Holden Dealer Team

the team started in 1969 and high performance road cars from 1980

The Holden Dealer Team (HDT) was Holden's semi official racing team from 1969 until 1986, primarily contesting Australian Touring Car events but also rallying, rallycross and Sports Sedan races during the 1970s. From 1980 the Holden Dealer Team, by then under the ownership of Peter Brock, diversified into producing modified road going Commodores and other Holden cars for selected dealers via HDT Special Vehicles. After Holden terminated its association with Brock's businesses in February 1987, the team became the factory BMW team racing M3s race team in 1988. Further into 1988, Brock sold off his HDT Special Vehicles road car business, which has nevertheless, under various ownership, continued to modify Holden vehicles to this current day.

After showing an increasing interest in motorsport during the 1960s, Holden decided to form a team to enter both Touring Car and Rally events in 1969. However, Holden's parent company, General Motors forbade its manufacturers from officially entering motor sport circuit racing events worldwide. Holden was able to circumvent this directive by naming its team the ‘Holden Dealer Team’ which was officially owned by its dealers. In reality Holden bankrolled the entire operation and Holden executive John Bagshaw, who was the driving force behind the establishment of the team, created the financial framework which allowed the HDT to be funded without Detroit's knowledge. Holden appointed former Ford Works Team manager Harry Firth to run the operation. The Holden Dealer Team's race debut was made at the 1969 Sandown 3 Hour. A single Holden Monaro GTS350 was entered for Kevin Bartlett and Spencer Martin, the car retiring after suffering brake problems, crashing and catching fire. The car was driven by Colin Bond and Peter Brock. Russell later sold the Torana to fellow Sydney racer Des Wall who retained the car until his death. The Torana is currently owned by Des' racer son David Wall who by 2015 had fully restored the car to its 1977 specification and livery.

John Sheppard took over as HDT team manager following Firth's retirement and one of his first moves was to bring Peter Brock back to the team. Holden had originally wanted to bring Brock back in 1976, though Harry Firth had vetoed the move when he found that Holden were allegedly willing to pay Brock A$40,000 which Firth claimed was twice as much as what he was being paid as team manager. It was a wise decision by Sheppard for Brock dominated the season, becoming the first driver to win the 'triple crown' of the Touring Car Championship, the Hang Ten 400 at Sandown and the Hardie Ferodo 1000 (with Jim Richards) at Bathurst. He was initially given the team's 4 Door A9X to drive in the opening round at Sandown while John Harvey drove the only Hatchback available at the time. Brock was given a new hatchback Torana to drive for the rest of the season. Soon after Sheppard took over the team in 1978, the HDT was forced to re build their new A9X Torana's as CAMS new chief scrutineer Harry Firth refused to pass them for racing. When Sheppard protested that the rules had not changed and that the cars were actually the 1977 cars built by the team when Firth was the boss, Harry waved off the protest as he knew what he had done with the cars and knew they were not legal. Brock was narrowly defeated by privateer Torana driver Bob Morris for the 1979 Australian Touring Car Championship, but went on to dominate the Hardie Ferodo 1000. Brock qualified on pole position, he and Richards lead every lap of the race, Brock set a new lap record on the very last lap of the race (which would not be broken until 1982) and they won by a massive six lap margin. Brock's pole time of 2:20.500 was also 1.966 second faster than Morris who was second on the grid. Before Bathurst, the Holden Dealer Team also entered a three car Commodore team in the 20,000 km Repco Round Australia Trial which started and finished at the Royal Melbourne Showgrounds and travelled clockwise around the country over some of the most inhospitable terrain imaginable. The team used the VB model Commodore which were powered by the 3.3L (202 cui), 6 cyl Holden Red motor previously used in the XU 1 Torana's (the six was chosen over the more powerful V8 due to their much lighter weight). Anxious to prove the then new cars reliability, the cars were perfectly prepared and finished first, second and third. Brock, who won the event along with co drivers Matt Phillip and Noel Richards, has cited this event as his career highlight as it was an event in which many motor racing experts throughout Australia, as well as the media, did not believe he would do well in despite his previous rally and rallycross exploits.

