Main Room
1974 Holden Monaro HQ GTS - Tasman Bridge Disaster
The Holden Monaro was produced between 1968 and 1977 and later between 2001 and 2005. Since its 1968 debut, three generations of the Monaro have been produced. The car on display was involved in the Tasman Bridge disaster on the evening of 5th January 1975 in Hobart, when a bulk ore carrier travelling up the Derwent River collided with several pylons of the Tasman Bridge. The collision caused a large section of the bridge deck to collapse onto the ship and into the river below. Twelve people were killed, including seven crew on board the ship, and the five occupants of four cars which fell 45 metres after driving off the bridge. The disaster severed the main link between Hobart and its eastern suburbs, and is notable for the social impacts that resulted from the loss of such an important road artery. The car on display was left precariously balancing on the edge of the bridge. The car on display remains in original condition.
1948 Holden 48 - 215
On 29 November 1948, 1200 men and women, including Prime Minister Ben Chifley, greeted the first Holden with loud applause. This was a completely new six-cylinder sedan and became the first successfully massed produced Australian car. Buyers boasted of 80 mph and 30 mpg; the dust sealing and ride were exceptional. As the word was passed around, the waiting list for “Australia's Own Car” grew longer and longer. The cars were powered by a 132.5 cubic inches (2,170 cc) inline six-cylinder engine, commonly referred to (due to its paint colour) as a "grey motor". Only 163 cars were built in 1948; this example is Body No. 37, the 37th vehicle produced, and one of the first three to come to Tasmania. The car was first used by the Motors Co. as a Company Car and has been owned by Motors for all bar 9 years of its life. The car was restored by Motors in 1998.
Octopus Test Bench
Dating from the early 1950s, the Octopus test bench allows complete testing of all rotating electrical and ignition components to be carried out with ease.
The Octopus on display was kindly donated by Max & Marilyn Geard.
1909 Renault
Before the turn of the nineteenth century, Louis Renault built a small De Dion-engined device with an unusual shaft drive. In an era when automotive styling and design was in its infancy, Renault products were instantly recognizable by their distinctive ‘shovel’ nose. The example on display was sold new in Tasmania. From humble origins, Renault became highly diversified, building trucks, buses, railcars, and tanks as well as locomotive and marine engines. In 1908 Renault produced its first aero engine, an air cooled V8, and by 1930 was the worlds largest aero engine manufacturer. War proved to be the downfall of Louis. Forced to work under German occupation, he was later imprisoned where he suffered brutal treatment that led to his death. However, the company that bore his name survived, and continues to flourish today.
1958 Messerschmitt KR200
Best known for war-plane construction under the Nazi Regime, Messerschmitt in the post-war years began production of a series of microcars, designed for a recovering German economy. There was a ban on German fighter plane production, leaving Messerschmitt without a product to sell. A German engineer called Fritz Fend penned the design and found a company capable of producing it in Messerschmitt. The KR200 is powered by a Fichtel & Sachs single cylinder 191cc engine, producing a mighty 10 horsepower. Surprisingly, this is enough to propel the 230kg three-wheeler to a top speed more than 90km/h! The KR200 was a mainstay of the ‘Bubble Car’ craze that swept across Europe in the 1950s, a competitor to cars such as BMW’s Isetta, Heinkel’s Kabine and the Peel P50. Today, these cars remain highly collectable amongst enthusiasts.
1965 Ford Cortina GT500
Developed by legendary engineer Harry Firth, the GT500 Cortina was Ford Australia's answer to the challenges of the Armstrong 500 endurance race. Although the Lotus-Cortina was an ideal race car, it wasn’t imported in sufficient numbers—only 250 units to meet homologation requirements. To overcome this, Firth transformed the standard GT Cortina into a competitive weapon. His modifications included reshaped combustion chambers, and an increased compression ratio of 9.5:1, allowing the engine to rev beyond 7000rpm and produce around 95bhp. He also polished the induction ports on the cylinder head, used copper-lead bearings, fitted a lighter flywheel, and installed a hotter cam grind. The GT500 faced tough competition from BMC’s Mini Coopers, but had a crucial advantage: an interconnected auxiliary fuel tank with its own filler cap, enabling quicker, simultaneous refuelling during pit stops. The GT500 dominated its class, prompting a change in homologation rules that increased the minimum number of locally manufactured vehicles required to match imported models.
