Dick Johnson AMKarah
Ryan StoryRyan Story
Ben CrokeRyan Story
Anton De PasqualeJackson Stubbs
Will DavisonJackson Stubbs
After being only a sporadic entrant in the Australian Touring Car Championship (ATCC) during the early 70’s, Johnson came to the fore when a change in regulations introduced the XD Falcon to the series, elevating him from everyday Joe to ‘rock star’ status overnight.
The tale of Johnson’s battle with the rock at Bathurst in 1980 is now legendary, and it is a true testament to the Australian character that over $70,000 was donated by the public and Ford Australia to get him back on track for the following season.
Inspired by the support and feeling a great sense of debt to the Australian public, Dick went on to claim his first ATCC crown and Bathurst the following year.
Ford's Number One Son, Dick Johnson
With Allan Moffat defecting to Mazda and Johnson fast becoming an icon of the sport, the Queenslander became Ford’s number one son in its battle with Holden’s own golden-haired boy, Peter Brock.
While Johnson couldn’t repeat his Bathurst victory in 1982, he did go on to win his second ATCC title in the Tru Blu XD Falcon and in 1984 claimed his third national crown with an XE Falcon painted green in honour of Ross Palmer’s latest steel product, ‘Greens Tuf’.
With no local Ford product suitable following a change in regulations at the end of 1984, Johnson turned to the US and imported a Mustang for the 1985 and 1986 seasons.
While the Mustang years brought limited success, reliability enabled Johnson to claim runner-up in the 1985 ATCC and his one and only victory aboard the Mustang in the 1985 AGP support race.
But reliability problems let the team down considerably and only one win was recorded throughout the 1987 season. The end of the ATCC coincided with the arrival of Ford’s latest rocket ship, the RS500, and this proved its worth with a win in the AGP race at Adelaide in November.
John Bowe joined the team the following year, and together Johnson and Bowe claimed eight of the nine rounds of the ATCC, finishing the year as national champions. Success continued in 1989 when the team claimed its second Bathurst victory.
As the new decade hit, so did the onslaught of Nissan, which made almost every other vehicle on the track obsolete with the introduction of its technologically advanced GT-R to the series. CAMS did its best to create an even field by adding more weight to the Nissan, but it quickly gained a reputation as the mechanical equivalent of Phar Lap – unstoppable!
DJR was kept busy in 1992, not only trying to combat the achievements of the Nissans, but also in developing its Falcons in readiness for the V8 Formula in 1993.
The V8 Championship Series Begins
The first round of the V8 Championship was held at Amaroo Park, with John Bowe taking victory in the Shell Falcon. But the sweet smell of success didn’t last long, with DJR failing to take another victory until the following season.
The wait proved to be well worth it, with Johnson and Bowe claiming both 1994 endurance races at Sandown and Bathurst.
DJR headed into 1995 brimming with confidence and it was not misplaced, with Bowe taking his first ATCC crown after a dominant display in the final round of the championship at Oran Park.
A repeat victory at Sandown that year augured well for another Bathurst win until an incident with Glenn Seton forced the number 17 Falcon from the lead, and subsequently, the track.
While Holden dominated the 1996 season, DJR still managed to pick up wins at the Indycar GP and was the first Ford home at Bathurst when Johnson and Bowe crossed the line in second place.
While 1997 was not a fantastic year compared to previous seasons, consistency enabled Bowe to claim the runner-up position in the championship. The team did not fare better in the end of year endurance races with the Johnson/Bowe car failing to finish both races while the team’s second car, driven by Steven Johnson and Craig Baird, could only manage seventh at Sandown and fourth in the Primus 1000 at Bathurst.
1998 saw Johnson and Bowe team up for yet another season, and Bowe did all the celebrating, securing pole position in the opening round of the series and again at the team’s home track, Lakeside. The first win of the season came at Winton, but unfortunately for the team it was all down hill from there.
A Father/Son Combination
For the first time in 11 years, Johnson and Bowe did not team up for the endurance events, Bowe sharing the number 18 car with Cameron McConville, while the father/son combination of Dick and Steven Johnson shared the other Falcon. Apart from a third place at Sandown for the Bowe/McConville combination, the team’s run of bad luck continued with both cars failing to finish the FAI 1000 at Bathurst.
John Bowe Says Goodbye
Not long after, John Bowe rocked the motor racing world by announcing that after 11 years he was leaving DJR to start afresh with another team. After an exhaustive search, two-time World Cup Touring Car Championship, Paul Radisich, was announced as his replacement.
1999 proved to be a difficult year for the team. Between coping with the idiosyncrasies of the new AU Falcon, coming to grips with the new Bridgestone control tyre and a new driver who had never seen, let alone raced on, the majority of the circuits, it was no wonder things were tough.
As the year progressed, things began to improve, with Radisich claiming his first Shell Championship pole before completely dominating the non-championship races at the Honda Indy.
Radisich’s form carried over the Bathurst, where the Kiwi and his co-driver, Steven Ellery, were the class of the field, dominating the FAI 1000 until a flat tyre in the dying stages of the race robbed the team of victory.
The last year of the 20th Century also marked the retirement of the great man himself, Dick Johnson, who chose to share his final race with son, Steven. The pair staged a memorable assault on The Mountain, fighting for the lead throughout the race before eventually finishing in fourth place.
Steven Johnson Takes #17 into the New Millennium
The start of the new millennium heralded the beginning of a new generation in the Shell Helix Racing Team; with Steven Johnson taking over the famous number 17 Falcon from his retiring father. After a full season behind the wheel, Paul Radisich had come to terms with the feel of the V8 and the circuits in the series, leaving him to finish the championship in fourth place in only his second attempt at the championship.
In Steven Johnson’s first full year in the series, he also put in some credible performances, bringing his Shell Helix Falcon home in 11th place in the championship. Steven was joined for the Queensland 500 by father Dick, who made a one-off return to the driver’s seat, but the pair failed to cross the line when mechanical difficulties left their Falcon unable to continue.
Jason Bright joined Radisich for the endurance races and Cameron McLean came on board to partner Steven Johnson for the FAI 1000. The Radisich/Bright duo crossed the line in second place in the famous Bathurst event, while the pairing of Johnson/McLean finished not far behind in fourth place.
