Rare Spares Top Five Bathurst 1000 Races

Motorsport in Australia, as a topic of conversation, is one that’s up there with like/dislike Ricky Gervais, should pineapple be on a pizza, is Peter Helliar actually funny, for dividing people’s opinion. Who’s the greatest driver, was the 1978 Torana the best car, which was the greatest of the great races at Bathurst? Given the history of the yearly event that is “Bathurst”, pinning down a top five most exciting races from over fifty races is always going to be fraught with danger. We don’t expect our list to be yours. But we would love to know what you think your top five are. [More]

The technical side of the Mustang in Supercars

Sports have rules, regulations, guidelines. Sometimes they’re easily interpreted and implemented, sometimes they’re not. Motorsport is a great example of this, and in 2019 there’s been a measure of controversy about a new entrant to the category now known as Supercars. Ford’s Mustang is the new kid on the block, and it’s been greeted with both open arms and raised eyebrows. The main cause of its mixed reception has been to do with the regulations that Supercars run and this has affected the aerodynamics of the car that’s been built. [More]

Townsville Race Report 5-7 July 2019 - Adam Marjoram

Round 3 of the Championship, which was held on the streets of Townsville, far North Queensland has always been a favourite of mine with great success there in recent years, big crowds and an overall great atmosphere. As mentioned Townsville has been a fairly happy hunting ground for me in the past and because of the brake failure in Perth that resulted in a DNF, dropping me from 6th in the Championship to 12th, I needed a good round to get me back in the points. On a personal note Townsville is also the round that allows me to escape the Perth winter, and suck up some sunshine and get a tan, although that was not to be this weekend with colder than normal weather and rain.  So this is how the weekend unfolded. Thursday 4th After a long and badly delayed flight yesterday, I was a bit shocked to wake up to very dark and cloudy skies and a weather forecast of a wet weekend. We got to the track by about 9.30 to unload the Transporter, set up my pit bay and get everything ready for racing practice tomorrow. I spent the afternoon doing my customary track walk and final review of last years’ data and vision. On the track walk it was hard to imagine that only a few months prior, parts of the track were well and truly submerged due to the floods. There are still hundreds of people yet to return to their houses that were inundated with water and mud. We left the track early to get a good night’s rest before the action begins. Friday 5th Today we have 2x 40 minute practice sessions to get myself and the car dialed back in after a two month break between race weekends, one at 10.00am and one at 1.30pm. These sessions are about tuning the suspension to ride the curbs, the road cambers and the bumps and give me the turn and power down I need to go fast. Unfortunately the rain started to fall with about ten minutes to go, and after a fairly scary moment over the back I decided to pit and wait the session out as there was no benefit to be gained on a wet track. I ended the session in 13th but this session was not about lap times it was about getting the most out of the car, which we obtained a lot of data to help us with. After a data and debrief session the boys made the necessary changes to the car and it was time for practice 2. Luckily the sun was back out again and the track dry. During a 40 minute session you may pit as many times as you want to allow the mechanics to make the adjustments required. Initially the car had a fair bit of oversteer on the high speed corner entries, so we played with Ride Height and Roll Centre to tame this. Roll Centre is an imaginary axis at which the car pivots around when cornering. After raising the Roll Centre the car got worse so we boxed again and put it back where it was. Once I was happy setting consistent fast laps I boxed for my first set of greens. On my second lap on new tyres I went to the top and purple  which denotes the fastest anyone had been so far, I ended that session in 3rd only 2 tenths off the fastest time after making a mistake into Turn 1. We were looking strong. At 3.50 pm it was time for sponsor rides and although it was raining the whole time, everyone enjoyed the skid fest.  Saturday 6th This morning we woke up to rain, we have Qualifying at 9.15am and Race 1 at 1.50pm. The last thing anyone wants is to qualify in the wet. Lucky enough the rain stopped about an hour before we were due out and the track had pretty much dried out except for a few puddles against the kerbs in corners.  We decided to try a different strategy for qualifying. Normally we go out on a good set of used tyres to set a banking lap and get the driver and car up to speed then about 5 minutes before end of session, box for a set of greens and have only two laps to set a time. This time I was going to go out hard on my new set of tyres do two laps and then sit the remainder out. This strategy would either make or break Quali.  