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FOR MASON AND KOBIFROM THE ARRIVAL OF THE AUTOMOBILE ON THE FIRST FLEET TO THE DEMISE OF THE AUSTRALIAN CAR INDUSTRY IN 2018 OR WHENEVER IT WAS. ENJOY THE TASTE OF CARSICK.Enjoy the taste ofQHISTORY yAUSTRALIAN CARS>ANDY RYAN ®Discover a unique and in-depth exploration of the history of Australian cars, from those designed and manufactured to those rebadged locally, featuring iconic brands like Holden, Ford, Chrysler, and Leyland. Dive into captivating photos from early motor racing events, including the legendary Bathurst 1000. Go behind the scenes of pioneering car design, uncovering unseen prototypes and the stories of the people who drove them, starting with the arrival of the rst imported cars in Australia and continuing through to the industry's decline in 2018. The restored images and tales invite you into a fascinating world of unusual cars and events, sure to intrigue, confuse, and surprise you as you make your way through this engaging book.1

48/215 (FX) FE HOLDENFJ HOLDEN FB FC EK EJ HOLDENWITH NEW GRILLEIT NOW GOES FASTER The FJ Holden, introduced in 1953, enhanced the 48/215’s design with improved aesthetics, reliability and a new grille. Its 2.15-litre engine and durable construction solidified its status as an Australian automotive icon.DISCARDED AS A CHEV... REBORN AS A HOLDENThe first Holden 48/215, launched in 1948was powered by a 2.15-litre engine, it was aordable and durable, designed for rugged local conditions, setting the foundation for decades of Australian car manufacturing excellence.THERE WAS A SALE ON CHROME PIECESThe FB, FC, and EK Holdens (1958-1962) featured incremental advancements, including enhanced safety, updated styling, and more powerful engines. These models solidified Holden’s dominance with a 50% market share.1955–1956 1956–1962 1963–19641948–1953 1953–1955EXTRA 1 HP! THAT'S THE POWER OF ANOTHER HORSE!The 1956 FE Holden introduced modernised styling, including a larger body and wraparound windshield. Its 2.2-litre engine and improved chassis design marked significant advancements in Australian automotive engineering.PEOPLE WONDERED WHAT HAD HAPPENED TO THE REAR?The 1962 EJ Holden introduced a sleek, modern design with a more powerful 2.45-litre engine. Public reaction was overwhelmingly positive, praising its contemporary styling and solidifying Holden’s market leadership.5General Motors Holden Pty Ltd Approximate time-line (rough guess) 1948–1984THE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV46

A COMPLETE REDESIGN... APART FROM THE UTE.The 1964 EH Holden featured a Detroit-inspired design with sharp lines and a more powerful 2.95-litre big block “Red” engine. Its modern aesthetics and performance enhancements ensured it was a commercial success.THE CAR GOT WIDER BUT THE TRACK STAYED THE SAME. The 1965 HD Holden introduced sharp fenders and slab-sided styling, contrasting with its narrow track width. This design, though innovative, received mixed reactions due to stability concerns and aesthetic preferences.THE HK'S FEATURE WAS IT WHISTLED ON APPROACH.The Holden HK, HT, and HG series, produced from 1968 to 1971, featured a larger body with new grilles, taillights, and safety features, with models like Belmont, Kingswood, Premier, Brougham, and Monaro with V8s available.EH HOLDEN HR HOLDENHD HOLDEN HK HT HG SERIES HQ HJ HX HZ WB1964–1965 1965–1966 1966–1968 1968–1971 1972–1980CAN WE GET RID OF THE PROTRUDING BELT-LINE?This Holden series, produced from 1971 to 1984, featured updated designs, improved safety, and enhanced performance, with models like Kingswood, Premier, Monaro, Statesman and the rotary powered Mazda Roadpacer.THE TAIL LIGHTS LOOKED READY FOR AN UPDATE. The HR Holden, released in 1966, addressed the HD model’s issues of slicing pedestrians in half by featuring revised fenders, reworked roofline, larger rear window, and improved rear lights, enhancing both aesthetics and functionality.General Motors Holden Pty Ltd Approximate time-line (rough guess) 1948–198447