2001 saw Johnson break through with his first ever V8 Supercar pole position, first ever V8 Supercar race win and first ever V8 Supercar round victory. He also finished the Championship in fifth place, the first Ford home.
Probably the team’s most forgetful year in recent history, 2002 saw a mixed bag of results for Steve Johnson and Paul Radisich. Struggling to find the correct set up all year, a number of on track incidents involving the duo proved expensive for the team in its pursuit of a V8 Supercar series championship.
While 2002 saw some disappointing qualifying times, to their credit, Steve and Paul were consistent come race day, regularly making their way through the field to post a credible finish position.
In 2002 Greg Ritter joined the team for endurance events and piloted a third car, #71 for a selection of other races. Greg’s performance highlight was at the gruelling Bob Jane T-Marts 1000, where he teamed with 1980 F1 World Champion Alan Jones to record a respectable seventh.
2003 saw new cars, new colours, a new driver and new commercial and technical resources herald the rebirth of Australia’s oldest professional motor racing team. Sporting all-new Shell Helix colours the team signed Brazilian international Max Wilson to drive its number 18 entry in 2003. Shell Helix Racing went into 2003 with more resources than ever before and a new commitment to success.
The early season hard work was starting to show in the latter half of the season with both drivers making the top-ten repeatedly. Johnson, partnered by Warren Luff, made the shootouts at both Sandown and Bathurst and showed everyone that he’d lost none of his competitiveness with two eighth placing’s, and an overall top-six result at Indy. At the same time Wilson took pride of place in the series final three shootouts and drove to a spectacular podium at Eastern Creek.
There were further changes to Shell Helix Racing by the start of the 2004 season. Wilson had returned to his original team, and Warren Luff, who had already proven his worth with two magnificent drives in the Konica and main series at Bathurst in 2003, was recruited to full-time driver alongside stalwart Steven Johnson.
It may have been a slow start to 2004 but the sleeping giant of V8 Supercars arose from its slumber by mid-season when Johnson and Luff made the podium at Sandown. Enjoying the success, Johnson and Luff took their strong form to Bathurst which they almost won.
The only team to four-stop, Johnson led Ambrose into the pits for his final stop but a wheel problem prevented him from staying in front. With second almost wrapped up, former team mate Paul Radisich parked his Ford at the top of the mountain forcing the safety car. Several cars took advantage of this, pitted and re-entered the race ahead of the number 17 Ford. Johnson and Luff eventually finished seventh. With back-to-back top 10 placing’s, Johnson’s aim for the remainder of the season was to secure outright 10th in the Championship. With three more top 10 finishes he did just that and for the first time since 2001 Shell Helix Racing saw itself in the end of season top 10.
Dick Johnson’s team may have finished the season strongly on the track but behind closed doors DJR was dealing with a situation that it had not experienced for many years. It’s naming sponsor, and supporter of more than three decades, Shell, was exiting the sport. Senior management had their work cut out as they frantically searched for a new organisation to take over sponsorship.
In early 2005 DJR had secured Westpoint Finance as the major team sponsor. The team was called Westpoint Racing which saw DJR return to its traditional blue and white colours.
2005 again saw a change in driver line up with Warren Luff departing and racing legend Glenn Seton replacing him in the number 18 Ford.
The season ended strongly for the Dick Johnson Racing team, but the end of the year brought a close to the team’s association with Westpoint and Glenn Seton.
In 2006, DJR embarked on one of the boldest journeys in the team’s history. With the formation of Dick Johnson’s own business ventures, FirstRock Mortgage Centre and V8 Telecom, the team was ‘self sponsored’ with regards to naming rights for the very first time.
The number 17 car, backed by FirstRock Mortgage Centre was piloted by Steve, while young gun Will Davison embarked on his first full season of V8 Supercar racing in the number 18 V8 Telecom vehicle. Mid season saw a livery change of Davisons’ number 18 car to a striking blue and white colour scheme with the increased support of holiday specialists, Accor Premiere Vacation Club.
Despite limited funding, the team made great gains during the 2006 season, with Steve consistently placing in the Top 10 cars, and Will showing plenty of speed throughout the latter half of the year to post some great results, many of them also well within the Top 10. Will also made his first appearance in the Top 10 shootout at Phillip Island, qualifying in 8th position.
DJR Team Mates are Born and the Team Goes Beam
The season ended well for Dick Johnson Racing, with Steve finishing in 9th position in the drivers’ standings, Will finishing 19th in a very promising rookie year and the team completed the year in 6th place, ahead of several other high profile teams. 2007 was a turning point for Dick Johnson Racing with Jim Beam coming on board as major sponsor of the team and the launch of a new DJR fan club – DJR Team Mates. The team transformed as Jim Beam Racing and along with the new naming rights sponsor came improved results and the 2007 Best Presented team award from V8 Supercars.
Steve Johnson and Will Davison were very consistent during the season, recording an emphatic 3rd place at Bathurst after a nail-biting finish where the pair came very close winning the prestigious race. Although Johnson and Davison didn’t win the race, the result was the pinnacle of a long road back for Dick Johnson Racing after its highly publicised financial battle.
The drivers also made their presence felt at the Bahrain international round, where Johnson qualified on the front row of the grid and backed this up with 3rd place for the round, his second podium place for the year. Davison was right on the tail of his team mate, finishing the round in 4th place.
Davison finished the 2007 championship in 10th; his first V8 Supercar Top 10 championship result in only his second full season in the category. Johnson was close on his tail in 12th and although his form during the year was good, mechanical issues were the cause of a few poor results during the season which denied Johnson a chance of a Top 10 championship finish.
With Davison moving to the Holden Racing Team in 2009, James Courtney was signed as his replacement. The Team debuted two new Triple 8 built FG Falcons. During the 2009 V8 Supercar Series, James Courtney was able to gain wins at the Townsville 400 and the Sydney 500.