1987 BMW 333i
Between 1985 and 1987, BMW of South Africa manufactured a very special 3-Series. It was created to complete in Group 1 saloon car racing, however the class was discontinued in 1985. The concept was straight-forward, find one of the biggest engines available in the BMW parts bin and fit it to the lightest body. The 333i featured the M30B32 six cylinder engine, seen in larger BMW models such as the 533i and 733i. This enabled the vehicle to accelerate to 100km/h in 7.2 seconds and to a top speed of 231km/h. Alpina played a role in the creation of the car, providing a specially developed intake and exhaust manifold. Alpina also provided upgraded brakes, revised suspension and 16-inch 20-spoke alloy wheels. It came fitted with a dog-leg close-ratio gearbox and ZF limited-slip differential. Just 204 were constructed before production ended in 1987.
1927 AJS HR7 “Jowett Special”
A. J. Stevens & Co. Ltd was a British automobile and motorcycle manufacturer in operation from 1909 to 1931. The first big-port AJS was released in 1922, the nickname derived from the drainpipe-like exhaust. This 350cc HR7 was initially purchased by Trevor and Wilf Jowett, the AJS Agents for Northern Tasmania. They owned the AJS dealership in Launceston and prepared this bike for speed record setting. During the mid-1930s at Bakers and Greens Beach in Tasmania, this motorcycle set two Australian records for the standing and flying quarter mile with a sidecar and passenger. In solo form and running on alcohol the bike achieved a speed of 97mph on Green’s Beach. It was successful both in beach racing and hill climb events until the mid-1950s. The motorcycle remained in custody of the Jowett family until 1994 and was restored beginning in 2000.
1939 BSA Silver Star
This is an incredible story of a motorcycle that survived all these years, its journey through various owners and how it found its way back to a young man, Barry Freeman. This 1939 BSA Silver Star is quite unique and it is greatly sought after by motorcycle enthusiasts around the world. This model was produced in the UK. In 1939 the bike was exported to Australia. 1939 also marked the start of the Second World War, and as a result, Australia only received 45-50 of these Silver Stars. Those that did arrive were quickly recalled by The War Department for use in the war effort. In 1939, the bike was purchased new in Launceston by Tas Laws. In late 1939 the government began acquiring motorcycles to be used in the war effort. Tas Laws decided against this idea and promptly buried the bike in his backyard, wrapping it in heavily oiled canvas to preserve the metal. The bike remained buried until the end of the war, after which it was exhumed and found to be in remarkable condition, with only the exhaust pipes and muffler affected by rust, which Tas replaced with new parts. The bike was then used for daily means of transport by Tas until sometime in 1948 when it was sold to Les Whittle, a neighbour of Tas. The bike was again used for general purpose until sold to a very young 17 year old Alan Freeman. Alan’s family were friends with the Whittles and after many months of pestering by Alan, the bike became Alan’s, much to the delight of his younger brother Barry. Alan put the bike to good use in his work as a travelling salesman, but the relationship with this special machine was not to last, and on July 20, 195, Alan whilst riding the bike collided with a truck and lost his life. after the accident the bike was placed in police storage for a period of almost 12 months. Barry, now 15 years old, used to visit the lockup to view the bike through its cage and reminisced of the the many times he had been with Alan on his country trips, riding pillion. After the release of the bike it was decided by the Freeman family to sell the bike, much to the disappointment of young Barry, who pleaded for one last ride before the sale. The bike was sold for the third time in 1952 where it was used by the new owner for general use before being put ‘on loan’ for educational purposes at a tertiary college in Launceston. Over the years Barry’s career took him interstate and he finally settled on retirement in Adelaide. His love of motorcycles led him to restore numerous classic and vintage bikes, however he was always silently searching for his favourite, a 1939 BSA Silver Star, like the one Alan his brother had owned. On one of his trips to Launceston, in 204, he asked a number of enthusiasts if they might be able to assist him in locating a ’39 Silver Star. One of those enthusiasts, Syd Woodfield, thought he might know of one and offered to ‘check it out’ and returned with a positive answer a few days later. Meanwhile Barry had also had another response from a friend of the family and both contacts although completely seperate, led to the same bike. After a further two trips to Launceston, Barry succeeded in being able to view the bike, which was in fairly rough condition, hidden away in a shed, where it had stayed for almost ten years. At first glance, the bike looked vaguely familiar to Barry, but when sighting and confirming the engine and frame numbers, he realised to his absolute astonishment and delight that it was the exact bike that his brother Alan had once owned 45 years ago. After 18 months of negotiations and four more trips to Launceston, Barry finally succeeded in acquiring the bike in 2006. Barry spent two years restoring the bike and finished just in time to participate in the 2008 Bay to Birdwood, which he successfully completed.
