Cars / Group 3A / VP Commodore
Holden · Group 3A
VP Commodore
1993-1999 · 31/41 specifications catalogued
Extended-undertray and wing/Gurney dimensions remain missing.
The Holden VP Commodore was Holden's foundation car for the new 5.0-litre Group 3A touring-car formula. It was the front-line Commodore in 1993–1994 and, after the works teams moved to the VR Commodore for 1995, privateers kept the VP in the main championship right through to 1999. It replaced the Group A-era Commodore; this page describes the selected mid-1993 revised package.
A new formula
For 1993 Australian touring-car racing abandoned the international Group A rules for a home-grown 5.0-litre V8 category, and the VP Commodore and the EB Falcon became its two founding cars. The frozen formula fixed a naturally aspirated, fuel-injected 90-degree V8 of five litres, a 10:1 compression ceiling and a regulated 7500 rpm limit — the architecture every later Commodore state inherited. The selected car is the mid-1993 revised package, adopted after the category's opening races.
Body & aero
Group 3A mandated a large front spoiler with an inverted-wing undertray and a boot-mounted rear wing, and the VP wore a side-mounted rear wing — the arrangement the VR would later replace with a centre-post design. The selected state carries the extended undertray adopted mid-1993. Exact VP front-bar, undertray and wing dimensions are not documented from primary drawings, so the aero is described qualitatively only; surviving team cars are useful references but team-specific bodywork should not be promoted to a universal model specification.
Engine & driveline
Power came from a Holden 5.0-litre V8 derived from the outgoing Group A engine, driving through a Holinger six-speed. The live rear axle was located by a four-link and a Panhard rod on a Ford 9-inch-based housing (an F100 truck diff case) — the Watts-linkage rear of the VT had not yet arrived. The front was a MacPherson strut. Category minimum weight was 1300 kg.
Brakes, wheels & tyres
Wheels were the 17×11 category size, but early Group 3A cars ran various custom wheels rather than one make. Tyres were an open competition between Bridgestone, Yokohama, Dunlop and Hoosier rather than a single control fitment. Brake and pad choice followed team practice — Perkins Engineering, for instance, ran Ferodo DS3000 pads.
Evolution
The works teams moved to the VR Commodore for 1995 — which rebodied the same mechanical package with a centre-post rear wing — but privateers ran the VP on in the main series through to 1999.
For its championship record see the 1993 and 1994 seasons. Sources: Group 3A frozen 5.0L formula (Div C technical rules) and the V8 Supercars Physics Handbook (N. Higginson) for the mechanical package — Grade B; VP body and rear-axle specifics — Grade D.
Technical specification
Grouped by system. Every value carries its confidence grade and source.
confirmedperiod-verifiedbridge refunknownquarantined
Category 1/2
Formula designation
Group 3A - 5.0L V8 Touring Car (V8 Supercar) period-verified
Category formula designation (era-based)
Series & administration
— unknown
Engine 7/8
Displacement⚑ variants
5.0 L confirmed
Div C Technical Rules (2003, harvested): max engine capacity 5000cc; formula continuous from the period ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period 1993-2001; physical Manuals, confirmed by N. Higginson 2026-08) · 5000 cc max period-confirmed across 1993-2001 by the CAMS Manuals (Group 3A regs), continuous into 2002 - no longer only the 2003 bridge.
Configuration
90-degree V8 period-verified
Group 3A formula
Induction⚑ variants
Naturally aspirated; electronic fuel injection (HRT-developed) period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team ; CAMS Manual (NA only; no water injection; no moveable induction device; carb/EFI unrestricted) · Exception: the 1993 Moffat Cenovis EB ran a Holman & Moody carburettor before switching to EFI in 1994 CAMS Manual (Grade A, BLANKET rule 1993-2002): engine must be NATURALLY ASPIRATED (forced induction prohibited); water injection prohibited; NO device may alter the manifold/induction/exhaust configuration while the engine runs (moveable inlet rams / variable-length trumpets banned - FIXED trumpets are legal). Induction TYPE was NOT restricted in 1993 - the Manual does not mandate EFI or ban carburettors, so both were legal (the 1993 Moffat Cenovis carburettor was legal); EFI became the universal team choice, reflected in the 2002 Div C approved-injector list.
