Cars / Group 3A / VX Commodore
Holden · Group 3A
VX Commodore
2001-2002 · 31/41 specifications catalogued
Currently the least-defined selected aero package. Do not copy VT geometry unless carry-over is proven.
600 bhp
Peak power
1350 kg
Min weight
7500 rpm
Rev limit
The Holden VX Commodore was Holden's Group 3A / V8 Supercar for 2001 and 2002 — the last Commodore before the Project Blueprint rules of 2003. It replaced the VT Commodore and was succeeded by the VY (Blueprint), the first Blueprint Holden. This page describes the selected final 2002 pre-Blueprint package.
A distinct car on the VT's mechanicals
The VX shared much of the VT's engineering but is kept as its own car, not merged. Its aerodynamic package was essentially carried over from the final VT — on its 2001 debut it ran the VT-derived aero — but the 2001–02 body drawings have not been recovered, so no VT dimension is assumed to carry across unchanged. It is the least-documented of the selected 1993–2002 packages, and its aero is treated with corresponding caution.
Engine & driveline
The VX carried the Holden Motorsport 5.0-litre fuel-injected V8 on MoTeC management (M4 / M48 family), quoted at 480 kW / 620+ bhp at 7500 rpm on the 2004 spec sheet, driving a Holinger six-speed and a 9-inch crown-wheel-and-pinion on the category's fixed 3.25 / 3.5 / 3.7 final drives. The engine is recorded as the Holden 5.0-litre; the timing of any move to a Chevrolet-based small-block is disputed (CON-006). The front was the HRT-developed MacPherson strut — the architecture Project Blueprint would abolish in 2003 by standardising both marques onto a double wishbone — and the rear a live axle with an adjustable Watts linkage. Minimum weight was 1350 kg on a 120-litre cell.
Brakes, wheels & tyres
The 2002 specification lists AP six-piston (375 mm front) and four-piston (340 mm rear) monobloc brakes with adjustable bias, and Speedline 17×11 wheels — but these are the works fitment; brake make and wheel supplier varied by team (O.Z. wheels appear on the HRT 2000/2004 cars). The big rolling-stock change for 2002 was the tyre: Dunlop replaced Bridgestone as the single control supplier, opening the 17-inch Dunlop era (280/680 R17).
Evolution
The VX was the last pre-Blueprint Commodore. The VY (Blueprint) followed in 2003 on the new parity package, which standardised the front suspension onto a common double wishbone but still left teams building their own chassis.
For its championship record see the 2001 and 2002 seasons. Sources: 2002 V8Supercars.com VX specification and 2004 AVESCO spec sheet for the technical package — Grade B; VX aero (drawings unrecovered) 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 1/2
Formula designation
Group 3A - 5.0L V8 Touring Car (V8 Supercar) period-verified
Category formula designation (era-based)
Series & administration
— unknown
Engine 8/8
Displacement
5.0 L confirmed
Div C Technical Rules (2003, harvested): max engine capacity 5000cc; formula continuous from the period | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C6 (max 5000 cc) ; 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
Naturally aspirated period-verified
Group 3A formula; V8 Sleuth; V8 Supercars Physics Handbook (N. Higginson) ; Contemporary 2002 V8 Supercar technical-rules mirror (period Racefan summary of the AVESCO Ops Manual; Grade B/C, pending Div C/D) ; 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 2002 Div C (AVESCO Operations Manual, our OCR - Grade A): max fuel pressure 5.5 bar (C6.4.9); max 8 fuel injectors (C6.4.7); ONLY these injectors permitted (C6.4.10) - Bosch 351 (0280150351), Bosch 363 (0280150363, supersedes 351), Bosch 036 (0280150036), Rochester 2014 (D04917104 988), Rochester 2015 (D04917104 989). Per-car fitment unknown. 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.)
480 kW / 620+ bhp @ 7500 rpm bridge ref
2004 AVESCO VX spec (RA-012) · 2004 value
Max engine speed
7500 (regulated limit) rpm confirmed
Div C Technical Rules C 6.6.1 (2003, harvested): controlled 7500 rpm limit | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C6 (7500 rpm power 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) | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C6.2.1 (compression <=10.0:1) ; 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
MoTeC (M4 / M48 family) period-verified
MoTeC hardware; electronics finding ; CAMS Manual (engine management free, no control ECU pre-2003) · 2002 Div C (Grade A): data logging is restricted to the PERMITTED SENSOR LIST (C11.10.5+), not free logging - engine sensors = crankshaft position, oil temp, camshaft position, fuel pressure, throttle position (x2), plus the defined chassis-sensor set. MoTeC is period-correct; 'compulsory M48' is not stated in our Div C. 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 bridge ref
2004 AVESCO VX spec (RA-012) | 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) · 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. GRM-developed cylinder heads & intake system (2000 Shell Series GRM spec).
