the silver jubilee year

The tenth anniversary of the Hardie Ferodo 1000 was everything it should have been. A record international entry, a record crowd, a record pace - and a magnificently staged formation finish between the Ford team cars of Allan Moffat (No 1) and Colin Bond (No 2).

The international entry read like a who's who of long distance racing, headed by four times Le Man's winner, Jackie Ickx, and it seemed certain the winning car would be once-again be crewed by an Australian-international team.

For Bathurst, many Holden drivers had a new weapon - the potent A9/X Torana Hatchback with four-wheel disc brakes, stronger transmission, and detail improvements to other area's that had been fragile in the previous years cars.

By the time the cars arrived at Bathurst for the first practice sessions, the 1977 Hardie-Ferodo looked the most open race for many years. If there was one team that held the edge on the others, it was the Holden Dealer Team - but only for the sentimental reason that 1977 would be the last Bathurst for long-time HDT manager Harry Firth, and it would be nice for the "silver fox", as he is known, to leave in glory.

Last-minute drama strikes the Ford teams, when it is revealed that detail changes to the cars (a new road car model had been introduced a short while before) have not been approved by Australian race authorities in time. While the Ford teams spent precious hours re-modifying their vehicles, the scales slip toward the Holden's once again…

On the start grid, 1975 winner Peter Brock (Torana) is on pole position after a record-shattering time in practice with Bond (Ford) beside him, and Moffat (Ford) and Allan Grice (Torana) sharing the second row.

Half an hour later it's virtually all over. Brock and Grice fight for the lead for a few laps, then Bond moves through on them on lap four. Moffat follows a couple of laps later and the two Fords swap the lead between themselves before settling into the one-two running order they will hold for most of the next six hours. By lap 10 it is clear that the Torana's cannot match the early pace of the Falcons, but the Fords do not let up while behind them many of the Toranas are pushed to breaking point.

Moffat makes his first scheduled refuelling stops after 43 laps and looks a wreck. He is drenched in perspiration; his hands and arms waver as he gesticulates to team manager, Carrol Smith. But he waves away co-driver Ickx's offer to take over. It seems incredible that less than two hours' racing would bring a driver of Moffat's experience to such a state - but spectators have not seen that his six-point seat harness burst open as he braked for the first corner only 100 metres from the start.

That harness with straps clinching almost painfully tight over shoulders, hips, and upper thighs, is designed as much to keep the driver locked in his seat against the tremendous g-forces exerted in braking and cornering, as it is to save him in a crash - and for nearly two hours it had been useless for Moffat. His left foot had been the main cornering brace, and his arms have been strained against his only other support, the steering wheel.

Peter again jumps to the lead at his favourite Oran Park circuit, but alas the Falcons are ready to pounce.

For Holden fans 1977 was a year we'd all like to forget. Long-time Holden hero Colin Bond became a traitor and switched camps to the blue oval and teamed up with arch enemy Alan Moffat. Apart from the introduction of the mighty A9X, it was Allan Moffat and Colin Bond in their Ford hardtops that took most of the silverware on offer that year.

Brock had sold Team Brock in its entirety to his mentor and mate Bill Patterson at the end of 1976. It was always going to be a big ask for a Holden dealer to manage and finance their own team and commit to a large championship agenda. Indeed, the year was further complicated with the fielding two different types of machinery. Initially the team sorted and raced the somewhat fragile L34 Torana and later the better homologated A9X design that appeared for the first time in anger at Sandown.

The new A9X was a much-improved weapon. It could be driven very hard, unlike the L34. It had a near bullet-proof V8 engine, a seriously stronger four-speed gearbox, beefed up diff and significantly improved braking with four-wheel disc brakes. It now felt more like a race-bred car.

While Brock was able to notch up several first places in other minor races early in the year, it was a different story during ATCC races where Moffat and Bond just demoralised the Generals best and seemed unbeatable. Brock seemed destined to be the last bridesmaid behind the Moffat and/or Bond cars as he claimed a record (for Brock) five third positions.

Peter dives under Bond to take the lead at Amaroo. However, a one minute penalty put paid to his chaces in this race.

