Photos: The Perry Drury Collection

[Steve Holmes]

Some of the stunning images from Perry Drury will likely be familiar to Roaring Season members, as Perry's good friend Ellis French has posted several of them here over the years throughout various threads. But I felt it time we brought them altogether in one place, so to speak, with a dedicated thread.

These photos were all taken by Perry, from Launceston, during the late 1960s through mid 1970s. They cover events both in Tasmania, and elsewhere, including Calder. They're all pit shots, and all in colour, and the quality and detail is amazing. Indeed, they sometimes require a double take, just to be sure they're not of old cars at modern historic events, such is the clarity.

Also, they're all of sedans, and Perry clearly loves the V8s. So if you're not big on V8 sedans, you might not enjoy this as much as those who are. But we know plenty of people here do love this subject.

So, here it is. The Perry Drury Collection

[Steve Holmes]

Kicking things off is a famous and hugely successful race car, if not so much in this particular guise, under this ownership. Pictured here is the former Bob Jane ZL1 Camaro, which won the Australian Touring Car Championship in 1971 and 1972.

Its a genuine ZL1 alloy big block car, and this was how Jane raced it in '71, before CAMS introduced a 6 litre engine limit for 1972, at which point it was fitted with a cast iron small block 350. Jane backed up his 1971 title, by winning again with the small block in '72.

When Improved Production was phased out at the end of 1972, this car was assigned to the Sports Sedan ranks, but not before it made one more appearance in the Calder round of the 1973 ATCC, after some changes were made to supposedly bring it in line with Group C rules. Jane qualified on pole, and won the race, only to be excluded later, when it was deemed the car was not actually legal after all.

Jane entered the Sports Sedans ranks, not with this car, but with his new HQ Monaro, and the Camaro was sold to Jim Smith, who repainted in the brilliant Camel Filters colour scheme for the next several years. But very quickly, the Camaro became outdated as the new breed of mid-engined, lightweight Sports Sedans quickly took over, and these old Improved Production cars became also-rans.

Of course, Bob Jane eventually tracked the car down many years later, and had Myles Johnson restore it back to its 1971 alloy big block ZL1 guise.

[Steve Holmes]

Norm Beechey's mighty Monaro, during the 1971 season, when Norm was attempting to defend his ATCC title.

1971 wasn't to be a good year for Norm, as, while the Monaro had got faster, so the competition had got faster again, and the Monaro was invariably the third or fourth best at most rounds. In addition, in an attempt to keep pace, it became somewhat brittle, and only reached the finish in two of the seven rounds.

The year was not a total loss, however, as Stormin' Norm showed the field the way home at Calder, round 2 of the series. However, he'd been bettered in qualifying by Allan Moffat, Bob Jane, and Jim McKeown's Porsche, and it was only after Jane blew the clutch on the opening lap, and Moffat retired with overheating, that Beechey took what would ultimately prove to be his last ever ATCC race win.

Check out the brake scoops! Non-production front spoilers weren't allowed, so these served double-duty.

[Steve Holmes]

This is Malcolm Ramsay's incredible HQ Kingswood, that contested selected rounds of the 1972 ATCC, the final year of Improved Production.

Ramsay, a Formula 5000 racer, fitted the HQ with a fuel-injected F5000 Chevy, and, with some intensive development, was one of the leading contenders. He finished 3rd at Symmons Plains, 2nd at Calder, 3rd at Adelaide, and 2nd at Warwick Farm, putting up some impressive performances. His open wheeler commitments came first, hence he didn't run the full campaign, but regardless, still finished 6th in the 1972 ATCC, and taking into account the Class points system which put the smaller and slower cars of Michael Stillwell and Bob Holden ahead on points, was really 4th.

The Kingswood was forced into the Sports Sedan ranks from 1973, Ramsey sold the car, and it quickly went downhill, eventually being scrapped. A sad fate for what was an impressive, but largely forgotten front runner in the final era of Improved Production.

