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The Bathurst 1000 (currently officially known as the Supercheap Auto Bathurst 1000) is a 1,000-kilometre (620 mi) touring car race held annually at Mount Panorama Circuit in Bathurst, New South Wales, Australia. Traditionally the race was run on the first Sunday in October, but more recently has moved to the second Sunday. The race traces its lineage back to a production car race held at Phillip Island in 1960, called the Armstrong 500. Since then 51 races have taken place under the combined history of two events at two venues in two states. It is known among fans and broadcasters as "The Great Race", and is widely regarded as the pinnacle of Australian motorsport.

The winners of the race receive the Peter Brock Trophy, inaugurated at the 2006 race in honour of Peter Brock who, with nine Bathurst victories, remains the most successful driver in the history of the race.

Since 2000, the race has been run exclusively for V8 Supercars and is now a round of the V8 Supercar Championship Series.

Mount Panorama

Main article: Mount Panorama Circuit

The race starts and finishes at different points in front of the pits. The first turn, Hell Corner, is a left-hander which has claimed a few scalps at the start and after safety car intervention. Mountain Straight, a 255 km/h (158 mph) gentle climb, leads into Griffin's Bend. Reid Park follows, a complex corner where many drivers spin after not shortshifting in the apex. The course continues down to Sulman Park and McPhillamy. Drivers cannot see the descending road but at 220 km/h (140 mph) enter Skyline and the Dipper, one of the best corners in Australian Motorsport. Cars then negotiate Forrest Elbow, the slowest part of the track, before powering down Conrod Straight, which at plus 300 km/h (190 mph) is the fastest section of the track. The Chase is a long sweeping type chicane where cars are on the limiter and at the same time braking to exit at 130 km/h (81 mph). Murrays is the 17th and final turn, on to the start/finish straight.

Race history

The first corner of Mount Panorama, known as Hell Corner

Map of the circuit

The race has a long and colourful history, having been conducted for numerous categories such as Series Production, Group C, Group A, Super Touring and currently V8 Supercar category.

Although the Bathurst 1000 is today run by just two marques, Ford and Holden, makes as diverse as Morris, Jaguar, BMW, Nissan and Volvo have also tasted success at "The Mountain". Holden has the most victories at Bathurst with 25 wins, while Ford has 16 (or 17 if including the victory from the 1962 Phillip Island event).

Early years

The Armstrong 500, the event that would become the Hardie Ferodo 500/1000 and later the Bathurst 1000, was first held on 20 November 1960 at Phillip Island in Victoria over a 500-mile (800 km) distance in order to test and determine which car had the best combination of speed, performance, reliability and consistency. It was also acted as a sponsoring tool for Armstrong, to test the durability of products they made at the time, such as shock absorbers. Entry was limited to standard production saloons built or assembled in Australia and the cars could not be modified in any way. The race was won by Frank Coad and John Roxburgh in a Vauxhall Cresta, the only Vauxhall in a field of 45 cars.

In 1963, the race moved to the 6.2-kilometre (3.9 mi) Mount Panorama track at Bathurst in New South Wales (Australia), after the Phillip Island track’s surface had broken up and became unsuitable for safe production car racing after only just three years. However the production car endurance event now held at Bathurst kept the Armstrong 500 name. The race's popularity grew rapidly, as it became a means for car manufacturers to showcase their products as the cars on the track, which according to the rules, the cars that were raced had to be and thus were identical to those available in the showrooms of Australia. The first years on Mount Panorama were dominated by small cars, such as the Ford Cortina GT 500 and Mini Cooper. Later Ford's development and introduction of the 289 cubic inch V8 Falcon GT signaled the end of these small cars as outright contenders. The V8 Falcon claimed a surprise victory against the smaller Alfa GTV's and Mini Cooper's, as the Falcon GT was unproven and the Alfa's were picking up from where the Mini's left off, with the new GTV highly regarded as the new emerging force in touring cars. The Falcon GT won however due to the fact that the GT's V8 power was well suited and second to none on Mount Panorama, particularly on its long uphill and downhill straights. This led to the birth of the widely accepted adage stating that "there is no substitute for cubic inches on the Mountain", which would become synomous and change the face of racing at Bathurst forever.