Power (est.)⚑ variants
~530 BHP @ 7500 rpm (1993) -> ~550 BHP (1994), HRT works period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team
Max engine speed
7500 (regulated limit) rpm confirmed
Div C Technical Rules C 6.6.1 (2003, harvested): controlled 7500 rpm limit ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) · 7500 rpm rev limit period-confirmed across 1993-2002 (CAMS Manuals, Grade A) - no longer only the 2003 bridge.
Compression ratio⚑ variants
10:1 confirmed
Div C Technical Rules C 6.2.1 (2003, harvested): compression ratio must not exceed 10.0:1; V8 Supercars Physics Handbook (N. Higginson) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period 1993-2001; physical Manuals, confirmed by N. Higginson 2026-08) · 10:1 max compression period-confirmed across the CAMS Manual era (1993-2001).
Engine management⚑ variants
— unknown
CAMS Manual (engine management free, no control ECU pre-2003) · Engine management was FREE - NO control ECU (CAMS Manual, Grade A; free from 1993). Team choice (MoTeC, Autronic, etc.) - which is why teams ran different ECUs; the TEGA control ECU only came in 2003. So an ECU value here is the team's chosen unit, not a mandated one. Driver AIDS BANNED (CAMS Manual, Grade A, blanket 1993-2002): traction control, ABS, launch control and active suspension are all PROHIBITED - model these cars with NO electronic driver aids.
Engine block⚑ variants
Holden Motor Sport 5.0 L fuel-injected V8 - HRT-developed heads/intake/injection/exhaust/management; Chevrolet small-block-based period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team · Larry Perkins ran a homologated REVISED Holden block + head (added stiffness) with slide-throttle induction and won the 1993 Bathurst 1000; a 1994 rule change pushed leading teams onto the Chevrolet small-block (badged Holden), while some privateers kept the Holden V8. 'VP engine' therefore splits: Perkins-developed Holden / Chevrolet works / inherited Group A Holden. Reference = the works/front-running engine. A 1994 rule change forced Perkins off its Holden-derived V8; Holden-derived engines appear to have stayed eligible for some lower-tier entrants (see the Perkins/Lansvale/Ampol variants). Precisely: the Chevrolet restriction applied to Level 1 (works) entrants; privateer/customer teams stayed eligible for Holden-derived V8s (Jack Perkins interview).
Drivetrain 4/4
Gearbox⚑ variants
Holinger H6S 6-speed (from 1995); 5-speed Getrag in some privateer cars in the early days (1993-94) period-verified
V8 Supercars Physics Handbook (N. Higginson); Holinger official history; V8 Sleuth | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C 7.2.5 (H-pattern, non-sequential change mandated) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) ; 1997 CAMS Manual (6-gear cap + H-pattern) · The Getrag 5-speed was an early-days privateer gearbox (1993-94); all cars ran the H6S from 1995. In period the gearbox was H-pattern (non-sequential): 2002 Div C C 7.2.5 mandated an 'H'-pattern change with a non-sequential mechanical linkage; sequential/electronic-assisted selection was prohibited (sequential shift came to the category later). Gearbox varied by ENTRANT, not by model: the professional teams ran the 6-speed Holinger H6S (H-pattern), but budget/privateer cars ran 5-speed boxes - Getrag 265-based (Willmington GWR193 EB, Moffat Cenovis EB, both carburetted) and the Holinger GRA-5 'Group A 5-speed' in Group A-carryover Commodores. When 6-speed became universal pre-2003 is unconfirmed. CAMS Manual (Grade A, period): H-PATTERN gearchange REQUIRED across 1993-2002 (sequential prohibited the whole era). [Max gear-count not yet extracted - N. gave the H-pattern rule but not a gears cap; TBC.] Gearbox rules (CAMS Manual, Grade A, 1993-2002): MAX 6 forward gears + H-PATTERN gearchange required (sequential banned). No MINIMUM gear count -> a 5-speed (e.g. Getrag) was LEGAL, which is why budget privateers ran them; the works 6-speed Holinger H6S was the maximum-gear choice. RESOLVES the five-speed question. 1993-94: the ENTIRE transmission was FREE - gearbox type, ratios AND final drives - the only cap being 6 forward gears + an optional reverse (1993 CAMS Manual, Grade A). The fixed homologated control GEARSET applied from 1995; the 3.25/3.5/3.7 final-drive control set is confirmed for 2002 (Div C C7.4.5).
