"When I first approached Coke, there was a major Melbourne-based touring car driver already beating on the door," he says.
"He told them I was a fly-by-night . . . that I'd take their money and run . . . that after all, I was a foreigner and he was an Australian with an already established following.
"Well, I won the contract on the basis of what I could achieve. Coke told me it only understood wins - it didn't want a loser.
"The initial contract, back in 1969, was short-term to say the least. I had to convince them wins aren't the be-all and end-all. .. that you can accomplish quite a lot by losing in the right way. . . by making a race of it."
It's a philosophy which almost seems to stick in his throat. An ambitious man, Moffat does not lose easily. He never did like losing, even when it all started back in 1961. His father, a top executive with the Massey-Ferguson corporation, was transferred to Melbourne from the family's homeland Canada. Moffat, 21, and somewhat bright-eyed and innocent, brought a TR3 and contested about 20 local race meetings. When he first began his Mustang promotion, he used to carry Press releases detailing his stepping stones to success. Today, with next year his prime concern, he's hard pressed to find a record sheet of his early wins. He does, however, remember: "The TR3 was the fastest TR in Victoria."
On paper, the early part of Moffat's racing career reads like something out of a pre-1940 Zanuck movie - the poor-little-rich-boy ... educated in Canada, South Africa and Australia... uprooted from country to country following a father on the way up the executive ladder.
When his family went back to Canada Allan followed. His decision to drop out of university and follow team Lotus through the States - initially as a completely unpaid tyre-blackener and coffee boy - are all parts of the movie script analogy. Certainly, his father's grudging agreement to pay the major share of the purchase price of the ex-team Lotus Cortina for Allan to campaign in the States completed a plot which even today would turn many not so fortunate but nonetheless talented racing hopefuls somewhat green.
"When the Team Lotus saloon car equipe disbanded in the States I was offered first option on one of the cars dirt cheap," he says.
"I went home to Toronto and hit Dad real hard. Obviously there was parental opposition, but I came away with $4500 - to some people a million, but in my father's position not all that much."
Allan took a first-up class win at Mosport. "When my father saw my name in the paper he figured it couldn't be all that bad." Twenty-eight days after buying the Cortina Moffat brought it to Australia. At that stage Jaguars, Holdens, Minis and the odd push-rod Cortina were dominating touring racing. It would be fair to assume the twin-earn Lotus could have made a substantial attack on line honors.
Moffat's PR line is that Australian racing represented a large challenge to him. Granted. But with the right car, he admits, even with his then-limited experience, he could have leapt to immediate prominence - something near impossible in the US. But it was not to be. .
"Beechey had just appeared on the scene with the first Mustang. Everyone else was thinking V8. It was just my tough bananas," he says. He plugged on for half a year. The car spent as much time on two wheels as four, and Moffat won a reputation (he claims undeserved) as a wild man.
"Australians had never seen a guy try that hard. Remember my future life-style was at stake. I was going as hard as I could. But to no avail.

"I didn't know what it was to promote myself. And no-one was going to teach me."
No-one could. At the time advertising was not permitted on cars. Moffat may have considered himself a promotional virgin, but he wasn't the only one in the telephone box. He had one signed contract and was receiving appearance money. And that's about all anyone could expect in Australia at that stage. .
Disillusioned with Australia, he returned to the US in 1966 to see if it was any easier there. But in less than two years he was back in Australia with a promise of Ford help and understanding and a sensational new car - the Trans-Am Mustang. He worked with the Bob Jane organisation for a time, even having a tryout in the Jane open-wheeler, only to damage it badly in a Sandown crash when a tyre deflated.
He decided to attack the sport on a professional basis, and went out selling himself as a promotional package that would bring results. The only problem was that the Mustang was unreliable and expensive for the first few months.
Finally he got it all together. He became Ford's No.1 driver, and won the Hardie-Ferodo 500 two years running in the unforgettable GTHO Falcon. When Ford withdrew from active motor sport participation Moffat had to go it alone again, but by that time he had organised himself as a business venture and picked up good sponsor contracts with people like Brut and later Victa.
He replaced the Mustang with the super-fast, super-handling Cologne Capri for the 1975 season, but had a disappointing run in Australia over 1974-75. His two private attempts on Bathurst in those years, with much-publicised and highly-expensive Falcon Superbirds, both ended in failure. However, he has gone from success to success in endurance races in the US and in South-East Asia.
Actively supported and helped by his attractive wife Pauline, the Moffat racing organisation is still in there trucking - throwing everything it has into producing results for its sponsors. Moffat will race anywhere in Australia if the money's good enough. But he's not all that popular with racing officialdom, probably because he's quite outspoken on things that upset him - like poor prizemoney, amateur officials, "stupid" rules on modifying Hardie-Ferodo cars, lack of attention to safety factors, and so on.
Controversial or not, Moffat has contributed enormously to Australian racing. He is a crowd-puller par excellence, an unexcelled headlinegetter, and a firm believer in giving value for money to sponsors who invest hundreds of thousands of dollars in the sport.