Auto Action #1872

LEWIS HAMILTON “EIGHTH TITLE IS NOT THE LIMIT”

SUPERCARS

EXCLUSIVE INTERVIEW

AUSTRALIA’S INDEPENDENT VOICE OF MOTORSPORT

‘24 SEASON OPENER: BACK TO BATHURST

TRIPLE 8’S PERFECT 10 FORD’S BATHURST ANGER

GM CRUSHES FORD IN BATHURST BATTLE

OSCAR’S FIRST FORMULA 1 WIN

OCT 19 to NOV 1 2023 • $10.95 INC GST

ISSN 2204-9924 ISSUE 1872

MAX VERSTAPPEN SECURES TITLE NUMBER THREE

MOTOGP THRILLER

NATIONALS WRAP

SUPERCARS SUPPORTS

PORSCHE 917/30

Poster by Terragrafix 0419 874 299 ~ Image Courtesy Chris Carter

LATEST NEWS

ANOTHER BOX TICKED IT’S BECOMING A COMMON OCCURRENCE — A NEW WEEKEND, A NEW OUTSTANDING PERFORMANCE FROM AUSTRALIA’S YOUNG F1 ROOKIE. AUTO ACTION’S REESE MAUTONE REFLECTS ON ANOTHER BREAKTHROUGH WEEKEND FOR OSCAR PIASTRI, IN QATAR …

FACING THE unprecedented challenges of sky-high temperatures, extreme tyre demands, as well as mid-weekend track limits revisions, Oscar Piastri proved he has what it takes to make the jump onto the F1 podium top step.

Fresh off his maiden podium at Suzuka, Piastri made that accolade seem like child’s play.

Not only did the #81 secure his firstever front-of-the-grid start after scoring Sprint pole in the precision-dependant Shootout, he went on to secure his first-ever victory in F1, beating Max Verstappen to Sprint race glory.

In a Shootout session characterised by track limits infringements, the Australian kept his McLaren on rails to beat the big guns to Sprint pole.

“It was a pretty good lap!” he reported.

“Very, very happy. I might just give the FIA five minutes first to make sure I’m actually on pole …” Piastri quipped, poking fun at the confusion that had followed Friday’s main race qualifying on live TV as late ‘track-limits’ penalties were implemented.

Piastri was one of few drivers able to remain on track on his fastest lap during Sprint qualifying, cementing his place on pole with a time of 1:24.454.

In the crazy 19-lap Sprint – defined by tyre choice and management, and three Safety Cars, Piastri held his own to win by 1.8 seconds.

Formula 1 has a new winner – a standout in a Verstappen-dominant 2023.

Piastri defended brilliantly from the Soft tyre runners while managing his Medium tyres in the face of SC disruptions.

“A very stressful race. When I saw all the Soft guys come through at the start, I thought we were in a bit of trouble.”

While the Sprint isn’t quite a GP win, Piastri’s management of the gap back to world-championship-confirming Verstappen was significant. The Dutchman would have loved to have locked in his third crown with a win, but …

“I have to say, it’s a bit of a weird feeling because it’s not a main race win. It does feel a little bit strange. But no, very, very happy. The fact that it gives me a number one trophy at the end is a bonus!”

With that under his belt, Sunday was set to be a tougher challenge, both on-track and in the sauna-like cockpit.

The reason for this? A post-qualifying demotion on Friday for exceeding track limits demoted Piastri, mid-TV-interview, from P3 to P6 for the Grand Prix, having inherited third minutes earlier from his teammate’s similar error.

Piastri’s qualifying got off to a solid start, with the rookie making it out of both Q1 and Q2 with the fourth fastest time.

The trend of slotting into P4 would continue for the Aussie into the top 10 shootout – however, a short-lived promotion soon followed as the chequered flag was waved. Team-mate Lando Norris’ final time wasa deleted, the McLaren driver losing P2, falling to P10 after exceeding track limits.

But, just as luck had run out for his teammate, Piastri was soon informed of his own best time being deleted midinterview in Parc Fermé.

“It’s a bit of a shame to get my lap time deleted at the end,” Piastri said. “It makes life slightly trickier on Sunday, but the pace in the car was decent. We’re a bit further back now for the main race where the most points are, but there’s definitely points up for grabs.”

Despite being relegated to grid six, Turn 1 of the Qatar GP worked out brilliantly for Piastri, with Lewis Hamilton turning into his Mercedes team-mate beaching the #44 in the gravel and George Russell dropping down to last place.

And while Alonso and Leclerc slide marginally wide as they watched the mayhem developing, a pathway opened up on the inside which saw the Aussie emerge in a delighted second, behind only the pole Red Bull of Verstappen.

Piastri poked fun at the situation over the radio, thanking “whoever bowled everyone in Turn 1” as he formed up in P2 for the Safety Car restart.

Images: MOTORSPORT IMAGES He held his own against a momentary attack from Fernando Alonso before stopping for his first of three mandatory pitstops on Lap 13, earlier than most.

Switching out his then 12-lap-old Medium tyres for fresh ones, he pulled into the pitlane once again on Lap 25, dropping from P2 to P8.

By Lap 40, Norris had made some progress from his p10 start, and the margin between the two papaya cars was down to 3.5 seconds as the duo lapped in P2 and P3 before the duo was once again called in for their final stop, rejoining the race in P3 and P4 on new Hard tyres behind a struggling George Russell (trying to two-stop).

With both McLarens clearing Russell, Piastri then had to focus on his teammate closing in behind. Despite the team making a ‘hold position’ call, Norris kept pushing, to make a point perhaps, but Piastri responded by setting a fastest first sector,

deterring his team-mate’s attack as he crossed the line 1.2 seconds ahead.

The #81 came home just 4.8 seconds behind the newly-crowned three-time World Champion in what was only his 17th Formula 1 Grand Prix.

“Definitely the hardest race I’ve had in my life,” Piastri said. This, in a race where other drivers, vomited into their helmet (Ocon), or simply had to stop (Sargeant) – it was that hot and humid …

“Exciting weekend, a lot of progress made. I‘m just very proud of that. As a team and also for myself personally, we’ve managed to get the most out of what our car’s been capable of.

“Happy with another trophy, too!”

Indeed. Australia’s latest F1 contender is fast turning into an F1 star …

UP COMING RACE EVENT CALENDAR Brought to you by www.speedflow.com.au MOTOGP RD 17 AUSTRALIAN GRAND PRIX OCTOBER 20-22 • FORMULA 1 RD 19 UNITED STATES GRAND PRIX OCTOBER 21-23 NASCAR RD 33 PLAYOFFS ROUND OF 8 HOMESTEAD-MIAMI OCTOBER 22 • WORLD RALLY CHAMPIONSHIP RD 12 CENTRAL EUROPE RALLY OCTOBER 26-29 SUPERCARS RD 11 GOLD COAST 500 OCTOBER 27-29 • FORMULA 1 RD 20 MEXICO CITY GRAND PRIX OCTOBER 27-29 • MOTOGP RD 18 THAILAND GRAND PRIX OCTOBER 27-29 NASCAR RD 34 PLAYOFFS ROUND OF 8 XFINITY 500 MARTINSVILLE OCTOBER 29

Australian AustralianMade MadeSince Since 1983 1983

peedflow www.speedflow.com.au www.speedflow.com.au

autoactionmag

Auto_Action

autoactionmag

autoactionmag

www.autoaction.com.au I 3

LATEST NEWS

SUPERCARS SEASON OPENER FOR BATHURST IN TWO-WEEKEND MOTORSPORT FESTIVAL

WITH THE NEWCASTLE 500 LOOKING LESS LIKELY TO HOST THE OPENING ROUND OF THE 2024 SUPERCARS SEASON, BATHURST HAS EMERGED AS AN UNLIKELY SAVIOUR AFTER SOME CLEVER THINKING. ANDREW CLARKE REPORTS ...

THE OPENING round of the 2023 Repco Supercars Championship will most likely be held at Bathurst the weekend after the Bathurst 12 Hour after negotiations to get the Newcastle 500 back on the calendar continue to run into brick walls.

The Newcastle loggerhead involves multiple layers of government and Supercars and has failed to resolve the issues, which means Supercars has been exploring the idea of extending its permit for the Bathurst 12 Hour to include the following weekend to create a 10-day Bathurst Motorsport Festival.

The festival will incorporate nonracing performance activities during the week between the races and will leave all race and support infrastructure in place for the duration of the event, cutting the combined cost of running the two race meetings.

The ongoing saga of the Newcastle 500 has threatened the race since a skewed survey into the benefits of the Newcastle 500 and public opinion put it in doubt a few months back. The survey commissioned by the Newcastle City Council had divergent results between the online component and telephone surveys, with the online component leaning heavily away from the race when lobby groups not in favour of the race got involved in boosting responses.

There has been talk about a State government-brokered one-year deal for Newcastle, but as the end of 2023 draws near without a calendar for next year, pressure is falling on Supercars for a solution with Destination New South Wales keen to keep the opening round in NSW. Supercars began looking at the alternatives, and the Mount Panorama 500 quickly became the preferred season-opener, just as it was in 2021, albeit with two sticking points to overcome.

With only five race meetings allowed per year at Bathurst under NSW’s Motor Sports Events Act 2022, the early option was to run season opening on the same weekend as the 12-hour race on 16-18 February, which was undesirable for a number of reasons, none the least of which was the concept of Supercars supporting the GT race when it is the more popular event.

The idea of extending the meeting across two weekends was not met with resistance from any of the interested parties, and then it was a matter of

4 I www.autoaction.com.au

10 days at Bathurst, including the 12 Hour and the Supercars season-opener? Looking more and more likely! Image: MARK HORSBURGH working out if it could be done.

Auto Action believes all the planning has been completed and that a decision will be made soon about whether to continue trying to get Newcastle onto the calendar.

In addition to the season-opener, Supercars is also expected to announce soon that it has a deal in place to run at the Australian Grand Prix for championship points despite losing its dedicated pitlane, and that it will also run as a support event at the Qatar F1 Grand Prix between 29 November and 1 December. Qatar is not believed to be for Championship points.

Possible 2024 Supercars calendar • Mount Panorama 500 • Australian Grand Prix • Taupo, NZ • Symmons Plains • Perth • Darwin • Townsville • Sydney Motorsport Park • The Bend* • Sandown 500 • Bathurst 1000 • Gold Coast 600 • Adelaide 500 • Qatar - Non-championship race * The Bend event may not happen, Winton,

Queensland Raceway and ‘no-event’ are seen as options.

STOP PRE SS

PRODUCTION CAR BATTLEGROUND! A REPORTED dispute last weekend during the Motorsport Australia Trophy Series event at The Bend between the promotors of the Australian Production Cars Championship, Production Car Racing Pty Ltd (PCR), who have also been running GT4 spec cars in the APC series, and Motorsport Australia could trigger a move for a PCR-controlled production car-based category to the AASA sanctioned Hi-Tech Oils Super Series for the 2024 season.

At the same time, SRO Motorsport, the global owner of the GT World Challenge, which also includes the GT4 category looks set to end its relationship with ARG and take back full control of the GT program in Australia, which includes the GT3 and GT4 categories. SRO owns the intellectual property and BOP for GT4.

It is expected that a higher-profile GT series which will include some Supercars events for both GT3 and GT4 cars will be finalised for the 2024 series. SRO is also in partnership with Supercars for the Bathurst 12 Hour race.

While issues around the running of the GT4 cars have been simmering for some time, it is was brought to a head at The Bend with the GT4 runners wanting to run slicks tyres as opposed to running on semi-slick tyres. The only tyres at The Bend that could be used were from Michelin which were not homologated for the cars and were outside the agreement with SRO. APC competitors were apparently unhappy with this possibilty.

The supplementary regulations for the GT4 cars were changed and they were forced to run as ‘Invitational’ cars in the production car races.

It is believed that PCR will also withdraw from its partnership with the Australian Racing Group (ARG) after less than one year. ARG is likely to remain with Motorsport Australia, while PCR looks likely to move its remaining categories to AASA sanctioning rather than Motorsport Australia, which means losing the rights to the Australian Production Car Championship in the process.

Sources within Motorsport Australia believe that a properly run GT4 category has a positive future in Australia.

Stay tuned to our website and podcast for more information as this issue evolves. Bruce Williams

Image: PETER NORTON - EPIC SPORTS PHOTOGRAPHY

PARITY TRIGGER EXCEEDED AT BATHURST

FORD WARNED PRE-RACE THAT THE SO-CALLED PARITY TRIGGER WAS LIKELY TO BE REACHED AT BATHURST AFTER ITS PROPOSED CHANGES TO THE MUSTANG WERE REJECTED – AND IT WAS, WHICH ADDED TO THE ANGST. ANDREW CLARKE INVESTIGATES THE FACTS AND TRIES TO GET TO THE BOTTOM OF THE ISSUES ...

WHEN WE spoke last week, Mark Dutton was quite adamant that the Ford Mustang is not fighting from behind in Supercars, as many believe. He thinks the Mustang has, or had, an advantage and that it really does come down to two teams doing a better job.

Triple Eight, since 2021, has won more than 50% of the races, dominating from the final homologation adjustment of what is termed the Gen2 era to its completion.

This year, its win rate is below 50%, with Erebus throwing out a massive challenge – but between them, they have won 21 of 24 races on the track this year.

Dutton says the qualifying speed of the Mustangs shows there is no disadvantage if the Ford teams get inside their narrower set-up window.

But is Dutto right, and was Jamie Whincup justified in blocking the change at Bathurst – especially given the accepted parity trigger was reached for the second time this season at Bathurst and a parity review is now happening and likely to give Ford what it asked for pre-Bathurst?

While the results stats are damning, there is an element of sporting performance to take into account. Triple Eight has been the class of the field since 2008, and Erebus has clearly got a handle on the new cars, while the teams that finished second, third, fourth and fifth in

autoactionmag

Auto_Action

last year’s title are struggling, and Ford argues those teams haven’t forgotten overnight how to build a car.

Technical parity is not about a 50% win ratio, it is about creating a platform where that is possible if every team does an equal job.

Auto Action has seen the Ford and Chev products’ computational fluid dynamics (CFD) maps side-by-side. One of those maps replicates the three-decade-old Vehicle Control Aerodynamic Testing (VCAT) process and looks to be relatively close.

The rest of the maps are widely divergent, which says there is no aerodynamic parity. Unfortunately, we aren’t smart enough to work out where the advantages lie, and Dutton could be right, but so could David Noble, the CEO at Dick Johnson Racing, Ford’s homologation team and Ben Nightingale from Ford Motorsport, who headed the Ford posse in the Bathurst paddock.

Finally armed with the Chev data, but only for the best part of a month, Ford and DJR worked on its solutions. It’s proposed aero changes closed the gaps, were multi-faceted and could have been done at the track. Essentially, the changes involved dealing with both drag and downforce related issues.

The deeply scalloped front bar where fog lights are on the road car had an infill

autoactionmag

autoactionmag

Ford team principals met at Bathurst ...

Changes to this area of the Mustang front spoiler are being considered to smooth the air-flow over that part of the car, reducing the lip on the side to what looked like less than five millimetres from what must have been 50mm.

Then the leading edge of the front flares were effectively smoothed out with the overall effect of pushing the Mustang nose through the air with less effort. Or reducing the aerodynamic drag if you like.

At the rear, there were little additions to the rear wing, maybe 20mm each side, that were attached inside the wing end plates, and the wing was moved back to its pre-Townsville position.

According to the data, the net effect was about a 2kg reduction in drag and a

14kg increase in rear downforce, dealing with what the Ford camp believes were its two disadvantages.

Ford was running under the belief that Supercars rule 1.4.6 allowed for changes if the Head of Motorsport (Adrian Burgess) allowed for the changes, without being aware that a clause in the Teams Racing Charter was going to thwart its bid. In essence, the changes were not allowed on legal grounds without determining the exact nature of a parity trigger.

In the days after the race, Supercars announced the sporting parity trigger had been reached at Bathurst, meaning that for the final two rounds of 2023, the 11 Fords may be racing for the first time in 2023 with that it believes is parity.

Only problem is that the Championship and Bathurst have gone, and the two remaining tracks are two of the least aero sensitive tracks on the calendar ...

SINCE 2021 (88 RACES)

Triple Eight (GM) Dick Johnson Racing (Ford) Erebus (GM) Walkinshaw Andretti United (GM) Tickford Racing (Ford) Kelly Racing (Ford) Team 18 (GM) Matt Stone Racing (GM) FORD GM

49 11 11 8 6 1 1 1 18 70

www.autoaction.com.au I 5

LATEST NEWS

FORD TEAMS PRAISE RYAN EREBUS BOSS BARRY RYAN EMERGED AT BATHURST AS AN UNLIKELY FORD ALLY IN THE PARITY WARS. ANDREW CLARKE REPORTS ...

DEJECTED FORD team owners singled out Erebus Motorsport boss Barry Ryan for praise following his stance on the proposed parity adjustments in the lead-up to Bathurst.

Ford proposed a series of changes to deal with what it believes is a parity imbalance, but the Chev teams headed by Triple Eight and Chevrolet homologation team boss Jamie Whincup rejected the changes in favour of the status quo that has returned 23 on-track race wins from 24 races this season.

By Thursday morning, allegations and counter-allegations were being rolled out in the paddock, with some of the Chev teams erroneously accusing Ford of pulling out of a proposed team owners meeting because it didn’t want to lay its cards on the table.

With that meeting cancelled Ford was left to discuss its proposal and show the data to each team owner individually, although it was never going to get the approvals required under the Teams Racing Charter.

Ryan was the lone voice of reason from the Chev teams, telling Auto Action all he had been asking for all year was the data to support the disparity claim, and when Ford produced that – after Supercars gave it the comparative computational fluid dynamics (CFD) maps of the Chev

to stand alongside its mapping – he was happy to support the proposed changes.

Several Ford owners and representatives of the Blue Oval spoke to Auto Action to commend and thank Ryan for putting the sport in front of his own interests. One team principal suggested that Ryan didn’t want any asterisks over his team’s achievements this year, but that his greater vision was the good of the sport.

David Noble (right), the CEO of Ford’s homologation team Dick Johnson Racing, which along with Ford proposed the changes, said Ryan’s attitude was refreshing and supported his previous views on dealing with the Erebus boss since he took over at DJR. Noble’s lobbying included detailing Ford’s plans while showing before and after aero modelling to compare with the same outputs for the Camaro.

“The conversation that we had with Barry was fantastic,” Noble told Auto Action. “I can’t thank him enough for taking the time to and for wanting to understand where we were. To be able to put some data in front of him and say, ‘Look, this is what we think’ was great.

“I hope it’s the start of many conversations that we can have with other teams that help the sport. It was great leadership from Barry to put the sport first and say, ‘you know what,

DJR CEO David Noble. Image: MARK HORSBURGH we are keen to have a chat with these guys and see what’s going on’.

“He’s been really supportive of me a few times throughout this year where I’ve reached out and he’s offered to chat about the sport anytime. He’s had an open-door policy and I can’t thank him enough.”

The Erebus cars dominated the first three days of the weekend, while Triple Eight won the race.

The bitterness of the debate created even bigger wedges between the competitors from both sides, and both Noble and Ryan said that was not good for the sport long term.

BARRY RYAN ON WHY HE BACKED FORD AT BATHURST BARRY RYAN was the lone voice from inside the Chevrolet camp supporting the bid by Ford for a parity adjustment leading into Bathurst. Speaking to Auto Action, Ryan said his decision was based on the facts and what was in the sport’s best interests, not his own.

Ryan’s Coca-Cola by Erebus squad is leading both the drivers’ and teams’ titles with only four races to run, but he didn’t think creating a more even playing field would impact his team’s ability to get the job done.

He confirmed he saw similar CFD graphs to Auto Action and that the data was pretty clear.

“It was not a massive or frightening thing that they were asking for,” he said, “A little bit of reduction in drag and shifting the aero balance – things we can do by reducing the amount of rear wing, which we have tested. It was basically about shifting the balance back a bit and taking a bit of drag off.

“They could have made their cars worse, too.”

But with other Chev-running teams emphatically ruling out the changes, which required the unanimous support of holders of the Teams Racing Charters, Ryan was left out on his own but acting in what he says was the sport’s best interests rather than himself.

“The problem is we didn’t get any

6 I www.autoaction.com.au

Erebus boss Barry Ryan. Image: ROSS GIBB information until the 11th hour, so no one could make a completely informed decision. I think the only people who have seen the data are the homologation teams, and I’m not sure if they have even seen each other’s information with the obligation terms. Being asked to say yes or no was a bit unfair with our timeline, but once I asked questions to one of the Ford teams and sat down with them and went through it, it was pretty clear that they weren’t asking for that much.

“In fairness, I think we should have allowed it, but in return, I wanted to make sure that we got our gear cut reduced a little so it wasn’t like driving a Bedford truck.

“The graphs show that what they were trying to do wasn’t, and it wasn’t going to all of a sudden make the Ford the faster car.

“Remembering, Ford chose to go a different way at the start of the year, with a bit more front aero and a bit less rear, which worked in the past but didn’t work

on this car. All they were asking was to shift the aero back to the rear and to take a bit of drag off. I thought it seemed fair, and that’s me taking my GM hat off and putting the sport’s hat on.”

He added that the sport needs to be the focus because the sport needs to be strong and growing and not being damaged over minimal changes and requests and continued parity debates.

All season Ryan has said if he is presented with facts he will make decisions on those, and Ford was finally able to present data that was not sporting-related. He added that a simulation was only as good as the person running it, but that if the same person ran the data then the comparative information could be rated as technically relevant.

With the season’s second trigger for a parity review being reached at Bathurst, Ryan said it probably indicated what should have happened on viewing the technical data instead of relying on sporting outputs which is the accepted method that wasn’t challenged during the discussion.

The requested changes are likely to be approved for the final two rounds, and despite being non-aero sensitive, Ryan still expects the changes to help the Ford, especially under brakes.

Andrew Clarke

HOW STANAWAY WENT FROM ‘FORGETTING HOW TO DRIVE’ TO TAMING THE MOUNTAIN RICHIE STANAWAY has taken no ordinary road to the Peter Brock Trophy, having endured the highs and lows of motorsport in recent years and has credited Triple Eight and Greg Murphy for putting him on the pathway to success.

As recently as 2021 he was watching the Great Race from the couch after his first crack at full-time racing in Supercars ended abruptly after single-season stints at Tickford and GRM. The Kiwi had taken a complete break from motorsport, but returned from the wilderness last year in an Erebus wildcard alongside Greg Murphy and impressed, qualifying fourth and finishing 11th.

Now having driven to the holy grail alongside van Gisbergen, Stanaway admitted he was stunned to find himself on the top step of the Bathurst podium just two years after not being near the race at all.

“I am feeling pretty good, it was a pretty rough time when I stopped racing,” the Monaco GP2 race winner said.

“So if you asked me a couple of years ago if I would have been on the top step at Bathurst I would have said it felt like a million miles away.

“It is pretty surreal just to be here.”

Stanaway further opened up, revealing his confidence was so shot he thought he had “forgotten how to drive” after the GRM episode in 2019.

But through the help of Murphy at last year’s wildcard and working with the most successful team ever, Triple Eight, this year, he is ready to take on the challenge of racing in Supercars full time again.

“I definitely felt I made the right decision at the time (to take a break),” Stanaway said.

“I do not regret it and enjoyed my time away.

“But I had enough time between stopping racing and the wildcard opportunity last year when I was open to the idea of coming back.

“Last year with Greg I needed that inspiration to come back, and do the same again with Shane this year.

“It has been from my experience working with Triple Eight that has given me confidence because that was pretty low after 2019.

“I just felt like I had forgotten how to drive basically.

“But now at a great team like this it has given me a huge boost and that is why when the opportunity to race at Grove I was certain it was the right thing to come back.

“It is very satisfying to get things back on track.”

Thomas Miles

Image: PETER NORTON

ESTRE QUESTIONS GEN3 RIDE QUALITY BATHURST 1000 international Kevin Estre (right) wasn’t exactly a stranger to the Mountain having raced Porsche GT3’s there at the Bathurst 12 Hour, but he’d never experienced it in a Supercar before, let alone the new Gen3. machine.

The Frenchman from Lyon stood in for the unavailable Matty Campbell in the Grove Racing set-up, and had plenty to learn about and adapt to regarding the handling and driving style of the Mustang.

Teamed up with Matt Payne they didn’t get off to a great start when Estre – who likened the track to the Nurburgring in terms of limited space for error – locked up and put the car into the tyres at Hell Corner, before they recovered to finish 11th.

After the race, Auto Action spoke with Estre in the garage about what he thought of the Gen3 cars in terms of what he liked, and what he didn’t like.

In terms of what he did like, Estre said that, “for the amount of downforce and weight

and power that the car has, I would say that the braking is very good.”

Although he said it was a difficult question because he couldn’t compare it to another Supercar.

“I have to say that for a competitive car and a car as fast as that, the ride quality is not so good,” Estre said.

“I think there is not as much freedom as some other championships have on the dampers and the build and what you can change … that’s a series choice obviously, to maybe make the racing closer.

“But as a driver this can be difficult, especially on a track like this with a lot of crests and where the wheel will be really getting off the ground, you can feel that the damping is not great and could really do with some more development and a better feel.”

But he also factors in the fact that he’s had to come and compete against drivers that are more familiar with Supercars machinery.

“Look, it is a special car because of the downforce, and it has a lot of power for a car which has small tyres, which makes itv very unique to drive.

The Auto Action motorsport podcast The team that’s not trying to make friends or look after sponsors!

“To be honest, I enjoyed it a lot, but it was a big challenge for someone like me with the background I have to come and drive this particular car against some of the best drivers in the world.”

And on the Bathurst 1000 enduro itself?

For a driver that’s done everything from the Le Mans, Spa, and Nurburgring 24 hour races, he thought certain freedom’s of the Great Race was something not seen that much anymore.

“I like it here because you have the freedom of strategy and most other things. Everyone has the same tyres but then you can do whatever you want with fuel and change brakes whenever you like, and this is something not so common any more.

“In most places everything has more rules and is more complicated, so I really liked this. But on the other hand, the team must do a perfect job to make it happen here.”

TW Neal

NEW EPISODES OUT EVERY WEDNESDAY

It’s hard and it’s fast and sometimes it’s a bit rough, but we call it how we see it and pull no punches.

Plenty of analysis and lots of opinion from some of the most experienced motorsport media people in the business - Bruce Williams, Paul Gover and Andrew Clarke. autoactionmag

Auto_Action

autoactionmag

autoactionmag

www.autoaction.com.au I 7

LATEST NEWS

THE BEST LAID PLANS…

TRIPLE EIGHT LOOKED LIKE IT PULLED A RABBIT OUT OF A HAT … BUT THEN THINGS STARTED TO GO WRONG. HOWEVER IT DIDN’T STOP THEM TAKING A RECORD 10TH BATHURST WIN, ANDREW CLARKE REPORTS FROM BATHURST ...

TRIPLE EIGHT went to Bathurst with a plan that it was perfectly executing ... when a few little niggles brought Erebus back into the race. A little fist bump between driver and engineer on the final stop indicated Shane van Gisbergen felt it was all under control despite the growing list of concerns.

Van Gisbergen had gotten his head around the soft brake pedal he picked up on the penultimate stop, concerns around the gear lever mount, the occasional clump of rubber threatening car and suspension and was soon to face his Gen3 nemesis in the steering rack.

But after Bennett appeared to check the gear lever mount and gave the all clear, The Giz held out his fist for a confident confirmation while the last drops of fuel were being loaded into his Chev before going on to win his third Bathurst in four years.

“I only saw that on Instagram, I didn’t know about it at the time,” Triple Eight’s team manager Mark Dutton said last week. “Yeah, so Mitchie is on the spike and he’s the number two on Car 97. He got in to do his job and they had a little bit of a fist bump. That was cool when I saw that – that’s special.

“It’s pretty cool to have the presence and the capacity, and it just reiterates how calm, cool, and collected Shane is in that moment. Also, Mitchie, to give it back as well. So, brilliant.”

Dutton has always spoken about van Gisbergen’s extremely high racing IQ which he says allows him to manage all

Gearchange mount issues first hit the #88 car ... Image: PETER NORTON sorts of issues and strategies during a race, the first of which was the broken gear lever mounts in cars 88 and 888, the latter of which cost Broc Feeney and Jamie Whincup a podium but also raised alarm bells in car 97.

“When you have the second one it becomes exponential,” he said of the breakages. “You have the first and these things can happen. But if that was going to happen it was going to happen to Lowndsey with the gun show – no fault of his own, he’s just a strong lad, and the harder you pull that shifter, the quicker it changes. It’s always going to be quicker to pull it harder, which he does amazingly, so in your mind you tell yourself initially that that’s a one-off … until it’s not a one-off.

“Then, if it’s done it on two, it’s could do it on three. What can we do to help? So, then it was communicated to Shane so that he knew that the second failure had happened and to look after it as best he could, and that simply means ‘don’t pull

Triple Eight’s lead car brought home the goods ... despite some late issues.

Image: MARK HORSBURGH-MOTORSPORT IMAGES

8 I www.autoaction.com.au

the lever as hard as you as we want you to generally’.