Gear ratios
Free ratios (1993-94, CAMS Manual Grade A): teams chose their own gear ratios within the 6-gear cap + H-pattern - NO control gearset until 1995. Privateers ran 5-speed Getrags; actual per-team sets are not in the held Manuals. period-verified
1994 CAMS Manual of Motor Sport (Group 3A - free ratios, 6-gear cap, H-pattern; held by N. Higginson) · The fixed control gearset (2.571/1.989/1.665/1.351/1.138/1.000; tooth counts 14:33 etc.) came in from 1995 and is a LATER reference only - do NOT apply it to 1993-94. 1993 CAMS Manual: gearbox internals + FINAL DRIVES were also free; optional reverse; only cap = 6 forward gears.
Final-drive options
Free (1993-94, CAMS Manual Grade A): final-drive ratios were team choice - no control set (9-inch-type axle). The 3.25/3.5/3.7 circuit set is a LATER control reference (2002 Div C C7.4.5), NOT the 1993-94 rule. period-verified
1993 CAMS Manual of Motor Sport (Group 3A - transmission/final-drive free, 6-gear cap + optional reverse; held by N. Higginson) · Period-confirmed for 2002 by the official VX and AU spec pages; the same set is used in the mod gearbox files (Simulator notes)
Differential⚑ variants
9-inch crown wheel & pinion (fabricated assembly, fixed ratios) period-verified
2002 V8Supercars.com VX & AU specs (FND-037); 2004 AVESCO specs · Period-confirmed 2002; early Commodores used a Ford F100 truck 9-inch diff housing Heavy-duty rear axle with safety hubs, centre-lock wheel attachments and adjustable camber (HRT card).
Suspension 6/8
Front type
Harrop-developed McPherson strut with Bilstein gas-filled inserts (externally adjustable) period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team
Rear type⚑ variants
Coil-over live axle, Bilstein gas-filled shocks; four-link + Watts link rear arm period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team · Watts linkage came later (AU/VT); early Commodores used a Panhard rod
Front spring rate
78.8-175.1 (400/500-900/1000 lb; circuit-dependent) N/mm period-verified
Jack Perkins, Perkins Engineering · Real figures are in pounds (Perkins); N/mm shown for engineering use
Rear spring rate
40.3-87.6 (230-500 lb; circuit-dependent) N/mm period-verified
Jack Perkins, Perkins Engineering
Anti-roll bars
Cockpit-adjustable from 1994; 2nd blade ~1999-2000; both blades 2008 period-verified
Jack Perkins, Perkins Engineering · 2008 is post-period
Dampers
Bilstein gas-filled, externally adjustable (front strut inserts + rear coil-overs) period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team
Front geometry
— unknown
Rear geometry
— unknown
Brakes 5/5
Front disc⚑ variants
350 mm period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team · Ventilated (1993 HRT card).
Rear disc⚑ variants
300 mm period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team · Ventilated (1993 HRT card).
