Articles by Rod Halligan

Designed at a time of great optimism in Japan, it is everything you would expect from a culture and company embarking on a plan to break onto the world stage. Without its own design heritage to draw on, Mazda looked to both the European and American styles of the period when developing their new showpiece car. The Cosmo successfully blended two very different design languages into one cohesive package and introduced a new unique style for upcoming Japanese designers to reference. With the front, Cosmo designer Heiji Kobayashi clearly looked to Ferrari and Jaguar for influence. The headlights are very similar to the E-Type Jag, while the bonnet and front fenders take cues from the Pinnifarina-designed Ferrari Superfast range that was the height of luxury and style in the sixties. The rear clearly used the America concept showcar styles and in particular the Ford Thunderbird. Mazda in the early 1960s was embarking on a transformation, and commencing a drive into the international market. Their philosophy was to differentiate themselves from the other emerging Japanese carmakers and they chose to do this by focusing on development of the Wankel rotary engine and affordable small performance cars, First introduced as a prototype at the 1964 Toyko Motorshow, a year before Toyota were to introduce their 2000GT, the Cosmo was unlike anything ever built by a Japanese car company. Mazda went on to build 80 pre-production prototypes for testing by Mazda engineers and dealers. The Cosmo was a halo car … it was not designed or built for the mass market.  With just 1519 hand-built between May 1967 and September 1972 -- at a rate of one a day -- the Cosmo Sport 110 is now a very rare and highly desirable collector’s car. The body is small and very low, and while the cockpit is tiny, the cabin’s large proportion of glass means it feels light and airy. At the time of its introduction it was very high-tech engineering, with the Wankel rotary redlining at 7000rpm -- motorcycle engine territory at the time. The underpinnings featured front disc brakes and De-dion rear suspension. While at its launch Mazda was not yet exporting cars to Europe (that move began in 1968) or America (commenced in 1970), two Series 1 and six Series 11 did make it to America as new cars, an unknown number to Europe and at least one came to Australia via a Japanese diplomat. American talk-show host and noted car collector and columnist, Jay Leno recognised the importance and styling uniqueness of the Cosmo and purchased one for his collection. It was his first Japanese car. In obtaining the car Leno beat Mazda USA to the punch as at the same time they were looking to purchase an example for marketing their heritage. Mazda USA eventually managed to obtain one and now use it for test drives by motoring journalists. While the chance of seeing one on the road is highly unlikely, the DNA of the Cosmo can clearly be seen in the current RX-8. And 45 years later, Mazda’s philosophy of differentiating themselves from other Japanese brands with iconic sportcars can only be deemed as a definite success. Unlike Toyota and Honda, Mazda’s current cars still reference their heritage and maintain a strong design language. Cosmo Sports Specifications Series 1           May 30, 1967 - July 1968Type designation - L10A  Engine Type - 0810343 made Series 2           July 13, 1968 - September 1972Type designation - L10B Engine Type - 08131176 made Price at introduction    1.48 million yen (=$US4100) 1968Engine  Wankel rotary configurationAlloy rotor housingsAlloy side housingsSide intake ports (2 per rotor)Peripheral exhaust portIntake   Zenith-Stromberg 4 barrelTwin DistributorTwo spark plugs per rotorTwin coilsCapacity           491cc x 2 rotor Length - 4140 Width - 1595 Height - 1165 mmWheelbase - 2200mmTop speed         200 km/h 0-100 km/h        8.8 seconds

The winners are undoubtedly the eight members of FOTA and especially the driving force behind the breakaway series – Ferrari.The big loser: Max Mosley, who has agreed to not stand for re-election and whose current duties will be taken on by Michael Boeri (current President of the FIA Senate). Flavio Briatore may also consider he has lost out to some degree, as he was considered a front runner to fulfil the role currently held by Bernie Ecclestone within the breakaway series. Ecclestone is undoubtedly relieved and would have played no small part in Mosley’s backdown.Mosley’s budget cap has been scrapped and the FOTA teams have now agreed to sign a new Concorde Agreement to the end of 2012.The proposed 2010 regulations have also been scrapped and the car will now use the existing regulations with some small changes to allow a move to cost-cutting of a much lesser degree.We will publish the full press details when they become available.Full list of Teams below – which now comprises 26 cars on the gridTEAM                        SCUDERIA FERRARI MARLBORO                     VODAFONE McLAREN MERCEDES     BMW SAUBER F1 TEAM                           RENAULT F1 TEAM                                       PANASONIC TOYOTA RACING                     SCUDERIA TORO ROSSO                              RED BULL RACING                                           AT&T WILLIAMS                                         FORCE INDIA F1 TEAM                            BRAWN GP FORMULA ONE TEAM            CAMPOS META TEAM                         MANOR GRAND PRIX                           TEAM US F1                                         

