Perhaps the most significant change this year was that there was no longer provision for CAMS Group G cars, which not only reflected the international status of the event but the fact that Group G was being gradually relaxed by CAMS with the removal of the 500 minimum annual production requirement and latitude for significant modifications (in fact, partly as a result, CAMS dropped the ARC Manufacturers Award from 1978). This was also the first year with second timing and scoring on special stages, although apparently as a result of the clocks used, the timing was ultimately to the hundredth of a minute. Furthermore, for the first time competitors had to complete the entire course. These and some other changes were in response to observations from the FIA the previous year and the inclusion of the event in the World Rally Driver’s Cup, the predecessor of the WRC (which began in 1979).
Some interesting excerpts from the Supplementary Regulations:
Entry fee and prizemoney
The classification of entries was much the same as the previous year except for the provision of “Private Entry Grade Two” whereby the vehicle owner ws not a crew member but was nevertheless considered to be non-commercial. There was a significant rise in entry fees and there were no early/late fees.
Private entries Grade One: $295
Private Entries Grade Two: $395
Commercial/trade entries: $700
Manufacturer entries: $1050
Total Oil and other sponsorship allowed the prizemoney pool to be increased to about $13,000. Outright first effectively received $2300, the first uncatgeorised driver $1000 and class winners $200 each. There were also four special stage prices worth $250 each, one of which was for the Amaroo Raceway stage.
Vehicle eligibility
Vehicles had to be roadworthy and two-wheel drive and like the previous year, eligibility was FIA Group 1 (Series Production Touring Cars with 5000 annual production units), Group 2 (Special Touring Cars with 1000 annual production units), Group 3 (Series Production Grant Touring Cars with 1000 annual production) or Group 4 (Special Grand Touring Cars with 500 annual production units). Pre-1976 Group 2 vehicles had to compete in Group 4. In a major change, there was no longer any provision fo CMAS Group G (or MANZ) vehicles.
All vehicles were permitted modifications in such aspects as extra lights (maximum 4 additional), internal crew protection, under body protection, additional fuel tanks etc. It was recommended that vehicles have a fuel range of 500 km (or 250 km with service crew provision of fuel), as per the previous year.
All vehicles had to carry a first-aid kit, fire extinguisher and reflective triangles. Seat belts, proper mudflaps and towing points were required. Roll bars were mandatory for all vehicles, but without the cross brace. New from this year were the requirements for laminated windscreens and supplementary fasteners on the bonnet etc.
The 84dbA noise emission limit continued.
Classes
Class A: Up to 1300 cc Group 1
Class B: 1301-1600 cc Group 1
Class C: 1601 and over cc Group 1
Class D Up to 1300 cc Group 2
Class E: 1301-1600 cc Group 2
Class F: 1601 and over cc Group 2
Class G: Up to 1600 cc Group 3
Class H: 1601 and over cc Group 3
Class I: Up to 1300 cc Group 4
Class J: 1301 – 1600 cc Group 4
Class K: 1601 and over cc Group 4
Classes required a minimum of 5 entries otherwise they would be combined.
Timing and Scoring
For the first time the regulations specified that special stages were scored to the second (lateness over the target time). Better timing was also used with Citizen electronic clocks flown in from New Zealand with the clock’s sweep hand dividing the minute into hundredths. In practice, as a result of the available clocks and perhaps in response to the computer system being used to tally the score, this was changed to scoring to the hundredth of a minute.
In yet another change to control procedure, the officials at the end of special stages calculated each competitor’s due time at the end of the subsequent touring stage (perhaps extending this to maintain 2 minute intervals). As a result, it was largely impossible for competitors to book in early on touring stages and in any case it was not permitted to regain late time by being early. Crews could enter controls early at the end of touring stages and (if late) their arrival time was read to the current (not forward) minute, and penalties accrued in minutes only. In a more practical change, in response to FIA recommendations, the allowed times on touring stages were much more generous than previously.
Other penalties were largely removed because for the first time competitors had to complete the ENTIRE course. Failure to report to any control (main or passage) from the correct direction, in sequence and within late time resulted in exclusion.
Late time was maintained at 150 minutes per division with no 30 minute grace. The event was broken into four divisions. As mentioned above, competitors had to do the whole course.
As with previous years, penalties were also listed for exceeding posted speed limits, but harsher starting with 15 minutes for up to 15 km/h over the limit. In addition, there were monetary fines for speeding.
Other
Starting order was based on the same driver categories as the previous year, with the organisers seeding drivers within categories rather than using a ballot. The first category was FIA seeded drivers. The second category was for drivers placed up to 3rd in any FIA Rally Championship event since 1972. The third category was for drivers who had finished up to 3rd in an international rally since 1974 or won a national championship rally since 1976 and any other manufacturer entries.
For the first time, controls were marked by standard FIA signs (the red “clock”, yellow “chequered flag” etc.).
For the first time, consistent with international special stage events, competitors did not have to supply their own maps. Instead these were supplied in the route instructions. The route instructions also did away with abbreviations, tulips were more explicit and exclamation marks were used for cautions.
In an interesting move to placate authorities in regards to second timing, competitors who found themselves competing after sunrise on a special stage that was not designated as “daylight” (and so was not properly closed to other road users) were expected to drive at no more than 50 km/h.
