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Steve Holmes
10-07-2013, 07:26 PM
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This coming weekend is Bathurst. For many Australasian race fans, this is the biggest motorsport event of the year. On a global scale, it isn’t as significant as the Australian Grand Prix, but Bathurst has a following for Australian and New Zealand race fans that is so built on tradition and emotion, its become more than just a race.

Long before it began hosting a touring car endurance race, the Mount Panorama circuit on the outskirts of the sleepy little New South Wales town of Bathurst roared to the sound of just about every competition vehicle imaginable, from single seater racing cars, and sports cars, to motor bikes. By the late 1950s, touring car racing was gaining a strong following, and in 1960, a 500 mile endurance race for standard production touring cars was held on the sweeping Victorian race track of Phillip Island, and sponsored by Armstrong York Engineering, producers of shock absorbers.

The 1960 Armstrong 500 was open to Australian made or assembled vehicles, split into six classes based on engine size. There would be no official recognition of an overall winner, only class winners. By the 1962 running of the event, its popularity had slumped, and after some major issues with the track breaking up from the strain of 40 cars pounding around it for over eight hours, the Armstrong 500 was moved to the Bathurst circuit for 1963.

The Bathurst circuit is one of the most extreme in the world. Throughout most of the year it’s a public road. Its length in 1963 was 6.13km. Since 1987, its been 6.21km. The vertical difference between its lowest and highest points is 174 meters. It features a car destroying climb from the start/finish section, where its at its lowest point, to the top, then a high speed straight back down again over several rises to further torture components, with a sharp left bend at the bottom to sweep around onto the start/finish straight once more, which quickly wears out standard brakes.

With the new venue in 1963 came new organisation, as the Australian Racing Drivers Club (ARDC) took over the running. Part of the appeal of the Mount Panorama circuit was that it truly tested the endurance capabilities of a motor vehicle, as well as its performance abilities. With growing media interest in the event, the race provided a chance for manufacturers to truly showcase their products. As had been the case with the final Armstrong 500 at Phillip Island in 1962, the class system was now broken into four groups, based on purchase price. And the preference for awarding only class victories continued. 56 cars entered the first Bathurst 500 mile touring car race in 1963.

The Bathurst endurance race became an annual highlight on the Australian motor racing calendar throughout the 1960s, with spectator, competitor, and manufacturer interest soaring. From 1973, the distance was increased slightly, from 500 miles to 1000 kilometers (621 miles). The 1973 event also saw the introduction for the first time of the Group C touring car formula, replacing the Series Production rules that had been in place since 1960. Group C allowed a limited number of purpose built racing components be fitted to the cars, rather than requiring they be strictly as they rolled off the assembly line. From 1985, Group C was replaced by the international FIA Group A regulations. From 1993 Group A was replaced by the Australian-unique 5.0 Litre Touring Car regulations, which would later be renamed V8 Supercars.

Todays modern V8 Supercars are purpose built race cars. They bare no resemblance to the standard production touring cars that began racing at Bathurst in 1963. V8 Supercars are built from the ground up around a space-frame chassis, on top of which a composite body is mounted, with purpose built racing components throughout. Bathurst is no longer an endurance race. Retirements through reliability are much less common. Its essentially a 1000km sprint race. But its history, tradition, emotion, and its significance on the Australasian motorsport scene have made it hugely important.

Although I posted this photo collection on this site a couple of years ago, I thought this a good time to re-post these beautiful Bruce Wells images, taken during the 1964 Armstrong 500, only the second time the annual Bathurst endurance touring car race was held. Bruce’s photos capture the character of the track, and graphically illustrate how much it has changed. Although the Mount Panorama layout is still considered one of the most hair-raising tracks in the world, and very much of the ‘old-school’ ilk, it has changed almost beyond recognition over the last 50 years. Although the course itself remains the same, save the addition of ‘The Chase’, the right-left-right series of bends two thirds of the way down Conrod Straight in 1987, its more the immediate surrounding area that has changed. The track is now slightly wider in many places, smoother, and a few of the peaks that encouraged the cars get airborne have been skimmed, but largely it’s the trees, banks, and other potential hazards that have been moved back away from the circuit. But its still a track that can bite, and is completely unforgiving of mistakes. Even Bathurst veterans treat it with the utmost respect.

