Gerard McLeod has just posted this on the Cit Bulletin Board.
As it doesn't have an archive & it's a good read, it's too good to lose.
Enjoy!!
Alan S
Bathurst 1992
Citroen Victory- James Hardie 12hr. Production Car Race
In mid-1990’s, the Citroën BX 16V was introduced to the Australian market at the same time as a new concept 12hr. Production Car Race was proposed.
Citroën Dealer and retired race driver Peter McLeod from Wollongong saw an opportunity to gain much needed TV exposure and respect for Citroën by entering the BX 16V, in the Hi-Performance car class (under 2.5 L) of the James Hardie 12 Hour classic held at the famous Mt Panorama circuit. SBS Sport was to televise the day and night event which began at 5a.m, Easter Sunday 1991.
With limited opposition Peter approached the event, using his dealership demo, as an endurance and publicity exercise and to gain experience for what he hoped would grow to be a larger and more professional event as it grew over the years to come. Highly experienced Peter Dane and Barry Jones assisted with development and driving.
With limited modifications (but using 10 years Citroën and motor-sport experience) the surprisingly quick and nimble 16V led the class for 9.5hrs. Special Tyres were the only modifications and when at 2:30pm the sway bar cut through the lower radiator hose, the car’s 7 lap lead diminished while the crew battered to replace it amidst the boiling coolant and ‘melting’ engine bay. The second and only spare hose lasted 10 laps before it too was destroyed. Repositioning the sway bar and making a stainless steel sleeve for the damaged lower hose and letting the engine cool to the point of being able to replace the coolant took too many laps. So limping to the finish in 2nd place with a blown head-gasket was a bittersweet result.
We learned important lessons for our ‘92’ Victory and work began immediately on mounting a serious challenge. A successful six month task of gaining corporate sponsorship meant a 3 car team could be prepared with a $170, 000 budget and with a team of 4 full time experienced race car preparers and a voluntary crew of 24 dedicated specialists members; this was no ‘back yard’ attempt. In fact the race had grown in stature so that it was now the focal point of most vehicle manufacturers. In our case ‘factory’ supported teams from Mazda (626 V6), Nissan (Pulsar SSS), BMW (323i) and Peugeot (405 Mi16), with factory built cars, over $1,000, 000 budget and the great Peter Brock and his experienced team headed the challenge, Peugeot and Brock were our main opposition.
This time preparation was extremely thorough. The cars were fully stripped and re-built. Legendary Citroën engineer Marcel Finger and BMW Motorsport “Engine Meister” Ludwig Finaur were in charge of engines & transmissions. Former NZ Champion Glenn Clarke and Peter developed chassis and suspension components like, modified spheres, carbon metallic brake pads, special exhausts, modified wheels and fast change nuts, special fuelling and pit equipment, etc.
Extensive testing at Oran Park saw improvements gained in speed, handling, tyre wear, brake wear, fuel consumption, all round reliability, suspension settings, maintenance programs etc.
Crew training was extensive and pit stop procedures and equipment were developed over 4 busy months to ensure we could match the best factory teams and acquiring skills necessary to ensure that undertaking was fast, consistent and professional.
Original lap times at Oran Park were around 63 seconds per lap. After all development over 5 months was completed, consistent 58.5-second times were set in March 1992.
Procedures, logistics, marketing, accommodation, meals, uniforms, chain of commands, timetables, areas of responsibility etc, were of extreme importance in a team numbering 39 Crew and 9 Drivers with 3 race cars, 4 support vehicles and a truck full of spare parts including 120 tyres, 36 wheels. 140 sets hand cut brake pads, 48 spheres etc.
Set-up at Bathurst took 10 people 2 days to create a workable team HQ with 3 on-site ATCO portable crew sheds along with 2 cooks, a mobile kitchen and dining room marque, three fixed garages, communications, an equipment tent, Management /Marketing offices and a fully equipped workshop.
Citroën South East Asia Manager, M. Alain Dillinger considered the team, the cars, mechanics and management to be as professional as any factory operation in Europe.
