Australian Muscle Car - - Mail - This is­sue’s Mus­cle Mail best let­ter win­ner re­ceives a copy of the DVD box set The Holden Her­itage Col­lec­tion. For this and many more great mo­tor­sport DVDs, visit www.cmsmo­tor­

I blame JG

I’ve en­joyed the sto­ries in­volv­ing John Goss in re­cent months. He’s an in­ter­est­ing char­ac­ter – am­boy­ant, maybe even a bit ec­cen­tric and de nitely de­ter­mined. I guess my story is prob­a­bly not the only one in which John was an in­spi­ra­tion and, quite se­ri­ously, shaped a large chunk of my life.

My rst mem­ory was the South Paci c Tour­ing Car Cham­pi­onship round at Oran Park in 1973. My fa­ther had Fords so I was never go­ing to be a fan of any­thing else. Mof­fat and Goss were the more am­boy­ant of the Ford bunch and the ob­vi­ous kids’ choice. I bought a photo from Lance Rut­ing’s stand and man­aged to have JG sign it. I still have it.

My rst real etched-inthe-brain mem­ory though was the next year as a 16-year-old kid stand­ing on the hill above the last cor­ner at Ama­roo. Goss would have the XA side­ways on en­try and point­ing straight up the hill as it got to the apex. No one of the era had any­thing like the same level of car con­trol. Pos­si­bly not the quick­est way, but en­thralling to watch.

I re­call an­other Ama­roo meet­ing, stand­ing above the pits with cam­era poised when JG ar­rives in a gor­geous red XB coupe road car with the trade­mark McLeod Ford stripes. He parks and spots me as he gets out, leans on the car, pos­ing while I shoot the photo. And, yep, fast sun­nies and neck­er­chief. Poser maybe, vain prob­a­bly, but to this im­pres­sion­able kid it was all just way cool. And who could for­get the Aunger ads with the XA and leggy girls.

At 19 I des­per­ately wanted to go mo­tor rac­ing. It had to be in a Fal­con and I some­how scammed up the money to buy Graeme Bai­ley’s Chick­adee XA sports sedan. It was pretty much the high stan­dard of the era: Barry Sharp-built light­weight with a mega Pe­ter Mol­loy en­gine. How­ever, I quickly learnt that what JG did in those things was an aw­ful lot more dif­fi­cult than it seemed. I’m not sure that any­one else of that era was as good at car­ry­ing a car on tor­tured tyres through the full range of un­der­steer in, over­steer out dy­nam­ics. His abil­ity to throt­tle steer was amaz­ing.

The mir­a­cle was that JG could then steer a F5000 with such pre­ci­sion. He and John McCor­mack were cer­tainly the stand­out, lat­eral-think­ing en­gi­neers. I re­call too that they both favoured open-face hel­mets and gog­gles at one point... way cool.

In the early days of the Mus­cle Car Mas­ters I told John my Ama­roo mem­ory of the XA and how he was to blame for my life­long pas­sion ... at which point my wife jumped in and said he was also then the rea­son why I had no money! Ev­ery­one laughed and I think John was a bit chuffed. He is a gen­uinely nice guy.

I’m re­minded too of the time when I went to Ka­toomba to look at the yel­low XA. Af­ter its time with Gary Willm­ing­ton it was sold to Rus­sell Kramer (then Fal­con sports sedan driver) who had re-bod­ied it into an XC with a view to run­ning Bathurst. He didn’t get an en­try so de­cided to sell. Not buy­ing it was one of my less wise de­ci­sions, though no one could have pre­dicted the cur­rent eye wa­ter­ing prices.

JG was a gun. The suc­cess came from hard graft and pri­va­teer, un­der­dog en­gi­neer­ing. His im­pact on me as a kid was pro­found. I would’ve be­come hooked and spent a life play­ing with race­cars any­way but, as I’m now 60 and look at my col­lec­tion, it’s way more than co­in­ci­dence that I have Fords and an XJS. Just need the F5000 too!