Front caliper⚑ variants
Harrop 6-piston period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team
Rear caliper⚑ variants
Harrop 4-piston (cockpit-adjustable front-to-rear bias) period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team
Brake pads
Ferodo DS3000 (Perkins Engineering) period-verified
V8 Supercars Physics Handbook (N. Higginson) / Perkins
Wheels & tyres 3/4
Wheel size
Speedline 17 x 11 in magnesium alloy (1994; HRT-brand 17x11 in 1993) in period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team · Diameter/width is category-standard; wheel supplier/brand varied by team, and earlier Group 3A cars ran various custom wheels CAMS Manual (Grade A): 17-inch rim DIAMETER is category-mandated across 1993-2001; wheel width + material pending confirmation. 1994-2002 CAMS Manuals (Grade A, confirmed 1994/1997 + 2002 Div C) wheel envelope: max COMPLETE-wheel (rim+tyre) WIDTH = 12 in (~305 mm, = the 2002 Div C 305 mm limit); max rim diameter 17 in; max complete-wheel diameter 680 mm. Wheel MATERIAL is NOT restricted in the 1997 Manual (magnesium permitted - matches the Speedline/O.Z. magnesium wheels used). Rim width itself is a team choice within the envelope (commonly 11 in).
Tyre supplier⚑ variants
Open competition (1993-98); Bridgestone control from 1999 period-verified
V8 Supercars period-research compilation (Nathan/GPT, 2026) - period journalism & driver accounts; Grade C, to confirm against the 1993-2001 CAMS Manuals · Tyre history: 1993-1998 open competition (no control tyre) - 1997 per team: Bridgestone (HRT, GSR, Stone Brothers), Dunlop (DJR, Perkins), Yokohama (Gardner, Gibson, Longhurst). Bridgestone became the control tyre in 1999; Dunlop control from 2002.
Tyre dimensions⚑ variants
Bridgestone 285/40 R17 (approx 285/680 R17), front & rear period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team · CAMS Manual (Grade A): category max tyre overall diameter = 680 mm across 1993-2001. 1994-2002 CAMS Manuals (Grade A) envelope: max complete-wheel width 12 in (~305 mm) and max complete-wheel overall diameter 680 mm (all years).
Tyre construction
— unknown
Weight 1/2
Minimum weight⚑ variants
1300 kg confirmed
V8 Supercars period-research compilation (Nathan/GPT, 2026) - period journalism & driver accounts; Grade C, to confirm against the 1993-2001 CAMS Manuals · Category minimum was 1300 kg to mid-1995, raised to 1325 kg at the 1995 Bathurst 500 after Ford teams ran lightweight shells (lighter-gauge steel, thinner glass); 1350 kg by 2002, 1355 from 2004. 1300 kg homologated minimum on the HRT 1993/94 VP cards; category rose to 1325 kg at the 1995 Bathurst 500. CAMS Manual (Grade A, period; N. Higginson's held books, read 2026-08): minimum weight is BARE - WITHOUT fuel, driver or protective apparel. Category timeline: 1300 kg 1993-95, 1325 kg 1996 (PROVISIONAL - 1996 Manual not held), 1350 kg 1997-2002. CORRECTION: the 1995 Manual reads 1300 kg (start of year); 1325 first appears for 1996 - so the earlier '1325 at the 1995 Bathurst 500' framing needs the 1996 book (or a mid-1995 bulletin) to confirm exactly when it changed.
Weight distribution
— unknown
Fuel 2/2
Fuel capacity
120 L confirmed
Div C Technical Rules (2003, harvested): fuel tank max 115 L, TEGA checking vessel 120 L; 2000 cost page; V8 Supercars Physics Handbook (N. Higginson) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) · 120 L MAXIMUM tank capacity, period-confirmed across 1993-2002 (CAMS Manuals, Grade A).