A Championship is Won
In 2010 James Courtney and Steven Johnson once again drove for the team with continued support from Jim Beam, however, a third entry was entered by Tekno Autosports as a customer, to be driven by Jonathon Webb, with backing from Mother. Throughout the season, James Courtney was successful taking victories at Queensland Raceway, Winton Motor Raceway, Sandown Raceway and at the non-championship Australian Grand Prix. He led the season from May, right through to the final round in Sydney, where he claimed the team’s first championship in 15 years. On that same weekend, Jonathon Webb scored his breakthrough victory to finish 13th in the standings, the highest of any reigning V8 Supercar Development Series Champion.
Courtney left the team at the end of the season with James Moffat, son of Ford legend, Allan Moffat taking over the championship winning #18 for season 2011.
Expansion and the Introduction of the Car of the Future
2012 saw DJR expand to a four car operation with Steve Johnson and James Moffat piloting the Jim Beam cars and Dean Fiore and Steve Owen joining the team. The season proved a big jump for the team with Johnson the best place finisher in 17th place at the end of the season.
In 2013 the new Car of The Future was launched and the team scaled back to two cars. Wilson Security stepped in to a key sponsorship role and with Chaz Mostert coming on board at Round 4 in Perth. The team moved steadily forward and recorded a memorable round win in Queensland with Mostert. Tim Blanchard also recorded some good results as the season progressed.
Wilson Security made a strong commitment to the DJR in 2014 and with new drivers Scott Pye and David Wall continued the resurgence on track. By the end of the year Pye was a regular top 10 finisher and cemented his place in the team.
DJR and Team Penske Become One
The big news in late 2014 was the investment by Roger Penske in DJR. The team took the chance to run a wildcard entry at the Sydney 500 and the series welcomed back two time champion Marcos Ambrose for a one off 2014 drive before launching the full team in early 2015.
The team scaled back to one car in 2015 as Roger Penske and his team embarked on a V8 Supercars learning curve. Marcos Ambrose was a Top 10 Qualifier in the very first race at the Clipsal 500 and Penske saw first-hand the competitive nature of the series.
But after the early 2015 races, Ambrose put his hand up and took a back seat to try and bring the team on to the level he believed it should be. Scott Pye, who had been signed as a co-driver with Ambrose, took over driving duties. The new look DJR Team Penske made significant progress during the year and scored its first podium at the New Zealand round. Ambrose was in the car for the Endurance Races with Scott and after a very competitive showing at Bathurst, Team Penske made the decision to expand the Australian team to two cars.
In 2016, Fabian Coulthard was signed to partner Scott Pye in the team and the steady improvement demonstrated in 2015 was highlighted at the Clipsal 500 where Coulthard and Pye both scored Pole Positions.
In 2017, Shell returned as the major sponsor of DJR Team Penske, now known as the Shell V-Power Racing Team.
Young kiwi racer Scott McLaughlin joined the team alongside countryman Fabian Coulthard, and success immediately followed, with the team’s first race wins since the DJR and Team Penske partnership began.
All up, 2017 would see the team take an incredible 12 wins, 17 pole positions and 27 podiums on the way to claiming the Teams’ Championship for the first time.
Coulthard took his career best Championship finish in third place, while McLaughlin finished the year second in the Drivers’ title, going perilously close to taking the Title in Newcastle.
Heading into 2018, DJR Team Penske will sit at the top of pit lane for the first time and look to continue taking the challenge to its rivals in the Supercars Championship.
Between the years of 1980 – 2017, Dick Johnson Racing/ DJR Team Penske has been home to more than 40 cars. Read about the cars and the technology involved below.
2019 DJR Team Penske Ford Mustang GT Tech Specs
Ford 5.0 litre 4 bolt main Boss block, Ford Motorsport D3 cylinder heads, Pistons by JE, Conrods by Carrillo, Crankshaft by Bryant, Valves by Xceldyne, Springs by PSI. Dry sump, Individual runner Inlet system managed by Supercars control MoTeC M190 ECU & power distribution module. Designed, developed and maintained by MosTech Race Engines.
Estimated 635 +BHP, rev limited to 7,500 RPM
Control Xtrac 1293 six-speed sequential control transaxle with integrated spool differential.
Pace Innovations designed & constructed Supercars control chassis with integrated roll cage. Polycarbonate windscreen.
Front – Double wishbone suspension with coil over adjustable damper and cockpit adjustable anti roll bar.
Rear – Supercars control independent rear suspension with coil over adjustable rear dampers with cockpit adjustable anti roll bar.
Front – Supercars control AP Racing 6 piston front calipers & 395mm ventilated discs.
Rear – Supercars control AP Racing 4 piston calipers & 355mm ventilated discs. Cockpit adjustable brake bias front/rear.
Wheels: Team Dynamics 11” x 18” Aluminium Supercars control racing wheel rim.
Tyres: Dunlop SP Sport 280/680 R18 control tyre – 2 slick & 1 wet tyre compounds.
112 litre capacity Supercars control fuel cell, mounted forward of the rear axle centre line.
1395kg including driver (category minimum weight)
298 + km/h
MoTeC and Freewave 900Mhz spread spectrum radio
Power-assisted rack & pinion steering system with Woodward Supercars control collapsible steering column.
DJR’s second ‘Car of the Future’ to be completed, Steve Johnson completed the car’s shakedown at The Driving Centre on 25 February 2013, due to Tim Blanchard being unavailable.
Tim took control of the car from the start of the 2013 season, racing in an Advam livery in Adelaide, and in Wilson Security colours from the Australian Grand Prix event. Ash Walsh joined Blanchard as co-driver for the endurance races (FG19 raced as car #12 at Bathurst), The car ran another Advam livery at Bathurst and the Gold Coast 600, before once again returning to Wilson Security branding for the final two events of the year. 2013 Championship Result: 26th.
The car has become #16 for 2014, with new DJR recruit Scott Pye taking control of the car. Ash Walsh will return to the cockpit of DJR FG19 later in the year, joining Pye for the three Endurance Races.
The first ‘Car of the Future’ built by the team, DJR FG18 marks a return to the chassis numbering system used by DJR for all cars built between 1992 and 2005.
Tim Blanchard debuted the car at the V8 Supercar Test Day at Sydney Motorsport Park on 16 February 2013, running as car #12 and in a livery commemorating the Red Cross Queensland Floods appeal.