The popularity of the race continued to grow so rapidly during the 1960s that by 1966 most major manufacturers operating in the Australian market became heavily involved in what became known as "the Great Race". This is because an outright win in the long and tough race would add great credibility to the car and its brand, especially in proving that the winning car-brand offered the best overall package in terms of performance, durability, reliability and image. This proved to be a great marketing opportunity to increase sales and market share in the local market, and so the famous "Win on Sunday, Sell on Monday" concept was born. Notably, it was during this period that the famous Holden-Ford-Chrysler rivalry originated. This Series Production battleground between the "Big Three" was fought at Bathurst, and soon spawned the introduction and development of Australia's most famous muscle cars which became affectingly known as "Bathurst specials". These included Ford's Falcon GT and later GT-HO, Holden's Monaro and Torana, and Chrysler’s Pacer and Charger models.

For 1968, the Great Race at Bathurst became the Hardie-Ferodo (H-F) 500, and in response to Ford's successful 1967 Bathurst victory in a V8-powered Falcon GT, Holden entered the all new Monaro GTS. It was based largely on the HK-model four-door Kingswood family car at the time, yet was developed as a high-performance two-door, V8 coupe' that was fun and affordable to drive, whilst being engineered with the ability to win Bathurst. The Bathurst-bound Monaro GTS 327 had a 327 cubic inch Chevrolet-sourced V8 (as the 'GTS 327' name implies) which enabled the new hi-po coupe' to outperform the updated yet comparatively smaller engined 302 cubic inch Falcon GT's, and in the process the Monaro claimed a popular maiden victory on its debut as well as Holden's first ever Bathurst win.

For the following year, the 1969 H-F 500 saw the first of the three Ford Falcon GT-HO's. This Phase One GT-HO Bathurst special Falcon was powered with a 351 cubic inch V8 sourced from FoMoCo in the US, and with its 'HO' option included upgraded suspension and handling including front/rear stabilser bars and special race tyres. Holden on the other hand upgraded the GTS 327 Monaro to the GTS 350, which included better race-style handling and a more powerful Chevrolet V8 engine of 350 cubic inches. The new GTS 350 Monaro, at the hands of Colin Bond, was once again able to hold out Ford to claim another famous victory for Holden, after the Phase One's special tyres failed under the Falcon's heavy weight and great V8 power. This race also saw the debut of Peter Brock, who would soon forge his own piece of history in the Great Race as 'King of the Mountain'. Brock and Bond were drivers for the Holden Dealer Team (HDT), which had been formed earlier in the year to take the fight to the factory Ford Special Vehicles division that was turning out the ever-evolving, race-ready GT-HO Falcons. The 'Old Fox' Harry Firth was the head of the HDT and would prove to be just as much as a thorn in Ford's side as he had been the founding father for Ford's Bathurst-bred Cortina/Falcon program.

1970 saw a change of pace as Holden decided to retire the well-proven V8 powered Monaro in favour of the smaller and more nimble Torana GTR XU-1, which was a specially developed Bathurst version of the new and popular six-cylinder Torana mid-size car. Rather than continue the V8-power war with Ford, Holden adopted a more scientific and viable approach that would prove to be safer, cheaper and just as effective and fast as the GT-HO V8 steam roller. With triple carburetors and excellent power-to-weight ratio, the new Torana XU-1 was designed to be easier on brakes, tyres and fuel to enable it to minimise its required pit stops, whilst also having superior handling and braking to outperform the big and thirsty V8 Falcon GT-HO's. However, Ford refined the GT-HO to Phase Two specification, which included an even more powerful and better breathing 351 V8 and better-suited tyres. With so much power and torque, the GT-HO further proved the old "there is no substitute for cubic inches on the Mountain" saying by winning the 1970 H-F 500 as the small yet mighty Torana just could not compensate for the major power advantage that the Phase Two's had on the Bathurst straights.

The 1971 was a repeat Ford victory, which notably included the GT-HO development program had reached its peak with the XY-model Falcon GT-HO Phase Three with further upgrades to engine power and aerodynamics, which proved to be the world’s fastest four-door production car. Chrysler also introduced its racy new two-door Charger to raise the stakes in the Great Race, and was powered by a triple Weber-carbureted inline HEMI six similar to the engine layout of the Torana XU-1. The Charger however was Australia’s fastest accelerating car at the time.

