Holden Dealer Team
| Company type | Semi-official racing team |
|---|---|
| Industry | Motorsport, automobile manufacturing |
| Founded | 1969 |
| Founder | John Bagshaw (executive), Harry Firth (team manager) |
| Defunct | 1986 (as Holden racing team) |
| Fate | Transitioned to official BMW factory racing team in 1988; HDT Special Vehicles continued under new ownerships |
| Headquarters | Australia |
Area served | Australia |
Key people | Harry Firth (team manager), Peter Brock (driver and later leader), John Sheppard (team manager) |
| Products | Racing cars, modified road vehicles based on Holden Commodores and other models (HDT Special Vehicles) |
Holden Dealer Team (HDT) served as the semi-official racing outfit for Holden from 1969 through to the 1986 season. The team mainly competed in Australian Touring Car competitions, while also participating in rallying, rallycross, and the Sports Sedan circuit during the 1970s. Beginning in 1980, with Peter Brock at the helm, HDT broadened its scope by manufacturing specially modified road vehicles based on Commodores and other Holden models, distributing these through select dealerships under the HDT Special Vehicles brand.
Following the termination of Holden’s relationship with Brock’s enterprises in February 1987, the team transitioned into the official factory BMW racing squad for the 1988 season, campaigning M3 models. Later that year, Brock divested from HDT Special Vehicles, which has since continued under successive ownerships to produce enhanced Holden automobiles.
The Early Period
In the late 1960s, Holden intensified its motorsport engagement by establishing a team in 1969 aimed at competing in both Touring Car and Rally disciplines. Due to General Motors’ global prohibition on officially sanctioned factory racing entries, Holden circumvented this restriction by creating the ‘Holden Dealer Team,’ nominally owned by dealers but covertly financed by Holden. Executive John Bagshaw orchestrated this discreet funding arrangement, while former Ford Works Team manager Harry Firth was appointed to oversee team operations.
HDT made its competitive debut at the 1969 Sandown 3 Hour, entering a single Holden Monaro GTS350 driven by Kevin Bartlett and Spencer Martin. Although their race ended prematurely due to brake failure and fire, this marked the team’s first foray into competition. At the 1969 Hardie-Ferodo 500, Firth entered six drivers including emerging talents such as Colin Bond and Peter Brock, who would become pivotal figures within HDT. The trio of HT Monaro GTS350 vehicles achieved first and third places overall, with Bond and co-driver Tony Roberts taking victory and Brock finishing third.
As a response to rival Ford’s formidable V8 Falcon GTHO Phase I, HDT redirected its efforts in 1970 toward smaller, more nimble cars based on the six-cylinder Torana. The LC Torana GTR XU-1 proved competitive against Ford’s Falcons across most circuits but was disadvantaged on Bathurst’s lengthy straights where Ford’s Allan Moffat dominated in 1970 and 1971. Nonetheless, during the wet conditions of the 1972 Bathurst race, HDT disrupted Ford’s supremacy when Peter Brock earned his first of nine Bathurst victories driving an LJ Torana GTR XU-1 solo.
Under Firth’s guidance, HDT developed some of Holden’s most successful racing machines. Notably, Brock secured a Bathurst win in 1975 piloting the No. 05 Holden L34—widely regarded as HDT’s fastest Holden ever produced. That year, the L34 model claimed first through third positions and dominated again in 1976 by occupying seven of the top spots. The subsequent A9X model incorporated the L34 engine to maintain competitive performance alongside HDT Commodores. Firth’s emphasis on high-performance smaller engines influenced Holden’s transition from heavier Kingswood models to more agile Torana-derived Commodores throughout the 1980s.
Rallying and Rallycross
Holden began its involvement in rallying during the early 1960s, centralizing its motorsport activities under Harry Firth and the Holden Dealer Team (HDT) by 1969. The team made its initial appearance with Firth behind the wheel of an HT Monaro GTS 253 rally car. After stepping back from active driving, Firth handed over driving responsibilities to Barry Ferguson. Experienced rally drivers Colin Bond and Tony Roberts also joined the squad.
In 1970, Bond competed using a Monaro GTS 350, while Ferguson and Roberts piloted Torana GTRs. Colin Bond, alongside George Shepheard, claimed three Australian Rally Championships (1971, 1972, 1974) driving LC and LJ Torana GTR XU-1 models. Meanwhile, teammates Peter Lang and Warwick Smith secured the championship in 1973, resulting in four consecutive titles for HDT. Peter Brock achieved notable success in Rallycross with the supercharged LC Torana GTR nicknamed "The Beast," dominating tracks such as Calder Park and Catalina Park. Larry Perkins also earned accolades competing in Rallycross for HDT.
