Touring Car Masters 2018 - Previewing the final rounds

The Australian historic racing car category, the Touring Car Masters, is definably Australia’s premium historic racing cars group. The guidelines are comparatively simple: have three driver categories and have cars of a pre-1976 era. Trackside watchers will see Chevrolet Camaros, BOSS Mustangs, and entrants from Australia’s own automotive vaults of history, the Valiant Chargers, Ford Falcon GTs, and Holden Monaros.

The driver regulations cover ProMaster for professional drivers, ProAm for part time “let’s have fun” drivers, and ProSports. This is something different in allowing a car to be entered by different contestants in order to try and gain extra points for the car in a championship sense.

There are some BIG names in the TCM as they’re known; Phil “Split-pin” Brock, Glenn “The Babyfaced Assassin” Seton, Andrew Miedecke, Jim Richards, Steve Johnson, and Rare Spares Ambassador John Bowe.

The category itself is now in its twelfth year having being born in 2007. The 2018 season has eight rounds and is part of the Supercars overall presence. This year kicked off in Adelaide and has completed five rounds so far. There’s three more rounds to go and all three will be part of the Supercars enduros: Sandown for September 14-16, Bathurst over the weekend of October 4-7, and then the final round in Newcastle for the November 23-25 weekend.

In the overall standings its John Bowe on top, having won three of the five rounds thus far. Steve Johnson is tapping on his rear bumper, with 959 points, just 18 shy of Bowe’s 977. Former V8 Ute drivers Adam Bressington and Jason Gomersall are in third and fourth, with all four in the ProMasters driver group. Fifth overall goes to Cameron Tilley, well known for his driving exploits in a Falcon GT-HO. Cam also leads the ProAm driver standings, with respected Production Touring Cars pilot Jim Pollicina leading the ProSports.

Unless both Bowe and Johnson have shockers over the next three rounds, allowing Bressington, Gomersall, and Tilley a sniff of top two success, the gap they have over the third placed Bressington, currently on 837 and 97 ahead of Gomersall on 744, it’s likely either of these heroes from the DJR historic stable will claim the top step of the podium at the end of the 2018 season. Former Mustang driver Bowe has been driving a Holden Torana once owned by fellow racer Charlie O’Brien in the 2018 season, a car featuring a permanent tribute to the late Jason Richards. Johnson has taken over the wheel of the car Bowe raced and sold a couple of years ago to his good mate Tony Warner. The car is unsurprisingly known as “Mustang Sally”.

Of the 2018 season so far Rare Spares ambassador John Bowe has a few words. “The cars are sensationally difficult to drive. In some cases there’s over 700 horsepower and only 15 x 8 inch wheels and tyres! No wonder they need a bit of caution.”

John has stated that he feels the category’s driving standards may need some scrutiny, “These old classics are way more expensive to fix than modern cars. There’s no doubting that the TCM is popular with the spectators and TV audiences but no one enjoys seeing these cars wrecked.” John himself has been on the receiving end of some of the driving standards he feels needs scrutiny, which makes his 2018 results all the more remarkable.

What’s your thoughts on the Touring Car Masters? Let us know on our Facebook page in the comment section below this article!

A Look into the Career of Allan Moffat

Although Australian motorsport has its fair share of locally grown heroes, there’s one that hails from Canada. He’s a name with a familiar voice to many thanks to his 1970s TV adverts for Ford and Victa but it’s his on track prowess that he’ll be remembered for. He is, of course, Allan Moffat.

Born in the double tongue twisting city and state of Saskatoon, Saskatchewan, in November 1939, Moffat became an Australian citizen in 2004. He had been eligible since the early 1970s but said he’d never bothered to follow it up. It was in the mid 1950s that Moffat and his family arrived in Australia, after his father, who worked for tractor manufacturer Massey Ferguson, was transferred to Melbourne.

Moffat commenced his racing career, which would span twenty five years, in 1964, co-piloting a Ford Lotus Cortina. The venue was Sandown Park and the race, the Sandown Six Hour International, was a precursor to the Sandown 500. What was called the Australian Touring Car Championship saw Moffat enter for the first time in 1965, again driving a Lotus fettled Cortina.

