I bought my first 911, a 997.2 Targa, last year and am loving it. What strategy have you taken over the years in terms of getting a good value for money from selling, buying models?
What’s the best perpetual value point over the long haul for owning a Porsche?
Assumptions * Can afford GT3/GT4 models if it’s actually a good value * Okay trading every 3-8 years * But don’t need to trade all the time * I understand money put into maintenance and tires is just “spending” not value * I understand buying cars isn’t a way to make money, but still looking for good “value for money” ideas
Ideas * Buy and HODL a classic, i.e. and older 993 or GT3 turning the corner into being a classic * Figure out placement game and buy the new hot special model (GT3/GT4/Spydee/etc.) every few years, sell for same price you bought it for (?) * Buy 5-10 year old Porsche hitting the “trough” in resale value * Buy high mileage cars for cheap, drive the crap out of them, sell them as high mileage cars * Just keep the 997.2 forever and drive the crap out of it and don’t explore! lol
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Once upon a time, there was a city called Velocity that thrived on street racing. Known for its fast-paced lifestyle, Velocity is home to a diverse array of people and cultures, all drawn to the city by its opportunities and excitement. The city is renowned for its street racing culture, with racers from all over the world converging on Velocity to test their skills and show off their rides. They come to race, design, and test their cars on the city's sprawling roads. The city's skyline is dominated by towering skyscrapers, high-end shops, and gleaming advertisements, reflecting the wealth and status that drive so much of life in Velocity. At the heart of the city lies its central hub, a sprawling network of streets and alleys that are always alive with the roar of engines and the thrum of racing tires. With its mix of glitz, danger, and adrenaline, Velocity is a city like no other. People from all over the world would, but everything changed when a new mayor, Caldwell, was sworn in after the previous mayor, Thompson, died unexpectedly. Caldwell was a corrupt official who saw street racing as a nuisance and a threat to public safety, and he passed a law that banned street racing in the city. As a result, police roamed the streets, racers fled to the countryside, The Wildlands, and the city began to die. But one group of racers, the Velocity Vixens, refused to let the city they loved fall into ruin.
Led by the charismatic and confident, Red, a tall and athletic man with short, fiery red hair and a winning smile, and his wife, Roxy, a beautiful woman with curly, jet-black hair and piercing green eyes. Red is known for his leadership skills and his unwavering determination to restore street racing to Velocity. He met Roxy on the racetrack and fell in love with each other's passion for racing. They had been together ever since, always pushing each other to be the best they could be. Roxy is Red's right-hand person, always by his side and always supporting him in his efforts to reclaim Velocity.
Blaze, a powerful and aggressive muscle car driver, was the next to join the Velocity Vixens. With his tall, muscular build and shaven head, Blaze was a force to be reckoned with both on and off the road. He is known for his love of raw power and his ability to drive at breakneck speeds. Blaze is also a fierce fighter, willing to do whatever it takes to protect the Velocity Vixens and their cause.
Nitro, a lightweight and aerodynamic sports car driver, was the fourth member to join the gang. With his lean and agile build and sleek, blond hair, Nitro was known for his incredible speed and agility on the road. He is the ultimate driver, always seeking out new challenges and pushing himself to go faster and farther than ever before. Nitro is also a bit of a prankster, always keeping the Velocity Vixens on their toes with his antics.
Scarlet, a classic muscle car enthusiast, was the fifth member to join the Velocity Vixens. With her long, curly red hair and sparkling blue eyes, Scarlet brought a touch of vintage charm to the rebellion. She is a true car enthusiast, always tinkering with her classic muscle car and always seeking out new parts and modifications to make it even better. Scarlet is also known for her kindness and compassion, always looking out for her fellow Velocity Vixens.
Spike, a rugged and versatile off-road vehicle driver, was the sixth member to join the gang. With his broad shoulders and shaggy brown hair, Spike was known for his fearlessness and versatility on the road. He is the ultimate off-roader, always seeking out new and challenging trails to conquer. Spike is also a bit of a wild card, always up for trying new and crazy stunts on the road.