LJ Torana GTR XU-1 V8
In 1972, Harry Firth engineered a V8 variant of the LJ Torana GTR XU-1 to challenge Ford's XA Falcon GT-HO Phase IV and Chrysler's anticipated 340 cui V8 Charger at Bathurst. The initial engine was a 253 cui (4.2L) small block V8, which was later upgraded to a 308 cui (5.0L). Although constructed according to Series Production regulations, Firth had Colin Bond enter it disguised as a Sports Sedan at the 1972 Easter ATCC held at Bathurst. Bond won decisively with lap times significantly quicker than those recorded by the six-cylinder version. Production halted following the 1972 "Supercar scare."
Opinions on the handling of the V8 XU-1 varied: Firth maintained it outperformed the six-cylinder model in terms of handling, whereas Ford's Howard Marsden and racer Peter Brock contended that the additional weight and torque caused considerable handling and braking challenges. Brock pointed out that the chassis was not engineered to withstand the torque of the V8, as evidenced by windscreen cracking during testing.
All four prototypes of the V8 XU-1 were destroyed by Holden to recoup development expenses. It is reported that Firth personally incurred losses of about A$55,000, with most of the development costs absorbed by HDT.
LH Torana SL/R 5000 L34 and LX Torana A9X
In 1974, Holden preserved V8 eligibility in racing through the introduction of the larger and more powerful LH Torana SL/R 5000. Peter Brock dominated that year's Australian Touring Car Championship (ATCC), competing in both an LJ-series GTR XU-1 and the new LH-series SL/R 5000. Despite encountering engine reliability issues with the L34 variant at events like the Sandown 250 and Bathurst 1000, Holden—led by the Dealer Team—secured the 1974 Australian Manufacturers' Championship after Colin Bond won multiple rounds including Adelaide, Surfers Paradise, and Phillip Island.
That same year marked future Ford rival Dick Johnson’s only HDT appearance, driving an LJ GTR XU-1 at Surfers Paradise where he finished third behind Brock and Bob Morris.
At season’s conclusion, Brock departed from HDT while Colin Bond continued as the sole circuit driver. The homologation of the L34 in 1975 addressed V8 oil surge problems, allowing Bond to capture the Australian Touring Car Championship while also competing in rally events with the LH Torana SL/R 5000 L34. Nevertheless, axle failures remained a persistent issue requiring careful management from drivers such as Bond, Brock, Morris, and Allan Grice.
HDT expanded its lineup to two cars in 1976 by adding South Australian Formula 5000 competitor Johnnie Walker, who was subsequently replaced by former speedway and open-wheel racer John Harvey. Harvey remained with HDT until its separation from Holden in 1987. In 1977, Colin Bond transitioned to Allan Moffat’s semi-factory Moffat Ford Dealers team, finishing runner-up in both the ATCC and Bathurst races. John Harvey then became HDT’s lead driver alongside newcomer Queenslander Charlie O'Brien.
The LX Torana debuted in 1977 featuring the A9X performance package which succeeded the L34 option. Offered as either a four-door "SL/R 5000" sedan or a two-door "SS 5.0" hatchback, the A9X included a rear-facing bonnet scoop that improved engine cooling and increased horsepower output. Early teething problems limited HDT’s competitiveness against Moffat Ford Dealers who secured both that year’s ATCC title and Bathurst victory. Nonetheless, Peter Brock’s privately entered A9X hatchback triumphed at the Hang Ten 400 held at Sandown Park.
After eight years managing HDT and a racing career spanning nearly three decades—beginning with preparing Frank Pratt’s victorious BMW 328 for the 1948 Australian Grand Prix—Harry Firth retired at age 59 in 1977. Disappointed by Holden’s lack of appreciation for his touring car contributions, Firth later served as chief CAMS scrutineer for touring cars from 1978 to 1981 alongside Frank Lowndes.
Sports Sedans
In 1973, the Holden Dealer Team (HDT) introduced a Sports Sedan that combined a Repco Holden Formula 5000 engine with a Holden LJ Torana chassis, piloted by Colin Bond and Peter Brock. By 1976, Bond and his crew developed a lightweight LH Torana Sports Sedan equipped with a Formula 5000-derived Repco-Holden V8 for the first-ever Australian Sports Sedan Championship. Regulations restricted the Torana to a 5.0 L engine, matching the largest capacity available in its production version, while rivals such as Ian Geoghegan and Bob Jane utilized engines up to 6.0 L. Despite this horsepower limitation, Bond’s Torana secured pole position at Sandown and achieved third place in key races, ultimately finishing tied for sixth overall in the championship.
Following Bond’s move to Allan Moffat Racing at the close of 1976, the Torana was transferred to Melbourne under the stewardship of driver and engineer Ron Harrop. Harrop modernized and repainted the vehicle to reflect HDT’s touring car livery. He campaigned the car throughout 1977 and 1978, with Peter Brock making its final HDT appearance at Calder Park mid-1978 before it was sold off.