As I entered the track I worked my tyres and brakes really hard swerving and braking to get them up to temp for the first flyer. I did a pretty good job but there was not enough heat in the tyres to really put me at the top. I decided to go again on another flier, I put it all on the line, as I crossed the first sector the time went purple, at the second sector we went purple again, and we held that all the way to the last corner when pushing hard I pushed a little too deep and stuffed the last corner costing me about 0.8secs and unfortunately losing my chance at getting my first Pole Position! But as I have explained before you only get two good laps before the best part of the tyre is gone and they lose about 0.3-0.4secs. I boxed in 5th place but the other guys had not had their green tyre run yet. As the minutes ticked by and the tracked temp rose with the sun the track went faster and I had fallen to second last, I had no option but to give it another go on used tyres. I only had enough time for 1 lap and pushed as hard as I could and went p13, with a faster time on used tyres than new. I was devastated that I threw away a potential Pole with a silly mistake. After reviewing data, without the mistake we would have started on the front row at worst. On the positive side we had a car capable of doing the job. As I sat on the grid for the start of Race 1, with all the cars in front of me I could not help to think, I have really made my race harder than it needed to be. As the lights went green I got a reasonable start and made the charge down through the kink into turn 2, which is always tough at this track with cars jostling for position. I was sitting about mid track when the cars around me started spearing each other and taking evasive action managed to pick my way through. I was now in 8th with good pace and the safety car was called. We spent about 4 laps behind the safety car before the lights went green again and it was back to racing. I made up another position with a very late lunge, pulled a gap and was faster than the guys in front, when the yellow flags waived and the safety car was called again! The restart was a mess with cars swerving everywhere to miss the compression created by the pole sitter. There is a natural phenomenon in motor racing that safety cars breed safety cars, as the cars are all bunched up, especially when there is only a few laps to go.  Lucky we all escaped any potential Safety Cars and we raced to the flag and I finished 6th which is a great recovery after starting 13th.  Sunday 7th Today we have Quali followed by Race 2, it was supposed to be wet again all day, but it was dry when I got to the track and the amended forecast was for rain at 1.30pm, just when my race was about to start. For Quali we decided to go back to the tried and true method of starting on used tyres and boxing for the greens towards the end of the session. After a few laps I was 7th which was good enough to bank, I then boxed to count the clock down.  With five minutes to go I was pushed out for my green run. On my first flyer I made a couple of small mistakes so had one more chance, I overshot Turn 5 which put me a little off line into 6 and sprayed out the back of 6 onto the grass, finishing the session in 11th. With hindsight I over drove the car trying to make up for yesterday’s qualifying and was untidy and it cost me time.  It was also a busy day off the track with an autograph session, pit tours and a radio interview with Triple M live from the track. The weather was threatening as we hit the track for Race 2, and started to fall as we sat on the grid for the start. But it was only wet in the braking zone of Turn 2 through to the exit of Turn 3 and the rest of the track is dry! It is really tricky to read differing grip levels! Over the next few laps, the wet weather would extend out to Turn 6.  This made it an interesting first few laps.  The light went green and I got an amazing start and made two positions before the kink at T1! I got another at turn 3 and the safety car was called due to an accident behind me at turn 2. A few laps later and it was back to racing where I set about making up a few more positions. I was in 7th when the yellow flags waved with Safety Car boards again with a car in the wall at T1. Back to racing and I was faster than the guys in front so should be able to make a few more positions. Unfortunately due to time spent behind the safety car, the race was called “time certain” and finished 6 laps early preventing me from gaining many more positions. I finished in 6th again. I was probably hoping for a little better this weekend, but a pair of 6th’s gives me a fair points haul and puts me back to 6th overall in the championship - so I shouldn’t complain.  Running through the championship points back in the Transporter, if we had not had the DNF at Barbagallo due to the brake failure we would be sitting 3rd in the Championship right now!! But that is all a bit ‘Shoulda, Coulda, Woulda’. We are getting better with each round and learning from some small mistakes this round I think we can improve at Queensland Raceway in a few weeks’ time. 