Despite the success, by 1980 Holden was ready to pull the pin on the Dealer Team. Holden believed that since Ford had pulled out of touring car racing at the end of 1978, there was no longer any point in competing against privateer teams driving Holden cars, and they put the team up for sale. As a result of Holden quitting, John Sheppard also quit as team boss and Vin Kean purchased the team, and financed it. He called on Holden dealers to support him, with the major support coming from Vin Kean in Adelaide who could see a market for "hotter" versions of the road going Commodore. In return for providing assistance, Vin would build a special range of modified, high performance Commodores at his Richmond road adelaide premises and provided them for the dealers to add to their range, though the cars were only available through the 54 other dealers around Australia who had agreed to help Vin Kean finance the operation (see section on HDT Special Vehicles below). For the first time, the team really was a 'Dealer Team' rather than a back door factory team. While Vin was the boss of both the race team and the Special Vehicles operation, he hired Peter Brock to be the front man HDT driver John Harvey as the Special Vehicles workshop manager. Vin Kean was also able to keep the team's sponsors on board including major sponsor Marlboro and minor sponsors Castrol, AC Plugs & Filters, Bridgestone and TAA Airlines. According to Vin he and the team went to the first round of the 1980 ATCC at Symmons Plains in Tasmania with no major sponsor. The car was painted in Marlboro colours, but Marlboro's parent company Philip Morris International had yet to commit to the new team. Brock ran the new VB Commodore with the sponsors signs on the premise of showing them that the team would carry on its winning ways of the 1970s and after claiming pole and scoring a dominant win at Symmons, Phillip Morris committed to the deal. Despite the off track changes, the Holden Dealer Team remained as competitive as ever in 1980, with Brock claiming his second and last 'triple crown'. During the final months of 1979 the team had been secretly testing and developing a VB Commodore with a view to the new rules of 1980. This led to a situation where Brock and the HDT virtually had the only race ready car for the start of the 1980 ATCC, which had to conform to CAMS new engine emission regulations which meant the Toranas and Falcons of previous years were out (or had to be significantly modified, running drum brakes on the rear wheels instead of 4 wheel discs and the "low emission" engine heads which produced less power), and the new Commodore and XD Falcon model were in. Other cars had come on during the year, namely the new European style Falcon and the American Chevrolet Camaro Z28 with its powerful 5.7 litre V8. This time the HDT's Bathurst adventure was less straightforward. After only qualifying 3rd behind the Camaro of Kevin Bartlett and Falcon of Dick Johnson (the first time all year the No. 05 Commodore did not claim pole position), Brock chased Johnson's XD Falcon early in the race. Then on lap 15 Brock collided with a small class Isuzu Gemini on top of the mountain causing an unscheduled pit stop. The damage was only minor but Brock went a lap down soon after leaving the pits and rejoining the track. Within half a lap however, Johnson hit a rock on the top of the mountain and was out of the race, and Brock and Jim Richards fought their way back and by the end of Brock's extended opening stint he was back in the lead and they went on to score their 3rd straight win (and Brock's 5th) while team mates John Harvey and driver/engineer Ron Harrop failed to finish after engine failure. Ironically, Harvey's engine blew just as Channel 7's camera's were following the No. 25 car across the top of The Mountain with commentator Mike Raymond praising the HDT's reliability record. Brock's extended opening stint of the race would later mean Richards actually took the chequered flag. It would be the only time Brock would not do so in his 9 Bathurst victories. While the Holden Dealer Team was unable to win another Touring Car Championship, the team maintained its excellent Bathurst record over the next few years. Brock won Bathurst again in 1982 with former Formula One driver Larry Perkins who had been a mechanic/driver with the HDT in the early 1970s under Harry Firth before embarking on a career in Europe until returning home in 1977. Perkins was hired by Brock in 1982 to prepare the race cars and co drive with the boss in the endurance races. The HDT again won Bathurst in 1983, though it was under somewhat controversial circumstances. The rules at the time permitted 'cross entering' which meant that after Brock's pole winning car dropped out on only lap 8 with an engine failure, both Brock and Perkins transferred into John Harvey's car, leaving Peter's younger brother Phil, who was to be Harvey's co driver, without a drive. The trio then went on to win the race in what was actually the 1982 race winning VH Commodore SS. The controversy was that although the rules permitted drivers cross entering in other cars and indeed this had actually been seen previously, it was the first time that car swapping had resulted in winning the race. For 1984, which was the last year for CAMS locally developed Group C touring car regulations, Brock and Perkins made it three in a row and the team made it a 1–2 the No. 25 car of John Harvey and new recruit David Parsons (who was in the car at the finish) crossed the line right behind, but 2 laps back, Brock in a form finish. During 1984, members of the Holden Dealer Team, including drivers Bathurst winning co drivers Brock and Perkins, launched an assault on the 1984 24 Hours of Le Mans in France driving a , Porsche 956B supplied by 1976 Bathurst winner John Fitzpatrick and sponsored by former ATCC and Bathurst champion, retail tyre entrepreneur Bob Jane. Running under the name of "Team Australia", the team also ran in the lead up race to the event, the 1000 km race at the Silverstone Circuit in England where they finished 22nd (second last) after losing a lot of time in the pits early in the race repairing a broken rear upright. At Le Mans Perkins qualified the Porsche in 15th position. As a former Formula 1 driver, Perkins was the name driver as far as the sports car and formula racing oriented European motoring press were concerned. In a complete reversal of the situation in Australia, Brock was regarded by the media merely as a saloon car driver from the Antipodes who was along for the ride. Perkins started the race and along with Brock had the car up to 5th place after a few hours before being forced to spend some 45 minutes in the pits after the car lost a wheel during Brock's second stint, putting them out of winning contention. The team fought back and were still hopeful of a respectable finish when their race came to an end at just before 2 am after Perkins crashed the car in the Esses after a clash with the Brun Motorsport Porsche 956 of Massimo Sigala while trying to make up lost ground, the resulting damage put an end to Team Australia's race. Ironically, Perkins had clashed with the same 956 during practice, but the car was undamaged on that occasion. After returning from Le Mans, the team had built two new VK model Commodore's for the end of season Australian Endurance Championship races and the Group C support race at the Australian Grand Prix at Calder. The cars were painted in Marlboro's "day glo" colours and were regarded as the best looking of the Dealer Team's Commodores. Brock had noticed the Marlboro day glo paint scheme on one of the rival Porsche 956's at Silverstone and had decided at that point that the HDT would use that same paint scheme on the Bathurst Commodores. Brock's own No. 05 won three of the four races it was entered in, the wins being the Castrol 500 at Sandown, the James Hardie 1000 and the Motorcraft 300 at Surfers Paradise. While it has been widely reported that the No. 05 VK Commodore was undefeated in Brock's hands, this is actually untrue. The car did finish first in all three Endurance Championship races it competed in, however Brock's fourth and last race in the car saw him finish second to the factory backed Nissan Bluebird Turbo of George Fury in the support race for the 1984 Australian Grand Prix at Calder Park in Melbourne.