Keep up the good work. Just when you think that mus­cle car sto­ries have all been done you nd an­other an­gle to keep us all in­ter­ested.

Mick Meaney Email

Cat Boy and the gin­ger farmer

Iam writ­ing to say a big thank you for pub­lish­ing my photo of ‘Cat Boy’ in is­sue #104, although ‘Old Al­ley Cat Man’ would be a bit more ap­pro­pri­ate. It was also a high­light for me was to have my car in the ‘My Mus­cle Car’ sec­tion.

The ‘Cat Boy’ idea came to me while lay­ing awake at around 2am one morn­ing when all sorts of stuff goes through my brain, as it does for ev­ery­body. Well, I hope it’s not just me!

Now though, I feel as­sured that I will have spon­sor­ships lin­ing up at my door, and I am sure your mer­chan­dis­ing de­part­ment is busy with the order­ing of the ‘Cat Boy’ tin plate’ signs, T-shirts, cof­fee mugs and other items. I look for­ward to check­ing my mail­box ev­ery day for the roy­alty cheques to start ar­riv­ing.

As I men­tioned in the MMC sec­tion about the re­ac­tion of pre­vi­ous owner, gin­ger farmer Vic­to­rio Al­berti, to see­ing his old car again, I have at­tached a photo taken about 10 years ago, when I vis­ited Vic for the rst time.

Also, I would like to say I have had the plea­sure of read­ing your mag from is­sue #1 and look for­ward to many more years of in­ter­est­ing read­ing. I have to go now as I think I see the Span­dex rep com­ing up the drive­way wav­ing a con­tract.

Lloyd ‘Cat Boy’ Thies Up­per Ca­bool­ture, Queens­land

ED: Need a man­ager, Cat Boy? Se­ri­ously, I en­cour­age other read­ers to send us con­tri­bu­tions to My Mus­cle Car, just as you have. Dress-ups not manda­tory!

Lusty car

I’ve just nished read­ing is­sue #105. A great is­sue, of course. I par­tic­u­larly en­joyed the story about TWR 022 and its long jour­ney since its con­struc­tion.

I hate to say this, but I think you made an er­ror in the pic­tures with the story. As the ar­ti­cle says, the car was owned in 1990 by John Lusty who ran it at Bathurst that year with Bernie Stack. The pic­ture you have on page 56 is not of that car but the other Lusty team car driven by brother Gra­ham and Cap­tain Pe­ter Jan­son. There were two Lusty cars that year. The car in the photo is the car the Lusty team built up in 1989.

Pe­ter Jolly Email

ED: Pe­ter, you are en­tirely cor­rect in sug­gest­ing we ran an image of the wrong Lusty car. Apolo­gies!

Thank you Mr Lawler

I’d like to thank AMC for re­view­ing John Smailes’ new book, Race Across the World, which led me to con­tact the pub­lish­ers Allen and Un­win. Thanks to them, es­pe­cially their pub­lic­ity co­or­di­na­tor Julie Greska, I was able to not only ob­tain a pre-re­lease copy, but also have John sign it with a ded­i­ca­tion to a won­der­ful quiet achiever: 92-year-old rac­ing driver and car-builder, Brian Lawler (pro led in

AMC #69). Brian, ‘Mr Lawler’ to his 1950s TAFE stu­dents like Bruce Ste­wart and Mal Brew­ster, was a com­peti­tor in the 1968 Lon­don to Syd­ney Marathon, do­ing the lion’s share of the driv­ing in the #6 Lawler/Hod­gins/Wait Ford Fair­mont XP. It was a real plea­sure for our group of friends to present him with a copy of this book 50 years

af­ter the event; and to thank him for be­ing a men­tor and role model to so many in mo­tor­sport.

For the record, a tie-rod end broke on the XP Fair­mont on the Perth to Mar­vel Loch, WA sec­tion and it took six hours to x; by which time they had missed the next two con­trol points and had to re­tire. They did drive to War­wick Farm in time for the of­fi­cial nish­ers to ar­rive, though.