[Ray Bell]

Fast that’s Past – Malcolm Ramsay’s HQ 4-door


When Holden racers everywhere chose the Monaro, Malcolm Ramsay’s sponsors said “We sell Kingswoods – that’s what we’ll race!”

The introduction of the HQ model Holden came at a time when General Motors-Holdens had swung the competitive side of their image away from the bigger cars. They were racing and rallying Torana GTR XU-1s and the bigger cars were filling another role in their marketing strategies.

Of course, there was a need for them to be considered. While the Toranas could go head to head with the Falcon GT HOs at most circuits in races for unmodified cars, in the Improved Touring category there were Mustangs and Camaros to contend with.

But the HQ was quite a change from previous models in an important way. The location and springing of the rear axle was no longer the simple old leaf spring arrangement, but now it had coils and four trailing arms. And lateral location came from the angling of the shorter top arms inwards to their anchoring point beneath the rear seat.

So development would be along different lines, something to daunt the ones who wanted to upgrade to the General’s latest product.

That didn’t stop them altogether, though. Bob Jane had his Southern Motors dealership selling Holdens and was racing a Camaro. The HQ Monaro offered the 350 Chev engine and more or less everything else that a Camaro had. That being so, he set out to develop a Monaro so that it would better reflect the cars his salesmen were putting before the customers on the showroom floor.

In Adelaide there was a team that was fielding a wide range of cars. The amalgamation of City Motors and State Motors had created City-State Motors, the biggest Holden dealers in South Australia.

Malcolm Ramsay and John Walker were running Elfins and then fielded a Torana under their banner, racing all over the country and achieving more than just a modicum of success. Radio station 5AD gave additional impetus to the sponsorship package.

In 1971 Malcolm put a proposal to City-State to expand their budget to include a V8 Touring Car, offering to build a Monaro 350.

“They told me that the Monaro was only a small part of their sales, that they sold lots of Kingswoods and that’s what they wanted to race,” Ramsay recalls.

This put a whole different slant on the proposal. Instead of going the well-established route with the very well-developed 350 Chev, they were limited to the 308 Holden V8. Little else was affected, however, and they were to smile a little when they found that the 4-door body weighed in about 32kg lighter than the Monaro’s 2-door.

The people behind the car were many. Malcolm’s father, Aub, had been a speedway racer many years before and was a part of the team, but the principal ingredient was the suspension design work done by Tony Alcock.

Malcolm had got to know Tony well when he was having a car built at Elfin a year or two earlier. Tony was building the Niel Allen Elfin ME5 at the same time and they often discussed their ideas together.

Later, Malcolm had wanted Elfin to build him a monocoque racer and found Garrie Cooper reluctant. Tony had gone to Sydney with Allen’s team, and then built the first Birrana Formula Ford their, but was enticed back to Adelaide by Malcolm’s offer to have him build a monocoque F2 car and set up a production facility to market them.

City-State were funding this effort too, so Alcock and his wife returned to Adelaide and set to work, Birrana becoming a partnership between Ramsay and Alcock.

So while Birrana was becoming more firmly established, Tony drew up a tubular double wishbone front suspension and then attacked the rear suspension. Like the Bob Jane team did later, he fabricated new links to replace the original rear axle trailing arms, using spherical bearings throughout the suspension. Armstrong adjustable dampers were fitted.

At the same time, the issue of the power unit was being resolved. Repco were asked to supply one of their F5000 engines, but with the underbonnet space limitations it had to have different inlet trumpets for the fuel injection. It was the only Repco F5000 engine built with these curved trumpets.

While the engine was smaller, Repco had managed to create a very torquey power unit, so although it might have lacked some top end power compared to the 350s it was not lacking in the mid range at all.

Malcolm considers it had plenty of power. “We had 530bhp when we got it, then we gave it to Peter Molloy and it came back with 550bhp.”

The body was further lightened, as well as being seam-welded to improve rigidity. At the time, Peter Brock told me that going this route was smart because of the weight and also because the body was more rigid than the coupe with its wider doors.