The car remained as #12 for the start of the 2013 Championship season, now in Wilson Security colours with Jonny Reid making his debut behind the wheel for DJR. Reid was replaced by rookie Chaz Mostert from the Barbagallo round onwards, claiming his first race win (and DJR’s first win since 2010). Mostert was joined by Dale Wood for the endurance races, with the car becoming the #17 Greens’-Tuf tribute car for Bathurst (including an overnight rebuild following a Friday practice crash), before returning to #12 for the rest of the season. 2013 Championship Result: 17th.
For 2014, DJR FG18 has become car #17 for David Wall. Steve Johnson is due to return to the wheel of #17 as David’s co-driver for the upcoming endurance races.
Purchased by DJR at the start of 2010 from 888, having been Jamie Whincup’s 2009 Championship Winning car. Became the team’s primary spare car throughout 2010, but was never used.
Designated as car #17 for the 2011 season, Steve drove the car in Abu Dhabi & Adelaide events, before sustaining major damage in Race 3 at the AGP. Chassis was repaired on the chassis jig & returned to the team, where it acted as the team’s primary spare car for several rounds, before being sold to a Development Series team in mid-2011.
Nicknamed ‘Herbie’, the car was built from a brand-new 888 chassis (alongside chassis 888-016) by the team for the start of 2009. Made its debut as James Courtney’s #18 at Adelaide, but was heavily damaged in the Sunday warm-up, and missed the AGP event while being repaired. It returned at Hamilton, and raced as #18 for the rest of the year (Warren Luff & Jonathon Webb driving the car in the enduros). Courtney won in the car at Townsville and Homebush, along with podiums at Hamilton, Sandown, Queensland Raceway & Surfers Paradise. 2009 Championship Result: 7th.
Retained as #18 for 2010, driven by Courtney all year to win the V8 Supercar Championship Series (joined by Warren Luff for all endurance races). Championship winning season included race wins at Queensland Raceway (x2), Winton (x2) and Sandown (and at the non-championship Australian Grand Prix), along with podiums at Adelaide (x2), Hamilton and Townsville. The car also claimed pole position for the Saturday race at Winton. 2010 Championship Result: 1st.
Chassis 888-018 remained as the Jim Beam #18 car for the 2011 championship, now driven by James Moffat. 4th place results at Queensland Raceway and Surfers Paradise were the highlights of Moffat’s rookie season. 2011 Championship Result: 23rd.
Moffat retained the car for the start of 2012, now in Team Norton DJR colours. Following the Queensland Raceway event, a new car #18 was completed, and Chassis 0018 became the DJR team spare, however was not needed for the remainder of the year.
Chassis 888-018 was restored to its 2010 Sydney Telstra 500 Championship-winning specification by the team in late 2013, and sold to a new owner.
A 888 chassis built for the start of the 2009 season alongside Chassis 888-015, 888-016 and 888-018, Chassis 888-017 was originally the Wilson Security PCR car driven by Fabian Coulthard. The car was purchased by Dean Fiore at the end of 2009, and was prepared & run by Fiore’s Triple-F Racing team throughout 2010 and 2011.
Fiore signed for DJR in 2012, and brought the car with him to be operated by the team. Dean raced the car all season, initially in Jim Beam Devil’s Cut colours, and then a ‘standard’ JBR pain scheme, being joined by Matt Halliday at Sandown & Bathurst, and Gianni Morbidelli on the Gold Coast. 2012 Championship Result: 19th.
At the conclusion of the 2012 season, Fiore sold the car to the Development Series.
Built by the team from a brand-new 888 chassis for the start of the 2009 season, making its debut as car #17 in Adelaide. Driven by Steve Johnson all season (with James Courtney in the enduros), claiming podiums at Hamilton, Symmons Plains, Phillip Island & Barbagallo, along with pole position for the Hamilton 400. 2009 Championship Result: 6th.
Retained as #17 for 2010 season, and driven by Johnson all year, joined by Marcus Marshall at Phillip Island & Bathurst, along with Dario Franchitti at the Gold Coast 600. 2010 Championship Result: 10th.
Became the team’s primary spare car for 2011, however was pressed back into service as #17 from the 2011 Hamilton event (where it scored another front-row start), and remained as Steve Johnson’s car for the rest of the season, including scoring podium finishes in the Saturday races of the Winton & Darwin events. David Besnard joined Johnson for Phillip Island and Bathurst (in Jim Beam Black colours), where the car shot to international headlines following Besnard’s heavy crash & ensuing fire. Over 900 hours of work in one week by the DJR team had the car repaired for the Gold Coast 600 (and preliminary test day), where Steve was paired with Dirk Muller, before Johnson raced the car until the end of the year. 2011 Championship Position: 15th.
Johnson raced the car again in 2012, in both Jim Beam Honey and ‘standard’ Jim Beam colour schemes, paired with Allan Simonsen for Sandown & Bathurst, and Max Papis at Surfers Paradise. 2012 Championship position: 17th.
Following the conclusion of the 2012 season, DJR sold chassis 888-016 to a team in the V8 Supercar Development Series.
Acquired by Jonathon Webb for the 2010 V8 Supercar Championship Series, having previously been Craig Lowndes’ 888 car in early 2009. The car was brought to DJR to prepare & run the car throughout the 2010 season.
Raced as a third DJR car (#19) during the year, initially with backing from Canadian Club, with Mother Energy Drink becoming the major sponsor of the car from Townsville onwards. Webb drove the car all season, joined by David Russell at Phillip Island & Bathurst, along with Sebastien Bourdais at the Gold Coast 600. A brilliant strategy, along with smart driving in wet conditions delivered Webb his first race win in the Saturday race at Homebush. 2010 Championship Result: 13th.
Webb retained this car for 2011, where it was prepared run by his own team, only for the car to return to the DJR fold in 2012, as the #49 VIP Petfoods car for Steve Owen. Owen raced the car all year, joined by Paul Morris for Sandown & Bathurst, and Boris Said in the Gold Coast 600. 2012 Championship Result: 20th.
Chassis 888-015 now competes in the Development series, having been sold at the end of 2012.