The Car The Ferrari 500 F2 is a small 4 cylinder Aurelio Lampredi-designed Grand Prix car. The 500 F2 helped establish Ferrari as the legendary marque they are now by winning 14 out of 15 Grand Prix across the 1952 and 1953 seasons. It is considered to be among the best Grand Prix cars of all time. After Alfa Romeo decided to no longer compete in the World Championship at the end of 1951, the FIA was left in the unfortunate position of having no real contender to Ferrari to contest the F1 Championship. Seeing that the season would end up a one horse race with small fields, the FIA changed the rules to that of the Formula 2 specification. While this opened up the competition to more teams and larger fields, Ferrari already had a car that met the new rules in this classification as well. With Alberto Ascari as the number one driver, Ferrari went on to win all seven races in the 1952 season (ex Indianapolis).  Ascari won six of those seven but  missed the season opening Swiss Grand Prix as he was racing a 375 Ferrari at the Indianapolis 500. The Swiss GP was won by Piero Tarruffi. The following year the dominance continued with Ferrari winning all but the last round Italian GP which was one by Fangio in a Maserati. In 1953 the 500 F2 also gave Mike Hawthorn his maiden win as well as the first win for British driver in the modern era. The Model Both Exoto and CMC currently have models of the 500 F2 on offer and both versions are superb models. The two manufacturers consistently deliver highly detailed and accurate replicas, however my personal preference in this instance runs to the Exoto version. To me, the detailing captures a realism that I don't see in the CMC version. The Exoto model is built from diecast, machined, pressed, stamped, molded and photo-etched metal parts. It also features braided metal, rubber hoses, wire mesh parts and velour covered seats. All parts are beautiful representations of the real thing. The level of detail in the engine bay and cockpit is superb. Even under very close macro photography, the cast and machined details stand up well and the nuts and screws do look over-sized or out of place. Exoto are working their way through all versions of the 500 F2, the number 10 car featured in our Gallery is the 1953 Argentinean GT winning Car driven by Alberto Ascari, while the number 30 is the Snub-Nosed 1952 Swiss GP winner driven by Piero Taruffi. Both are now un-available having been retired after sale of their limited production. There are numerous other versions still available though. These are superb models and highly recommended.

The first generation Monaro was Holden’s response to Ford’s 1967 Bathurst winning Falcon XR GT. These two cars can be credited with establishing the Australian Muscle Car genre as well as starting the Holden v Falcon racing rivalry that continues today. Named after the NSW Southern Tablelands region and in particular the Highway that runs to Cooma, the word Monaro is Aboriginal for "high plateau". The V8 version of the Monaro was Australia’s take on producing a ‘muscle ’ to its original American definition, ie; “a two-door rear wheel drive mid-size car with a large V8 and sold at an affordable price”. Later the Australian take on the muscle car genre brought in the four door sedan to the definition. Never has the adage "win on Sunday, sell on Monday" rung truer than during this period. The car you could buy in the showroom has never been closer than the version that was raced at Bathurst, (you can see in one of the Official Holden images in our gallery number plates on while racing at Bathurst). While Ford fans had bragging rights in 1967 with the GT’s Bathurst win, they were left having to defend the Falcon’s somewhat square design with the launch of the stunning and curvaceous Monaro coupe. The Monaro got the buying public excited and the motor press were equally impressed. Wheels awarded it Car of the Year for 1968. The significance of the Gen 1 Monaro can not be overstated. It was the first Holden V8, the first Holden Coupe and set Holden on its path as an exporter of motor vehicles. Completed cars and later components for assembly were exported to General Motors South Africa who sold the Monaro as the Chevrolet SS. Previous to the Monaro, Holden’s racing success was very limited. The only wins of significance were the 1958 Ampol trial and Bathurst race in Easter that year. The Monaro’s inaugural victory was at the Sandown 3 Hour in 1968 with the team of Tony Roberts and Bob Watson. This was soon followed by the win that started one of world motorsport’s most legendary pairings - Holden and Bathurst. The Monaro filled all podium positions at the Hardie Ferodo 500 in 1968 with Bruce McPhee/Barry Mulholland, Palmer/Phil West, Tony Roberts/Bob Watson respectively. Bathurst therefore gained immense significance for Ford and Holden as the record for the new V8 era stood at one victory each - the bragging rights and the potential resulting sales were of enormous importance for the two manufacturers. The implication of the success of ‘68 was not lost on Holden chief executive John Bagshaw who wanted to build a new factory team. During this period however, General Motors would not allow any of its divisions to directly enter motorsport. Bagshaw therefore developed the Holden Dealer Team ostensibly owned by Bagshaw poached Harry Firth, the Ford team manager and he in turn hired two young new talented drivers named Colin Bond and Peter Brock. As HDT was to enter both rally and circuit