Automotive industry in Australia
A substantial car industry was created in Australia in the 20th century through the opening of Australian plants by international manufacturers. The first major carmaker was Ford Australia and the first Australian-designed mass production car was manufactured by Holden in 1948. Australian manufacture of cars rose to a maximum of half a million in the 1970s and still exceeded 400,000 in 2004. Australia was best known for the production of ` large' sized passenger vehicles. By 2009 total production had fallen to around 175,000 and the Australian market was dominated by cars imported from Asia and Europe; as of 2015, Australian-designed cars were manufactured by General Motors subsidiary Holden, Ford Australia, while Toyota Australia manufactured local variants of its international models the Camry. However, the Ford Australia engine and vehicle plants closed in October 2016 and the Holden and Toyota Australia factories closed in late 2017. Both Ford and Holden's design and development facilities remain in operation and are expanding, leaving Australia as one of 13 countries with the capabilities to design and develop mass market cars from scratch.
Australian constructors were active at the beginning of both car and aircraft development and in some areas, ahead of their overseas counterparts. Due to the isolation of Australia, it was more practical for Australia to make their own cars; the Highland was one of the first types of automobiles to be offered for sale in Australia, firstly in 1894 as a primitive motorised tricycle two years as a four-wheeled, two-seater vehicle using bicycle components. The first true cars made in Australia were steam cars; the first of these steam cars, the Phaeton, was made in 1896 by Herbert Thomson and Edward Holmes of Armadale, Melbourne. It was exhibited in 1900 using the first pneumatic tyres made in Australia by Dunlop; the 5 horsepower single cylinder steam carriage, now in the Institute of Applied Sciences, was reliable and durable enough to take Thomson and a friend 493 miles from Bathurst to Melbourne at an average speed of 8.7 mp/h. In 1900 Bruno Hammer built a one off automobile in South Australia.
In 1901 Harley Tarrant produced the first Tarrant automobile, the first petrol-driven car built in Australia in a small workshop in Melbourne. Before that, Tarrant had been using the shop to build engines. Tarrant was joined in this endeavour by Howard Lewis; the car was powered by a rear-mounted 6 hp Benz engine. This car was followed by many improved designs, including the first enclosed car body made in Australia. Models included locally produced components including: engines and rear axles; the sole surviving Tarrant is on the chancery level. In 1903, the Australian Motoring Association was formed in New South Wales, South Australia and Victoria to protect the interests of motorists. In 1924, this was followed by the Australian Automobile Association. Tyre manufacture existed in Australia. However, the last tyre factory closed in April 2010. Source:, OICA Bustech has manufactured buses on the Gold Coast, Queensland since 1998. Denning Manufacturing has manufactured buses in Brisbane since 2004.
Iveco Australia is a subsidiary of CNH Industrial, it produces the Iveco PowerStar. It is known for being the only foreign semi truck maker that isn't producing an American branded Conventional semi truck. Kenworth Australia is a subsidiary of Paccar Inc, Kenworth Australia manufactures semi trucks for the Australian market, which includes the T4909SAR, C509, T359, T659, T909 and the K200. Founded in 1926, Australian Motor Industries began assembly operations in 1952, it produced a wide range of Standard, Mercedes-Benz cars, as well as variety of Rambler models from American Motors Corporation up to 1987. Assembly of Toyota automobiles began in 1963; the Japanese company took a controlling interest in AMI in 1968 and increased its investment until AMI renamed itself as AMI Toyota Ltd in 1985. British Leyland assembled and manufactured vehicles in Australia from 1950 to 1975. Chrysler departed the Australian car market in 1981 when it sold the remainder of its shareholding in Chrysler Australia Ltd to the Mitsubishi Motor Corporation of Japan.