Subsequently, Casino-based racer Geoff Russell campaigned the Torana in the Australian Sports Sedan Championship and at Sydney's Amaroo Park events. The car later came into the possession of Sydney racer Des Wall until his passing. As of 2015, his son, racer David Wall (racing driver), has restored the vehicle, preserving its 1977 specifications and original color scheme.
John Sheppard takes over
Upon Firth’s retirement, John Sheppard assumed the role of HDT team manager and promptly succeeded in bringing Peter Brock back to the outfit. Holden had attempted to rehire Brock in 1976; however, Firth blocked this due to disagreements over compensation. Sheppard’s move proved astute as Brock dominated the 1978 season, becoming the first driver to secure the ‘triple crown’ by winning the Touring Car Championship, the Hang Ten 400, and the Hardie-Ferodo 1000 at Bathurst (shared with Jim Richards). Brock began that year driving the team’s 4-Door A9X before transitioning to a newly introduced hatchback Torana.
Shortly after Sheppard took command in 1978, HDT faced challenges rebuilding their A9X Toranas when CAMS chief scrutineer Harry Firth declined to approve them for competition. Despite no changes in regulations and these vehicles being constructed under his previous leadership, Firth cited non-compliance issues.
In 1979, Brock narrowly missed winning the Australian Touring Car Championship, finishing behind privateer Torana driver Bob Morris. Nevertheless, he dominated the Hardie-Ferodo 1000, securing pole position and leading every lap alongside Richards. Brock set a lap record on the final circuit that remained unbroken until 1982 and won by an impressive six-lap margin. His qualifying time was nearly two seconds faster than Morris’s best effort.
Prior to Bathurst that year, HDT entered three Commodore vehicles in the grueling 20,000 km Repco Round Australia Trial. They competed with VB Commodores powered by the lighter 3.3L six-cylinder Holden Red engine. The team achieved a clean sweep by finishing first, second, and third. Brock, co-driven by Matt Phillip and Noel Richards, claimed overall victory. He regarded this triumph as a career highlight, underscoring the Commodore’s durability over demanding terrain despite widespread skepticism from industry experts and media commentators.
The Brock period
By 1980, Holden, despite earlier achievements, decided to withdraw from the Dealer Team, convinced that Ford’s exit from touring car racing in 1978 diminished the value of competing against independent Holden squads. As a result, the team was offered for sale. John Sheppard stepped down as team manager, and Vin Kean acquired and funded the operation. Kean mobilized support from Holden dealers, particularly leveraging his Adelaide connections, aiming to capture the market for high-performance Commodores. At Richmond Road in Adelaide, he developed a distinct range of modified Commodores distributed through 54 dealers who also contributed to financing the project (refer to HDT Special Vehicles). This marked the first occasion where the team genuinely functioned as a 'Dealer Team' rather than a manufacturer-backed entity. Kean oversaw both the racing outfit and Special Vehicles division, appointing Peter Brock as lead driver and John Harvey as workshop manager for Special Vehicles. Key sponsors such as Marlboro, Castrol, AC Plugs & Filters, Bridgestone, and TAA Airlines continued their support. Although initially lacking a primary sponsor at the 1980 ATCC opener at Symmons Plains, Brock’s commanding pole position and victory secured Philip Morris’ commitment to Marlboro sponsorship.
Despite organizational shifts, HDT maintained strong competitiveness throughout 1980. Brock achieved his second and ultimate 'triple crown.' The covert development of the VB Commodore in late 1979 provided HDT with an early edge under new CAMS engine emission regulations that sidelined Toranas and Falcons or forced them into less competitive setups. The new Commodore and Ford XD Falcon remained eligible alongside rising contenders such as the European-styled Falcon and Chevrolet Camaro Z28 equipped with a robust 5.7-litre V8. At Bathurst, Brock qualified third behind Kevin Bartlett’s Camaro and Dick Johnson’s Falcon—the only occasion that year when the No. 05 Commodore did not secure pole position. Following an early collision with an Isuzu Gemini that necessitated a pit stop and cost him a lap, Brock recovered after Johnson retired due to rock damage. Partnered with co-driver Jim Richards, Brock fought back to claim their third consecutive Bathurst victory (Brock’s fifth overall). Meanwhile, teammates John Harvey and Ron Harrop retired because of engine failure.
Although unable to add another Touring Car Championship title, HDT sustained its dominance at Bathurst during the early 1980s. In 1982, Brock triumphed alongside Larry Perkins—who had previously worked as a mechanic/driver in Europe before returning in 1977—and was hired to prepare vehicles and co-drive endurance races. The team secured another win in 1983 amid controversy: after Brock’s pole-winning car suffered early engine failure, both he and Perkins switched into John Harvey’s vehicle (leaving Phil Brock without a drive), ultimately winning in the prior year’s VH Commodore SS. This was the first time a victory was achieved through cross-entering drivers under rules allowing such transfers. In 1984—the final season under CAMS Group C regulations—Brock and Perkins earned their third straight Bathurst win; teammates John Harvey and newcomer David Parsons finished second.