events, Bond was the new rally young gun who also doubled in the touring car events. Bond went on to win the 1969 event with Tony Roberts while Brock came in third with Des west. This was to be the last win for Holden for three years as Ford were developing the all-conquering GTHO for '70 and '71 and Firth went down a different road with the more nimble Torana XU-1. The two-year domination of the Monaro ended and development did not continue. The victories at Bathurst were not the only significant high profile outings for the Monaro. In Brisbane a teenage entrepreneur, Lloyd Robertson, was developing a small precision driving team with his mates using Volkswagen Beetles. The success of the initial outings prompted Robertson to take the team to the next level. He approached the Brisbane Holden dealer network for sponsorship and the use of Holden Monaros. The first gig was the Brisbane Royal Show and the professionalism of the team lead to further similar bookings. The Monaro Precision Driving Team was born. The next step in the successful venture was for Robertson to approach Holden directly. John Bagshaw came to the fore again and with factory backing this time the team became the Holden Precision Driving Team. Forty years on from the Bathurst victory the allure of the Monaro has not diminished and current values for genuine 1969 HT Monaro GTS 350 remain strong. Even the lowest spec in-line sixes are difficult to find as most are in the hands of enthusiasts for restoration and upgrading. Holden HK, HT, HG Monaro Engines - 1968–1971 L6 161 in³ (2.6 L) (base model) L6 186 in³ (3.0 L) (GTS with an up rated 186S only) V8 253 in³ (4.2 L) – GMH engine V8 307 in³ (5.0 L) – Chev engine V8 308 in³ (5.0 L) – GMH engine V8 327 in³ (5.3 L) 186 kW – Chev engine V8 350 in³ (5.7 L) 224 kW – Chev engine

After a lengthy meeting last night to discuss the FIA’s compromise offer, all eight teams comprising FOTA have voted to set up the new breakaway series that has been threatened for the past year.Ferrari, McLaren, Renault, BMW, Sauber, Toyota, Brawn, Red Bull and Scuderia Toro Rosso have decided they cannot accept the compromises offered by Max Mosley and are now preparing for the establishment of the breakaway series.The implications of this decision are obviously massive, the establishment of a new series is a substantial undertaking and the logistics of the current Formula 1 series is simply the largest for any sport in the world. FOTA now have to go from ground zero to that scale in far less than a year.After the recent announcement of the three new teams to enter the F1 Championship – Campos Grand Prix, Manor Grand Prix, Team US F1 -- it leaves just Williams and Force India as the established teams in F1.Williams use a Toyota-sourced engine and Force India the Mercedes unit. Depending on the individual contracts, these two teams may find they will need to move to the Cosworth unit that the new entries will be using.Lola recently also announced it had withdrawn its request for entry into the F1 series, and given that within the statement issued by FOTA after the meeting that they will actively encourage other teams, we may yet see Lola and Prodrive/Aston Martin racing against Ferrari in a Grand Prix series.Bernie Ecclestone has issued a warning saying that he will actively sue any breakaway series that tries to sign TV rights.The battles are about to commence… unfortunately for some time they will be fought in the courtroom.Official FOTA Press ReleaseDate:19 June, 2009FOTA UNITED ON THE FUTURE  Silverstone, 18 June 2009 - Since the formation of FOTA last September the teams have worked together and sought to engage the FIA and commercial rights holder, to develop and improve the sport.Unprecedented worldwide financial turmoil has inevitably placed great challenges before the F1 community.  FOTA is proud that it has achieved the most substantial measures to reduce costs in the history of our sport.   In particular the manufacturer teams have provided assistance to the independent teams, a number of which would probably not be in the sport today without the FOTA initiatives.  The FOTA teams have further agreed upon a substantial voluntary cost reduction that provides a sustainable model for the future.Following these efforts all the teams have confirmed to the FIA and the commercial rights holder that they are willing to commit until the end of 2012.   The FIA and the commercial rights holder have campaigned to divide FOTA.  The wishes of the majority of the teams are ignored. Furthermore, tens of millions of dollars have been withheld from many teams by the commercial rights holder, going back as far as 2006. Despite this and the uncompromising environment, FOTA has genuinely sought compromise.It has become clear however, that the teams cannot continue to compromise on the fundamental values of the sport and have declined to alter their original conditional entries to the 2010 World Championship.These teams therefore have no alternative other than to commence the preparation for a new Championship which reflects the values of its participants and partners.  This series will have transparent governance, one set of regulations, encourage more entrants and listen to the wishes of the fans, including offering lower prices for spectators worldwide,   partners and other important stakeholders.   The major drivers, stars, brands, sponsors, promoters and companies historically associated with the highest level of motorsport will all feature in this new series. 