The final member to join the Velocity Vixens was Raven, a stylish and sophisticated luxury car driver With her tall, slender frame and long, black hair, Raven was known for her grace and elegance on the road. She is the ultimate luxury car driver, always seeking out new and high-performance cars to drive. Raven is also known for her cunning and strategic mind, always thinking two steps ahead in the race against Mayor Caldwell.
Together, the Velocity Vixens raced, bet, and fought their way towards their goal of removing Mayor Caldwell from power and reclaiming the city's former glory. The Velocity Vixens had a hideout in the Wildlands, a secluded and sprawling countryside outside of Velocity, where they could work on their cars and plan their next moves against Mayor Caldwell. The hideout is a remote, sprawling ranch house surrounded by lush, green fields and forests. The gang has transformed the house and its grounds into a racetrack, where they can hone their skills and compete against one another in a variety of races, from circuit races to drift races. Despite its remote location, the hideout is equipped with all the latest technology, from high-tech engines to custom paint jobs, and the Vixens use it to their advantage as they plan their next move in their battle against Caldwell. It was a place of refuge and a symbol of their resistance against the oppressive regime.
The Revved-Up Rebellion was a wild and dangerous journey filled with high-speed chases, epic races, and fierce battles But the Velocity Vixens were determined to succeed, and they quickly gained a following of supporters who believed in their cause. With their powerful and high-performance cars, the Velocity Vixens became the ultimate racing gang, taking on all comers and never backing down from a challenge. The Velocity Vixens worked tirelessly to gather evidence of Caldwell's corruption and present it to the authorities as well as race.
Finally, the day arrived when the Velocity Vixens had gathered enough evidence to bring Caldwell to court. They appeared in front of a judge and jury and presented their case, laying out the evidence of Caldwell's corruption and his attempts to destroy street racing in Velocity. The court was stunned by the Velocity Vixens' bravery and dedication, and Caldwell was swiftly found guilty and sentenced to life in prison.
With Caldwell behind bars, the Velocity Vixens turned their attention to restoring the city of Velocity to its former glory. They worked with the new mayor to draft laws and regulations that would make street racing legal once again. The city quickly came alive as racers from all over the world flocked back to Velocity to test their skills on the sprawling roads. The Velocity Vixens became heroes to the people of Velocity and beyond, Inspiring generations to come with their bravery, determination, and love for street racing. The city of Velocity was once again known as the ultimate destination for racers, and the Velocity Vixens will always be remembered as the gang who fought to restore it to its former glory.
More Details: Each Main Driver's Cars:
- Red: Nissan Skyline R34
- Roxy: Mazda RX-7
- Blaze: Dodge Challenger Hellcat
- Nitro: Porsche 911 GT3 RS
- Scarlet: Chevrolet Camaro SS
- Spike: Jeep Wrangler Rubicon
- Raven: Audi R8 V10
• Street races - illegal, high-speed races through the city streets
• Circuit races - races that take place on a closed circuit track
• Off-road races - races that take place in rugged, off-road terrain
• Drag races - races that focus on acceleration and straight-line speed
• Endurance races - races that test the durability and reliability of the vehicles over a long distance
• Rally races - races that take place on a combination of public roads and off-road terrain
• Time trials - races where each driver races against the clock to achieve the fastest time The Pipe:
The Pipe is a massive concrete drain that spans throughout Velocity, running underneath the city's streets. It's wide enough for cars to race through and has a series of twists, turns, and jumps that make it a favorite spot for underground street racing throughout the game. The walls are covered in graffiti, and the dimly-lit tunnel is filled with the roar of engines and the screech of tires. It's a dangerous and unpredictable place, but for those brave enough to race there, the rewards can be great.