Dave Ni­chols Co-founder Fes­ti­val of Sport­ing Cars

Grey mat­ters 1

Great mag­a­zine, as al­ways, but I do have a com­ment on the ‘Fifties Shades of Grey’ ar­ti­cle on the early Holden six en­gines in is­sue #105. The grey Holden cranks were drop­forged car­bon steel K1037F, not cast iron as writ­ten. Holden used forged cranks in early red en­gines while de­vel­op­ing their mod­u­lar cast iron units. As a point of in­ter­est, most of the early grey com­po­nents were forged: en­gine, gear­box, diff axles.

I had a Humpy with a hot grey en­gine. One so­lu­tion to crank break­age was to t a Chrysler or Mer­cedes har­monic bal­ancer to the front of the crank to equalise lon­gi­tu­di­nal load on the crank and t steel main bear­ing caps.

Jim Mur­doch Email

Grey mat­ters 2

Great ar­ti­cle about the Holden grey en­gine in the lat­est is­sue, though there is a small mis­take in the ar­ti­cle. The en­gine that pow­ered the 48-215 right through till the FC was only 132ci. The 138ci in was re­leased in the FB and con­tin­ued through to the EJ when it was re­placed by the ‘red six’.

Craig McManus Via Face­book

Un­sung hero

In the ‘Un­sung He­roes’ is­sue ( AMC #104) I was greatly in­ter­ested in the com­pre­hen­sive his­tory of the last Monaro to start in the Great Race. In­deed it helped me to com­part­men­talise a por­tion of my own 1973 his­tory.

You see, at the time of this ‘one and only’ HQ GTS 4-door com­pet­ing in the Hardie Ferodo 1000 I was em­ployed in the Dealer Or­gan­i­sa­tion De­part­ment of GM-H Sales, Port Mel­bourne. My im­me­di­ate boss, Pe­ter McNa­mara (see pic), had a few Hardie-Ferodo 1000 trade passes and on the Thurs­day or Fri­day prior, sug­gested we should mo­tor up to Bathust for the race. Leav­ing early on the Satur­day morn­ing in his com­pany car, an HQ Kingswood, the plan was for us to be back at Fish­er­mans Bend, bright and chirpy Mon­day morn­ing!

We ar­rived at Mount Panorama late on Satur­day Sep­tem­ber 29, just in time to see the end of qual­i­fy­ing from the sum­mit van­tage point where the cir­cuit, at Sul­man Park, leads to McPhillamy Park. This sec­tion of track is a long left-hand, down­hill sweeper. Be­ing my rst ever visit to the cir­cuit, I was ‘gob-smacked’ by the huge speed of the big heavy Ford Fal­con Hard­tops as they trans­ferred weight and moved un­der power through that big un­du­lat­ing left-hand sweeper. I was bit­ten and smit­ten.

At dusk the race­track re­verted to a two-way traf­fic scenic road, and re­opened to the pub­lic. Un­sur­pris­ingly, Pe­ter and I, along with other pil­grims to The Mount took the manda­tory ‘peo­ple’s drive’ around the cir­cuit. I found it ter­ri­bly hard to imag­ine how the likes of Bond, Brock, Roberts, Carter, Goss and Mof­fat and oth­ers could com­pete ‘door han­dle to door han­dle’ across the top of the moun­tain. My ad­mi­ra­tion for these Gods of the 1970s tour­ing car genre had just jumped a thou­sand per­cent.

Since then I’ve not been to an­other Great Race but have been for­tu­nate to have run an Alfa Romeo GTV 2000 at Bathurst in sports car his­toric rac­ing classes on four oc­ca­sions, in­clud­ing this year in the Group S sup­port cat­e­gory for the 12 Hour. With­out doubt Mount Panorama is Aus­tralia’s Val­halla of mo­tor­sport and this near geri­atric com­peti­tor ex­pe­ri­ences a close to heaven-like ex­pe­ri­ence when­ever in its am­bit.

But back to 1973, and co­in­ci­den­tally my com­pany lease car at GM-H was an HQ Monaro GTS 4-door 308 four-speed in Sable Metal­lic (sil­ver) with ‘Lone O’Ranger’ boot and bon­net paint-out pan­els.