1972 was the ‘year of pressure’. For one, the media-driven “Supercar Scare” had accumulated enough political pressure to force Holden to postpone its introduction of the new V8 Torana by two years. Ford abandoned its newly developed Phase Four GT-HO based on the new XA-model Falcon, while Chrysler also followed suit with its V8-powered Charger. Secondly, the 1972 H-F 500 was the first Great Race to be run in wet weather. Allan Moffat, who had won the H-F 500 the previous two years in a row, was unable to withstand the immense pressure placed on him by Brock in his XU-1, in which the Torana proved more than a match for the ultimate Phase Three GT-HO in the atrocious conditions. Moffat, unable to fully exploit the Phase Three’s V8 power, spun early in the race after been challenged furiously by Brock’s superbly-handling XU-1, and never really recovered. Brock meanwhile was able to hold off the Phase Three GT-HO of John French and the E49 Charger of Doug Chivas to win the 1972 H-F 500, thus dispelling the ‘no substitute for cubic inches’ theory as a myth. At the wheel of the new, upgraded LJ-model Torana GTR XU-1, Peter Brock had successfully exploited the car to its maximum effect to claim a highly significant and famous Bathurst victory. This is due to a number of reasons, the first being that it proved to be Brock’s first of nine Bathurst wins which would enable him to become the “King of the Mountain” and become known as “Peter Perfect”. It also signaled the first Bathurst victory for a six-cylinder engined car, which was an achievement that would not be repeated again until the maiden Bathurst win of the Nissan Skyline GT-R ‘Godzilla’ much later in 1991. Finally, it also began the Torana legend which would enable this innovative and unique muscle car to become one of Australia’s most successful touring cars ever.

Group C era

In 1973, the race distance was changed from 500 miles (800 km) to 1,000 kilometres as Australia shifted towards the adoption of the metric system. That same year, a new rule was implemented allowing modifications to be made to the cars, which meant that the Series Production racing category became replaced by the new Group C category. Holden and Chrysler entered their XU-1 and Charger respectively, while Ford entered its new XA-model two-door, hard-top Falcon GT. This was not a GT-HO Phase Four officially, yet most hard-top GT’s that raced incorporated many of the Phase Four’s components such as the specially built four-bolt 351 V8 engine. Brock and teammate Chivas were far out front in the lead and on track to score yet another victory for Holden’s ‘pocket rocket’ Torana XU-1, only to be beaten by Moffat’s hard-top GT after Chivas at the wheel of the XU-1 ran out of fuel. This was due to a miscalculation that originated from a broken fuel gauge and the team order to get maximum laps out of the little XU-1 before pitting. The XU-1 came to a halt just before pit straight, with Chivas pushing the XU-1 into the pits unable to be assisted by his pit-crew which under the rules would have resulted in the Brock/Chivas XU-1 being disqualified. By the time the XU-1 was refueled, Moffat had passed the stricken XU-1 and was gaining a sizable lead. After being released from pitlane, Brock set off in hot pursuit of the Moffat's Falcon GT. But Brock’s heroic effort, equal to that of Chivas’ pit-lane adventure, proved too little, too late. Brock’s XU-1 suffered a deflating tyre, thus enabling Moffat to hold on and claim yet another Falcon victory, his third in only four years. 1973 would also be the last competitive appearance for Chrysler, with the marque soon disappearing from the Group C category almost entirely.

For the remainder of the 1970’s, Holden’s new 308 cubic inch V8-powered Torana's would score Bathurst victory another four times in 1975/76/78/79, and Ford’s venerable 351 V8-powered Falcon GT’s taking out the two remaining Bathurst wins in the rain-soaked 1974 H-F 1000, and its famous 1-2 form finish in 1977. Group C would also see in the new decade, but would soon be replaced by the new International Group A Touring car rules in 1985. Till then, Holden and Ford dominated the Great race and shared victories between them. However, both Australian manufacturers were facing increased foreign competition, notably from the new Mazda RX-7 that was adopted and affectionally raced by Moffat, and Kevin Bartlett's 350 V8 powered Chevrolet Camaro. The turbo powered Nissan Bluebird piloted by George Fury also threatened the V8 'Big Bangers', and signialled a sign of things to come during the soon-to-be-adopted Group A era. During the 1980’s the Group C category was dominated by Peter Brock, having scored victories in 1980/82/83/84. Dick Johnson was the only winner for Ford during the 1980’s, with a victory in 1981 whilst at the wheel of the all-new XD-model Falcon. Ultimately, Peter Brock would prove to be the ace of the Group C era, by having achieved an incredible two Bathurst hat-tricks (three consecutive Bathurst wins twice) while at the wheel of both the Holden Torana and soon-to-be-released all new Commodore, in 1978-1980 and again in 1982-1984.