Fuel specification⚑ variants
120 L safety-bladder fuel cell; safety dry-break refuel system period-verified
HRT Race Car Specifications Cards (1993 & 1994 VP Commodore), Holden Racing Team
Dimensions 0/3
Wheelbase
— unknown
Front track
— unknown
Rear track
— unknown
Aerodynamics 2/3
Front aero⚑ variants
Mandated: large front spoiler with inverted-wing undertray period-verified
Group 3A rules (Wikipedia) | Shannons Club Racing Garage (VR-VS Commodore / VT-VX Commodore features); Australian Muscle Car Magazine ; 1993 CAMS Manual of Motor Sport (Group 3A; held by N. Higginson) · Large front spoiler; the final homologated spoiler that debuted at the 1992 Sandown 500 differed from HRT's original plan. The VP was effectively the first Holden V8 Supercar racer; the Chevrolet V8 was introduced late 1992 for the winged VP's debut. HRT homologated kit: front fascia + aerodynamic splitter, side skirts (1993/94 card). 1993 CAMS Manual (Grade A): base aero is 'as homologated'; aero DEVICES fitted to the front bar may not extend more than 65 mm at any measured point.
Rear wing⚑ variants
Mandated: large boot-mounted rear wing period-verified
Group 3A rules (Wikipedia) | Shannons Club Racing Garage (VR-VS Commodore / VT-VX Commodore features) ; 1993 CAMS Manual of Motor Sport (Group 3A; held by N. Higginson) · SIDE-mounted rear wing (mounted like Ford's EB Falcon); the prototype wing was tested on a Commodore road car and the VN Group A car before homologation. The VR later abandoned this side-mount layout. Aerodynamic rear wing + rear fascia extensions (HRT card). 1993 CAMS Manual (Grade A): the rear wing must be contained within the ORIGINAL BODYWORK in plan view (from above); its lateral projection incl. endplates must fit within a 260 mm (26 cm) square at any point; non-aero mountings may extend below but must stay within the device's plan-view perimeter. External decorative strips <25 mm vertical height may be removed.
Downforce / drag map
— unknown
Variants & divergences
The specification above is the selected reference package. In the Group 3A era the body model did not determine the mechanical spec — individual chassis and entrants diverged. Graded leads, to be firmed up against homologation papers and the annual CAMS Manuals.
Chassis & entrant packages 5
Perkins Holden V8 package (1993; privateer 1994) Grade B
Perkins' 1993 Holden route, before a 1994 rule change forced Level-1 teams onto the Chevrolet small-block. Distinct from the works norm: a homologated revised Holden block + head (extra material for stiffness), Perkins slide-throttle EFI, and the rear axle located by a PANHARD rod rather than the works Watts link. Boot-mounted fuel cell. (Restored-car Autronic SM4 + Carrillo rods are 1994+, not period.) Internals: Holden steel crankshaft, Crane hydraulic-roller cam + lifters, gear drive, harmonic balancer; the 1993 Bathurst config used standard Holden VL con-rods (upgraded bolts) and a March-1994 rebuild fitted 6.250-inch Carrillo rods + new bearings/valves/coated springs. In 1994 Level-1 Holden teams were forced onto the Chevrolet small-block, but PRIVATEERS remained eligible to run the Perkins Holden V8 + slide-throttle - the 1993 Bathurst-winning engine #132 passed to privateer users. Restoration corroboration (Grade D, NOT a period build sheet): a Perkins 1993/94 VP restoration parts-lot (see research/perkins-component-ledger.md) corroborates the Perkins-specific hardware families - Harrop four-piston-compatible brakes (rotors 99-ROT6848-00-48H front / 99-ROT1110-00-32H rear, PE hats), Bilstein front dampers on PE strut hardware, Sweet-servo hydraulic power steering, PE spring seats, VP axles, and a 44-row Serck Speed oil cooler. Original installation dates unresolved; the front Ferodo FRP3059R DS3000 pads are post-1994 replacements, excluded as the period compound. Rear-brake origin: Perkins identifies PE017's aluminium Harrop rear caliper as an AUSCAR-derived design (Grade B); four-piston per the restoration hardware, original casting/piston sizes unresolved. Ex-PE013 survivor brake package (recovered from the archived Perkins Motorsport shop): 4-pot Harrop floating-bobbin front AND rear - front 355 mm x 35 mm, rear 330 mm x 28 mm, common 130 mm pad (rear RS4-4/Pagid). Differs from the HRT works reference (6-piston front / 4-piston rear, 350/300 mm). CAVEAT: parts are ex-PE013 but PERIOD-UNDATED - PE013 raced as a VP (1993-94) then was converted to VR later, so this is Grade-C survivor evidence, not a dated VP value. 1993 Bathurst engine confirmed genuine HOLDEN V8: the constructor's delisted 'Holden Engine Harness Ex PE 132 (1993 Bathurst Winning Race Engine)' loom (removed during restoration) + ACL 8B2356C conrod bearings listed for the Holden V8 253/304/308. Engine no. PE 132; corroborates the Holden-engine route (Grade B/C, Perkins shop).