A ‘Banzai’ qualifying lap 2.53.3s put the Pug. of Peter Brock leading the class, a ‘more sensible’ race pace approach saw the Citroëns 2.54.5 close astern in qualifying.
After the 5am start, Brock led for the first hour only to have a massive brake meltdown from overdriving and lack of preparation, a subsequent 12 min. pit stop to rebuild the MI16s brakes put the Citroëns of Glenn Cark, Peter McLeod and Glen McIntyre into 1st, 2nd and 3rd. The hours wore on…as the Peugeots, Mazdas, Nissans and BMW all tried to match the pace of the Citroëns but to no avail. By the 6th hour a failed “non-Citroën” clutch plate forced the Clark car to retire but try as they might for the TV cameras. Brock and Crompton could not pass the Citroen of Peter McLeod. A 10th hour crash to the McIntyre car cost a team 1st and 2nd finish but the three lap victory by McLeod’s No.19 BX 16v over the factory Peugeots and ‘Il Maestro’ (P. Brock) himself, more than made up for the demise of the other team cars.
Thorough, methodical planning and experienced vehicle preparation, superb team training, team work and professional pit stops all day long, together with impressive driving by Peter Janson, Peter Dane and McLeod all combined to give the Citroen BX16V a moment of glory at Australia’s most demanding race circuit, Mt. Panorama Bathurst, that it thoroughly deserved and that will be savoured by all who were part of a Citroen moment that made Motorsport Australia sit up and say “Sacre Bleu”
The BX16V was, and still is, a truly exceptional car and time will prove its greatness. Its exciting and safe performance, superb comfort and all round versatility ensures its recognition as a highly desirable classic Bathurst winner.
Of Note:
The cars were driven to and from all the race meetings including to Melbourne on standard road Spheres-changed for race spheres (adjustable) at the circuits. All the cars used a tank of fuel every 2 hours and front pads and discs every 4 hours. RHF tyre (Dunlop R) every 2 hours, LHF every 4 hours and RHR at 6 hours. The LHR lasted the race.
Qualifying times 2.54.5 sec- 2.55.8, (Brock qualified in 2.53.3) interestingly race pace was approx. 2.56.5 .In 1971 Alan Moffat driving Falcon GTHO 5L. V8 was the first Production Car to break 3.0m with a time 2.58.9. The BX 16V 1.9L 4 cylinder shows how engineering has progressed.
The BX finished 8th overall only beaten by Mazda RX7 Turbo, Porsche Clubsport, SAAB Carlson Turbo and BMW M5.& Subaru WRX
An even more highly developed 3 car team challenged in 1993 but an electrical fault, and a crash accounted for 2 cars while a fire slowed the third which limped home in 5th place in class.
A one-car effort in 1994 was running well against the now highly developed 2.5L V6 Mazda 626 when driver error caused a spectacular exit at Murray’s corner with the car on its roof.
In total 6 cars were prepared as racecars. One was destroyed twice and scrapped, one was sold and spectacularly destroyed at Eastern Creek 1996. One was raced by John Wright in the Targa of Tasmania and destroyed in a road accident and three others were sold as road cars and survive well to this day
Citroen France recognised the achievement of victory over Peugeot, and in International Competition with an invitation to Peter McLeod from Citroen Sport Supremo Guy Frequelin to inspect the Citroën Sport Complex in Paris and receive an award, also to drive a company ‘Press’ car fully prepared in the Saxo Cup at the famous Dijon F1 Circuit South of Paris.
The Citroën BX16V Racecars completed in many other production car races during ’92, ’93, ’94 at Sandown, Amaroo, Oran Park and Eastern Creek Raceways. Peter’s son Ryan always proving competitive amongst Falcon XR6, Mazda V6, Suzuki GTI, Pulsar SSS, Commodore V8 and Toyota MR2 of the era.
McLeod Racing Enterprises would like to thank all crew and technical assistants and sponsors Valvoline, Enzed, James Hardy Industries, Marcel Finger of Citpro and all other sponsors who made this era possible
As it doesn't have an archive & it's a good read, it's too good to lose.
