Cars / Group 3A / VT Commodore

Holden · Group 3A

VT Commodore

1998-2000 · 36/41 specifications catalogued

Temporary 100 mm parity cut is excluded from the selected final package. HRT Car #1 is the launch homologation-development target.

The Holden VT Commodore was an all-new-bodied Group 3A / V8 Supercar raced from 1998 to 2000, replacing the VS Commodore and succeeded by the closely related VX Commodore for 2001. It was developed by the Holden Racing Team, and this page describes the selected final post-mid-2000 package, excluding the temporary parity cut that was applied and reversed during 2000.

Development

The first VT race car — HRT's Car #1 — debuted at Calder on 21 June 1998, late in a season the older VS was still winning. Early cars reportedly ran VS-style aerodynamics before the definitive VT package was developed through 1998–99, with bodyshell fabrication by Dencar. The figures below are documented from the Holden Racing Team's own 2000 records and are the HRT build — not universal to every VT.

Body & aero

The VT was the first clean-sheet racing Commodore body of the Group 3A era. Its signature change was a narrower, higher rear wing on widely spaced posts with a cross-brace strut — reportedly around 15% less area than the VR/VS centre-post wing — over the mandated front spoiler and inverted-wing undertray.

Engine & driveline

HRT ran a Holden Motor Sport 5.0-litre fuel-injected V8 (HRT-developed heads, intake and exhaust; MoTeC management) making around 600 bhp at the regulated 7500 rpm, through a Holinger six-speed to a 9-inch live rear axle. The engine is recorded as Holden's own 5.0-litre; the timing of any move to a Chevrolet-based small-block is disputed (CON-006). Suspension was a MacPherson-strut front (externally adjustable gas inserts, adjustable camber) and, for the first time on a racing Commodore, a live rear axle located by four-link parallel arms and a Watts link — full-floating, centre-lock, with adjustable camber and toe. Anti-roll bars front and rear were cockpit-adjustable. Minimum weight was 1350 kg on a 120-litre cell.

Brakes, wheels & tyres

The HRT car used ventilated 370 mm front / 340 mm rear discs with Harrop six- and four-piston calipers, and O.Z. 17×11 magnesium wheels — but these are the works fitment; brake make and wheel supplier varied by team. Tyres were the Bridgestone control (285/40 R17) introduced for 1999.

Evolution

The VT gave way to the VX Commodore for 2001 — a distinct car that shared much of the VT's package without being merged into it.

For its championship record see the 1998, 1999 and 2000 seasons. Sources: HRT Facts Book 2000 for the technical package (facts only; held privately) — Grade B; VT aero and the engine-transition dispute (CON-006) — Grade D.

Technical specification

Grouped by system. Every value carries its confidence grade and source.

confirmedperiod-verifiedbridge refunknownquarantined

Category 2/2

Formula designation

Group 3A - 5.0L V8 Touring Car (V8 Supercar) period-verified

Category formula designation (era-based) · 'V8 Supercar' was the main-category technical designation in 2000 (AVESCO).

Series & administration

2000 Shell Championship Series confirmed

AVESCO period releases / official category history · Separate from the V8 Lites / Konica development category.

Engine 8/8

Displacement

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

Fuel injected; HRT-developed heads, intake, exhaust period-verified

HRT Facts Book 2000 (facts only; source held privately) ; CAMS Manual (NA only; no water injection; no moveable induction device; carb/EFI unrestricted) · HRT 2000 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

~600 bhp @ 7500 rpm period-verified

HRT Facts Book 2000 (facts only; source held privately) · HRT 2000 package

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

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

MoTeC engine management period-verified

HRT Facts Book 2000 (facts only; source held privately) ; CAMS Manual (engine management free, no control ECU pre-2003) · HRT 2000 MoTeC obsolete-product part numbers: M4 = 11001, M48 = 11002, M8 = 11003. 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 Motorsport 5.0-litre V8 with HRT-developed cylinder heads period-verified