At its launch in 1970, the original series 1 Celica set the standard for affordable sports coupes for the younger generation. Utilising an overall layout similar to the Alfa Romeo GTV, the Celica offered good performance with its lightweight design, front-engine rear-wheel drive layout and reliable in-line 4.cylinder engine While the packaging was borrowed from the Alfa, the styling was very much targeted at the American market. The pillarless hardtop coupe had styling cues from the Chevrolet Camaro, while the Liftback GT introduced in 1976 was often referred to as the Celica Mustang as it utilised many styling cues from the iconic Ford model. The Celica was first shown in October 1970 at the Tokyo Motor Show, and fast-tracked to the market by December. Public and press reception was very good and the Celica helped Toyota build a reputation as makers of affordable and practical cars that appealed to the enthusiast driver. This reputation continued through until 1986 when the most significant change in the seven generations of production occurred: the introduction of front wheel drive. However, the first generational change came in 1978 with the series 2. Gone was the pillarless hardtop — replaced with a solid b-pillar. The styling, while well-accepted for the period is not as timeless as the classic series 1. The Series 2 provided more power and better fuel economy and recieved several awards globally, including Motor Trend's "Import Car of the Year". Series 3 was introduced in 1982 with a very hard-edged styling. This model also saw the introduction of the first Celica turbo. The GT-T was a homologation special to meet the FISA regulation for Group B Rally for the World Rally Championship, 200 were built. The Celica went on to win the 1982 Rally of New Zealand and between 1983 and 1986 it won all six WRC events it entered in Africa. Introduced in 1986, Series 4 switched to a front-wheel drive layout and in doing so somewhat confused its target market. The Celica went from being clearly a car for the young or young at heart that required practicality while enjoying a stylish drive — to having no clear market focus. The styling left most people underwhelmed. The more performance oriented buyers continued to be catered for with the four wheel drive rally focused GT-Fours but these where limited production. The average enthusiast shied away from the new layout and the direction the styling department had taken, while the average performance enthusiast in Europe gravitated towards front-wheel drive. The Australian market has closer ties with the Americans who prefer the rear-wheel drive layout. Series 5 came in 1990 and Toyota introduced its new ‘organic’ styling. The flowing lines and rounded corners were said to introduce strength and structural integrity while keeping weight down. While the new organic style was copied by other manufacturers it polarised opinion here in Australia. The car however remained a moderate success and received good endorsement from the Australian motoring press. Series 6 was introduced in 1994 and was an evolution of the previous model. The organic design was further refined and incorporated into the headlight treatment. The GT-Four version of the sixth series introduced the most powerful variant produced, the 3S-GTE engine produced 178kW in its Australian configuration. The GT-Four continued a highly successfully rallying career and they are now a desirable collector’s model. Celica sales were lagging by the end of the millenium and Toyota introduced Project Genesis to try to attract the younger buyers back. The Celica was one of three Toyota models chosen for specialised targeted advertising, the other two were the MR2 and Echo. All three are now longer in production. The seventh series Celica introduced a mixture of flowing lines and hard edge creases, which again was an extreme re-direction in styling. During this period the ‘tuner’ enthusiast movement was in full swing and the Celica failed to capture a share of that lucrative market. Most of the available buyers headed to Nissan with their 200SX - a rear wheel drive platform. Production of the Celica ceased in 2005. But enthusiasts still hold out hope for a return - potentially with the often vaunted partnership with Subaru to develop a new rear wheel drive platform. All seven series present a good option for budget conscious buyers - many have been well-maintained as the Celica has attracted a keen brand loyalty. Poorly-maintained cars in general should be avoided unless you are looking for a cheap project car.   