Travelling to the USA and back kept the taciturn Canadian busy for the next three or four years before finally settling down full time in Australia. It was 1969, the year of the first manned lunar landing, that would cement Moffat into Australian motorsport history. An interview with the US based head of Ford motorsport at the time after a ballsy approach by Moffat had one of seven Trans Am Boss 302 Mustangs become his drive and enabled him to take a tilt at the ATCC crown. The “Moffstang” as it’s now popularly known, was soon to be decorated with his new, and first, major sponsor, Coca-Cola. It’s history now that the car, although a race winner, never did win the championship for him.

Rule changes in the early 1970s saw the Mustang effectively retired from competition however Moffat had already established himself as a driver to beat in other Ford cars. 1969 was his first year in the Bathurst 500, driving a Falcon XW GTHO, and courtesy of a recalcitrant gearbox managed to miss the traffic jam that grew after the now famous Bill Brown rollover at Skyline.

1970 and 1971 were marquee years for Moffat, winning back to back at Bathurst, and also stamping his authority on the event by becoming the first driver to lead from the start and win. The car? The now fabled Ford Falcon XY GTHO Phase Three.

Moffat, although known for driving and promoting “Blue Oval” products, also made his mark in other marques. The 1980 Le Mans had him in a Porsche 935. His co-driver was a soon to be famous Bobby Rahal. Moffat also drove a Porsche in the 1980 Australian Sports Car Championship. 1981 brought with it a change of direction for the bespectacled Moffat. Enter Mazda and its ground breaking Wankel rotary engine.

Four consecutive top six finishes, a second and a third in 1983 and 1984, and wins in the Australian Endurance Championships, plus his fourth Australian Touring Car Championship win in 1983 have this car and its timeframe in history etched in Australian motorsport folklore.

Of his friends and rivals, it was perhaps Peter Brock that would be rated the highest in Moffat’s opinion. The pair would race together on numerous occasions, including one memorable outing at the 1986 Spa 24 Hour event. As part of a two car team from HDT they won the Kings Cup, an award for a team that had the highest overall placings for at least 3 of their cars at the end of the race.

After Holden cut ties with Brock in 1987, Moffat bought a car, a VL Commodore SS Group A that had been readied for an assault on the World Touring Car Championship to be held in Europe. The car placed seventh yet after a remarkable protest saw the top six cars, all factory backed BMWs, disqualified, Moffat and co-driver John Harvey were declared the winners.

A return to the Blue Oval came in 1988, in the form of the Sierra RS500. Although a troubled car, Moffat did win in one in 1988’s Enzed 500 at Sandown. What was then called the “Toohey’s 1000” would be Moffat’s last at “The Mountain”. Driving with Gregg Hansford and along with Ruedi Eggenberger and Klaus Niedzwiedz, the car would retire with a blown head gasket and a cracked block with just 32 laps remaining.

It was his friend and co-driver Brock that would present the still strongly Canadian accented Moffat his Australian citizenship papers in 2004. After his 1989 retirement from driving, Moffat would go on to continue his strong association with motorsport in areas such as team management and television commentary. And, like his now departed colleague, Moffat has long lines of fans awaiting his time and signature when he appears at events such as the Muscle Car Masters. And forty years after that famous 1-2 victory at Bathurst in the XC Falcon alongside Colin Bond, Sydney Motorsport Park immortalized him by naming the super-fast Turn 1, Moffat Corner.

What are your memories of the great Allan Moffat? Head over to the Rare Spares Facebook page and let us know in the comment section below the article.

The Positives and Negatives of Buying at a Classic Car Auction

It’s an automotive enthusiast’s dream. Head to an auction that features a list of classic cars, the type that had you gazing at the poster on the wall for hours. Up for grabs is a Lamborghini Countach, perhaps a Tucker Torpedo, maybe even a classic Ford Model T.

Niggling away is a question or two. How good will the car be? Why is it being sold? Let’s have a look at some of the ups and downs of buying such a machine at an auction.