In 1984, HDT expanded its international presence when members including Brock and Perkins entered the 24 Hours of Le Mans with a Porsche 956B provided by former Bathurst winner John Fitzpatrick and sponsored by tyre entrepreneur Bob Jane under "Team Australia." They also competed in Silverstone's 1000 km race but finished near last due to early mechanical problems. Perkins qualified 15th at Le Mans; European media regarded him as lead driver given his Formula One experience, while Brock was perceived primarily as an Australian saloon car racer. The team climbed to fifth place before losing over 45 minutes repairing damage from a lost wheel during Brock’s stint. The race ended prematurely when Perkins crashed after contact with another Porsche 956 while attempting recovery.
After returning from Le Mans, HDT constructed two new VK Commodores for the Australian Endurance Championship and Group C support race at the Australian Grand Prix held at Calder Park. Featuring Marlboro's distinctive "day-glo" livery—modeled after a rival Porsche scheme observed by Brock at Silverstone—these cars were considered HDT’s most visually striking Commodores. Brock’s No. 05 vehicle won three of four entered events: the Castrol 500 at Sandown, James Hardie 1000, and Motorcraft 300 at Surfers Paradise.
Contrary to claims of an undefeated run in the No. 05 VK Commodore, Brock finished second once—to George Fury’s factory-backed Nissan Bluebird Turbo—in the Group C support race at Calder Park during the 1984 Australian Grand Prix.[1][2]
Group A
In 1985, Australian touring car racing transitioned to the FIA International Group A regulations, replacing the earlier Group C rules. This change diminished the Holden Commodores' ability to compete effectively against imported contenders such as Nissan, Volvo, BMW, and Jaguar. That same year, the team's sponsorship shifted from Marlboro to Mobil, driven by financial considerations and the rising anti-smoking sentiment in Australia.
The 1985 season started with underprepared Group A Commodores at the Wellington 500 and Pukekohe 500 events in New Zealand, where both Brock and Perkins faced difficulties. Brock's only victory came during Round 2 of the 1985 ATCC at Sandown. At the 1985 Bathurst 1000, Brock was close to securing a podium finish but retired due to a broken timing chain, a known issue that was rectified in the updated 1986 model.
By 1986, the homologated SS Group A variant demonstrated improved competitiveness. Brock recruited rival driver Allan Moffat, and the team participated internationally in the FIA Touring Car Championship; however, limited regulatory enforcement in Europe hindered their success. Notable achievements included sharing victory of the Kings Cup at the Spa 24 Hours and achieving top-five placements at Donington Park and Hockenheim.
On home soil, Brock was the highest-placed Commodore driver in the 1986 ATCC, finishing fourth overall with his sole win at Surfers Paradise. In endurance races, Brock and Moffat entered as strong contenders but ended up fourth at Sandown due to minor setbacks and fifth at Bathurst following a crash and mechanical problems. The team's second car, piloted by John Harvey and Neal Lowe, secured second place at Bathurst behind another Commodore prepared by Les Small.
In 1987, disagreements between Brock and Holden regarding the 'Energy Polarizer' resulted in Moffat and Harvey leaving the team. HDT's international efforts were curtailed, and their ATCC results declined. During the 1987 Bathurst 1000, which formed part of the World Touring Car Championship, turbocharged Ford Sierra RS500s dominated proceedings. Brock's primary car retired early; nevertheless, he co-drove a second vehicle to finish third. After disqualifications of several Sierras for illegal body modifications, Brock's team was declared victorious, marking his ninth Bathurst triumph.
Following the withdrawal of Holden's support, Alan Gow led the team with Mobil sponsorship to acquire assets from Frank Gardner’s defunct JPS Team BMW, establishing BMW Australia’s official racing outfit. Despite this transition, by 1988 the naturally aspirated BMW M3 was outmatched by turbocharged Ford Sierras in shorter ATCC rounds. Nonetheless, Brock alongside Jim Richards claimed victory in the 1988 Pepsi 250 at Oran Park.
At endurance events Sandown and Bathurst in 1988, BMW M3s struggled against both Sierras and emerging competitors like the Holden VL Commodore SS Group A SV and Nissan Skyline HR31 GTS-R turbo. Mechanical failures affected both cars during Bathurst. Brock concluded 1988 with a fourth-place finish in the Group A support race at the Australian Grand Prix.
To maintain competitiveness in 1989, Brock switched to Ford Sierra RS500s sourced from English specialist Andy Rouse. Budget limitations led to a merger with Miedecke Motorsport in 1990. Among their successes were Brock’s first ATCC race win since 1986 at Oran Park—finishing third overall—and securing pole position for Bathurst in 1989; however, mechanical issues forced retirement during that race.
In New Zealand’s Nissan-Mobil 500 Series, Brock teamed with Paul Radisich to win driving a Sierra. At support races for the 1989 Australian Grand Prix, Brock earned pole positions but finished second and fifth due to tyre complications.