Enjoy!!
Alan S
Bathurst 1992
Citroen Victory- James Hardie 12hr. Production Car Race
In mid-1990’s, the Citroën BX 16V was introduced to the Australian market at the same time as a new concept 12hr. Production Car Race was proposed.
Citroën Dealer and retired race driver Peter McLeod from Wollongong saw an opportunity to gain much needed TV exposure and respect for Citroën by entering the BX 16V, in the Hi-Performance car class (under 2.5 L) of the James Hardie 12 Hour classic held at the famous Mt Panorama circuit. SBS Sport was to televise the day and night event which began at 5a.m, Easter Sunday 1991.
With limited opposition Peter approached the event, using his dealership demo, as an endurance and publicity exercise and to gain experience for what he hoped would grow to be a larger and more professional event as it grew over the years to come. Highly experienced Peter Dane and Barry Jones assisted with development and driving.
With limited modifications (but using 10 years Citroën and motor-sport experience) the surprisingly quick and nimble 16V led the class for 9.5hrs. Special Tyres were the only modifications and when at 2:30pm the sway bar cut through the lower radiator hose, the car’s 7 lap lead diminished while the crew battered to replace it amidst the boiling coolant and ‘melting’ engine bay. The second and only spare hose lasted 10 laps before it too was destroyed. Repositioning the sway bar and making a stainless steel sleeve for the damaged lower hose and letting the engine cool to the point of being able to replace the coolant took too many laps. So limping to the finish in 2nd place with a blown head-gasket was a bittersweet result.
We learned important lessons for our ‘92’ Victory and work began immediately on mounting a serious challenge. A successful six month task of gaining corporate sponsorship meant a 3 car team could be prepared with a $170, 000 budget and with a team of 4 full time experienced race car preparers and a voluntary crew of 24 dedicated specialists members; this was no ‘back yard’ attempt. In fact the race had grown in stature so that it was now the focal point of most vehicle manufacturers. In our case ‘factory’ supported teams from Mazda (626 V6), Nissan (Pulsar SSS), BMW (323i) and Peugeot (405 Mi16), with factory built cars, over $1,000, 000 budget and the great Peter Brock and his experienced team headed the challenge, Peugeot and Brock were our main opposition.
This time preparation was extremely thorough. The cars were fully stripped and re-built. Legendary Citroën engineer Marcel Finger and BMW Motorsport “Engine Meister” Ludwig Finaur were in charge of engines & transmissions. Former NZ Champion Glenn Clarke and Peter developed chassis and suspension components like, modified spheres, carbon metallic brake pads, special exhausts, modified wheels and fast change nuts, special fuelling and pit equipment, etc.
Extensive testing at Oran Park saw improvements gained in speed, handling, tyre wear, brake wear, fuel consumption, all round reliability, suspension settings, maintenance programs etc.
Crew training was extensive and pit stop procedures and equipment were developed over 4 busy months to ensure we could match the best factory teams and acquiring skills necessary to ensure that undertaking was fast, consistent and professional.
Original lap times at Oran Park were around 63 seconds per lap. After all development over 5 months was completed, consistent 58.5-second times were set in March 1992.
Procedures, logistics, marketing, accommodation, meals, uniforms, chain of commands, timetables, areas of responsibility etc, were of extreme importance in a team numbering 39 Crew and 9 Drivers with 3 race cars, 4 support vehicles and a truck full of spare parts including 120 tyres, 36 wheels. 140 sets hand cut brake pads, 48 spheres etc.
Set-up at Bathurst took 10 people 2 days to create a workable team HQ with 3 on-site ATCO portable crew sheds along with 2 cooks, a mobile kitchen and dining room marque, three fixed garages, communications, an equipment tent, Management /Marketing offices and a fully equipped workshop.
Citroën South East Asia Manager, M. Alain Dillinger considered the team, the cars, mechanics and management to be as professional as any factory operation in Europe.