With the power taken care of, the next thing was the brakes. 4-spot Girling calipers were fitted to the front end and the backing plates of the rear drums liberally drilled for ventilation.

“The Archilles heel of the car was its brakes,” Malcolm remembers, “the rear brakes never lasted.”

The rules of the time insisted on these cars retaining the original mechanical parts, though modifications could be allowed. Hence the gearbox was as supplied from GM-H.

There were many changes made, however. The boot was loaded down with a 16 gallon (72 litre) fuel tank packed in above the rear axle, a collector tank for the pump to send the fuel to the fuel injection, the dry sump tank and lines and the battery.

Inside the cabin there was an alloy roll cage made by Bond Roll Bars and attached to the floor and rear deck behind the back seat – no thought of using the cage to strengthen the car at all. The driver’s seat was from a then-new LJ Torana XU-1 and there were additional instruments to inform the driver of vital functions.

Under the rear floor ahead of the axle they fitted an oil cooler for the differential, the flow of oil being pushed along by an electric pump.

Wheels were 10” x 15” ROH mags, which required a neat bit of flaring of the mudguards both front and rear. The front guards were also modified to allow quick removal so that the crew could more readily get in to service the engine and suspension.

Though John Walker was a regular driver of the team’s XU-1, this car was to be for Malcolm to drive. He tested it at Adelaide International Raceway in January, 1972, where problems with the fuel injection pressure led to tests being abandoned.

They had proved, however, that the car was inherently ‘right’ and that only minor sorting and finishing would have it race ready. Ahead of the team lay a programme of events that included all rounds of the Australian Touring Car Championship.

But first there was the supporting races at the Sandown Park Tasman Cup meeting, two eight lappers that saw the car spin on the first lap and scatter the field. A charge back through the field ensued, enlivening proceedings after Moffat had crashed. In the second of these Malcolm ran just off the pace to fill fourth spot.

The following week at Adelaide there was a win from the back of the grid, brake problems having slowed the car in practice and threatened to force its withdrawal from an event that was obviously important in the shaking down of the car for the longer title races. The second race saw the car third with the engine off song, the shaking down was producing results.

For the third weekend in a row the car turned out at Symmons Plains for the title opener. But not in time for practice, the transporter blowing a head gasket en route! Starting from a lowly grid position, then, the car did well to finish third, a lap down on Allan Moffat and Bob Jane.

A break of a fortnight in this heavy schedule must have been most welcome. Calder’s second round saw the car sitting pretty for fourth on the grid until Rushford’s Escort pipped its time. In the race, however, it was to chase Norm Beechey’s Monaro and Pete Geoghegan’s ‘Super Falcon’ before various travails among the opposition left the HQ in second spot, again a lap down, but this time on Jane.

Acknowledging the sponsor’s need for local exposure, Malcolm won two races at the ASCC Adelaide meeting in April, setting a new Touring Car record as he went.

Cont...

[Ray Bell]

The HQ Kingswood was actually fitted with a Repco-Holden F5000, not a 350...

In fact, I don't think it would have been eligible with a 350 as these were only in Statesmans and Monaro 2-doors up to that time. And maybe not yet Statesmans.

[Steve Holmes]

Thanks Ray, I actually said it had an F5000 (5 litre) Chevy, not a 350. Thanks for the Repco-Holden correction though.

And you're right, given it raced as a Kingswood, a 350 Chevy, or any Chevy for that matter, wouldn't have been allowed. However, if he'd raced it as a four door Monaro instead, a 350 would have been OK.

[Ray Bell]

Originally posted by Steve Holmes
Thanks Ray, I actually said it had an F5000 (5 litre) Chevy, not a 350. Thanks for the Repco-Holden correction though.

And you're right, given it raced as a Kingswood, a 350 Chevy, or any Chevy for that matter, wouldn't have been allowed. However, if he'd raced it as a four door Monaro instead, a 350 would have been OK.

The 4-door Monaro didn't appear until either the HX or HZ model, the latter I feel sure, so there was no 4-door Chevy option there. Though a 307 Chev was used in the HK sedans.