2004 AVESCO VX spec; research | Mark Petch (V8 touring-car technical figure), TenTenths forum thread 'Holden V8 Supercar engine' (t=112065), citing GM part 24502650 - cross-corroborates the Shannons Club 'equally-spaced ports' racing-block note (Grade C, named forum source) | my105 auction listing 'Tomas Mezera 2001 Holden VT Commodore' (Grade C) ; HRT Facts Book 2000 (VT Race Car Specifications) · Holden's own 5.0L V8 in period; Chevrolet-based small-block architecture adopted later - transition timing disputed (see CON-006) The "Holden" V8 Supercar race engine was Chevrolet small-block-based (302 cid/5.0L, badged Holden) - the genuine Holden V8 ran only in the earliest 1993-94 cars. Confirmed by Shannons Club Racing Garage (EB/VP feature) and period accounts. Block architecture (Holden Motorsport 'Aurora'->HMS engine): GM Bowtie 'Short Deck' small-block, GM casting part 24502650 - nominal ~8.325 in deck height, small-journal 2.300 in mains, five steel main caps with the three centre caps splayed 20 deg, Oldsmobile Aurora bellhousing (max 12.25 in flywheel), dry-sump with a remote oil-filter pad; the heads abandon GM's siamesed bores for evenly-spaced ports (like the Ford unit). Cast in a limited run by Caterpillar for GM/Holden. Privateer engine: the Mezera MES VT ran an 18-degree 5.0L Chevrolet V8 built by NB Developments - 605 hp @ 7400 rpm on a GM Bowtie CNC-lightened block with steel 4-bolt main caps and Morrison Enterprises EFI induction (Autronic ECU) - independently corroborates the GM Bowtie small-block architecture. HRT Facts Book 2000: works VT engine = Holden Motorsport 5.0 L V8 with HRT-developed cylinder heads + HRT intake/injection/exhaust + MoTeC (~600 bhp @ 7500). Block casting, head casting/part #, valve angle, bore, stroke, chamber volume, valve sizes, valvetrain and compression remain unresolved - do NOT read 'Holden Motorsport' as proving a specific Holden or Chevrolet casting.

Drivetrain 4/4

Gearbox

Holinger H6S 6-speed 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) · All cars ran the Holinger H6S from 1995 (the privateer Getrag 5-speed was an early-days 1993-94 gearbox only). 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). 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

Holinger H6S 6-speed (homologated set, identical 1995-2002): 2.571 / 1.989 / 1.665 / 1.351 / 1.138 / 1.000 (6th direct) confirmed

1995 & 1997 CAMS Manuals of Motor Sport (Group 3A gearbox ratios, held by N. Higginson) + 2002 AVESCO Div C C7.2.3 (identical) · Grade A - EXACT tooth counts from the 1997 CAMS Manual, confirmed IDENTICAL in the 1995 CAMS Manual AND the 2002 Div C (C7.2.3), incl. the 22:24 constant mesh. Tooth counts (drive:driven): 1st 14:33, 2nd 17:31, 3rd 19:29, 4th 21:26, 5th 23:24, 6th 1:1 direct; constant mesh 22:24. Overall ratio = (driven/drive gear pair) x constant (24/22 = 1.0909). Homologated CONTROL set (works ran the 6-speed H6S from ~1995). SUPERSEDES the earlier mod-derived approximation (which had 2.000/1.667/1.143 for gears 2/3/5 - the real values are 1.989/1.665/1.138). The 1997 CAMS Manual PRINTS the ratios as 2.57 / 1.99 / 1.66 / 1.35 / 1.14 / 1.00 (2 dp) - directly confirming the tooth-count computation above.

Final-drive options

3.25 / 3.5 / 3.7 confirmed

2002 V8Supercars.com VX & AU specs; 2004 AU/VX specs (FND-011/037) · 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 HRT rear-axle architecture: heavy-duty full-floating live axle with safety hubs, centre-lock wheel nuts and adjustable rear camber/toe (HRT Facts Book 2000).

Suspension 8/8

Front type⚑ variants

MacPherson strut (HRT racing; externally adjustable gas inserts, adjustable camber) period-verified

HRT Facts Book 2000 (facts only; source held privately) | Shannons Club Racing Garage (VR-VS Commodore / VT-VX Commodore features) · HRT 2000 The VT was the last Commodore V8 Supercar to use MacPherson-strut front suspension. Its all-new shell was much stiffer (sheet metal up 1.2 -> 1.6 mm) - the bare VT shell weighed ~50 kg more than the VS; race prep removed roof/A-/B-pillar/sill reinforcements, moved the front chassis rails inboard for tyre clearance and enlarged the rear transmission tunnel with a cap over the nine-inch diff.