THE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV104

ENGINEERING MISSTEPS AND PUBLIC SENTIMENTThe 1965 HD Holden occupies a peculiar niche, blending a curious mix of engineering ambition and public disdain. Billed as a revolution in design, the HD Holden was purportedly 30 percent wider than its predecessor, the 1964 EH Holden. However, this grandiose expansion was executed on the same chassis, track width, and running gear as the EH, resulting in a body that appeared comically and disproportionately wide. Let us delve into the intricate details of this vehicular anomaly and explore why it was so universally disliked.THE GREAT WIDENING CONUNDRUMTo appreciate the HD Holden’s unique design, one must first understand the inherent challenge of placing an enlarged body on an unchanged undercarriage. Imagine, if you will, an attempt to stu a sumo wrestler into a ballet dancer’s tutu. The result is an unwieldy and visually awkward spectacle. The HD Holden, with its expanded girth, presented a similar dilemma. COMMER VAN STYLE TRACKThe wider body, juxtaposed with the unchanged chassis, created an optical illusion of instability, making the car seem ready to tip over at any moment. This dissonance was further exacerbated by the unchanged track width, which rendered the vehicle’s stance as perplexingly narrow beneath its broadened facade.ENGINEERING A WIDENING MISTAKEMathematically speaking, the HD Holden’s design was a paradox. The engineers, perhaps in a moment of overzealous ambition, decided to enhance the car’s width without recalibrating the supporting structure. The distance between the centres of the two wheels on the same axle (track) – remained static, much like the chassis and running gear. This incongruity gave rise to an appearance that was unbalanced, if not outright absurd. The public, accustomed to the more proportional design of the EH, found this new aesthetic to be jarringly unacceptable.THE INFAMOUS ‘KIDNEY SLICERS’Adding to the HD’s list of woes were its sharp fenders, which garnered the ominous moniker ‘kidney slicers.’ These protruding edges were not just a visual aront but a tangible hazard. Pedestrians, already wary of the car’s ungainly appearance, now had to contend with the real risk of being gouged by these menacing metal appendages. This earned the HD Holden a reputation for being not just unsightly but downright dangerous, particularly in urban environments where close encounters with pedestrians were common.CONCLUSION: A CAUTIONARY TALEIt highlights the perils of overambitious engineering and the importance of cohesive, well-thought-out design principles. While the intention to innovate was commendable, the execution left much to be desired. The HD Holden’s legacy is a testament to the idea that sometimes, bigger is not necessarily better, and that the devil, indeed, is in the details.65HDHOLDENDrawing on the styling of the Solaris project and copying the wide body with narrow track stance of the Commer Van, the ninth Holden model since 1948 still sold in huge numbers.Slice and dice The first proper anti-pedestrian vehicleTHE HD HOLDEN’S TROUBLES DID NOT END WITH ITS WIDTH AND HAZARDOUS FENDERS. SEVERAL OTHER FACTORS CONTRIBUTED TO ITS LACKLUSTER RECEPTION:1. STYLING MISSTEPS: The car’s design, while intended to be modern, was perceived as overly angular and aggressive. The sharp lines and exaggerated proportions did not resonate with the aesthetic preferences of the mid-1960s. 2. UNDERPOWERED PERFORMANCE: Despite its larger body, the HD Holden did not receive a commensurate boost in power. The existing engines struggled to provide adequate performance, leading to a driving experience that felt sluggish and unresponsive. 3. INTERIOR SPACE: Ironically, the widened exterior did not translate into significantly improved interior space. Passengers found the cabin to be as cramped as ever, making the expansion seem pointless. 4. MARKETING MISFIRE: Holden’s marketing campaign, which touted the car’s increased width as a major selling point, backfired. Consumers could not reconcile the purported benefits with the reality of the car’s awkward proportions and unchanged underpinnings. 5. SAFETY CONCERNS: Beyond the ‘kidney slicers,’ there were general concerns about the car’s overall safety. The disproportionate body-to-chassis ratio made it seem less stable, particularly in adverse driving conditions.105

HEADQUARTERSFISHERMANS BENDABOVE: The Holden HQ One-tonner Monaro was always over powered right off the shelf. While the boot wasn’t very big, it could hold up to a tonne of goodies, which made it such a versatile vehicle.THE HOLDEN HQ SERIES, produced from 1971 to 1974, marked a pivotal moment in Australian automotive engineering. Released in July 1971 as a replacement for the Holden HG series, the HQ represented the first full-scale redesign of the Holden line since its inception in 1948. This comprehensive overhaul included a new body, transmission, chassis, and suspension. The earlier Holden floor-pan and firewall, carried forward in some form since the 1953 FJ Holden, were completely discarded, then modified to suit (painted) and then reinstalled in the new HQ.ADDITIONAL LEAF IN THE SUSPENSIONOne notable development was the upgraded rear suspension in the Belmont Ute. While the basic configuration echoed that of the 48/215 Utility, an additional leaf spring was incorpo-rated on each side of the suspension system, increasing the load-carrying capacity.THE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV144