Top 5 Australian Touring Car Drivers

Motorsport in Australia is, it’s fair to say, in a state of flux right now. There are new cars, new championships, and new drivers. It’d also be fair to say that the new crop of drivers would all want to be seen, be remembered, in the same category as those regarded as Australia’s best and legendary touring car heroes. Although the Australian Touring Car Championship effectively lives on in name only, as the award for the winner of the Supercars championship, it’s still an honour to be listed as a winner. In no particular order, here are the five drivers we reckon will be remembered. Peter Brock. Any list of Australian motorsport drivers that doesn’t include Victorian born Peter Geoffrey Brock A.M. isn’t worth considering. Brocky, Peter Perfect, “God”, PB won a record nine Bathurst 1000 races, Sandown nine times, the Australian Touring Car Championship three times, and engendered an aftermarket car company that is synonymous with motorsport. Brock was known for racing with Holden, but also saw his name on the side of BMW cars, Ford cars, Volvo, Porsche, and Peugeot. He even lent his name to a brief flirtation with Russian car company, Lada. PB made his Bathurst racing debut in 1969, muscling Holden’s HT 350 Monaro GTS around Mount Panorama alongside Des West, with the 24 year old partnering West to a third position that year, an impressive debut.  Brock raced in a number of categories including Formula 2, the Australian Super Touring Championship, and Le Mans. His record of 37 wins from 212 starts in the ATCC and V8 Supercars would stand until 2007. He also scored 57 ATCC pole positions and won from pole 22 times. PB would have turned 74 on February 26, 2019.  Jamie Whincup 36 year old Whincup has the dubious distinction of somehow being the most polarising driver in Supercars. Irrespective of how he’s perceived, there is no doubt that he has talent, talent that has given him a record seven (V8) Supercars crowns, four Bathurst 1000 wins, and a Bathurst 12 Hour hat in 2017. Whincup has raced in Australia’s two main brands in the Supercars, being Holden and Ford. In 2016 he became just the second driver, alongside long term team mate Craig Lowndes, to have won 100 Supercars and ATCC races. Throw in 73 pole positions for good measure. What’s impressive about Whincup’s record is simple: he didn’t start in V8 Supercars until 2002. Craig Lowndes Like pizza and garlic bread, you can’t have Whincup without Lowndes, Craig Lowndes. He’s retired from full time racing and leaves behind a fantastic CV. 42 pole positions, 3 championships, over 100 race wins and almost nose to nose as his former team mate in that respect. There are over 250 event starts in those numbers too. With a background in small open wheeler racing and including a win in the Australian Formula Ford Championship, Lowndes started his V8 Supercars career alongside Brad Jones in the 1994 Sandown 500 and clocked up his first ATCC in 1996. Mark Skaife There’s a birthday coming up for our number four driver. Gosford born Mark Stephen Skaife was born on April 3, 1967, and cements himself in Australian Touring Car Championship history with 90 race wins. Factor in 41 pole positions, 220 event starts and 479 races for 87 podiums, international exposure, and clinically oriented driving style and it’s clear that Skaife is in the upper echelons. 1990 was the year Skaife started as a full time driver and 1991 saw three ATCC wins under his tyres. It was also the year that he, Jim Richards, and “Godzilla” worked together to win the Bathurst 1000 and inspire many to boo at the podium presentation. Skaife would finish his full time career as a driver with five championships to his name. Dick Johnson Our fifth grid position goes to Dick Johnson. DJ may have finished with a few less pole positions than others (28), a few less race wins (30), and a few less event starts (202), but the burly, genial, Queenslander did finish with five ATCC crowns, equal to Skaife and 1960s legend, Leo Geoghegan. Much like Brock, the Johnson name is synonymous with one brand, yet Johnson started his career with the red lion against his name. FJ, EH, and Torana, including one previously raced by P.G. Brock. Johnson moved to Ford in 1977 and became a household name in 1980 thanks to a football sized piece of rock at Mount Panorama. 2001 and Johnson was inducted into the Supercars Hall of Fame. With 3 Bathurst wins to his name as well, along with co-running the DJR-Penske team, Richard Johnson gives us our top five ATCC drivers. Say happy birthday to Dick on April 26. Who are your top five ATCC drivers? It’s a question sure to raise debate so we’d love to get your thoughts via our blog and social media pages.         