Rear type

Live axle: four-link parallel arms + Watts link; coil-over externally-adjustable gas shocks; full-floating, centre-lock, adjustable camber/toe period-verified

HRT Facts Book 2000 (facts only; source held privately) · HRT 2000

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 front and rear anti-roll bars period-verified

HRT Facts Book 2000 (facts only; source held privately) · HRT 2000

Dampers⚑ variants

Front: HRT McPherson strut with externally-adjustable gas-filled inserts; Rear: coil-over with externally-adjustable gas-filled inserts period-verified

V8 Supercar Konica-series vehicle spec sheet (v8supercars.com /technical/cars, c.2002; harvested Wayback) | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C 8.6 (shock absorbers) | my105 auction listing 'Tomas Mezera 2001 Holden VT Commodore' (chassis MES2; Grade C) · Damper make not named; externally-adjustable gas-filled inserts per the Konica VT sheet. Konica development-series sheet (~2002); the main-series works spec of the model's peak years and team fitment may differ. Penske shocks adopted in the VT/VX era (Shannons Club). Legal damper type (2002 Div C C 8.6, Grade A): one damper per wheel; up to FOUR externally-adjustable characteristics per damper (high/low-speed bump and rebound) plus a separate gas-pressure adjustment; cockpit and electronic adjustment prohibited - i.e. externally-adjustable gas-charged monotube coil-overs. Privateer/team variant: Tomas Mezera's MES car (chassis MES2, 1998-2001) ran Koni adjustable dampers on Harrop MacPherson struts (front, King Springs) with a Morrison Enterprises 9in cambered rear axle - confirming damper make varied by team (HRT ran gas-filled inserts, later Penske; Perkins ran Ohlins; Mezera ran Koni).

Front geometry

Adjustable camber period-verified

Holden Racing Team, HRT Facts Book - Commemorative Edition 2000 · Adjustment range and datum not stated (HRT Facts Book 2000).

Rear geometry

Full-floating axle; adjustable camber and toe period-verified

Holden Racing Team, HRT Facts Book - Commemorative Edition 2000 · Ranges/hub dims not stated (HRT Facts Book 2000).

Brakes 5/5

Front disc

370 mm period-verified

HRT Facts Book 2000 (FND-005) · HRT package; not universal VT

Rear disc

340 mm period-verified

HRT Facts Book 2000 · HRT only

Front caliper⚑ variants

Harrop 6-piston period-verified

HRT Facts Book 2000 | my105 auction listing (Mezera MES VT; Grade C) · HRT only Team variant: the Mezera MES VT ran Harrop 6-piston front / 4-piston rear billet calipers with Harrop rotors + hats (brake make varied by team).

Rear caliper⚑ variants

Harrop 4-piston period-verified

HRT Facts Book 2000 · HRT only

Brake pads

Ferodo DS3000 (Perkins Engineering) period-verified

V8 Supercars Physics Handbook (N. Higginson) / Perkins

Wheels & tyres 4/4

Wheel size⚑ variants

O.Z. 17 x 11 magnesium alloy centre-lock in period-verified

HRT Facts Book 2000 (facts only; source held privately) · HRT 2000 Centre-lock (HRT Facts Book 2000, p.20). 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

Open/tyre-war (1998); Bridgestone control tyre (1999-2000) period-verified

Supercars 'Our History' - 1999 control-tyre introduction (Albert Park); period accounts (1998 open year) · HRT 2000 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. 1999 Bridgestone control-tyre introduction confirmed by the official category history (Albert Park). The 2000 HRT tyre spec is not automatically applied to the 1999 VT.

Tyre dimensions⚑ variants

285/40 R17 (Bridgestone control) period-verified

HRT Facts Book 2000 (facts only; source held privately) · HRT 2000 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

Revised 2000 Bridgestone control-tyre specification (carcass / belt / compound construction unresolved) period-verified

Mobil HRT Team Torque, May/June 2000 · New-for-2000 Bridgestone control spec, first used/adjusted-for at Eastern Creek; at the Queensland 500 it got its first long-distance test on that surface, with improved wear expected. Spec-revision boundary only.

Weight 1/2

Minimum weight⚑ variants

1350 kg confirmed

HRT Facts Book 2000 (facts only; source held privately) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) · HRT 2000 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 period-verified

Fuel specification

Safety bladder fuel cell; dry-break refuelling period-verified

Holden Racing Team, HRT Facts Book - Commemorative Edition 2000 · HRT works VT (HRT Facts Book 2000, p.20).

Dimensions 0/3

Wheelbase

— unknown

Front track

— unknown

Rear track

— unknown

Aerodynamics 2/3

Front aero⚑ variants

Final post-mid-2000 homologated front spoiler + undertray + common-splitter parity package bridge ref

Group 3A rules (Wikipedia) | Shannons Club Racing Garage (VR-VS Commodore / VT-VX Commodore features) · Composite front spoiler + aero under-tray + side skirts; underfloor extensions forced CAMS to trim the side skirts. In the parity fight vs the AU Falcon the VT's front spoiler had a larger, softer leading-edge radius, giving more constant downforce through pitch than the Ford. Initial 1998 homologation: when the VT was introduced in the final rounds of 1998 (joint HRT/Perkins programme) it was required to CARRY OVER the VS-derived front aero package for parity - despite being roughly 100 mm longer in wheelbase and ~100 mm wider in track than the VS (approximate/comparative, basis unstated - NOT entered as track/wheelbase values). The value above is the later parity-revised state. (V8 Sleuth 'Saturday Sleuthing: The First Darwin V8 Winner', Grade C.) Final post-mid-2000 state is the selected VT reference; do NOT model the temporary Hidden Valley ~100 mm undertray reduction as the final state (HRT Facts Book 2000 + parity chronology).