The 1990 ATCC featured strong performances despite setbacks such as Andrew Miedecke’s crash. Brock won Round 7 at Wanneroo and placed second overall behind Jim Richards piloting a new twin-turbo Nissan GT-R. Although possessing competitive pace, poor race starts hindered his championship prospects.
With Andy Rouse moving to Toyota in 1991, Brock encountered difficulties sustaining Sierra competitiveness independently. Consequently, he closed his team at the end of 1990 and transferred his sponsorship to Perkins Engineering to compete with a Holden VN Commodore SS Group A SV.
HDT Special Vehicles
During the early to mid-1980s, HDT Special Vehicles, under the leadership of Peter Brock, crafted enhanced versions of the VC, VH, VK, and VL series, alongside the WB Statesman. These included "homologation specials" tailored for Group C and Group A motorsport categories, which swiftly developed a dedicated fanbase. Production was limited to just 4,246 units, each bearing a unique serial number.
The collaboration between HDT and Holden concluded in 1987 following Brock’s introduction of the contentious "Energy Polarizer," a device purporting to boost vehicle performance through "molecular alignment." This concept was widely rejected by Holden and industry experts as lacking scientific credibility. The VL-based "Director" model integrated the Polarizer along with an independent rear suspension system designed without Holden’s consent. Brock declined to submit this model for Holden’s validation, prompting the manufacturer to terminate their partnership and invalidate warranties on vehicles modified by HDT.
Brock later claimed that Holden aimed to dissolve their alliance to establish its own factory-supported performance division and felt threatened by HDT’s achievements despite having fewer resources than General Motors. In reaction, Brock joined forces with British outfit Tom Walkinshaw Racing (TWR) in 1987 to launch Holden Special Vehicles (HSV), which has since produced factory-endorsed modified Commodores for both road use and racing homologation purposes.
Due to their limited numbers and historical significance, HDT Commodores from the Brock era are highly prized within Australian automotive culture and have become sought-after collectibles. After Brock’s passing in 2006, demand intensified; for example, a Polarizer-fitted HDT Director was anticipated to command over at auction in 2010—far exceeding its initial retail price.
Since May 2007, ownership of HDT Special Vehicles has been held by Peter Champion, a close collaborator of Brock, who revived production of high-performance models. Across Australia, enthusiast communities regularly organize events dedicated to showcasing HDT automobiles.
Brock era cars
Throughout the 1980s under Peter Brock’s guidance, HDT manufactured a variety of performance-oriented vehicles, predominantly Commodore sedans equipped with diverse V8 engines and Nissan six-cylinder powerplants. Notable models included:
- VC COMMODORE HDT – powered by a 5.0-litre V8
- VH COMMODORE SLE TOP 30 – featuring a 5.0-litre V8
- VH COMMODORE ADP sedan and wagon – available with 4.2-litre or 5.0-litre V8 engines
- VH COMMODORE SS GROUP ONE through THREE – equipped with either 4.2-litre or 5.0-litre V8s
- WB STATESMAN DE VILLE and CAPRICE MAGNUM – fitted with a 5.0-litre V8
- VK COMMODORE LM5000 and ADP editions – utilizing 4.9-litre or 5.0-litre V8s
- VK COMMODORE SS GROUP A ("Blue Meanie") – powered by a 4.9-litre V8
- VL CALAIS LE and SPORT – featuring Nissan RB30E/RB30ET 3.0-litre six-cylinder or 4.9-litre V8 engines
- VL COMMODORE SS GROUP A and SPORT variants – available with either a 4.9-litre V8 or Nissan turbocharged six-cylinder
In addition, HDT independently engineered several models beyond Holden’s direct influence, including:
- VL HDT DIRECTOR – offered with 4.9-litre or 5.6-litre V8 options
- VL HDT GROUP THREE – equipped with a 4.9-litre V8
- VL HDT DESIGNER SERIES sedan and wagon – powered by Nissan six-cylinder or 4.9-litre V8 engines
- VL HDT AERO and BATHURST editions – featuring either 4.9-litre or 5.6-litre V8s
A distinctive project was the MONZA coupe fitted with a Group III-spec 5.0-litre V8 engine, unveiled in 1985 but never reaching production. Brock’s interest originated from his experience racing Chevrolet Monzas and driving an Opel Monza at the 1984 Le Mans event, where he admired its handling characteristics and compatibility with Commodore platforms.
The HDT Monza incorporated a lighter yet more potent engine positioned to improve weight distribution, paired with a Borg Warner TG5 five-speed manual transmission and Corvette-style front disc brakes later adopted on VL Commodore turbocharged and V8 variants. Although eight pre-production orders were placed at its debut, the estimated price near $45,000—substantially higher than the $26,000 Holden VK Commodore SS Group A—rendered it economically unfeasible.
Ultimately, only one HDT Monza was constructed; it reappeared at an auction in Sydney in May 2016 with an estimated value of AU$120,000.