The Pipe Dreams Radio Studio is a popular radio station in The Pipe under Velocity that broadcasts 24/7. It is known for playing a wide variety of music that caters to the car culture of the city, including classic rock, hip-hop, electronic dance music, and phonk, as well as being the voice of the rebellion. Many car enthusiasts in Velocity, including the Velocity Vixens themselves, consider Pipe Dreams Radio to be the soundtrack of their lives, with the music providing the perfect accompaniment to their love of cars and racing. The station's influence can be seen in the way that car culture is celebrated and embraced throughout the city, with car shows, races, and other events drawing large crowds of passionate fans.
Red was born and raised in Velocity, where he developed a love for street racing at a young age. As he grew up, he honed his skills on the track and became one of the most talented racers in the city. He was known for his fearless attitude and winning smile, which endeared him to fans and competitors alike.
Roxy, on the other hand, was born in another city but came to Velocity after hearing about its reputation as the ultimate destination for racers. She was a skilled racer herself and quickly made a name for herself on the track.
It was there that she met Red, and the two of them hit it off immediately, bonding over their love of racing and their desire to be the best. They started dating and soon became a racing duo, pushing each other to new heights and dominating the competition. Over time, their love grew stronger, and they got married, solidifying their commitment to each other and their love for racing.
Together, they lead the Velocity Vixens, determined to restore street racing to its former glory and fight against Mayor Caldwell's oppressive regime. They are a formidable team on and off the track, always pushing each other to be better and never giving up on their goal to reclaim Velocity as the ultimate racing destination.
Red and Roxy first met Blaze when they were working together on a racing circuit. Blaze was a top-performing driver, and Red and Roxy were immediately drawn to her fearless, devil-may-care attitude. Blaze was equally impressed with Red and Roxy's skills, and the three of them quickly became friends.
Nitro was the next member to join the Velocity Vixens. They met him at a racing event where Nitro was performing stunts in between races. Red and Roxy were impressed with his fearless attitude and skills and offered him a place in their gang. Nitro jumped at the chance to join the Velocity Vixens, and the gang was now four members strong.
Scarlet and Spike joined the Velocity Vixens after one of their races. Scarlet was a former racing prodigy who had fallen on hard times, and Spike was her mechanic. Scarlet and Spike have a close sibling-like relationship, having grown up together and always having each other's backs. They're each other's rock and support system, and their bond is unbreakable. Before joining the Velocity Vixens, they used to participate in street races together, where they honed their skills and developed a love for the adrenaline rush that comes with racing. They were in dire need of a new racing team, and Red and Roxy offered them a place in the Velocity Vixens. Scarlet and Spike were grateful for the opportunity and quickly became valued members of the gang.
Finally, Raven joined the Velocity Vixens after they helped her escape from a group of corrupt racers who were trying to force her to throw races. Raven was a skilled driver, but she was also an excellent mechanic, and her technical knowledge proved to be an invaluable asset to the Velocity Vixens. With Raven on board, the Velocity Vixens were now a tight-knit group of seven fearless racers, determined to conquer the racing world.
Caldwell was born in a wealthy family and was raised in luxury, but he was never satisfied with his life. He was always seeking more power and wealth, even at a young age. As he grew older, he became more cunning and ruthless in his business dealings, and soon, he was one of the most successful and feared businessmen in the world.
However, Caldwell had a secret obsession: speed. He was enamored with the rush of adrenaline that came from driving fast cars, and he was determined to be the fastest and most skilled driver in the world. He had a massive collection of high-performance vehicles, and he would stop at nothing to win any race he entered.
Caldwell's desire for speed eventually led him to cross paths with The Velocity Vixens, who were gaining popularity as one of the top street racing teams in the country. Caldwell saw them as a challenge, and he was determined to defeat them and prove himself as the ultimate racing champion. However, the Velocity Vixens were not just any racing team. They were a close-knit group of friends who lived and breathed speed, and they were not going to let Caldwell win without a fight.
Caldwell soon became the main antagonist of The Velocity Vixens, using his wealth and influence to sabotage their races and cause trouble for the gang. He was determined to beat them and prove himself as the ultimate racing champion, no matter the cost, and to do that, he became mayor of Velocity.