“Also, you do have the confidence that the shifter tower in that car has the least amount of mileage on it because it is the newest car.”

Dutton said the plates in all three cars were the same, while some teams had already worked on solutions after failures earlier this season, including Tickford, whose solution was reportedly rejected by Triple Eight. The plate in #97 was revealed post-race to be cracked – and no doubt nursed through by van Gisbergen.

Next, van Gisbergen, with an anxious Richie Stanaway watching on, reported within corners after his final brake change that the pedal was soft – that led to some fairly anxious conversations between driver and engineer before it seemed like it was OK … just soft.

Dutton said that prior to Gen3, a host of sensors would have told them what they needed to know. Instead they

now just had to best-guess and plan contingencies, none of which were needed.

“Shane was doing a fantastic job. When it comes to racing, he can deal with things like almost no other. Once it’s racing, then he’s the fiercest competitor on the track.”

Then in the final stint they had to walk him around a flat spot in the steering, which the second placed car (Kostecki) was also combatting, dropping the lap times of the leaders to nearly two seconds off what was expected at the time as they nursed the cars home.

The other issues Dutton had to manage was the double stacking of his cars – twice, both with Broc Feeney and the boss, Jamie Whincup, in car #88. Dutton said there was none of the tension and the like that people were reporting; it was just another thing to manage as they tried for a one-two finish.

In the end, it was the team’s 10 Bathurst win.

“Super proud of the team. And rightly everyone keeps saying it’s bitter-sweet, and of course it is, and congratulations and commiserations, but what we’ve said to the whole team is we still had the best weekend out of everyone.

“We came away with the trophy, which is what we went there for, and everybody contributed to that. Both drivers in the Red Bull cars, the wildcard crew, and everyone at home who doesn’t travel to the race. It’s pretty amazing to think what we’ve been able to do to achieve collectively as a team over the years.”

SCAN HERE TO ACCESS OUR COMPREHENSIVE SUPERCARS EVENT GUIDE.

NOBLE: ALLEN HANDLED SUPERCARS DEBUT ‘LIKE A PRO’ AGED JUST 18 Kai Allen was thrown into the lions’ den, making his Supercars debut at the Bathurst 1000, but emerged out the other side “like a pro” according to DJR CEO David Noble.

Driving under the Supercars spotlight for the first time, Allen did not put a foot wrong and impressed driving the #98 wildcard with his speed and maturity.

Having quickly adapted to the Toyota 86, Super3 and Super2 series rapidly, the Mount Gambier teenager did the same at the top level, finishing fourth in the first co-driver’s practice session.

Allen teamed up with the returning Simona De Silvestro and the pair rose from 25th to 20th in the #98 wildcard.

The youngster’s composure in and out of the cockpit across the entire weekend caught the eye of Noble, who knows talent when he sees it.

“Kai has been really impressive all the way through from the first time we rolled the car out at practice. He was just a real pro,” Noble told AA.

Allen (left) with DJR engineer.

Image: MARK HORSBURGH “His preparation was excellent and from an engineering perspective his feedback was terrific.

“I think what is really impressive is the ability to deliver it at such a young age.

“Where he finished is not really what you are looking at. It is one thing to have talent but you have also got to deliver it when the time comes and he

did, which really stood out.”

Reflecting on the experience behind the wheel, Allen was buzzing to realise a dream come true and grateful DJR gave him a shot.

“It was so cool,” he said post race.

“To debut at the Bathurst 1000 was awesome, especially with such a famous team like DJR.

“We just wanted to bring it home and I am really thankful to the whole team for the opportunity and grateful to be a part of it.”

In fact, Allen did so well Noble made it clear DJR has big plans on him for the future.

“We will try to keep him involved in the next couple of rounds as best we can,” he said.

“We cannot thank the Eggleston group enough for their collaboration on such a busy weekend.

“We want to bring him up to the Gold Coast if we can and get him involved in the workshop and meetings and (drive days) where we can.

“What is good for our fans is that we have been able to get a podium and show a bit of the future.

“Very quickly they form their own sort of following and our fans can go ‘I like what we see here’.

“Hopefully we can put that in as a succession plan going forward.”

Thomas Miles

KOSTECKI-SVG SHOWDOWN ON THE STREETS

Image: MARK HORSBURGH WITH THE massive Sandown and Bathurst enduros out of the way, a two-way title fight between reigning champion Shane van Gisbergen and current leader Brodie Kostecki is set to be decided in a grandstand finish to the 2023 Supercars season.

Just 131 points separate Kostecki and van Gisbergen after the top two in the 60th anniversary Bathurst 1000 formed as the best placed drivers to chase the championship trophy.

autoactionmag

Auto_Action

Both their Triple Eight and Erebus teammates Broc Feeney and Will Brown remain in the hunt, albeit unlikely champions after setbacks in the enduros.

Having missed out on the podium at both Sandown and Bathurst, Brown is now 390 points behind his team-mate.

Despite being victorious at Sandown, a heartbreaking gear lever issue at Bathurst has also put Feeney’s hopes of a maiden crown on the canvas being 408 points away with only 600 up for grabs.

This means van Gisbergen’s consistency has him as Kostecki’s nearest challenger as the season concludes with two of the biggest street races in the country.

The traditional post-Bathurst trip to the unrelenting streets of the Gold Coast awaits on October 27-28 before the season concludes with the famous Adelaide 500.

Whilst Kostecki has been dominant all year

autoactionmag

autoactionmag

in the #99 Coke Camaro, he must be wary of van Gisbergen who is a master of street circuits.

He was untouchable winning both races on the Gold Coast last year and whilst his trip to Adelaide in 2022 was far from ideal, he is one of the best ever to race around the South Australian streets, having taken five wins, the equal most prolific pole-getter and secondhighest podium finisher at the event.

With SVG off to America in 2024, this could be his last chance at being crowned Supercars champion, a feeling he has already tasted in 2016, 2021 and 2022.

The Kiwi knows how to get the job done, but is wary of how tough Kostecki will be to shake off given the Erebus driver has been on top of the standings at pretty much every race since Round 2.

“Anything can happen,” said van Gisbergen.

“There are four races left and obviously

Brodie is doing very well. He doesn’t make many mistakes and, as you have to be, on a bad day he’s still in the top five.

“He’s an awesome driver, their raw speed is definitely better than ours, so our race pace is always pretty close.

“Gold Coast is one of my better tracks and Adelaide is okay, so hopefully we can put some pressure on them.”

After finishing second-best at Bathurst, Kostecki and Erebus are determined to finish a career-best season that includes 17 podiums from 24 starts with the ultimate exclamation mark.

For Kostecki, the mindset is simple.

“I will try and win the next four races, that’s pretty much it,” he said.

The Erebus versus Triple Eight rivalry has been a fascinating tale at every round, but get ready for the gloves to come off.

Thomas Miles

www.autoaction.com.au I 9

LATEST NEWS

STOP / GO

Image: PETER NORTON

PRICE RECOMMITS TO KTM FOR DAKAR 2024 Toby Price and the KTM Factory have ensured that the Aussie’s Dakar legend will go into another year, with the two-time Dakar champ inking a new deal into 2024. Having been on the KTM machinery for 15 years, and with the factory team since 2015, the 36 year-old will come back for more to compete at his 10th Dakar.

“I’m definitely excited to have signed to race another Dakar with the Red Bull KTM team,” Price said. “It’s been a long journey with the KTM brand and one that I think it’s fair to say has brought both sides heaps of success along the way.”

RICCIARDO FIRMING FOR F1 RETURN DANIEL RICCIARDO is firming to make his Formula 1 return at this weekend’s United States Grand Prix after getting back into a cockpit last weekend.

Ricciardo jumped behind the wheel of the famous championship-winning RB7 from 2011 to put on a show at a demonstration event at Nashville.

Ricciardo has not raced since his practice crash that required surgery on a broken hand at the Dutch Grand Prix. Whilst Kiwi Liam Lawson has subbed in the absence of the ‘Honey Badger’ at AlphaTauri, the Aussie has recently completed sim sessions at Red Bull. Now with a drive, albeit a short and meaningless one under his belt, Ricciardo is set to finally return to F1 at one of his favourite races, in Austin, Texas.

KIWI YOUNG GUN TAKES OUT BRITISH F4 CHAMPIONSHIP LOUIS SHARP has capped off a brilliant year by claiming the British F4 championship, with the Rodin Carlin driver getting it done at Brands Hatch. Sharp sealed the title with a second place in the Race 3 finale, winning the title by 13 points from William Macintyre.

“I’m over the moon, that final race, with Will right behind me, was the most stressful 20 minutes of my life and it was so, so nice to see the chequered flag!”

Sharp said. “This has been a tough season with lots of highs and lows along the way, and we worked hard to make sure that we got the job done when it mattered.” .

10 I www.autoaction.com.au

WHY BJR OWN THE GOLDEN RATTLE GUN FOR A fifth successive year, the Golden Rattle Gun is off to Albury after Brad Jones Racing won yet another Pirtek Pit Stop Challenge.

BJR did it in the most emphatic way possible by having both #8 and #96 crews in the grand final after overcoming Grove Racing and Triple Eight in the semis, which sparked wild scenes on the Thursday of the 2023 Bathurst 1000.

For the record, the #8 crew overcame the #96 team but it was academic as both raised the Golden Rattle Gun and the $20,000 prize together.

“Everyone was so pumped and to win both semis was just perfect,” a proud BJR team owner Brad Jones told Auto Action.

“The guys have been the benchmark for the sport for the last five to six years, it is something they work hard at.

“Our place is like working in a family and this reflects that, so it is very special.”

Although BJR has not lost a Pirtek

Pit Stop Challenge since 2018, Jones revealed lightning stops have not always been a given at Albury.

“It has been a strength for a long time but when I stopped racing we were terrible at it, so we made a concerted effort to get them better,” he said.

BJR crew chief Sam Cosgrove is the man who leads the troops into the lane now, but paid credit to Wally Story for instilling the team’s appetite for ultra-fast tyre changes.

“It comes down to Wally Storey because he came into the team in 2008 and the standard probably was not quite there, but he changed that around completely,” Cosgrove told Auto Action.

“He was the man that actually started the culture to be the best in the pit lane and got us practicing every single day.

“His mantra was that you can gain tenths on track, but you could lose seconds in the pits so it is cheap speed.”

Pit stops may look easy on TV, but

they are anything but, with a wheel/ tyre weighing 22kg and a rattle gun 7kg and the crew members lifting them like they are toothpicks.

The arrival of Gen3 also added an extra element in 2023 with a new tyre changing technique required to change the new wheel nuts, while key positions such as the air spike operator have also moved.

Cosgrove revealed nothing fancy is behind the team’s success, just simply relentless practice.

“A lot of teams do gym work, but most of our training is literally just pit stops,” he said.

“We focus on the pit stops and focus on building strength in certain areas.

“The two crews push each other to get better, they want to beat each other but also help one another out which is pretty cool.

“It is like a proud dad moment watching them, but gaining track position in the race gives us the biggest satisfaction.”

Thomas Miles

LOVE EYING MAIN GAME AFTER WILDCARD RUN BRT YOUNG-gun Aaron Love believes he will be ready “to grab and run” with the opportunity of racing Supercars full time if it arrives, having got a taste at the two biggest races of the year.

Love partnered with fellow Perth product Jake Kostecki to steer the #7 Blanchard Racing Team wildcard (right) at the Sandown 500 and Bathurst 1000 events.

The former Carrera Cup star also dovetailed maingame duties with his usual Super2 campaign in the Gen2 Mustang and scored a breakthrough victory in the development series on Friday.

After finishing 24th at Sandown, the #7 Mustang stayed out of trouble once again at Bathurst, finishing 20th as the highest placed wildcard.

With two Supercars starts now under his belt, Love has his eye on graduating to the main game.

Blanchard Racing Team is the one team yet to confirm its 2024 driver line up with incumbent Todd Hazelwood also hopeful of keeping his place.

Love has learnt a lot from the experience in the Supercars spotlight and wants to show it across a full season.

Image: PETER NORTON “My end ambition is to race in Supercars full time and if that does arise in the near future then I will definitely grab it and run with it,” he told Auto Action.

“I feel like the past couple of races and being able to do Sandown and Bathurst I learnt a whole lot means I can go at full steam. If it doesn’t then we will have to go back to the drawing board.

“We did not quite get the results we were looking for in Sandown especially, but I am very happy with what we have learnt and being in the top 20 at Bathurst after a relatively smooth race.

“I can tick my first Bathurst 1000 off the list and hopefully there will be many more to come.” Thomas Miles

SPORTS SEDANS GET BIG TICK AHEAD OF GOLD COAST Jackson Walls recharged his championship chase at Bathurst.

CARRERA CUP TITLE CHALLENGE REVIVED FOR GC 500 LAST SEASON in the Carrera Cup Australia, the championship was decided at the Gold Coast 500 when Harri Jones held off a rampaging Aaron Love.

This year’s visit to the GC has a different feel, suggesting that it’s the round that will set up the Adelaide 500 finale – and owing to an absent championship leader at the Bathurst 1000, the race to the title is again blown wide open.

Callum Hedge wrested the championship lead from Jackson Walls at The Bend after holding it for most of the season, before going on to seal the Michelin Junior Drivers cup at the Sandown 500, as well as push out his lead to 116 points.

Hedge looked like he could have done anything at

autoactionmag

Auto_Action

Sandown, whereas Walls had the feel of misfortune around every corner to lose his grip on the championship lead.

After the Kiwi young gun sat out Bathurst to maintain his lead in the Formula Regional America’s Championship (where he won two of the three races in Virginia), it was up to Walls to make amends, which he had to do against one of the best-quality fields the one-make Aussie championship had ever seen.

The #11 Objective Racing youngster answered by finishing fourth behind the likes of a returning Harri Jones, Supercup international Harry King, and quality kiwi journeyman Chris Van Der Drift (driving Hedge’s car).

He looked as though he’d shot himself in the foot by

autoactionmag

qualifying 11th, but he gave it a rinse and finished sixth, fifth and fourth to earn enough points to shut the gap to Hedge to only six points.

“Qualifying put us on the back foot for the whole weekend but finishing fourth for the Round was definitely a positive to take out of it … seeing the first three were all fly-ins for the round,” Walls concluded.

The streets of GC will suit Wall’s driving style, and it sets up a great challenge to the very confident Hedge, who himself will love the fact that he’s once again got Walls still breathing down his neck.

While there was a slight feeling of a close championship finish slipping away, it is likely to go down to the wire in Adelaide, owing

autoactionmag

to the #12 Jones Motorsport driver who is returning after Bathurst …

That driver would be Harri Jones. And he’ll relish being back on his home turf in QLD. He’s returned to the country for two guest appearances, and he’s returned as a finely tuned Porsche GT3 racer after experiencing the duel European championships of the Mobil 1 Supercup and the Deutsch Carrera Cup, both of which he performed very well in.

He knows the streets of Gold Coast well and, with his British Supercup team-mate and Bathurst conqueror Harry King having gone home, he’ll likely go in as favourite, creating a monumental challenge which Hedge and Walls are sure to embrace on October 27-29.

TW Neal

THE PRECISION National Sports Sedans returned to the Bathurst 1000 for the first time since 1992, and with the Gold Coast 500 still to come to finish the season, Supercars fans can expect to see a lot more of the category in the coming years.

The popular national category brings a unique flavour to a travelling carnival of one-make series’, and on top of that, the machines are really quick, and they look and sound fantastic.

Jordan Caruso’s qualifying lap of 2:02.543 in the Gourlay built Audi A4 was breathtaking in its raw power, whilst the Tony Ricciardello round winner – the iconic Alfa Romeo GTV – is a continual build from 1984, and was also threatening the 300kmh mark at the Mountain.

Category manager and competitor Michael Robinson spoke to Auto Action in the tents following the final race, and was elated with the response from the weekend ahead of the Gold Coast 500 on October 27-29, calling the Bathurst 1000 a bit of a Supercars “test”.

“The crowd love the sound of these cars because there’s a fair bit of variety. They were all over the fences hanging and watching and clapping … it was great to see. Even the Supercars teams and race control said they loved the atmosphere with the rolling starts and the sound down pit lane,” Robinson said.

“So this event was a real test for us, it’s the one that we wanted to do and put on a good show. And I think we’ve more than done that.

“Gold Coast will be another test, and that’s on a street circuit, so that’ll be a bit different, but I think this was the harder one for us.

“I think the drivers who haven’t been here found it harder because of all the blind corners and the ups and downs and the steepness of it. Now they get to go for it on a flat street circuit and we’ll have another capacity grid for that.”

TW Neal

www.autoaction.com.au I 11

LATEST NEWS

SHOW ME SOME DISCIPLINE RED BULL AMPOL RACING PERFECTLY EXECUTED ITS PLAN FOR A 10TH BATHURST WIN WHILE EVERYONE WAS MESMERISED BY THE SPEED OF COCA-COLA BY EREBUS. TEAM MANAGER MARK DUTTON SPOKE WITH AUTO ACTION’S ANDREW CLARKE ABOUT THE PLAN AND THE DISCIPLINE REQUIRED ...

LATE ON Saturday at Bathurst, Erebus Motorsport CEO Barry Ryan said it felt the race was his team’s to lose. All weekend, the #99 car of Brodie Kostecki and David Russell was the class of the field; it set the pace, and the rest were chasing.

But up at the pointy end of the pitlane, Triple Eight was working to a plan it had run before. Qualifying is important for the feel-good factor and for the sponsors who want to be in the Shootout but, ultimately, as even a stone-faced Kostecki kept reminding us, the race is won on Sunday.

Speed is important, but speed on Sunday is the most important.

How will the car behave on full tanks? How will it behave over the 30 or so laps possible on that tank? What will it be like with 800km of rubber laid on the track, or as the case was with marbles off the racing line?

What is this mythical beast known as a race car as opposed to a qualifying car? Surely speed is speed? Enter Mark Dutton.

AA Dutto, well done on the win, you kind of snuck up on a lot of people. We want to talk through the concept of not chasing qualifying speed and the discipline required and what it actually means. So, let’s start from the top. You probably didn’t go there not expecting to chase qualifying speed, did you, or was it the plan all along?

DUTTON No, it is the plan all along. It is something we talk about for every Bathurst. It’s about your percentages, the ratio of time spent working on a qualifying car, versus a race car.

AA So when we talk about qualifying versus a race car, what are the physical differences that we’re talking about there?

“ ”

getting worn out; you’ve got to make sure you are deciding what fuel load to run. So, it’s not a one-size-fits-all answer.

It’s doing all your homework, ensuring you are using the correct amount for the correct tyre life and for the specific tests you’re trying to do. There’s a lot that goes into it.

SVG’s engineer Andrew Edwards is a very focused man.

DUTTON Some of them we can talk about – camber and caster and things like that – but some of them, it’s a bit of trade secret stuff that we can’t go into, specifically around Bathurst, with Bathurst being quite a unique track. It is something that we don’t want to talk too freely about, but it’s the time spent sorting out the aggressive setups for qualifying to maximise grip for one lap, doing tyre pressures and the like in the practice runs for that. I’m doing everything to get that single lap pace versus doing longer runs, and I’m going okay, with the mindset of “how’s that going to be on a race stint?” It’s your fuel loads as well. It’s everything to combine to say, okay, this is more race car biased versus qualifying car biased.

AA So you’re running it heavy on fuel most of the practice sessions?

DUTTON Well, interesting enough, you need to run the right amount of fuel. Inevitably your practice tyres are

You don’t know if it’s going to be there for the whole race, but from the first stint with our cars, we knew we could win it …

12 I www.autoaction.com.au

AA So, this time around, though, it’s quite a unique path for everybody, given how different the cars are from what you’ve had in the past. You’ve clearly got your experience as engineers, et cetera, but you’ve got to map that into a whole new and different thing, haven’t you? How do you do that part of it? Is that what you love as engineers, or is it frustrating?

DUTTON Hey, it’s one of those things. It’s always a love-hate relationship working on a race car! When all your ideas and theories and testing are giving you rewards, it feels fantastic.

And then when it’s not being responsive, it doesn’t feel great, but you just make sure you keep being analytical and scientific and don’t let frustration come in. That’s where the high-performance mindset comes in. Don’t get frustrated, because you shouldn’t expect to get every single setup change on the car right. If you do, then you’re either naïve or the competition’s not stiff enough, and the competition is on such a level that you’re not always going to be making a car with every change go faster relative to your opposition.

AA Some of what you knew in the past is relevant – how much philosophy travels over?

DUTTON It’s definitely a fair amount without trying to give too much away, once again, with how much we brought over or didn’t bring over – but it’s definitely been the biggest change for a decade and a half. How much of the previous setup knowledge will apply, and how you divide your time

NEWS EXTRA between testing that or committing to just being different or somewhere in between? The race engineers and drivers and JJ [technical director Jeromy Moore], and Pete Ringwood [performance engineer] were the guys crunching numbers and coming up with plans, all working together to say, ‘okay, this is what we should be testing’ but you have to adapt because inevitably your subsequent ideas are formed once you’re at the track learning what you’re learning. You have to be able to adjust quite quickly, even though we do have a decent amount of time at Bathurst.

AA How did your guesswork go?

DUTTON It was as expected. We knew Erebus would be super-fast out of the box, and they were. Then it’s trying to understand what different tyres people are on in practice and then the fuel loads with the bigger fuel tank. That’s hard to know exactly where you are because in most practice sessions throughout the year, we’re not allowed to refuel the car. So you start with enough fuel to do the whole session. When you’re allowed to add and remove fuel, you do both as needed in these sessions. That makes it really hard to be 100% sure where you are relative to other teams because, oh, hang on, we’re going two-tenths a lap faster than Joe Blogg here, but they’ve got three-tenths worth of fuel on us. You’re going two-tenths faster than someone who’s got a three-tenths of a second deficit because of the fuel weight. They’re quicker than you, but you don’t know it. That’s a pretty cool thing about Bathurst.

AA You’ve got to be disciplined, don’t you? You can’t get distracted by what you think may be happening.

DUTTON Yeah, but you still have to deduce what other people have because it’s relative. You have the discipline to stick to your plans, but you still need to be sure. The only way that you can be sure you are fast is if your car is full of fuel and the quickest – noone can have more fuel than you, so then you know!

That’s the only time you could be certain that your car is quickest. Then there’s the tyres – we all stick our heads out of the garage when you see the cars going past because you need to be looking at what others are doing so that you know relatively where you are. A fast car can sometimes feel rubbish and a slow car can feel amazing, so you can’t just rely on the driver’s feel in that regards. The discipline is huge because at the end of the day, we’re all racers and you want to go fast. You want to be on the top of the time sheets all the time.

Mark Dutton (centre) keeps an eye on the over-all engineering process at Triple Eight.

AA The obvious thing is that the only time you really know where you stand is during qualifying, isn’t it?

DUTTON That’s right, and in qualifying you’re not working on a race setup, you are trying to qualify at that point in time. So, that’s when you know what everyone has as a qualifying car. That still doesn’t tell you exactly what people are going to have as a race car, thankfully, because the speed of Brodie’s car in qualifying trim, if that directly translated oneto-one as a difference between him and everyone else in race trim, you wouldn’t be asking me these questions, you’d be asking them (Erebus).

AA Were you surprised at the speed that your guys had in qualifying?

DUTTON No. We still make sure we’re going to be there or thereabouts. You can’t ignore qualifying. Don’t get me wrong when we say we focus on the race cars and we’re disciplined – you definitely don’t ignore qualifying because it’s still car pace and it’s still trying to keep you out of trouble at the start of the race. You saw this year, there was not a lot of Safety Cars, so you can’t go, “oh, it’s a long race, we’ll start at the back and catch up with Safety Cars and strategy”. You can’t rely on that, so you do need to have a qualifying car, even if it’s not a pole car. Our sponsors want to be in the Shootout as much as we do.

AA You’ve done this before. I remember other times when we’ve written you off on practice and qualifying speed and

you kept talking about setting the car up to be fast in the last hour. What is that?

DUTTON That’s a really interesting one because, in different years, you can physically tune the car during the race. If we go back to pre-Gen2 when we had your nine-inch diff in the rear and you had the rear roll centre you could adjust from outside the car through the window, you could do a lot of tuning throughout the race compared to these cars – although these cars are in a pretty nice window relative to the adjustments. You could tune during the race with that and anti-roll bar changes inside the cockpit, but now that’s externally adjusted. If you can’t change during the race, you’ve got to make sure your car is just drivable for twothirds of the race so that it’s awesome in the last stint. When you’ve got that setup right you have an amazing car for the drivers to balance for the whole race. These days, definitely, it’s not the case. You have to deal with it a bit.

AA How early on in the race do you know if you’ve got it right?

DUTTON Now, you don’t know if it’s going to be there for the whole race, but from the first stint with our cars, we knew we could win it.

Triple Eight Race Engineering is now the winningest team at Bathurst with 10 wins, one clear of the Holden Dealer Team and two ahead of Walkinshaw Andretti United and predecessor teams. Dutton has been with Triple Eight for all of those wins and has been team manager since 2014 and leading the team for five of those wins.

Images: MARK HORSBURG-EDGE PHOTOGRAPHICS

autoactionmag

Auto_Action

autoactionmag

autoactionmag

www.autoaction.com.au I 13

LATEST NEWS

NEW LOOK WAKEFIELD PARK TO BE REOPENED AND RENAMED IN A major boost for Australian motorsport, NSW’s Wakefield Park will reopen midnext year with a new name and revamped facilities at the venue.

There are major works being conducted which will dramatically change the muchloved circuit located in Goulburn, which closed unexpectedly in 2022.

Once the major works are completed the track is due to be reopened in 2024 and will be renamed ‘One Raceway’. Other big changes will see the revamped track also become the first in Australia to run in both clockwise and anti-clockwise directions.

The exciting news was revealed by the circuit’s new owner, Steve Shelley, who has steered the course to returning the track to be race ready once again.

When the circuit closed in 2022 due to noise levels and disruptions to the neighbouring community, it was a massive blow to the Australian motor racing scene, especially for NSW. But Shelley has revealed after building a deep level of trust with the Goulburn Mulwaree Council and locals, things are on track for the facility, previously known as Wakefield Park since it opened in 1994, to roar back to life under a new look and guise.

“Our new brand name, One Raceway, will encapsulate our revolutionary ability to have

two circuits – one clockwise and one anticlockwise – in the same raceway, while also symbolising the unity woven throughout our journey with the community,” Shelley said.

“Every step of our endeavour is informed by our interactions with our neighbours, insights from the Goulburn Mulwaree community, and invaluable feedback from the motorsport fraternity.

“With the ongoing and open dialogue with the Goulburn Mulwaree Council, we’ve charted a roadmap to rejuvenate and upgrade the raceway.

“This roadmap harmonises community sensibilities with motorsport thrills, including a comprehensive calendar of operations that ensures abundant opportunities for racing, practice, and training.

“Our plan has been reviewed and officially approved by Goulburn Mulwaree Council, underscoring the collective commitment to the project.”

Since taking ownership of the circuit, Shelley revealed he has taken the opportunity to give the circuit a significant amount of upgrades through a visionary approach that will facilitate the groundbreaking bi-directional operating capabilities.

“When we first visited the track, it was immediately obvious that the circuit was in

less-than-optimal condition,” Shelley said.

“While patches and temporary repairs would have been the easy option, we’ve chosen a more forward-thinking approach.

“Prioritising the safety of our participants and the longevity of the raceway, we have committed to a complete circuit resurfacing to provide a consistently reliable and safe racing surface.

“We are also undertaking extensive circuit drainage and water controls, to counter water pooling and seepage, eliminating the patches of standing water that would often form on the circuit after heavy rain.

“Additionally, we are undertaking critical safety enhancements, including refining the pit exit blend line, addressing longstanding safety concerns at Turns 1 and 2, the proximity and angle of the pit wall at the exit of Turn 10, and removing the risk-prone infield marshal bays.

“Changes to the profile of Turn 10 and some other alterations we are making to the pit entry and exit will enable the track to become uniquely capable of hosting races in both directions.

“This unparalleled move will not only present racers with fresh challenges but promises to reinvent the spectator experience. We will even be able to host multi-day events where we run one direction

one day and the opposite direction the next day.

“In determining our scheduling of track days and other events, we will consider environmental factors including wind direction, and focus on how those conditions may affect our neighbours.”

Noise mitigation has been an area of significant attention at Wakefield Park, with noise walls being constructed at both the northern and southern ends of the circuit.

But these walls, which rise up to 10 metres, will also serve as viewing platforms, while the paddock area has also undergone a complete resurface among other targeted improvements planned based on feedback from competitors.

Shelley confirmed the changes have been approved by Motorsport and Motorcycling Australia, while he is on the hunt for volunteers to help bring One Raceway alive.

“The essential works around the venue will need extensive labour, so we’ll shortly be opening opportunities for volunteers to play a hands-on role in our efforts,” he said.

“We’ll be looking for people with trade skills, a passion for motorsport, or simply the desire to contribute – we’re in need of both time and resources to expedite our reopening.”

Thomas Miles

The Best Value in Auto Racing Safety

RaceQuip brand has built a reputation for manufacturing and distributing high quality auto racing safety equipment at affordable prices and continues to build on that reputation.