In 1985 Australian touring car racing now ran under the FIA's International Group A formula, rather than the indigenous Group C production car regulations that had been in force since 1973. This led directly to the Holden Commodores becoming less competitive against the imported Nissans, Volvos, BMWs and Jaguars. 1985 also saw a change in sponsorship for the team with Mobil taking over as title sponsor from Marlboro. Brock explained in a magazine interview that other than for financial reasons, the change of sponsor was partly motivated by the growing anti smoking lobby in Australia (Brock himself had given up smoking in mid 1984 after becoming ill when he returned from Le Mans) with the team finding it harder to justify handing out posters to kids with Marlboro cigarette signage prominent. The team's 1985 season started off in January with the Wellington 500 and Pukekohe 500 races in New Zealand where Brock and Perkins failed to figure in the results their under developed Group A Commodore. Despite only one win during the 1985 season in the cars Australian debut which saw Brock win Round 2 of the 1985 ATCC at Sandown (the team missed the opening round at Winton as the car was still in transit from NZ), Brock nearly pulled off an upset podium at Bathurst, retiring due to a broken timing chain three laps from the end of the race while running a strong second behind the much more powerful, V12 Jaguar XJS, driven by 1974 Bathurst winner John Goss and German Armin Hahne entered by European Touring Car Championship winners Tom Walkinshaw Racing (TWR). The single row timing chain had been shown up throughout the year as a weak point of the Commodore's, something which would not cause a problem with the upgraded 1986 car which would have the more durable double row timing chain. By 1986, a homologated SS Group A version of the VK Commodore, originally intended to be released in 1985 but delayed due to the unavailability of parts which prevented HDT Special Vehicles from making the required 500 before 1 August homologation date, made the Commodore much more competitive, and Brock was able to sign longtime rival Allan Moffat to the team. The HDT, taking advantage of Group A regulations, also ran a car for Brock and Moffat in the 1986 FIA Touring Car Championship (formerly the European Touring Car Championship). Due to the liberal nature by which European regulators enforced the rules (and strong rumours that the TWR Rovers and the factory Volvo turbo's were nowhere near legal), the HDT was not as competitive as they hoped, but they still achieved some successes, such as co winning the Kings Cup team's prize at the Spa 24 Hours with Allan Grice's Australian Racing Team. The HDT's best FIATCC finish were 5th places in Round 2 at Donington Park and Round 3 at Hockenheim, but the car was generally out paced by Grice's privately entered Commodore prepared by longtime Roadways Racing chief mechanic/engineer, Les Small who had seen how the European teams operated and had followed suit. Brock and John Harvey also contested the 1986 ATCC in their new Group A Commodore's, with Brock finishing as the highest placed Commodore driver in the series in 4th place. Brock's only win for the year was in Round 6 of the ATCC at Surfers Paradise. It would prove to be the final ATCC race win for a Holden until Brock won Heat 1 of Round 1 in 1992 at Amaroo Park. Brock and Moffat then teamed up in the Endurance Championship, finishing 6th at Surfers due to tyre problems, before Brock qualified the No. 05 Commodore on pole for the Castrol 500 at Sandown. The pair were favourites at Sandown, having won 12 of the previous 14 Sandown enduros between them. However minor problems in the race saw them finish a lap down in 4th place. They again went to Bathurst as favourites but missed out on a place in Hardies Heroes due to Moffat's crash on the top of The Mountain which resulted in the car needing a complete new front end. A strong run in the race with Brock moving form 11th to 2nd in the first 3 laps (though he was unable to catch Allan Grice for the lead) only saw the pair finish one lap down in 5th place largely thanks to a mid race pit stop which lost them over 2 laps due to a leaking oil cooler which had to be by passed causing the 4.9 litre V8 to run hot for the rest of the race. The team's second car driven by John Harvey and 1986 team engineer/driver Neal Lowe finished 8th at Sandown before going on to finish in second place at Bathurst behind the Les Small prepared Commodore of Allan Grice and Graeme Bailey. By 1987 the relationship between Brock and Holden had soured, primarily over the controversial 'Energy Polarizer' device Brock was installing in the HDT road cars (see below). Moffat and Harvey both left the team, and HDT's 1987 international campaign was limited to a single car assault on the Spa 24 Hours, and team did not pose a threat in that year's ATCC. That year the Bathurst 1000 was a round of the World Touring Car Championship and Eggenberger Motorsport's turbocharged Ford Sierra RS500s dominated the race, finishing 1–2. Brock's own car failed early but he and co driver David Parsons were cross entered into the team's second car, which started the race in new recruit Peter McLeod's hands and made up ground in the wet conditions, and eventually finished in third place behind the two Sierras. Like 1983 a driver (in this case Formula 2 racer Jon Crooke) missed out on a Bathurst win when the lead car retired and its drivers