This post was originally a reply to a question on one of my other posts here, but it really deserves its own more detailed post simply because even over 30 years later it just makes me and a lot of others go “Eeh? How did that actually happen?”
When it comes to sporting rivalries in Australia, Ford vs Holden is one of the longest. Today, it’s hard to believe with Ford no longer making cars in Australia and Holden no longer even existing but there was a time were what car Australians drove really mattered. Were you a Holden family with Monaro’s, Torana’s and Commodores or a Ford family with a Falcon in your driveway? It was one or the other. No in between. There are stories of Holden-driving fathers refusing to allow their daughters to date boys simply because their dads drove Fords. The battles were fought on every level: advertising, dealers and from the mid-1960’s on the racetrack. And that’s were our story kicks off…
It's 1967 and for the first time, an Australian-made car has won the Bathurst 500. A Ford Falcon XR driven by Harry Firth and Fred Gibson wins the race and Ford Australia are ecstatic. A phrase commonly used at the time is “Win on Sunday, sell on Monday.” Winning Bathurst was a big deal and Ford reaped the benefits with sales and foot traffic into their dealerships. Crucially it really hurt their main rivals Holden.
For 1968 Holden wanted revenge on the racetrack. They had a great car in which to get it too, the Monaro. There was however, a bit of a problem. You see Holden despite being proudly Australian was owned by General Motors and at the time, GM had a blanket ban on their manufacturers going motor racing.
Pretty much everyone within Holden wanted to go racing though, so the Holden heavies looked for a loophole that would get them on the Bathurst grid and they quickly found one. They realised that there was nothing to stop them giving some money to their dealers and telling the dealers to then give said money to an idependant race team and voila! You’ve got yourself an all-but-official factory race team that gets around the GM ban. The man at the head of this team is David McKay, Australia’s first touring car champion. He’s ready to take on Ford’s leader Harry Firth.
For the 1968 Bathurst 500, the Holden vs Ford battlelines are drawn. And Holden gets its revenge as Firth’s Ford’s flounder. Strangely though, it’s a privateer Monaro that takes the chequered flag first. McKay brings his factory-but-not-really-factory-just-in-case-Detroit-gets-wind-of-this Monaro’s home second, third and fifth. And then he made an error. He failed to protest against the winning Monaro that some alleged ran with an illegal brake system. Holden’s heavies weren’t happy at all. They were in it to win with their own cars not their customers. And then for McKay, things got worse.
After Bathurst, Holden and Ford would face off again in the 1968 London to Sydney Marathon, the most epic car race ever staged. Almost 100 teams from all over the world took part but Australia was only focused on Firth & McKay. They were evenly matched. 3 Falcons for Firth and 3 Monaro’s for McKay. And just like Bathurst, neither of them won.
But in the Ford vs Holden battle, Ford came out most definitely on top, finishing 3rd, 6th and 8th and taking the best performing team award for their troubles. McKay’s Monaro’s came home 12th, 14th and McKay’s lead car DNF’ed after rolling in the Australian outback. And that was the last straw for Holden. McKay had failed them.
Ford Australia meantime was going through a restructure. The restructure involved refreshing their racing team. And incredibly, that meant showing Harry Firth the door. Big Mistake. Huge. You’d think after his marathon efforts, Ford would be pretty chuffed, but they got rid of him. Holden pounced. Within a fortnight, Harry was a Holden man. All his mechanics and engineers went with him. This was the start of what became the Holden Dealer Team.
Despite nicking all of Ford’s mechanics and tech know-how, Firth failed to poach their drivers. That forced him to go searching for young talent. He eventually found Colin Bond a promising rally and circuit driver and then noticed a driver of a little blue Austin A30 that was giving almost every competitor a complete belting. His name? Peter Brock.
For Bathurst 1969, Firth did what McKay couldn’t: Deliver the Holden factory a Bathurst win. Bond won, Brock was third and just behind was Ford’s new lead driver. He was an ex-pat Canadian who looked like an angry maths teacher. His name? Allan Moffat. A rivalry had just started.