Group A era

From 1985 to 1992, the Great Race was run under international Group A touring car rules. Imported turbocharged cars, most notably Ford Sierras and Nissan Skyline GT-R, dominated the racing during this period, with the Holden Commodore managing to claim three unlikely wins during this era. Under the new Group A rules, local race teams in Australia could now compete against foreign racing teams and cars, both domestically and overseas. Holden-based race teams would continue to develop and race the 308 cubic inch V8-powered Commodore, with the HDT and later the Holden Racing Team (HRT) being at the forefront of the Commodores Group A development and race program. Ford-based teams however had almost no factory support from Ford Australia, and without this vital financial and technical assistance, the development program of a competitive Group A Ford Falcon never really eventuated. As a result Ford teams, such as Dick Johnson Racing, quickly switched from V8 Falcon to the US-sourced V8 Mustang for Group A racing. This was later followed by the adoption of the extremely powerful Cosworth-turbo Ford Sierras, which were race-developed and available directly from Europe.

1985 would be the first year of the Bathurst 1000 being raced under Group A rules. This race was dominated by Tom Walkinshaw Racing's V12 Jaguar XJ-S, with John Goss and Armin Hahne claiming Jaguar's first and only Bathurst win. The following year, the Group A VK-model Commodore V8 of privateer racer Allan Grice claimed the Bathurst honours, after enjoying an exciting racing campaign in Europe, alongside other Commodore drivers Peter Brock and his newly recruited team mate, Allan Moffat, of the HDT.

In 1987, the race was a round of the short-lived World Touring Car Championship, and competitors in that championship raced against local teams. The resulting culture clash was considerable; local scrutineers, who had been applying the Group A regulations as written, repeatedly disagreed with European teams (notably that of Rudi Eggenberger) and the global organising body (FISA, the ancestor of the FIA) that were considerably more liberal with their interpretations. With the race run, it was still unclear as to who actually won. Although the Eggenberger's cars finished 1st and 2nd, they were soon to be disqualified months later due to bodywork irregularities. The race win was eventually awarded to third-placed Peter Brock, who drove two of his VL-model Group A Commodore's in wet conditions to ultimately claim a ninth and final Bathurst victory. During the race, Brock's number '05' HDT Commodore had broken down during the race, and he switched to his back-up number '10' Commodore to finish third behind the two Eggenberger Sierras.

Local Sierra teams dominated and won the next two Bathurst 1000s, in 1988 and 1989. In 1990 however, the Sierra's were again looking strong but lost what seemed like a seemingly unloseable race to the HRT Holden Commodore of Allan Grice and Win Percy. The winning VL-model 'SS Group A Walkinshaw' Commodore was able to set a fast pace early on in the race which the turbo Sierra's could not maintain, due to the high turbo boost pressures that gave the Sierra's maximum power, but resulted in extreme engine heat that hindered engine reliability. The HRT's cunning strategy had claimed a popular and long-awaited Bathurst victory for Holden, after three seasons of Sierra domination.

However a new and much more fiercer opponent was awaiting both cars. Also in 1990, Nissan and team manager Fred Gibson, had previously been running and developing its Skylines in Australian touring car competition for a few years, and that year introduced its new R32 four-wheel drive GT-R. While it suffered from mechnical problems in the 1990 race, the R32 GT-R Skyline went on to win both the 1991 and 1992 races and dominated Group A racing worldwide, earning its nickname 'Godzilla'. With four-wheel-drive, four-wheel-steer, and a devastatingly powerful turbo 2.6 litre six cylinder engine producing almost 600 horsepower, the RWD Sierra's and Commodore's simply could not equal or compensate for the Skyline's superior handling and power output.