transferred to the second car. Six months after the race was held, the Sierras were formerly disqualified for running illegal bodywork and Brock, Parsons and McLeod became the victors giving Brock his record 9th Bathurst win. The team continued under the direction of Alan Gow, with continued support from Mobil, but without the assistance of Holden, new automotive partners had to be found. At the end of 1987, Frank Gardner had gone into a short lived retirement and shut down the JPS Team BMW. The team bought the JPS team assets and became the official team for BMW Australia. However, by 1988, the naturally aspirated, 2.3L BMW M3 was no longer competitive against the much faster Ford Sierra's (especially in the ATCC where shorter races saw the M3's unable to challenge with the Sierra's) and Brock, Jim Richards, David Parsons and emerging talent Neil Crompton (also one of Channel Seven's lead commentators) found themselves fighting for scraps rather than the wins the JPS team had achieved in 1987. The Mobil team's only win during 1988 was when Brock and Richards won the Pepsi 250 at Oran Park with Parsons and Crompton finishing 4th. The team's first time at both the Sandown and Bathurst endurance races with anything other than a Holden were forgettable. Although Richards qualified the lead M3 in 4th at Sandown, his time was over 3 seconds slower than Dick Johnson's pole time in his Sierra. After oil problems in the race for both cars, the No. 05 M3 of Brock, Richards and Parsons eventually finished in 8th place at Sandown while the team's second M3 failed to finish. For the Tooheys 1000 at Bathurst, the nature of the track and the improvement from the Sierra's (plus the introduction of the new Holden VL Commodore SS Group A SV and Nissan Skyline HR31 GTS R turbo) saw the M3s even less competitive than they had been previously. Richards qualified the No. 56 M3 (running in Class B saw the team forced to give up using No. 05 for 1988) in just 16th place, some 6 seconds behind Johnson. The Brock/Richards car had a new BMW Motorsport engine for the race as well as a newly homologated 6 speed gearbox. Unfortunately however the race proved to be something of a disaster. The No. 56 car only lasted 89 laps before retiring with engine failure, while the No. 57 car (which had qualified 24th) was out on just lap 68 with similar problems. Brock finished off 1988 by driving his M3 to 4th place in the Group A support race at the 1988 Australian Grand Prix in Adelaide. By the 1989 ATCC season Brock was forced into the unthinkable and spent the next two years racing Ford Sierra RS500s to be competitive. The turbocharged Sierras had quickly become the car to have in touring car racing, and Brock's cars were supplied by English Sierra expert Andy Rouse, with Brock's own 1989 ATCC car the one Rouse had used to win the 1988 RAC Tourist Trophy at Silverstone. Rouse also supplied the team with the latest technical information for the cars and was Brock's co driver at Bathurst in 1989 and 1990, the pair recording a DNF in 1989 and a 4th place finish in 1990. Limited budget forced the team into a merger with Miedecke Motorsport in 1990, the merger was made all the more easy as Andrew Miedecke's team also ran Rouse supplied Sierras. The venture with Ford was not without success. Brock won his first ATCC race since the 1986 when he stormed to victory in the final round of the 1989 ATCC at Oran Park to claim 3rd in the championship behind the Shell Sierra's of Dick Johnson and John Bowe. Brock went on to claim his last Bathurst pole position at the 1989 Tooheys 1000, but a rear hub failure caused the No. 05 car's retirement on lap 81 while the team's second Sierra (#105) driven by Brad Jones and Paul Radisich finished in 9th place. At the end of the year, Brock and Radisich drove the Sierra to victory in the Nissan Mobil 500 Series in New Zealand. Brock also claimed pole position for the Group A support races at the 1989 Australian Grand Prix in Adelaide, though he only managed to finish 2nd and 5th in the two races after a couple of spins caused by his Bridgestone tyres not handling the hot conditions during the Saturday race, or the very wet conditions on the Sunday. The team was again a force in the 1990 ATCC although they suffered a setback when Miedecke rolled his Sierra in at Mallala after an accidental clash with the Shell Sierra of his old open wheel adversary John Bowe. Consistent placings, and a win in Round 7 at Wanneroo where his tyre wear was actually helped by falling turbo boost, saw Brock finish 2nd in the championship. Brock had a chance of defeating former team mate Jim Richards (now with the Nissan team) for the title in the final round at Oran Park, but a poor start which saw him drop to 6th by the first turn cost him his chance, though he did eventually finish the race second behind Richards who was driving the new 4WD, twin turbo Nissan GT R. Brock actually proved that his Sierra was the only car that had the speed to match Richards in the race, but his poor start saw him have to fight through the field which allowed Richards to build a lead big enough to win the race and the title. With Rouse going on to race Toyota's in 1991, the team faced the prospect of going it alone with the expensive Sierras without the latest technical information. At the end of 1990, Brock concluded a deal that would see him close his team and take his sponsorship to Perkins Engineering to race a Holden VN Commodore SS Group A SV.