For 1970 & ’71, Moffat dominated the Bathurst enduro in the mighty GTHO Falcon but in 1972, Brock struck back for Holden. That win made him the golden boy of Australian motorsport. Brock wore the white hat: hippy-handsome, a great driver and a man of the people, driving the Australian car. Moffat wore the black hat: cranky, methodical, withdrawn and representing the American manufacturer.
For 1973 the ante was turned up. The Bathurst race went from imperial to metric. 500 miles became 1000 kilometres. The regulations changed from Improved Production (stock-standard production cars with minimal upgrades. Some were even road registered) to the more liberal Group C Touring Cars. Moffat cleaned up in ’73 but it wasn’t all doom and gloom for Holden when at the end of the year, Ford pulled the plug on its factory race team. From 1974 Moffat was forced to go it alone in his own team with only back-door support from Ford.
But Holden wasn’t without its troubles either. At the end of 1974, Brock had a blow-up with Firth and left the HDT. Some say Firth fired him. Others say Brock grew tired of Firth’s iron fist approach to running the team and dipped out.
In two years both the white knight and the black knight were out on their own. And yet…they excelled. Despite driving a shoestring budget Holden, Brock won Bathurst in 1975. Moffat was a constant front-runner. The back-door support from Ford helped. The Holden Dealer Team though remained THE Team. Firth still ran it efficiently and he still had Colin Bond. Like Brock though, Bond was growing tired of Firth. He was paid next to nothing for his driving and expected to be on spanner duty in the workshop. So when Allan Moffat made him an offer at the end of 1976, Colin accepted.
In 1977, to quote Moffat: “We blew the doors off Holden”. With the HDT now minus their two star drivers, Holden floundered on the track. Moffat’s Ford team was well-backed and well-organised and as a result, Moffat in Falcon #1 and Bond in Falcon #2 dominated the year. The crowning glory was their 1-2 formation finish at Bathurst. Ford got an insane amount of mileage out of it. Nearly 50 years later, it remains one of the most iconic images of Australian motorsport. At the end of the year an exasperated Holden official approached Moffat and in desperation asked: “What can we do to beat you?”
Moffat shrugged and replied “Simple. Re-employ Brock”
With Harry Firth retiring, that’s exactly what they did. For 1978, Brock was back as a driver for the HDT. Moffat’s honest reply to that Holden official came back to bite him in the clacker. With money from Ford drying up, Moffat began to flounder and Brock dominated for the next two years, culminating in the 1979 Bathurst 1000 were he won by a whopping 6 laps and broke the lap record on the final lap. What a show off.
But then right after that epic performance…Holden pulled the plug. They were done.
Brock however refused to give up. He assumed ownership of the team and over Christmas, embarked on a whistle-stop tour of the Holden dealerships offering them a deal. The deal he offered them was a tricked-up road-going Holden Commodore built by the HDT. Any Holden dealership who helped fund the race team got exclusive access to sell the road-going car. The campaign was a success. Over 100 dealerships signed up putting the ‘Dealer’ right back into the Holden Dealer Team and HDT Special Vehicles was born.
In the early 1980’s, the HDT lead by Brock was a juggernaut both on and off the racetrack. Bathurst victory after Bathurst victory and the road car business boomed. Initially, Holden were reluctant but seeing the demand, they supported the program. By 1981 the first HDT road cars were delivered to the clamouring dealers. As Brock’s number one lieutenant and teammate John Harvey put it “Demand was so high, we couldn’t make them quick enough!”
The Group C Touring Car era ended at the end of 1984 and the Holden Dealer Team looked every bit like champions. Multiple Bathurst and other race wins, a road car arm that was fast becoming a great Australian success story and the best and most popular driver in the country at the head of it.
For 1985, Australia adopted international Group A Touring Car regulations. With every touring car series all over the world running to these regulations, you could take a car all over the world and race it. Pretty cool right? Brock certainly thought so and started planning...