Series One: A20/35 Series - 1970-1977 Body Types notchback coupe 2-door hardtop Layout Front engine - Rear drive Engines 1.4 L T I4 1.6 L 2T I4 1.9 L 8R I4 2.0 L 18R I4 2.2 L 20R I4 Transmissions 4-speed W40 manual 5-speed W50 manual 3-speed A40 automatic Length: 4171 mm Width: 1600 mm Curb weight: 890 kg Early Coupe 1166 kg - Liftback   Series 2: A40 Series - 1978-1981 Body types 3-door liftback 2-door coupe Layout Front engine - Rear drive Engines 2.2 L I4 20R 2.4 L I4 22R 1.6 L I4 1.8 L I4 2.0 L I4 Transmissions 3 speed A40 automatic ('78-'80) 4-speed A40D automatic ('81) 5 speed W50 manual   Series 3: A60 Series - 1982-1985 Body types 3-door liftback 2-door coupe Layout Front engine - Rear drive Engines 1.9 L I4 21R 2.4 L I4 22R 2.4 L I4 22RE 2.0 L I4 1.6 L I4 1.8 L I4 Transmissions 4-speed A40D automatic 5 speed W58 manual   Series 4: T160 Series - 1985-1989 Body types 3-door liftback 2-door coupe Layout Front engine, Front Wheel Drive / 4WD Platform: T160 Engines 1.6 L I4 4A-GE 1.8 L I4 4S-Fi 2.0L I4 2S-FE (1986 only) 2.0 L I4 3S-FE 2.0 L I4 3S-GE 2.0 L turbo I4 3S-GTE Transmissions 4-speed automatic 5-speed manual Wheelbase: 99.4 in (2525 mm) Length: 4409 mm coupe - 4366 mm liftback Width: 1709 mm Height: 1265 mm   Series 5: T180 Series - 1990-1993 Layout Front engine, Front Wheel Drive / 4WD Engines 1.6 L 4A-FE I4 2.0 L 3S-FE & 3S-GE I4 2.0 L turbo 3S-GTE I4 2.2 L 5S-FE I4 Transmissions 4-speed automatic 5-speed manual Length Coupe: 4470 mm Normal body Liftback: 4409 mm Wide body Liftback: 4420 mm Width 1990 ST Coupe:1689 mm 1991-93 Coupe, normal body Liftback: 1704 mm Wide body Liftback: 1745 mm Height Liftback FF: 1280 mm Coupe, Liftback 4WD: 1285 mm   Seriess 6: T200 Series - 1994-1999 Body types 3-door liftback 2-door notchback - coupé Layout Front engine, Front Wheel Drive / 4WD Engines 1.8 L 7A-FE I4 2.0 L 3S-FE & 3S-GE I4 2.0 L turbo 3S-GTE I4 2.2 L 5S-FE I4 Transmissions 4-speed automatic 5-speed manual Wheelbase: 2537 mm Length: Coupe 4496 mm Liftback: 4425 mm Width: 1750 mm Height 1295 mm Liftback: 1290 mm   Series 7: T230 series - 2000-2005 Body styles 3-door liftback Front engine, Front Wheel Drive Engines 1.8 L 1ZZ-FE I4 1.8 L 2ZZ-GE I4 Transmissions 4-speed automatic 5-speed manual 6-speed manual Wheelbase 2601 mm Length: 4331 mm Width: 1735 mm Height: 1306 mm  

The Model B Ford came into existence in 1932 as the successor to the Model A. It was a time of simple product names and lines. Even though the production run only lasted three years the model was an enormous success.While most Bs used an upgraded four-cylinder engine from the Model A., 1932 was also the year Ford introduced the equally iconic Flathead V8. Ford placed the flathead in the B and called it the Model 18. The 18 model number referred to the first V8. Today the 18 is simply referred to as the Ford V8.The 1932 Model B featured a very upright rounded rectangular grille and along with the ’34 developed a life that has become almost immortal. The ’32 Coupe is often referred to as the Duece Coupe (the Deuce making reference to the 2 in 32) and has been popularised in song and film – the most notable being George Lucas’ American Graffiti.1933 saw a major revision to the Model B with a 153 mm stretch to the wheelbase and a new racked grille, which is the most distinguishing feature between the ’32 and ’34.The only visual difference between a basic ’33 and ’34 is the set of upright louvres on the bonnet of the ’34, however it is the ’34 that has the more revered name in rodding circles and popular culture. The ’34 also received an uprated V8 with 63 kW of power.The B was built with a wide range of body styles including;2 door sedans,4 door sedans2 door roadster2 door cabriolet4 door