The new owner renamed the company Mitsubishi Motors Australia and this company continues to operate today as one of Australia's major importers of road vehicles. However, local production of passenger vehicles was discontinued in March 2008. During the 1970s, Chrysler began working with Mitsubishi Motors Corporation after they acquired a 15 percent interest in the company in 1971, with the result that Chrysler Australia began building Mitsubishi-designed Chrysler-branded vehicles such as the Chrysler Valiant Galant and the Chrysler Sigma; the Tonsley Park plant was sold to Mitsubishi Motors Corporation and was run by Mitsubishi Motors Australia after Chrysler pulled out of Australian manufacturing in 1980. Production of the popular Sigma and Colt range of vehicles continued under the Mitsubishi name until the late-1980s, when production was switched to the Magna. Ford Australia is the Australian subsidiary of Ford Motor Company and was founded in Geelong in 1925 as an outpost of Ford Motor Company of Canada, Limited.
At that time, Ford Canada was a separate company from Ford USA. Henry Ford had granted the manufacturing rights to Ford in British Empire countries to Canadian investors. Ford Australia has a performance car division, Ford Performance Vehicles, with the cars being
The automotive industry is a wide range of companies and organizations involved in the design, manufacturing and selling of motor vehicles. It is one of the world's largest economic sectors by revenue; the automotive industry does not include industries dedicated to the maintenance of automobiles following delivery to the end-user, such as automobile repair shops and motor fuel filling stations. The word automotive is from the Greek autos, Latin motivus to refer to any form of self-powered vehicle; this term, as proposed by Elmer Sperry, first came into use with reference to automobiles in 1898. The automotive industry began in the 1860s with hundreds of manufacturers that pioneered the horseless carriage. For many decades, the United States led the world in total automobile production. In 1929, before the Great Depression, the world had 32,028,500 automobiles in use, the U. S. automobile industry produced over 90% of them. At that time the U. S. had one car per 4.87 persons. After World War II, the U.
S. produced about 75 percent of world's auto production. In 1980, the U. S. was overtaken by Japan and became world's leader again in 1994. In 2006, Japan narrowly passed the U. S. in production and held this rank until 2009, when China took the top spot with 13.8 million units. With 19.3 million units manufactured in 2012, China doubled the U. S. production, with 10.3 million units, while Japan was in third place with 9.9 million units. From 1970 over 1998 to 2012, the number of automobile models in the U. S. has grown exponentially. Safety is a state that implies to be protected from any risk, damage or cause of injury. In the automotive industry, safety means that users, operators or manufacturers do not face any risk or danger coming from the motor vehicle or its spare parts. Safety for the automobiles themselves, implies that there is no risk of damage. Safety in the automotive industry is important and therefore regulated. Automobiles and other motor vehicles have to comply with a certain number of norms and regulations, whether local or international, in order to be accepted on the market.
The standard ISO 26262, is considered as one of the best practice framework for achieving automotive functional safety. In case of safety issues, product defect or faulty procedure during the manufacturing of the motor vehicle, the maker can request to return either a batch or the entire production run; this procedure is called product recall. Product recalls happen in every industry and can be production-related or stem from the raw material. Product and operation tests and inspections at different stages of the value chain are made to avoid these product recalls by ensuring end-user security and safety and compliance with the automotive industry requirements. However, the automotive industry is still concerned about product recalls, which cause considerable financial consequences. Around the world, there were about 806 million cars and light trucks on the road in 2007, consuming over 980 billion litres of gasoline and diesel fuel yearly; the automobile is a primary mode of transportation for many developed economies.
The Detroit branch of Boston Consulting Group predicts that, by 2014, one-third of world demand will be in the four BRIC markets. Meanwhile, in the developed countries, the automotive industry has slowed down, it is expected that this trend will continue as the younger generations of people no longer want to own a car anymore, prefer other modes of transport. Other powerful automotive markets are Iran and Indonesia. Emerging auto markets buy more cars than established markets. According to a J. D. Power study, emerging markets accounted for 51 percent of the global light-vehicle sales in 2010; the study, performed in 2010 expected this trend to accelerate. However, more recent reports confirmed the opposite. In the United States, vehicle sales peaked in 2000, at 17.8 million units. The OICA counts over 50 countries which assemble, manufacture or disseminate automobiles. Of that figure, only 13, boldfaced in the list below, possess the capability to design automobiles from the ground up; this is a list of the 15 largest manufacturers by production in 2016.