HDT Jackaroo
During the early 1980s, General Motors–Holden (GMH) commissioned a Victorian workshop—known as Specialty Tuning or Spencer Bros in Mitcham—to engineer a performance enhancement package for the inaugural Holden Jackaroo. Drawing on their expertise from tuning Holden Geminis, the workshop developed the STII Performance Kit tailored for the Jackaroo’s 2.0-litre four-cylinder engine. This upgrade included a bespoke exhaust system featuring Lukey mufflers and Perry headers, an altered camshaft profile, and occasionally, a Weber carburetor conversion.
Performance assessments conducted at GMH’s Lang Lang Proving Ground demonstrated enhanced output while remaining compliant with emissions standards. Subsequently, approximately twenty Jackaroos were delivered to HDT’s North Melbourne facility for aesthetic modifications such as HDT decals, badges, and serial number plates. However, after the controversy surrounding the “Polariser” device, GMH withdrew its support from the HDT initiative. The workshop received authorization to independently market the STII kit, marking the conclusion of extensive HDT involvement with the Jackaroo.
Pennisi brothers ownership
In 1994, Len and Sid Pennisi purchased HDT Special Vehicles and shifted its base to Sydney. They rejuvenated the brand by manufacturing new HDT editions—including VN, VP, VR, VS, VT, VX, VY, and VZ models—and maintained restoration and servicing of earlier HDT vehicles while providing parts and accessories through their modern facility in Revesby, NSW.
Motivated by Peter Brock’s podium success in the 24hr 427 Monaro, the Pennisi brothers developed a lineup of HDT Aero sedans, Magnum utes, and Sport models under both HDT and Monza branding. Production in the early 2000s featured three Monza variants designed to diverse specifications; notably, the high-performance R/T model underwent rigorous testing on club circuits such as Eastern Creek.
New Generation cars
Since 2007, HDT has reintroduced a 'New Generation' series of high-performance vehicles based on the Holden Commodore (VE), collectively known as the "Heritage Series." These models pay homage to classic Brock-era designs with a retro-inspired aesthetic.
The initial release, the VC Retro sedan, echoes Brock's original 1980 Commodore (VC)-based sedan.
Heritage Series
Under Peter Champion's leadership, HDT produced these high-performance vehicles built upon the VE platform:
- VC RETRO – VE Commodore SV6, SS, and SS-V
- VC RETRO 30TH ANNIVERSARY – VE Commodore SS and SS-V
- VH RETRO – VE Commodore SV6, SS, and SS-V
- VK GROUP A RETRO – VE Commodore (known as Blue Meanie; limited to 30 units)
- VK GROUP 3 RETRO – VE Commodore SS and SS-V
- VL Group A Retro – VE Commodore SS and SS-V
Championships
This section catalogs championships secured by the Holden Dealer Team between 1969 and 1987 across touring car racing, rallying, and rallycross disciplines.
Note that Australian Manufacturers' Championship results are omitted since titles were awarded to manufacturers (such as General Motors-Holden), not individual teams or drivers.
Additionally, HDT participated in Sports Sedan competitions and entered two rounds of the 1984 World Endurance Championship with a Porsche 956B.
| Year | Championship or Series | Driver | Co-driver | Car |
|---|---|---|---|---|
| 1970 | Calder Rallycross Championship | Peter Brock | Holden LC Torana GTR (supercharged) | |
| South Australian Rallycross Championship | Peter Brock | Holden LC Torana GTR (supercharged) | ||
| New South Wales Rally Championship | Barry Ferguson | David Johnson | Holden Monaro HT GTS350, Holden LC Torana GTR XU-1 | |
| 1971 | Australian Rally Championship | Colin Bond | George Shepheard | Holden LC Torana GTR XU-1 |
| South Pacific Touring Series | Colin Bond | Holden LC Torana GTR XU-1 | ||
| Calder Rallycross Championship | Peter Brock | Holden LC Torana GTR (supercharged) | ||
| South Australian Rallycross Championship | Peter Brock | Holden LC Torana GTR (supercharged) | ||