But before we get to the HDT takes on the world part, let’s back up a bit. At the back end of 1984, Peter Brock was absolutely knackered. On top of driving, running the race team, an unsuccessful Le Mans campaign and the road car division, he liked a drink and a smoke or ten. Heck the HDT’s main sponsor was Marlboro. There were rumours he was really, really crook.
Ultimately, Brock found a chiropractor called Eric Dowker who got him back into shape. Dowker also got him off the grog and the cigs and even got him to go vegan.
For 1985, Peter Brock rolled out ready for the Group A era. He was in much better health by now thanks to Dowker’s interesting therapy (we’ll get to that in a minute). Mobil replaced Marlboro as the main sponsor on the race cars and Brock set about plans to take on the world.
First thing he needed to do was to sell enough road going HDT cars to satisfy the Group A rules. Once he had done that, the race Holden could be based off the HDT road car with all the tricked-up bits on it. By the end of 1985, he had done just that.
1986 was going to be a big year for the HDT. Their new car was ready to take on not just Australia but also Europe. Brock was looking ahead to 1987 and the World Touring Car Championship that going to take place. As well as his regular Australian campaign he was going to take the HDT to Europe for a partial campaign in the European series as ‘dress rehearsal’ for the WTCC a year later.
And then Brock did something unthinkable. He invited Allan Moffat to morning tea at his workshop. At the time, Moffat was unemployed. After his Ford support dried up, he became a Mazda man which didn’t make him more popular. In fact it made him less popular. Signs that read ‘no Jap-Crap’ were prominent around Australian racetracks in the early 80’s. He had delivered them a reasonable amount of success but when the Group A era started, Mazda didn’t have a car that would fit the regulations. Moffat was out of a job when the phone rang with Brock’s morning tea invite.
According to Moffat “Morning tea turned into long lunch, long lunch became afternoon tea and I drove home in a HDT Commodore, my new company car.”
All of Australian motorsport chocked on their breakfast when they read the headline ‘Moffat joins HDT’. Superman had just hired Lex Luther. “What the actual f**k?” said literally everyone.
With everyone still in shock, Brock & Moffat started off 1986 with a win in New Zealand, their first race as teammates. They both looked at each other after the race and almost simultaneously asked “Why didn’t we do this a decade earlier?” And then everyone got it. The best driver in Australia had hired the second-best driver in Australia. A pretty good duo to take on the world, yeah?
The first half of 1986 was a busy one for the HDT. The Australian championship, the partial European campaign that culminated in the Spa 24 Hour in Belgium and the ever-expanding road car business, Peter Brock was a man who looked to have it made. As Moffat put it, “Peter was well on his way to becoming a millionaire while the rest of us were just journeymen”.
Then came the Energy Polariser.
This is when things turn to sh*t.
As I said Eric Dowker was a key part of Brock’s life. Along with going smoke and grog-free, part of his treatments involved crystals and all sorts of stuff that would be considered “New Age”. Noticing how well it had worked on him, Brock became a full-on convert. He was bordering on being obsessed with these damn crystals and then he had an idea: If crystals and help human performance, what about car performance?
The idea seemed innocent enough, but most would have written it off. Brock didn’t. According to some from within the HDT, crystals were getting dangled around the engine dyno and other areas of the workshop. Dowker started appearing at every race meeting in full HDT uniform. He was mockingly referred to as “Doctor Feelgood”.
Ultimately, Brock and Dowker came up with a small plastic box filled with a pair of magnets separated by some crystals embedded in epoxy resin. It was held to the firewall of a car by a single self-tapping screw. The Energy Polariser.
According to Brock “It’s a magic cure. It makes a shithouse car good.”
Brock had already been quietly fitting them to the race cars without telling the other drivers. John Harvey only found out when the polariser broke off its mounting point during a practice session and almost went under his brake pedal.