Rare Spares backs Adam Marjoram in 2019 Dunlop Super2 Series

Rare Spares are excited to announce their sponsorship of Supercar driver Adam Marjoram in the Dunlop Super2 Series in 2019. Adam Marjoram will channel an Erebus Motorsport livery in the 2019 Dunlop Super2 Series, when he carries backing from Rare Spares, Penrite Oil, ICT, Bremtec and Supercharge Batteries. “Rare Spares are thrilled to be associated with and support Adam Marjoram and the Image Racing Team in the Dunlop Super2 Series this year.” said Melissa Drake, Rare Spares Marketing Director. Marjoram is entering his second season with Image Racing in the 2019 Dunlop Super2 Series and will be racing alongside team mate Jordan Boys. The Rare Spares logo will feature on the front bonnet of car 15, as well as on the transporter, pit walling, dashboard, race suit, team apparel and merchandise and other promotional materials. Marjoram will also appear at several Rare Spares events throughout 2019.  “We believe 2019 is going to be a fantastic year of racing in the Super2 Series and we wish the best of luck to Adam Marjoram”  Rare Spares are committed to their involvement in all aspects of Australia’s car culture, from motorsport to classic car restorations and motoring enthusiast festivals.   Supplying tens of thousands of parts to thousands of car restorers and hundreds of car clubs across Australia and New Zealand, Rare Spares has become an iconic Australian brand in the automotive aftermarket restoration industry over the past 40 years. With official backing by both Holden and Ford, Rare Spares offer a one stop shop for enthusiasts living their dreams of owning and restoring a classic vehicle. To find out more about Rare Spares, the huge product range available, and for a full list of distributors across Australia, visit www.rarespares.net.au   

Rare Spares backs Adam Marjoram in 2019 Dunlop Super2 Series

Rare Spares are excited to announce their sponsorship of Supercar driver Adam Marjoram in the Dunlop Super2 Series in 2019. Adam Marjoram will channel an Erebus Motorsport livery in the 2019 Dunlop Super2 Series, when he carries backing from Rare Spares, Penrite Oil, ICT, Bremtec and Supercharge Batteries. “Rare Spares are thrilled to be associated with and support Adam Marjoram and the Image Racing Team in the Dunlop Super2 Series this year.” said Melissa Drake, Rare Spares Marketing Director. Marjoram is entering his second season with Image Racing in the 2019 Dunlop Super2 Series and will be racing alongside team mate Jordan Boys. The Rare Spares logo will feature on the front bonnet of car 15, as well as on the transporter, pit walling, dashboard, race suit, team apparel and merchandise and other promotional materials. Marjoram will also appear at several Rare Spares events throughout 2019.  “We believe 2019 is going to be a fantastic year of racing in the Super2 Series and we wish the best of luck to Adam Marjoram”  Rare Spares are committed to their involvement in all aspects of Australia’s car culture, from motorsport to classic car restorations and motoring enthusiast festivals.   Supplying tens of thousands of parts to thousands of car restorers and hundreds of car clubs across Australia and New Zealand, Rare Spares has become an iconic Australian brand in the automotive aftermarket restoration industry over the past 40 years. With official backing by both Holden and Ford, Rare Spares offer a one stop shop for enthusiasts living their dreams of owning and restoring a classic vehicle. To find out more about Rare Spares, the huge product range available, and for a full list of distributors across Australia, visit www.rarespares.net.au 