The Skyline's 1992 victory was particularly controversial. Already disliked by the local and parochial Bathurst crowd, who preferred the race to be a contest between the traditional V8 touring car marques of Holden and Ford, the leading Skyline of Jim Richards and Mark Skaife was awarded victory after the race was abandoned following a huge rainstorm that caused a number of crashes, including that of the winning car. Dick Johnson in his Ford Sierra took the lead, but the race was red-flagged before he could complete a full lap that was required to claim the win. As Richards had been leading the race in the last lap prior to the cancellation of the event, his team was declared the winner (as is usual practice in a race cancellation). However, disappointed by the news that the Skyline had won despite the car having crashed on the cancelled lap and left immobile, this was an unpopular decision with many race fans, who voiced their opinions loudly. Race winners Mark Skaife and Jim Richards were met with a large booing crowd on the winner's podium, prompting Richards to call the crowd "a pack of arseholes".

V8 Supercar/ 2-litre Super Tourer era

Group A as an international formula had ceased to exist at the end of 1988, and over the next few years all the major national touring car championships had dropped these regulations for something new. CAMS had originally planned to replace Group A at the end of 1991, but this was pushed back to the end of 1992 as they awaited FISA's new set of touring car regulations. These were very long in coming, and were unlikely to prove favourable (if they even fell within the regulations) for big engined cars, and it was decided that for 1993 Australia would go their own way (thanks to threats from Ford, Holden, ATCC sponsor Shell and ATCC & Bathurst broadcaster Channel 7, a new set of touring car regulations would be created that would later be renamed to V8Supercar, with entry limited to only V8-powered Ford Falcons and Holden Commodores (with one exception for 1993 only; weight limited normally aspirated Group A cars like the BMW M3 run by the works BMW team run by Tony Longhurst & Frank Gardner. The new set of regulations also featured a second class for 2-litre cars, based on the BTCC's regulations of the time. This class banned turbocharging along with four-wheel-drive, and effectively banned Nissan's GT-R from competition. Almost immediately, Nissan pulled out of Australian motorsport, though for 12 months after were investigating running cars in the 2 litre class, but this eventually came to nothing.

In 1994, the 2-litre Super Touring championship split off by itself (away from the ATCC), though these cars ran at Bathurst that year alongside the V8s, with a top placing of 10th outright for the works BMW of Paul Morris/Altfrid Heger. In 1995, however, due to fears about the speed differences between the V8s and the 2 litre cars, the Bathurst 1000 for the first time in its history became a one-class race, with just 32 Ford and Holden V8's facing the starter in what was at the time the smallest grid in the history of the race. This format continued in 1996

In 1997, TEGA (who had been awarded the rights to market V8 touring cars by CAMS back in 1994) did a deal with IMG for market the class (newly renamed by them as V8Supercars). One of the first steps the new joint venture company did (called AVESCO) was sign a new TV deal with the TEN Network in Australia for a much expanded coverage of the championship over previous years. This was fine for the ATCC races, but the Bathurst 1000, run by the ARDC, had a TV deal with Channel 7 (who had televised the race since in its inception at Bathurst in 1963) going forward into the 21st century. It was a stalemate, Channel 7 were not prepared to lose the race, and AVESCO, with a freshly signed TV deal with the TEN Network which required a Bathurst race to be part of the deal, not prepared to go to Bathurst with TEN.

Despite talks, a resolution was not met, AVESCO announced V8Supercars would not be competing in the traditional Bathurst 1000 held on the October long weekend, leaving the organisers without an entry field for the 1997 race. TOCA Australia filled the void with a 2-litre Super Touring field, featuring a number of British Touring Car Championship drivers including Alain Menu, John Cleland and Rickard Rydell. The race was won by Paul Morris and Craig Baird in a BMW 320i run by BMW Motorsport Australia, however this team was disqualified as Baird had violated a race rule prohibiting drivers from driving more than 210 consecutive minutes in any one stint. The race was awarded to teammates David and Geoff Brabham.

This format continued for 1998, with Jim Richards winning his 7th Bathurst 1000 in a Volvo S40, beating his son Steven in a Nissan Primera.

In 1997 and 1998, the "Australian 1000 Classic" was run for V8Supercars. The 1997 edition was called the "Primus 1000 Classic" and held two weeks after the traditional race, whilst the 1998 "FAI 1000 Classic" was held in mid-November. Both races claimed to be the legitimate Bathurst 1000; the V8 Supercars' case was that they were the only truly Australian class of racing and the more popular of the two, while the Super Touring race was the official "Bathurst 1000" and was held on the traditional date of the first Sunday in October.

The fans voted with their feet and, due to a reducing number of competitors and spectators, the Super Touring class disappeared from Bathurst competition in 1999 and the race became exclusively for V8 Supercars.