The original cars built by HDT Special Vehicles for road use, through the early and mid 1980s under Peter Brock's direction and had approval from Holden (based on the VC, VH, VK, and VL series Commodore, plus WB series Statesman), quickly gained an enthusiastic following. Some of these were "homologation specials" required to meet both Group C and Group A racing regulations. All HDT vehicles were individually numbered, with only 4246 produced. HDT and Brock's association with Holden ended sensationally in 1987, after Brock began fitting a device known as the "Energy Polarizer" to his range of vehicles. This device was a small box with crystals and magnets encased in an epoxy resin, which Brock claimed improved the performance and handling of vehicles through "aligning the molecules". Brock was also quoted as saying that the Polarizer "made a shithouse car, good." Regarded as pseudoscience by Holden and the vast majority of the Australian motoring community, a new VL series based "Director" model was then released in February 1987, which incorporated not only the Polarizer, but also a new independent rear suspension system developed by HDT without Holden's approval. Holden ended its association with Brock upon his refusal to submit this model to Holden for testing purposes, despite numerous chances to do so. Brock instead told Holden through the media that the relevant specifications were available in a magazine article which detailed the Director's pre launch tour of Europe and North America in 1986, where it was compared to cars from BMW and Opel. Holden subsequently retaliated by deciding to not honour warranties on any cars modified by HDT. Brock would go on to claim that Holden had wanted to end its association with HDT to establish its own brand of Commodore based up market models, and that the company was jealous of his large public profile and HDT's success in improving their standard cars without the resources available to General Motors. In 1987, therefore, in a partnership with the British outfit Tom Walkinshaw Racing (TWR), created Holden Special Vehicles(HSV). Since that time, HSV has been producing factory approved modified Commodores for general road use as well as for Group A racing homologation. Because of their heritage and rarity, the original Brock era HDT Commodores have a substantial place in Australian motoring history, and have become highly collectible. After Brock's death during a motorsport event in 2006, HDT vehicles became ever more sought after. In 2010, for example, a "Polarizer" equipped HDT Director was expected to be sold at auction for over , compared to its original list price of that rendered it the most expensive new Australian made car when launched in 1987. Since May 2007, Peter Champion, a good friend of Peter Brock, purchased the HDT Special Vehicles business and relaunched a range of high performance vehicles. Enthusiasts in many Australian States have formed HDT Owners Groups, which conduct regular concourse events, showcasing the various HDT models over the years.