e.g. PE017 (1993 Bathurst winner) · Daily Planet / John Trimbole (ran Perkins engine #132 in 1994; exact events unresolved) · PE017 - Larry Perkins / Gregg Hansford, 1993 Bathurst winner
- Displacement
- 304 ci / 5.0 LB
- Engine block
- Homologated Perkins Holden V8 (special-cast block + head)B
- Induction
- Perkins slide-throttle EFIB
- Compression ratio
- 9.94:1B
- Power (est.)
- ~590 hp @ 7500 rpmC
- Rear type
- Four-link live axle with PANHARD rod (vs works Watts link)C
- Differential
- Ford F100-derived housingB
- Rear caliper
- Harrop aluminium AUSCAR-derived rear caliper; four-piston per PE restoration hardware (casting # + piston sizes unresolved)B/C
- Fuel specification
- Boot-mounted fuel cell (production shell)C
- Tyre supplier
- DunlopC
- Front disc
- 355 mm (14 in) x 35 mm, 12-bolt to Harrop hats (floating bobbin)C
- Rear disc
- 330 mm (13 in) x 28 mm, 12-bolt to Harrop hats (floating bobbin)C
- Front caliper
- 4-pot Harrop (130 mm pad)C
Privateer Holden-engined / Group A carry-over Grade C
Genuine Holden V8s (not the works Chevrolet) stayed eligible for lower-tier/customer teams - often in converted Group A chassis retaining Group A running gear, some with slide-throttle injection. Body designation says little about the drivetrain.
e.g. Lansvale (converted VN, kept Holden V8) · Terry Finnigan (VL Group A gear -> VN -> VP) · Neil Schembri (Roadways VL running gear) · Bob Jones Ampol CR001 (Holden 308, slide-throttle) [D] · Stephen McLaine (ex-Lansvale VN->VP, kept Holden V8, 1994) · Former Lansvale VN Group A converted to VP (Lansvale Racing / Stephen McLaine / Wayne Russell)
- Engine block
- Holden V8 (Group A-derived); some slide-throttle EFIC
Advantage Racing / Brock 'Mobil 1 05' package Grade C
Advantage's only ground-up Group 3A build (Don Green): a chrome-moly cage and purpose-built construction vs the team's older Perkins-derived Group A conversions. Neill Burns Chevrolet-derived V8 (further developed for the enduros). 1310 kg was the BUILD TARGET, not the category minimum. 1993 Mobil 1 Racing 05 spec card: GM 5.0 L fuel-injected V8 with Brock-developed heads/intake/injection and a CRANE camshaft, DRY SUMP (oil tank in the front compartment), Autronic engine management. Brakes: 380 mm front / 300 mm rear ventilated discs, 4-spot calipers front & rear, TWIN master cylinders with a balance bar. Bridgestone 285/680 R17. King Springs; four-link equal-length parallel rear arms; onboard air-jacking.