The 1964 Armstrong 500 featured 59 entrants, in four classes. Whereas todays V8 Supercar championship has recently expanded from two manufacturers to four, in 1964 there were 15 manufacturers, and 21 different models competing. The 500 (804.67km) mile race took over 7 hours to complete, or about one hour longer than todays 1000km race, despite being shorter in length, and the track not featuring The Chase. But in 1964, the cars were essentially as they rolled off the showroom floor. They sported no competition components at all, and safety measures were limited to a helmet and standard safety belt. This really was an endurance event, to test the capabilities of the actual cars people were buying and driving on Australian roads. Fastest lap was 3:21.3 (current V8 Supercar lap record is 2:08.4), set by the Geoghegan brothers Cortina GT. But this was achieved in what was essentially a road car, on narrow cross-ply tyres, washy suspension, feeble brakes, and with its driver using the steering wheel and his butt-cheeks to hold himself in place on the slippery, unsupportive seat.

But my description doesn’t do justice to the challenges faced by drivers in 1964. These stunning photos do a much better job. Just look at the amount of lean through the corners displayed both by car and driver. Note the severe positive camber as wheels and suspension buckles under the strain. The complete lack of any driver protection. Then look at the potential hazards lining the track on every straight and through every corner; trees, wire fences, banks, ditches, power poles. This was epic stuff, and these drivers weren’t getting paid a million dollars a year to do this. Indeed, most weren’t getting paid at all.

The cars pictured here weren’t designed to do what they’re doing. But that is what makes Bathurst so great. Its about pushing cars and drivers to their limits. This was the case in 1964. Its still the case today.

Steve Holmes
10-07-2013, 07:33 PM
Blast off, and the big field launches away, with the Fred Sutherland/Allan Mottram Studebaker and two of the Triumph 2000s heading the field towards Hell Corner for the first time. Even the start positions are based on the different classes.

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Steve Holmes
10-07-2013, 07:38 PM
The big field piles into Hell Corner to begin its climb up Mountain Straight for the first time. Pictured here are the #18 Cortina of Barry Seton/Herb Taylor, and the #19 Cortina of Harry Firth/John Reaburn.

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Steve Holmes
10-07-2013, 07:40 PM
And now pointing up Mountain Straight as the mid-field barrels through. Check out the two media guys on the outside of the turn. It wasn't just fraught for the drivers!

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Steve Holmes
10-07-2013, 07:44 PM
And now the baby class cars filter through. Note the caravans in the background for many of the drivers and crew, and the simple wire fence on the inside of the track.

The #59 Imp is that of Lionel Ayers/Dennis Geary. Geary is pictured elsewhere on The Roaring Season in some of the sports cars he usually campaigned.

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Greg Mackie
10-07-2013, 08:04 PM
50 years since the "First Bathurst" - 1963 Armstrong 500. This year is the 50th anniversary, although some [for whatever reason?] thought it was last year.

Graham White and I managed 5th in class A, driving a VW Beetle.

Steve Holmes
10-07-2013, 09:52 PM
Indeed you did Greg, and a mighty fine effort it was too! Did you have any plans to return in 1964? I'd love to hear any stories you want to share from that race.

Steve Holmes
10-07-2013, 09:59 PM
The steepest section of the track is The Cutting, a cruel left hand bend that really puts the cars under a lot of stress. I imagine heading up through The Cutting in Series Production cars in 1964 must have left them gasping. But speed is a relative thing. Check the attitude on the Bill Barnett/Don Johnston Humber Vogue, leading one of the Renault 8's. This was the bizarre nature of the class structure at the time. The Humber was in Class D, and up against the V8 Studebaker Larks etc.

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Steve Holmes
10-07-2013, 10:07 PM
And The Cutting from a different angle. No room for error here, steep banks on either side of the track, and hitting either would likely tip a car on its lid. Note the flag marshall on top of the bank, leaning over the track as the Tony Allen/Tony Reynolds Triumph and Seton/Taylor Cortina speed by below. I expect the Cortina was either about to overtake the Triumph early in the race, or lap it.