Why I went for the heavy V8 four-door sedan and didn’t select the nim­ble, high per­for­mance LJ To­rana GTR XU-1 has been a re­cur­rent per­sonal mys­tery and a long-stand­ing lament. Heaven knows, there were any num­ber of equally over­the-top colour schemes in the To­rana range with which I could have demon­strated my im­ma­ture dis­re­gard for rea­son­able so­cial norms. More­over, pre­sum­ably the To­rana’s lease cost would have not been much dif­fer­ent from the ‘sim­ply out­ra­geous’ (snig­ger, snig­ger) monthly sum of $41.37 for the Monaro which was then de­ducted from my salary. As a cu­rios­ity, the GM-H ac­tual pay de­duc­tion au­thor­ity is at­tached. Even in 1973, this was a pif­fling cost for a cal­low, sin­gle, car mad 23-year-old from Bris­bane!

In those days my per­sonal car was a TR6. Mean­while, the

big GTS 4-door cer­tainly made for fun and easy tour­ing, al­beit the ever present re­al­ity of hideous un­der­steer was al­ways a po­ten­tial­ity on The Great Ocean Road. Holden’s Ra­dial Tuned Sus­pen­sion (RTS) was to fol­low some years later and de nitely ar­rived none too soon!

One pic at­tached is from a camp­ing long week­end at Wil­son’s Promon­tory and the other is of the Monaro GTS out­side the Fish­er­mans Bend Com­pany Car Garage await­ing pre-de­liv­ery.

So, on that Sun­day, Sep­tem­ber 30, 1973 when I dis­cov­ered the Muirs Holden, black HQ Monaro GTS 4-door in the race, and do­ing well, I was in­trigued. My photo shows it run­ning strongly at Hell Cor­ner. How­ever, the ra­tio­nale of run­ning this car against the dom­i­nant and fac­tory sup­ported XU-1s and Ford Fal­con hard­tops had al­ways eluded me.

Ac­cord­ingly, af­ter read­ing Steve Nor­moyle’s mas­sively re­searched and ex­tremely well­writ­ten ar­ti­cle a lit­tle co­nun­drum has now been ex­plained. Yes, pri­va­teer Ron Dick­son took it to the fac­tory teams and it was an heroic ef­fort. Sadly, as you doc­u­ment, but for a valve train fail­ure, the big HQ would have nished sixth “hav­ing to drop out 30 laps from the nish.” Thank you for the ex­cel­lent piece, and in ret­ro­spect I now don’t feel too bad about my choice of Aus­tralian mus­cle car in 1973.

I now have a favour to ask. Af­ter the late ‘70s I lost con­tact with Pe­ter McNa­mara, but I un­der­stand he left GMH and went onto in­stalling man­age­ment ac­count­ing sys­tems for car deal­er­ships. So, if any AMC read­ers can as­sist in putting us in touch that would be most ap­pre­ci­ated.

John Car­son Chapel Hill, Queens­land jac­car­[email protected]

That’s my old car!

When I picked up is­sue #104, to my sur­prise on the cover at the top se­cond from the left was a red GT with a vinyl roof. I had never come across an­other XW in that com­bi­na­tion, so turned to page 76 and to my amaze­ment there was the very car I pur­chased new in 1969!

I had the car till 1971 when I sold it to a friend who had it for some time be­fore on-sell­ing it. I have of­ten thought of the car and won­dered if it still ex­isted. I am de­lighted to see the car again and would en­joy talk­ing to Dar­ren about my time with the car some 47 years ago.

I have sup­plied pho­tos from the pe­riod when I owned the car, 1969-’71.