e.g. AR3-93-3A-01 · PE013 (converted VN, 18-degree Chevrolet 'AR 09 92') [B]
- Engine block
- Neill Burns Chevrolet-derived V8C
- Front caliper
- 4-spot (twin master cylinders + balance bar)B
- Rear caliper
- 4-spotB
- Tyre supplier
- BridgestoneC
- Tyre dimensions
- Bridgestone 285/680 R17B
- Rear wing
- Gurney-flap adjustable rear wingC
- Minimum weight
- 1310 (build target, not category min)C
- Induction
- Brock EFI + Crane camshaft; DRY SUMP (front oil tank)B
- Engine management
- Autronic engine managementB
- Power (est.)
- ~500 BHP @ 7500 rpmB
- Front disc
- 380B
- Rear disc
- 300B
Group A-converted vs clean-sheet construction Grade C
Many early VPs were converted VN Group A shells (retaining Group A cage/shell/installation), not clean-sheet Group 3A builds - so shell construction, stiffness and mass distribution can differ from a purpose-built car. HRT's first fully clean-sheet, computer-designed VP was HRT 030 ('Beth', 1994 Sandown).
e.g. Converted Group A: HRT 026, HRT 028, Finnigan, Lansvale (VN), PE013 · First clean-sheet HRT: HRT 030 / Dencar 22 'Beth' (1994)
Privateer 5-speed Holinger GRA5 gearbox Grade B
Lower-cost 5-speed alternative to the works 6-speed Holinger, carried over from the Group A VN chassis by some Perkins-built privateers - fitted with either Holden or Chevrolet engines. Confirmed on PE013: Holinger GRA5 'GRA 08 89 014', sold by Perkins to Phil Ward in 1994; its Advantage 18-degree Chevrolet 'AR 09 92' was rebuilt by Perkins in May 1994 as 'PE 05 94 151' with original HRD cylinder heads and a Perkins 18-degree manifold + injection. Restoration-listed Autronic ECU, VR/VS exhaust and later ancillaries are NOT proven 1994 and are excluded.
e.g. Phil Ward PE013 - GRA5 'GRA 08 89 014' + Perkins 18-degree Chevrolet 'PE 05 94 151' · Pro-Duct PE011 (5-speed Holinger; grade D, unconfirmed in VP form)
- Gearbox
- Holinger GRA5 five-speed (serial GRA 08 89 014)B
- Engine block
- 18-degree Chevrolet V8, Perkins PE 05 94 151; original HRD cylinder headsB
- Induction
- Perkins 18-degree manifold + fuel-injection systemB
Regulatory & category states 2
1993-94 open tyre-war - team allocations Grade C
No control tyre in 1993-94; brand split by team, and it shifted year to year (HRT moved from Dunlop in 1993 to Bridgestone in 1994). Materially affected the package - don't collapse into one model-wide spec. Wayne Gardner Racing ran Dunlop as a founding-team backer in 1994.
e.g. 1993: Dunlop (HRT, Perkins) · Bridgestone (Brock/Advantage) · Yokohama (Gibson) · 1994: Bridgestone (HRT/Brock) · Yokohama (Gibson, LoGaMo/Longhurst) · Dunlop (WGR)
1993 post-Winton aero revision Grade C
Revised front and rear aero from mid-1993 (in use by Eastern Creek) - the project's selected VP reference package. Exact approval date/geometry unresolved.
- Front aero
- Revised mid-season homologated frontC
- Rear wing
- Revised mid-season homologated rearC
Quarantine & disputes 1
HRT mid-1993 chassis identity dispute (027RB vs 028) Grade D
QUARANTINE (data quality). Mezera's Eastern-Creek-onward car: a 2013 history calls it a new Dencar 19 shell carrying the destroyed HRT 027 identity (027RB); a later investigation using original HRT documents calls it existing HRT 028 reidentified as 027. The HRT 028 reading is currently stronger, but the primary documents aren't public - do NOT use either account as dimensional evidence.