FISHERMANS BEND Perfect for shing and car manufacturingOne-Tonner (200kg payload) sedan ute. Holden Kingswood 'Kingsher' Special Edition.Lamborgnaro EK GTS One-tonner.HEAVIER MEANS MORE WEIGHTThis modification was crucial, as the HQ chassis was significantly heavier than its predecessors, necessitating an improved suspension to maintain ride quality and durability under load. Engineers at Holden were particularly active during this period, refining existing power-trains. The 161 cubic inch engine, first introduced in earlier models, was bored out to 173 cubic inches, and the 186 cubic inch engine saw an increase to 202 cubic inches. However, these incremental changes came at a cost. The engine blocks and heads, based on designs dating back to the 1948 grey 138 cubic inch motor, were becoming increasingly fragile as more material was removed with each new iteration. Management expressed growing concern that further boring out of the aging engine architecture would eventually lead to structural failures.145

A PROPER TEST, NOT LIKE VOLKSWAGEN. In a bid to silence the cacophony of scepticism surrounding their latest XP Falcon model, Ford Australia has orchestrated a daring and somewhat uncon-ventional test of mettle – a 100-mile endurance trial over ten gruelling days. THE STAGE? A for-midable proving ground featuring treacherous corners, speed bumps that could rival the Great Wall, potholes with a penchant for swallowing hubcaps, and puddles deep enough to double as bathhouses. The XP Falcon, successor to the beleaguered XK Falcon, arrived under the weight AUSSIE ENDURANCE TESTBREAKING NEWS: THE AMERICAN FALCONS FROM THE U.S. WERE RUBBISH!There were few fatalities for such a large event (27) but the results were worth it in the end according to those who survived. EXTRA! EXTRA!of expectations. Customers, burnt by the XK’s penchant for front ball joint woes and gearbox dramas, awaited redemption like a thirst-crazed camel eyes an oasis. To assuage doubts and re-kindle faith, Ford Australia knew a mere press release wouldn’t cut it – they needed a spectacle. ENTER THE YOU YANGS PROVING GROUND, a place where cars go to sweat and drivers to ponder the questionable life choices that led them there. Picture this: midnight ambushes on unsuspecting drivers, dragged from their cosy beds to stare into the abyss of automotive endurance testing. Fires crackle, and existential questions mingle with the acrid scent of burning rubber. WITH AN EN-TOURAGE OF RACING LEGENDS AT THE HELM, what began as a measured endurance test swiftly escalated into a full-throttle race. THE MANDATE? Maintain a constant speed, lest the gods of engineering frown upon your Falcon’s reliability report. Alas, racing drivers being racing drivers, adrenaline surged, egos flared, and corners became battlefields. 100 MILES OVER TEN DAYS!It was a dangerous job for the volunteers to collect all of the vehicle data for 24 hours a day but thankfully it was only for ten days. Quick toilet breaks were indeed permitted (for senior sta members only). Ford Australia’s XP Falcon leaps forward in 1965 endurance spectacle.THE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV222

100 GRUELLING MILES IN 1O DAYS!BREAKING NEWS: FIRST WE NEED TO PUT SOME SUSPENSION IN TO TACKLE...ABOVE: In an audacious display of vehicular fortitude, Ford Australia embarked on a ten-day, 100-mile (160 kms) odyssey at the You Yangs proving ground to ascertain the mettle of their latest XP Falcon model. Little did they know, they were about to unravel a series of scientic conundrums and tire-wearing escapades.Volunteers were rounded up from the local church after they were promised sandwiches (they had to supply them). 223

BEFORE Q GT40 WASQFORD XP170THE ITALIANS HATED THE AUSTRALIAN XP FALCON BELOW: The Ferrari Team were modifying the body of the Ferrari to look like its direct competitor, the 1966 XP Ford Falcon which was the market sales leader at the time. Here it is trialling the V8 engine.vBELOW: A at-six from a rear-engined Chevrolet Corvair was tried but the engineers couldn’t get the gearbox to spin the other way once it was moved to the front.THE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV236