Rear wing

Narrower, higher rear wing on widely-spaced posts with a cross-brace strut (~15% less area than the VR/VS centre-post wing) period-verified

Shannons Club (VT/VX) · Boot-mounted composite wing; chord later narrowed (~15% of effective area removed) for parity. Shannons Club. HRT Facts Book 2000 lists the homologated aero inventory as rear wing + side skirts + rear bumper. Initial 1998 homologation carried over the VS-derived rear aero package for parity (V8 Sleuth, Grade C); the value above is the later parity-revised state. Exact blade/pedestal/mounting/height/setback/adjustment unresolved.

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 9

MES2 (Mezera) surviving-car spec Motorsport Engineering Services 1998-2001 Grade D

Single-car component evidence (my105 listing, not a homologation spec): Derek Van Zelm/MES chassis, 18-degree Chevrolet engine, Harrop front & rear brakes, Harrop MacPherson front struts, Morrison cambered 9-inch rear axle, Koni dampers, 6-speed Holinger H-pattern, 17x11 Speedline wheels, 280/680 R17 tyres, listed homologated minimum weight 1270 kg. Treat as one chassis, not the universal VT. DOCUMENTARY VALUE: MES2 retains its ORIGINAL CAMS construction papers + logbook - high value for the VT shell, cage (4130 chrome-moly), cockpit and broad suspension architecture. BUT the current ENGINE is newly built and the GEARBOX has new internals -> the drivetrain internals are NOT period 2001. Best used as a VT documentary/shell reference, not a period engine/gearbox spec. (The listed 1270 kg conflicts with the 1350 kg category minimum - likely a listing error, not applied.)

Engine block: 18-degree Chevrolet V8D
Front caliper: HarropD
Rear caliper: HarropD
Front type: Harrop MacPherson strutD
Dampers: KoniD
Differential: Morrison cambered 9-inchD
Wheel size: 17 x 11 SpeedlineD
Tyre dimensions: 280/680 R17D
Minimum weight: 1270 (listed homologated minimum)D
Engine management: Autronic managementD
Induction: Morrison injection (18-deg Chev)D

HRT Car #1 — homologation-development unit Holden Racing Team 1998-99 Grade B

The first VT V8 Supercar and HRT's homologation-development car. First raced at Calder Park on 21 June 1998, then passed through 1998 championship/endurance and 1999 Dencar-refreshed states. Measurements must record the date represented.

HRT Car #2 — second build / Bathurst-repair state Holden Racing Team 1998-99 Grade B

Second HRT VT, virtually mirroring Car #1. A major Friday crash at the 1998 Bathurst 1000 forced an all-night repair, so measurements around repaired areas can't be assumed to represent original construction.

HRT 1999 multi-chassis campaign Holden Racing Team 1999 Grade B

Craig Lowndes used five different Commodores in 1999 (multiple VTs, a borrowed VS, a new Bathurst VT). A generic '1999 HRT car' reference must identify the event/chassis before data is assigned. Off-season 'birthday': both existing HRT VTs were re-fabricated at Dencar over 1998-99 before the 1999 campaign and ran an active development programme - so the 1999 HRT state is distinct from the 1998 homologation-launch and Bathurst configs. Fabricated components, structural/suspension/brake changes and mass/stiffness effects are unpublished; no 2000 spec is backdated.

e.g. Craig Lowndes - HRT VT Car #1 (post 1998-99 Dencar refresh) · Mark Skaife - HRT VT Car #2 (post 1998-99 Dencar refresh)

Perkins five-stud Speedline wheel package Perkins Engineering 1998 Grade B

Divergence from the works O.Z. wheel: Perkins carried its FIVE-STUD wheel + Harrop-hub architecture onto the initial VT. Perkins' archive identifies the wheel as a 17 x 11 in Speedline, with two examples stamped June 1998. The 17 x 11 in envelope is category-standard (Grade A); the Speedline make + five-stud attachment are the team-archive divergence (Grade B). The published 180 mm figure (mounting face to rear inner rim edge) is BACKSPACING, not signed wheel offset.