Brock then started offering them to customers. For just $467AUD you could have this little box of magic fitted to the firewall of your car and it would cure all its ills (allegedly).
Now put yourself in Holden’s shoes. You have an image to maintain right? And then you find out your golden boy is with no scientific basis, putting a box of crystals in cars that have your name and badge on them claiming that they’re “Aligning the molecules of the engine”. Hmm…
So very reasonably, Holden at this point is saying “Uh Peter? This Energy Polariser thingy? What’s the thinking behind it? Seems a bit fishy to us.”
Brock and Dowker respond to Holden with a press release. It was essentially one page of complete and utter gibberish were Brock and Dowker crap on about “vibrations” and how the Polariser will “align the molecules in its sphere of influence”. Want to give yourself a migraine? Here it is in all its glory (apologies for the quality): https://hsvclubnsw.com/wp-content/uploads/2020/02/DB-Technology-Polariser-Statement.pdf
Remember, this isn’t a cult leader or a pyramid scheme sales pitch or a Byron Bay “Instagram influencer” coming out with this. This is coming from a racing car driver.
The real concerning thing for Holden and anyone who knows a thing or two about cars was the recommended tyre pressures for a Polariser-equipped car: 20 psi. For those of you who don’t know, that’s all but flat. But according to Brock, that’s okay because “the molecules will be aligned, and all will be well…”
At best it was all pseudoscience and at worst it was downright dangerous. Holden were alarmed and insisted on properly testing it. To nobody’s surprise it was found to be simply what it looked like: a box of crystals. Brock then went over Holden’s head to General Motors thinking that surely the mothership would hear him out. They didn’t. Still though, Brock rejected the perfectly reasonable findings that his box of crystals was useless. He even lied to Holden that when GM tested it, they thought it was brilliant and were considering making it a standard feature in all their cars. A quick phone called from Australia to America proved that to be false. As far as Brock was concerned, the Energy Polariser was so advanced, there wasn’t a way to properly test it. Holden were NOT happy at this point.
Brock though didn’t care. Even when the Australian Sceptic’s Society awarded him their ‘Bent Spoon Award’, he pushed on determinedly creating a road car that in his mind would be his and the HDT’s crowning glory: The Director.
All this culminated in February 1987.
The World Touring Car Championship that the HDT were going to take on? Nope. Brock pulled the pin leaving co-drivers Moffat and Harvey (who were both finalising sponsorship deals) out in the cold.
And then he really, really shot himself in the foot when he launched The Director. As an aside, The Director was one badass looking car. Based on the Holden VL Commodore with a low body kit and flared rear wing it still looks the goods today. But Holden took a dim view of it for two main reasons:
- It came with the Energy Polariser fitted as standard.
- It featured a new independent rear suspension system developed by the HDT that Holden hadn’t tested or approved.
Holden had asked for more time to evaluate the suspension, but Brock ignored them and refused to even allow Holden to test it. On top the Energy Polariser, it was the last straw.
At the launch of The Director Brock stood in front of The Director that sat on a rotating platform and said the words that put the final nail in the HDT’s coffin: “We have a motor car which you can probably see circulating behind me which is capable of gaining us some much-earned export dollars and Holden are trying to stop me and I’m a pretty determined sort of person and I’m pressing on. They said to me, if you Peter Brock announce this car at the end of this week, we will withdraw all support. Well, I’ve gone ahead, and I’ve announced it.”
After that, Holden were officially done. They terminated their partnership with the HDT. The dealers cut the support to the race team and the money dried up. The road car business was finished and the race team was decimated. Allan Moffat and John Harvey resigned.
Here's a news report that sums up the events: https://www.youtube.com/watch?v=ZZZpP4fbgeE&t=196s
Moffat summed it up best in his autobiography: “I have been through the corporate wringer myself. I have railed against bureaucracy and been frustrated by people who simply won’t be reasonable and do things my way. I have, in my view, been severely let down by people I’ve trusted-although possibly they don’t share that opinion. But if I’d been in a position where I had General Motors in my hip pocket, I would never, never, never have put myself above them. That’s not corporate cowardice; it’s just common sense.”