The obvious high point of the year was Brocks masterful win at the Sandown enduro classic. The A9X had immediately showed its potential, which also enabled Grice to claim second place. The best Moffat could do was a lap behind Grice in third place. Perhaps the tables had turned for Holden. Nevertheless, there were a number of new go-fast homologation bits the Ford teams were sweating upon as they approached the HF1000, but the pendulum was swinging from side to side at this stage.

At Bathurst the Bill Patterson team had big ambitions and they entered three cars. Their new A9X being driven by brothers Peter and Phil, they're newish L34 (early season car) for Gerry Marshall and Basil Van Rooyen and the L34 car from previous season for veterans Chivas and Tony Roberts. While Brock took pole position with an outstandingly quick lap he was only able to finish in fourth position. Peter had chosen the wrong tyres, which limited his speed and caused him to spin several times during the race. Chivas and Roberts managed to finish a very credible 6th, which pleased the team and sponsor.

Interestingly, 1977 saw Peter Brock returned to his earliest racing roots. Pete entered and went on to win the Production Car Class in the Australian Hill Climb Championship with his A9X. What a sight that must have been!

At the latter part of the year, it became obvious that the cost of running a private team was prohibitive for Bill Patterson. Brock was now looking for a new seat, which just happened to become available in 1978 (given that Harry Firth was to retire at the end of 1977 season) under the capable stewardship of long-term mate, John Sheppard.

Peter recorded a DNF at the island, but the dicing amounst the A9X crews was absolutely torrid.

Holden quickly licked the wounds inflicted by Moffat and Ford camp. The General was able to re-group and tune the A9X into an almost invincible weapon. The era of Formula A9X was at hand and Ford would find itself in the dark ages for many a year to come.

Mr HDT

Wow…what a machine! Gee wiz…doesn't it look sensational in my display case, next to all my many other Brock models. It's so cool it, just stands out so much and has been responsible for many an animated conversation about 1977 when us cool middle-aged people were young. Unfortunately it also rekindles the nightmare of the Moffat 1-2 form finish…. Yuk, please go away!

There's really nothing more appealing that an excellent reproduction of perhaps the Generals most loved touring car, the legendary A9X. This car had everything, power, handling and that ballsy built for racing look about it. The old L34 flare and spoiler kit looked even better on the hatchback model and was toped off beautifully with that purpose built power bulge on the bonnet. Once again, those fat hotwire wheels filled the guards to the limit and looked fantastic viewed from the rear with the huge Brock invented drop tank hanging seriously low to the black stuff. Those were the days my friends, let me catch a breath…

It's probably the only Brock A9X ever to be built by Biante given the Governments ridiculous prohibition on cigarette advertising that is enforceable even on model cars. How bloody stupid! Having said this, there are only 6,000 of these units to be built so go get yourself one NOW! Don't hold your breath for a Bathurst winning Brock A9X! I bought my model in July of 2002 for about $135.00 (Bargain, thanks RaceNutz) and it was still quite freely available from your favourite model store. They are getting a little harder to find now so I suggest you don't waste any more time.

Once again the paintwork and decals on this model are superb and at least as good as the 1976 L34 Tirana model. The 1977 Bill Patterson paintwork was just fantastic and is my second most favourite Brock war paint, my number one being the 1984 Marlboro big banger scheme.

To continue the proven theme, Biante oblige collectors with a numbered model and certificate of authenticity with Peter's signature on it, just add it to the collection people.

I remain extremely impressed with the overall detail, in both the engine bay and interior. The interior is well contrasted by the purpose built red racing seat, brown passenger seat, silver dash, black flooring and door covers, blue safety harness and door net, and those lovely silver roll bars so clearly visible through the large rear hatch. Biante didn't forget that cute little radio antenna on the hatch lid! Great work Biante.

I just love the reproduced Anger Hot Wire wheels that keep the fat racing slicks inside those great bolt-on flares.

Only one thing detracts from the model. As was the case with the 1976 L34, the racing harness looks a bit fake and plastic. To reiterate what I have said before, the belt should have that "weighted down" look not a "bubbled up" appearance.

Just another sensational reproduction by Biante models. This model is very likely to be an absolute favourite with most avid Torana fans…and why not, it's just the legendary A9X driven by our hero Peter Perfect.