Ford seem determined to sweep the motor-racing circuits of the world - and Australia is no exception. Here they concentrate on the Armstrong 500, which they have dominated for several years with a variety of Cortina models.

This year the Cortina GT - outright winner of the past two Armstrongs - seems likely to be outrun in Class C by disc-brake X2 Holdens, which have now been officially accepted as starters, despite earlier controversy over requirements regarding optional equipment.

But in Class D the new extra-special GT 500 looks a strong possibility to run away with the awards. Based on the two-door GT, with the Armstrong uppermost in Ford's mind, it has a modified engine giving 98 b.h.p., against the GT's 83.

I recently gave one of these little fliers a searching test-drive from Sydney to Melbourne and back, and found it a fascinatng piece of machinery.

Modifications

A special George Wade "113" cam has been used; compression is up to 9.5 and Harry Firth has done a deal of work on the cylinder head, ports and manifolds - particularly the exhausting ones.

Useful revs are 7000, 1000 above the GT. The Weber jug has bigger chokes.

A tremendous advantage is the Lotus-Cortina close-ratio gears, and these alone will make a big difference out of the Cutting in the Armstrong 500, where third was previously too high and second too low.

The car has a locked-diff. No matter how hard you rev the engine you just can't spin the wheels.

As the car is produced primarily for competition, the suspension has been lowered about two inches.

Special racing pads are used in the front discs, which have no dust-shields (these shields cut the efficiency of disks quite markedly) and use forced cooling through alloy scoops. The rear drum brakes use special linings.

The importance of range has not been overlooked, and an auxiliary 8 3/4-gallon alloy tank is used with two quick-filler external caps. This gives a total capacity of just over 17 gallons.

The car is identified by a tin plate over the normal filler cap, which could well be enhanced with a GT 500 badge.

Cost in full trim, ready to race, is £1498 tax-paid - expensive, yes, but worth it for the enthusiast.

It retains Cortina's fuel economy, and is a practical touring car for four. The exhaust note is unobtrusive, and the boot still bigger than most, despite the extra tank.

It is probably the cheapest and easiest way to combine business and pleasure, and would be a good beginner's car in which to learn the basic rudiments of the sport.

I have a few small complaints. A 100 m.p.h. car needs two-speed wipers. I had rain from Melbourne to Gundagai on my return trip and it was far from pleasant. The wind roar is excessive, the horn is altogether too puny, the wheel is too close for touring over long distances, and the throttle pedal should be rubber-covered and of the organ type for heel-and-toeing easily. My foot tended to slip off it at cruising speeds.

I like the higher seats for the road view, which is now first-class.

I thought it a pity that important gauges such as oil pressure and fuel level should be hidden under my left hand at ten o'clock at the wheel.

A thermostat is fitted, and yet the engine temperature remained a little below normal despite the fairly constant 5000 to 6000 r.p.m. Mind you, it was bitterly cold and I was extremely grateful for the excellent heating which goes well with the Aeroflow ventilation.

The speedo appears to register 3 percent fast at 100, which is fair.

When I picked the car up from Hastings Deering in Sydney, it had only 1200 miles on the clock.

The trip south in beautiful weather took nine hours to the outskirts of Melbourne; the engine was stiffish at this stage and didn't feel happy much over 5000 r.p.m., so I set this as my limit.

The car was shod with G8 tyres, which did a good job; using the recommended 28/30 pressures, the ride was firm, almost harsh.

The greatest delight was the gearbox, just about the best in production; the change from third to second in this particular box was darned near perfect. Ratios are superb with roughly 45, 65, 85 available in the indirects; 70 and 90 are possible using 7000 r.p.m., as I did back in N.S.W. over my test course.

The return trip was most satisfying. Leaving the RACV in the heart of Melbourne a little after 7 a.m. in the dark and rain, I stopped briefly to pick up some Climax parts and then set out for Sydney. At 4.15 p.m. I was having a cuppa at home in Sydney, having stopped once for fuel, fruit and chocolates at Gundagai - stationary for 15 minutes, all told.