e.g. PE031 - Russell Ingall 1998 Castrol VT Commodore · Perkins Speedline wheels stamped PE 6 98 (June 1998)

Wheel size: 17 x 11 in Speedline, five-stud; 180 mm backspacingB

PE035 first chromoly Perkins roll-cage (construction history) Perkins Engineering 1999 Grade B

Construction/structural detail with no direct sim parameter: PE035 was the FIRST Perkins Commodore built with a chromoly roll cage, and the LAST Perkins chassis without the 'Larry Bar' (PE036 introduced the Larry Bar + a distinctive double-hoop cage for 2000). Tube dimensions, alloy grade, cage mass, torsional stiffness and CoG effects unresolved.

e.g. PE035 - Perkins Engineering 1999 Bathurst VT Commodore

PE036 Perkins Chev-302-Bowtie VT + Larry Bar (2000) Perkins Engineering 2000 Grade B/C

Perkins 2000 VT technical branch, distinct from the HRT Holden-Motorsport works engine: a Perkins-built Chevrolet-based 5.0 L on a 302-case Bowtie IRON block (~620 hp), chrome-moly cage, and the FIRST Perkins chassis with the diagonal 'Larry Bar' (following PE035's chromoly cage). Head/cam/induction/gearbox/brake identifiers unresolved. PE036 was the new 2000 Perkins 'Silver Bullet'; block = GM Performance/Bowtie 302-case iron; the Larry Bar is a diagonal windscreen-opening brace (upper passenger side -> lower driver-side A-pillar). CAMS-inspected and accepted before debut.

e.g. PE036 - 2000 Perkins VT (first 'Larry Bar' chassis; Blue Book from Phillip Island, Jan 2000)

Engine block: Perkins-built Chevrolet 5.0 L, GM Performance/Bowtie 302-case iron blockB/C
Power (est.): ~620 hp (Perkins 2000)C

Paul Morris Motorsport 18-degree Chevrolet engine (2000) Paul Morris Motorsport 2000 Grade B/C

PMM ran an 18-degree Chevrolet engine family from its 2000 debut until switching to the Holden Motorsport engine during 2003 - so its 2000 VT ran the 18-deg Chev, distinct from the HRT works Holden-Motorsport engine. Power curve, intake, ECU, exhaust and gearbox unresolved.

e.g. HRT037 (PMM VT, later 2000, acquired via the Rosenberg route)

Engine block: 18-degree Chevrolet V8 (PMM engine family)B/C

John Faulkner Racing in-house engine (2001) John Faulkner Racing 2001 Grade B

Engine-builder divergence (Faulkner direct account): JFR built its OWN engines - a known performance weakness (the team didn't pursue enough external engine development) - and did not always get the leading teams' full-package Bridgestone support. So a JFR car runs a below-top-team engine, not a works-grade unit. Block/heads/induction/ECU/gearbox/brakes unresolved. 2002 boundary (Faulkner direct): JFR got significant HRT CHASSIS/SETUP help (setup sheets, 'backdoor help') but built its ENGINES INTERNALLY - Faulkner calls that a weakness (they didn't seek outside engine performance). So do NOT clone HRT's 18-deg Chev engine into a JFR car even once HRT's config is known; the JFR engine is its own (weaker) build.

e.g. JFR VT001 (first in-house JFR Supercar; VT-derived, later VX update)

Engine block: JFR in-house Ford V8 (below top-team performance)B

Regulatory & category states 1

2000 temporary 100 mm parity-undertray reduction (category-wide state) All VT Commodore entrants 2000 (post-announcement, except Bathurst) Grade B

NOT the selected VT reference (which is the final full-undertray package). A period HRT publication states 100 mm was removed from ALL VT Commodores' undertrays as a parity handicap for the rest of 2000 except Bathurst; HRT reported a noticeable front-downforce loss. Datum, cut direction and revised planform not stated; HRT's ~0.3 s / 60 s-lap estimate is qualitative context, not a coefficient. TERMINOLOGY CONFLICT (keep distinct until the TEGA drawing): the PERIOD HRT source (Team Torque June 2000) says 100 mm came off the UNDERTRAY; later retrospectives say 100 mm off the FRONT SPOILER - do not silently treat these as the same measured surface. Practical introduction narrows to ~late June/early July 2000 (Lowndes 'feeling the reduced undertray' by Winton; before Oran Park it had happened 'a month or so ago'); the first mandatory event and the measurement datum are still unproven.

e.g. HRT VT Commodores at Winton and Oran Park

Front aero: Temporary parity package - 100 mm removed from the VT undertray (datum/cut outline/splitter geometry unresolved)B