SFI rated auto racing Snell SA rated helmets, fire retardant suits, shoes, nomex gloves and SFI & FIA seat belts & harness sets.

14 I www.autoaction.com.au

WILKINSON RECEIVES SPECIAL HONOUR ONE OF the most recognised voices of the Great Race, Garry Wilkinson, returned to Mount Panorama for the first time in 25 years and left with a special surprise.

The legendary commentator was inducted into the Supercars Media Association Hall of Fame during the 60th anniversary Bathurst 1000.

Wilkinson received the accolade on his first trip to the Great Race since he commentated the 1998 SuperTourer 1000 in 1998.

He admitted he was touched by the honour and was delighted to soak up the sounds of Mount Panorama for the first time in a quarter of a century.

“It’s the biggest surprise I have had in a long time – such an unexpected thing,” Wilkinson said.

“It might have been 25 years since I was last here (Mount Panorama) and the track and cars have changed, but one thing that hasn’t is the people.”

Wilkinson commentated motorsport for well over two decades on Channel 7 during a spell that included some of the most famous Bathurst highlight such as the Allan Moffat and Colin Bond one-two in 1977 and both of Peter Brock’s hattricks.

Image: THOMAS MILES His most infamous moment was keeping his head as beer cans were thrown in his direction when tensions escalated on the 1992 Bathurst 1000 podium following Jim Richards’ scathing verbal attack on the hostile crowd’s behaviour.

Wilkinson formed a famous partnership

with Mike Raymond and Evan Green, while later on also with a young Neil Crompton.

Not only were his interviews and well articulated special comments much loved, but his at times adventurous and wild telecast openers became must-watch highlights.

Amazingly Wilkinson said his much-loved time in motorsport started out of nowhere.

“I came to motorsport with no technical knowledge – I was foolish enough to put my hand up to cover for someone who was unavailable and I never looked back.

“I couldn’t have survived in motorsport if it wasn’t for the people who provided support, and were not afraid to tell me if I got something wrong.

“My interest was in the people behind the wheel or the people in the pit crew. It’s the same with any sport I cover; it’s not about the technicalities it is about the sport and the people and personalities.”

In addition to covering many years of ATCC racing plus the Bathurst 1000, Wilkinson also worked on multiple Olympics, Commonwealth Games, Australian Open Championships, plus nightly news bulletins.

However, the days calling Brock and Moffat go head-to-head are the ones he holds dearest.

“I am just about to click over my 64th year in broadcasting, and I had more fun, more excitement and met more great people and friends in my 25 years in motorsport, than the rest put together.”

Thomas Miles

THE VICTORIAN STATE RACE SERIES

ROUND 6 - CALDER PARK

OCTOBER 27-29

Presented by the Victorian State Race Series The Victorian State Race Series returns to Calder Park for the first time since 2008.

Eight categories will compete with great fields with several champions to be decided.

• Saloon Cars • BMW E30 • Porsche 944 Challenge • Hyundai Excels • MG’s and Invited British

Always great racing and fantastic entries across many categories.

• Formula Vee • Improved Production Cars • Plus a combined category of sports cars and tin tops.

Entry is only $5 per person or a car load is $10.

Spectators are always well catered for with full access to the paddock and the racers.

Image: GEOFF COLSON-COLSON PHOTOGRAPHY

For further information visit www.VSRS.com.au autoactionmag

Auto_Action

autoactionmag

autoactionmag

www.autoaction.com.au I 15

NATIONALS NEWS

THUNDER OF YESTERYEAR READY TO ROLL INTO SANDOWN

Big fields of Group N Historic Production cars will one of the highlights of the Historic Sandowen event.

Image: REBECCA HIND/REVVED PHOTGRAPHY ANOTHER SERVING of the Historic Sandown event is nearing, with 2023’s “Thunder of Yesteryear” set to serve up close to 300 entries on November 10-12.

With the on-track entries having closed for the upcoming event, the numbers ensure a healthy dose of supersprint action and display laps for the expectedly big crowd, with 11 different historical categories on offer with cars ranging from the 1920s to the 1980s.

It’s a chance to see and hear some of the titanic touring car and Sandown battles from the past at what is widely regarded as one of Australia’s most important historic meetings.

One of the biggest drawcards for this event is the Historic Sports Sedans coming back to Sandown for the heyday of the category, which is good timing to match up with the modern categories recent success on the national level.

Some of the notable appearances from that category will be the ex-Graeme Whincup Chevrolet Monza, the restored Clem Smith Chrysler Charger, a Merc 450 SLC, Celica GT and much more.

Also coming out in force will be the Group F Kent powered Formula Fords, as well as the Group V Formula Vee’s.

Also making a return to this year’s event will be a number of the pre-1977 Formula 5000 machines, with their 5L ground shaking engines and great looking builds always providing a thrill for the crowd.

There’s also going to be large display attractions in the Red Hill area, and this year’s celebration displays on the concourse will be centred around 100 years of the MG, as well as 50 years of the Honda Civic, with the latter also having put on a display at Phillip Island earlier in the year.

All up, there will be well over 300 display vehicles in total.

The event will run from Friday to Sunday of November 10-12 with free admission on the opening day, with adult costs $40 on Saturday, and $50 on Sunday.

A weekend pass is $80 with free entry for accompanied children under the age of 15.

TW Neal

PLANS FOR NEW SA MOTORSPORTS FACILITY THE COPPER Coast Motorsports Club is run by a passionate band of motorsport enthusiasts and they hope to bring a drag strip and speedway to their South Australian community.

The club located on the Yorke Peninsula, South Australia hosts automotive events such as car shows, cruises and the annual 400 Sprints.

These events have been run to help raise funds for an exciting future motorsports facility.

The club own a large property on the western side of Kadina, close to the long-established York Peninsula Dirt Kart Club.

The land was made available by local farmer and long serving passionate Drag racer Paul Damon.

The plans have been drawn up and have met approval from local council. The club use the weekend activities to raise much needed funds towards the development are hopeful in securing some local council and state government grants.

16 I www.autoaction.com.au

Some passionate club members have already started development of their facility which will include a one-eighth-mile Drag Racing strip, a Burnout pad and a Sand Drag Racing facility.

It is also hoped that a second stage will include a Speedway, utilising one side of a hill and the earth dug to map out the track will be used to build a mound on the opposite of the track to ensure great viewing areas on both sides.

This could also open the possibilities for the local Dirt Karting community to utilise the track and expand their racing activities. However the main focus is the Drag racing strip.

Kadina is the largest town on the Yorke Peninsula, approximately one hour and 50 minutes’ drive, roughly 150 kilometres northwest from the Adelaide CBD, utilising the National Highway A1 to Copper Coast Highway junction in Port Wakefield.

Paris Charles 4cyl drag racer Scott Rademacher. Image: PARIS CHARLES

CALDER RETURNS TO THE VICTORIAN STATE RACE SERIES THE VICTORIAN State Race Series returns to Calder Park on October 27-29, for the first time since 2008, for the sixth and final round of the 2023 series.

The Calder Park team are in the final throws of achieving the requirements for the Motorsport Australia Category B track license, and Calder Park venue manager Rowan Harman told Auto Action that work is nearly completed and is very pleased with how things have come together.

“The track has had a significant amount work including new curbing to realign Turns 4 and 5, leading onto the back straight, we have also extended the run-off areas at Turns 1, end of the front straight and Turn 6, end of the back straight.

“This has included significant upgrades to the gravel traps as well as increased track edge curbing in various locations.

“We are just finishing off a few of the items on the list that Motorsport Australia have requested us to complete, and we will finish the works in the next few days, then MA’s David Stuart will inspect the works and that should be signed off in coming days.”

VSRS spokes person David Vernall is excited to see the return of racing to the iconic Victorian race circuit and is buoyed by the number of operating racetracks now

Formula Vee is among the big-grid categories for Calder. Image: REBECCA HIND-REVVED PHOTOGRAPHY available to the series and the competitors.

“It’s great to have the track back , Rodney Jane and his team at Calder need to be congratulated for all the hard work they have put it to get the track back for Victorian Motorsport competitors.

“It’s fantastic to have four race circuits up and operating in Victoria – we are very lucky to be in this position.

“Last time we held a round of the Victorian State Race Series at Calder was in 2008 – it was an event which was run as a twilight meeting.

“It’s our final round of the series and it will be great to see racing return with a jammed

2

WHEN COMPROMISE ISN’T AN OPTION

packed program of racing over the weekend of October 27-29.

“We have good fields of Saloon Cars, MG’s and Invited British cars, BMW E30, Porsche 944 Challenge; there will be plenty of Hyundai Excels, as well as Formula Vee, Improved Production Cars.

“We also have a new combined category made up of sports cars and tin tops competing for the first time.

The meeting will be a great one to attend and entry is only $5 per person, or a carload is only $10. For further information visit www.vsrs.com.au Bruce Williams

1

BE RYCO READY

Some new kerbing and track re alighnment are among the many Calder upgrades.

3

Ryco is proud to be the Official Filtration Partner of the Repco Supercars Championship.

Along with being engineered, developed, and tested at its Melbourne Laboratory, Ryco’s range of GEN3 Control Parts deliver outstanding filtration and extended engine life without compromising flow or performance.

So, when your everyday passenger, 4x4 or commercial vehicle needs the same protection as a Supercar, be Ryco Ready.

RYC3759

autoactionmag

Auto_Action

autoactionmag

autoactionmag

www.autoaction.com.au I 17

LATEST NEWS

MARTIN EXPLAINS CHAMPIONSHIPCHANGING CRASH

NORRIS FEELING “DISCOMFORT” FROM SPEEDY PIASTRI MCLAREN HAS admitted the outstanding form of Australia’s “unique talent” Oscar Piastri is creating some “discomfort” for Lando Norris.

When Piastri replaced Daniel Ricciardo at the start of the season, the Melbourne youngster arrived at a McLaren team that was very much centered on Norris.

The Bristol boy has been part of the famous British squad since his debut in 2019 and overwhelmingly outdrove Ricciardo across their two seasons together which surprised many.

But 17 races into the first campaign featuring Norris and Piastri, it is the Aussie who is starting to create future world champion headlines.

This reached a new high watermark at Qatar where Piastri was outstanding, converting pole to a stunning victory in the Saturday Sprint and backing that up with a close second to Max Verstappen.

Meanwhile Norris struggled to compete with his more junior teammate, finishing third in both races and being highly critical of himself after making errors in qualifying.

McLaren team principal Andrea Stella admitted Norris needs to turn the “discomfort” into a positive with Piastri proving to be a strong reference point.

“Lando knows himself that Oscar is a unique talent - you don’t see these kinds of talents in Formula 1 every day,” Stella told AUTOSPORT. “He’s an absolute reference, even if he’s a rookie, and at times Lando knows that he will set the bar very high.

“For me, Lando sees this as a bit of discomfort, but it’s the discomfort you need to become the best in a way.

“It’s a curse and blessing to be a champion.”

Stella said Norris can be an extremely harsh critic for himself but does not

believe it will hinder things and is hoping to achieve the right balance, which will be a “journey” for not just the established Brit, but also the rising Aussie.

“I think even how harsh he (Lando) was on himself, especially following the qualifying on Friday, there will be an element of review and this will happen very honestly,” he said.

“And he will calibrate over time to see, how tough do I really have to be with myself? What is the target here? To be faster in every single corner, in every single lap, in every single session, or just be the best, which doesn’t imply all the rest?

“So I think there’s a bit of a journey for Lando, and it will be for Oscar, and for each of us in the team.”

McLaren hopes to continue its stunning form at the United States Grand Prix this weekend.

JORGE MARTIN would be heading to Phillip Island with the MotoGP lead this weekend if it wasn’t for a shock crash whilst leading the Indonesian Grand Prix.

Having won the Saturday Sprint at the Mandalika circuit and soared from sixth to first at the start of Sunday’s Grand Prix, Martin was poised to enjoy a 16-point lead.

With the Pramac Ducati rider enjoying a 3s lead over Maverick Vinales, it was all going according to plan until suddenly it all fell apart on what proved to be an unlucky lap 13.

Riding on a soft front tyre, Martin crashed all on his own at the fast right hander.

It was the first DNF for the #88 since round three at Texas and one he won’t forget with title rival Francesco Bagnaia going on to win and reclaim an 18-point championship lead.

When reflecting on the incident, Martin revealed he “lost the front” having ran wide into the marbles at the preceding turn 10.

“It was perfect,” Martin said of his weekend until the costly crash.

“I was trying to make the gap a bit bigger and then I saw 2.8s and I was really surprised.

“I said ‘ok it is time to maybe keep calm’.

“I was a bit wide in corner 10 and it seemed like it was a bit dirty, so when I went into corner 11 I lost the front doing the same as the lap before. But shit happens.”

Having finished every race since the April trip to Texas, Martin admitted it was in the back of his mind a mistake was coming.

“It’s been 14 races without a mistake.

It’s just statistics,” he said.

“It was coming sooner or later and finally it was here.

“But for the races still remaining I feel confident to fight for victory.”

All eyes will be on the Bagnaia versus Martin battle at Phillip Island this weekend.

Thomas Miles

PRICE HITS THE FRONT IN RALLY DU MAROC TOBY PRICE has taken the lead in Morocco after a huge Stage 3, and has importantly gained a provisional points gap to his world championship rival in the FIM World Rally-Raid finale.

The Aussie KTM Factory rider finished second on the stage to Honda Privateer Tosha Schareina, but shut down the one minute gap between himself and previous rally leader, Botswana Hero rider, Ross Branch.

The field faced its second loop around Zagora for Stage 3 across some very rocky terrain as well as some dunes, covering 336 km of timed special.

Price, the highest ranked W2CR rider

on the stage, now leads the rally by +4:46 from Branch, and importantly for the Aussies world title hopes, is back in the provisional lead of the championship after Husqvarna’s Luciano Benavides finished sixth in the stage.

Benavides now sits fourth in the overall standings, slipping back from the tie break situation that gave him the advantage over Price after yesterday’s Stage 2.

With Benavides leading the championship race by nine points, Price’s provisional lead as things stand would be 12 points – a gap that’s vital for him to keep – meaning the important time

spits are Price’s current 4 min 46sec rally lead, and Benavides’ +2min 49sec deficit to Pablo Quintanilla in third place. A tie in points would see Benavides take the title even if Price wins in Morocco, as he’s gained more second place finishes across the five FIM Rally-Raid events.

The two-time Dakar and 2018 FIM World Rally Champion said that he was very happy with his days work in north Africa.

“Not a bad day for me today, the 330 km went pretty quick, so the average speed was a lot faster,” Price said.

“But for sure, it was really rocky out there. The bike felt really good the whole day and I was able to keep up a

good speed. I did make a couple of little navigation mistakes, but on the whole everything went well.

“The bonus time helps, but of course to get that you have to be out front and opening the stage, which can prove really hard. All in all, I’m happy with how I’m riding, and I know I’m giving it everything, so whether I come first or second at the end, I’ll be happy that I did my best.”

The now riders face the longest stage of the five stage rally, with the fourth stanza seeing 343km of timed special as the field heads north-east to Merzouga.

Tim W Neal

PROVISIONAL RESULTS – 2023 RALLYE DU MAROC, STAGE 3 1. Tosha Schareina (ESP), Honda, 3:03:35 2. Toby Price (AUS), KTM, 3:06:41 +3:06 3. Jose Ignacio Cornejo (CHL), Honda, 3:07:21 +3:46 4. Pablo Quintanilla (CHL), Honda, 3:10:33 +6:58 5. Ross Branch (BWA), Hero, 3:11:33 +7:58 PROVISIONAL STANDINGS – 2023 RALLYE DU MAROC (AFTER 3 OF 5 STAGES) 1. Toby Price (AUS), KTM, 10:26:00 2. Ross Branch (BWA), Hero, 10:29:48 +3:48 3. Pablo Quintanilla (CHL), Honda, 10:31:09 +5:09 4. Luciano Benavides (ARG), Husqvarna, 10:33:50 +7:50 5. Tosha Schareina (ESP), Honda, 10:33:54 +7:54

PADDON TOPS SVG TO SEVENTH NZ RALY TITLE HAYDEN PADDON has outlasted Shane van Gisbergen at the Bay of Plenty Rally, as well as winning the New Zealand Rally Championship for record seventh time from Skoda driver Raana Horan.

The Kiwi and Hyundai star continues to write himself into the record books after he became the first nonEuropean to win the European Rally Championship, and after beating SVG at the one day Bay of Plenty Rally on the North Island he extends his historical grip on the NZ title.

Paddon’s direct competitor for the championship was Horan, but an early stage mishap from the Skoda Fabia Rally2 saw him out of the running against the dominant Paddon, whilst Ben Hunt rounded out the podium in his Skoda two and a half minutes behind Van Gisbergen.

Paddon and his co-driver John Kennard (sixth NZRC title) overcame Van Gisbergen and Glen Weston by 29.6s in the 12 stage rally, with Paddon winning every

stage except SS5, 9, 12, which were taken out by SVG in his Audi S1 AP4.

“Obviously it’s awesome to get the job done and win the championship which is what we’ve come here to do,” said Paddon.

“Massive credit to the team and the amount of work everyone’s put in this year, and all in all, we’re delighted

to top off a pretty successful season. While today didn’t go exactly to plan and, in some ways, it was a pretty tough day for us, we did what we had to do. We got the job done and we enjoyed it.

“We were very close to that 100% stage win record here, so while it’s a shame not to achieve that, it is what it is.

“Shane did an awesome job and you can’t take that away from him. But when things don’t quite feel right in the car, there is no point pushing too hard and taking unnecessary risks when things aren’t gelling. In my old age, I’m getting wiser and learning, you’ve got to take the chill pill some days.”

With the win, Paddon moves two championships above Richard Mason who won his last title in 2014, whilst Kennard now sits equal in the co-driver stakes in a three way tie with Robert Haldane and Rob Ryan.

Tim W Neal

LATEST NEWS

THE MOUNTAIN OF YOUTH BRODIE KOSTECKI WAS KING OF THE KIDS ON THE LAP THAT COUNTS.

By Paul Gover NOTHING BEATS the Shootout at Bathurst.

It’s the one-lap, all-or-nothing event that electrifies Mount Panorama each October.

It’s also the time when nobody holds anything back.

Shane van Gisbergen said he was driving “like a granny” for much of the Bathurst 1000 weekend in 2023, but not in the one-lap dash for the Top 10 starting positions on Saturday afternoon.

And he could only manage sixth for the grid.

“That was ok. We haven’t been too good in quali trim. The race car has been awesome,” he said, making a threatening prediction for the race.

The history of the Top 10 Shootout, which began as Hardies Heroes in the days when brake maker Hardie Ferodo was the marquee sponsor, is filled with highs and lows.

The historic high is the Lap of the Gods by Greg Murphy and the rockbottom flip-side is Dick Johnson’s wild wide into the trees in his Greens-Tuf Falcon.

The expectation is always sky-high as the cracks assemble for the fray, and 2023 was no exception.

Despite all the bleating about parity, there were six Mustangs against four Camaros for the Shootout.

“A Mustang cannot win this race,” Ryan Walkinshaw told Auto Action

ahead of the race, but he wasn’t making any forecast for the Top 10.

Barry Ryan was also tempted into a forecast, after losing Will Brown with a mistake in qualifying. Heading to the Top 10, with Brodie Kostecki as his main man, he was playing conservative.

“I think it will be low five. Not a four,” he said, reporting the usual minor tweaks – shocks and springs – ahead of the run-off.

And that’s the thing. The track conditions for the Top 10 laps are always different, because it’s run in the cool of the afternoon. And because conditions can change, lap-to-lap and driver-to-driver, especially with the enforced breaks between groups of cars to suit the advertising in the Channel 7 broadcast.

Will Davison opened the action for 2023 but could only manage a 2 minutes 06.417 lap in the first of the two DJR Mustangs. It meant he would be tenth for the start.

“I made a meal of the lap. We’ve been having a lot of braking issues into Turn 1. I dumped half a second before we even started. It was messy,” he said.

Chaz Mostert, too, failed to convert but only clocked 2:05.8309 in a sketchy run.

“To be honest … I really didn’t have the eyes open. I was a bit scared going across the top,” he said.

Then the first of the youngsters, Matt Payne for Grove Racing, but his lap was another for the tail-enders.

“Had it pretty close to the walls up there, over the top,” he reported.

Then van Gisbergen, who has been qualifying poorly – by his standards through most of 2023.

He clocked a 2:05.1 to get into the shootout, and improved to a 2:04.997 – sixth in the end – as David Reynolds shaded his rookie team-mate at 2:05.151.

As things began to hot up, Broc Feeney did a classic shootout lap and set the benchmark at 2:04.754.

It was three-tenths better than his qualifying time.

“I’ve dreamed of doing laps like this for my whole life. I’m pretty pumped, I laid it all out there,” he said.

Like so many other Top 10 laps over the years, he was full of adrenalin.

“I had so much fun. I felt like I did a really good lap. These cars are pretty wild around here.”

Cam Waters and Anton De Pasquale completed the Ford side of the ledger, Waters managing a 2:04.772 that was quicker than his qualifying and good for the inside of the second row, after touching the wall at Forrests Elbow, but De Pasquale was only fifth at 2:04.914.

“Can’t get down the straights fast enough,” said Waters, emphasising the parity difference between the red and blue contenders.

No-one really expected James Golding to crack a lap for pole, as he had done more than enough to make the Shootout for Premiair Racing.

He was fourth, at 2:04.754 and now there were two contenders for the top slot – Kostecki driving the Erebus Camaro and Feeney sweating in the Triple Eight garage.

Feeney was smiling when Kostecki made a mess at the start of the lap, missing his mark at Hell Corner.

“The sun got in my eyes. Had to make up for it,” he said.

And he did clocking 2:04.271 on a lap which would have been good for a 2:03 without the mistake. He was fourtenths quicker than anyone else over the top of the Mountain.

“The car was awesome across the top I just threw it down the hill,” Kostecki said.

It was one of the great Shootout laps and the effort was obvious to everyone who watched.

“He is in a league of his own,” said commentator Mark Skaife.

“That’s f… ing amazing mate,” said Barry Ryan.

Kostecki’s engineer George Commins was tearful, so – as expected – was Betty Klimenko, but Kostecki was already focussed on Sunday as he faced the media.

“I’ve got a job to do. Paul Morris has always told me “161”, he said.

“I can’t really forecast what will happen. Anything can happen. I’m just focussed.”

But Broc Feeney had the last word.

“Brodie made us all look silly,” he said.

XP Superior

Load Capacity & Performance

NEW N NE EW Adv Advanced Features: • 24% stronger overlay ove achieving 18.1HV • 17% greater fatigue fatig resistance • Unique U i t i design maximizes geometric surface load area • Bull’s Eye Wall Tolerance™ ensures perfect oil clearance in every set • Available for all popular Australian, US & Japanese engines

LATEST NEWS

NEW MOTORSPORT AUSTRALIA CEO REVEALED BUSINESSMAN SUNIL Vohra has been named as the new Motorsport Australia CEO. After 11 years in charge, Eugene Arocca will retire from his post and Vohra will take over as early as next month in November.

The new CEO has 15 years of experience in the finance, insurance and business worlds.

Vohra has also described himself as someone with a “lifelong passion” for motorsport, being a Motorsport Australia licence holder and driver.

He has recently competed at state level events in a Porsche 997.2 Cup car, including a meeting at Winton just last month.

Vohra said he was honoured to take on the role.

“I am very proud to be joining Motorsport Australia and look forward to working closely with the

Board, the wonderful staff and our many stakeholders to build on those relationships and meet the many people that help make this sport so great,” Vohra said.

“This opportunity to be part of an organisation that plays such a vital role in the Australian sporting landscape is one that I am excited and honoured to take on.

“I am eager to utilise my experience, insights and strategic ideas as part of the Motorsport Australia team, to lead an exciting new era in the organisation’s history.”

Vohra said he has loved racing since he was young, highlighting the 1985 Bathurst 1000 as one of his earliest memories.

“Motorsport is a lifelong passion of mine. I fondly remember my early motorsport experiences like

watching the TWR Jaguar win Bathurst in 1985, through to more recently standing on the grid at 5am at the iconic Mount Panorama for the start of the Bathurst 12 Hour earlier this year,” he said.

“The sport is full of passionate people. I’ve been fortunate to enjoy the camaraderie of the grassroots motorsport community as a competitor in state level racing.

“I look forward to meeting more of the vast network of motorsport stakeholders in the months ahead.

“We all share a love of the sport and a commitment to see it grow. It’s a treat to be part of it.”

Motorsport Australia president Andrew Fraser said Vohra “stood out” in the recruitment process.

“Sunil has an extensive history in commercial and risk management settings, with his expertise developed across both complex ASX enterprises

as well as not-for-profit organisations,” Fraser said.

“We were looking for someone with strong leadership credentials, a proven record of achievement and execution and Sunil brings that alongside a passion for our sport.

“His experience in leading digital transformation, and in insurance, risk and governance will also greatly benefit Motorsport Australia as an organisation, as well as the sport more broadly. His knowledge and networks within motorsport, insurance and risk will also be key to his, and our, success.

“Throughout the recruitment process, Sunil stood out. Both the selection committee and the Board are confident that he will bring energy, fresh ideas and his significant industry networks to the table, benefitting all our stakeholders, and most certainly our competitors, clubs and officials.”

BETTES TO DEPART THE BEND DRAGWAY AS THE Bend Dragway prepares to open with a bang at this weekend’s Spring Nationals, the venue’s general manager Steve Bettes has announced he will depart the role.

Having led the construction and completion of the new state-of-the-art drag strip in Tailem Bend, South Australia, Bettes has tendered his resignation effective from December 11.

He will remain in charge during the ‘Grand Opening’ at this weekend’s inaugural National Drag Racing Championships Top Fuel round before departing later in the year.

Bettes said it has been an honour making the Bend Dragway happen.

“It has been a privilege to play a role in delivering this facility for all South Australian Drag Racing fans to enjoy and for the sport to grow in this state and around the nation,” he said.

“I’ve thoroughly enjoyed my time working alongside Marketing & Sponsorship manager

Vladimir Ostashkevich and believe we have formed a team that racers could rely on to deliver them a facility they can enjoy for generations to come.

“It has also been a thrill to teach The Bend CEO Alistair MacDonald all he needs to know about the sport of Drag Racing.

“He has presented a fresh perspective on the sport and the precinct is in fantastic hands.

“I’ve loved my time working with the team here at The Bend and look forward to watching The Dragway develop in the coming years.”

Shell V-Power Motorsport Park CEO Alistair MacDonald praised Bettes for his commitment to making the Dragway become a reality with his 30plus years in the sport critical.

“Steve’s knowledge and experience has been invaluable to our business and his hard work and determination in delivering The Dragway is a credit to him,” he said.

“Although Steve is leaving us in December he will be working with us as we search globally for his successor.”

The Shell V-Power Motorsport Park has begun its search for the next Dragway Manager, with over 80 events planned for 2024. For more information and to apply click here.

Brake Pad Kit Low Dust. Improved Product.

Improved Range. Improved Kitting.

With the new and improved Bendix Euro+™ Brake Pad Kit, there is less dust on the rims, improved stopping power and quieter, smoother braking for European vehicles.

Low Dust Ceramic Formulation

Blue Titanium Stripe

Meets ECE90 Regulation

Clean Wheels

No Bedding In

Designed specifically for European Vehicles

Improved Stopping Power

Quieter, Smoother Braking

Complete kit includes all clips, pads, shims, sensors and more, where contained in OE equivalents

Available for most Volkswagen, Audi & BMW applications

Find solutions for every brake job at www.bendix.com.au Or freecall the Bendix Brake Advice Centre on 1800 819 666 Bendix is a trademark of Garrett Advancing Motion Inc.

LATEST NEWS

AUSTRALIAN GRAND PRIX CORP LOOKING TO NEW PIT FACILITY THE AUSTRALIAN Grand Prix Corporation is currently reviewing the need to upgrade the exisiting or construct a new F1 pit facility at Albert Park.

New Australian Grand Prix Corporation CEO Travis Auld confirmed on 3AW Melbourne’s radio morning show hosted by Neil Mitchell “experts” were examining the current pit building which has been in place since the race first came to Melbourne in 1996.

The main building which just houses the F1 teams is being looked at, whilst the seperate temporary garages the Supercars teams operate from was not mentioned.

New CEO Auld said it is one of the main areas highlighted as the corporation finds ways of continuing to improve the booming event.

“We have got to build on what is an incredible event and make it better,” he told Mitchell.

“We are looking at that (the pit facility) now. It is an asset for the park throughout the year with local soccer and football clubs.

“We are thinking about it with experts looking at upgrading it or whether it needs something bigger than that.

“There is an expectation and a push to modernise the facilities all over the world with more people in the teams operating the garages.”

Not only is the Albert Park pit building under the microscope, but also the facilities at Phillip Island which have remained similar for a long period of time, while the track has received some modifications this year.

“At Phillip island I would like to see the

facilities for the fans riders and teams as good as they can possibly be,” he said.

Auld also revealed plans of making Thursday and Friday bigger events in themselves.

“When you have younger audience they are looking for entertainment and we are thinking about what can we do on a Thursday to get a bigger crowd,” he said.

“Do we do something on a Thursday night? There are a lot of options.