Craig Lowndes Motorsport Career

His Mum calls him Craig. His mates call him whatever they want. Fans call him CL, or Lowndesy. We know him as Craig Lowndes. During his racing career he would become known for not just his talent, but his ever present smile, a great sense of humour, and a deep appreciation for his followers. In a (V8) Supercars career that started in 1996, the year of his 22nd birthday, Lowndes became a winner at Bathurst seven times, including the memorable win in 2006 where he and Jamie Whincup became the first to have their names etched on the Peter Brock Trophy. He’s a triple V8 Supercars champion, and, as of the end of 2018, no longer a full time competitor in the Supercars championship. Born in Melbourne on June 21, 1974, Lowndes trod a path many others have followed when following a motorsport dream. Karting was the weapon of choice, and at the age of nine he was likely to be found at the Whittlesea karting circuit, some forty or so kilometres north of the Melbourne CBD. It took less than a decade before racing success came his way. In Formula Ford Lowndes found a kindred automotive spirit, gaining valuable exposure in the Motorcraft Formula Ford “Drive To Europe” series in 1991. Other drivers that found fame in this series were Russell Ingall, Tomas Mezera, and Cameron McConville. 1993 and Lowndes wins the Formula Ford championship, propelling him into the vision of Formula Ford in Europe. The championship title eluded him, but not by much, with third being notched up. Come 1994 and he’s in Formula Brabham, winning the Australian Silver Star. Also known as Formula Holden, the series itself was short-lived. The Brabham nomenclature was part of the series for just five years, from 1991 to 1995. V8 Supercars were coming and the bright lights beckoned. Lowndes was added to the test team crew of the Holden Racing Team and competed, in what was meant to be a one off appearance, alongside Brad Jones for the 1994 Sandown 500. The drive was successful enough to impress team principal Jeff Grech enough to offer a seat that had become vacant to Lowndes. The 1994 Bathurst 1000 race cemented Lowndes as part of the Australian racing landscape. Ballsy driving, a rookie error or two, and a second place in 1994 set him on the path to become a full time member of HRT, winning the championship with them in 1996. On his first full season with them, mind. It had Lowndes drive next to Greg Murphy, with the win making Lowndes the youngest driver to win “The Great Race” at the time. Although Australian success was his, the call from his heart to return to Europe was strong. 1997 and the International Formula 3000 Championship saw Lowndes sharing team driving duties with Juan Pablo Montoya. The candle was alight but the success proved elusive for the Victorian, with just one season completed and Lowndes returning to Australia. By this time the V8 Supercars category was established and in full flight, with Lowndes quickly returning to form on Australian circuits. The 1997 Sandown 500 was added to the trophy cabinet, with “Murf” his co-driver. The next year Lowndes and Mark Skaife co-starred throughout the year, and Lowndes took out the 1998 championship. 1999 promised a lot inside the new VT Commodore and consistent performance had Lowndes on track to win that year’s championship by the time round eight arrived. The location? Calder Park. The result? A car written off, one of the most spectacular rollovers seen in Aussie motorsport, and one very lucky CL. Although the crash gave him just minor injuries and being forced to miss the Sandown race that year, his lead was such that the championship was yet again his. Australia’s automotive brand rivalry was brought to the fore at the beginning of the 21st century as Lowndes went from a red lion to a blue oval on his car. Further colour changes came in the form of his AU Falcon being a combination of black, silver, and green, the latter on the headlight covers and giving the car the affectionate nickname of “the green eyed monster”. As much a talking point the car was, it didn’t deliver for Lowndes. It wasn’t until 2003 when a move to FPR, Ford Performance Racing, that his first win with Ford and the first since 2000 came along. The tenure with FPR proved short in time, with Lowndes signing with Team Betta Electrical, or Triple Eight Racing, for 2005. This was partly spurred by a 20th place finish for the 2004 season. Again his tilt at the championship was looking good; he’d taken the most victories, and the most pole positions, but incidents such as a wheel smashing his windscreen at the 2005 Bathurst race had him place second behind Russell Ingall. However, there was a highlight for Lowndes in the form of the Barry Sheen Medal. Voted upon by motorsport writers, former drivers, and commentators, it was a recognition of Lowndes in that he’d won without being the year’s championship winner. Perhaps the most memorable of wins for Lowndes was at Bathurst in 2006. Just weeks after the tragic passing of his friend and mentor, one Peter Brock, Lowndes and Whincup muscled their way through for the win to finish just a half second ahead of second placed Rick Kelly. Lowndes capped off that year by winning the Barry Sheene medal for the second year running. 2006 would also see he and Whincup take the first of three Bathurst victories in a row, making them just the third pairing to do so, with Brock and Larry Perkins, and Brock with Jim Richards the others. In a flagging of what was to come, Ford Australia cut their motorsport sponsorship. Lowndes made the move back to Holden, with whom he would become the first driver to reach 100 wins, win his fifth Barry Sheene medal, and his third most popular driver award. 2015 saw him win his sixth Bathurst 1000. 2017 would be perhaps his career lowlight, with no wins to his name. Although this spurred talk of retirement which was denied, in mid 2018 Lowndes, CL, and Craig to his mum, along with his ever present smile, announced he would retire from full time competition. What was your favourite Lowndesy career highlight? Head on over to the Rare Spares Facebook page and let us know in the comment section below this blog! 