It is common for automobile manufacturers to hold stakes in other automobile manufacturers. These ownerships can be explored under the detail for the individual companies. Notable current relationships include: Daimler AG holds a 10.0% stake in KAMAZ. Daimler AG holds an 89.29% stake in Mitsubishi Fuso Truck and Bus Corporation. Daimler AG holds a 3.1% in the Renault-Nissan Alliance. Daimler AG holds a 12% stake in Beijing Automotive Group, Daimler AG holds an 85% stake in Master Motors. Dongfeng Motor holds a 12.23% stake and a 19.94% exercisable voting rights in PSA Groupe. FAW Group owns 49% of Haima Automobile. FCA holds a 10% stake in Ferrari. FCA holds a 67% stake in Fiat Automobili Srbija. FCA holds 37.8% of Tofaş with another 37.8% owned by Koç Holding. Fiat Automobili Srbija owns a 54% stake in Zastava Trucks. Fiat Industrial owns a 46% stake in Zastava Trucks. Fujian Motors Group holds a 15% stake in King Long. FMG, Beijing Automotive Group, China Motor, Daimler has a joint venture called Fujian Benz.
FMG, China Motor, Mitsubishi Motors has a joint venture called Soueast, FMG holds a 50% stake, both China Motor and Mitsubishi Motors holds an equal 25% stake. Geely Automobile holds a 23% stake in The London Taxi Company. Geely Automobile holds a 49.9% stake in PROTON Holdings and a 51% stake in Lotus Cars. Geely Holding Group holds a 9.69% stake in Daimle
Transport in Australia
There are many forms of transport in Australia. Australia is dependent on road transport. There are more than 300 airports with paved runways. Passenger rail transport includes widespread commuter networks in the major capital cities with more limited intercity and interstate networks; the Australian mining sector is reliant upon rail to transport its product to Australia's ports for export. Road transport is an essential element of the Australian transport network, an enabler of the Australian economy. There is a heavy reliance on road transport due to Australia's large area and low population density in considerable parts of the country. Another reason for the reliance upon roads is that the Australian rail network has not been sufficiently developed for a lot of the freight and passenger requirements in most areas of Australia; this has meant that goods that would otherwise be transported by rail are moved across Australia via road trains. Every household owns at least one car, uses it most days.
Australia has the second highest level of car ownership in the world. It has three to four times more road per seven to nine times more than Asia. Australia has the third highest per capita rate of fuel consumption in the world. Melbourne is the most car-dependent city in Australia, according to a data survey in the 2010s. Having over 110,000 more cars driving to and from the city each day than Sydney. Perth and Brisbane are rated as being close behind. All these capital cities are rated among the highest in this category in the world; the distance travelled by car in Australia is among the highest in the world, being exceeded by USA and Canada. There are 3 different categories of Australian roads, they are state highways and local roads. The road network comprises a total of 913,000 km broken down into: paved: 353,331 km unpaved: 559,669 km Victoria has the largest network, with thousands of arterial roads to add; the majority of road tunnels in Australia have been constructed since the 1990s to relieve traffic congestion in metropolitan areas, or to cross significant watercourses.
Sydney, Brisbane and Adelaide have extensive commuter rail networks which have grown and expanded over time. Australian commuter rail operates with bidirectional all day services with Sydney, to a lesser extent Perth’s systems operating with much higher frequencies in their underground cores. Sydney Trains operates the busiest system in the country with 1 million trips per day. Metro Trains Melbourne operates a larger system albeit with a lower number of trips. Trams have operated in many Australian towns and cities, with the majority of these being shut down before the 1970s in the belief that more widespread car ownership would render them unnecessary. Melbourne is a major today has the largest tram network of any city in the world. Adelaide retained one tram service - the Glenelg tram, since extended from 2008 onwards to Hindmarsh and the East End. Trams had operated in a number of major regional cities including Ballarat, Brisbane, Broken Hill, Geelong, Kalgoorlie, Maitland, Perth, Sorrento, Sydney and St Kilda.