1929 Dennis G Urban Pumper
The Dennis on display was purchased in response to Launceston’s expansion and increased building heights. It remained in service until 1977, at which time it was retired. The Launceston Fire Brigade Board entered the motor age In 1920 with the purchase of a Maxwell car fitted out as a “motor hose cart”. In 1929 the Board made two purchase decisions, a 60’ wheeled escape ladder from Merryweather & Sons, London England and a 250 gpm pumper from Dennis Bros, Guilford England (as displayed). Entering service on the 26th of February 1930, the Dennis is powered by a 4 cylinder White & Poppe petrol engine. It features a rear mounted Dennis No. 2 turbine pump and the first live hose reel to be fitted on a LFB appliance. Initially it served as first turnout but after the arrival of a more modern Ford V8 pumper in 1937 it became the carrier of the Brigades wheeled fire escape. In 1983 it was transferred to the Tasmanian Fire Service Museum, total restoration began in 2011 to its original condition in the early 1930s.
1906 Orient Buckboard
Waltham Manufacturing Company was based in Waltham, Massachusetts and produced a variety of vehicles, including bicycles, motorcycles and early automobiles. They sold these designs under the names of Orient, Waltham, or Waltham-Orient. In the pioneering days of early automotive design, lightweight and inexpensive vehicles were popular and often referred to as ‘Buckboards’, a reference to their wooden construction. According to factory records, around 2500 of these vehicles were manufactured between 1902 and 1907. Just 57 exist today, with a total of 3 residing in Australia. The cars were powered by a single-cylinder air-cooled engine, displacing 584cc and producing 4 horsepower. The Orient on display was sold new in Northern Tasmania – bearing the registration number ‘A264’. In 1906, a Buckboard cost 440 US dollars, the equivalent of $21,000 Australian dollars today!
1928 Ford Model A “Lizzie”
FREDERICK SMITHIES O.B.E.
1885 - 1979
An early visitor to Cradle Mountain, Frederick Smithies was instrumental (with others) in having the area declared as a National Park. Fred was an early walker throughout Cradle – Lake St Clair, Frenchman’s Cap, the Lakes District and the West Coast.
He was a member of the Scenery Preservation Board (now National Parks) for many years, a foundation member and for many years President and then Patron of the Northern Tasmanian Alpine Club. Fred was also a Member of the International Stereoscopic Society, The Launceston Art Society, The Northern Tasmanian Camera Club, The Royal Society and The National Trust. Frederick Smithies and his friend Bill King made the first motor vehicle journey from Waratah to Zeehan on a pair of Indian motorcycles in 1924. Fred purchased the Model A Ford on display to replace an ageing Model T, and kept the car until his death in 1979.
1928 FORD MODEL A “LIZZIE”
This 1928 A Model Ford, known affectionately as “Lizzie” throughout many Tasmanian communities, was the first two-wheel drive vehicle to navigate the road up Ben Lomond. In 1932 Frederick Smithies and Lizzie made the first journey by car from the Derwent Bridge to Queenstown. This led to the opening of the West Coast road, which made it only 160 miles from Hobart to Queenstown, however it was still over 300 miles from Launceston and 200 from Burnie. People rallied to have another road built from the Great Lake to Bronte on the Marlborough highway to fill in the missing link. It was Fred and Lizzie who once again proved the journey was possible and the Missing Link road was subsequently constructed. Lizzie with Fred at the wheel also featured in many other improbable journeys into the heart of Tasmania’s wilderness.