phaeton4 door '”Woodie" station wagon2 door Victoria,two door Sedan Deliveries,2 door 5-window2 door 3-window Deluxe CoupeAround 4.3 million Model Bs’ were produced – a substantial number even by todays’ standards. The success of the design and the popularity of the ’34 in the rodding community has spawned a substantial industry in fiberglass and even full steel reproductions.Post-WW2 saw a certain period of rebellion and the availability of old cars such as the Model B spawned a new culture known as hot rodders. The rodding culture has never died and indeed has now moved quite mainstream. Recently hot rods were featured at the Pebble Beach Concourse d’Elegance.Hot rodding has gone through many phases and has numerous sub-categories such as Pro Street, Show, Trad, Hi-boys, Lo-boys and the currently popular Rat Rods – a return to the rebellious past. It probably won’t be long before we start to see hybrid hot rods as the very nature of rodding is about personailsation, re-use and technology.Throughout all the phases of rodding the ’34 stands alongside the 32’ and T as the all-time favorites.Check out our extensive gallery of original and custom ’34 images.

BMW is currently experiencing a great deal of success with their current roadster, the second generation Z4.

The first series Mazda RX-7 was a milestone car for both Mazda and the general car buying public. Launched in 1978 it was a key car in changing the public’s perception of Japanese car manufacturers from builders of cheap bargain boxes to builders of quality affordable and accessible performance cars for the everyman. For Mazda it basically saved them. Before the RX-7, Mazda were having a difficult time in the American market as their whole strategy was tied to the Wankel rotary engine _ which had built a reputation for a poor fuel economy to power ratio. Fuel economy was coming to the fore as a priority for the buying public. The early 70s was a time of OPEC-introduced fuel shortages and the start of stringent emission controls. Mazda required a breakthrough car, and with the RX-7 they got it 100 per cent right. It was a significant hit in both the American and Australian markets. Leading motoring journalists were unanimous in their praise for the revolutionary sportscar. The RX-7 won numerous awards and was named by Road and Track magazine in their 10 Best Cars for a Changed World and 10 Best Cars of the 80s lists. It also made Car and Driver’s list of Top 10 cars five times. RX-7 development commenced in 1975 at the instruction of Mazda board member Sinpei Hanoka. The brief was for a small lightweight two-seater sportscar with a chassis specifically designed around the compact Wankel engine. This project would be Mazda’s third attempt at a halo sportscar. The first was the Cosmo, was a limited production hand built classic. The second was a failed attempt to build a two-seater from a shared sedan chassis, a project that was abandoned in 1973.In March 1978 the production RX-7 was introduced to the international motoring press at Hiroshama, Japan. It was a hit and press coverage was full of praise for Mazda. The advance press and excellent coverage in Australian magazines converted into sales for Mazda here. Australian, along with America, seemed to like everything about the car. Curiously, it was not as successful in England or the rest of Europe. Drivers loved its road manners and performance. Handling was universally praised and few significant problems were ever reported. In September 1982, Road and Track surveyed 200 owners and their summation was “when it comes to performance, handling and reliability, the RX7 offers more fun per dollar than any other sportscar”. The same holds true today, with current market prices between $5,000-15, 000. The RX-7 also had a very successful race career here with Allan Moffat.  In 1982 he won the Lakeside and Surfers Paradise rounds of the Australian Endurance Championship. In 1983 he won the Calder Park, Wanneroo, Surfers and Oran Park to take the Championship. He also won the Sandown 500 race and got two thirds and a second in the Bathurst 1000 between 1982 and 1984.Mazda RX-7 1st Generation Built: 1979 to 1985No. Built: 471,018Series 1 – 1979-80 Series 2 – 1981-83Series 3 – 1984-85Engine: 12a - 1.1L, 2 rotor 109 kW naturally aspirated Transmission(s): 4-speed automatic, 5-speed manualDimensionsWheelbase: 2420 mmLength: 4285 mmWidth: 1689 mmHeight: 1260 mmCurb weight: 1,191 kg - 1,393 kgFuel consumption (city) - 13 km/litreFuel consumption (highway) - 8 km/litre