| New South Wales Rally Championship | Barry Ferguson | David Johnson, George Shepheard | Holden LC Torana GTR XU-1 | |
| 1972 | Australian Rally Championship | Colin Bond | George Shepheard | Holden LJ Torana GTR XU-1 |
| Toby Lee Series | Colin Bond | Holden LJ Torana GTR XU-1 | ||
| Sun-7 Chesterfield Series | Colin Bond | Holdon LJ Torana GTR XU-1 | ||
| Calder TAA Series | Peter Brock | Holden LJ Torana GTR XU-1 | ||
| Calder Rallycross Championship | Peter Brock | Holdon LC Torana GTR (supercharged) | ||
| Catalina Rallycross Series | Colin Bond | Holdon LJ Torana GTR XU-1, Holden LC Torana GTR (supercharged) | ||
| 1973 | Australian Rally Championship | Peter Lang | Warwick Smith | Holdon LJ Torana GTR XU-1 |
| South Pacific Touring Series | Peter Brock | Holdon LJ Torana GTR XU-1 | ||
| Sun-7 Chesterfield Series | Colin Bond | Holdon LJ Torana GTR XU-1 | ||
| 1974 | Australian Touring Car Championship | Peter Brock | Holdon LJ Torana GTR XU-1, Holden Torana LH SL/R 5000 | |
| Australian Rally Championship | Colin Bond | George Shepheard | Holdon LJ Torana GTR XU-1 | |
| South Pacific Touring Series | Peter Brock | Holdon LJ Torana GTR XU-1 | ||
| Sun-7 Chesterfield Series | Colin Bond | Holdon LJ Torana GTR XU-1, LH SL/R 5000 L34 | ||
| 1975 | Australian Touring Car Championship | Colin Bond | LH SL/R 5000 L34 | |
| South Pacific Touring Series | Colin Bond | LH SL/R 5000 L34 | ||
| 1978 | Australian Touring Car Championship | Peter Brock |
Holden Torana LX SS A9X | |
| 1980 | Australian Touring Car Championship | Peter Brock |
Holden VB Commodore | |
| 1987 | Nissan-Mobil 500 Series | Peter Brock
Allan Moffat |
Holden VK Commodore SS Group A |
Bathurst 500/1000 Victories
Sandown Endurance Victories
Endurance Triumphs
Significant endurance race achievements by the Holden Dealer Team from 1969 to 1987 include:
- 1970 Rothmans 12 Hour at Surfers Paradise – Colin Bond and Tony Roberts (Holden HT Monaro GTS350)
- 1971 Castrol Trophy held at Warwick Farm – Colin Bond (Holden LC Torana GTR XU-1)
- 1971 Phillip Island 500K at Phillip Island – Colin Bond (Holden LC Torana GTR XU-1)
- 1972 Chesterfield 250 at Adelaide International Raceway – Colin Bond (Holden LJ Torana GTR XU-1)
- 1973 Chesterfield 300 at Surfers Paradise – Peter Brock (Holden LJ Torana GTR XU-1)
- 1973 Phillip Island 500K at Phillip Island – Peter Brock (Holden LJ Torana GTR XU-1)
- 1974 Chesterfield 250 at Adelaide International Raceway – Colin Bond (Holden LH Torana SL/R 5000)
- 1974 Chesterfield 300 at Surfers Paradise – Colin Bond (Holden LH Torana SL/R 5000)
- 1974 Repo 500K at Phillip Island – Colin Bond (Holden LH Torana SL/R 5000)
- 1975 Chesterfield 250 at Adelaide International Raceway – Colin Bond (Holden LH Torana SL/R 5000 L34)
- 1976 Rover 500K at Phillip Island – Colin Bond (Holden LH Torana SL/R 5000 L34)
- 1978 ABE Copiers 250 at Oran Park – John Harvey (Holden LX Torana SS A9X Hatchback)
- 1978 Rothmans 300 at Surfers Paradise – Peter Brock (Holden LX Torana SS A9X Hatchback)
- 1980 CRC 300 and Adelaide 300 at Adelaide International Raceway – Peter Brock (Holden VB Commodore)
- 1981 CRC 300 at Amaroo Park and Adelaide 250 at Adelaide International Raceway – Peter Brock and John Harvey (Holden VC Commodore)
- 1983 Humes Guardrail 300 at Adelaide International Raceway – Peter Brock (Holden VH Commodore SS)
- 1984 Motorcraft 300 at Surfers Paradise – Peter Brock (Holden VK Commodore)
- 1986 and 1987 Wellington 500 in New Zealand – Peter Brock and Allan Moffat (Holden VK Commodore SS Group A)
- 1986 Pukekohe 500 (NZ) – John Harvey and Neal Lowe (Holden VK Commodore SS Group A)
Moreover, the HDT's VK SS Group A Commodores piloted by Neal Lowe, Kent Baigent, Graeme Bowkett, Peter Brock, Allan Moffat, and John Harvey, along with the Australian National Motor Racing Team's Commodore driven by Allan Grice, Michel Delcourt, and Alex Guyaux, earned the distinguished Coupe du Roi (King's Cup) during the 1986 Spa 24 Hours.