Debuted by Glenn Seton as the #18 Westpoint Racing BA Falcon at the start of 2005, joined by Dean Canto in the enduros, this car became Seton’s last full-time V8 Supercar (2005 Championship Position: 15th).
Will Davison took over the car for 2006 (2006 Championship Position: 19th), car #18 initially ran in V8 Telecom colours, before being changed to an APVC livery mid-year. Alex Davison & Grant Denyer raced the car at Sandown & Bathurst.
BA17 was heavily updated to BF-specs for 2007, Davison retaining the chassis as the Jim Beam Racing #18 car (2007 Championship Position: 10th). Alex Davison & Andrew Thompson were the car’s endurance drivers.
Will Davison drove the car again in 2008, winning his first race & round at Eastern Creek (also the team’s first round win since the 2001 Queensland 500), along with 3rd place at the Winton round. Steve Johnson joined Davison for the endurance races, the pair claiming 3rd place at Phillip Island. (2008 Championship Position: 5th). The car remained as a spare for 2009, before being restored & sold during 2010.
Debuted as #17 at Sandown 2004 by Steve Johnson & Warren Luff with a 3rd place finish, the car also raced as #17 at Bathurst that year, before being rested for the remainder of the season.
BA16 then became Steve Johnson’s #17 Westpoint car for 2005 (2005 Championship Position: 12th, endurance race co-driver: Will Davison), and Steve’s #17 FirstRock Home Loans car in 2006 (2006 Championship Position: 9th, endurance race co-driver: Will Davison).
For 2007, the car was heavily updated & developed to BF Falcon specifications, and became Johnson’s #17 Jim Beam Racing car. Steve raced the car all year, with Davison at the enduros, where at Bathurst the team took its first podium result (3rd place) since Sandown 2004. Steve also finished 3rd at Bahrain (2007 Championship Position: 12th).
The car remained as #17 for 2008, Steve driving all the ‘sprint’ rounds (2008 Championship position: 10th), while Warren Luff & Steve Owen raced the car (still as #17) at Phillip Island & Bathurst.
The car became Grant Denyer’s #777 Crimsafe car in the 2009 Development Series, claiming several round podiums (and 2 race wins) on the way to 4th in the title. James Courtney also raced the car (as #18 in Jim Beam Racing colours) at the 2009 Australian Grand Prix Support Races, while his regular FG Falcon underwent repairs.
The car remained in its 2009 Development Series colours, and was used by Crimsafe as a promotional car during the next two year, before it was painted in a car 17 & 18 ‘hybrid’ JBR 2011 livery for the team to use at a rides day in December 2011. BA16 also appeared in VIP Petfoods colours for a promotional event at a Gold Coast Titans match during 2012, before being sold and restored to 2007 Bathurst #17 specifications by the team.
Also debuted at the start of the 2003 season, and driven by Max Wilson as #18 that season – joined by David Brabham in the enduros. Wilson claimed his only V8 Supercar podium in the season’s final round at Eastern Creek (2003 Championship Position: 17th).
The car remained as #18 in 2004, instead driven by Warren Luff (2004 Championship Position: 21st). Owen Kelly & David Brabham raced the car at Sandown & Bathurst.
BA15 became Grant Denyer’s #81 Summit Fleet Leasing car in the Development Series for 2005. The car was heavily damaged in practice for the Adelaide event, but returned for Wakefield Park & the rest of the season, with Denyer claiming his first podium at Mallala – 2nd place, behind team-mate Dean Canto – on the way to 10th place in the championship.
Denyer retained the car for 2006, finishing the year in 8th place. Due to Grant’s TV commitments, Luke Youlden filled in as driver at the Wakefield Park round. Following the 2006 season, the car was sold by the team.
The first BA Falcon built by DJR, debuted by Steve Johnson at the start of the 2003 season, and raced as #17 all season (2003 Championship Position: 16th) – Warren Luff joining Steve at Sandown & Bathurst.
The car remained as #17 for 2004 (2004 Championship Position: 10th), however it was not raced in the enduros.
For 2005, the team ran BA14 as Dean Canto’s #71 Gatorz Falcon in the HPDC V8 Supercar Series (Development Series). Canto dominated the season, winning 5 of the 7 rounds to become the first 2-time Development Series champion.
The car was then prepared by DJR for Andrew Thompson as the #71 Latitude Developments car in the Fujitsu Series. Thompson finished the year strong, winning the final two rounds at Bathurst and Phillip Island, claiming 8th place in the championship. The team sold the car at the end of the 2006 season.
Nicknamed ‘Delilah’ by the team, AU13 debuted as #17 by Steve Johnson & Paul Radisich with a win in the 2001 Queensland 500 – a downpour of rain bringing out the red flag, with car #17 being declared the winner, despite Radisich becoming stuck in the sand trap in the storm.
Johnson retained the car for the rest of the season (2001 Championship Position: 5th), and also for 2002 (2002 Championship Position: 14th). Radisich again joined Steve for the 2002 enduros.
The car has remained in the DJR Museum since the end of the 2002 series.
First raced by Paul Radisich at Adelaide 2001, the car remained as #18 all season, except for not being used in the endurance races, (2001 championship position: 7th).
Radisich again used the car for all of season 2002, except for the endurance rounds, where the car was again rested (2002 championship position: 26th).
Tony Ricciardello raced the car as the DJR #71 in the 2003 Development Series, before becoming Jose Fernandez’s Fujitsu #81 in the 2004 Development Series, finishing 4th in the Championship.
The car remained a spare at DJR for most of 2005, however the team prepared it as a third car (#19) in a one-off drive for Will Davison the Queensland Raceway Development Series round. Davison finished 2nd overall behind fellow DJR driver Dean Canto, to claim the first quinella for any team in the Development Series.
Marcus La Delle drove the car in FirstRock colours (as #61) for the team in the 2006 Development Series. A major crash at Adelaide’s Turn 8 caused the car (and La Delle) to miss the Wakefield Park round while being repaired, before returning for round 3 and the rest of the year.
The car was sold at the end of the 2006 season, and now forms part of the Bowden Collection, having been ‘facelifted’ by the DJR team to appear as the #17 First Rock BA Falcon.