THE TEAM’S ONLY REAL INTEREST WAS SELLING CIGARETTES TO CHILDRENBELOW: The Ferrari mechanics and pit crew took advantage of the seeing the Falcon up close and noticed that it was taller than the GT40 by about 19 inches!BELOW: Several close calls occurred as the Falcon drivers struggled to spot the Ferraris on the track. It was suggested that the Ferraris should install 4x4 lift kits so they could more readily be seen.ENZO'S DAILY DRIVER? AN XP FALCON!BELOW: Disguising the six cylinder chassis was proving difficult and numerous designs were built and tried prior to working it out rst, which saved time.237

XWB A SMOOTHER TRANSITIONThe story of the XA Falcon prototype also involves a lesser-known vehicle—the XWB Hardtop. Originally, Ford Australia had planned to release the XWB Hardtop as a transitional model between the XY and XA Falcons. This would have allowed for a smoother shift in design language and market positioning, prepar-ing consumers for the radical changes that the XA Falcon represented.The XWB Hardtop was designed to bridge the gap between the rugged, performance-oriented XY Falcon and the more modern, refined XA Falcon. It would have oered a blend of old-school muscle car aesthet-ics with new-era design cues, easing the transition for loyal Falcon enthusiasts. However, this plan was ultimately shelved in favour of a more direct leap to the XA Falcon, a decision that may have cost Ford Australia the chance to build momentum with its new design philosophy.CONCLUSION: A LEGACY OF UNFULFILLED POTENTIALThe abandoned 1973 XA Falcon prototype is a reminder of the complex and often unpredictable nature of automotive history. It was a car that had the potential to challenge the Mustang and the Toyota Celica GT Liftback on the global stage, but for reasons that remain somewhat mysterious, it was never produced. The influence of this prototype, however, can still be felt in the design of the 1974 Boss Mustang and the broader trajectory of Ford’s muscle car development.While the XA Falcon prototype may never have had the chance to prove itself on the road, its legacy lives on in the vehicles it inspired and the tantalising possibility of what might have been. In the annals of automotive history, it stands as a symbol of unfulfilled potential, a vehicle that could have changed the game but instead remains a fascinating “what if” for car enthusiasts and historians alike.ABOVE: The 12A Rotary powered XA Falcon was even slower than Mazda’s joint venture with Holden as their HX Premier had the 13B twin port giving it much more power.BELOW: Pit-crew members preparing the rear air conditioning during a manic pit-stop on lap 34. Next they would see if they needed to add any fuel or maybe change a tyre. JAPANESE 12A ROTARY ENGINED FALCON ROADPACER 72X/12ATHE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV288

ABOVE: Pedestrian crossings were only a suggested safer place to cross the road in China. A bit like red lights in Melbourne, no need to stop if you don’t want to stop. BELOW: The XWC Fairmont Sports Sedan GXXL/GS pictured driving on the wrong side of the road in NSW which is legal there.QCHINESE FALCON GSYes, that’s right! Purchase any Ford LTD RPO83 Landau this month and receive a Ford board-game absolutely free (on top of the $39,999 for the car). As you can see, it’s a very exciting game for people from all walks of life including the people pictured here! Pick up a ‘Crash’ card and see what happens! Give the other play-er a ‘Speeding’ ticket so they will have to pay YOU with real money! Real life penalties apply for non-payment of nes!LTD RPO83 LANDAU | Phase 18 GXXXLOnly 200kg heavier than the standard hardtop!HEATED SEATS FOR BETTER ARSE GRIPON THE CORNERS. SPHINCTASTIC!FREE BOARD-GAME!To the rst 10 customers (or 5, whichever occurs rst).FORD LTD RACINGRACING IN COMFORT WITH AIR-CON ON FULL289