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) C7.2.1 (six forward gears; control gearbox, casing <=745 mm) | 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). 2002 Div C (Grade A): the clutch must have exactly 3 driven plates (C7.1.1 - triple-plate mandatory), each driven plate >=180 mm diameter (C7.1.5), titanium + carbon-fibre components permitted (C7.1.6). Make/inertia unknown; no clutch param in the model. 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) | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C7.4.5 (per-circuit mandated: 3.7 37/10, 3.5 35/10, 3.25 39/12) · 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
9-inch crown wheel & pinion (fabricated assembly, fixed ratios); ferrous spool centre (no differential action) 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 GRM-developed assembly (VX, 2000 Shell Series). Ferrous spool / no differential action is mandated by Div C (2002/2003 C7.3) - the final drive has no diff action.
Suspension 6/8
Front type
HRT-developed MacPherson strut (adjustable damper, cockpit-adjustable front anti-roll bar) period-verified
2002 V8Supercars.com VX spec (HRT; FND-037); 2004 VX spec · Period-confirmed 2002 BLUEPRINT BOUNDARY (Grade B): the 2002 VX kept the MCPHERSON-STRUT front; Project Blueprint changed the Commodore to DOUBLE WISHBONES with the 2003 VY (to match the BA Falcon) - confirmed by Paul Morris's Feb-2003 VY-vs-VX back-to-back + Supercars' official history. Keep 2002 VX strut geometry entirely separate from 2003 VY double-wishbone; do NOT backdate VY suspension into the VX.
Rear type
Live axle: four-link + adjustable Watts link; coil-over adjustable dampers; cockpit-adjustable rear ARB period-verified
AVESCO official V8 Supercar Series per-model spec page (v8supercar.com.au /technical/cars/v8ss/holden.htm, 2002; Wayback), HRT VX · Official 2002 AVESCO per-model VX page (HRT spec). This page is the ORIGINAL of the widely-copied 'Racefan' HRT/SBR spec mirror.
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
Coil-over adjustable dampers (front on HRT McPherson strut) period-verified
V8 Supercar Series (main) vehicle spec sheet (v8supercars.com /technical/cars/v8ss, 2002; harvested Wayback) · Damper make not named (adjustable coil-over) on the 2002 main-series sheet. 2002 Div C C8.6: shock absorbers externally adjustable only (max 4 adjustable characteristics, one per wheel); cockpit and electronic adjustment prohibited. Penske shocks adopted in the VT/VX era (Shannons Club).
Front geometry
— unknown
Rear geometry
— unknown
Brakes 5/5
Front disc
375 mm period-verified
2004 AVESCO VX spec | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C10.1.6 (max disc dia 376 mm, thickness 35.56 mm) · Corroborated by the 2000 Shell Series GRM VX spec (375/340 mm, AP 6/4-piston).
Rear disc
340 mm period-verified
2004 AVESCO VX spec | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C10.1.6 (max disc dia 376 mm) · Corroborated by the 2000 Shell Series GRM VX spec (375/340 mm, AP 6/4-piston).
Front caliper
AP 6-piston monoblock period-verified
2004 AVESCO VX spec | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C10.1.3 (max 6 pistons/caliper; aluminium body <=80 GPa) · Works/2004-spec fitment; brake make varied by team Corroborated by the 2000 Shell Series GRM VX spec (375/340 mm, AP 6/4-piston).
Rear caliper
AP 4-piston monoblock period-verified
2004 AVESCO VX spec | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C10.1.3 (max 6 pistons/caliper) · Brake make varied by team Corroborated by the 2000 Shell Series GRM VX spec (375/340 mm, AP 6/4-piston).
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 inch (2002 HRT spec; O.Z. on the HRT 2000 / 2004 cars) in period-verified
2002 V8Supercars.com VX spec (FND-037); 2004 VX spec; HRT Facts Book 2000 | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C9.2 (max rim dia 17", complete-wheel width 305 mm, dia 680 mm); C9.3 min 9 kg · Wheel supplier varied by team/year - Speedline vs O.Z. Div C wheel envelope: max 17-inch rim, 305 mm complete-wheel width, 680 mm complete-wheel diameter (2002/2003 Div C C9). 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
Dunlop control tyre (2002) period-verified
2002 Ops Manual Div D - Sporting Rules (D1.10.1), AVESCO · Sole control tyre from 2002 (Div D D1.10.1). Bridgestone control tyre in 2001; Dunlop from 2002. The VX's debut 2001 season was the LAST Bridgestone control-tyre year; Dunlop control from 2002 (the selected reference year).
Tyre dimensions
12-inch-wide tyres on 17 x 11 rims period-verified
Standard rolling stock from 1993 (Wikipedia) · 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
1350 kg confirmed
V8 Supercar Series (main) vehicle spec sheet (v8supercars.com /technical/cars/v8ss, 2002; harvested Wayback) | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C3.1 (minimum 1350 kg, without driver/apparel) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) · 2002 main-series sheet: 1350 kg category minimum. 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 1/2
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) | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C13 (fuel cell <=115 L; total system <=120 L per TEGA vessel) ; 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
— unknown
Contemporary 2002 V8 Supercar technical-rules mirror (period Racefan summary of the AVESCO Ops Manual; Grade B/C, pending Div C/D) · 2002 fuel: official fuel = Shell Optimax (period Shell release; RON not promoted). Max fuel pressure 5.5 bar (Div C C6.4.9, Grade A). Refuelling (2002 Div D, our OCR): Siamese FIA fittings on 100 mm centres, return-vent tower, restrictor targeting ~30 s fills.