At Sandown 2000, the car won on debut as Paul Radisich’s #18, before being used by Radisich for the rest of the year (Jason Bright co-drove in the enduros), and also at the 2001 AGP (which Radisich won) & Phillip Island events.
Steve Johnson took the car as #17 from Adelaide 2001 onwards until the endurance races, including taking pole, a race win & the round win at Canberra. The car became a spare for the rest of 2001.
For 2002 the car remained the team’s spare, although was raced as a third car (#71) for Greg Ritter at the Eastern Creek event. Ritter & Alan Jones also used the car as #18 in the endurance races.
The car remained as a spare for most of 2003, making an appearance as DJR #71 in the Bathurst Development Series non-championship race, driven by Warren Luff.
The team used the car for Owen Kelly’s Fujitsu #71 in the 2004 Development Series (winning the Adelaide & Queensland Raceway rounds), before the car was sold at the end of that season.
Dick debuted the car at the opening round of 1999, and raced it all season (1999 Championship position: 10th), except for the Calder Park round, where Steve Johnson substituted due to a health issue. Dick & Steve raced the car together in the Queensland 500 and at Bathurst, where Dick finish his final race at the mountain in 4th place.
Steve raced the car as #17 for the first 11 rounds the 2000 season, including pairing in a one-off return with Dick at the Queensland 500. The team sold the car before the 2000 Sandown round.
Debuted by Radisich at the start of 1999, and raced as #18 all year – co-driven by Steve Ellery in the Enduros. The car dominated much of the race at Bathurst, before an engine failure ended the car’s race.
Radisich retained the car for the first 11 events of 2000, before becoming #17 for Steve Johnson to race at the Sandown sprint round & Bathurst (with Cameron McLean). Steve used the car in early 2001 at the AGP & Phillip Island events, before becoming the team’s spare car.
The car was used by the team again as #18 for Greg Ritter with Paul Stokell (Queensland 500) & Cameron McLean (Bathurst 1000) in the endurance races, before being sold at the end of the 2001 season.
Debuted by Dick as #17 with a second place finish at round 3 of the 1998 ATCC – fittingly, Dick’s final ATCC podium came at Lakeside. Dick raced the car for the remainder of the year (1998 Championship position: 10th), before being joined by Steve Johnson for Sandown & Bathurst.
The car was sold to Cameron McLean for the season, who used it to win the 1999 Privateer’s Cup.
First raced by Dick & John Bowe as #17 at the 1996 Sandown 500, before being updated to EL specs and becoming car #18 for Bowe for the start of 1997. Damage sustained at the Gold Coast Indy support races forced the car to be sidelined for repairs, with the team also re-engineering the car during this time, before winning returning as #17 for Johnson & Bowe at Sandown & Bathurst.
Bowe retained the car as #18 for 1998, winning at Winton (1998 Championship Position: 5th).
Following the 1998 season, the car remained primarily as a spare car, but was used by Paul Radisich to win the 1999 Gold Coast Indy Support event.
EF7 was sold by the team following the end of the 1999 season.
Debuted as car #17 by Dick in the final 1995 ATCC Round at Oran Park. The car was then used by Dick & John Bowe to win the Sandown 500, before crashing out at Bathurst.
It remained as Dick’s car for the 1996 (1996 Championship Position: 10th) and, after being updated to the EL Falcon model, 1997 (1997 Championship Position: 7th) Australian Touring Car Championships.
Dick used the car as #17 for the first two rounds of 1998. The car became a spare for the team, before being raced one last time as Dick’s car at the 1999 Gold Coast Indy support events (the team’s AUs were being prepared before the Bathurst 1000 at the time).
The car was then sold by the team before the start of the 2000 season.
Completed in early 1994, EB5 was debuted by John Bowe at the Eastern Creek ATCC round. It remained as car #18 for the remainder of the ATCC, before being rested for the Sandown 500.
Dick & Bowe then raced the car as #17 at Bathurst, starting from 10th place to take the race win.
Updated to EF specs during the off-season, Bowe retained the car as #18 for 1995, taking 4 round wins on the way to claiming the 1995 ATCC title.
For 1996 Bowe began his title defence in the car, racing as #1, and winning the Bathurst sprint round, however a massive crash at the Phillip Island round badly damaged the body shell. The mechanical components were stripped, and the chassis was scrapped by the team.
Built to be Dick’s replacement car for the 1994 season, the car was raced as #17 for the entire 1994 ATCC. 1994 Championship Position: 8th.
Bowe joined Dick for the Sandown 500, winning the race, before the car became #18 for Steve Johnson & Grice at Bathurst.
The car was updated to EF Falcon specification for 1995, where it was again car #17 for Dick for the first 9 ATCC rounds. Steve Johnson raced the car as the #19 Digital car at Oran Park, and as car #18 for Steve & Charlie O’Brien at Sandown & Bathurst.
The car began 1996 as the team’s spare, before becoming #18 for Bowe (after EB5 was destroyed at Phillip Island).
The car was further updated to EL Falcon specs and returned to the role of spare car for 1997, being pressed back into use for Bowe following damage to EF7 at the 1997 Gold Coast Indy. Bowe used EB4 during this time to win the Lakeside ATCC round. 1997 Championship Position: 2nd.
EB4 was also prepared by the team as Steve Johnson’s #95 Racing for Life car at five rounds in 1998. The car remained with the team in 1999, before being sold in early 2000.
Debuted by Dick as #17 at 1993’s opening ATCC round at Amaroo Park, and was used by Dick throughout the season. 1993 Championship Position: 5th.
Bowe joined Dick in the car for the enduros, where at Bathurst Dick was caught in an incident with Bill O’Brien’s car at Reid Park. The damaged chassis was stored (some of the car’s mechanicals were placed into the team’s new shell, EB5), before the chassis was eventually sent to be repaired as a project for Campbelltown TAFE.
The car now forms part of the Bowden Collection, where it is gradually being restored as a replica of the Bathurst-winning EB5 car.
Built by the team in late 1992, Dick used the car at the 92 AGP, and was joined by John Bowe to race the car as #17 at Wellington in November 92.
EB2 became Bowe’s car #18 for the 1993 ATCC, including winning the opening round at Amaroo. 1993 Championship Position: 3rd.