“Perhaps buy a ticket to the race then access a concert?”

MotoGP returns down under for the

29th Australian Motorcycle Grand Prix to be held at the famous Phillip Island Grand Prix Circuit this weekend.

Last year 40,197 fans watched Alex Rins ride Suzuki to victory on Sunday, while a total of 91,158 attended the first MotoGP race down under in three years.

Auld hopes to see a similar crowd to last year.

“We kick off Friday and there is an expectation of around 90,000 over the three days which is not insignificant and provides a big boost for the area,” Auld said.

“I have become a convert and the

championship is very close and for those that love the sport they will be in their droves.”

Auld went onto say the Australian Motorcycle Grand Prix has “untapped” potential.

“I think the MotoGP is an untapped opportunity for Victoria and a very important event for the region,” he said.

“It is just about making it as assessable as possible.

“There is a great atmosphere at the circuit and we have a great base for some exciting stuff in not just F1 but the MotoGP.” Thomas Miles

NO TYRE BUNDLES AT BEACH CHICANE FOR GOLD COAST 500 THE TRADITIONAL tyre bundles will not be seen at one of the Gold Coast 500’s trademark chicanes, having been replaced by sensors.

Tyre bundles have been a common sight at the Surfers Paradise street circuit throughout its existence since 1991, especially at the chicanes which dominate the shorter Supercars layout.

They have long been a hot topic of debate and were brought back in the firing line last year when five cars were wiped out from a sickening crash caused by James Golding striking a tyre bundle at the Beach Chicane.

All drivers were okay from the incident which blocked the track and brought out the red flag, but were quick to voice their concerns about bundles with Nick Percat stating its “disappointing we have a used tyre from a garbage bin and written off five cars” at the time.

Whilst some drivers backed bundles last year too, Supercars is desperate to avoid a similar incident and have removed bundles from the Beach Chicane following consultation with

leading drivers and Motorsport Australia.

In their place will be added sensors with one at turn two and four spread across turns seven to 10 on the Beach Chicane located in the middle of the back straight.

In addition to the increased sensors, the kerb strike information itself has received an upgrade with drivers and teams to be notified instantly if track limits have been breached.

Under the previous system the information would initially go to just the teams who would relay it onto the drivers.

There will be a solitary tyre bundle which will not depart its respective chicane however, with one still to be placed at turn one.

Last year the tyre at the opening left hander was moved back around 500mm after consultation with the drivers at last

year’s event.

After being received well, it will remain in the same position in 2023.

The introduction of sensors is not the first time Supercars have tried to move on from bundles.

Most infamously in 2011 tyre bundles were replaced by 800mm high floppy bollards, but they became so troublesome and disruptive they did not even last the entire weekend.

The race was interrupted on multiple occasions as cars regularly kicked them out of place, while the sensors in place 13 years ago also proved highly inconsistent.

The microscope will be on the new sensors to see if they will be up to the test as drivers will be pushing track limits to the nth degree across the penultimate weekend of the championship.

Brodie Kostecki possesses a 131-point lead over Shane van Gisbergen, who clean swept last year’s Gold Coast 500.

Round 11 of the 2023 Supercars season will be held on October 27-29.

LATEST NEWS

Damien Harris begins the defence of his Top Fuel crown.

RECORD-BREAKING FIELD FOR NDRC OPENER CARS TO ‘FLY’ AT THE BEND CARS ARE expected to ‘fly’ at the opening round of the National Drag Racing Championships thanks to the “phenomenal air” at the brand new Bend Dragway.

The new championship will not only start an exciting era for drag racing, but also for the state-of-the-art track, which is bringing the sport back to South Australia.

The drag strip is the latest element of the Bend Motorsport Park facility, which has hosted Supercars since 2018 and will welcome the Top Fuel Championship for the first time.

The man behind the exciting new track is general manager Steve Bettes, who said drivers will not only enjoy the track surface, but also the air above it.

“Adelaide’s reputation at this time of the year, where the ‘horsepower air’ of being so close to the sea level is phenomenal,” he told Auto Action.

“At the (September) Harley event it was

minus 250-feet relative altitude which means the air pressure is huge and naturally aspirated engines are going to fly.

“Even supercharged engines and nitro engines like the nice dense air and will perform strongly.”

Whilst wheels first graced the Bend Dragway last month at a Harley Davidson event, the opening NDRC round is the grand opening of the facility.

Bettes said it will be a special occasion for the venue that has high hopes to elevate the sport.

“Having four of the premier categories of the sport in Australia will be huge,” he said.

“I call (The Bend) the keystone of the sport.

“Adelaide has had problems there for a while, but this now provides a keystone back into drag racing in Australia.

“It will do a lot to rebuild it all again and make Australian drag racing great again, without a doubt.” Thomas Miles

THE LONG awaited opening round of the Top Fuel season in the National Drag Racing Championship will start with a bang.

The largest entry list in South Australian Drag Racing history is in place to ensure the new track and championship bursts into life in a memorable way.

Over 350 of Australia’s fastest cars and bikes have set the field for what will become South Australia’s best subscribed race meeting in over 50 years of competition.

Leading the way at the Spring Nationals will be the 11,000+hp flame-throwing Top Fuel machines, will be the opening round of the NDRC Top Doorslammer, Top Fuel Motorcycle, and Pro Stock Motorcycle.

Also competing is Aeroflow National Sportsman Championship, which brings hundreds of cars to the Bend.

Crowds of up to 15,000 are anticipated for the special Spring Nationals event.

All eyes will be on the Top Fuel Championship after the 2022/23 season produced a season-long tussle.

In the end it was Damien Harris who

emerged on top after a tense duel with Peter Xiberras, which went down to the wire at Darwin.

In addition to last year’s title contenders, former champions Phil Lamattina and Phil Read are determined to make a big impact on this occasion.

The Top Fuel field will also welcome a newcomer in Kyle Putland, who will race for Hydraulic Technical Solutions.

The man to catch in Top Doorslammer is Kelvin Lyle, who wrapped up last season with time to spare.

The likes of Daniel Gregorini and John Zappia will be looking to challenge him for the title this season.

There will be another big fight on two wheels for the Top Fuel Motorcycle title.

Last year Rob Cassar was the fastest last season and secured the triumph in style, winning the Nitro Up North finale after facing off with Benny Stevens.

These are just some of the names to watch when the Spring Nationals fire up this weekend ... Thomas Miles

XIBERRAS READY TO RACE INTO NEW ERA AFTER COMING close to the crown last season, Peter Xiberras (pictured) is determined to bring the Top Fuel championship trophy back to PremiAir Racing.

Xiberras will be one of the biggest stars on show when the Spring Nationals ignites the National Drag Racing Championships at The Bend Dragway this weekend.

The former champion has winning form, driving the PremiAir Racing car to victory lane in the last Top Fuel event at Darwin.

Having tasted the ultimate success in 2021 and 2022, Xiberras wants to be the first in the new NDRC era.

“Last year we came a close second – the hunger and the fire is still there so hopefully we can go one better,” the Supercars team owner told Auto Action at the recent Bathurst 1000.

“We have had a massive off-season and have a very clear plan on how we are going to tackle the new season.

“We want that third championship, and for that to also be the inaugural NDRC title for Top Fuel would be pretty rewarding as well.”

Xiberras has enjoyed an early look at The Bend Dragway,

WHATS ON: NOVEMBER CALENDAR

THE NATION'S

ACTION TRACK! WINTONRACEWAY.COM.AU

VICTORIA MOTOR RACING CHAMPIONSHIP ROUND 5 17th-19th November - ENTER NOW! wintonraceway.com.au/vmrc

SCAN ME

1st

Trackschool Open Pit Lane - BOOK NOW!

3rd

Winton Test & Tune - BOOK NOW!

4th

Pedders No Bull Sprints Round 5 - ENTER NOW!

5th

BAC Members Day / Benalla Festival Event

6th

Private Hire

9th

Ocenia Cup

10th

Winton Test & Tune - BOOK NOW!

PEDDERS NO BULL SPRINT SERIES ROUND 5

11th

Track For Days

12th

MSCA VIC Supersprint

4th November - ENTER NOW! wintonraceway.com.au/events

13th

Private Hire

14th

Winton Racecar Test Day - BOOK NOW!

17th-19th

VMRC Round 5 - ENTER NOW!

20th

Trackschool Open Pit Lane - BOOK NOW!

28th

Trackschool Track Day - BOOK NOW!

VENUE HIRE Winton Raceway is available for hire 7 days a week for private track hire, car clubs and events, vehicle testing and more. Enquiries: (03) 5760 7100

18 I www.autoaction.com.au

touring the facility in August and he is eager to race in a level playing field.

“It is a new track – none of us have been there,” he said.

“It is a magnificent facility so we are really looking forward to taking it on.

“Hopefully we can start the season in a positive way with some good results.”

Being a veteran of the sport, Xiberras believes the advent of the NDRC has breathed new life into the sport.

“Drag racing is heading into a new era,” he said.

“There seems to be a lot of excitement with new tracks like the Bend and upgrades at Willowbank.

“We are racing at the four best tracks in the country and hopefully there will be good numbers to put on a great show for the fans.” Thomas Miles

INTERNATIONAL AUSSIES

WILLIAMS WINS DOUBLE GT WCE TITLE LACEY GETS BREAKTHROUGH F4US WIN AUSSIE YOUNG-gun Jesse Lacey (leading, above) could hardly contain his excitement as he celebrated a breakthrough F4US victory at Virginia last weekend.

Having come close to the top step for Crosslink Kiwi Motorsport with two poles and four podiums throughout the season, Lacey finally took the chequered flag in Race 15 in the southern US state.

After the Melbourne teenager finished 12th in Race 1 before a crash in Race 2 relegated him to P16, it broke his season long streak of top 10 results.

But The 16-year-old started on pole after beating Augusto Soto-Schirripa by twotenths to fastest lap honours in Race 2 and enjoyed a fast start in the closer.

Lacey led the field into Turn 1 and sprinted away from the pack, building a 3.269s gap within the opening lap.

Lacey held his nerve in a tense run home to edge out Kekai Hauanio by just four-tenths of a second, admitting it got a little close for comfort towards the finish, but he was elated to get a maiden overseas win.

“I had a good start and my main goal was just to try to keep the gap and make as few mistakes as possible,” he said.

“It was getting quite close at the end, but I was lucky that I was able to hold them off.”

The win is a boost for Lacey’s championship campaign, moving him to fifth with 120 points.

He is still within striking distance of second with Michael Costello and Titus Sherlock tied on 142 points.

Lacey will be hunting more trophies in the season finale at F1’s Circuit of the Americas on November 2-4.

Thomas Miles

Calan Williams – headed for the championship title. Images: MOTORSPORT IMAGES CALAN WILLIAMS has capped off a fantastic debut season in the GT World Challenge Europe by taking out the double title at Zandvoort in the Gold class of the GT World Challenge Europe.

The former F2 racer turned WRT BMW GT3 racer claimed not only the Sprint Cup title with a resounding finish to the finish, but also the overall Gold Cup drivers title alongside German youngster Niklas Krutten.

Racing across both the Endurance and Sprint Cup in 2023, Williams fared well in the long format with some big podiums, but he and Krutten fared even better in the shorter format.

They guided their #30 BMW M4 GT3 to four wins across 10 races to take the title in the last round Zandvoort showdown against Audi pair Alberto Di Folco/Aurélien Panis.

Not only did they come from behind to

clinch the title, but they did it with the first overall podium from a Gold Class car all season, finishing first in class in Race 2 and third outright.

“An amazing weekend and an amazing way to finish the season, with an overall podium, a third class win and double title,” Williams said.

“It was an incredible and difficult weekend, because the weather kept changing all the time. We had a lot of ground to make up coming here, but we gave absolutely everything we’ve got and managed to come back.

“Today it was also special because of the overall result, and to bring home the two titles after being on the back foot is just amazing. I’m really happy and I can’t thank everyone in the team.”

The pair actually took out Race 1 but

a Safety Car infringement to Krutten in his opening stint saw the pair stripped of the win to finish third in class after the 5s penalty was applied.

After the penalty, Williams and Krutten were also 1.5 points in arrears of the #9 Audi.

Williams then monstered the qualifying on Sunday morning, taking outright fourth for the class pole, only 0.557s off the Pro class Ferrari 296 GT3, with the title leading Audi pair only managing 23rd on the grid.

In a race that finished in wet conditions, Williams took the opening stint and put the #30 BMW into third place before a safety car ran into the driver change window, with Krutten going out with wet rubber to bring the team home for a resounding outright podium to finish the year in style.

TW Neal

LOVE COMPLETES GT SPRINT SWEEP FOR AUSSIES THE LAST GT World Challenge Europe Sprint Cup round in Zandvoort proved a big day for the Aussie drivers, with Jordan Love (right) also claiming a standalone Silver Class title in the Sprint Cup. The Junior Mercedes AMG Factory Driver took on shorter format racing for the first time in a number of years for the Haupt Racing Team and, like Calan Williams, finished the year off in style.

Love also had his regular British partner Frank Bird back after missing two rounds following the passing of his father, with the pair having a single point to chase down to claim the Drivers and Teams title.

“I’m over the moon, it’s been a year of ups and downs but overall full of good results,” Love said. “It’s as much Frank’s overall win as it is mine. Thanks to him and also to the whole team for what they have done this year.”

autoactionmag

Auto_Action

Bird finished fourth in the drivers points after missing the rounds, with Love taking important points with super-sub Alain Valente by his side in Hockenheim and Spain, with the #77 Mercedes AMG GT3 car taking four

autoactionmag

autoactionmag

wins all up, Bird involved in three of those.

Things didn’t start so smoothly for the team after their direct competitors, Alex Aka/Lorenzo Patrese in the #99 Audi R8, qualified six spots ahead of them for Race 1.

A huge drive in the wet for Love in the first stint saw him catapult up the grid, handing the car to Bird as class leader. Bird sealed the win with the #77 going from P16 to sixth by race’s end.

Heading into qualifying with the race lead, they flipped things from the first race, with Bird qualifying the Mercedes four spots ahead of the #99 to start in outright fifth.

After Bird started the race, he handed the car over to Love under the Safety Car window, with the Aussie guiding it home in outright sixth and a fourth class win of the season, whilst their title challengers struggled in the wet conditions to finish a lowly 25.

Love ended up with a 17-point cushion at the top of the standings over Patrese and Aka, capping off a year which also included a class podium at the Nurburgring 24, as well as securing a Junior Factory seat for AMG. TW Neal

www.autoaction.com.au I 19

JOHN SIDNEY RACING OFFERS FOR SALE ENGINE BUILDING AND TUNING EQUIPMENT ALONG WITH PREMIUM INDUSTRIAL PROPERTY THIS PROPERTY AND EQUIPMENT WOULD SUIT A MOTORSPORT APPLICATION

19 TREFOREST DRIVE, CLAYTON, VIC 3168 WAREHOUSE, FACTORY & INDUSTRIAL Located in Clayton Victoria the business and property is offered for sale, along with significant machinery and equipment required in the building and servicing of race engines.

FEATURES INCLUDE: • CONTROL ROOM AND HIGHLY SPECIALISED DYNO FACILITY • RARE SPECIAL PURPOSE MECHANICAL ENGINE RECONDITIONING EQUIPMENT • CLEAN PRECISION ENGINEERING WORKSHOP Owner occupied since new, this is an opportunity to acquire one of the most interesting automotive industrial premises seen in the market in many years.

Built and occupied by John Sidney Racing, with a steep and decorated car racing history, this site has housed and been involved in the manufacturing of both successful and innovative motor racing machinery for decades and remains one of the most highly regarded operations of its kind in Australia.

The roof has been completely replaced and the factory area features numerous 3 phase outlets, airlines, and is both heated and cooled.

Whether you wish to continue to run a successful automotive shop, or are simply looking for a suitable premises to house your personal collection, this property is well worth your inspection.

An opportunity to secure some highly specialised rare industry equipment & machinery sourced from around the world exists with this sale. More information available upon request.

TO VIEW FULL DETAILS OF THE PROPERTY FOR SALE VISIT THE LINK BELOW www.realcommercial.com.au/for-sale/property-19-treforest-drive-clayton-vic-3168-504438204 For further information call or email Matt O’Dea 0448 566 566 • matt.odea@faceyproperty.com.au

Despite the race itself being a non-classic, it was great to see Richie Stanaway on the top step of the podium.

Image: MARK HORSBURG-EDGE PHOTOGRAPHICS

NOT SUCH A BATHURST CLASSIC AA’S COLUMNIST HIGHLIGHTS HOW THE DUD BATHURST 1000 COULD HURT SUPERCARS

THEY CAN’T all be classics, I know. It’s just that the 2023 Repco Bathurst 1000 needed to be one. I watched all day waiting for it to come alive. As you know, it never did. Like most others, I found it boring.

I’ve religiously watched the Great Race since 1975 and was never so disengaged as I was last Sunday week. Brocky might have won the 1979 event by six laps, yet that year’s race was far from mundane due to drama aplenty, class battles, marque/model variety behind #05.

I encouraged my two sons, aged 21 and 18, to watch this year’s race start. They stuck it out for 25 minutes, when absolutely nothing of note happened for the first 11 laps, before leaving the couch. They didn’t return. Don’t blame them. I can’t remember any on-track top-three battles at any stage.

For once my pre-race prophecy of “I don’t know what the racing gods have in store for us; I just know it’s something we’ve never seen before” was wrong. There

autoactionmag

Auto_Action

was little of anything to be seen.

It was like one long Carrera Cup race with pitstops and a strungout field.

The dud race came at a bad time for Supercars, as it attempts to sell its new Gen3 era and retain the Holden hordes, making them Chev supporters. At least Supercars got the result it wanted to keep the GM supporters happy, if not entertained.

True, a bumper crowd rocked up and a reasonable peak television audience tuned in. There are no guarantees, however, folk will keep returning.

There are just so many demands on people’s time these days and other entertainment distractions.

Professional sports compete against each other and a plethora of other screen platforms. What was served up on October 8 was simply not good enough. The Bathurst 1000 was especially deflating after two dramatic, down-to-the-wire AFL and NRL grand finals the previous weekend.

This year’s boring, lop-sided 1000 will come back to haunt Supercars one way or another.

Gen3 needed to put on a good, competitive show at its first race on the biggest stage, as Supercars faces an existential

autoactionmag

autoactionmag

with Luke West

REVVED UP crisis in coming years. If TV audiences fall so will the size of team and category sponsorships.

Then there are the negotiations that begin in 2024 for the next television rights deals. Supercars is three years into the current five-year arrangement. Will Supercars collect more or less money from the next rights deal, do you reckon?

The category’s convoluted leadership has failed the sport badly, so too the Chev teams who put short-term self-interest ahead of technical parity. Anyone with half a brain could see the Mustang couldn’t match the Camaro for pace. They should ask themselves how their teams would fare if Ford was to exit along with a sizeable slab of the fan-base. The winning Camaro won by 20 seconds, from another Camaro that was not 100% healthy, nor at peak performance.

It’s time for some powerbrokers to step outside the Supercars bubble and sniff the air. And

act before it’s too late. This pro-GM madness has to stop.

Commodores and Camaros have now won 12 of the last 15 Bathurst 1000s and 23 of the 31 events in the ‘Supercars’ era. Talk about playing favourites.

I’ll climb down from my soapbox now to roll out some random observations. Firstly, my heart sunk when Kevin Estre buried the Grove Mustang in the kittylitter, for fear teams will avoid international co-drivers now. Oh Kev, all that Sandown good work undone.

I stumbled upon www.thebpillar. com’s Bathurst driver analysis online and it made for fascinating reading, especially co-driver performance. The B Pillar averaged the fastest 50 percent of laps by each driver which revealed Erebus’s David Russell topped the ‘sidekicks’ with an average lap of 2:08.717, from race winner Richie Stanaway and Jamie Whincup. Rounding out the fastest 10 co-drivers were

Tony D’Alberto, Kevin Estre, Garth Tander, Zane Goddard, Jaxon Evans (paired with Jack Smith), Jayden Ojeda and Leroy Holdsworth. Of the main drivers, Shane van Gisbergen had the fastest average lap, from Broc Feeney, Brodie Kostecki, Will Brown and James Golding. Chaz Mostert topped the Ford driver class, in sixth overall.

Stanaway certainly took the long road in becoming the Great Race’s 75th winning driver, having first raced in Australia in 2008 in Formula Ford, aged 16, when I was the national championship’s trackside commentator. I made a point of catching up with each driver at least once a weekend and I always found Stanaway quiet but personable off-track, a stark contrast to the teenager’s then firebrand style upon it, where he had the shortest of fuses. It’s very satisfying to see him reach the pinnacle here.

Well done to the likes of Boost chief Peter Adderton, Murph and SVG for looking out for him in his quest to rebuild. It’s quite the redemption story, with more chapters to be written. We will also follow his full-time return in 2024 with much interest. This is what sport should be about, not playing favourites and political infighting.

www.autoaction.com.au I 21

LETTERS TO THE EDITOR PUBLISHER

Bruce Williams bruce@autoaction.com.au 0418 349 555

Email: letters@autoaction.com.au Postal: Suite 4/156 Drummond Street.

Oakleigh Victoria 3166

EDITORIAL DIRECTOR Bruce Williams STAFF JOURNALIST Timothy W. Neal STAFF JOURNALIST Thomas Miles NEWS EDITOR Andrew Clarke FEATURES WRITER Paul Gover SENIOR ART DIRECTOR/PRODUCTION Caroline Garde NATIONAL EDITOR Thomas Miles HISTORICS EDITOR Mark Bisset SPEEDWAY REPORTER Paris Charles ONLINE EDITOR

CONTRIBUTING WRITERS AUSTRALIA Josh Nevett, Dan McCarthy, Bruce Newton, Mark Bisset, Geoffrey Harris, Bruce Moxon, Gary Hill, Craig O’Brien, Ray Oliver, Martin Agatyn, Reese Mautone.

David Batchelor, John Lemm, Pete Trapnell , Toby Cooper FORMULA 1 Luis Vasconelos US CORRESPONDENT Mike Brudenell PHOTOGRAPHERS AUSTRALIA Mark Horsburgh-Edge Photography, Peter Norton-Epic Sports Photography, Ross Gibb Photography, Daniel Kalisz, Mick Oliver-MTR Images, Rebecca Hind-REVVED, David Batchelor, Randall Kilner, Richard Hathaway, Bruce Moxon, Ray Ritter, Ray Oliver, autopics.com.au Roy Meuronen Photography, Angryman Photography, Riccardo Benvenuti, Matthew Bissett-MJB Photography, Phil Wisewould Photography.

Geoff Colson - Colson Photography INTERNATIONAL

Motorsport Images

ADVERTISING MANAGER Bruce Williams All Advertising inquiries bruce@autoaction.com.au 0418 349 555 Editorial contributions may be sent to Auto Action. No responsibility will be accepted for their safety. If you require the return of any sent item or items, please attach a separate, stamped and fully addressed envelope.

Auto Action is published by Action Media Partners ABN number 62976094459 Suite 4/156 Drummond Street Oakleigh Victoria 3166 Phone: 03 9563 2107 The trademark Auto Action is the sole property of Action Media Partners The website www.autoaction.com.au and associated social media platforms are wholly owned by Action Media Partners.

All rights reserved No part of this magazine’s content may be reproduced, retransmitted or rebroadcast without the express written permission of the Publisher and Action Media Partners.

Printed by ive Group Distributed by ARE Direct Retail Distribution Australia

AUTO ACTION WEBSITE

For more of the latest motorsport news, reviews and features, PLUS additional breaking news.

Go to autoaction.com.au or scan below

SOCIAL DISCOURSE AS USUAL THE AUTO ACTION SOCIAL CHANNELS WERE HUMMING WITH OPINIONS ACROSS A MEGA BATHURST 1000 WEEKEND WHERE OSCAR PIASTRI ALSO STOLE THE SHOW IN QATAR.

KIWIS CONQUER THE MOUNTAIN AA’s readers were less than impressed with the 2023 Bathurst 1000 and want changes ... Image: MARK HORSBURGH

ASK FANS WHAT THEY WANT, DON’T DICTATE

HERE’S A challenge for Supercars: Ask the fans what they want instead of telling us what we want. I will start the ball rolling with my wish list to keep me going to race meetings.

1. PARITY - no trigger points.

Admit you got it wrong, pay some smart people and make it right (if 888 don’t want to race equal cars tell them to take their bat and ball and go home).

2, More races per year in Australia and New Zealand.

3, Bigger fields - 30-plus cars and, just to add some excitement, more cars than spots and a need to qualify to get in the 30 or go home early.

4. Minimum driver standard (ability) - if you haven’t improved by the end of the first year go back to the development series.

5, Bullet-proof cars. Testing of parts on the racetrack is not the way to go.

Peter Warburton Huntly, Victoria

PLEASE, PLEASE, CRANK UP THE SHOW ME AGAIN. You published my letter last edition about how we needed a great Bathurst 1000 this year to get Supercars on track and heading in the right direction.

(SEASON’S SUCCESS RIDES ON BATHURST).

Well, I’m sorry to say, what I saw was a Not-So-Great Race.

Something has to be done to inject some spark into the racing.

I don’t pretend to have the answer, but there are people in that Supercars organisation, who must be being paid good money, and the product they’re producing – the ‘racing’ – is not up to the mark.

TCR has been a miserable flop.

It’s a pity to have to say that, but it has to be said.

Might Trans Am be a better thing for us who like big horny V8s as an alternative to Gen3? The Trans

22 I www.autoaction.com.au

Ams are terrific but might need a tweak to carry more fuel for longer races and perhaps on the safety front. But is that worth looking at?

My other sport is rugby league and it never fails to entertain.

I want the same when I watch racing.

Steve Wilson Wollongong, NSW

COME ON, GIVE THE FORDS A BREAK AT LAST

NOW THAT Camaro have won the team championship, the driver championship and the enduros, along with all but two of this year’s races, can something change?

As a Ford supporter I have watched the demise of the Ford in this form of racing.

It was only a few years ago that the Mustang was developed to win races under Penske.

Adjustments were made to even up the racing between the then ZB Commodore and Mustang.

Since those adjustments were completed Ford fans have watched the dominance of the ZB and now the Camaro. With only a couple races to go in the ‘Camaro Cup’ season, can Supercars and the Camaro teams allow the Mustang some adjustments that Ford have identified through data they have to hopefully win another race this year to give them belief for next year.

Just maybe, if they can put pressure on the podium, Brodie and Giz may have a tougher fight for a championship win.

Nomadic Phil Travelling home from Bathurst

HAVE A SECOND BIG EVENT AT ALBERT PARK MELBOURNE’S ALBERT Park is one of the world’s best locations for major international motorsport, as has been shown by it being home to the Australian Grand Prix.

It is a very centralised location, easy to get to by public transport and is very close to Melbourne’s CBD and hotel accommodation.

So why not have a second annual

major motorsport event there in November?

It could be an IndyCar round or a Melbourne 500 Supercars event.

For many years there was an IndyCar round at the Gold Coast and the IndyCar governing body and the teams have made no secret of their desire to return to Australia.

So why not at Albert Park?

The teams could use the same pit garages as the Formula One teams and maybe the Supercars could participate in this event like they do in the Australian GP - an Albert Park 400?

A Melbourne IndyCar round in November could use the same grandstands and corporate facilities as the GP. To help with the staging costs for the GP and an IndyCar round why not have permanent concrete barriers around the circuit except on Lakeside Drive?

Another option for a second major motorsport activity at Albert Park is to have a Melbourne 500 Supercars event.

As we have seen with the Adelaide 500, Newcastle 500, Gold Coast 500 and the Townsville 500, these events are very popular with Australian motorsport fans and attract very large crowds, so why not have an annual Melbourne 500 at Albert Park?

It could have the highest crowd attendance of all Supercars rounds.

A second major annual motorsport event at Albert Park could easily become a reality if the Victorian government changed legislation to allow it.

It would be great for Victoria and even greater for Australian motorsport overall.

Malcolm Webster Boronia, Victoria Publisher’s note: Good luck with all that, Malcolm. It ain’t gonna happen.

We’re lucky to be able to have access to Albert Park once a year. Residents and the state government would never entertain the idea of a second event and the disruption it would bring in the park.

Frank Callister NICE DRIVE from Richie.

He has shown he has what it takes to be in the driver’s seat at any team.

Steven Bayliss WHAT EVER team you follow, it was good to see Richie back at the top. The guy has had some struggles in the past, hopefully he will go on with it next year.

Arries Barath SVG HAS proved he is one of the best drivers on the grid again. His determination and skills are on another level.

PIASTRI ON FIRE IN QATAR

Jason Wilson SIX MONTHS in and he is beating his teammate, who still has not won a race! He will win a Grand Prix soon.

Ian Ross THAT WAS a brilliant drive from Oscar, well done. Very calm under pressure.

SPORTS SEDANS TAKE ON THE MOUNTAIN

Jim Hodge THESE CARS have rekindled my interest in racing this weekend. It is so nice to see some different body shapes on track.

Greame Rugers THIS REMINDED me of the good old days of Brock in the Monza, Jim Richards in the Big M Falcon, Tony Edmonton in the Alfa and Frank Gardner in the Corsair along with a huge range of strong, fast cars.