History of the Ford Falcon in Supercars

Born in the early 1990s, the category originally known as V8 Supercars (and now Supercars) came from a decision by CAMS to revamp the Australian Touring Car Championship.  One of three classes originally put together was Class A, which comprised 5.0L V8 powered Ford and Holden cars. The first Falcon to take part in what would become V8 Supercars, was the recently released EB Falcon. This model in road going trim, was the first to feature what were called “cannon barrel” headlights for the sporty XR6 and XR8 variants. Officially known as Group 3 A, Glenn Seton would take out the 1993 championship. The updated version, the EF Falcon, would take John Bowe to the championship in 1995.  1996 saw the Australian Vee Eight Super Car Company, AVESCO, come to life. This was a joint venture organization and effectively formalized the category as being the V8 Supercars. 1996 had Ford producing the EL Falcon, the last version of the fifth generation Falcon. Ford Australia moved into the short lived AU Falcon. Perhaps best described as a failed design study, the AU would quickly be redesigned into the BA Falcon. Wins for the Falcon in the V8 Supercars championship would be sparse between 1997, with Seton again taking the championship in an EL Falcon, to 2003. Tasmanian born Marcus Ambrose piloted his BA Falcon, under the Stone Brothers umbrella, to the flag in that year. It would also see a “threepeat” for the team with Ambrose repeating his win in 2004, followed by Russell Ingall in 2005. Ford revamped the BA into the BF in October of 2005. However it would not be until 2008 that Jamie Whincup would bring one to the forefront of the championship with the Triple Eight Race Engineering team. A substantial facelift for the Falcon would bring the FG series into the championship. The road going versions had a streamlined model range and a raft of under the skin improvements. The road going FG range also saw the deletion of the 5.4L V8 that was part of the engine range and was replaced by the 5.0L “Coyote” engine. In a twist that brings in the future, that engine is the one to be found in the Ford Mustang, the body shape that will take over from the now discontinued Ford Falcon in the Supercars series. Whincup would take a FG Falcon with Triple Eight to the championship in 2009, with the Ford “Blue Oval” also winning the championship in 2010 in the hands of James Courtney and Dick Johnson Racing. The next generation of Supercars brought in a chassis specific design from 2013, meaning Holden and Ford would build to a base design, not off a production car. Since that era started, and finished in 2018, a Ford Falcon has won the Supercars championship just twice, with Mark Winterbottom and Prodrive Racing partnering in 2015 whilst Scott McLaughlin wrapped up the championship in Newcastle in the final FG X Falcon with Dick Johnson Racing Team Penske just a few weeks ago. The Falcon is now replaced by the incoming Mustang and will be missed on the grid by the blue-oval enthusiasts. What was your favourite Falcon Supercar racer? The Green Eyed Monster or maybe one of the many iconic Shell Racing DJR liveries? Head on over to the Rare Spares Facebook page and let us know in the comment section below this blog!  

The New Mustang Supercar

In motorsport’s evolution in Australia, the category known as Supercars, formerly known as V8 Supercars Australia, has opened the door to cars not of a four door body shape. With the success of the Ford Mustang in a retail sense, it makes sense to have the “tudor” as the first to be built under the new guidelines. But first, some history. The Gen 2 design regs mandates a common chassis for any team entering the category. Builders are open but have to build a chassis and cage to the pre-determined specifications. It’s this bit that has caused some consternation and raised eyebrows, as the end result may have a car not of the same physical dimensions as the one it’s based on. The V8 engine is located 100mm further back and down to the preceding chassis style, for weight balance and safety. Wheels must be 18 inches in diameter and thanks to the upward change it means bigger brakes can be fitted. The drivetrain is a transaxle, meaning the drive axles and gearbox are in one case. For extra safety the fuel cell has been moved forward and the windscreen is now of a polycarbonate build, which is 250 times as strong as glass. Specific to Gen 2 also is being rear drive, right hand side drivers’ seat, four seats, and based on a car available to the public, meaning it must reflect the look of the car accurately. What this means for the Ford Mustang Supercar is proven strength and reliability. It also means that thanks to the common chassis and cage, only a slight rejig of the Mustang’s familiar profile has been required. There will be a little piece of history when the car makes its debut in 2019. Chassis DJRTP 02 or Dick Johnson Racing Team Penske 02, which was used for Supercars’ tyre and aerodynamic testing last year, will become one of the first Mustang Supercars. It will be used for testing and is set to be the team’s spare race car. DJRTP will build one brand new car and convert another. It is currently the team’s second spare, last raced as a Falcon FG X in Fabian Coulthard’s hands during 2016. Work began on converting the chassis in mid 2018. Tickford Racing will also build a pair of new cars and convert two cars to the new body style. Anticipation from teams was seen in 2017, with Cameron Waters driving a car whose chassis was earmarked to be a Mustang. After a point in time had been reached where the signoff was past to have a Mustang run in 2018, the car was built as a Falcon. The chassis’ build commenced in March of 2017, such was the timeline teams were hoping for in order to see the Mustang body run on Australian circuits this year. Specialist graphic design outlet ssMedia, headed by Scott Yorston, has produced 3D visuals of many V8 Supercars and the current Supercar designs. Working from concept drawings and with a livery idea from the US, Scott has also produced his view of the Mustang Supercar which has been greeted with acclaim in the Australian motorsport fraternity. It shows, as much as Scott is able to produce due to legalities, a car very close to the road going version. With panels placed around the control chassis it appears a little taller in height and perhaps a little shorter than the road goer as a result. Testing of the 2019 Mustang Supercar is underway, and we can’t wait to see it hit the track in anger! Are you looking forward to having the Mustang back on the grid of Australian race tracks? Let us know in the comments section below this article on our Facebook page!  