Previous names

The race has changed names several times over the years to reflect naming rights sponsorship, and the change in race distance from 500 miles to 1000 kilometres (approx. 621 miles).

• Armstrong 500 (1960-1965)
• Gallaher 500 (1966-1967)
• Hardie-Ferodo 500 (1968-1972)
• Hardie-Ferodo 1000 (1973-1980)
• James Hardie 1000 (1981-1987)
• Tooheys 1000 (1988-1995)
• AMP Bathurst 1000 (1996-1998)
• Primus 1000 Classic (1997*)
• FAI 1000 Classic (1998*-2000)
• V8 Supercar 1000 (2001)
• Bob Jane T-Marts 1000 (2002-2004)
• Supercheap Auto 1000 (2005-present)

*Denotes V8 Supercar "Classic" event

Famous winners

The most successful driver at Bathurst is Peter Brock, whose nine victories (1972, 1975, 1978-80, 1982-84 and 1987) earned him the nickname King of the Mountain.

Jim Richards has won the race seven times (1978-80, 1991-92, 1998 and 2002) and also holds the record for the most starts (35) at this event. Larry Perkins is the third most successful driver at Bathurst, with six victories (1982-84, 1993, 1995 and 1997). Both Richards and Perkins have shared some of their victories as co-drivers with Brock.

Mark Skaife has won five times, his first was in 1991, with a Nissan Skyline GT-R. He also won in 1992 in the same car, and in 2001,2002 and 2005 in a Holden Commodore. He's been rated as the #1 driver of the V8 Supercar era in front of Marcos Ambrose and Craig Lowndes.

Canadian-born Allan Moffat is considered by many to be Ford's greatest Bathurst driver, winning the race four times (1970, 1971, 1973 and 1977). The 1977 race saw Moffat and team-mate Colin Bond cross the finish line side by side after opening up an indomitable lead in the early laps.

New Zealand-born Greg Murphy has won 4 times (1996, 1999, 2003, 2004).

Dick Johnson first rose to fame during the 1980 race when his privately-entered Ford Falcon hit a rock that had fallen (or been pushed; the subject is still debated to this day) onto the track. Thanks to public donations of over AU$70,000 - and a matching donation from Ford Motor Company - Johnson was able to rebuild his car and win the Bathurst race the following year. He went on to win twice more, in 1989 and 1994.

Race records

The race record was set in the 1991 Tooheys 1000, 6h 19m 14.80s, set by Jim Richards and Mark Skaife in their Group A specification Nissan Skyline GT-R. The increasing use of the safety car to assist in the clean up of various incidents, and bad weather have prevented this 18-year-old from being broken.

The lap record for the race is 2:08.4651 recorded by Jamie Whincup (Ford BF Falcon) set during the (2007 Supercheap Auto Bathurst 1000). The fastest lap associated with the race is 2:06.8594 recorded in the 2003 Bathurst 1000 Top 10 Shootout by Greg Murphy in a Holden VY Commodore. As the lap was set during qualifying it does not count towards the lap record.