Alex Vella IT IS the premier category, better than Supercars. Faster, better looking and sound better.

AutoActionMag

autoactionmag

Auto_Action

AutoActionMag

Up against the parity handicap, a podium for DJR was a superb effort. Image: MARK HORSBURGH

THE GREAT DIVIDE THE VIEW AT BATHURST IN 2023 DEPENDED ENTIRELY ON WHERE YOU WERE STANDING ...

THE FANS at Bathurst could not have been happier.

They got great weather, great looking Gen3 cars, great access to their heroes, and another Great Race with plenty of hoopla and celebration.

The race itself was a big ‘meh’, but you cannot have everything.

Inside the pitlane, though, everybody wanted everything.

So the mood was grumpy and picky, and even the winning team suffered from sniping between the two sides of the garage as the dreaded ‘double-stack’ came into play on race day.

Things got snarly from the getgo thanks to another parity stoush, complaints about the soft Dunlop tyres, worries about the reliability of the Gen3 racers, uncertainty

with Paul Gover

THE PG PERSPECTIVE over the 2024 calendar – including a potential return trip to the sandpit for the Qatar Grand Prix – and all the rest of it.

That included the single wrong word in the performance of the national anthem.

But mostly, the bad feeling was created by a race which promised to have an outright winner and another winner – of the Camaro Cup. “A Ford Mustang cannot win this race,” Ryan Walkinshaw told me, early in the week. He was not being emotional, or feisty, or grumpy. Just honest.

Walkinshaw even hosted a non-partisan dinner for all the key players in Supercars in the run-up to the race. No stories leaked,

but seating Supercars’ boss Barclay Nettlefold alongside Ford Australia’s president Andrew Birkic must have created some fun.

The negative thinking around parity coloured the pitlane from the opening practice session, when the Mustang runners proved they had one-lap pace but not enough go to go for the long run.

Some Fordsters accused the Camaro crews of ’sand-bagging’, running heavy on fuel and light on commitment so their true lap-time potential was disguised.

There were even accusations – truly – that Erebus had found a way to cheat, because they were the red-team’s pacesetters. Again.

Yet Erebus was the only Chevrolet team that was

happy to have the Mustangs updated with aero parts which were already made and on standby in the back of the pits.

Aaargh ... It was easy to get bogged down in all the negativity.

But there was an antidote, and all it took was a 30-metre walk out of the pitlane and into the paddock.

It was a couple of seconds to change the whole complexion of Bathurst ’23.

The enthusiasm of the fans was contagious.

Even better was a trip over the pedestrian bridge across Pit Straight to the heart of fanland, or a run up The Mountain to the throbbing heartland of Australian motorsport. Some of the drivers paid a visit to the fans and Birkic also made a personal pilgrimage to The Mountain to take the pulse of the Supercars.

He was, apparently, impressed.

The fans don’t get enough credit for their passion and their understanding of Supercars racing

and motorsport in general.

They can read between the lines.

Do they care about the mismatch of the Gen3 racers?

Yes, they care passionately.

The people who were most upset about the disparity between the Camaro and Mustang – based on my chats – were in the red camp They wanted to see a race, not a procession despite their support for the Chevrolet racers.

For the fans in the stands, and up on the Mountain, season 2023 has been a write-off for real racing. It will be interesting to see if Brodie Kostecki can avoid being run down from behind by Broc Feeney or Shane van Gisbergen, but the best of the Mustang runners is Chaz Mostert – fifth on the points’ table.

Now the fans, and almost everyone inside the Supercars pitlane, is looking ahead to the proper parity testing which should have been done before the cars rolled out to race in Newcastle.

It cannot come soon enough.

SVEN BURCHARTZ LIVES MOTORSPORTS LAWYER AND PARTNER

Know your position.

sburchartz@kkilawyers.com.au • Teams • Series owners • Manufacturers

T +613 8825 4800 kkilawyers.com.au

autoactionmag

Auto_Action

autoactionmag

autoactionmag

www.autoaction.com.au I 23

FORMULA 1 NEWS – LUIS VASCONCELOS

HORNER ADMITS CONCERN BUT VOWS TO SUPPORT PÉREZ SERGIO PEREZ’S Dismal performance in Qatar, finishing 10th – more than 75 seconds behind team mate Max Verstappen – highlighted the driver problem Red Bull has to contend with at the moment.

The Mexican was lucky that Lewis Hamilton went off right at the start of the race, otherwise his gap to the Mercedes driver in the championship would have shrunk to around 10 points.

At the end of the race, Red Bull’s Christian Horner admitted his concern with the pattern of recent poor performances from his driver, explaining that, “we really need to sit down with Checo, because we know what he’s capable of and he’s not hitting that form at the moment. We desperately need him to find that form to keep this second place in the championship. So, it was frustrating that he’s only come out of the weekend with one point and, even starting from the back of the grid, I think there was an opportunity to score heavily today or decently. But we’ll support him on as much as we can because there’s the triple header coming up.”

For the British manager, Pérez’s

problems come from losing confidence, admitting that, “when you get into a bit of a spiral like that, the two things become intertwined. And I think you just need to sometimes sort of take your foot off, put it on the floor, stop the merry go round and just go back to basics. And that’s what we’ll do. We all know what Checo is capable of and we want to support him to get back into a position where even as near ago as Monza, he was finishing in second place to Max.” While Helmut Marko prefers to be tough with his drivers to try and get the most out of them, Horner admits that showing support, “has traditionally that’s been the best way of supporting Checo. We’re fully behind him and we know what he’s capable of. So that’s the form that we want to find.”

But the man who’s been leading Red Bull for the last 19 years admits that pressure is getting to his second driver: “He’s probably putting that pressure on himself. And the most important thing for us is winning both the championships. We’ve done that.

And then, what’s the next best thing after that, would be to have both your drivers first and second. You can see

Perez is spending way too much time back in the pack ...

Images: MOTORSPORT IMAGES

24 I www.autoaction.com.au

Mercedes have a pair, McLaren have a pair, Ferrari have a pair, that are quite tight between the respective drivers.

And I think we’ve had that at the earlier point in the year. But as the season has gone on, it’s become more variant and we just need to get Checo back to the best form that he’s capable of ... Sport at the highest echelon is always a mental game as much as a physical game. And I think that Checo mentioned that he’s working with a coach in that area. And I think that’s what we need to unlock with him to give him his confidence.”

With questions being asked about Pérez’s continuity in the team for 2024, in spite of having a contract, Horner preferred to sidestep the question, saying, again, that “the frustration is that we know what Checo has been capable of doing. And, of course, last year and this year, he’s contributed significantly to the constructors championship. We desperately want him to find that form and as a team, we need him to. We can’t afford to have a big split, because if, as you would expect, the grid continues to concertina next year we need both drivers delivering at the top of the game.” LV

DI MEO, FAMIN VOW STABILITY FOR ALPINE’S FUTURE

THE ALPINE Formula 1 team is likely to go into 2024 without major changes being made to its structure, after both the Renault’s CEO, Luca di Meo, and interim Team Principal Bruno Famin (above) hinted that stability is what the French team needs as the goal to become a title challenger seems to have been moved to 2026.

The first hint the famous “winning within 100 Grands Prix” project, that former CEO Laurent Rossi had imposed on the team, is no longer in place came when Famin said in an interview with Portugal’s Sport TV that “we are no longer seeking any opportunity to get equalisation on the Power Unit front and we decided to fully focus the resources we have in Viry-Châtillon on the project for the 2026 Power Unit. Everyone has started that project from scratch, so we have to do a better job than our rivals to have the most competitive Power Units of the new generation.”

Criticising some of its rivals, Famin admitted that, “when the new regulations were agreed, there was a gentleman’s agreement that if one of the manufacturers would fall behind the deadline for freezing the development, it would be given the means to get an equalisation of its performance. It’s now clear that gentleman’s agreement was just words with no real meaning for some companies, so, even if the FIA supports us, we have abandoned the plans as some other manufacturers simply didn’t want to follow through with what they had agreed.”

Last week, after the Japanese Grand Prix that ended with a furious Pierre Gasly bashing the team’s decision to swap positions on the last lap, di Meo was both in Viry-Châtillon and Enstone to address the entire work force and urge the two sides of the operation to work together, explaining that “the Hundred Years War finished a long time ago”, to insist that “we must work as one team, being completely open with one another.”

The fact di Meo went to the UK factory is remarkable, as the Italian has hardly ever visited the Enstone factory since he took control of the Renault Group, which seems to be part of his push to give more power to Famin. The veteran Frenchman was initially promoted to Team Principal on an interim basis, as the plan was to hire Mattia Binotto to replace Otmar Szafnauer once his gardening leave from Ferrari ended – next December 2 – but the Italian’s insistence he’d only accept the job if he could also be Technical Director has cooled the negotiations, so now it’s believed Famin will remain in charge until the end of 2025 before reaching the age of retirement and finding a successor that will lead Alpine during the 2026-2030 period.

As for the technical department, Matt Harman remains in change of the project for next year’s A524 and while Famin is trying to hire some young talent to reinforce the team, the British engineer is expected to remain as the leader of this department for the foreseeable future. LV

Pirelli’s media conference at Qatar confirmed a tyre rule change for the GP after tyre issues emerged due to a new kerb design.

Image: MOTORSPORT IMAGES

FIA’S APPROACH GIVES POSITIVE SIGNS FOR F1 THE WAY the FIA worked together with Pirelli and the Qatar Grand Prix promoters showed that things have changed for the better in the way the Federation looks after Formula 1 – in stark contrast with what happened under Mohammed Ben Sulayem’s most recent predecessors.

In Lusail, faced with a crisis that had similarities with the Indianapolis 2005 fiasco, the FIA was proactive, found a couple of solutions that allowed the rest of the weekend to go ahead as scheduled, accommodated Pirelli’s needs and also send a very clear message to the circuits where it has become a nightmare to police track limits infractions – find a solution or lose your Grand Prix in 2024!

I know the FIA president’s style has rubbed a lot of important Formula 1 people the wrong way and it can be argued he could be more selective in his public statements, but there’s no doubt that putting in place a professional structure to lead

autoactionmag

Auto_Action

with Luis Vasconcelos

F1 INSIDER the most valuable motorsport competition in the world has really paid off.

While Ben Sulayem was in Qatar, it was up to the FIA Sporting Director, Steve Nielsen, and the Federation’s Technical Director, Nikolas Tombazis, to find a solution to the problems raised by the Pirelli tyres suffering structural damage after repeated contact with the 50 centimetre-wide, pyramidshaped kerbs that were installed in Lusail, as a reaction to the issues that had affected the Italian tyres back in 2021 – only making it worse!

Yes, it was the Federation that homologated the circuit, so one can say the people in charge

autoactionmag

autoactionmag

of overseeing the work done in Qatar hadn’t done their job properly. But the reaction to the problem showed that the FIA takes not only safety but also the reputation of the sport seriously.

Obviously, with the confirmation Pirelli will remain the sports’ sole supplier until the end of 2027 just a few days away, it would have been terrible to cancel the Qatar Grand Prix claiming the tyres were not safe – but unlike what we lived through 18 years ago at Indianapolis, things were dealt efficiently, in the best interests of the sport and without damaging anyone’s reputation.

For the younger fans, a brief explanation: back in 2005,

Michelin supplied tyres to seven teams with the remaining three running on Bridgestone rubber.

By Friday night it was clear the French tyres couldn’t withstand the speed at which the cars were going through the last, fast, banked, corner, and as they found no remedy on early on Saturday, Michelin warned the teams, Bernie Ecclestone and the FIA about their problem.

In fairness to Ecclestone, together with the teams and the race promoter, they did all they could to save the race, offering a number of alternatives that the then president of the FIA, Max Mosley, turned down.

Working from home, Mosley blocked every single attempt to find a solution, insisted that it was legally impossible to do anything and got what he wanted, as only six cars took the start, and the 14 Michelin-shod cars were parked in the pits at the end of the formation lap.

You see, less than two years earlier the French had the audacity to hint Max Mosley

was openly favoring Michael Schumacher, Ferrari and Bridgestone when he suddenly changed the tyre rules close to the end of the 2003, thus hindering Kimi Raikkonen and Juan Pablo Montoya’s chances of winning the title. Which, in fairness, was completely true – but led to Mosley exerting one of his many personal vendettas, as he later did with Ron Dennis and Flavio Briatore.

These days, Ben Sulayem’s battle seems to be to reassert the FIA’s authority over Formula 1 as, during Jean Todt’s tenure, the Federation became invisible in Grand Prix racing, handing all the power to the Commercial Rights Owner. And he did, together with the personnel he has recently hired to look after the sport, a great service to the sport, to Pirelli, to the Qatari promoters and to the Commercial Rights Owner.

Yes, that’s his job – I know – but how refreshing and encouraging to see someone do his job just for the sake of it…

www.autoaction.com.au I 25

FORMULA 1 NEWS – LUIS VASCONCELOS

DRIVERS COMPLAIN RACING IN QATAR “WAS LIKE TORTURE …”

THE EXTREME heat and humidity that marked the Qatar Grand Prix left most drivers completely dehydrated at the end of the race, with veteran Valtteri Bottas, admitting that “inside the car it was like torture!” The Finn, who’s one of the fittest drivers in the field and uses saunas frequently during his preparations, explained that “the temperature in the cockpit started to be almost too much.

I think it’s getting to the limit and someone is going to have a heat stroke. Any hotter than this would be, I would say, not safe.”

With Logan Sargeant retiring through pure exhaustion, also a consequence of arriving in Qatar with flu symptoms early in the week, it was clear the situation was getting out of control. Lance Stroll walked straight into an ambulance as he was helped out of his Aston Martin at the end of the race, complaining, “I had blurred vision with 20 to go and I couldn’t see where I was going because I was almost passing out, fading in and out of it.”

The exhaustion of the top three finishers was visible immediately after the end of the race, Verstappen, Piastri and Norris sitting or even laying on the floor for as long as they could and only standing for interviews or the podium ceremony. All three admitted the race was quite tough, with the World Champion quick to explain that fitness was not the issue: “It has nothing to do with more training or whatever. I think some of the guys who were struggling today are extremely fit, probably even fitter than me, but just the whole day

it’s like you’re walking around in a sauna and, also, then in the night the humidity goes up.

I think it’s also quite on the limit of what is what should be allowed. So there are a few things to look at. But this was definitely way too hot.”

Oscar Piastri added that, “I think it was a combination of a lot of things, the humidity as well – having three stops meant we’re pushing flat out. And just the nature of the track, you know ... there are a lot of highspeed corners, that just sort of naturally take their toll. Definitely the hardest race I’ve done.”

The more experienced Lando Norris was also quite tired and admitted that “I think today we probably found the limit. I think it’s sad we had to find it this way. It’s never a nice situation to be in ... you know, some people ending up in the medical centre or passing out, things like that. So, pretty dangerous thing to have going on. But it’s not a point where you can just say the drivers need to train more or do any of that, you know. We’re in a closed car that gets extremely hot in a very physical race. And it’s frustrating.”

Esteban Ocon, who finished the race in seventh place admitted to “throwing up inside the helmet”, and while “retiring was never an option, as long as you can drive you keep going”, the Alpine driver also considered conditions too extreme: “I was throwing up, by lap 15 or 16, for two laps, I think. I managed to get it under

control, I think just mentally, and try to focus on exactly what I had to do.

I’ve never had that in the past. I have always been able to do two race distances in the past – that’s what I was training for, but today it’s just the hot air and how hot the engine is from behind the car. I don’t think we seal the cockpit too well, so it must have been 80 degrees in the cockpit today.”

George Russell and Yuki Tsunoda were seen opening their visors on the main straight to get some fresh air into their heads, the Mercedes driver also taking both hands off the steering wheel on occasions, to try and redirect the airflow inside the cockpit.

The young Japanese driver explained that “I started consistently opening the visor to breath, because it was too, too hot. I don’t want to be opening the visor, because then there’s also sand coming through the visor, I could feel there was also sand coming into my eyes, but if I kept it close it was insane the amount of heat I was feeling.”

With next year’s Qatar Grand Prix being held at the end of November, temperatures in Lusail are expected to be significantly lower, but it’s clear the GPDA will raise the subject with the FIA and Formula 1, as most drivers felt the sport dodged a bullet on Sunday, as it would have been possible to see drivers simply pass out while driving flat out, something that could cause an accident of unthinkable consequences.

Images: MOTORSPORT IMAGES

ANDRETTI’S NEXT HURDLE WILL BE THE HARDEST ANDRETTI FORMULA Racing LCC has cleared the first big hurdle to be accepted as a new Formula 1 team in the near future, while the other three leading candidates – Hitech, Rodin Carlo and LKY Sunz – failed to progress to the next stage of the application process.

But what’s to come for the American team will be a much harder task given the open opposition of Stefano Domenicali, Liberty Media and the 10 existing teams to its entry into the Formula 1 World Championship.

26 I www.autoaction.com.au

Having decided, unilaterally, to open an Expression of Interest application for a Grand Prix entry, the FIA was immediately faced from strong opposition from the other major stakeholders in the sport – Formula 1 and the majority of the 10 teams currently on the grid – but was already obliged by law to go through with the process.

It is all part of an ongoing battle between Mohammed Ben Sulayem and Stefano Domenicali for full control of Formula 1 – the Emirati hasn’t backed off in spite of the obvious pressures he’s been under and now the boot is on the other foot, with the Italian and the competing teams now having to negotiate with Andretti, knowing that if they veto the American team’s entry into the sport, they’ll get all the public blame and a very likely backlash in the US market – not to mention the possibility of being taken to court by Michael Andretti (left) and his partners, for violation of competition laws both in the European Union and in the United States.

Ben Sulayem made a point of making clear that, “following the conclusion of a comprehensive application process for prospective teams seeking to participate at a competitive level in the FIA Formula One World Championship, the Fédération Internationale de l’Automobile has concluded

that the application by Andretti Formula Racing LLC should progress to the next stage”, before reiterating that, “the FIA was very clear in establishing stringent criteria for entry from the outset of the Expressions of Interest procedure.

“Our objective, after rigorous due diligence during the application phase, was to only approve prospective entries which satisfied the set criteria and illustrated that they would add value to the sport.”

And then he reminded everyone, Domenicali included, that “the FIA is obliged to approve applications that comply with the Expressions of Interests application requirements and we have adhered to that procedure in deciding that Andretti Formula Racing LLC’s application would proceed to the next stage of the application process. In taking that decision, the FIA is acting in accordance with EU directives on motor sport participation and development.”

Passing the ball to the Commercial Rights Holder, the FIA president said that, “as part of the agreed process of the Expressions of Interest protocol, the FIA findings on Andretti Formula Racing LLC’s submission will now be passed to Formula One Management (FOM) for commercial

SCAN HERE TO ACCESS OUR COMPREHENSIVE FORMULA1 EVENT PREVIEW

... AS THE FIA VOWS TO TAKE IMMEDIATE ACTION discussions.” The short responsew coming from this company was a curt, “we note the FIA’s conclusions in relation to the first and second phases of their process and will now conduct our own assessment of the merits of the remaining application.”

Given Domenicali’s open opposition to the arrival of new teams into the sport and the majority of the existing teams making it clear that the existing US$200million “dilution fund” doesn’t reflect the true value of the teams, since the sports’ profits have gone massively up (many mentioning US$600million as a more realistic payment by new teams, to be divided by the 10 current squads), Andretti will face a much harder task reaching a deal with Formula 1 and the current teams than it did complying with the FIA’s selection process.

So, for now, the FIA’s acceptance of Andretti’s bid to entry the sport is just the first step of what is likely to become a very intense battle for control of the sport.

WITH THE drivers complaining of the extreme conditions in which they had to race in Lusail and footage emerging of several of them struggling to get out of their cockpits at the end of the Qatar Grand Prix, Lance Stroll staggering towards an ambulance parked next to Parc Fermé, pleading for assistance, the FIA reacted quickly, with a statement in which it promised a full analysis of the conditions and a promise that its Medical Commission will come up with a number of measures that will prevent a repeat of what we saw in Qatar.

In the statement, the FIA said it noted, “with concern that the extreme temperature and humidity during the 2023 FIA Formula 1 Qatar Grand Prix had an impact on the wellbeing of the drivers.”

With some drivers from the 80s and the 90s claiming it was the current generation’s fault for not being fit, the Federation took the side of the 20 drivers currently competing in the sport, adding that, “while being elite athletes, they should not be expected to compete under conditions that could jeopardise their health or safety”, before making clear that, “the safe operation of the cars is, at all times,

autoactionmag

Auto_Action

the responsibility of the Competitors, – however as with other matters relating to safety such as circuit infrastructure and car safety requirements, the FIA will take all reasonable measures to establish and communicate acceptable parameters in which Competitions are held.”

Having established that baseline, it was than stated that, “the FIA has begun an analysis into the situation in Qatar to provide recommendations for future situations of extreme weather conditions. It should be noted that while next year’s edition of the Qatar Grand Prix is scheduled later in the year, when temperatures are expected to be lower, the FIA prefers to take material action now to avoid a repeat of this scenario.”

As a consequence, “a number of measures will be discussed at the upcoming Medical Commission meeting in Paris. Measures may include guidance for competitors, research into modifications for more efficient airflow in the cockpit, and recommendations for changes to the calendar to align with acceptable climatic conditions, amongst others. Research from other series, such as cross-country events in extreme climates, will be examined for

autoactionmag

autoactionmag

potential applications to circuit events. The FIA’s commitment to closer cooperation between technical, safety and medical departments under the leadership of the FIA President will facilitate this process.”

It has to be noted that it’s the Commercial Rights Holder that is responsible for the calendar of the Formula 1 World Championship and that the temperatures felt in Lusail during the Grand Prix were entirely within the average temperature in Qatar during October – 35º Celsius – so Stefano Domenicali and his people cannot claim the situation was unexpected. The only unusual weather event was higher than normal humidity felt at night and that, with the lack of wind felt on Friday, made the situation worse for the drivers.

Obviously, with next year’s race scheduled for the last weekend of November temperatures will be, on average, 5º Celsius lower than this year, but for 2025, with Bahrain and Saudi Arabia’s races moved from the start of the season, due to the Ramadan period, races in the region could be held in April only, with conditions that will match those felt in Qatar last week ... so the calendar for that season may need a serious rethink.

www.autoaction.com.au I 27

“EIGHTH TITLE IS NOT THE LIMIT” IT’S NEARLY TWO YEARS SINCE LEWIS HAMILTON WON A GRAND PRIX, BUT THE SEVEN-TIMES WORLD CHAMPION’S LACK OF RECENT SUCCESS DOESN’T MEAN HE HAS LOST ANY OF HIS SPEED, EDGE OR COMMITMENT. HAMILTON SAT DOWN WITH AUTO ACTION’S FORMULA 1 MAN LUIS VASCONCELOS FOR A ONE-ON-ONE AND SAYS THAT HE WANTS MORE WORLD CHAMPIONSHIP TITLES ...

AS HE left Qatar on the back of a disappointing end to his weekend, clashing with teammate George Russell in Turn 1, the veteran remains third in the Drivers’ Championship with 190 points to his name, while the younger of the two Brits is down in eighth place with just 115 points on the board.

His motivation, his future in motor racing and outside the paddock, his belief on the work he’s doing with Mercedes were the subject of a lengthy interview we did with Lewis, the most successful driver in the history of the sport being quite open about all subjects, admitting his doubts on a few topics and warning his rivals that even if he wins a record-breaking eighth championship, that will not necessarily mean the end of his journey as a Grand Prix driver … Here are some of his thoughts, they cannot say they have not been warned!

LV – You’ve recently said you’re counting the days until you drive next year’s W15.

How do you keep yourself motivated to do everything you can with a car that is not capable of winning races? Does that come

“ ”

naturally to you, or do you have to push yourself to still do all you can with the W14?

LH – Yes, I think it’s just still within me, the competitor. Every time I get in the car. That’s just how I’m wired – I’m always trying to push the car to its limit and I’m still working with the belief that with the tools we have,

Ah, that’s a lot of time, 16 years! In 2007 I was just 22 years old, I was a kid.

I wasn’t very worldly …

28 I www.autoaction.com.au

there’s maybe a margin that you can find, or balance that you can find, each time you can in the car, that could produce the results we want. Look at Budapest, for example – we had a pole, so I’m always hopeful we can try to get back to something like that. But I’m also conscious that the

I was fast, but less comfortable in my own skin; I was still discovering who I wanted to be. Today I know who I am; I know my purpose in life and I would say I’m a much happier person today than I was back then.

LV – You mentioned the pole in Budapest and it had been almost two years with no pole positions for you. Did that drought make you appreciate that pole more than the ones you were setting almost every weekend in the previous years?

LH – Yes, for sure. As much as you try to appreciate everything that comes your way, when you’ve been through hard times, when something has been taken from you … For example, when we had COVID and you’d lose your taste for one month, and the taste then came back it was like, wow, you appreciated it much more, right? So, I think that was only natural.

LV – Will it be the same with your next win?

Will it taste better that some of the previous ones?

LH – Yes, definitely.

LV – It’s now 40 races with no wins, a long time…

LH – We’ll get it, we’ll get it. To get back on that top step would be amazing, because you know how hard it has been for yourself and everyone working around you, to work towards that goal.

LV – How many times did you get offers from Ferrari?

LH – I never had an offer from Ferrari.

LV – But you talked once or twice …

LH – I know Stefano very well, we always had a good relationship, I know Fred, we raced together a few years ago …

Lewis and Ferrari boss Vasseur (left) are old team-mates ... Above right: with AA’s Luis Vasconcelos (top) and Toto Wolff – much respect. Below: Special interest in Seb Vettel’s Bee Hotel at Suzuka ... Images: MOTORSPORT IMAGES AND MERCEDES F1 data that we’ve found and the information we find in these times with the car we’re driving can impact on next year’s car. The more information, the more understanding we have from this car, the better we’ll be able to navigate next year’s car.

LV – You told us right here a few years ago you wouldn’t be racing past 40 years of age ... so what changed?

autoactionmag

Auto_Action

LH – I don’t know. I don’t have a set plan ahead, but I still feel very good.

I’m still enjoying what I’m doing. I think from that, we must learn to never say never.

LV – What’s the difference between the 2007 Lewis and the 2023 Sir Lewis?

LH – Ah, that’s a lot of time, 16 years! In 2007 I was just 22 years old, I was a kid. I wasn’t very worldly; I think I had travelled a little bit.

LV – You now have James Allison back in the team and, in a way, teams need a mad genius as Technical Director, like Adrian Newey or James, to lead and come up with the ideas. But James also has a drive and an infectious energy to him, so does that filter through the whole team?

LV – Did you also discover you love this sport more then you thought you did, when you said you wouldn’t be here at the age of 40?

LH – Hummm, no, I don’t think I underestimated how much I loved the sport. I still have it. But it’s a love-hate relationship – sometimes you love it, sometimes you don’t, but I didn’t think that after such a long time I would still have the same love for it. You do something for so many times and so often that the excitement runs out, I thought. But I definitely see this coming.

autoactionmag

autoactionmag

www.autoaction.com.au I 29

to stop other things and put less focus on this job if I wanted to have a family. And that’s not what I want to do right now, I want to go forwards, not backwards. There will be a time and a place when I’ll have the time to be able to do that. There’s only so much you can give, right? So, at the moment, I’m 100 per cent into doing this job and I don’t want to take anything away from it. I think life is all about trying to find a balance and I guess, sometimes, there are compromises that you need to make. And, fortunately, I don’t have to make that decision right now ... but someday I will.

LV – When you think of Max Verstappen what word comes to your mind?

LH – Keep doing what you’re doing – he’s doing an amazing job.

“ ”

No… I never said that eight is the stopping point! And I won’t know until I get there, if I get there …

LH – I think these things are not always the easiest to always see. I think that what you do see is that, in life, there’s a difference between really strong characters, who lead. You can have characters that are feared in their higher role, like you’ve seen in many teams. But if they’re feared then maybe it’s not a great working environment.

If they’re respected and there’s a good balance, it’s the best. Someone like Toto, who’s respected and admired, he’s easy to approach and that makes him a great leader. And I think that’s what you have with

30 I www.autoaction.com.au

James. He’s a fierce competitor, he’s a very, very strong character and he knows how to say, “no, we’re doing this”. He can make very decisive decisions and say “this is the direction we’re going”, rather than, “humm, I don’t know if we should or not” and I think this is really what you see with good leaders.

LV – Do you still read your contact from start to finish?

LH – Yes, I did … Now it’s 200 pages or something. It’s like a fucking book!

LV – Did it put you to sleep?

LH – I had to do it over a long period of time (laughs) ...

LV – You’ll be 39 in January – will it be time to have children, perhaps?

LH – Hummm … Not at the moment, no, I have no time for that. I’m enjoying being an uncle. I haven’t decided in life if I’m going to have children either. At the moment, I have a goal and that’s what I’m working towards.

LV – Is that also because your thinking in life is that everything you do you have to do it right, you have to do it at 100 per cent rather than just doing it for the sake of it?

LH – Yes, I have no time for that in my life right now, the way things are. I would have

LV – There’s a sort of consensus in the paddock that you, Max and Fernando Alonso are currently the best three drivers in Formula 1. Three very different personalities but the same drive and will to win, so do you see points in common with them?