Brothers Len and Sid Pennisi bought HDT Special Vehicles in 1994 and moved the Head Office to Sydney. The brothers reastablised the brand and continued building new HDT vehicles including VN VP VR VS VT VX VY VZ also restoring and servicing previous HDT models and supplying parts and accessories at their state of the art premises in Revesby NSW. The podium finish for Brock in the 24hr 427 Monaro inspired the new HDT owners, to develop a range of HDT Aero sedans, Magnum utes and Sport vehicles including the Monaros, also carrying the Monza name. Three of these Monza vehicles were produced during the early part of 2000. These new branded Monzas were built to different specifications, with the most powerful and highly developed type being the R/T variant, which had seen track work on most club days at Eastern Creek.

Since 2007, a relaunched HDT has been offering a 'New Generation' of high performance road vehicles based on the Holden Commodore (VE). These cars form HDT's new "Heritage Series", which adopt a "retro" look based on the iconic range available during the Brock era. The first of these 'New Generation' cars is called the VC Retro sedan, appropriately styled upon Brock's first public release vehicle, the Commodore (VC) based sedan of late 1980.

Year Class No Drivers Chassis Laps Engine 1969 D 44 Colin Bond Tony Roberts Holden HT Monaro GTS350 130 Chevrolet 350 5.7 L V8 1972 C 28 Peter Brock Holden LJ Torana GTR XU 1 130 Holden 202 3.3 L I6 1978 D 05 Peter Brock Jim Richards Holden LX Torana SS A9X Hatchback 163 Holden 308 5.0 L V8 1979 A 05 Peter Brock Jim Richards Holden LX Torana SS A9X Hatchback 163 Holden 308 5.0 L V8 1980 3001cc – 6000cc 05 Peter Brock Jim Richards Holden VC Commodore 163 Holden 308 5.0 L V8 1982 A 05 Peter Brock Larry Perkins Holden VH Commodore SS 163 Holden 308 5.0 L V8 1983 A 25 John Harvey Peter Brock Larry Perkins Phil Brock Holden VH Commodore SS 163 Holden 308 5.0 L V8 1984 C 05 Peter Brock Larry Perkins Holden VK Commodore 163 Holden 308 5.0 L V8 1987 3 10 Peter McLeod Peter Brock David Parsons Jon Crooke Holden VL Commodore SS Group A 158 Holden 304 4.9 L V8

Year Class No Drivers Chassis Laps Engine 1971 D 44 Colin Bond Holden LC Torana GTR XU 1 130 Holden 186 3.0 L I6 1973 D 1 Peter Brock Holden LJ Torana GTR XU 1 130 Holden 202 3.3 L I6 1978 6000cc 05 Peter Brock Holden LX Torana SS A9X Hatchback 129 Holden 308 5.0 L V8 1979 A 05 Peter Brock Holden LX Torana SS A9X Hatchback 129 Holden 308 5.0 L V8 1980 A 05 Peter Brock Holden VC Commodore 109 Holden 308 5.0 L V8 1981 A 05 Peter Brock Holden VC Commodore 119 Holden 308 5.0 L V8 1984 A 05 Peter Brock Larry Perkins Holden VK Commodore 129 Holden 308 5.0 L V8