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Steve Holmes
10-07-2013, 10:23 PM
One of the most famous and instantly recognisable sections of the Bathurst track is The Dipper, which concludes the series of right-left-right...... bends on top of the Mountain, before the track begins to open out slightly, until it reaches Forrest's Elbow. Its been a photographers hot spot throughout the history of the track, when the road just drops away, and cars get a wheel or two off the deck. In 1964 there was a great big dirt bank on the inside of the bend, just waiting to catch out an unsuspecting driver. Despite that, the little Brian Reed/Lorraine Hill Imp pushes on, and lifting the inside wheel well up off the ground. The front wheel angles on these little Imp's always looked so alarming at speed.

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Steve Holmes
10-07-2013, 10:26 PM
Here is the Ron Hodgson/John French Cortina dropping in through the same spot.

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Steve Holmes
10-07-2013, 10:37 PM
I could be wrong, but this appears to be The Dipper from a different angle. In Class A, Vauxhall Viva's dominated, with the #55 Ron Clarke/Brian Muir car coming home second.

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Steve Holmes
10-07-2013, 10:42 PM
And again, as the Les Park/John Roxburgh Renault 8 is about to be gobbled up by the Bob Jane/George Reynolds Cortina. Although no overall winner was awarded, the Jane/Reynolds Cortina was the first car in the race to complete the 130 lap distance.

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Steve Holmes
10-07-2013, 10:55 PM
Until the addition of The Chase in 1987, the final corner before the cars turned back onto Murrays Corner and the start/finish straight, was Forrest's Elbow. In between was a bloody long downhill straight (Conrod Straight) containing several rises where, as the cars got faster in later years, could actually get slightly airborne.

Of the three EH Holden's entered in Class C, the #16 Phil Ismay/Bob Skelton machine was the only one to reach the finish, albeit the 7th and last finisher, and many laps down on even the 6th place Bruce McPhee/Barry Mulholland Cortina. Chasing the Holden here is the Geoghegan brothers Cortina.

Note the massive embankments on either side of the track, and the row of spectators standing near the edge of the cliff on the outside.

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Greg Mackie
10-07-2013, 11:33 PM
Indeed you did Greg, and a mighty fine effort it was too! Did you have any plans to return in 1964? I'd love to hear any stories you want to share from that race.
No plans for '64, Steve....married in Dec., 1963, and concentrated on the smash repair business. Got the 'bug' again in '68, and bought an Elfin Vee.

You mentioned "the class structure at the time" in post #8. I believe they had it right, as most people bought a car in a certain price range. The cars that were racing were exactly the same as the cars they could buy.....except for the 'special' set of Armstrong shocks, supplied for the race. Those shocks were really good, but Armstrong 'repossessed' them after the race.

How many people could afford to buy one of the cars that currently race at Bathurst?

Steve Holmes
10-08-2013, 12:17 AM
Thanks Greg. That last sentence is so true! These days it isn't even about the car anymore, as all the cars are essentially the same. Its about the team, and the bigger the budget, the better personnel can be hired to extract the most from the package.

Steve Holmes
10-08-2013, 12:23 AM
Off the end of the long Conrod Straight, hard on the brakes, or what is left of them, and throw it into Murrays Corner and charge for the line. There was just one Citroen in the 1964 race, the Brian Foley/Bill Buckle machine, which finished an impressive 3rd in Class D, behind the two Studebakers. Here you can see the peak of the final rise towards the end of the straight. Note the trees lining the inside of the track, with no protection. I guess nobody ever thought a car would crash into the inside of the track. A wooden fence lines the outer side.

Greg, were you already on the brakes by the time you'd reached that last peak, or did you wait until you'd got over it, then jump on the stoppers?

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Greg Mackie
10-08-2013, 01:40 AM
There was a tremendous difference between makes, in the braking dept. Some of the 'big' cars [Holdens, Valiants, etc.] would hurtle past down con-rod, and their brake lights would come on around the 300 yard marker. The Beetle drums were fine all day, and pulled up from way past the 100 yard marker.....about where the Holden is in the last photo. Nothing wrong with good drum brakes!