LH – I think it’s not just us. I think all the drivers that are here in Formula 1 are massively driven but for different reasons. Different upbringings, different opportunities, different challenges.

But I see a lot in common with all these drivers and also with the younger drivers too. You look at the young drivers that are in Formula 2, Formula 3 and you see reflections of yourself and that’s great.

I mean, I think with Max and Fernando the one common trait is that we all are massively competitive and driven and will go to massive lengths to achieve what we want to achieve. I can’t really comment much on their personalities because I don’t know them much more than in this space ...

I’ve never been in the private home of any of these guys.

LV – So far, the three of you have scored points in every single race of the season, so what does that say?

LH – Ah, yes ... you know what would be amazing? That at some stage Aston Martin and us can compete with Red Bull and have a real head-to-head between the three of us – that would be really fun!

LV – The eighth title is obviously a goal for you, but if and when you achieve it, will it mark the end of a journey as a racing driver? Will you do something else in Formula 1 in the future?

LH - No … I never said that eight is the stopping point! And I won’t know until I get there, if I get there. And then, what’s beyond Formula 1? I don’t have any desire to stay, to be honest, necessarily but, again, you can never say never. I can’t imagine being here and not racing, I would always be in the back of the garage and thinking, “Ah, I could just do an extra year, for sure I can still get in”, so probably it would be good to take a sabbatical and then come back, maybe, if I’m going to come back …

LV – You’re saying never say never and that’s exactly what Sebastian Vettel said a few days ago, so were you surprised he admitted a comeback to Formula 1 could be possible?

LH – Hummm, is that a surprise? (long pause) I wouldn’t say I was surprised to hear that from him. We’ve seen it with lots of them – Fernando came back, Michael came back, so there’s clearly something that happens when you cross over and I haven’t experienced it yet. But I’ve seen it with other athletes that stopped and I’ve spoken to other athletes that stop and they’re saying, “I’ve lost my life, this is what I’ve done my whole life and now it’s gone”. And they miss it, so it must be an unbelievable hole to fill when …

Top left: The World Champions Club is still kicking the biggest goals ...

Above (top): Encouraging youngsters from all backgrounds. Middle: Mercedes’ saviour? James Allison watches on. Lower: Still smiling at the end of the chat! Luis Vasconcelas and Lewis ...

Top right: Master and apprentice – George has challenged Lewis a lot ...

Right: Dedicated follower of fashion ...

Images: MOTORSPORT IMAGES

LV – Is there anything in your mind that could fill that hole when you stop racing?

You’re doing a lot of things outside racing but is there any project that will take most of your time?

LH – I have lots of projects outside racing that I’m enjoying. I don’t think that anything is going to replace racing, because there’s nothing that is ever going to replace it as such. But I think that’s maybe the wrong way to look at it. I don’t need to replace it – I think it will always be there. I love surfing, I love sky diving but that’s still not the same thing. But I have these other projects, I have Mission 44, I have a movie business that I’m

autoactionmag

Auto_Action

working on, I have a clothing business that I’m in, beverages … I have a wide section that is going to take a lot of my time, for sure ... the Denver Broncos – not doing too well but we’re working on getting better.

LV – We see you coming into the paddock every day wearing young designers’ clothes, so where you do get them from and how?

LH – I get them from all over the world. Today I came in wearing Kenzo clothes; so more of a Japanese vibe, and I get a lot of clothes sent over from Japan. Now that we’re heading to Japan, I have a bunch of Japanese and Korean brands that have sent me their creations, really cool outfits. There’s quite a nice bunch of young Korean designers too and I really like to try and support a diverse community of designers, not just one.

LV – For quite a while you’ve been supporting young talent in different fields. Yourself, you were supported by McLaren and Mercedes from a very young age, so did that inspire you to do the same or is this drive also comes from seeing some of your young rivals in karting fail to move up because they lacked this kind of support?

LH – I think both! I think when we look at what our purpose is here, in the world, it doesn’t matter who you are – when you come to the end of your time here on earth, you can’t take anything with you, but you can leave something behind.

So, I feel we need more compassion, we need people who take more time to help others. I think when I look at myself as a kid, I’m seeing these kids out there that have an abundance of potential but there are roadblocks they will come to on their journey. And I think the big organisations and we as adults and leaders, need to do all we can to try and help guide them and give them opportunities they may not normally have.

And particularly kids that are from underserved communities – why should they have fewer opportunities than those from wealthy backgrounds?

That’s just not right but it is the way it is. However, it doesn’t have to be that way and that’s what I’m working towards and I’m trying to change.

autoactionmag

autoactionmag

www.autoaction.com.au I 31

THE MONSTER THAT KILLED THE CAN-AM PORSCHE, PENSKE, AND ESPECIALLY MARK DONOHUE, WERE THE ULTIMATE COMBINATION, TURNING THE 917 INTO AN UNBEATABLE FORCE ...

By WILL JEFFERIES THE CAN-AM championship was the greatest car racing series in history.

Admittedly, that’s an individual judgment.

Critics might say the races throughout the nine years of the ‘real’ Can-Am were too often one-sided and processional, yet purists would say there is enormous pleasure in witnessing perfection in action.

The Canadian-American Challenge Cup brought together Formula 1 drivers, several of them world champions, and the best of the Americans, including Indianapolis 500 winners. The cars were incredibly sexy, with bellowing big engines – mainly Chevys. There was, to a degree, new technology. And most certainly there was innovation. Heaps of it, that changed motor racing forever. Jim Hall’s white winged Chaparrals, his ‘sucker’ groundeffects 2J car, and the tiny-tyred Shadow the most extreme examples in the early years.

There was also huge prizemoney – much more than in F1.

The thing about the Can-Am was that there were almost no rules. Only that the cars had four wheels, enclosed bodywork, a roll hoop and, for no good reason, a second seat.

Engines were unlimited.

32 I www.autoaction.com.au

At the turn of the century, long after the Can-Am had died, Britain’s MotorSport magazine reflected that it had been ‘EXCESS ALL AREAS’ … “no limits on anything was the original ethos … (it was) a celebration of brute force and brilliance”.

Pete Lyons, the foremost American reporterphotographer to cover the Can-Am, said it had been “a province of pure performance

… we savour racing’s sense of dancing dangerously on the brink of disaster”.

It was when the organisers started to implement rules – amid the world’s energy crisis in the early 1970s, brought about by the Organisation of Petroleum Exporting Countries (OPEC) restricting oil supplies – that things fell apart.

The Can-Am limped into 1974, but really it

was killed in 1973. Murdered, many would say, by the most powerful sports racing car ever built and raced, Porsche’s 917-30, campaigned

by Roger Penske with all-American hero Mark Donohue driving it.

Donohue was much more than a driver though. He ran the whole program for Penske.

He was the conduit between the elite German manufacturer, which had just won the 24 Hours of Le Mans twice with its 12-cylinder 917 and wanted to make its mark in America, and Penske, whose operation was to become the benchmark of excellent preparation in motor racing.

It was Donohue who crafted what became known as The Unfair Advantage. As Penske says, it was Donohue who was The Unfair Advantage.

Not only a brilliant development and race driver, Donohue had degrees in mechanical engineering and business.

He won the 1972 Indy 500 for Penske in a McLaren-Offenhauser and had developed the turbocharged Porsche 917-10 open-cockpit ‘spyders’ for the ’72 Can-Am, but was injured in a practice crash at the second round that year at Road Atlanta, Georgia.

Replacement George Follmer was to take the title that season ahead of Denny Hulme,

Donohue (left) in the Porsche 917-30 TC heads George Follmer in the Rinzler Motorsport 917-10 TC – Watkins Glen, 1973. Right (top): leading Brian Redman's 917-10 TC – Riverside, 1973. Right: The Porsche monster with its clothes removed .

Jim Richards got to drive the legendary 917-30 at the Phillip Island Classic, 2008

917/30 SPECIFICATIONS Engine location: Drive type: Weight:

At its peak, 1100hp in 800kgs of rocketship – en route to victory, Riverside, 1973.

Below: Roger Penske (left) in conversation with Donohue and a team engineer.

Images: MOTORSPORT IMAGES/STEWART CLARK-STUPIX who had long dominated in the series, initially with his fellow New Zealander and team boss Bruce McLaren, who was killed in 1970 testing one of his Can-Am M8s.

A recovered Donohue finished fourth in the ’72 series.

Then came the whitewash of ’73 with the 917-30, except it was in the same Sunoco colour scheme – dark blue, yellow, with a dash of red – in which Donohue and Penske had conquered Indy the year before.

The flat 12 engine that started life in endurance racing naturally-aspirated at 4.5-litres, and was out to 5-litres and turbocharged by ’72, was then stretched to 5.4-litres for ’73. With its twin turbos, it ran comfortably at 1100-1200 horsepower but had 1500-1600hp up its sleeve if wanted. It’s not clear whether all that was ever called on in competition, even qualifying. Probably not, because it blew its opposition away anyway.

The 917 had been an unruly beast at birth as an endurance racer. But five years on, in Can-Am sprint form – with longer wheelbase, revised suspension geometry, stiffer spaceframe chassis (when monocoques had become the

autoactionmag

Auto_Action

Mid Rear wheel 800kg (1763lbs)

ENGINE Engine configuration: 180-degree Cylinders: 12 Aspiration/induction: Twin-turbocharged– cockpit adjustable boost Bore/stroke: 90x70.4mm Displacement: 5374cc (329.5cu in) Valves: 24 valves – 2 valves per cylinder Valve train: DOHC Horsepower: 1100bhp (809.6kW) @ Torque: 820lb fr (1098Nm) @ 6400rpm Power to weight ratio: 1.7lb/hp HP/litre: 203.7bph/litre Fuel type: Petrol Fuel feed: Bosch fuel injection Acceleration:

Top Speed:

0-60mph: 2.1 seconds 0-100mph: 3.9 seconds 0-200mph: 13.4 seconds 240mph (385kmh)

EXTERIOR DIMENSIONS Length: 4562mm (179.6in) Width: 2085mm (82.1in) Height: 1155mm (28.7in) Wheelhouse: 2,500mm (98.4in) Front Track: 1670mm (65.7in) Rear Track: 1564mm (61.4in) STANDARD TRANSMISSION Length: 4562mm (179.6in) Width: 2085mm (82.1in) Height: 1155mm (28.7in) Wheelhouse: 2500mm (98.4in) Front Track: 1670mm (65.7in) Rear Track: 1564mm (61.4in)

“ ”

At this time there is nothing in the world any quicker, any better handling, any more advanced technically and any more fun to drive …

norm), components that Donohue joked were made of ‘unobtainium’, and much better brakes – it had been ridden of many of its vices. That, even as its power doubled, with Donohue able to adjust the boost from the cockpit – a development that, along with largely eliminating the traditionally dreaded turbo lag thanks to the help of Bosch, was a major breakthrough.

For ’73 the aerodynamics were greatly enhanced too, in association with French company SERA. The 917-30’s shape, with its long tail encasing a huge wing, became known as ‘The Paris body’.

Donohue qualified on pole at all eight rounds that season, but hiccups at the first two denied him wins. Then came a record six straight victories as he annihilated a fleet of 917-10s and the rest of the field.

When he cracked the two-minute barrier on a lap of Road America in Wisconsin he was 15 seconds quicker than Hulme’s track record six years earlier!

Nicknamed Panzer, the Porsche was faster than F1 cars of the time at Watkins Glen, then home of the United States Grand Prix. It was capable of close to 250mph (400kmh), but its improvement came more in cornering speeds than straight-line.

“At this time there is nothing in the world any quicker, any better handling, any more advanced technically and any more fun to drive … it is, to me, the perfect race car,” said Donohue, branding the 917-30 “a monument” in his outstanding career.

Writing for Autoweek three years ago Mark Vaugh pointed out that this creation was “before CAD, CFD, CAE and a bunch of other C acronyms, back when all the German engineers and Donohue had were their enormous brains, some pencils and a slide rule … those guys were geniuses”.

But, against the backdrop of the oil crisis, the big problem was the Porsche’s fuel consumption. Its capacity, in five tanks, had grown to 106 gallons of petrol from 86 in ’72.

Can-Am organisers introduced a rule for ’74 that cars had to achieve at least three miles per gallon (approx 1.3km per litre). It would have meant massively winding back Porsche’s thirsty turbos.

Having committed to Can-Am like no other manufacturer in the history of the series, Porsche and entrant Penske agreed to cancel the third year of their contract. Donohue retired too.

Penske rolled out a 917-30 as a privateer at the Mid-Ohio round – identified as the most fuel-friendly – in ’74, with Brian Redman driving. He might have won if not for a misjudgement on tyres.

The series had become but a shadow of its former self anyway, with Shadow cars fittingly first and second that year. The season came to a halt ahead of schedule. The Can-Am was all over. Costs and safety concerns compounded the fuel economy factor.

Donohue came out of retirement in 1975.

He recorded a world closed-circuit record lap of 221.12mph (355.66kmh) in the 917-30 at Talladega Superspeedway.

Days later he died from a crash while practising for the Austrian GP in Penske’s illfated F1 project with a customer March car.

A Can-Am, of sorts, was revived in 1977. The cars were F5000s with fuller, sloppy bodies.

Aussies Alan Jones and Geoff Brabham won in ’78 (two years before AJ’s F1 world title) and ’81, but it wasn’t the Can-Am the world had known and loved and it too ran out of puff.

One of the six 917-30s built (only three were initially assembled) was bought and brought to Australia by Melbourne’s Alan Hamilton, who was synonymous with Porsche in this country, but it was never seriously raced and eventually found its way back overseas.

The Sunoco version came to Australia years ago too. Jim Richards demonstrated it at the Phillip Island Historics but was hesitant to ‘open up’ the most powerful sports racing car of all time.

Perhaps the greatest racing car of all time.

Sunset, at Riverside Raceway ...

autoactionmag

autoactionmag

www.autoaction.com.au I 33

ACTION MART THE ORIGINAL

OFTEN COPIED - NEVER EQUALLED www.speco.com.au

THE ULTIMATE IN CALIPER PAINTS

CAMS CAMS SPEC SPEC MILD MILD STEEL STEEL CHROMOLY CHROMOLY TUBE TUBE -- SHEET SHEET -- SOLID SOLID

OVER 5,000 PRODUCTS

INSTORE OR ONLINE

machineryhouse.com.au

TUBE BENDERS - DIES - NOTCHERS

PH: 02 9676 8001 SHIPPING DAILY AUSTRALIA WIDE W W W. R A C E T E C H S T E E L . C O M . A U

01_AA_290420

WANT MORE MOTORSPORT?

Stay up to date with all the latest motorsport news Subscribe to the Auto Action newsletter today!

autoaction.com.au/newsletter

Suppliers of...

Chrome moly 4130N tube and sheet 350 grade COW tube Roll cages Tube bending Race car components Andrews Race Cars +61 (02) 9838 0032 andrewsracecars@hotmail.com Units 1-3, 33 Anvil Road, Seven Hills NSW 2147 Australia www.andrewsracecars.com.au

CAD Design & Engineering • Race Car Specialist Roll Cage • Chassis Design • Fuel System • Specialty Projects YATALA QLD • PH: 0407 099 088 • EMAIL: russell@modconcepts.com.au

SUBSCRIBE AND SAVE! Subscribe to Auto Action print magazine and receive 3 MONTHS DIGITAL SUBSCRIPTION FREE

autoactionmagazine.myshopify.com

Leading LS Conversion Specialists Castle Headers and Exhaust components Dynogen Alternators - The hidden alternator in a generator body Hi-Torque Gear Reduction Starter motors Billet High Performance Alternators Wiper Motor Kits EFI Conversion Looms and ECU reprogramming Conversion engine mounts, Transmission Crossmembers, Conversion Sumps Rack & pinion Conversions

CAEPERFORMANCEPRODUCTS.COM.AU 7 MAIN RD CASTLEMAINE VICTORIA 3450

T 03 5472 1442

Contact Bruce Williams for bookings and information on 0418 349 555 or bruce@autoaction.com.au

PRODUCTS AND INDUSTRY NEWS

RYCO’S INNOVATION RECOGNISED IN PRESTIGIOUS AWARD OFFICIAL FILTRATION partners with Supercars, RYCO Filters, has again been recognised as one of the Australia’s most innovative companies in the latest instalment of the Australian Financial Review’s (AFR) prestigious BOSS Magazine awards.

The awards announcement saw the company place second in the Manufacturing and Consumer Goods category with its RCC360 Catch Can – it’s the fifth consecutive year in which Ryco Filters has been featured in the AFR awards.

TOP TORQUE PROVIDES FULL ENGINE reconditioning and rebuilding services including complete engine rebuilding specialising in Subaru and LS Series engines.

With over 100 years of combined experience in engine machining, assembly and cylinder head reconditioning-from performance, full competition to standard, Top Torque Performance is a trade leader.

• Cylinder Head Reconditioning • Engine Block Reconditioning Our workshop is full of the latest engine and cylinder head reconditioning machinery including Serdi, Berco, Hines and Rottler machines.

FACTORY 5, 187-201 ROOKS ROAD, VERMONT VIC. 3133

PHONE: 03 9873 3800 • WWW.TOPTORQUE.COM.AU

The RCC360 Catch can was three years in development and drew on RYCO’s extensive filtration expertise, technology advancements and the company’s recent experience as the official filtration partner of Supercars, one of the most demanding motorsport categories in the country.

Specifically developed with hardworking fourwheel-drives in mind, the RCC360 Catch Can provides owners with additional peace of mind by helping remove oil droplets from the air before being recirculated into the engine. By removing contaminants down to one micron in size from crankcase to emissions, the RCC360 Catch Can helps protect the engine, which can lead to improved performance and longevity.

Other benefits of the RCC360 include an internal bypass system and service indicator, that lets owners and mechanics know when it’s time to change the filter. Additionally, the RCC360 Catch Can features a ‘Quick Connect’ elbow fitting with 360-degree swivel motion, allowing for a range of mounting options, while a 12mm drain fitting provides faster draining.

In commenting on the BOSS Magazine award, RYCO Filters General Manager of Engineering and Innovation, Alastair Hampton, said the company had a strong culture of innovation and constant improvement.

“RYCO continually looks to push the boundaries with a view to developing the best and most innovative products possible for its customers,” he said.

“This is the fifth year in a row that we’ve ranked in the top 10. Our second placing in 2023 reinforces the hard work of our team and we’re extremely humbled.

The result also motivates us to continue working hard to deliver market-leading filtration solutions for motorists,” Alastair said.

Further information can be found at www.rycofilters.com.au

RACING DEVELOPMENT IMPROVES ON-ROAD BRAKING. COMPOSITE DISC brake rotors were once the domain of race cars or high-performance street cars. However, with manufactures such as Bendix constantly developing new product ranges, these types of rotors are finding their way into ‘every day’ vehicles, delivering their owners several benefits.

Composite rotors are often also referred to as semifloating or dual cast rotors and typically they feature a two-piece design differentiating them from a standard fully cast rotor. The two-piece design allows for a steel or aluminium hub to be used instead of cast iron, leading to a reduction in unsprung weight.

Feel the DIFFerence

• High quality German made limited slip differentials • Proven in competition by winners in FIA GT, ALMS, WTCC, Targa, BTCC, F3, Nürburgring 24 hour and Bathurst 12 hour • Competition gearboxes, Gear sets, Driveshafts, & Wheels Hubs also available

Contact details: P: (02) 4868 2347 W: www.drexler-motorsport.com.au

Australia’s premier online racewear retailer • Karting & race suits, gloves, shoes, underwear • Helmets • Hans devices • Coolshirt products • Steering wheels

OMP DISTRIBUTOR & MORE

CAZ MILBURN 0428 887 223 www.raceline-racewear.com.au

Custom printed or embroidered suits, made to measure

This weight loss has many positives including increased fuel efficiency, improved acceleration, better suspension response and a reduction in the brake force needed to bring the vehicle to a safe standstill because of lower rotational mass.

Vehicles with composite rotors are also set to gain durability benefits. Their design allows for added expansion and contraction of the outer ring through braking applications, especially in hot and demanding conditions. This along with better heat dissipation can help reduce the likelihood of rotor cracking and warping.

While more cars – particularly European vehicles – are now entering new car showrooms fitted with composite rotors as standard, through its Euro+ Composite Sport 2-Piece Disc Brake Rotors, Bendix offers upgrade options for cars that may not have originally arrived with composite rotors. And because the range meets strict OE specifications, this means they’re also an excellent replacement for those models that originally did come with composites.

In reaching OE specifications, the Euro+ Composite Sport 2-Piece Disc Brake Rotors range meets strict design, construction and performance requirements and test protocols. The E+ Original

Equipment Fit calls for disc brake rotors to be tested for braking capabilities, speed sensitivity, cold performance, and may only deviate from the frictional characteristics of their original equipment counterparts by no more than 15 per cent.

Available for selected European vehicles, the Euro+ Composite Sport 2-Piece disc brake rotor range features the very latest in braking technology and manufacturing processes, and use high carbon Metallurgy to increase brake performance while providing added strength and wear resistance.

Depending on the car model, selected Euro+ Composite Sport 2-Piece disc brake rotors are available with slots and v-shaped dimples that more efficiently expels gases, dirt and water, for even greater braking performance.

The Euro+ rotor ranges are best matched to Bendix’s Euro+ brake pad kits – together they offer quieter and smoother braking performance, lower dust and reducing braking distance over OE brake pad equivalents.

For more information visit the website www.bendix. com.au

NATIONALS WRAP Image: BRUCE MOXON

REDHEAD RUNS RIOT

THE 2023-24 Whiteline Tarmac Rallysprint Series kicked off at Sydney Dragway on October 10th with Josh and Matt Redhead (pictured) taking their Lancer Evo V to victory.

Despite the windy conditions, nothing was going to stop the Redhead duo from running riot and winning the event by 5s over Tim Weston and Jake Hancock.

It was an all Mitsubishi Evo podium with the #1 of David and John Calabria in third.

The organisers, North Shore Sporting Car Club, had a troubled night, with wind squalls and crashes causing delays, yet the 60-car field still got through five runs for all competitors, with the best three to count.

But these were no concerns for Redhead, who was out of the blocks fast, taking quick time on the first two runs.

Run 3 saw him only second-fastest to Calabria, before bouncing back with the fastest time on run four, then easing off for the final run, in fourth.

This saw Redhead 5.5s ahead of runners-up Weston and Hancock (Evo X) an impressive effort for a newcomer to the series.

Weston had a more measured approach, being fifth in each of the first two runs, then third, second and first to finish.

Third went to David and John Calabria (Evo VII) who completed only three runs for before a heavy crash ended their night in the final run.

Dean Buczynski/Blake Lovell were next, first of the non-Lancers in their WRX, from David Isaacs/Paul Pritchard in an Evo IX, then the Yaris GR of Josh Muggleton/Blake Stokes.

Best of the 2WD cars was Finn Houlihan/ Daniel Castro in a Ford Focus XR5, from Jacques Van Deventer and Kane Ryan in a BMW 135.

Jake and Dallas Beattie were first Junior driver in a WRX, before suffering an engine failure and fire on their fourth run.

The next round of the 2023-24 Whiteline Tarmac RallySprint Series is on Thursday, November 16.

Bruce Moxon

KING TOO SPEEDY FOR GONZALEZ IN THE SAFARI

Image: AARON JAMES MEDIA DYLAN KING (pictured) held off Daniel Gonzalez to win the Safari Rally which was the penultimate round of the WA Rally Championship in and around the Chidlow area.

The event uses roads that were used in the WRC Rally Australia when it was held in Perth from 1988 to 2006 and is a favourite of many drivers being only half an hour out of the city.

None more so than King and Lee Tierney, who in their Mitsubishi Evo IX edged out Gonzalez by just the best part of 90s.

Although Gonzalez finished secondbest driving with his third different codriver in as many events, Daymon Nicoli in the Skoda Fabia, he still enjoys a sizeable 76-point lead over Craig Rando in the championship.

Rando and Scott Beckwith finished the Safari Rally in third just 3.8 seconds behind the runner-up in the Subaru WRX. They were only 1.2s up on former

Supercars driver Alex Rullo and Ben Searcy in the Hyundai i20.

A total of 44 entries took to the dry and dusty and, as usual, rough road conditions for the six stages. The 21.8km SS1, Beraking had not been used in a rally since the WRC was last out West 17 years agp, and good pace notes were critical for speed on this stage.

In SS2 saw Gonzalez take the win, just one tenth in front of King after 19.8km at Helena East with Rando a further 10s back.

At the first service break, the tough conditions were seeing a high attrition rate, with four cars already retired.

SS3 was a repeat of SS1, and Gonzalez took this stage 6.2s in front of King, while Rando and Rullo were having a great battle for the podium in third and fourth.

The King made his move, winning stages four, five and six after having a very healthy road position being first car on the road.

Competitors complained of not being able to see a thing in the dust, and the times showed with King winning stages by a significant margin to take the event outright result ahead of Gonzalez and Rullo in third.

Points heading into the last round of the championship next month see Gonzalez with a healthy lead over Rando and King, with former multiple champion John O’Dowd in fourth and Peter and Alex Rullo having a father-son battle for fifth and sixth place.

The sixth and final WA Rally Championship round is the Experts Cup at Collie on October 28.

Bruce Williams POINT SCORE AFTER ROUND 5 1. Gonzalez 391 2. Rando 315 3. King 302 4. O’Dowd 202.5 5. P. Rullo 191 6. A. Rullo 163

HABY AND EGGERS SCORE SUPER SPRINT WIN

AARON HABY and Brad Eggers (right) added another victory to the long list of 2023 Element OffRoad wins when they dominated the Move Yourself AGPM Mannum Super Sprint on October 1-2.

Haby and Eggers cruised to a flag-to-flag win in their Element Prodigy/Toyota ahead of Simon and Kyle Tucker in the final round of the SAORRA Multi Club Series run at Mannum.

The Tucker duo didn’t have the pace of the winner but still out ran some more powerful machinery grabbing P2 in their Southern Cross NextGen/ Image: BOB TAYLOR Nissan.

Adam Bierl and Nyree Burmingham (Jimco/Chev) (Scorpton/Volvo). After a dominant win in the September 30 kept things pointing in the right direction to make it onto the Denise Gosden Memorial Enduro at the same track, Lauren bottom step of the podium ending the SAORRA Multi Club Andrews slipped into the navigators seat beside father Rich Series on a high note. and guided the Nissan powered S&S Woftam to sixth place.

Evan Lampard and Josh Gaskin (Southern Cross/Nissan) Michael Shipton and Paul Chorlton (Ford Ranger/Chev) made another successful raid across the border finishing were back on home soil and top of the tin tops in seventh. fourth, just in front of Toby Reimann and Grant Manion Next home and making their first finish for the year were

36 I www.autoaction.com.au

Simon Baker and Micheal Leske (S&S Race Frames/ Chev).

Haydn Vanstone and Dale Bishop (RIDS Joker/VW) led the conga line of Super 1650’s home followed by Mark and Ryder Taylor (Cobra/Mazda) and Nick and Alex Burt who had dusted off their old Rivmasta/ Toyota for bit of a squirt.

All out on Saturday with engine dramas were Brenton and Matthew Gallasch (Southern Cross/ Chev), Travis and Alistar Conrad (Souther Cross/ Honda) and Trent Gravestock and Daniel White (F100). Brett Rogers and Brett Richardson (RIDS Joker/Chev) cut some fast laps but made an early exit on day one with a broken axle.

Lauren and Taylor Andrews won the Denise Osden Memorial Ladies and Juniors Enduro in their Nissan.

They defeated Angus and Dan Schiller (Southern Cross/ Nissan) and Debbie Taylor and Nicki Carter (Cobra/Mazda).

David Batchelor

Want to see your category event or news story included in the Auto Action Nationals Wrap.

Send your information, images and contact details to team@autoaction.com.au or give us a call on 03 9563 2107

KADINA BUZZING WITH MOTORING EVENT

Images: BRUCE MOXON

Daniel Wuillemain.

Images: BRUCE MOXON

WUILLEMIN WINS IN THE WIND DANIEL WUILLEMIN (above) won the most open Australian Motorkhana Championship in many years. Driving his family’s Honda Special, Victorian Wuillemin took advantage of the winners of the last 10 championships being away to rack up a convincing win in the event.

Daniel’s brother and defending champion Aaron Wuillemin, Corinne East-Johnston and Scott Bennett were all absent, with the former two representing Australia at the Asia-Pacific Motorsport Championships in Malaysia.

Nine tests were planned by the organisers, the Hills District and Thornleigh Car Clubs, but strong wind gusts kept blowing the course markers over, increasing the difficulty and shortening the event to six tests.

Driving an Audi S1, ACT’s Reece McIntosh opened the day with fastest time in the opener, with Phil East (Honda Special) and Wuillemin equal second.

Wuillemin struck back with fastest on

Reece McIntosh the next test while Dave Beames (SA, Mini Delta Special) took test three.

But Wuillemin then made his move, taking out the last three tests, to open up a lead of 4.8 seconds over Beames, who ran out second.