Boy oh boy there were some rumours around about those 'Super' Falcons at the time... I remember overhearing someone in the pits (like someone from the Geoghegan camp) saying about how Ford had outsmarted themselves with technology, "...chrome bores..." was a part of the conversation. This was, I think, in the wake of some smokescreens they threw at, again I think, Calder or Sandown.

Whether it was true or not, I don't know, but the stories were certainly abroad. And didn't 'old man' French nurse them to the line well?

[Rikko]

The 4-door Monaro didn't appear until either the HX or HZ model, the latter I feel sure, so there was no 4-door Chevy option there. Though a 307 Chev was used in the HK sedans.

The 4 door Monaro existed in HQ form, but only with the 253 and 308. Only the GTS Coupe had the 350.

[Bruce302]

I'm pretty sure I test drove an HQ 350 4 door. Only 275 hp from memory.
Bruce.

The 4 door Monaro existed in HQ form, but only with the 253 and 308. Only the GTS Coupe had the 350.

[Roger Dowding]

The 4 door Monaro existed in HQ form, but only with the 253 and 308. Only the GTS Coupe had the 350.

According to ' Australian Muscle Car - issue 83 - who did the bad " Bay Park " [ Sacred Sights] article the Four Door Monaro was the HQ model introduced in 1973, not sure what engines, will look it up. although the 350's had that on the side of the car.

[librules]

According to ' Australian Muscle Car - issue 83 - who did the bad " Bay Park " [ Sacred Sights] article the Four Door Monaro was the HQ model introduced in 1973, not sure what engines, will look it up. although the 350's had that on the side of the car.

4 door HQ GTS's were certainly available with the 350 but had no stickers as the Monaro badge was on the front guard and the V8 badge on the boot. Modern Motor tested one against an XA GT in the June '73 issue. 275bhp quoted for the 350 against 300 for the 351. Holden 16.4 for the 1/4mile and 8.1 secs 0-60mph. The GT did 15.1 and 7.7....

[Racer Rog]

Would depend in what year, as 4 Monaro were HZ's, and came in two engine sizes, both V8, never as a 6 cylinder, (4 Door) you could get a poor man's version with a 6, as a coupe though.

[Steve Holmes]

Jumping ahead in time, this is Grant Walker, over from New Zealand, when he contested selected rounds in the Australian Sports Sedan Championship. Walker ran races in the 1976 ASSC, as well as the 1976 Marlboro $100,000 Sports Sedan Series.

He took a single points placing in the ASSC, finishing 3rd at Surfers Paradise, while in the Malbroro series, he finished 8th in Round 2 (all the races were held at Calder Park) in a quality field. These are the only points placings I can find for him, but I assume he entered more races than just these two.

This car is, of course, the former factory racing RS2600 Group 2 car built for the 1973 ETCC, which was purchased late that year by Paul Fahey, and which, when later fitted with a Cosworth GAA V6, won the 1975 NZ Saloon Car Championship. Its rare to find a photo of it in these colours.

[Steve Holmes]

This is Frank Gardner's incredible Chev Corvair Sports Sedan, as it appeared in its first season, 1976. The car was only painted these colours this first season, before it went black in 1977.

Gardner missed the opening four rounds of the 1976 Australian Sports Sedan Championship, and the 1976 Marlboro $100,000 Series. However, the three races he contested in the ASSC he won, and the three races he contested in the Marlboro Series, he won. As a result, he placed 2nd in the ASSC, and 3rd in the Marlboro Series. Essentially, this car dominated Sports Sedan racing from the outset, and easily won the 1977 ASSC.

In a way, the Corvairs domination had a negative impact on Sports Sedan racing in Australia, which, at the time, enjoyed a stronger following than touring car racing. It was just that much more superior, and it wasn't until Jim Richards' debuted his newly constructed Falcon XC Sports Sedan in 1978, that the Corvair (by now driven by Allan Grice) finally had some genuine competition.