1982 Datsun 1200 Utility
It was Ford that kicked off the power wars of the late-'60s, with the V8 powered XR Falcon GT. Not to be left by the wayside Chrysler Australia released its own low-cost, red-hot version of the Valiant. Featuring a high-performance six-cylinder engine and three-speed manual gearbox, the Pacer was aimed firmly at the youth market, previously ignored by Chrysler. Although lacking the V8 power of its rivals the Pacer could race to 180km/h and, at $2798, was a lot cheaper - $400 less than a basic GTS Monaro. The VG Pacer arrived in 1970 powered by a high-performance, two-barrel version of the new Australian made 245cu.in (4.0-litre), six-cylinder Hemi engine. A 'Mod Pack' comprising black bonnet patches and 'spoiler stripes' was available to spice up the exterior.
1991 Honda NSX
The NSX was designed by a team led by Chief Designer Masahito Nakano and Executive Chief Engineer Shigeru Uehara. It benefited from advanced aerodynamics and styling inspired by a F-16 fighter jet cockpit. The NSX was presented at the 1989 Chicago Auto Show and was built in a purpose-made factory in Japan, it was discontinued in 2005 before being revived in 2016. The Honda became the world's first mass-produced car to feature an all-aluminium body and was powered by an all-aluminium 3.0 L V6 engine featuring Honda's VTEC (Variable Valve Timing) system developed in the 1980s. The car on display was bought new in the UK and has since under gone a full restoration.
1995 Mazda RX-7 SP
Mazda’s obsession with rotary engines began in the 1960s, when the company took a bold leap with the design—small, lightweight, and capable of high-revving performance. This unconventional engine became Mazda’s signature, powering everything from the early Cosmo to Le Mans-winning race cars. By the 1990s, the rotary engine had been refined to its peak in the RX-7, especially in performance-focused models like the SP. Designed by Mazda to compete in production car racing, the SP was an enhanced version of the Series 6 RX-7. Produced for the Australian market alone in 1995, the SP featured upgrades such as a lightened flywheel, a larger intercooler and significant weight savings. Power increased from 176 kW to a substantial 204 kW. According to Mazda advertising from the time, there were 60 changes from a standard car. The SP was capable of a 0–100 km/h sprint time of just 6.0 seconds, weighing 92 kg less than a standard RX-7. A total of just 25 were produced to meet homologation requirements. The vehicle on display is number one of twenty-five and was campaigned by Les Walkden and Roy Frith in Targa Tasmania.
1976 Rolls-Royce Phantom VI
The Rolls-Royce Phantom VI was produced from 1968 to 1990, a total of 374 being produced. It was the final Rolls-Royce with a separate chassis, and most were used by diplomats and heads of state, notably by Her Majesty, Queen Elizabeth II. The example on display was delivered new to the government of New South Wales, for use by the governor at the time, Sir Roden Cutler. It features coachwork by Mulliner Park-Ward, with notable inclusions such as a glass partition, an intercom system and even a cocktail bar! Roden Cutler was born in 1916, serving overseas during the Second World War and receiving the prestigious ‘Victoria Cross’, the highest award for gallantry that can be awarded in the Commonwealth armed forces. He went on to become the longest-serving Governor of New South Wales, from 1966-1981. It is believed that his longtime wife, Lady Helen Cutler chose the colour of this particular car.
1970 Mercedes-Benz 300SEL 6.3
The 300SEL 6.3 featured the M100 V8 from the 600 Grosser, transplanted into the small-by-comparision W109 300SEL. The chassis was strengthened and it featured four-wheel disc brakes, power-steering, as well as air suspension. Central locking was also available, as well as reading tables and rear window curtains. Road & Track called it the ‘greatest sedan in the world’ upon release. From the exterior, differentiating a standard 300SEL from a 6.3 is difficult, with wider tyres hinting towards the enhanced performance. Even today, the performance is impressive – with 0-100km/h achieved in 6.5 seconds, onwards to a top speed of 137mph. It was one of the fastest road-going sedans available during the late 1960s and early 1970s. A famous tale tells of Steve McQueen, driving his Porsche 911 at 130mph and being overtaken by a 300SEL 6.3, immediately turning around and purchasing the car. A total of 6,526 300SEL 6.3 cars were constructed between 1968 and 1972, but very few remain on the roads today.