Drivers
Throughout its two-decade-plus participation in touring car competition between 1969 and 1990, the Holden Dealer Team featured several prominent drivers:
- Spencer Martin (1969)
- Kevin Bartlett (1969)
- Peter Macrow (1969)
- Henk Woelders (1969)
- Des West (1969)
- Peter Brock (1969–1974, 1978–1993)
- Colin Bond (1969–1976)
- Tony Roberts (1969–1970)
- Christine Cole (1970)
- Sandra Bennett (1970)
- Bob Morris (1970)
- Larry Perkins (1971–1972, 1982–1985)
- Doug Chivas (1973)
- Leo Geoghegan (1973)
- Dick Johnson (1974)
- Bob Skelton (1974)
- Brian Sampson (1974)
- Johnnie Walker (1975–1976)
- John Harvey (1976–1987)
- Wayne Negus (1976–1977)
- Charlie O'Brien (1976–1977)
- Ron Harrop (1977–1980)
- Jim Richards (1978–1981, 1988)
- Allan Moffat (1980, 1986–1987)
- Vern Schuppan (1981)
- Gary Scott (1982, 1987)
- Phil Brock (1983)
- David Parsons (1984–1985, 1987–1988, 1990)
- David Oxton (1985, 1987)
- Neal Lowe (1986)
- Kent Baigent (1986)
- Graeme Bowkett (1986)
- Jon Crooke(1987)
- Neil Crompton(1987–1988)
- Peter McLeod(1987)
- Brad Jones(1989)
- Mark Larkham(1989)
- Paul Radisich(1989)
- Andy Rouse(1989–1990)
- Andrew Miedecke(1990)
- Tony Noske(1990)
Car Number 05 Performance
| Year | Driver | No. | Manufacturer | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | 29 | 30 | Final Standing | Points |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1973 | Peter Brock | 1/2/11 | Holden | SYM R1 2nd place |
CAL R2 Did not finish |
SAN R3 Did not finish |
BAR R4 Runner-up |
SUR R5 Winner |
ADE R6 Winner |
ORA R7 Disqualified |
WAR R8 Winner |
Second place overall | 57 points | ||||||||||||||||||||||
| 1974 | 2/6/8 | SYM R1 First place |
CAL R2 First place |
SAN R3 Third place |
AMA R4 First place |
ORA R5 Second place |
SUR R6 First place |
ADE R7 First place |
Champion title | Total of 80 points | |||||||||||||||||||||||||
| 1976 | John Harvey | 14 |
Eleventh in the championship |
23 points | |||||||||||||||||||||||||||||||
Car Number 6 Performance
| Year | Driver | No. | Manufacturer | Round 1 | Round 2 | Round 3 | Round 4 | Round 5 | Round 6 | Round 7 | Round 8 | Round 9 | Round 10 | Round 11 | Round 12 | Round 13 | Round 14 | Round 15 | Round 16 | Round 17 | Round 18 | Round 19 | Round 20 | Round 21 | Round 22 | Round 23 | Round 24 | Round 25 | Round 26 | Round 27 | Round 28 | Round 29 | Round 30 | Final Position | ! Points Scored |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1971 | Colin Bond | 44 | Holden | CAL R1 |
BAT R2 |
SAN R3 5th place |
MAL R4 |
WAR R5 |
LAK R6 |
SYM R7 |
colspan=23| |
10th overall |
2 points | ||||||||||||||||||||||
| 1972 |
rowspan=1|34 |
style="background: #;" | SYM |
style="background: #;" | CAL |
style="background: #cfcfff" | BAT |
style="background: #;" | SAN |
style="background: #;" | ADE |
style="background: #dfffdf"| WAR |
style="background: #;" | SUR |
style="background: #;" | ORA |
colspan=22| |
26th overall |
2 points | |||||||||||||||||||||||
|
rowspan=1|24 |
style="background: #;" | SYM |
style="background: #;" | CAL |
style="background: #;" | SAN |
style="background: #;" | BAR |
style="background: #;" | SUR |
style="background: #;" | ADE |
style="background: #dfdfdf" | ORA |
style="background: #;" | WAR |
colspan=22| |
11th overall |
9 points | ||||||||||||||||||||||||
|
rowspan=2|1974 |
rowspan=1 |1 |
style="background:#;" |SYM |
style="background:#;" |CAL |
style="background:#;" |SAN |
See also
- Holden Dealer Racing Team (the 1968 outfit managed by Scuderia Veloce, unaffiliated with HDT)
- HSV Dealer Team (team active from 2005 to 2007, run by Walkinshaw Racing)
External links
Championships
- Giant Killers 1972
- Giant Killers 1973 – pages 35, 51
- Racing Car News, October and November 1972 editions
- Australian Motoring News, 9 March 1973 issue
- https://web.archive.org/web/20081024020246/http://www.bowdensown.com.au/cars/hodgsonxu1.html
- Australian Competition Yearbooks covering 1974 to 1979
- Australian Motor Racing Yearbook 1980/81
- The History of the Falcon GT (Stewart Wilson), published 1978
- Sydney Morning Herald, 19 August 1973, page 15
- Articles with short description
- Australian auto racing teams
- Holden in motorsport
- Auto racing teams established in 1969
- Auto racing teams disestablished in 1990
- Sports clubs and teams in Victoria (state)
- 1969 establishments in Australia
- 1990 disestablishments in Australia
- Official motorsports and performance division of automakers