List of winners

Race winners

Phillip Island (500 Miles)
1960	John Roxburgh / Frank Coad	Vauxhall Cresta	167 laps / 8h 19m 99.1s
1961	Bob Jane / Harry Firth	Mercedes-Benz 220SE	167 laps / 8h 18m 0.0s
1962	Harry Firth / Bob Jane	Ford XL Falcon	167 laps / 8h 15m 16.0s
Mount Panorama (500 Miles)
1963	Harry Firth / Bob Jane	Ford Cortina Mk.I GT	130 laps / 7h 46m 99.1s
1964	Bob Jane / George Reynolds	Ford Cortina Mk.I GT	130 laps / ?h ?m ?s
1965	Barry Seton / Midge Bosworth	Ford Cortina Mk.I GT500	130 laps / 7h 16m 45.1s
1966	Rauno Aaltonen / Bob Holden	Morris Cooper S	130 laps / 7h 11m 29.1s
1967	Harry Firth / Fred Gibson	Ford XR Falcon GT	130 laps / 6h 54m 99.1s
1968	Bruce McPhee / Barry Mulholland	Holden HK Monaro GTS327	130 laps / 6h 44m 0.0s
1969	Colin Bond / Tony Roberts	Holden HT Monaro GTS350	130 laps / 6h 32m 0.0s
1970	Allan Moffat	Ford XW Falcon GTHO Phase II	130 laps / 6h 33m 0.0s
1971	Allan Moffat	Ford XY Falcon GTHO Phase III	130 laps / 6h 9m 49.5s
1972	Peter Brock	Holden LJ Torana GTR XU-1	130 laps / 6h 0m 99.1s
Mount Panorama (1,000 Kilometres)
1973	Allan Moffat / Ian Geoghegan	Ford XA Falcon GT	163 laps / 7h 20m 6.8s
1974	John Goss / Kevin Bartlett	Ford XA Falcon GT	163 laps / 7h 50m 99.1s
1975	Peter Brock / Brian Sampson	Holden LH Torana L34	163 laps / 7h 19m 11.3s
1976	Bob Morris / John Fitzpatrick	Holden LH Torana L34	163 laps / 7h 7m 12.0s
1977	Allan Moffat / Jacky Ickx	Ford XC Falcon	163 laps / 6h 59m 7.8s
1978	Peter Brock / Jim Richards	Holden LX Torana A9X SS	163 laps / 6h 45m 53.9s
1979	Peter Brock / Jim Richards	Holden LX Torana A9X SS	163 laps / 6h 38m 15.8s
1980	Peter Brock / Jim Richards	Holden VC Commodore	163 laps / 6h 47m 52.7s
1981	Dick Johnson / John French	Ford XD Falcon	120 laps / 4h 53m 52.7s
1982	Peter Brock / Larry Perkins	Holden VH Commodore	163 laps / 6h 32m 3.2s
1983	John Harvey / Peter Brock / Larry Perkins	Holden VH Commodore	163 laps / 6h 28m 31.6s
1984	Peter Brock / Larry Perkins	Holden VK Commodore	163 laps / 6h 23m 13.6s
1985	John Goss / Armin Hahne	Jaguar XJS	163 laps / 6h 41m 30.19s
1986	Allan Grice / Graeme Bailey	Holden VK Commodore SSGroupA	163 laps / 6h 30m 35.68s
1987	Peter McLeod / Peter Brock / David Parsons	Holden VL Commodore SSGroupA	158 laps / 7h 1m 8.4s
1988	Tony Longhurst / Tomas Mezera	Ford Sierra RS500	161 laps / 7h 2m 10.28s
1989	Dick Johnson / John Bowe	Ford Sierra RS500	161 laps / 6h 30m 53.44s
1990	Win Percy / Allan Grice	Holden VL Commodore SSGroupA SV	161 laps / 6h 40m 52.64s
1991	Jim Richards / Mark Skaife	Nissan Skyline BNR32 GT-R	161 laps / 6h 19m 14.80s
1992	Mark Skaife / Jim Richards	Nissan Skyline BNR32 GT-R	143 laps / 6h 27m 16.22s
1993	Larry Perkins / Gregg Hansford	Holden VP Commodore	161 laps / 6h 29m 6.69s
1994	Dick Johnson / John Bowe	Ford EB Falcon	161 laps / 7h 3m 45.8425s
1995	Larry Perkins / Russell Ingall	Holden VR Commodore	161 laps / 6h 20m 32.4766s
1996	Craig Lowndes / Greg Murphy	Holden VR Commodore	161 laps / 7h 9m 28.3584s
1997	Geoff Brabham / David Brabham	BMW 320i	161 laps / 6h 41m 25.4072s
1997	Larry Perkins / Russell Ingall	Holden VS Commodore *	161 laps / 6h 21m 55.5483s
1998	Rickard Rydell / Jim Richards	Volvo S40	161 laps / 6h 54m 23.4756s
1998	Jason Bright / Steven Richards	Ford EL Falcon *	161 laps / 6h 42m 23.9039s
1999	Steven Richards / Greg Murphy	Holden VT Commodore	161 laps / 6h 51m 48.8354s
2000	Garth Tander / Jason Bargwanna	Holden VT Commodore	161 laps / 7h 23m 30.2348s
2001	Mark Skaife / Tony Longhurst	Holden VX Commodore	161 laps / 6h 50m 33.1789s
2002	Mark Skaife / Jim Richards	Holden VX Commodore	161 laps / 6h 58m 41.0260s
2003	Greg Murphy / Rick Kelly	Holden VY Commodore	161 laps / 6h 32m 55.4044s
2004	Greg Murphy / Rick Kelly	Holden VY Commodore	161 laps / 6h 29m 36.2055s
2005	Mark Skaife / Todd Kelly	Holden VZ Commodore	161 laps / 6h 37m 17.0012s
2006	Craig Lowndes / Jamie Whincup	Ford BA Falcon	161 laps / 6h 59m 53.5852s
2007	Craig Lowndes / Jamie Whincup	Ford BF Falcon	161 laps / 6h 29m 10.1985s
2008
* Denotes Australia 1000 races for V8 Supercars category

