrae con­tin­ued build­ing his hand­crafted ver­sions of the Porsche 356 Speedsters and 550 Spy­ders, as fea­tured re­cently in this mag­a­zine, un­til he had an un­for­tu­nate per­sonal cri­sis in 2003. The de­tails of that don’t need re­peat­ing here, although many will re­mem­ber the sad news. Once Mcrae was back on track, he brought the cur­tain down on his spe­cial­ist car build­ing op­er­a­tion. Pos­si­bly the de­mands and stresses of cre­at­ing highly de­tailed and exquisitely engi­neered repli­cas had be­come too much. Gra­ham had al­ways been a per­fec­tion­ist in ev­ery­thing he did.

Lost Kiwi rac­ing hero

Gra­ham more or less dropped out of sight af­ter that, although he did ap­pear as a sort of am­bas­sador dur­ing the 2007–’08 F5000 Tas­man Cup Re­vival Series. He was in­ter­viewed in Aus­tralia and ap­peared en­thused about the re­vival of his beloved mus­cu­lar stock­block, V8-pow­ered open-wheel­ers. He al­ways felt that they were the ul­ti­mate race ma­chines of their era.

Fol­low­ing those pub­lic sight­ings, Mcrae slipped into ob­scu­rity, emerg­ing only for a his­toric rac­ing din­ner at one of the Hamp­ton Downs re­vival events. The sad re­al­ity was that, de­spite all his rac­ing en­deav­ours and his car-build­ing en­ter­prises, he had ended up in a fi­nan­cially pre­car­i­ous sit­u­a­tion. That strain had had a fur­ther im­pact on his per­sonal well­be­ing, and he had be­come a lit­tle ec­cen­tric, shy­ing away from pub­lic at­ten­tion.

I have a strong sense of dis­ap­point­ment about the way, over the past decade or so, some of the me­dia/so­cial me­dia and the his­toric rac­ing fra­ter­nity have seemed to turn a blind eye, or crit­i­cal eye to­wards, one of New Zealand’s fastest and most suc­cess­ful rac­ing drivers. Just be­cause it hasn’t ended well for Mcrae per­son­ally is, I be­lieve, no rea­son not to ac­knowl­edge his great achieve­ments and be­stow the ac­co­lades that this man richly de­serves — of the type that we reg­u­larly shower on oth­ers whose CV is nowhere near as im­pres­sive. To have a roll of hon­our that in­cludes win­ning the 1972 L&M US F5000 Cham­pi­onship, tak­ing the 1971, 1972, and 1973 Tas­man Cham­pi­onship crowns, com­ing third in the 1972 British/euro­pean F5000 Cham­pi­onship, be­ing the Aus­tralian GP win­ner in 1972, 1973, 1976, and 1978, and win­ning the 1978 Aus­tralian Gold Star Cham­pi­onship is a very im­pres­sive re­sume.

In my view, Mcrae was the fastest and most grip­ping driver to come out of this coun­try in the early to mid ’70s, with the pos­si­ble ex­cep­tion of Chris Amon. This story is a small at­tempt to try to re­dress the bal­ance. Mcrae was al­ways my num­ber one, and to have had this op­por­tu­nity fi­nally to meet Gra­ham ‘Cas­sius’ Mcrae, and hear his story, has been one of the great re­wards for this writer/fan!

Left: Tas­man cham­pion for the third con­sec­u­tive time in 1973, Mcrae cel­e­brates at Sandown Park, Mel­bourne (pho­tog­ra­pher un­known)

Right: Wi­gram, 1972 — Gra­ham in com­mand with the Leda GM1 on route to vic­tory (photo: Terry Mar­shall)

Bot­tom left: Paint­ing of Mcrae dur­ing the 1972 Tas­man Series (paint­ing by Michael J Nidd)Be­low, top to bot­tom: Cover of the March 1972 Motorman mag­a­zine, fea­tur­ing Gra­ham Mcrae’s 1972 Tas­man Series–win­ning Leda GM1; Gra­ham’s Mclaren M10B dur­ing the Aus­tralian seg­ment of the 1971 Tas­man Series; Gra­ham on the grid at Sandown Park for a Tas­man Series race, 1972 (photo: Rod Macken­zie)

Above: A Mcrae GM2 looka­like, built un­der li­cense to the GM2 spec­i­fi­ca­tions and raced here by Chris Amon in the 1975 Tas­man Series (photo: ol­dra­cepho­

Above: Last days of the Mcrae GM2, 1975 Tas­man Series, Oran Park, Aus­tralia (photo: Doug Ea­gar)

Above: Mcrae GM2, 1975 (photo: Terry Mar­shall)

Right: Am­pol ad­vert for Mcrae’s vic­to­ri­ous third con­sec­u­tive Tas­man Cham­pi­onship

Above and above right: Tas­man cham­pion, the man, and vic­to­ri­ous Mcrae GM1 1973 (pho­tog­ra­pher un­known)

Be­low: GM9 Mcrae, 1977 Can-am series (pho­tog­ra­pher un­known)

Above: Yel­low Mcrae GM3 dur­ing the Aus­tralian In­ter­na­tional Series, Jan­uary 1979 (pho­tog­ra­pher un­known)

Right: Gra­ham Mcrae and Mcrae GM3 dur­ing the 1978 Roth­man’s In­ter­na­tional at Oran Park (photo: Ge­off Rus­sell)

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