A modern light rail system opened in Sydney in 1997 with the conversion of a disused section of a freight railway line into what is now part of the Dulwich Hill Line. A second CBD and South East Light Rail line in Sydney is under construction and is due to open in 2019. A light rail system opened on the Gold Coast in 2014. A line opened in Newcastle in February 2019, with a line Canberra scheduled to open in April 2019. Major cities in Australia do not have full-fledged rapid transit systems, however a driverless rapid transit system in Sydney is under construction with completion of its first stage in 2019. Sydney, Melbourne and Perth's commuter systems are all underground and reflect some aspects of typical rapid transit systems in the city centres; the following table presents an overview of multi-modal intra-city public transport networks in Australia's larger cities. The only Australian capital cities without multi-modal networks are Canberra and Darwin, which rely on buses. Canberra is building a light rail line, which will link with existing bus services, is scheduled to open in 2018.
The table does not include heritage transport modes. The railway network is large, comprising a total of 33,819 km of track: 3,719 km broad gauge, 15,422 km standard gauge, 14,506 km narrow gauge and 172 km dual gauge. Rail transport started in the various colonies at different dates. Owned railways started the first lines, struggled to succeed on a remote and sparsely populated continent, government railways dominated. Although the various colonies had been advised by London to choose a common gauge, the colonies ended up with different gauges; the Great Southern Rail, operates three trains: The Ghan and The Overland. NSW owned NSW TrainLink services link Brisbane and Melbourne to Sydney. Since the extension of the Ghan from Alice Springs to Darwin was completed in 2004, all mainland Australian capital cities are linked by standard gauge rail, for the first time. There are various state and city rail services operated by a combination of government and private entities, the most prominent of these include V/Line (regional
Custom Bus is an Australian bus body builder in St Marys, New South Wales. In 1935 Stanley Hillsdon founded Cycle Components Manufacturing Company in Guildford, having been involved in manufacture of bicycles since 1911. In 1946 the company won the contract to manufacture reversible seats for Sydney's tram system. In 1955 CCMC tendered to body 125 single deck Leyland Royal Tiger Worldmaster buses for the NSW Department of Government Transport. In May 1956 Jack Violet, Hillsdon's nephew by marriage, was employed as Bus Divisional Manager to oversee operations. In April 1958 CCMC bodied their first bus for a private operator, a Leyland Comet for Rowes Bus Service. Apart from six MAN SL200 and SG192s bodied for ACTION in 1982/82 as part of a contracted included when Smithfield Bus & Coach Works was purchased and 19 Scania K112TR coaches bodied for the State Rail Authority in 1985/86, CCMC built bodies for private operators after the completion of the Leyland Worldmaster contract for the next 37 years.
In 1962 control of CCMC passed from Hillsdon to Violet. At some point the business was renamed Custom Coaches Manufacturing Company. In May 1981 the Smithfield Bus & Coach Works business was purchased from the Bosnjak family. Custom Coaches concentrated on bodying buses for the private sector. In 1967 CCMC entered into an agreement with Melbourne bodybuiler WA Newnham & Sons for CCMC to provide frames and other components. CCMC supplied components to Brisbane bodybuilder Watt Brothers in the 1960s and Perth's Howard Porter in the 1970s. In 1988 CCMC purchased WA Sons with the business renamed Newnham Custom. In 1995 a plant was opened at Arundel on the Gold Coast. Newnham Custom closed in 2001 with production transferred to Adelaide. In 2000 Australian Bus Manufacturing in Adelaide was purchased, it had been formed in 1999 when a consortium of CCMC, Jim Bosnjak and John Hewson purchased the PMC Australia business following the collapse of Clifford Corporation. Australian Bus Manufacturing was rebranded as Custom Coaches in 2004.