As an aside, ear­lier this year I was reac­quainted with an­other car I owned and had lost track off. It was a VL Com­modore Group A Plus Pack which I pur­chased new in 1986 and sold in 1988, around 30 years ago. Scott the cur­rent owner took me for a run and I was thrilled to be re­united with the car af­ter all that time

John Tay­lor Email


Is­sue #104 is one of the best. I just love the way you un­earth more and more back­ground sto­ries on signi cant events – in this case the ‘68 Hardie-Ferodo 500. Be­ing a Holden fan and just 16 years old at the time, that win was some­thing else. To be still learn­ing new things about it some 50 years later is a real treat and just one of the rea­sons AMC is the bi­ble for Aussie mus­cle car en­thu­si­asts.

Loved the new pho­tos. Af­ter the count­less pho­tos and im­ages of #13D over the years, I don’t ac­tu­ally re­call ever see­ing a photo of the rear of the car and its rego num­ber. Great to clear up the brake pad change mys­tery too and also good to get the full story on Des West’s car and the ‘over­sized’ valve is­sue.

For those who weren’t around at the time, it’s vir­tu­ally im­pos­si­ble to con­vey the re­ac­tion the Monaro caused in 1968. A War­wick Yel­low ex­am­ple would stop traf­fic and cause a crowd to gather like no other car I’ve ever seen.

As much as I love the 327s and HT350s, it still grates that the HG350 doesn’t get the recog­ni­tion it de­serves (apart from AMC’s bril­liant story in is­sue #51 and some amaz­ing ar­ti­cles in Wheels and Sports

Car World). Sadly, a lot of newer/younger read­ers won’t have seen those. While the other two have the Bathurst con­nec­tion, the HG350 (with the se­cond gen­er­a­tion en­gine) is ac­tu­ally the fastest of all those early Monaros and isn’t power what it’s all about in a mus­cle car? I’m bi­ased, of course, be­cause, as you may re­mem­ber, I own one of these amaz­ing ma­chines.

Got that off my chest, so now I can get back to re-read­ing is­sue #104.

Glenn Flinken­berg New Zealand

Richards was champ

Love the mag­a­zine and loved the AMSCAR ar­ti­cles pub­lished over is­sues #103 and #104, es­pe­cially the Group A years in the se­cond in­stal­ment. I was just cu­ri­ous about the part in the ar­ti­cle that men­tions that Tony Longhurst won the 1987 AMSCAR Se­ries and how it was pos­si­ble for him to do so?

Longhurst did outscore Richards in the rst round, but then Longhust did not com­pete in the se­cond round due to a crash in prac­tice, while Richards racked up three se­cond places be­hind Ge­orge Fury in the day’s races. The third round, held in con­junc­tion with the ATCC event, was won by Richards from Longhurst, and then the fourth round saw Richards and Longhurst

team up to­gether to win the Hardie-Ir­ri­gation 100. I don’t know the of­fi­cial points sys­tem for the 1987 ti­tle but at a glance I would have as­sumed Richards won it?

Keep up the great work, I ea­gerly await each and ev­ery is­sue. Luke Blattman Email ED: Luke, thanks for drop­ping us a line and ques­tion­ing just who was the 1987 AMSCAR cham­pion. In the ab­sence of more de ni­tive records (any records re­ally), we re­lied on a source that wrongly stated Tony Longhurst was the ’87 champ.Your email prompted us to hunt for other sources and we can now con rm that, as you state, Jim Richards claimed the ti­tle.

Wy­ong ruled Bathurst ’68

Is­sue #104’s story on Bruce McPhee was bril­liant. It cer­tainly brought back a lot of mem­o­ries of grow­ing up in Wy­ong.

There is an­other Wy­ong con­nec­tion to the ’68 Bathurst 500. My brother Rus­sell and I pre­pared the Cooper S for Char­lie Smith and Don Hol­land that won class C. That was the start of my friend­ship with Don which is still go­ing strong to­day.

An­other story which brought back a lot of mem­o­ries for me was on the 1968 Lon­don to Syd­ney Marathon. I was in the nal year of my ap­pren­tice­ship at BMC and was asked if I would take an Austin 1800 ute down to the Snowy Moun­tains loaded with spares and be part of the ser­vice crew for that leg of the Marathon. It took me one se­cond to say ‘yes’.