The HDT was done. Or was it? You see although Holden didn’t want a bar of Brock, his main sponsor Mobil reasoned that he was still the fan favourite and therefore, still money in the bank and agreed to sponsor what was left of the team. He just needed a bit of extra cash to keep him racing. And it came from an unlikely source.
He had three race cars left in his workshop. Two were for racing in Australia and the third was for the aborted World Touring Car campaign. Three men showed up to look at that car. They told Brock they represented a huge fan of his who wanted to own a bit of Brock history. They wrote a cheque for $125 000, gave it to Brock, put the car on their trailer and took it straight to the car’s new owner: Allan Moffat.
Moffat and John Harvey ended up doing what Brock was going to do: Have a crack at the World Championship. It was only a partial campaign on a shoestring budget, but they took a victory at Monza and an outstanding 4th outright at the Spa 24 Hour, driving as a two-man team when everyone else had 3. For me, as an Australian motorsport nutcase, this remains one of the biggest ‘what-ifs’. I mean just imagine if Brock pulled his head in and they had a proper well-financed crack at it. The HDT could have been world champions…
But that’s all hypotheticals. For 1987, Brock ran a much leaner operation. He had a quiet Australian championship. No wins and no podiums. He was even lapped in several races. He cut a dejected figure. And then…
He went out and won the Bathurst 1000.
Against the world’s best (Bathurst was part of the World Touring Car Championship), and in a shoestring budget sh*tbox of a car, he won the damn thing! (I’ve covered that race more thoroughly in a previous post here. Just check my profile for the “Nice wheel arches mate” story. Highly recommend, great read 😉)
After 1987 though, Brock really was in the wilderness. He spent 1988 in an uncompetitive BMW and 1989 & 1990 in a, wait for it, in a Ford. He did win a handful of races but was far from the force he once was. At the end of 1990 the team was officially closed down.
For 1991 Brock went back to Holden, albeit as a privateer, again with minimal success. For 1994 though, Holden took him back in a factory capacity. After the HDT was wound down, Holden backed a new factory squad run by the Tom Walkinshaw Racing empire, the Holden Racing Team. For 1994, the HRT reasoned that commercially, having the people’s champion and the money from Mobil that came with him was a good thing. Brock was back albeit just as a driver. He had no say in the running of the team. Still, he became more competitive again, but he never quite rediscovered his untouchable brilliance from the late 70’s and early 80’s. The younger generation was taking over. By the end of 1997, he retired from fulltime driving.
The problem for Brock, was that retirement didn’t suit him. He was restless and kept on having little comebacks. Some were successful, others less so. He also got right into tarmac rallying which would sadly be the death of him. Ask any Australian motor racing fan where they were and what they were doing on the 8th of September 2006, and they will be able to tell you. I know I can. Driving in a Targa Rally in Western Australia, Brock’s Daytona Coupe went driver’s door first into a thick gum tree. He was killed instantly. All of Australia went into mourning for the second time in just a couple of days. Steve Irwin had died earlier in the week. September ’06 sucked if you were Australian.
It's been over 15 years since Peter Brock died. Many books, documentaries and podcasts have been made about him. There’s no doubt that he was THE fan favourite of Australian motorsport and his legacy and success is still revered today. And yet, when you bring up February 1987 and the events leading up to it to a Brock-diehard even they’ll admit it wasn’t his finest hour. Good people sometimes make bad decisions.
To finish up, here’s an ironic twist to the story. Since Brock’s death, the value of the HDT road cars has spiked due to their heritage and rareness. But the most valuable of all? That would be The Director. Only 9 were made before the HDT road car division was shut down so their value has soared. Originally priced at $87 000 when launched in 1987, one of them sold at auction for well over $300 000 in 2010. The same car that brought the company down is now the most valuable car that it produced.
And yes, it came equipped with the Energy Polariser.