In late 2001 Custom Care was established as a bus refurbishment operation. In 1998, Custom Coaches began bodying buses for the State Transit Authority after a break of over 37 years. By April 2013 over 1,280 had been bodied for the government operator. In 2002, Mark Burgess, a great-nephew of Hillsdon by marriage, became CEO of the company. He, his brother Paul and a long-term business partner, Chris Absalom, completed the purchase of the business from Jack Violet in 2005. In 2008 production exceeded 400 buses per year, by 2009 the total number of buses bodied had exceeded 15,000. In May 2010 the Sydney plant moved to new premises in Villawood and in June 2012 the company was purchased by British bus manufacturer Alexander Dennis. Custom Coaches was placed in administration in May 2014. On 15 August 2014, the business was purchased back by Mark Burgess and Allegro Funds and the company was renamed Custom Bus; the Royal Park, South Australia plant closed down in September 2014. After again being placed in administration in February 2018, Custom Bus was purchased by the Dunn Group with the factory relocated to St Marys.
Bus Australia gallery
Russell Ingall is a former full-time Australian V8 Supercar driver. Ingall became the V8 Supercar Champion in 2005, he was the Championship runner up in 1998, 1999, 2001 and 2004. Ingall has won the Bathurst 1000 motor race twice, in 1995 and 1997, his particular driving style earned him the nickname "Enforcer". In 2016, he drove for Nissan Motorsport as a co-driver alongside Rick Kelly in the Pirtek Enduro Cup series. Ingall began his motor racing career at age 12 competing at the Whyalla go-kart track in South Australia. After winning an Australian Junior and several Senior karting Championships he moved overseas to race karts in Europe before making the transition into Formula Ford. During his karting career he lost his right-index finger at the first joint in an accident, however this didn't affect his racing. Competing in only his second Formula Ford event, Ingall finished third in a support race at the 1988 Australian Grand Prix in Adelaide. Over the next few years Ingall proved to be a force in the Motorcraft Formula Ford Driver to Europe Series finishing runner-up before claiming the crown in the 1990.
In 1990, he co-drove a Bob Forbes Racing Holden Commodore VL at the Bathurst 1000 with Kevin Bartlett Ingall headed to Europe in 1991. After claiming the British Formula Ford Championship in 1991, making a promising debut in the GM-Lotus formula, Ingall moved to Germany to drive for Opel Team Schuebel in the German Formula Three Championship. Ingall had the opportunity to compete in Peter Wearing Smith's team at the Macau Grand Prix, where he started 23rd and overtook David Coulthard to finish in fifth position. Over the northern winter Ingall competed in the New Zealand Dunlop Formula Ford series, winning with 10 victories from 12 races. Ingall made history in 1993 returning to the United Kingdom to drive for the factory Van Diemen team to win 13 out of the 16 races in the British Formula Ford Championship and in the process recording the highest number of wins in a single season in the history of Formula Ford; the season was finished off by winning one of the most prestigious single-seater events – the Formula Ford Festival and World Cup at Brands Hatch in Britain.
Ingall was never able to live up to his full potential in Europe due to a lack of funding and returned to Australia. This is common for Australian race drivers in Europe. After spending the first half of 1994 in the Japanese Formula 3 Championship Ingall made his return to Touring Cars, having driven for the Bob Forbes Racing team in 1990, driving for Wayne Gardner Racing at the Sandown 500 and Bathurst 1000. Ingall and Win Percy led at Bathurst for some time before finishing fifth. Ingall went on to win the 1995 British Formula Renault Championship before joining Perkins Engineering for its campaign for the endurance races back in Australia. Ingall figured prominently in the team's epic last to first victory at Bathurst, he would become a permanent face of the V8 Supercar Championship throughout 1996 season. During his first year, Ingall claimed his maiden victory at Calder Park and went on to win the Bathurst 1000 for the second time in 1997, he finished second in 1998 and 2002. In his seven years with Perkins Engineering, Ingall finish runner-up in the championship three times and was third in 1997.