Paul Radisich & Cameron McConville raced the car in the 93 enduros. The car was retained by Bowe for the early 1994 rounds, but became the team’s spare chassis from Eastern Creek. At Oran Park, Steve Johnson made his V8 debut in the car, racing as the #19 Fuddruckers Hamburgers car. Steve & Allan Grice raced the car as #18 at Sandown before Bowe used the car again as #18 at the AGP support races. The car was sold by the team at the end of 1994.
Built by the team in 1992 for the new-for 1993 V8 Formula, the car appeared at the 1992 Bathurst Media Day, but was considered ‘too much like a sports sedan’ by the governing bodies, and was not allowed to race – instead the team built two new cars for the start of the 1993 season.
EB1 instead became the team’s show car through the EB/EF/EL Falcon era, being ‘face-lifted’ for each new model. The car was sold when the team moved on to the AU Falcon, and has since been raced, ironically as a sports sedan!
Built during 1990, DJR 6 debuted with Dick & John Bowe driving #17 at Sandown, and then again at Bathurst.
The car was used by John Bowe in the early stages of the 1991 ATCC, before becoming the team’s spare car for the remainder of the championship. the car re-appeared at Bathurst 1991, as car #17 for Dick & Bowe. Dick then raced the car at the Australian Grand Prix.
Dick raced the car again throughout The 1992 ATCC (1992 Championship Position: 8th), before Terry Shiel & Greg Crick raced the car as #18 at Sandown & Bathurst.
The car was sold following the 1992 season, in preparation for the return of the Ford Falcon from the 1993 ATCC.
Dick & John Bowe debuted the car as #17 at the 1989 Sandown 500, before the same driver pairing led all 161 laps to win the Bathurst 1000. The car’s final race in 1989 was at the AGP, with Dick driving.
Dick retained the car for the 1990 ATCC, car #17 taking round wins at Symmons Plains & Phillip Island (1990 Championship Position: 3rd). At Bathurst the car raced as #18, with Jeff Allam & Paul Radisich taking 2nd place.
Dick used the car again as #17 in the 1991 ATCC (1991 Championship Position: 9th). At Bathurst the car raced as #18, driven by Bowe, Paul Radisich & Terry Shiel. Bowe then used the car at the Australian Grand Prix.
John Bowe remained in the car car #18 for the 1992 season, taking three round wins and 4th in the ATCC. Dick & Bowe raced the car as #17 at Sandown, and also took 2nd place at a controversial Bathurst 1000. The car reverted to #18 for Bowe at the AGP, before being raced as #18 by Radisich & Michael Preston in New Zealand at Wellington & Pukekohe.
The team retained the car at the end of the ‘Group A’ era at the end of 1992, and it now forms part of the Bowden Collection.
Debuted as #17 with 3rd place for Dick & John Bowe at the 1988 Sandown 500, before Dick & Bowe also raced the car at Bathurst that year. Dick also used the car at the Australian GP Support Races.
DJR 4 remained car car #17 for the 1989 ATCC, claiming four round wins & taking Dick’s fifth ATCC title. The car became the team’s spare for the endurance races, before being used by John Bowe as #18 for the AGP support races.
Bowe retained the car as #18 for the 1990 ATCC (1990 Championship Position: 5th), before Bowe raced it alongside Jeff Allam & Paul Radisich at Sandown. The car was rested for Bathurst, then pressed back into service for Bowe at the AGP and as #17 for Dick & Bowe at the Nissan 500 Enduro at Eastern Creek.
The car was rebuilt by the team during the early stages of 1991, before Bowe began to race it again from mid-season. The team sold the car to Kiwi Mark Petch after the ATCC, however the team continued to prepare it – firstly as a third car driven by Kayne Scott & Greg Taylor at Bathurst 91 (car #19), and then as #17 for Dick & Bowe at the Wellington & Pukekohe races in New Zealand.
Built by the team for the 1988 season, Dick raced the car as #17 throughout the season, taking 6 round wins and claiming the ATCC title. Dick also raced (and won) one AMSCAR round at Amaroo Park during the year.
The team prepared the car to race in the 1988 Silversone TT race in England, Dick & Bowe racing it as the #41 Redkote Steel Tubing entry. The car qualified on pole position by a considerable margin & jumped to an early lead, only for a water pump to fail leading to a 21st place finish.
The car raced as a third DJR entry at Bathurst ’88 (#28), driven by Bowe, Robb Gravett & Neville Crichton. It rounded out 1988 being raced as #17 for Dick & Bowe in Wellington, and as #18 for Bowe at the AGP.
For 1989, the DJR3 became John Bowe’s #18 car, winning two rounds & finishing 2nd in the ATCC. It remained as #18 for the enduros, where Jeff Allam was joined by Tony Noske (at Sandown), and Rob Gravett (at Bathurst). The team then used the car as #17 for Dick & Bowe in the Nissan-Mobil Series (NZ), at Wellington (DNF) and a win at Pukekohe. Following the 1989 season, the car was sold by the team.
Built as a left-hand drive car for the start of the 1987 season to Sierra Cosworth specifications, and raced by Gregg Hansford as the Shell Ultra-Hi #18 to 10th in the 1987 ATCC. Updated to RS500 specs at the end of the Championship.
In the endurance races, Dick, Hansford & Neville Crichton raced the car at Sandown, Crichton raced it with Charlie O’Brien at Bathurst & Calder Park, and then Crichton & Neal Lowe raced the car in the Wellington WTCC event.
For 1988, the car acted as the teams spare & show car, before being sold the the Trackstar Racing team in the United Kingdom for 1989.
Built as a right-hand drive car to Sierra Cosworth specifications for the start of 1987, and raced by Dick as the #17 Shell Ultra-Hi car, winning the Adelaide International Raceway round on the way to 6th in the 1987 ATCC. The car was updated to RS500 specs for the enduros, Gregg Hansford joining Dick for all endurance races & the Wellington street race. Dick then used the car to win the AGP support event.
DJR1 became John Bowe’s #18 car for the 1988 season, taking 2 round wins and 2nd in the championship. Alfredo Costanzo & John Smith drove the car as #18 at Sandown & Bathurst – where the car finished 2nd after Dick & Bowe took control of the car.