Steve Holmes
10-08-2013, 09:38 PM
Thanks Greg, great recollections! I love this stuff.

Steve Holmes
10-08-2013, 09:41 PM
In 1964, this was the closest thing you got to a V8 Supercar at Bathurst! The 1964 race had 59 cars entered, but only two were V8 powered, both Studebakers.

The big Stude's were always fast, but they usually ran out of brakes, the 4-wheel drums not really up to the task of pulling up the heavy American machines for 500 miles around Bathurst. But despite that, they fared pretty well in 1964, finishing first and second in Class D.

Although no overall winner was awarded in 1964, the leading Studebaker of Warren Weldon/Bert Needham completed 128 laps, compared to the Bob Jane/George Reynolds Class C winning Cortina GT, which was the first car in the field to complete 130 laps, or 500 miles. Had there been overall awards, the Weldon/Needham Stude would have been classified fourth.

Pictured here is the second Stude, coming off Conrod Straight through Murrays Corner. This is the Fred Sutherland/Allan Mottram car, which finished second in Class D, two laps behind the winning Studebaker. Note the severe positive camber of the drivers side wheel as it buckles under the car.

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Steve Holmes
10-08-2013, 09:48 PM
Here is the other Stude, the Weldon/Needham car. You can see its a later third generation Lark, so essentially the latest 1964 model.

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Spgeti
10-08-2013, 09:52 PM
I am really enjoying these pics Steve....not only the variety of cars but the road conditions and that flaggie, glad he had a good footing. A far cry from what we have today.

Steve Holmes
10-08-2013, 09:59 PM
Thanks Bruce, I'm glad you're enjoying them.

GN1
08-22-2015, 01:13 AM
This is my Dad's car. He ran the Armstrong for a few years in Class D quite successfully, always in Studebaker. I believe he was one of the few people to actually roll a car going UP the mountain as they had problems with the wheel studs breaking under load through the corners.
I think this car came up for sale a couple of years ago in WA.

Steve Holmes
08-22-2015, 09:30 PM
This is my Dad's car. He ran the Armstrong for a few years in Class D quite successfully, always in Studebaker. I believe he was one of the few people to actually roll a car going UP the mountain as they had problems with the wheel studs breaking under load through the corners.
I think this car came up for sale a couple of years ago in WA.

Thats a hell of a cool intro! Thanks for posting. Good to know the car still exists. Do you have any recent photos of it?

Noo Noo
09-01-2015, 03:10 AM
The steepest section of the track is The Cutting, a cruel left hand bend that really puts the cars under a lot of stress. I imagine heading up through The Cutting in Series Production cars in 1964 must have left them gasping. But speed is a relative thing. Check the attitude on the Bill Barnett/Don Johnston Humber Vogue, leading one of the Renault 8's. This was the bizarre nature of the class structure at the time. The Humber was in Class D, and up against the V8 Studebaker Larks etc.

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Steve, you're right about gasping. In 1976, my wife and I were travelling around Australia and when we hit we hit Bathurst I wasn't going to miss the opportunity of getting in a few laps. The steepness of the cutting really took me by surprise. Our poor little Escort van with it's 1300 motor and full load of camping equipment etc struggled up it in second gear and I was close to dropping to first. On a more recent visit I walked a lap, took me 1 hour 20 minutes and I can tell you that the cutting is even steeper when you're on foot, lol.

David Hunter

Ray Bell
09-02-2015, 09:30 PM
It's not called a mountain for nothing!

I don't recall a Studebaker rolling on the way up the hill, however. In fact, I don't recall a Studebaker rolling at all. But I wasn't there prior to Easter '63.

Cars I do recall rolling on the way up the hill were Bernie Haehnle's Mazda (there are famous photos of him trying to right it using a fence post) and Grahame Ward's Lancia when Moffat crashed him off the track. And on You Tube you can find my nephew rolling an HQ in Tomlins Bend when he left room for another car he thought was trying to outbreak him.