ABOVE RIGHT: By the 1960s the Japanese vending machines were nally able to dispatch cars to the public as long as they had the correct change to put in the machine. By the 1960s, Japan had made significant advancements in vending machine tech-nology, expanding their capabilities beyond dispensing small items to distributing full-size automobiles. This innovation marked a significant shift in how Japanese con-sumers could purchase cars, with vending machines oering everything from kei cars to full-sized vehicles. Additionally, unique marketing strategies like raes were em-ployed for specific models, such as the 1969 Nissan Figaro. This article explores the development of automotive vending machines, the unique methods of car ownership in Japan, and how these innovations influenced the global automotive industry.WORLD WAR 2 BOOM FOLLOWED BY POST-WAR BOOM Japan’s post-war economic boom saw the country rapidly embrace technological advancements in various sectors, including the automotive industry. By the 1960s, vending machines had evolved far beyond their original purpose, and Japan became the first country to use them for dispensing automobiles. This era also saw innovative marketing strategies, such as the rae-based distribution of the Nissan Figaro, further diversifying how consumers could own vehicles.THE ADVENT OF FULL-SIZE CAR VENDING MACHINES In the early 1960s, Japanese vending machines, which had previously been limited to smaller items and kei cars, were finally capable of dispensing full-size vehicles. This remarkable development allowed consumers to purchase cars conveniently, provided they had the correct amount of change to insert into the machine. These automotive vending machines were strategically placed in urban centres and operated with surprising eciency. A potential buyer could simply select the car model of their choice, insert the required amount of yen, and watch as the vending machine processed the transaction. The car would then be carefully lowered from the machine’s storage compartment, ready for the new owner to drive away.QUNIQUE CAR OWNERSHIP METHODS THE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV342

NOW IN FULL-SIZE The vehicles available through these machines were not limited to basic models. In addition to the stand-ard kei cars, consumers could choose from a range of full-sized vehicles, including popular models from brands like Toyota, Nissan, Daihatsu, Studebaker-Nintendo and Honda. This innovation not only simplified the purchasing process but also showcased Japan’s cutting-edge approach to con-sumer convenience by making it easier to buy family cars anywhere at any time simply through a vending machine.UNIQUE OWNERSHIP METHODS While vending machines provided a convenient way to purchase cars, not all vehicles were available through this method. The 1969 Nissan Figaro, for example, was only available through a unique rae system. This marketing strategy created a sense of exclusivity and anticipation among consumers.The rules for the rae were simple but required active participation from potential buyers. Interested consumers had to watch the Nissan TV show, which aired weekly, and answer a question found in the TV Guide. STAMPED, SELF-ADDRESSED ENVELOPE They would then send in the completed coupon, along with their preferred configuration of the Nissan Figaro, in hopes of winning the car. To increase their chances, participants could include additional yen with their entry, earning them bonus points in the rae.CONNECTING WITH THE CONSUMER This marketing tactic not only engaged the audience with Nissan’s brand but also created a direct connection between the consumer and the product. The rae was a huge success, with thousands of entries submitted for a chance to own the stylish and compact Nissan Figaro.ROTARY ENGINES AND PARTS In addition to full-size cars, Japan’s vending machines also oered a variety of automotive parts, catering to the growing community of car enthusiasts who were interested in modifying and customising their vehicles. One of the most notable oerings was the ability to purchase rotary engines directly from vending machines.12A OR 13B? Consumers could choose between the 12A and 13B rotary engines, with the 12A being slightly more aordable due to its smaller displacement and power output. These engines, known for their compact size and high-revving characteris-tics, were popular among enthusiasts who sought to install them in various vehicles, including the NSU Ro80.CUSTOMISATION The vending machines also oered a range of engine mounts and other customisation parts, allowing buyers to easily acquire the necessary components for their projects.This accessibility to high-performance parts further fueled Japan’s car culture, making it easier for individuals to experiment with and modify their vehicles.The team had packed the wrong wheels...343