Next was Roger Tite (NSW, Delta SS), Phil East, Andrew Collier (NSW, Renault Special) and McIntosh, first Production Car and first in class E. Class winners were Kelvin Goldfinch (NSW, Moke) from Declan Webb (VIC, Mini) and Kelvin’s son Matthew in the same Moke. Class B winner was Brett

Davidson (QLD, MX-5) from Chris Stevens (NSW, MX-5) and Dave Wright (NSW, Mazda 121).

Class C saw Brian Shanahan (VIC, Pulsar) take his third class win in a row, from fellow Victorians James Ware Jnr and James Ware, sharing a Ford Fiesta.

Class D, for the bigger cars, went to Dean Batt from Shane O’Hara (both from NSW, in Commodore), from Alan McCulloch’s Peugeot.

Reece McIntosh took Class E, of course, from Alex Martin (NSW, Yaris GR) and Ben Semple (NSW, Impreza RS). Best of the Juniors was Hamish East-Wuillemin in the family Honda Special, from Simon Caplet (Qld, Renault Special) and James Ware Jnr. Fastest Lady was Cobey East-Johnston (NSW, Honda Special) then her aunty Lauren East-Wuillemin (Honda Special) and Cayla East-Johnston (NSW, Honda Special).

Bruce Moxon

THE TOWNSHIP of Kadina was a hive of activity recently as the area came alive with the annual Copper Coast Motorsports festivities.

A Show n’ Shine event kicked things off featuring racing machinery of various disciplines such as Drag Racing, Circuit Racing, Drifting and Burnouts plus many tough street machines both classic and late model plus vintage.

Proceedings then stepped up a gear the following day when participants took to the Copper Triangle Airport for the running of the Copper Coast 400 Sprints.

The competitors were broken into three sections covering 4, 6 and 8-cylindered machines and the range of cars varied from old classics, modern luxury and sports plus a few seasoned Drag machines who were keen to blow out the cobwebs.

In front of a healthy crowd, the competitors tested their skill and machines in a series of runs against the clock utilising a simulated Drag Racing start with a Christmas tree thanks to the Steel City Drag Club of Whyalla.

This service also provided the competitors with a printout covering reaction time, top speed and overall time over the 400-metre pass.

After an unexpected pause in the afternoon due to an emergency Royal Flying Doctor landing, the times started to tumble on the scoreboard.

Scott Rademacher won the four Cylinder and Rotary class with an 11.751s pass at 202.8km/h.

He enjoyed a solid margin back to Joshua Britza (12.000/177km/h).

Mitchell Blood was the runaway winner in the six cylinder class. His pass of 12.439s and 196.2 km/h was easily the winner, while Michael Plumb had a tight battle for second with Lachlan Hindley.

Eight cylinder was a tighter affair with Chris Whittaker (below) emerging victorious.

His 11.689s/194.km/h results were enough to beat Aaron Pignotti (12.216s/184.2km/h).

Words and image, Paris Charles

ONLY ONE GOOD RUN NEEDED ANGUS MITCHELL (pictured) only needed one good run to beat the rest and win the 2023 Barossa Vintage Collingrove Hillclimb. Driving a 1969 ASP Clubman that was plagued with carburettor issues all day caused by a change of fuel, Mitchell only got one shot at the track and made it count.

His 35.88s time on the fourth run left him 0.62s up on early leader Peter Fagan.

This arrived after understeering off in the esses on the first run and being disqualified for hitting a marker on the third.

But Mitchell’s ASP came good on the fourth run before the misfire returned.

Fagan’s 1952 Cooper Mk 6 had just edged ahead of last year’s winner Fred Nitschke and his 1947 Kurtis Midget third 0.74s further back.

All three were doing double-duties, Mitchell also in his 1927 Amilcar CGSs, Fagan on a 1927 AJS motorcycle, and Nitschke in a 1932 Ford B. Sharing the ASP, historic sports car regular Dave Benda came in fourth, ahead of Greg Snape in the iconic Eldred Norman Zephyr Special and Chris Frost in the Hartwig Fargo.

There were also class honours on the line in the in the

autoactionmag

Auto_Action

autoactionmag

55-vehicle field which also contained 13 motorcycles.

Chris Frost came out ahead in Group Kb by 2.18 from Ty Jarman’s Dodge Special, .10 in front of Dave Benda, who was sharing Frost’s Fargo.

Mitchell won Post War from Nitschke and Benda with Nitschke’s Ford B winning Pre-War from John Lakeland’s Triumph Dolomite and Mitchell’s Amilcar.

Dale Hart’s Jaguar-powered Kougar took Come and Run from Alex Cossich in the Sports Racing closed (pre-dating Sports Sedans) Jarrett lowline Mini and Ian Potts in his HRG W183, which has been in the family since 1965.

Geoffrey Redin’s Austin 7 racer won Group J from the only other competitor, his grandson Raphael, sharing the same car.

Group Lb went to Peter Fagan from Greg Snape and Brian Simpson’s Cooper JAP Mk 9.

In Motorcycles, Dan Gleeson (Norton International) took Period 2 from Paul Walker (Velo Mac) and Peter Fagan (AJS Bigport).

Period 3 went to Bruce Davis (Matchless G80) from Otto Muller (OMR-Adler) and the crowd-pleasers Matthew

autoactionmag

Image: JOHN LEMM Hundertmark and Bruce Davis (Matchless Twin Sidecar).

Trophies were presented in the clubhouse by the Sporting Car Club’s patron and South Australian Governor Frances Adamson AC, who also produced a photo of her father competing in a Singer at Collingrove in the 1950s.

She was also taken for a couple of runs up the hill in Ivan Stephens’ SS100 Jaguar, which won best-presented vehicle.

John Lemm

www.autoaction.com.au I 37

NATIONALS WRAP

RACING HARD AROUND THE BEND IT WAS all systems go at The Bend, which was alive hosting the third and final Motorsport Australia Trophy Series event of the year that was full of high-quality national and state level racing … THOMAS MILES reports

AUSTRALIAN FORMULA FORD SERIES

SONIC MOTOR Racing Services wrapped up a dominant Australian Formula Ford Series campaign in style by sweeping the finale at The Bend.

With Matt Hillyer having sealed the championship in the penultimate round, he carried on his good form with a third straight pole.

But he could not stop teammate Jake Santalucia (pictured) from taking a comfortable race one win in a Sonic 1-2-3 with Conor Somers joining them on the podium.

Hillyer hit back in race two, edging out Santalucia by just 0.2s as they fought to the chequered flag in the seven-lap sprint where Somers found trouble and Zak Lobko took third.

With both drivers level on points, round honours would be decided by the third and final race.

Hillyer got a strong start and led the first three laps, but a slip up dropped him to fourth.

This opened the door for Santalucia, who took full advantage to hold off Lobko by just 0.3s, while Hillyer was promoted to third as a result of a 5s penalty for Kobi Williams.

Santalucia’s success completed Sonic’s one-two in the championship with Hillyer prevailing by 90 points over his teammate, who edged out Lobko.

PORSCHE SPRINT CHALLENGE

CONSISTENCY PAID off for Marco Giltrap, who extended his Porsche Sprint Challenge championship lead by winning The Bend round despite not winning any of the three races.

A trio of runner-ups were enough for Giltrap to prevail in a competitive round, while Sam Shahin swept up Pro Am. Initially it appeared Grove Racing teen Oscar Targett would be unbeatable after he enjoyed a perfect Saturday.

The first success was interrupted by Zak Stichbury’s heavy startline crash, while Race 2 was more straightforward with Giltrap and Marcus Flack making up the minors.

Sunday’s Enduro Cup race was a thriller where the result was not clear until well after the chequered flag.

The lead changed hands on track on five

38 I www.autoaction.com.au

Aron Shields took the Porsche Enduro Cup. Images: SPEED SHOTS PHOTOGRAPHY/SUPPLIED separate occasions with Giltrap, Shields, Targett and Lachlan Bloxham all wrestling each other for track position.

At the end of it all Bloxham took the chequered flag first having been as low as ninth, but was robbed of the win due to a 5s penalty for contact with Giltrap during a late-race tussle.

That elevated Targett, but he was also penalised for overtaking under yellow flags.

Eventually Shields emerged as the race winner, while Giltrap’s round win extends his championship lead to 171 points ahead of the Bathurst finale on November 10-12.

RADICAL CUP AUSTRALIA

YOUNG GUN Alex Gardner (pictured) continued his success in the Radical Cup Australia by going back-to-back at The Bend.

Gardner managed to hold off title rival Elliott Schutte in both races to extend his championship lead to 18 points ahead of the fifth and final round.

The Volante Rosso Motorsport driver took pole and overcame Schutte by 3s as Cooper Cutts was the only non finisher after a firstlap clash with Mark Rosser.

Schutte turned the tables in Race 2, getting the better start to lead into turn one, but five corners later Gardner snatched it back.

This proved to be the defining moment as Gardner took the chequered flag 6s up the road, while Cutts made an impressive recovery to take third.

Gardner and Schutte will wrestle for the Radical Cup Australia crown at the Sydney Motorsport Park finale on November 3-5.

three Australian Prototype Series races around The Bend.

However, this was not enough to stop John-Paul Drake from wrapping up the championship, beating Scott Bormann by 41 points.

The first race was the closest contest with Laucke beating Scott Bormann by three seconds.

The leaderboard remained the same in a more one-sided Race 2.

Despite receiving a 5s penalty in race three, Laucke was an unstoppable force in Race 3, winning the 11-lap race by a huge 29s.

This left Drake and Bormann to fight for second with the former importantly prevailing by just three tenths.

MARC CARS AUSTRALIA

they dominated their debut round in GT4, while Coleby Cowham and Lindsay Kearns took Australian Production Car honours.

Smollen and Capo (below) won three of the four GT4 races, while it took the experience of John Bowe and Jack Lawrence to stop them from a four-peat.

Race 3 proved to be a thriller as the Lawrence/Bowe BMW M4 held off Mark Griffith’s AMG by just 0.4s.

In Australian Production Cars Cowham and Kearns (lower image below) emerged victorious in their Mustang after a weekendlong battle with Grant Sherrin.

The duo shared Saturday’s races to go into Sunday level on points a grandstand finish arrived in Race 3 where Cowham snuck ahead of Sherrin by just half a second. But a poor result in Race 4 for Sherrin handed round honours to Cowham and Kearns.

IT WAS game on the MARC Cars Australia series as the three races were shared between as many drivers at The Bend.

Daniel Studded had the early pace taking pole, only to slip to fourth in the opening race taken out by John Goodacre.

Carrera Cup star Max Vidau dominated Race 2, cruising to a 13s win over Goodacre and Cameron McLeod.

The final race was much closer with Geoffrey Taunton beating Goodacre by just over a second.

Australian Production Cars go racing around the Mountain on November 10-12.

SA EXCEL SERIES

Despite finishing second best, the result was enough for Goodacre to claim the round win

AUSTRALIAN PROTOTYPE SERIES NO ONE could compete with Mark Laucke and his Wolf GB08 Tornado, winning all

AUSTRALIAN PRODUCTION CARS

SHANE SMOLLEN and Ricky Capo gelled so well together in their Porsche Cayman 718,

IT WAS one way traffic in the Circuit Excel SA Series with Charlie Nash dominating the weekend.

Driving a Tickford Racing entered Excel, Nash cruised to all three race wins.

This left Mitchell McGarry, Shayne Nowickyj and Jack Wallis to fight for second with the former emerging on top.

The next SA Excel Series round is also at The Bend, on November 11.

Want to see your category event or news story included in the Auto Action Nationals Wrap.

Send your information, images and contact details to team@autoaction.com.au or give us a call on 03 9563 2107

Steven Engel leads the Improved Production field. Below: Mat Fraser took out two of the MX5 races. Bottom: The Excels were as tight as ever ...

Images: RICCARDO BENVENUTI

SUNDAY FUN IN THE SUN THE FOURTH round of the Motor Racing Australia Championships at Sydney Motorsport Park were welcomed with a healthy amount of entries and some spirited racing. Auto Action’s BRUCE MOXON was on hand to cover the action.

IMPROVED PRODUCTION

KURT MACREADY (Nissan Silvia) took three from three, but first he had to fend off the fast-starting Lancer Evo of Steven Engel.

Engel used his power and all-wheeldrive to good advantage, winning the start every time and usually leading a lap or two, before Macready got by.

In the first race, Mattew Birks had both driveshafts break in his Corolla, redflagging the event.

Birks would start the second race at rear of grid and make his way up to fifth, where he started the final.

Birks had a bit of luck go his way. He was making great progress and in with a sniff of a third place before a Safety Car. There was no restart, so he was fourth on the road, but Nick Agland (BMW) had been penalised for a jumped start.

After crossing the line third three times, the penalty with the field bunched up dropped him to ninth.

SUPER TT

SERIES FRONT runner Todd Herring had gearbox dramas with his Mazda MX-5, losing all but fourth gear. He chose to start from the rear to avoid causing problems for others.

autoactionmag

Auto_Action

In the final race, he’d made his way up to third before the box cried ‘enough’.

Meanwhile, Brett Mitchell (Oztruck Maloo) dominated, winning all three races in his booming NASCAR-derived ute.

Myles Jones (Civic) took a pair of seconds and was on track for a third one before losing a tyre on the last lap of the final.

Second place, therefore, went to David Miller (Mazda 800) after a great race-long fight with Jett Herring (MX-5), who was a very close third.

EXCELS

TIM COLUMBRITA had the perfect day, leading every lap of every Excel race.

Jackson Faulkner took all three second

autoactionmag

autoactionmag

places, with Dylan DeBono taking third in the opener and Lewis Buhagiar the other two.

PULSARS

JOSH CRAIG showed why his car has a number one on it, totally dominating all three races. Scott Tidyman took three second places and Shane Tate, Gavan Reynolds and Dan Smith shared the thirds.

CLUBMANS

IT WAS a day of mixed-up results in Clubmans. In the opener, Peter Nowlan (NRC Bullet) won by 10 seconds from Stuart Shirvington’s PRB Birkin and Joshua Versluis in his Birkin S3.

Nowlan was on his way to doing the same in the second race before a mechanical drama put him out for the day.

That race went to Ivan Srejber’s PRB, from Shirvington and Allan Bugh (PRB).

In the last race, Shirvington led the first lap, but it was Srejber’s race again, from Bugh and Shirvington.

MX5 CUP

IT WAS a solid turn up for the MX5 racers, and Mat Fraser was the pace setter, taking Races 1 and 3, with a DNF in Race 2.

Jett Herring being one of the other solid performers on the day taking out race two ahead of Jacob Giovenco. Giovenco also had a solid day with a couple of second places.

www.autoaction.com.au I 39

NATIONALS WRAP

Subbing for the car owner, Jordan Cox dominated the TA2 Muscle Car contest. Image: BRUCE MOXON

ACTION APLENTY AT SUPER SERIES ROUND FIVE of the AASA Super Series was held at Sydney Motorsport Park on October 13-14. With plenty of close and dramatic racing. Despite it being Black Friday, BRUCE MOXON put aside his phobia to be there for Auto Action.

and Pennacchia over the line, delivering Barnes the round win.

AUSTRALIAN TRANS-AM

TA2 MUSCLE CARS

JORDAN COX led every lap. Is there more to say than that?

Cox put in a superb performance, subbing for car owner Mark Crutcher. Cox put the Mustang on pole and blitzed ‘em.

He never pulled out huge leads, though, so his pursuers were always in with a shot.

The opening race, on Friday night, saw Josh Haynes get tipped out of a good second place after contact with Cody Gillis, who was disqualified from that race and had to start at the rear for the three remaining races.

Cox took the opener from Dylan Thomas and Tom Hayman, also in Mustangs. In Race 2 it was the same trio, after a Safety Car caused by Kyle Gurton’s car stopping with low oil pressure.

Race 3 was a shortened affair. Graham Chesney’s Camaro brewed up on the opening lap, setting itself and the surrounding dry grass alight – luckily the grass was short! After the cleanup, racing resumed but only got a couple of laps done before John Hollinger spun off. After a onelap dash to the finish it was Cox, Hayman and Thomas with Ben Grice following.

The last race was a bit longer, at 15 laps.

Cox and Hayman lapped in close proximity for most of the race. A late lunge by Hayman didn’t come off and he dropped back slightly, Cox coming out on top by a couple of seconds. Thomas lost second gear after running fourth early, dropping to seventh.

Haynes recovered from his early dramas to be third, ahead of Jackson Rice, Josh Anderson and Grice, all in Mustangs.

Cox took the round win, of course, with Hayman and Thomas next.

40 I www.autoaction.com.au

Justin Barnes took then points in the RX8 Cup. Image: RICCARDO BENVENUTI

Image: BRUCE MOXON

STOCK CARS

SCOTT NIND (above) crossed the line first in all four races in his Rousch Racing Mustang NASCAR but was disqualified from the opener. No matter – he won all the other races, the Mustang ground-pounding away out front. Danny Burgess (Silverado) took the opener and second in races two and three, dropping to fourth in race four.

Image: RICCARDO BENVENUTI

HYUNDAI EXCELS

FOUR VERY closely fought races with two winners; Ryan O’Sullivan (leading above) took the first and last and Tyler Collins the two in between. Hugo Simpson led the first

few laps of the opener, before being shuffled back to fifth. Behind O’Sullivan it was Collins, Blake Tracey and Jaylyn Robotham, slumming it in a break from Super 2 duties.

Race 2 and O’Sullivan and Collins disputed the lead, Collins getting ahead on lap four of 10. Robotham snuck into second place on the last lap, with O’Sullivan third. In the third race, Collins led from start to finish. Behind him, O’Sullivan and Robotham continued their scrap, the latter coming out on top after O’Sullivan stayed ahead early on.

In the final race, shortened to six laps, O’Sullivan took the lead on the opening lap and headed Robotham and Tracey home.

RX-8 CUP

THE FIRST race went to Brock Paine, from Luke Webber and Justin Lewis, who led the first seven laps of the 10-lap journey. Race 2 went to Justin Barnes from Justin Lewis, Jake Pennacchia and Paine, after the four of them fought hard.

Races 3 and 4 saw Barnes make no mistakes, leading from go to whoa in both. Barnes has finished second in the series at least twice and was making sure he won this time. Pennacchia, Lewis and defending champion Tom Shaw followed him home.

In the final, Barnes led Paine, Shaw

A SMALL but concentrated field of classics (below). Ian Palmer (Firebird) and Sean English (Mustang) took two wins each. Palmer won the first, from English and John Prefontaine’s Mustang. English took the next from Dean Crossley (Falcon) and Alwyn Bishop’s Plymouth Duster as Palmer parked. Race 3 was English’s from Palmer and Bishop and in the final, Palmer was back on top, from English and Bishop.

Image: RICCARDO BENVENUTI

SUPER TT

CORY GILLETT took four from four in his V8 Nissan Silvia. Graham Elliott was second in the opener in his Commodore before dropping out with terminal woes in race two.

Brent Edwards (Falcon XR-6) took third in the opener then three seconds, with Ryan Bell taking third in the other races in a 350Z.

LEGEND CARS

THE POCKET-ROCKETS were out in force and had five races. In the opener, it was Bruce Duckworth from Shane Tate and Scott Morgan. Next, it was Tate, Duckworth and Ryan Pring. In Race 3, Tate got the nod again, from Pring and Brendan Hourigan.

In the fourth and fifth races it was that man Tate again, with Hourigan and Pring bringing up the rear both times.

Want to see your category event or news story included in the Auto Action Nationals Wrap.

Send your information, images and contact details to team@autoaction.com.au or give us a call on 03 9563 2107

LEWIS TAKES TO THE HILLS THE ADELAIDE Hills Rally saw another ARC battle between the Toyota-powered Bates Brothers play out, with Lewis Bates and co-driver Anthony McLaughlin prevailing after taking out Sunday’s Heat 2 and the outright.

It puts the reigning Australian Rally champion on the front foot for November’s National Capital Rally to secure a second title after denying Harry Bates and Coral Taylor a third straight win.

Continuing their strong season were outright third place getters Eddie Maguire and Zak Brakey in the Skoda machinery, taking second in Heat 2 to elevate themselves into third over Alex Rullo and Glenney in the Hyundai i20 Rally 2.

For Lewis Bates, his second win of the year, by 4.4s, partly came due to a 25sec penalty to his brother on SS22 and a spin two stages later helped him seal the deal despite finishing second to his brother in the Power Stage finale.

“Thank you to the whole team – they have worked so hard all weekend, and I’m glad we brought home results for them,” Bates said.

“We probably didn’t have the tidiest run in the Power Stage, so I am not surprised that Harry got us back – we had a fair crack, so hats off to him.

“It hasn’t been the easiest weekend, but we never gave up. We kept fighting the whole way and we put ourselves in a good position at the end, so we’re absolutely over the moon.

“The Adelaide roads are very fast and

they require a lot of confidence and bravery and I think we showed that we have the confidence on the fast road.

“A bit of work we need to do when the conditions change, but overall, they’re amazing roads and I love the scenery in the Adelaide Hills.”

The rally opened on Friday night with the 40 crews – including a record eight Rally2 cars – at the Shell V-Power Motorsports Park with two special night stages of the GT Circuit, both of which were taken by the #2 Toyota pair in the unique two at a time stage runs.

Saturday’s completed Heat 1 saw Bates and Taylor go into the second day with a 16.8s advantage over the #1 Toyota after taking out 10 of the 14 stages.

It was a great Saturday for recent Victorian Rally winner Troy Dowell and Bernie Webb, taking third in their relatively new Ford Fiesta Rally 2 after Maguire took a penalty to slip outside the top-10.

The day started strongly for the defending champions, taking the first two stages to inherit the lead, but the #2 GR Yaris hit back by taking eight of the next 10 stages.

Maguire’s penalty for a wrong turn elevated Dowell, with Rullo and the returning Molly Taylor in fifth, who held the Production Cup lead over Steve Maguire and Ben Searcy.

The Heat 1 winners picked up where they left off on the Sunday, winning the first five stages before Rullo ended the run in SS20.

They hit back on the second run of Pine Hut before taking the costly penalty on SS22

which saw them drop down the order for the day, but after the Power Stage finished off Heat 2, the days standings saw just three seconds splitting Maguire, Rullo, Anear, and Harry in a good show of close Rally2 competition.

Taylor and co-driver Andy Sarandis again edged out Steve Maguire and Searcy in the ARC stakes, with the former champion taking the Production honours on her ARC return in the Subaru WRX in eighth outright.

Production Cup championship leader Bodie Reading had a huge roll on SS19 which ended his day early – both he and co-driver Young were cleared of any serious injury.

In the 2WD Cup, Heat 2 winners Ben and Cathy Hayes took the outright honours, whilst it was a convincing win in the ARC Classic Cup for Tom Clarke and Ryan Preston in their Datsun Stanza.

Finally, the ARC Junior Cup was taken out

by Mitch Garrad and Lucas Zinsstag in the Impreza RS.

The final round of the ARC heads to the National Capital Rally in Canberra on November 18-19, where Bates will carry a 23 point lead over his brother, whilst Anear and Maguire have moved ahead of the Adelaide-absent Nathan Quinn.

TW Neal ARC STANDINGS AFTER 5 ROUNDS L.Bates/McLaughlin 444 H.Bates/Taylor 421 E.Maguire/Brakey 283 Anear/Read 245 Quinn/Winwood-Smith 227 Lewis Bates flies to victory. Top: Eddie Maguire consolidated third spot in the ARC points. Images: JACK MARTIN PHOTOGRAPHY. Above: Molly Taylor returned to the ARC, taking the Production win in her Subaru WRX STi. Image: OZSPORT PHOTOS

autoactionmag

Auto_Action

autoactionmag

autoactionmag

www.autoaction.com.au I 41

SUPERCARS SUPPORTS

CASHA CHARGES TO TOYOTA CROWN

RYAN CASHA charged to the 2023 Toyota 86 Series championship with a near perfect weekend around Mount Panorama.

The battle for the title was anyone’s guess in the unpredictable series heading to Bathurst, with Campbell Logan leading Casha by just 26 points, while 190 covered the top five.

However, the Queenslander driving the bright green #79 machine rose to the occasion and dominated at Bathurst.

Casha’s campaign started in style by taking pole by a tenth over Jack Westbury with a 2:36.2558.

But importantly Logan battled behind the wheel and could only manage the 13th fastest time which put Casha in the box seat.

Casha took full advantage of the favourable starting position, taking charge while Ryan Tomsett, Cody Burcher and Jarrod Hughes went three-wide for second

through Hell Corner.

Hughes dropped six spots while Jack Westbury and Clay Richards emerged behind Casha.

A Safety Car was required for Michael Cherwell’s off at The Chase which set up a two-lap dash to the flag.

Casha held his nerve to keep Richards at bay, while in a further boost last-lap dramas relegated Logan to 26th and Gray was stuck in the stand at Murray’s Corner.

The eventual champion further extended his dominance by cruising to another lights to flag success in race two.

He held off Richards after the pair had an even start from the front row while Burcher settled into third.

Burcher soon snatched second from Richards but their battle allowed Casha to open up a sizable lead as Ryan Tomsett and Cooper Barnes tangled at the Cutting.

There was also drama at the Chase where

Tom Davies locked up and speared into the back of Jordan Freestone.

With Logan finishing 15th, Casha’s path to championship glory was a relatively simple one on Sunday, but he was determined to win it in grand style in a thrilling final race of the year.

Casha’s championship chase did not get off to the greatest start as Burcher jumped him off the line.

After four laps of applying the pressure, Casha made his move and it was a brave one.

When they arrived at the Conrod, Burcher’s resistance was broken by a brave and committed move from Casha down the inside at the fastest corner in the country.

A lap later Goodall and Richards tried to do the same thing going side-by-side through the Chase for third and the battle went on as Hillyer, Stintson and Hughes joined in a wild run through Murrays.

Ultimately it ended in tears on the final lap at the Cutting where Stintson was fired hard into the concrete on the outside.

All eyes then turned to the lead as Burcher made one last roll of the dice to deny Casha a clean sweep.

Burcher returned serve at the Chase, going around the outside at the heavybraking left-hander.

Casha tried to fight back but fell 0.18s short.

In the end it was an exciting way to crown Casha champion and farewell the original generation of Toyota 86s before a new era begins in 2024.

Thomas Miles TOYOTA 86 SERIES CHAMPIONSHIP 1 Ryan Casha 1246 2 Campbell Logan 1118 3 Cody Burcher 1090 4 Reuben Goodall 1078 5 Jarrod Hughes 1002

Casha leads the field into Turn 1.

Image: TOYOTA GAZOO RACING

BORG MAKES HIS MOVE AARON BORG returned to the top of the standings at Bathurst, but the chase for the 2023 V8 SuperUte Series title is far from resolved ahead of the Gold Coast finale.

Having lost the championship lead after skipping the Bend, Borg is back in front after taking the honours at the penultimate round at Mount Panorama.

However, the #1 ACDelco D-MAX did not have it all its own way with Ryal Harris keeping close company throughout the four races.

The wash up of it all means that just 26 points separate Borg, Adam Marjoram and Harris heading to the season finale.

Borg started the weekend in ominous fashion by taking pole position over Harris and David Sieders by half a second.

The defending champion then extended his dominance by claiming a lights to flag victory in the 100th race of the V8 SuperUte Series era.

Borg controlled the six-lap affair, leading from start to finish to beat Sieders by just 0.6s, who had jumped Harris for second best.

42 I www.autoaction.com.au

Borg shows the way ...Image: TAMARA JADE PHOTOGRAPHY

The pace was hot with the top five finishers all showing lap record pace.

Despite Borg’s fast start, Saturday was all about Harris.

The inverse grid was a Safety Carshortened affair, but this did not stop Harris and Borg from taking a handful of laps to hit the front.

The stoppage was needed to retrieve TCR driver Tom Oliphant, who had come to a stop at the Cutting.

This set up a one-lap dash to the

chequered flag between Harris and Borg.

Borg had a look at the final corner but could not get by Harris with just two-tenths the difference.

In the second race of the day Harris got a great jump and pulled away from Borg instantly to control the remainder of the race.

Sieders was in a tense battle for third, but cracked under pressure, spearing off at The Chase after briefly getting past Marjoram.

But Woods was the one without luck, with his tyre deflating and sending him into the

concrete at the Cutting on the final lap.

Borg then hit back in the race four finale where the V8 SuperUtes kicked off Bathurst Day at 07.25 local time.

But it was far from a simple task with the ACDelco D-MAX down in third on lap one after Harris got a fast getaway.

Borg started his comeback by picking off Marjoram on lap two before snatching the lead from Harris on the following tour.

It arrived at an important time as the race ended under the Safety Car following Jensen Engelhardt’s crash at McPhillamy Park.

The V8 SuperUte Series title will be resolved at the Gold Coast 500 on October 27-29.

Thomas Miles V8 SUPERUTE SERIES CHAMPIONSHIP AFTER ROUND 5 1 Aaron Borg 974 2 Adam Marjoram 967 3 Ryal Harris 948 4 David Sieders 907 5 Jimmy Vernon 862

TOYOTA 86 • SUPERUTES • SPORTS SEDANS

RICCIARDELLO ROARS AT THE MOUNTAIN

THE PRECISION National Sports Sedans shook Mount Panorama for the first time in over three decades and it was the experience of Tony Ricciardello and his iconic Alfa Romeo who emerged victorious on the grand occasion.