One immediate positive is that the prospective buyer MAY be the only person looking for a certain car listed. Sure, this easily can be a negative if everyone’s after a Ford Falcon GTHO with three hundred miles on the odometer but if it’s something like a 1957 Chevrolet Bel Air in reasonable condition, there’s a better chance of not so many eyes being on it.

Many classic cars come with paperwork. This describes the history of the car from the day it was sold at a dealership, its service history in detail, any restoration work, and the canny owner will have had this done by specialists. As a result, the car should be in as close to showroom condition as possible and with as little to spend on top of the final purchase price.

Reputable auction houses help behind the scenes by doing their best in ensuring a seller is not selling a dud. As an accepted rule, sellers via reputable auction houses are either known to the auction company through previous transactions, have been thoroughly vetted by investigation, or are a known vehicle investor.

The classic car family is a solid and tightly knit network. One particular American gent has made a living from buying and restoring classic cars then selling them at auction. This, as a result, has had him build a great network of people to call for advice and for assistance when required. If car XYZ is missing part LMN then a phone call or email generally has someone somewhere saying “yes, I can help”. This results in being able to source a genuine part, just like Rare Spares offers as a service.

However not all diamonds are polished. Although a good auction house will inspect the cars being offered for sale, sometimes human error creeps in and a car listed as 100% genuine may have parts that were hastily cobbled together from less than reputable sources to have it ready in time for sale. Thankfully these happenings are as rare as they can be.

Cost at an auction is always the big question. Again, most reputable auction houses will be able to price the car to the market value. There will be a reserve, a minimum asking price, but sometimes that can work against buyers that feel the market is asking too much, or, conversely, can see the expected asking price soar way beyond expectations, leaving buyers frustrated with what could be seen as artificially inflating the value and therefore affecting similar vehicles negatively.

Having a good knowledge of cars and the industry certainly won’t be seen as a bad thing. Not all rare cars are desirable and not all classic cars are expensive, so being able to research, shop around for the relative sales price of a car being eyed off will assist when you’re ready to buy. That way, at an auction and knowing what you’re prepared to spend will assist especially if there’s a choice of the car you’re aiming to purchase.

Finally, an easily overlooked item: what are you, as a new buyer, going to do with the car itself? Some people are in an envious position to be able to store cars in a properly maintained environment and keep them as an investment. However if you’re looking to be a driver of the car, let’s say a Porsche 356 Speedster, what about: parts, fuel, insurance, the actual drivability of the car? Some classic car owners bring them out for car shows, perhaps a drive day at their local race track, and unfortunately too many are driven there and are trucked away with mechanical issues that weren’t obvious when bought.

To use that well worn phrase, however, “at the end of the day” it shouldn’t be forgotten that a buyer of a classic car does so because they’ll ultimately wish to be happy, proud, satisfied, with their purchase. After all, that’s what Rare Spares aims for with our range of parts for Australian classic cars. 

Let us know your thoughts on what you look for in a classic car and perhaps the good & the bad you’ve experienced at an auction.

Keep up to date with our expanding product list at our website and stay in touch via our social media outlets.

Rare Spares Holden Torana GTR-X Concept Car

Holden has a very strong history when it comes to designing and engineering concept cars. Of recent years there’s the immaculate Efijy, and the reborn Monaro. Both two door cars, interestingly enough, as two other concept cars were also two doors. There’s the Hurricane, and the Torana GTR-X.

The latter came oh so close to being put into production, and the chassis itself was based on the LC Torana XU-1. The low slung, fibreglass bodied, slinky looking, machine even had the same engine, the then potent 186S.

Exterior design was eye catching, with a long bonnet that started with a flat, shovel-like nose, pop up headlights, a steeply raked windscreen, and a sharp tail with hockey stick tail lights. These were design elements that were later seen in two of Italy’s best from Ferrari and Maserati.

Inside the cabin featured laid back bucket seats, milled aluminuim sheeting, a plethora of gauges for oil temp and pressure and the like, and a short throw gear selector for the four speed manual.