Following seven years with the Perkins team Ingall moved to Stone Brothers Racing at the start of 2003 in winning style taking out the support races at the Australian Grand Prix. He went on to win rounds at the Queensland 300 and the Gillette V8 Supercar Challenge at the Lexmark Indy 300 on the Gold Coast, Queensland before finishing seventh outright in the championship. In 2004 Ingall was again consistent with the highlight of the season coming with a round win at Symmons Plains in round 12. In the final round at Eastern Creek Raceway, he finished third overall to jump from fourth to second in the championship in his Caltex Ford Falcon BA and give Stone Brothers Racing an historic 1–2 finish as his teammate Marcos Ambrose won the championship. In 2005 Ingall went one better, collecting his first V8 Supercar championship after having been runner-up four times. Ingall went into the season with a plan and he followed it to the final race of the season, held at the Phillip Island circuit, he raced "smarter" than he had before and worked out his strategy around the V8 Supercars points system to collect the title ahead of Craig Lowndes and Marcos Ambrose.
In 2006 Ingall saw the championship slip from his grasp due to poor performance from his car which saw him finish the championship in eighth place. In the lead-up to the 2007 season finale, Ingall announced he was Holden bound, thus leaving Stone Brothers Racing and Ford after five years, he finished the championship for the first time outside the top 10, placing a disappointing eleventh. For 2008 Ingall moved to Paul Morris Motorsport. Ingall returned to the Holden fray in 2008 with Paul Morris Motorsport, now sponsored by automotive parts retailer Supercheap Auto. Ingall's debut race meeting for his new team proved less than ideal. Finishing in 14th place in the first leg of the Clipsal 500, contact with the wall at Turn 8 during the morning warmup saw steering and suspension damage to the No. 39 car. Repairs were made in time for the start of Race 2, but the car was not the same, he retired after just two laps, with failure in the ignition system. “If I didn't stick it in the warm up, the distributor drive would have gone in the warm-up so we would have found the problem before the race, so one thing led to another," said Ingall.
"At the end of the day it was all related to the shunt.” In 2010, Ingall was joined by New Zealander Greg Murphy. Ingall remained with Paul Morris Motorspor
Greg Murphy is a New Zealand professional racing driver, best known as a four-time winner of the Bathurst 1000. Greg Murphy joined Jeremy Clarkson and James May presenting Top Gear Live, when it had its first international Live show at ASB Showgrounds in Auckland from 12–15 February 2009, again when the show returned in 2010. Murphy became involved in motorsports by the age of eight, progressing through karts to saloons and single-seaters before moving to Australia, he first competed at the Bathurst circuit in 1994. The following two years he drove for Brad Jones Racing in the Australian Super Touring Championship and the Holden Racing Team in endurance events, winning the Bathurst 1000 with Craig Lowndes in 1996, he drove for the HRT full-time in 1997 and won the championship. Due to Craig Lowndes' return from overseas, Murphy only drove for the team in the endurance races in 1998. In 1999 and 2000, he finished 6th in points driving for Gibson Motorsport, he paired with Steven Richards to win the Bathurst 1000.