Classic Bathurst Recap - 2006

The Bathurst 1000 of 2006 will be forever etched in history as the one “The King of the Mountain” watched from up high and saw his protégé’ Craig Lowndes, alongside a champion in the making, Jamie Whincup, hold the first ever Peter Brock Trophy over the pit lane crowd. It was the second win for CL, as he’s known, and the first for Whincup after his second place the year before. Thirty one cars would be entered in this year’s “Great Race”, with an almost even split of Holden and Ford branded vehicles. Ford would field fifteen BA Falcons, the first model after the ill-fated AU Falcon, whilst Holden showcased sixteen VZ Commodores, the final iteration of a design essentially a decade old. Qualifying was tight and intense, resulting in the top eight cars being separated by under a second, and the top eighteen cars separated by under two seconds. Again it was almost an even split for the then top two locally made cars, with four Falcons and six Commodores. Of the top five though, just one blue oval branded car would be there, with a former Holden driver, Jason Bright, in second. Provisonal pole had gone to Holden driver Mark Skaife in a blistering 2:06.9764, just a tenth ahead of Bright’s Falcon. The Top Ten Shootout would see Skaife carry that form onwards, with a 2:07.4221, a full three tenths quicker than Bright. Rick Kelly, New Zealand born Jason Richards and Greg Murphy, all in Commodores, would round out the top five. Eventual race winner Lowndes, driving the Ford BA Falcon, would be beaten to fifth by a mere four one thousandths of a second. The race itself was held on Sunday October 8. In 2006 it was the ninth race weekend of the then V8 Supercars Championship. It would also prove to be the longest race since 2002. With all 161 laps completed it finished just seven seconds shy of seven hours and a full twenty two minutes longer than the previous year. A race start incident proved to be crucial in the final results. Pole sitter Skaife went from hero to zero within a half minute, with a clutch failure leaving him battling to get his Commodore moving to race speed. Although he had cleared the first corner he had got as far as the first rise on the road to the top of the mountain, and with heavy traffic behind him an unfortunate Jack Perkins was blindsided, ploughing his Commodore into Skaife’s and forcing him into the wall. This allowed the second grid spot driver, Jason Bright and his co-driver Mark Winterbottom, to take the lead. However a brake lockup had Bright require a tyre change with just fifteen laps completed. More woe befell the duo with Winterbottom garaging the car on lap 28. A full fourteen cars would fail to finish the 2006 race, with Rare Spares ambassador John Bowe, alongside his mate and co-driver Brad Jones, finishing eleventh. The race was punctuated by a number of safety car interventions, including one of over twenty minutes after the veteran Kiwi born Paul Radisich, on lap 71, had his Commodore spear into a retaining wall at the Chase. The impact rolled the car onto its side and left Radisich in need of trackside marshal intervention to remove him from his stricken vehicle. Just six laps would be held in that fourth hour of the race. As seems traditional with the Bathurst 1000, a late race incident played a part in the final standings. Jason Richards also lost control and hit a wall. Laps remaining were just ten. Rick Kelly and Craig Lowndes were dealing with a six second buffer prior to the final safety car call to deal with the Richards car. A fired up Lowndes would lay down the race’s quickest lap on the 158th circuit of the 6.213 kilometres worth of tarmac, and would greet the chequered flag a bare half second ahead of a determined Kelly. In tumultuous and emotional scenes on the presentation balcony, Lowndes would be in tears as he acknowledged his late friend and mentor, Peter Brock. Is 2006 your favourite Bathurst 1000? Head over to the Rare Spares Facebook page and tell us your memories of the weekend in the comments section below this article.