Note: Races were 163 laps until 1987when the track was slightly lengthend by the addition of the chicane called The Chase.

1981: The race was stopped on Lap 122 because of an incident on the top of the mountain because of a multiple-car incident that blocked the course. By rule, the race was scored based on Lap 120.

1987: The race was shortened to 161 laps, as the new chicane lengthened the circuit. Only the original race winner completed the full 161 laps, but the first and second place cars were disqualified for violations. The third-place car was declared the winner, although it only finished 158 laps.

1992: The race was stopped on Lap 145 because of numerous crashes in the heavily rain-soaked circuit, including the car of the leader on Lap 144. The race was wound back to the previous completed lap 144 as per the usual red flag rule, however in doing so it was discovered that some of the vehicles that had crashed during the storm-burst had crashed prior to the race leader completing the 144th lap. In this rare instance the race was wound back an additional lap so all involved vehicles could be classified as finishers.

Multiple race winners

Wins	Driver
9	Peter Brock
7	Jim Richards
6	Larry Perkins
5	Mark Skaife
4	Bob Jane
	Harry Firth
	Allan Moffat
	Greg Murphy
3	Dick Johnson
	Craig Lowndes
2	John Goss
	Allan Grice
	John Bowe
	Russell Ingall
	Steven Richards
	Tony Longhurst
	Rick Kelly
	Jamie Whincup

Number of victories by vehicle brand

Wins	Manufacturer
25	Holden
17	Ford
2	Nissan
1	Vauxhall
	Mercedes-Benz
	Morris
	Jaguar
	BMW
	Volvo

• Outright race winner was not official recognised until 1965, with official results indicated four or five class races occurring simultaneously rather than a single race. The first car across the finish line has been retroactively recognised outright race winner since then.

Deaths

In nearly 45 years of racing, four drivers have died while competing in events associated with the Bathurst 1000.

In 1986, Sydney accountant and privateer Mike Burgmann became the first fatality in the race's history when his car (Holden Commodore VK), travelling at 268 km/h (167 mph), struck the recently constructed Bridgestone Bridge on the high-speed straight known as Conrod Straight. "The Chase", a large three-corner chicane, added in 1987 to the straight to comply with the FIA's regulations regarding length of straights was dedicated to Burgmann with a plaque embedded in the concrete barriers.

In 1992, former Formula One world champion Denny Hulme, after complaining of blurred vision, suffered a heart attack at the wheel of his BMW M3 whilst travelling along Conrod Straight. After veering into the wall on the left side of the track, he managed to bring the car to a relatively controlled stop on the opposite side of the course. When marshals reached the scene they found Hulme still strapped in, dead.

In 1994, Melbourne privateer Don Watson died during practice when his car (Holden Commodore VP) left the circuit and hit a barrier on Conrod Straight.

The 2006 event was marred by the death of New Zealand driver Mark Porter in a Fujitsu V8 Supercar Series support race on Friday, 6th October. His car spun in a section at the top of the mountain and was then hit from behind by Chris Alajajian and stalled, sitting sideways on the track. As fellow driver David Clark came around a blind corner at speeds of around 200 km/h (120 mph), he swerved to try and avoid Porter's car but slid sideways into the driver's door. Porter was airlifted to hospital with serious head and chest injuries but passed away in late afternoon of Sunday, 8th October, as the feature race was concluding. Just two hours after the crowd was celebrating Craig Lowndes' win, and on the same day that Peter Brock was farewelled, Porter's family issued a statement announcing his death.

See also

List of Bathurst 1000 vehicles

External links

• Super Cheap Auto 1000, the official web site for the 2007 Bathurst 1000
• V8 Supercars Australia
• National Motor Racing Museum — Bathurst
• All about Bathurst
• Chequered Flag Motorsport's Virtual Lap of Bathurst