[Steve Holmes]

Here is our 'cover car' for this photo collection. This is a rare colour photo of the 'other' Super Falcon. This car was intended for Allan Moffat.

Like its sister car built for Pete Geoghegan, this Falcon started out as an XW, and made its one and only appearance in XW guise at the final round of the 1970 Australian Touring Car Championship, where Moffat drove it briefly in practice before the motor expired. It was, however, very fast in a straight line!

For 1971, neither Super Falcon appeared at the opening round, as development continued, but Moffat's made an appearance at Calder Park, Round 2. Once again, this car suffered engine dramas in practice, and Moffat opted to qualify and race his Mustang. Both Super Falcons were at Sandown, for Round 3, where both drivers also brought along their Mustangs. In the end, they both chose to race their Mustangs, after putting in faster times in practice.

Again, at Surfers Paradise, both drivers raced their Mustangs. Indeed, Geoghegan didn't even bother hauling the Falcon up to Queensland. Moffat was again faster in his Mustang. His Super Falcon, however, did race, in the hands of local John French, who fought race-long with Geoghegan's Mustang for 3rd, before eventually settling for 4th place. Moffat tested his Super Falcon at Mallala, but instead raced the Mustang, while again Geoghegan only brought his Mustang. At Lakeside, both Super Falcons appeared, but again, both drivers decided to race their Mustangs, which were faster. Once again, John French was drafted in, this time to race the Geoghegan Falcon, and finished 5th.

Neither Super Falcon went to the final race at Oran Park, as both Moffat and Geoghegan were in the hunt to win the championship.

While Geoghegan opted to continue with his Super Falcon for 1972, pouring a vast sum of money into its development, Moffat instead walked away from the project, and focused on his Mustang which was a proven winner. Of its various issues, getting power to the ground seemed to be a major problem, and for Moffat, his Mustang was a far better option. Moffat never drove his Super falcon again, and its thought to have been stripped of its valuable parts and scrapped.

Its interesting to consider, that this car was intended as a replacement for Moffat's Kar-Kraft Mustang, which, when this project kicked off, had barely been racing for a year. And while Moffat's Super Falcon proved unsuccessful, he'd eventually race the Mustang for six seasons, finally retiring it in early 1975.

Note the huge brake ducts beneath the front spoiler in this photo. You have to assume these also served to provide added front downforce.

[Steve Holmes]

Ray, you are probably on the money with regards to the Super Falcons. They were technological wonders. It would seem the goal was to make them as light as possible, and as powerful as possible. But they lacked rigidity, which was something Geoghegan had built into his car for 1972.

You are right regarding the Monaro four door, although it was actually on the HQ that this model became available. I thought the four door Monaro was released just a few months after the two door (which was July 1971), but in fact, the four door Monaro was introduced in March 1973, so obviously too late to be an option as an Improved Production car.

[John McKechnie]

Dont forget there was also the HJ between the HQ,and the later HX , HZ.

[Steve Holmes]

Here is Bob Jane's wild little Repco-Brabham V8 powered Torana Sports Sedan. This photo demonstrates the high level of presentation that was common on Bob's race cars.

Sports Sedan racing was big business in the early to mid 1970s, and there was a barrage of new machinery being built, which really picked up pace when the new Toby Lee Sports Sedan series began. This car first appeared in 1971, and was consistently developed through until 1975, the last year under Jane's ownership.

I'm fairly certain this photo was taken in 1974. That being the case, Jane used both the Torana and his HQ Monaro to win the first ever Marlboro $100,000 Sports Sedan Series, which he'd created, and which was held at his Calder Park race track.

[Ray Bell]

You'll see beside the Torana is the Ron Harrop EH, another with a Repco F5000 motor...

Jane's Torana originally (1973?) ran with a high wing and the 4.4-litre Repco OHC V8 from the Elfin 400 crashed at Bathurst. Later Frank Gardner got to it as a member of the Jane team (beginning of '75) and put a Chev into it. It ceased being a nice neat car at that time, I can't remember where it went later.