Dimensions 0/3
Wheelbase
— unknown
Front track
— unknown
Rear track
— unknown
Aerodynamics 2/3
Front aero
VX front (2001-2002); aero package essentially shared with the VT period-verified
V8 Supercars Physics Handbook (N. Higginson) | Shannons Club Racing Garage (VR-VS Commodore / VT-VX Commodore features) · 2001-02 drawings unrecovered Continuation of the VT parity package (composite front spoiler + side skirts + one-piece rear bumper/diffuser). The 2000 "TEGA bumper" (introduced Round 10) grafted the VT front-spoiler lower section onto the AU Falcon to chase the Commodore - underlining that the Commodore aero set the benchmark. Across the 1999-2002 VT/VX-vs-AU war the Ford won only 8 of 52 rounds.
Rear wing
Mandated: large boot-mounted rear wing period-verified
Group 3A rules (Wikipedia) | Shannons Club Racing Garage (VR-VS Commodore / VT-VX Commodore features) · Boot-mounted composite wing; chord later narrowed (~15% of effective area removed) for parity. Shannons Club. Inverted rear wing as per the VT; the VX race cars were built on / evolved from the VT (a facelift, not a new platform).
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.
HRT 2002 Dunlop conversion state Grade B
HRT began 2002 with limited Dunlop running, used the Australian GP for data gathering, then tested at Winton. Jason Bright described the successful 2002 setup as a refinement of his final-three-round 2001 setup.
- Tyre supplier
- Dunlop control tyreB
HRT VX 047 — Queensland 500 endurance state Grade B
New HRT VX 047 (Skaife/Bright, 2002 Queensland 500) retired after the oil-pump drive belt came off, causing oil-pressure loss and engine failure - supports a belt-driven external oil-pump installation for this chassis, kept as a note because the schema has no lubrication-system parameter.
2001 VX construction split: converted VT-to-VX vs purpose-built Grade B
The VX did NOT have one construction state in its 2001 debut year. At least three sim-relevant classes: (1) CONVERTED VT-origin shells updated to VX appearance/spec - different stiffness/mass to a purpose-built car; (2) FIRST purpose-built VX shells (built as VX from the outset); (3) LATER development VX (HRT045, qualitatively stiffer/better-packaged/better weight distribution). HRT046 was built in 2001 but did not race until 2002. The selected VX reference is the final 2002 purpose-built package. Stiffness (Nm/deg) and weight % not published - qualitative only. Purpose-built != automatically better: HRT044 (first purpose-built HRT VX) was hard to balance in the dry early and needed considerable setup development (Bright 17th at Canberra, his worst quali to that point), yet was competitive once its window was found and exceptionally strong in the WET. So do NOT give a purpose-built VX a blanket improvement over every converted VT-based chassis (Grade B, period driver evidence).
e.g. Converted VT-to-VX shells: HRT041/042/043, Perkins PE037, Team Kiwi PE035, McDougall PE033, Imrie IMS01 · First purpose-built VX: HRT044 (first HRT VX from the outset), Perkins PE038/PE039, GRM VX04 (+ 2nd new car) · Later development VX: HRT045 (championship + Bathurst winner) · PMM ASTRO: PMM first fully in-house VX (late 2001)
Paul Morris Motorsport in-house VX (2002) Grade B/C
PMM constructor state (own fab/CNC/engine room/dyno; Arch McMurray chief engine builder) - do NOT inherit HRT geometry/setup. KEY finding: the two in-house VXs had DIFFERENT power-steering systems - the 2nd car's needed development, so PMM delayed its debut and stayed with the sorted 1st car (Grade B, period release) => '2002 VX power steering' was NOT one fixed spec even within a team (no steering param in the model). Engine = PMM's 18-degree Chevrolet family; period-described ~600 hp (promotional, Grade C). Documented: hydraulic power-steering LINE fracture at Sandown (remote plumbing), broken axle at QLD500, active front-ARB setup at Bathurst. Rack/pump/pressure/ratio unresolved. Chronology (period reports, B/C): the 2nd in-house VX (different power-steering system) DEBUTED at Canberra R5 - immediately after the 1st car's repeated power-steering failure at Hidden Valley R4. On debut the 2nd car showed brake FADE + rear-tyre oversteer (~5 laps), then developed into a top-5 car by Barbagallo. PMM's 18-degree Chevrolet engine family is retrospectively confirmed across its VS/VT/VX/VY (2003 PMM release: run since Morris's 2000 owner-driver debut, before the later Holden Motorsport switch).
e.g. ASTRO (1st in-house PMM VX, from late 2001) · BAM BAM (2nd in-house PMM VX, built during 2002)
- Engine block
- 18-degree Chevrolet V8 (PMM engine family)C