THE VC VALIANT WAS DESIGNED to be longer and lower than its predecessors, though it was essentially a facelift of the older AP6 model. Despite its modest mechanical updates, marketing needed to convince Australians that the new VC Valiant Safari Wagon was exceptionally rugged and capable. To achieve this, they entrusted the task to the automotive department of a large advertising agency, known for its unconventional methods. IN SEARCH OF IDEAS, the agency organised a series of intense drinking games every Friday from 10am to 3pm, hoping to inspire the teams of art directors and copywriters. Out of this chaotic creativity came one particularly bold concept: testing the Safari Wagon’s toughness by driving it through Melbourne’s lion parks. The idea was simple—demonstrate the Valiant’s ruggedness by showing it in the most extreme environment possible.THE FIRST OUTING WENT SMOOTHLY, yielding impressive footage of the Valiant Safari Wagons navigating through the parks, with lions curiously circling the cars. The footage seemed to prove the Valiant’s resilience under pressure. However, the second attempt did not go as planned. One of the cars ran out of petrol just as the lions were being fed. Millard Dalton an art director from Prahran, one of the bravest members of the team, volunteered to exit the vehicle and fetch a petrol can from the camera crew.VALIANT SAFARI WAGONTRAGICALLY, DALTON MISJUDGED THE TIMING, stepping out just as the lions were gearing up for their afternoon meal. The lions, drawn to the movement and unfamiliar sound, turned their attention away from the food and toward Dalton. The event was a sobering reminder that while the VC Valiant might withstand the test of a lion’s den, its human counterparts were not quite as indestructible.THE ENTIRE INCIDENT WAS CAPTURED ON VIDEO by the camera crew, who, in a mixture of panic and professionalism, continued filming as the drama unfolded. Once back in the editing room, the footage underwent careful editing. The team managed to cut together a thrilling and seemingly intentional sequence that portrayed Millard Dalton as the fearless hero, boldly confronting the lions as part of the Safari Wagon’s rugged adventure.THE FINAL TV AD WAS A CINEMATIC MASTERPIECE, blending tension, excitement, reverse parking and the rugged appeal of the VC Valiant Safari Wagon. It showcased the vehicle in all its glory, navigating through the wilds of the lion park, with Dalton’s brave “performance” adding an unexpected layer of drama. The ad was released to critical acclaim, resonating with audiences who believed they were witnessing a daring and well-executed stunt.IRONICALLY, THE COMMERCIAL WENT on to win a prestigious Cannes Lion Award for best acting in a TV commercial—an honour bestowed upon Millard Dalton. The award was celebrated by the entire production team, who accepted it with pride. However, they chose to keep the truth about Dalton’s performance to themselves, never revealing that his actions were far from scripted. To the public, Dalton was a fearless actor, and the VC Valiant Safari Wagon was the epitome of toughness. Behind the scenes, the story served as a stark reminder of the thin line between reality and performance, especially when dealing with the unpredictability of both wildlife and advertising.DALTON A BIT TOO SLOW;THE AD AGENCY'S FIRST CANNES LION ’THE HISTORY OF AUSTRALIAN CARS ANDY®RYAN© MMXXV388

CHRYSLER FACTTHE VALIANT SAFARI WAS TESTED AT LOCAL MELBOURNE LION PARKS!QLEFT-HANDED LIONABOVE: Millard was making good progress, but he needed to siphon fuel from the jerry can. However, Barry had just asserted himself as the ‘Pride Leader’ and needed to prove his dominance to the lionesses.THE LIONS TAKE A SHORT BREAK AFTER DINNERBELOW: ‘That brave lion guy’ was a distant memory once the accolades and sponsorship deals rolled in.RUFFLING THE LION’S FEATHERSThe Valiant Safari’s photo-shoot at Melbourne’s Lion Park stirred more than just the automotive world—it rued feathers at Holden as well. The lion, a symbol synonymous with Holden’s brand, had long been a point of focus for their marketing team. THE SOUTHPAW PAWFor years, Holden had been attempting to create the perfect image of a lion with its right paw resting on a large ball. However, the project hit a snag: the lion in question turned out to be a natural left-footer. No matter how much the trainers coaxed and prodded, the lion stubbornly refused to use its other paw, leaving Holden without their desired image.CONVINCING THE LIONWhen Holden caught wind of the Valiant Safari’s daring escapades at the lion park, they were less than thrilled. The thought of another car company using their iconic animal in an advertisement was too much to bear. As a result, Holden reached out to Ford, expressing their concerns and making a peculiar request. If Ford planned another visit to the lion park, could they please bring a large ball along? Perhaps, they hoped, the lion could be convinced to pose with it, achieving the shot Holden had chased in vain for years.HOW’S DALTON GOING?Holden also inquired about the health of Millard Dalton, the unfortunate crew member who had a tragic encounter with the lions during the initial shoot. They had hoped that, if he had recovered, Dalton might assist in enticing the lion into the desired pose. LION 1 — MILLARD 0However, they were quickly reminded of the grim reality: Mr. Dalton had tragically succumbed to his injuries sustained at the lion park. This sobering fact added a layer of irony to the entire situation, as Holden’s request for assistance became a poignant reminder of the dangerous lengths automotive marketing had reached. STATION WAGON389