That was connected to the straight six which produced 119kW and 265Nm. They’re hardly groundbreaking numbers now but for a car built in 1970 that weighed under 1050kg, they provided more than enough punch. Unique at the time were the disc brakes to be found at each corner.

It’s unclear exactly how many versions were built; some say three, some say four, but it’s known that just one example of what could have been an inspirational car survives. Holden has a museum at its Melbourne based headquarters, where the sole survivor lives in cosseted luxury.

Why wasn’t it ever sold? The population of Australia in 1970 was just over twelve million and Holden’s numbers indicated that wasn’t enough to justify what would potentially be a low volume seller. Considering how well received the Datsun 240Z was when it was released just a year before, and how it’s perceived still after nearly fifty years, one could say this was a somewhat shortsighted view.

Have you seen the Holden Torana GTR-X? What do you think of the car? Head over to the Rare Spares Facebook page and let us know in the comments section below.

David Ryan’s FX Holden Build

In this week’s Rare Spares Blog we will be taking a look at a project car close to the heart of Rare Spares Director David Ryan. It would be fair to say that David has an affinity with old Holdens, more specifically 1950’s FX’s and FJ’s, having owned numerous of the early Aussie classics and having raced them across the country and overseas!

David has recently been able to purchase back one of his old Variety Club Bash cars, and has an ambitious plan laid out for it to be completely restored by Christmas 2018 for a special occasion – his granddaughter Chloe’s wedding! The 1953 FX in question has had anything but an easy life, let’s take a look!

In 1953, David’s father, uncle and a mate decided to take part in the REDeX  Around Australia Reliability Trial using a black 1953 FX Holden taken from the fleet of the family taxi service and used for the event.

Upon its return it was reinstated to the rank to serve out its days once again as a cab.


 

In 1986, David, and some mates decided to take part in the famed Variety Club Bash event using an EH Holden setup specifically for offroad racing. Officials deemed the car was too fast and not suitable for this sort of event, hence a more suitable replica of the original FX was decided to be built for their next foray into the Bash the following year.

The work undertaken to build the replica FX was completed by David and his mates utilising the converted bus depot that was at that stage the premises of the fledgling Rare Spares organization.  David’s father was kept in the dark on the build until the time of unveiling, when one day he drew back the garage doors to unveil the pristine replica of his beloved REDEx machine.


 

 

In 1990, the FX was sold and David was left to focus on his many other ongoing projects. These included competing in the 1993 London to Sydney Marathon in a HK Monaro, taking an Aussie 1946 Chev ute street rod to the US and a trip to Mexico to compete in the 2013 La Carrera Panamericana, a 3200km open road event, racing a 1954 FJ! You can read about this incredible restoration and event here

Over the past decade David was in regular if not frequent contact with the owner asking if the FX would ever be available to buy back. The once loved car was languishing in a suburban backyard, dying a slow and rusty death, with the new owner unwilling at that time to part with it..

Fast forward to early 2018, David was searching through some online early Holden forums where low and behold, his FX was listed as possibly coming up for sale! A quick phone call was made to the owner to re-express his interest.

 

 

After a week or two of negotiating back and forth, the car is now back in David’s hands and plans are well underway for a complete restoration to be finished by December for Chloe’s wedding. With an abundance of options for her wedding car, one would think Chloe would go for something a little more luxurious. However, with the FX once again back in the hands of her grandfather, there was only one car Chloe had in mind!

The car is now in Adelaide where it is being paint stripped and rust treated, this is due to be completed by mid next week. From there extensive rust repair will be undertaken before being baked, primed and painted by a good friend. The seats will be re-trimmed in their original colour (red) all while a full mechanical refurbishment will be undertaken. The 132ci grey motor, 3 speed transmission, differential and suspension will all be rebuilt to stock specifications.

We will be paying close attention to the FX Holden build, so stay tuned for further updates as 2018 progresses!

What are your memories of the early 1950s Holden’s? Did you or someone you know own one? Head over to the Rare Spares Facebook page and let us know about it in the comment section below!