There were two other peo­ple or­gan­ised who I had to meet up with when I got there. One of them was to be the nav­i­ga­tor to guide us around the Snowy Moun­tains; that per­son’s name was Roger Bon­homme, who ob­vi­ously went on to be­come one of the top nav­i­ga­tors in Aus­tralia.

As was re­ported at the time, Evan Green should have won the Marathon, but un­for­tu­nately a ser­vice “stuff up” re­sulted in one of the rear hubs be­ing over-tight­ened caus­ing the wheel-bear­ing to over­heat and seize.

When I went over to Lon­don for the start of the 2000 Lon­don to Syd­ney Marathon, I was able to meet up with An­drew Cowan. I re­minded him that he was very lucky to win the 1968 Marathon in his Hill­man Hunter due to Evan’s nut prob­lem.

An­drew agged us off at the start and when it was our turn, he put his head in the win­dow and said to me, “Noel, I have some very good ad­vice for you on the Marathon: don’t let any­one touch your nuts.”

My nav­i­ga­tor at the time was a mate of mine, Ric Macey. We still laugh about An­drew’s ad­vice to this day. I still have the XY that we built for the 2000 Marathon up in the shed. It is a beau­ti­ful car to drive and is ac­tu­ally for sale if you would like to buy it! Noel Delforce Lochin­var, NSW

My XU-1 raced Goss’s HO

Af­ter read­ing is­sue #103 and the story about the Goss GT-HO Phase III, I re­mem­bered a photo I have. It was taken on the start­ing grid of the Glen­vale 200 with the HO in the fore­ground with my LC To­rana GTR XU-1 in the back­ground.

It looks like Jim Richards at the wheel of the HO.

I have in­cluded pho­tos of my XU-1 both in the race and how it is now. The To­rana is a late 1971 CK block XU-1 bought by Richard Brock­le­hurst from GM-H Aus­tralia to run the late 71/72 GTX Se­ries Golden 100 and Glen­vale 100 and 200 race meet­ings to re­place his early yel­low LC XU-1.

What he didn’t tell them was that he also or­dered a Phase III and planned to run the rst one to ar­rive which was the Fal­con, so he on-sold the To­rana. It was bought by Rod McCal­lum, who owned Pa­pakura Truck Sales and was raced many times in 1972, ’73 by Rod and Bob Home­wood in­clud­ing the Glen­vale and Golden 100.

It was then bought by Gra­ham Craw­ford who tted triple Del­lor­tos which it still has.

I bought the XU-1 in the early 90s. It was sit­ting un­der a tree with a tarp over it down the side of a house in East Auck­land. Af­ter check­ing the own­er­ship papers and recog­nis­ing the names of pre­vi­ous own­ers, I did a deal with the mother of the owner – from mem­ory if I paid his speed­ing nes I got the car.

I raced it a cou­ple of times be­fore mov­ing to Aus­tralia and have since used it in reg­u­lar­ity events, etc. I would like to race it again but un­for­tu­nately the only class for old pro­duc­tion cars is Group N, which have no his­tory and are not fac­tory-spec. Richard John­son ED: It’s strange, Richard, that there’s no rac­ing class for old Se­ries Pro­duc­tion race­cars as there are plenty of cars around.

Son of Chick­en­man

Flick­ing through the pages of is­sue 104, I came across the “Bathurst in the Rain” fea­ture. Great shot of the Chick­adee Com­modore in the wet at Bathurst 1986. I am pretty sure this photo was taken in Wed­nes­day or Thurs­day prac­tice, with Graeme Bai­ley at the wheel. Al­lan Grice was de­layed at Lon­don Heathrow, due to a bomb scare, and didn’t get in the car un­til Fri­day. The track was com­pletely dry from Fri­day through to the end of the race on Sun­day. Keen ob­servers will note that the car in this photo doesn’t yet have the ad­di­tional spon­sor de­cals ap­plied that were present in qual­i­fy­ing and the race. Any­way, my point is that that photo re­minded me of my favourite shot of the car, which I think may have been in your fea­ture on the Chick­adee Com­modore in a pre­vi­ous edi­tion. What a back­ground!