The team sold the car to Trackstar Racing in the UK, who used the car in the British Touring Car Championship from 1989.
The second Mustang delivered to the team from Zakspeed, Dick debuted the car as #17 at the Oran Park 300 endurance round. Remained as the team’s primary car (#17) for the rest of the enduros, Larry Perkins joining Dick at Bathurst. Dick also used the car at the Australian Grand Prix support races, taking what would be the first & only win for the DJR Mustangs.
The car remained as the Dick’s primary car for the 1986 season (1986 Championship Position: 6th), and also in the endurance races, where Gregg Hansford joined the team as co-driver. The car was sold at the end of the season, in preparation for the new Sierras in 1987.
The first of two Mustangs purchased by DJR from the Zakspeed team in Germany, the car was delivered in late 1984. Painted white, with Palmer Tube Mills signage, the car practiced at Bathurst 1984 as car #71, in preparation for the new Group A regulations of 1985.
Repainted in Greens-Tuff green for 1985, Dick used the car as #17 for the 1985 ATCC, where constant results netted 2nd place in the championship. The car became the team’s spare from the endurance races onwards, however it appeared at Bathurst as car #18 in practice, qualifying & Hardies Heroes (Top 10 Shootout) to give Dick & co-driver Larry Perkins extra track time.
Dick then raced the car alongside Neville Crichton in JPS colours in the Nissan Mobil series at Wellington & Pukekohe (NZ) in early 1986, before returning to Australia. The car remained as the team’s spare through the 1986 season, before being sold to New Zealand racer Robbie Ker at the end of the year.
The third XE Falcon campaigned by the team was built over the 1983/84 off-season, and made its debut at the opening event of the 1984 season.
Dick completed a highly consistent season – finishing on the podium at every event, and despite only taking one round win (at Surfers Paradise Raceway), claimed the 1984 ATCC in the car.
John French returned to drive with Dick in the endurance races, and after starting third at Bathurst, the race ended for the car with a broken axle after 107 laps. Following the final Group C-era race in November 1984, the car was retired from competition and retained by the team. The car now forms part of the Bowden collection.
Purchased by the team from a fellow competitor (Andrew Harris) on the Saturday evening of Bathurst 1983, the DJR, Harris and TAFE Repair teams worked through the night to convert this ‘new’ car into a DJR Greens-Tuf XE, as a replacement for the car destroyed in Hardie’s Heroes.
The conversion included stripping the damaged shell of its undamaged mechanical components, installing them into the new car, repainting & signwriting, and electrical work.
The rebuilt car was rolled onto the grid – with its paintwork still damp – to a standing ovation, just in time for the race start. Unfortunately a faulty electrical fuse in the dash ended the team’s day after 61 laps.
The car was sold following the Bathurst 1000 race, as a new DJR XE Falcon was under construction for 1984.
Debuted in the 1982 Endurance Races in Palmer Red Roo pipe colours (blue car with red bumpers), the XE Falcon had several changes & upgrades over the XD model. At Bathurst 1982, Dick, again paired with John French, crossed the line in 4th place, however was later excluded due to a technical infringement.
Still with Red Roo signage, but now all-blue in colour, the 1983 ATCC season was a tough one, as the team continued to develop the car with new homologated components (including larger wheels & tyres and a new aero pack). Dick finished the ATCC season in 6th place.
For the 1983 Endurance races, Dick paired with Kevin Bartlett, and the car appeared in the famous Greens-Tuf colours for the first time. During the Hardie’s Heroes (top 10 shootout) at Bathurst, Dick clipped the tyre bundle on the exit of Forrest’s Elbow, sending the car crashing through the trees next to the track. The mechanicals of the destroyed car were transferred into a new car rebuilt overnight at Bathurst, and the damaged bodyshell became the first car through the Sims Metal crusher at Rocklea, Brisbane in September 1984 – fragments of which were made into paperweights!
Built using the funds raised during the rock appeal, Tru-Blu 2 was built from a brand new XD Falcon chassis, and used most of the mechanical components from the car damaged in the rock incident.
A strong season, including 5 round winds from 8 contested, culminating with a final battle with Peter Brock at Lakeside led to Dick & Tru-Blu 2 winning the 1981 ATCC title. This was backed up with a dominant win by Dick & John French in the car at the crash-shortened 1981 Bathurst 1000.
Dick raced the car again in the 1982 ATCC, winning 3 rounds on the way to claiming his second championship title. The car was the sold to Alf Grant at the end of the ATCC, in preparation for the new XE model for the 1982 enduros. Tru-Blu 2 was later re-purchased by DJR in 1987, and it is now part of the Bowden Collection.
Produced from an ex-police car Dick purchased from the Maryborough auctions, Tru-Blu 1 has completed around 42,000km as a patrol car before being pressed into race car use. The DJR team exchanged the mechanicals from the Bryan Byrt race team XC Falcons with the road car items originally in the XD as part of the race preparation of the car.
The car made its debut at a Queensland sports sedan meeting at Lakeside in August 1980, before its first major race – a competitive showing in the CRC 300 at Amaroo Park.
At Bathurst, the car jumped to an early lead, before hitting the rock after 17 laps – destroying the car. The ensuing appeal enabled Dick and the team to produce a new car, using many mechanical components from Tru-Blu 1. The stripped shell of the damaged car was sold to another competitor, who later repaired & built the car up to race again.
Delivered to DJR in mid-2009, Chassis 888-021 is actually the final Ford Falcon chassis to be produced by 888 Race Engineering, as well as the last ‘Project Blueprint’ specification V8 Supercar to be completed by any team – leading to the car being named ‘Full Stop’ in a DJR Team Mates competition.
DJR completed the car in mid-2012, debuting as James Moffat’s Team Norton DJR car #18 at the Sydney Motorsport Park event. Moffat used the car for the balance of the year, joined by Alex Davison at Sandown and Bathurst (where the car raced as the #17 Tru-Blu car), and Peter Kox at the Gold Coast 600. 2012 Championship Result: 21st.
With the new Car of the Future specification cars being introduced for the next season, DJR sold the car to a Development Series team in early 2013.