A ‘Banzai’ qualifying lap 2.53.3s put the Pug. of Peter Brock leading the class, a ‘more sensible’ race pace approach saw the Citroëns 2.54.5 close astern in qualifying.
After the 5am start, Brock led for the first hour only to have a massive brake meltdown from overdriving and lack of preparation, a subsequent 12 min. pit stop to rebuild the MI16s brakes put the Citroëns of Glenn Cark, Peter McLeod and Glen McIntyre into 1st, 2nd and 3rd. The hours wore on…as the Peugeots, Mazdas, Nissans and BMW all tried to match the pace of the Citroëns but to no avail. By the 6th hour a failed “non-Citroën” clutch plate forced the Clark car to retire but try as they might for the TV cameras. Brock and Crompton could not pass the Citroen of Peter McLeod. A 10th hour crash to the McIntyre car cost a team 1st and 2nd finish but the three lap victory by McLeod’s No.19 BX 16v over the factory Peugeots and ‘Il Maestro’ (P. Brock) himself, more than made up for the demise of the other team cars.
Thorough, methodical planning and experienced vehicle preparation, superb team training, team work and professional pit stops all day long, together with impressive driving by Peter Janson, Peter Dane and McLeod all combined to give the Citroen BX16V a moment of glory at Australia’s most demanding race circuit, Mt. Panorama Bathurst, that it thoroughly deserved and that will be savoured by all who were part of a Citroen moment that made Motorsport Australia sit up and say “Sacre Bleu”
The BX16V was, and still is, a truly exceptional car and time will prove its greatness. Its exciting and safe performance, superb comfort and all round versatility ensures its recognition as a highly desirable classic Bathurst winner.
Of Note:
The cars were driven to and from all the race meetings including to Melbourne on standard road Spheres-changed for race spheres (adjustable) at the circuits. All the cars used a tank of fuel every 2 hours and front pads and discs every 4 hours. RHF tyre (Dunlop R) every 2 hours, LHF every 4 hours and RHR at 6 hours. The LHR lasted the race.
Qualifying times 2.54.5 sec- 2.55.8, (Brock qualified in 2.53.3) interestingly race pace was approx. 2.56.5 .In 1971 Alan Moffat driving Falcon GTHO 5L. V8 was the first Production Car to break 3.0m with a time 2.58.9. The BX 16V 1.9L 4 cylinder shows how engineering has progressed.
The BX finished 8th overall only beaten by Mazda RX7 Turbo, Porsche Clubsport, SAAB Carlson Turbo and BMW M5.& Subaru WRX
An even more highly developed 3 car team challenged in 1993 but an electrical fault, and a crash accounted for 2 cars while a fire slowed the third which limped home in 5th place in class.
A one-car effort in 1994 was running well against the now highly developed 2.5L V6 Mazda 626 when driver error caused a spectacular exit at Murray’s corner with the car on its roof.
In total 6 cars were prepared as racecars. One was destroyed twice and scrapped, one was sold and spectacularly destroyed at Eastern Creek 1996. One was raced by John Wright in the Targa of Tasmania and destroyed in a road accident and three others were sold as road cars and survive well to this day
Citroen France recognised the achievement of victory over Peugeot, and in International Competition with an invitation to Peter McLeod from Citroen Sport Supremo Guy Frequelin to inspect the Citroën Sport Complex in Paris and receive an award, also to drive a company ‘Press’ car fully prepared in the Saxo Cup at the famous Dijon F1 Circuit South of Paris.
The Citroën BX16V Racecars completed in many other production car races during ’92, ’93, ’94 at Sandown, Amaroo, Oran Park and Eastern Creek Raceways. Peter’s son Ryan always proving competitive amongst Falcon XR6, Mazda V6, Suzuki GTI, Pulsar SSS, Commodore V8 and Toyota MR2 of the era.
McLeod Racing Enterprises would like to thank all crew and technical assistants and sponsors Valvoline, Enzed, James Hardy Industries, Marcel Finger of Citpro and all other sponsors who made this era possible