Derek Bai­ley (very proud son of Graeme)

Mof­fat ad­mirer

In­spired by your fea­ture on the Pe­ter Brock 1983 Bathurst 05 Com­modore in AMC #104, I thought I should give a plug for the driver who fin­ished se­cond in that race, the elu­sive and so of­ten mis­un­der­stood Al­lan Mof­fat – and also his ex­cel­lent au­to­bi­og­ra­phy Climb­ing the Moun­tain.

The prickly Mof­fat did not have Brock’s easy na­ture or me­dia charm and un­like Brock did not wel­come an in­tru­sive TV cam­era and mi­cro­phone shoved un­der his nose just prior to a race. But he fought and drove hard with an in­tense level of pro­fes­sion­al­ism in all he did and added greatly to the drama and pas­sion of the sport over many decades.

I have re­cently watched the seven-hour TV cov­er­age of the 1983 race cour­tesy of Chevron and the Chan­nel 7 ar­chives. At the podium pre­sen­ta­tion it was all glory to King Brock and his co-driv­ers, and when Mof­fat is called out to re­ceive his ac­co­lades the track au­di­ence re­sponse was pre­dictably hos­tile. Af­ter a tough day-long race in his dron­ing Mazda RX-7 he was se­cond only to Brock and so the look of re­signed dis­ap­point­ment was clear to read on Mo­fat’s face. I could not help but feel sorry for the guy af­ter all the cel­e­bra­tory praise the win­ners Brock, Har­vey and Perkins re­ceived.

So love or loath the man, you owe it to your­self, if you are a true Great Race tragic, to read his story in his own words. In his se­nior years he is a lot more forth­com­ing with in­for­ma­tion than he was back then!

Roger Swan­son. Ash­field NSW.

Bravo Bob

Iso en­joy the col­umn writ­ten by Bob Mor­ris.

Although I was a kid at the time, I al­ways re­garded Bob as one of the most ag­gres­sive, spec­tac­u­lar and pro­fes­sional driv­ers of the 1970s and early ’80s.

I was and am very much an Al­lan Mof­fat/Ford fan, but when Holden started to dom­i­nate in 1978 and par­tic­u­larly ’79, be­fore the rise of Dick John­son, Bob was my hero against Brock!

Even more so when, in mid-late 1980, it was an­nounced he was switch­ing to Ford!

There have been a num­ber of fea­tures on Bob in the past, but I was won­der­ing if as an ex­tended col­umn or an­other fea­ture, Bob had any mem­o­ra­bilia he could share?

Of great in­ter­est would be his own col­lec­tion of pho­tos he may have col­lected, news clip­pings, driv­ing suit, (Bob’s suits were par­tic­u­larly mem­o­rable) hel­mets, etc.

Re­gard­less of that, as part of his col­umn could he please cri­tique the other driv­ers of the era? Of great in­ter­est would be why he didn’t rate Dick John­son’s driv­ing highly. And I’d love to read about any agro or mind games he played against or re­ceived from Mof­fat, Brock, Grice, etc. Also, how the whole Ruther­ford/Guthrie Bathurst en­try came about has al­ways in­trigued me.

Keep the in­ter­est­ing sto­ries com­ing AMC, I al­ways look for­ward to the next edi­tion!

Pete Dad­son Email

Port Wake­field

Ien­joyed your Sa­cred Sites ar­ti­cle on Port Wake­field, about which very lit­tle ever seems to have been writ­ten. It sounds like a pretty des­o­late place. There is an amus­ing post­script to the story. I was at Ade­laide for the rst day of F1 ac­tion on the Thurs­day in 1985. There was huge an­tic­i­pa­tion; it was all glitz and glam­our. So it was most amus­ing that John Cum­mins started his course com­men­tary by say­ing, “Well, it’s all a bit dif­fer­ent from Port Wake­field in 1955”!

David Green­halgh, Ro­seville, NSW

Pe­ter McNa­mara

Newspapers in English

Newspapers from Australia

© PressReader. All rights reserved.