All manufacturers have their ‘foundation’ or defining cars that establish the overall personae of a company and their focus on a particular segment. The 121 is the car that established Mazda globally as a leading player in the small or sub-compact segment. Previous to the 121, Mazda's small cars were rear-wheel drives such as the 1300 and RX-3, both of which had quite a sporty feel and were not as targeted at the mainstream buyer. The introduction of the 121 came at a time when Mazda split their small car range in two, essentially providing a sub-compact hatch with the 121 and a compact hatch and later a sedan, with the 323. Both have been very successful for Mazda with the 121 evolving into the current Mazda2 and the 323 into the Mazda3. The 121 was a result of Ford asking Mazda to design a new small car shared platform to be marketed by Ford as the Festiva (Fiesta in some markets) and the 121 by Mazda. The original 121, built between 1987 and 1990 was a very boxy utilitarian version of the Festiva and is quite a forgettable car. The second series however, affectionately known to some as ‘the bubble’ was somewhat ahead of its time with its attention grabbing styling and bold colours. It has a cuteness that every so often another manufacturer will introduce into their model line, the most recent example being the current Nissan Micra. While reviews of the design initially split opinions, as is the case with good design, it grew on the vast majority of buyers. And what was hidden under the bubble was a very practical package. The tall roof, door and boot lines offered a great deal of internal space. Boot capacity especially was amazing for the emerging sub-compact class. For such a small car the long wheelbase and very limited front and rear overhang delivered very good road handling, in many ways the layout of the New Mini has replicated that of the 121. From 1996 the third generation 121 was introduced with a return to the previous boxy utilitarian style. It was marketed here in Australia as the 121 Metro with the most popular version being the ‘Shades’. While it was a sales success in Japan, here in Australia many buyers and journalists saw the new design as a step in the wrong direction. Local sales slumped and Mazda did not recover in this segment until 2002 with the introduction of the Mazda2. While now 15-20 years old, a good example of 121 Bubble still represents a good purchase for the cost-conscious and first-time buyer. Mazda has always been renowned for build quality and safety and a well maintained and regularly serviced example delivers an economy rate not too far off current comparable vehicles. Mazda 121 - Sub Compact 1987 - 2002 First Series - 121 Production 1987–1990 Class subcompact car Body style(s) 5-door Hatch Engine: * Inline 4-cylinders, SOHC 16V, SPFI, 1323 cc * Power 54 kW/5600 rpm * Torque 103 N•m /3600 rpm Dimension: * Length: 3475 mm * Width: 1655 mm * Height: 1450 mm * Wheelbase: 2295 mm Fuel consumption (city) 7.4 km/litre Fuel consumption (highway) 5.4 km/litre Second Series 121 (Bubble) Production 1990–1998 Class subcompact car Body style(s) 4-door sedan Engine: Inline 4-cylinders, SOHC 16V, SPFI * 1.3 L B3-ME I4 - 54 kW /5600 rpm - 103 N•m; /3600 rpm * 1.5 L B5-ME I4 - 74 kw - 127 N•m Dimension: * * Length: 3800 mm * * Width: 1655 mm * * Height: 1470 mm * * Wheelbase: 2390 mm Fuel consumption (city) 7.2 km/litre Fuel consumption (highway) 5.4 km/litre Third Series - 121 Metro Production 1998–2002 Class subcompact car Body style 5-door Hatch Engines: * 1.3 L B3E I4, 61 kW / 108 N•m * 1.5 L B5E I4, 74 kw 127 N•m Dimension: * Length: 3800 mm * Width: 1670 mm * Height: 1500 mm * Wheelbase: 2390 mm Fuel consumption (city) - 8 km/litre Fuel consumption (highway) - 6.4 km/litre