Such a trip can be tiring, but I was out on the mountains that night in the 500 - and really enjoyed myself.

The car is a fine example of GT - a real dual-purpose beastie which must be the best Ford yet. A triumph for Ford Australia and Harry Firth for making such a car available here.

Consumption, Speed

Consumption averaged 24 m.p.g. for the full journey, the fuel and oil bill being roughly &163;11. Full chat over the test course returned a surprisingly good 22 m.p.g. Bathurst should cut this to 15 or 17, enough to get through with one fuel stop.

Over my test course, the 500 handled impeccably to average 56 m.p.h. despite the damp road. This equals a normal GT Cortina's speed under perfect conditions. I predict the best of the 500 GT boys, the Geoghegans, with their undoubted skill, should better 3 min. 10 sec. round the Armstrong 500 circuit, given good conditions.

More power, better gearing, better braking and better handling could take 3 sec. a mile off the normal GT's time.

Incidentally, Harry Firth will not be steering one of his creations - Ford are so intent with the small-car Class A, where they are clear winners, that they are having H.F. spearhead the 220 brigade, while Raeburn and Russell will look after the normal GT (Class C) section. I have not heard as yet who will get the tough task of winning Class D from the Coopers.

Ford have covered themselves carefully regarding the 500 regulations. A handbook has been printed listing everything - even different main jets for use with the air-cleaner and a restrictor in the cooling system for racing conditions are listed as standard fitting - a thermostat is supplied for road use! It is, however, disappointing to find the laminated windscreen (compulsory for racing) is an option.

Main Specifications

Engine: 4 cylinders in line, o.h.v.; bore 81 mm., stroke 72.09 mm., capacity 1498 c.c.; compression ratio 9.5:1; maximum b.h.p. 98 (gross) at 6000 r.p.m.; maximum torque 97ft./lb. at 3600 r.p.m.; single Weber d'draught carburettor, mechanical fuel pump, 12-volt ignition.

Transmission: Single dry-plate clutch, 4-speed, all synchro gearbox; ratios: 1st, 2.50; 2nd: 1.64; 3rd: 1.23; 4th, 1.00; final drive 3.9:1.

Suspension: Independent front by MacPherson strut incorporating coil springs, double-acting telescopic shock-absorbers; anti-roll bar; solid, semi-floating rear axle by longitudinal asymmetrical semi-elliptics with radius arms and hydraulic shock absorbers.

Steering: Recirculating ball; 3 turns lock to lock; 33ft. 9in. turning circle.

Brakes: Disc/drum, 76 sq. in. of total area.

Wheels: Steel disc with 5.60 by 13 tubeless tyres.

Dimensions: Wheelbase 8ft. 2in.; track, front: 4ft. 1 1/2in.; rear 4 ft. 1 1/2in.; length 14ft. 1/4in.; width 5ft. 2 1/2in.; height 4ft. 7 1/2in.; clearance 6.4in.

Fuel capacity: 17 gallons.

Kerb weight: 16.1 cwt.

Conditions: Fine, cool; two occupants; super grade fuel.

Best speed: 101 m.p.h.

Flying 1/4-mile average: 98 m.p.h.

Standing 1/4-mile average: 18.6s

Maximum in gears: 1st, 45 m.p.h.; 2nd, 70; 3rd, 90; 4th, 110.

Acceleration from rest through gears: 0-30 m.p.h., 4.0s.; 0-40, 5.0s.; 0-50, 8.0s.; 0-60, 10.0s.; 0-70, 14.0s.; 0-80, 18.6s.

Acceleration in top (with third in brackets): 20-40 m.p.h., (7.0s.); 30-50, 10.0s. (7.0s.); 40-60, 9.0s. (7.0s.); 50-70, 10.5s. (8.0s.); 60-80, 13.5s. (10.0s.); 70-90, 16.0s. (13.0s.).

Braking: 31ft. to stop from 30 m.p.h. in neutral.

Fuel consumption: 23.5 m.p.g. over 1500 miles, including all tests.

Speedometer: 3 m.p.h. fast at 100.