In the 2001 V8 Supercar season, Murphy joined the newly formed K-Mart Racing team and had two Bathurst 1000 wins with teammate Rick Kelly, in 2003 and 2004. Murphy had two championship runners-up while at K-Mart Racing, in 2002 and 2003. In 2001 and 2004 he finished fourth in the championship, he is one of the best known V8 Supercar drivers and has won four rounds at his home circuit at Pukekohe, near Auckland. At the Mount Panorama Circuit at Bathurst, Murphy has the second best record for a Kiwi with four wins, compared to Jim Richards' seven. Murphy's 2003 pole position of 2:06.8594 at Bathurst stood as the fastest lap recorded at Mount Panorama Circuit until eclipsed seven years later. It is known colloquially as "The Lap of the Gods" and regarded as one of the finest moments in Bathurst folklore. In November of 2003, Murphy won the Bathurst 24 Hour race in the Garry Rogers Motorsport built, 7.0 litre V8 Holden Monaro 427C alongside Peter Brock, Jason Bright and Todd Kelly. Murphy qualified the #05 Monaro in second place behind the 2002 race winning Monaro of teammate Garth Tander.
The two Monaro's led the race throughout with Murphy in the car finishing only 0.3505 in front of Tander after 527 laps of racing. During 2005 and 2006 Murph competed for Paul Weel Racing where he had good results until changing to the Perkins engines. Since Murphy has never had any outstanding performances. Murphy joined Tasman Motorsport in 2007. Murphy joined Paul Morris Motorsport in 2010 to drive Castrol supported Commodore. While the partnership looked like it was to reignite the "old murph" his performances and a poor car failed to produce results thus the announcement came in November 2010 that the partnership would split. Murphy joined Kelly Racing for 2011 in a late deal with major sponsor Pepsi Max. Throughout the year the Pepsi Max Crew car has undergone four different paint schemes all with a graffiti theme. Murphy has had varying success throughout the year and as he has become more comfortable with his car and the team he has had some good performances, including pole position at the Bathurst 1000.2013 saw Murphy return to Holden Racing Team on a part-time basis, co-driving with Car #22 driver James Courtney in the endurance events.
However, Bathurst saw Murphy involved in a heavy crash at Reid Park, therefore ending his chances of finishing the race. The bad luck didn't end there, with yet another serious incident bringing Car #22 down in Race 1 at Gold Coast. 1994 – Won the New Zealand Grand Prix at Manfeild driving a Reynard 90D 1996 – Second in the GT2 Class at Le Mans 1996 – Won Bathurst 1000 and Sandown 500 with Craig Lowndes and the Holden Racing Team 1999 – Won the Bathurst 1000 with Steven Richards 2000 – Third at Bathurst with Steven Richards 2001 – Helped to create Kmart Racing after Gibson Motorsport turned to Ford and Craig Lowndes. Finished third at Bathurst with Todd Kelly 2002 – Was given the biggest penalty in V8 racing history because of a pitlane infringement by his team, his car was released early, rupturing a refuelling hose and spilling fuel in the pit box 2003 – Set the fastest lap on the 6.213 km Mount Panorama Circuit during the Top 10 Shootout, with a time of 2:06.8594. Won Bathurst 1000 with Rick Kelly.
Won Bathurst 24 Hour with Peter Brock, Todd Kelly and Jason Bright 2004 – Won Bathurst 1000 again with Rick Kelly 2008 – Finished second at Bathurst 1000 2011 – Got pole position for the second time at Bathurst and finished 3rd in the 2011 Bathurst 1000 2012 – Won the first V8SuperTourer race at Hampton Downs eventually finished Runner-up for the Season. 2013 - Greg Murphy Won the V8SuperTourer Sprint Series and Overall Championship, his first Championship Win in 17 years. 2014 - Murphy Won the V8SuperTourer Sprint Series and Overall Championship for the second year in a row. Greg finished second in the Sandown 500 with James Courtney. 2016 - Murphy returned to circuit racing for the first time since the Gold Coast 600 in 2014. He joined Tony Quinn in an Aston Martin for the Highlands 101 race. Greg was born and raised in New Zealand, but he resides in Melbourne, Victoria. In 2011 it was released that in New Zealand they were making a new touring car series, Murphy was interested and after talks with Paul Manuell they decided to make M3 Racing which Richard Moore, Paul Manuell and Greg Murphy would drive their three cars.
As soon as Murphy confirmed he would be racing in th