Whilst Jordan Caruso turned heads with a stunning pole time and Steven Tamasi also showed some early speed, Ricciardello proved too good in his 30-plus year-old machine to claim the category’s first trip to Bathurst since 1992.

With so much having changed since the last trip to Bathurst, drivers and teams were stepping into the unknown when they first unleashed their beasts under sunny skies on Thursday.

From the moment the cars hit Mount Panorama, the fans loved the sights and sounds of the one-of-a-kind improved production machinery.

Despite only racing an Excel around Bathurst four years ago, Caruso was the man who shook the Mountain with his own mini ‘Lap of the Gods’.

The reigning champion took pole with a stunning 2:02.5436 in his Audi A4, more than two and a half seconds faster than his nearest rival Brad Sheils and eighttenths quicker than the Supercars lap record.

“That was wicked,” was Caruso’s immediate reaction.

“I put a lot of pressure on myself to try and do a great lap because I knew the car could do it and it was so fast across the top.

“It is all about confidence because you are on the limit of fear and I think a twominute-flat would have been possible if all the stars aligned.”

But Caruso’s smile disappeared by the time the historic first Sports Sedans race

Ricciardello’s Alfa shows the way. Above right: Pole man Jordan Caruso (Audi). Right: Steven Tamasi (Holden Calibra) took Race 1. took place first thing Friday morning.

With no Shiels on the front row Caruso, Ricciardello and Tamasi went three wide into Hell Corner, but the Audi did not have enough legs to carry on the fight when they put the foot down.

As Caruso battled gearchange issues and slumped to fourth, Tamasi was on the charge and soared from third to first up Mountain Straight and leaving the field well in his wake.

The #9 enjoyed a 3s advantage at the end of lap one where Angus Fogg charged from 15th to seventh in his Mustang.

But their respective charges were soon brought to a sudden halt as a race-ending Safety Car arrived on lap two.

Birol Cetin first found trouble when he spun Michael Robinson at Hell Corner, before hitting the concrete at the top of the Mountain hard.

The damaged Camaro was unable to be cleared in time for racing to resume, leaving Tamasi to take out the historic race ahead of Ricciardello and Ashley Jarvis behind the Safety Car. There was no sight of Tamasi when the Sports Sedans returned in the afternoon

30 years in the making. Ricciardo leads the Sports Sedans into Turn 1.

autoactionmag

Auto_Action

autoactionmag

autoactionmag

for Race 2 due to cracks forming in the Holden’s wing mounts.

Caruso made the most of the opportunity and enjoyed a fast start to immediately apply the pressure on Ricciardello.

The lead pair quickly sprinted away from the field with Jarvis holding onto third ahead of Mark Duggan.

Caruso was all over the back of the Alfa until a mistake at The Chase gave Ricciardello 2s of breathing space.

The first of two Safety Cars were deployed when Paul Boschert’s Chevrolet was rotated 180 degrees at the first left hander.

This set up a seven-minute dash with Ricciardello and Caruso enjoying a catand-mouse battle but just when a thrilling finish was in prospect a beached Rick Newman at Murrays Corner brought out the race-ending Safety Car. Importantly Fogg was able to snatch third from Jarvis moments before the yellow to claim a maiden Sports Sedans podium.

The fire-breathing field was able to show the crowd what their machines were capable of in Saturday’s third and final

race which was green from start to finish.

Ricciardello and Caruso took the opportunity to resume their titanic battle for the lead.

The Audi had the better of the start and took the lead into Turn 1, but the ageless Alfa had a trick up its sleeve as Ricciardello blew past him up Mountain Straight.

Caruso did his best to hang with the championship leader, but had no answer to the GTV’s rocket-like speed down the straights.

Behind them there was plenty of jostling for position with Tamasi on a tear, flying from the back of the field to fourth, while Shiels came third, 20s behind the leading duo.

After a memorable trip to the Mountain, Sports Sedans stays in the Supercars spotlight with the season finale on the streets of Surfers Paradise, where Caruso needs something special to stop Ricciardello from winning another title.

Thomas Miles PRECISION NATIONAL SPORTS SEDANS CHAMPIONSHIP AFTER ROUND 4 1 Tony Ricciardello 475 2 Jordan Caruso 416 3 Ashley Jarvis 415 4 Mark Duggan 292 5 Ryan Humfrey 277

Images: JOHN MORRIS-MPIX PHOTOGRAPHY

www.autoaction.com.au I 43

SUPERCARS SUPPORTS

BRIT BECOMES NEW KING OF THE MOUNTAIN

Harry (King) heads Harri (Jones) – above; Liam Talbot (below) took out the AM class. Bottom: Kiwi Chris van der Drift subbed for the absent Callum Hedge – and did a great job ... Images: MARK HORSBURGH - EDGE PHOTOGRAPHICS THERE WAS a new king of the Mountain as an English expert bowled over the Aussie locals in a competitive Porsche Carrera Cup Australia round at Bathurst.

Mobil 1 Porsche Supercup star Harry King had never seen the famed 6.213km of Mount Panorama before the penultimate round of the Carrera Cup season, but leaves the country having made a massive impression.

The 22-year-old won a duel with Lechner Racing teammate Harri Jones to not only win the round, but sweep all three races and set a new lap record.

Although Carrera Cup championship leader Callum Hedge was in America chasing glory in the Formula Regional Americas open-wheel series, there was still a high-calibre field on show.

In Hedge’s absence was former Erebus Bathurst driver and Carrera Cup Asia winning machine Chris van der Drift.

Reigning champion Harri Jones also made a comeback in a team bearing his own name with Supercup stablemate King suiting up for EMA Motorsport.

In addition to the international rivalries, there was plenty to play for amongst the locals with Hedge’s absence providing Jackson Walls a massive free kick to snatch the championship lead.

The driver who made the first statement was Jones, who picked up from where he left off last year to claim pole in an exciting qualifying session.

He faced off with King in a tense shootout amid the fading tyre window and the Aussie prevailed by two-tenths with a 2:04.6672.

Max Vidau was the first of the regulars in third ahead of Dylan O’Keeffe with van der Drift in fifth, while Walls could only manage 11th.

44 I www.autoaction.com.au

King and Jones took their fight to the opening race where they proved a cut above the rest.

The Brit held the early advantage after maximising the start, while Jones bogged it down off the line and allowed both O’Keeffe and van der Drift to slip past.

Bayley Hall was unable to complete the first lap, after finishing second best from contact with David Wall.

Walls made some important moves on lap one, rising from 11th to sixth.

Up front Jones needed two laps to pick off O’Keeffe and van der Drift and start chasing King.

The reigning champion gave it his all, but could not quite get close enough as King completed a dream debut.

He won by just half a second, while their nearest competitor, van der Drift, was in another postcode 13s back.

The fight for the lead reached boiling point in race two where the drama occurred instantly.

The field was held on the rev limiter for a long time and Fabian Coulthard only got as far as the exit of Hell Corner where he was rotated.

Drew Hall and Rodney Jane were also caught up in the chaos with the latter

going head-on into the concrete.

There was also action at the front as the Lechner Supercup drivers went side by side into Turn 1 with the Brit forcing the Aussie onto the grass.

They resumed their contest after the Safety Car restart and Jones sensed his big opportunity.

After having a little look at Hell Corner, Jones got a fast run up Mountain Straight.

The Supercup drivers went side by side into Griffins Bend and just when Jones was about to sail around the outside, King appeared to make front to rear contact which unsettled the #12.

Jones was able to survive the scare but only after manhandling his car over the kerbs and just staying away from the tyres.

This proved to be the defining moment of the race, and weekend, as Jones was able to close within half a second, but not get close enough to launch another attack.

Further back Walls and David Russell had an intense side by side battle for fourth which was settled in the favour of the latter more cleanly at Griffins Bend, while van der Drift was a

comfortable third.

Once again King and Jones were wheel to wheel heading into turn one at the start of the finale on Sunday morning and the Brit reigned supreme again.

Jones even slipped behind van der Drift before the Aussie recovered second down Mountain Straight.

Walls moved ahead of Vidau into fourth and tried to stay on the wing of van der Drift but to no avail.

As the race remained green, a grandstand finish was on offer as Jones hunted down King.

But the Brit had the legs to take the chequered flag by 0.7s and complete a memorable clean sweep on debut.

Another new face to Aussie Carrera Cup racing, van der Drift appeared on the podium in third.

In Pro-Am Liam Talbot swept up proceedings ahead of Adrian Flack.

Despite missing Bathurst, Hedge remains in charge of the championship, but only just with six points splitting him and Walls ahead of the penultimate round at the Gold Coast.

Thomas Miles CARRERA CUP AUSTRALIA CHAMPIONSHIP AFTER ROUND 6 1 Callum Hedge 681 2 Jackson Walls 675 3 Dale Wood 547 4 Max Vidau 536 5 Dylan O’Keeffe 504

PORSCHE CARRERA CUP • DUNLOP SERIES

BATHURST WILDCARDS TAKE OVER SUPER2 SHOW THE STAGE is set for a thrilling Super2 decider in Adelaide after the two Bathurst 1000 wildcard youngsters Aaron Love and Kai Allen stole the Dunlop Series spotlight at Mount Panorama.

After Love scored a breakthrough win on Saturday and Allen edged out Zak Best on Sunday, it is ‘game-on’ in the championship.

Best heads to the Adelaide decider with just a 30-point advantage over Allen, while Ryan Wood and Cooper Murray are still in mathematical contention but need a miracle after unproductive weekends.

Initially Best was laying the foundations for a big weekend, taking pole position with an early flyer of 2:05.2865.

This was 0.18s too much for Allen, who led a tight train of cars as only threetenths separated the top seven.

Best then appeared set to take full advantage of the pole by building a big lead up Mountain Straight when racing began under overcast skies on Saturday.

Behind him Allen got nudged off by Wood at Hell Corner, but the contact left the WAU driver worse off.

Wood’s front right was heavily damaged and he was swallowed up by the pack when they arrived at Griffins Bend.

But the slow-moving ZB Commodore created a concertina effect, which saw Zane Morse spun onto the grass on the inside.

Kai Allen took the Sunday win.

Image: PETER NORTON EPIC SPORTS PHOTOGRAPHY Although Best was in control, Love could keep up with him to establish a tense two-horse race.

On lap four it was Best who cracked under pressure, covering Love down the inside at the Chase, but locking up and bowling a wide.

This opened the door for Love, who pounced to snatch a lead he would never let go despite a close shave at Forrest’s Elbow.

Jay Hanson, who was sitting in an impressive third, was not so lucky however, with his heavy hit at Sulman Park ending his podium hopes.

Murray was elevated to third, but he also surrendered the position when he suffered a brake failure at Griffins Bend

and went into the tyres head first.

This ensured the race would finish under the control of the Safety Car, confirming Love’s maiden win and redemption from Sandown ahead of Best, while Allen kept hold of third.

The joy of a first Super2 win quickly disappeared for Love in Saturday morning qualifying when he wrote off the Petronas Mustang for the remainder of the weekend with a big crash under The Tree.

The crash also ended qualifying early, with Best taking another dominant pole with a record-breaking 2:04.7025 as the first Super2 driver to record such a time.

Best kicked off Race 2 with another fast start, but this time it was too fast,

jumping far too early and resulting in a 5s penalty.

This set up a tense race to the flag where the #17 tried to pull a big enough gap over his nearest challengers, whilst trying to not run out of fuel.

Initially, the best placed to benefit from Best’s penalty was Morse, who appeared destined for a fairytale maiden win.

However, Morse’s dream was shattered when his pink pony ran out of legs down Conrod Straight with just two laps to go.

This opened the door for Allen to pounce, now in second, but it was no guarantee with the gap to Best hovering around five seconds.

Although Best led from lights to flag, a 4s gap was not enough to stop Allen from claiming an important win.

The #17 Ford managed to cling onto second by edging out Zach Bates by half a second, but the WAU driver was thrilled to get a breakthrough podium.

The late drama sets up a fascinating finale on the streets of Adelaide on November 23-26.

Thomas Miles

SUPER2 CHAMPIONSHIP AFTER ROUND 5 1 Zak Best 1227 2 Kai Allen 1197 3 Ryan Wood 996 4 Cooper Murray 972 5 Zach Bates 936

MCLEOD BOUNCES BACK, BUT STEWART ON THE CUSP CAMERON MCLEOD (pictured) might have found some Sandown redemption with a dominant Bathurst drive, but it was not enough to stop the consistent Jobe Stewart from being on the edge of Super3 glory.

McLeod and his #92 Nissan Altima were unbeatable all weekend to produce the perfect response to the disappointment of Sandown.

However, right behind him in every session was Stewart, doing just what he needed to do in order to wrap up the Super3 crown on his home streets of Adelaide.

The pair instantly settled into their familiar spots at the top of the Super3 timesheets in qualifying.

McLeod was the one who found the most pace around the Mountain, recording a 2:06.4958.

This was good enough for 12th overall and was three-tenths better than Stewart, while next best was Mason Kelly, who was a further second adrift.

Ryan Gilroy was an early casualty with a practice crash at Sulman Park ruling him out of the weekend.

After bad luck followed him at Sandown, McLeod was determined to stay out of

autoactionmag

Auto_Action

trouble when racing began.

But for a moment his worst fears were realised when he found himself involved in more first lap chaos.

With Ryan Wood backing the pack up in the middle of Griffins Bend, McLeod could not avoid hitting the rear of Super2’s Zane Morse and nudging him off.

Due to the contested concertina effect, no penalty was served, but the moment left the Super3 leader with a badly squashed grill.

However, McLeod pressed on and was able to keep Stewart at bay with the help of Super2 driver Cameron Crick separating them.

The battle for third between Kelly and Valentino Astuti was a nail-biter with just eight-tenths splitting the two Altimas, but Todd’s son emerged ahead.

Stewart lifted his game in race two qualifying as he and McLeod went head to head in a fascinating duel for pole.

The pair went blow for blow, with the lead changing hands on five separate occasions until McLeod landed the knockout blow.

After getting the job done with a 2:06.4862, McLeod then went even faster with his last lap to seal 10th on the

autoactionmag

autoactionmag

combined grid with a 2:06.4159.

He was three-tenths ahead of Stewart, while the only other Super3 driver to be within 1.6s was Kelly.

Saturday was a straightforward affair with all five cars retaining their grid positions for the entire 18-lap journey without drama.

McLeod led home Stewart by 5s, while Kelly joined them on the podium.

Although McLeod has the momentum,

Stewart is in the box seat heading to Adelaide.

Thomas Miles SUPER3 CHAMPIONSHIP AFTER ROUND 5 1 Jobe Stewart 1428 2 Jett Johnson 1236 3 Cameron McLeod 1149 4 Mason Kelly 960 5 Ryan Gilroy 702

Image: MARK HORSBURGH - EDGE PHOTGRAPHICS

www.autoaction.com.au I 45

SUPERCARS

SVG THREE AND THE SKIP-AWAY STANAWAY THE 60TH ANNIVERSARY OF THE BATHURST 1000 AT MOUNT PANORAMA WITNESSED A QUIETLY BUILDING SHANE VAN GISBERGEN ROMP TO VICTORY IN THE GREAT RACE ALONGSIDE FELLOW KIWI RICHIE STANAWAY. THAT MADE IT THREE IN FOUR YEARS AT THE MOUNTAIN FOR SVG AND KEPT HIM IN TOUCH WITH THE CHAMPIONSHIP RACE. TIMOTHY W NEAL REPORTS …

AFTER THE torrential rain cleared in NSW, perfect conditions greeted the 28 car field for the four-day lead in to the Bathurst 1000.

Whilst the weather may have eventually settled, things started off with a stormy mood in the pit lane between the Ford and Chev teams and Supercars over the continuous parity debate.

The besieged Mustangs had a bevy of new aero equipment ready and waiting but couldn’t touch it after Supercars denied the Ford teams a late aero update, citing that the parity trigger hadn’t been hit.

It left fears of a lopsided and half competitive field, and whilst the Mustangs would show good one-lap form over the Mountain, they wouldn’t have the tyre life in the longruns to keep up.

It was the first time that the Dunlop Soft tyre would be employed for a Great Race, and that carried an unknown over the degradation factor.

There was also the question of how lively these Gen3

46 I www.autoaction.com.au

and the returning SImona De Silvestro, and two young Aussie rookies in Kai Allen and Aaron Love.

In front of what Supercars claimed as the third largest crowd to attend a Bathurst 1000, teams would balance their race and qualifying set-ups over six hours of practice sessions, before qualifying and a top-10 shootout.

In a 161-lap affair that won’t exactly be remembered as a classic, there was still the heavy presence of drama that comes with any running of the Great Race, as one of the favourites would be robbed by a late mechanical failure, whilst the front runners would just hang on by the nuts and bolts to make it to the chequered flag.

machines would be over the top of the Mountain given that the cars carry far less aero.

The field included three wildcard entrants, from DJR, BRT and Triple Eight, and two international drivers in Kevin Estre

THURSDAY – GEN3 TAKES ON THE MOUNTAIN

AFTER THE tense run in between the Ford and Chevrolet stables over the ongoing parity debacle, the first of two sessions on the opening day of the Bathurst 1000 got going with an hour long all-driver session.

Supercars RACE REPORT Round 10 – BATHURST 1000

Images: MARK HORSBURGH - EDGE PHOTOGRAPHICS, MOTORSPORT IMAGES, PETER NORTON-EPIC SPORTS PHOTOGRAPHY

It wasn’t just the first time for the Gen3 machines on track, but also for the Dunlop Soft, the softest rubber ever employed at Mount Panorama on a V8 Supercar.

As with the majority of the lead-in to Sunday, it would be the Erebus stable on top in the opening All-Drivers session, with Will Brown topping Matty Payne, putting down a 2:05.965.

Payne would show good pace all weekend in the Grove Mustang, with the Kiwi rookie setting himself for a strong weekend alongside Frenchman Kevin Estre.

Brodie Kostecki was also fast all session, as teams looked to start finding the balance of their race trim with six hours of practice available.

One of the main things that teams, drivers, and fans were looking out for was how the Gen3 would handle across the top of the Mountain with less aero than the older cars.

Cam Waters gave this early summation.

“Obviously it’s on the Soft tyre, so pretty different among some other things of course,” Waters said.

“Over the top of the Mountain it didn’t feel that bad, fairly stable, just going a bit slower than you normally would. Even into The Chase I was surprised – I thought it would be super loose, but the car didn’t feel too bad.”

Rounding out the top-10 were Chaz Mostert, David

Reynolds, Scott Pye, Broc Feeney, Anton De Pasquale, Andre Heimgartner, and Craig Lowndes.

The second session on the Thursday was a Co-drivers only hit-out to close the day. It was another Erebus driver out front, with David Russell putting in a good start in the #99 contender with a 2:05.683.

After a quiet first session from SVG and after having the a springs change, the #97, Stanaway, was quick enough to go P3 behind Garth Tander, whilst Super2 contender Kai Allen showed why DJR were keen on him, cutting a 2:06.615 to go third in the Shell-V Power wildcard.

The first incident of the weekend also occurred, with Dean Fiore locking up into the tyre wall at the final turn in the Middy’s Camaro.

After Allen, it was Zane Goddard, Jamie Whincup, Alex Davison, Tony D’Alberto, Jack Perkins and Lee Holdsworth filling the top-10.

FRIDAY – GAINING EXPERIENCE

THE SECOND day of the Bathurst 1000 would feature twopractices and the first Qualifying session which would set the field for the Great Race from positions 11-28, whilst separating the top-10 out for Saturday’s Shootout.

Grove Racing would have their moment in the sun on the Friday morning, with Payne and Reynolds showing that the Mustangs had the pace to contend in qualifying. With some teams showing their hands with Qualifying sim runs, the top 10 would all do Sub 2:06s in a good indication of what it would take later in the day.

Kostecki was quick, holding the time for most of the session with a 2:05.438 before the Penrite duo came late.

Behind the #99 were the two DJR Mustangs with Davison on top of the #11, whilst Cameron Hill, Feeney, Mostert, Waters and Heimgartner were in the top-10.

Of note was the fact that SVG had failed to put any meaningful runs together to date, and that would continue through to the next practice, with the defending Bathurst champion having clear issues getting the car stopped, particularly at Murrays and Hell Corners.

While a pensive SVG worked on race set-up (above left), Kostecki dominated the pre-race scene, with a scintillating pole lap in the Shootout ... much to the delight of the Erebus team (above).

Top: Grove rookie Matt Payne justified his 2024 full-time gig with a top-10 Shootout spot, and a great recovery drive after his co-driver’s early error.

Right, from top: An uncharacteristic error from Declan Fraser meant a big pre-race rebuild for Tickford. He wasn’t the only one, with the more experienced Will Brown denting the Coke Camaro early in Qualifying. Ex-S5000 pilot James Golding starred, putting the Nulon car on the second row.

Returning overseas driver Simona de Silvestro combined with debutant Kai Allen , taking a steady 20th place on Sunday.

www.autoaction.com.au I 47

SUPERCARS

Concentration on race set-up and a great choice of co-driver, saw Shane van Gisbergen take his second Bathurst in a row.

Below: The Heimgartner/Wood BJR car was a relatively early retirement.

Below right: The Lowndes/Goddard wildcard was looking useful early on, but a broken gearchange assembly ruined their day.

The second All Drivers session of the day saw Kostecki announce that he was trimmed up on both fronts and ready to roll. The WA driver dominated the pre-qualifying session topping his own P1 time with a late 2:05.121 to enhance his credentials.

One of the notable things was the liveliness of the Gen3s across the top, with drivers having to run a stiffer rear to try and straighten themselves up.

“We’ve noticed throughout the year that the track conditions really affect the balance in these cars,” Kostecki explained on the matter. “I’m not sure if it’s just because there is less aero and they don’t push through the rubber on the track like the older ones did.”

Once again SVG looked troubled, but he reiterated that they were focusing solely on race-trim.

Pye, Mostert, Waters, Payne, De Pasquale, James Golding.

Thomas Randle, Feeney, and Jack Le Brocq completed the leading 10.

QUALIFYING – FINE LINE BETWEEN PLEASURE AND PAIN

IT WAS an odd qualifying session with a hectic beginning – after 21 minutes had passed, not a single lap had been registered by any driver.

Two incidents shaped the early running, with Brown being the most notable of the casualties when he fired the #9 Camaro into the tyre wall at Griffins Bend. Will put his hand up, admitting to a simple driver error, which would significantly hamper pre-race build-up.

The team would spend the session scrambling to get it out there again, and they were given some extra time when a second red flag was waved following Declan Fraser’s big hit against the concrete at Reid Park.

48 I www.autoaction.com.au

SATURDAY – FINE TUNING

The times then started to come. Waters broke the five second mark for the first time of the weekend, with an impressive Golding following him to hold P2 early.

Kostecki then went top with a 2:04.664, with the split between the top-10 dropping to under a second through half the field.

As the clock ticked down, the top-10 was holding firm with Randle on the edge in P10 Then, after a whole weekend of not being able to stitch a lap together, Van Gisbergen got a tow from Courtney and pulled one out of the bag to go P7, knocking the Castrol Mustang out.

“Thanks to Courtney, I had a tow off him and he just pulled me along because I didn’t have the pace ... so we snuck in,” SVG said.

“We’ll try getting on the front row but I’m not really focused on that – we were really prioritising the race car which made us not that good in qualifying. With the Soft tyre here the degradation is so bad.”

Making up the top-10 was Kostecki, Golding, De Pasquale, Waters, Feeney, Reynolds, SVG, Payne, Mostert, and Davison with 0.6207s between them, whilst Randle missed out by 0.095s.

THE FINAL day before the Great Race opened with an all co-drivers session, with all the runners from outside the top-10 focusing on doing long runs to get some final lap data on the Softs and the degradation window.

Of the co-drivers Stanaway, Russell, Tander, Whincup, D’Alberto, O’Keefe, Moffat, Estre, Holdsworth and Alex Davison were all driving the top-10 shootout machinery.

Estre cut the most laps in a longrun sim, turning 25 trips around the Mountain, whilst Stanaway was the fastest runner with a 2:06.049.

The Tradie Mustang was still getting prepared from Fraser’s incident at Reid, while Perkins complained of bad steering in the #9 following its Q-crash on Friday.

There was little to report other than what the tyre deg was showing after long-runs, with 10 laps equating to a onesecond drop in lap time, and two-seconds anywhere after 15 laps.

The final session of the six allotted practice hours had teams get their final driver change and brake change practice in, with the Reynolds Mustang crew finding issue with the mono-caliper, needing a sledge to get it off after only a 12 lap run.

Feeney would top the session over Kostecki, but plenty of cars saw their co-drivers get some final long runs, whilst Davison missed out on a Q sim owing to some braking issues.

Supercars RACE REPORT Round 10 – BATHURST 1000

Brown was an early mover, recovering from his qualifying dramas, passing the Holdsworth and Estre Mustangs. Left (top): Mostert and Holdsworth wrung the max out of the lead WAU car, just missing a podium. Left: The Davisons battled most of the day ...

With some attempts at flying green laps by the top-10 drivers, only the #99 and #88 cars could record in the sub 2:06s prior to the Shootout.

TOP-10 SHOOTOUT – KOSTECKI BLOWS THEM AWAY

AS EXPECTED, it was a close run Shootout, with times dropping into the sub-2:05s to cover the top-six runners. On a rapidly cooling (and thus quickening) track, the order was unlikely to change too much.

In the end, it was Kostecki that put an exclamation mark on his weekend with a monster lap for pole, laying down a last ditch 2:04.272 to beat Feeney by a significant 0.483s.

Despite getting loose into Hell Corner, Kostecki did it with the sun in his eyes when he made the climb up from Mountain Straight.

“I thought I threw it away at Turn 1 but the car was awesome across the top and I threw it down the hill,” Kostecki said.

“I was not sure if I was going to come out the other side, but I had George (Commins) in my mind saying ‘just finish it.’ It is so great to start this race from pole and I am just so proud of the whole team.”

SVG put together the best lap early (a sub-5) after Davison, Mostert and Payne all topped each other to open the shootout, with all the runners after Reynolds putting in very quick attempts, including Golding, who secured a second row start in P4, just behind Waters.

For Kostecki, it was the seventh pole of his sensational championship leading season.

THE BATHURST 1000 – KIWIS CONQUER THE MOUNTAIN

SPECULATION OF the front grid starters were put to bed with co-drivers Russell and Whincup piloting the #99 and #88 front row Camaros, with some of the primary starters in the top-10 being Waters and Golding on the second row, with a split of 16 main gamers and 12 co-drivers down the field.

Whincup got the biggest jump to take Hell Corner when the flag dropped, whilst Golding took third over Waters, followed

by Tander and Stanaway, with D’Alberto, Holdsworth, Payne and Luff making up the early top-10.

Luff was the biggest early jumper but he was easily overrun, whilst Russell was under the #88 wing, with little splitting the front four after three laps.

MSR’s Hill was an early hard-luck story with clutch issues, putting him at the rear after starting in pit lane, whilst Jake Kostecki, Fiore, and De Silvestro made up the back-pack in front of him.

Brown had made up nine spots by lap six, into P8, and worked at a two-second gap to the #11 DJR Mustang, whilst less than a tenth of second split each of the four frontrunners, with the top six lapping in the 2:07s, whilst Stanaway was fastest on track at 288kph, in fifth.

Randle worked his way into the top-10, quickly gapping Courtney, and after 10 laps, Russell held a one second split behind Whincup, as Brown kept gaining, taking P7 off the #11, then P6 from Tander.

Meanwhile Lowndes gained ground into P14, with a long opening stint expected from the veteran.

Whincup made the best start to lead into Turn 1.

The Feeney/Whincup combo was in serious contention until it became the second T8 car to suffer a gearchange mount breakage late in the day ...

www.autoaction.com.au I 49

SUPERCARS it also took less fuel to jump him into effective P1, opting for track position in a break of strategy, whilst De Pasquale pitted the next lap from effective third for brakes and a switch.

Smoke poured out the #8 with the first engine failure of the race, with this not being BJR’s day in the least.

Moffat then had a big moment in the #6 down the dipper clipping the inside then the outside to rip up his right side, as he limped it back to the pits, stopping at an awkward spot in the entry with cars passing him and Golding briefly getting stuck behind him to lose valuable time.

Under the yellow, T8 double stacked again with the #97 taking a bigger fuel load, as Russell now led in the #99 (4 stops), with the #11 (4 stops) into second, whilst Tander was a big gainer into P4, and Whincup into P8, but with enough fuel to maybe only need two more stops.

The end of Tickford’s ‘Best of the Mustangs’ challenge comes as James Moffat struggles to get into pit lane after hitting the wall at the Dipper. Jack le Brocq’s MSR car takes avoiding action, headed for a ninth-place finish..

The first driver change of the race was Percat for Coulthard in the #2 WAU, whilst reports of high tyre-deg though only 16 laps could be heard over the radios.

Just as he was flying, Lowndes suddenly slowed coming down the Dipper and headed for the garage with a broken gear lever mount, which turned the #888 wildcard’s day sour, losing three laps in total.

At 20 laps, Whincup led by 3.7s over Russell, with Golding holding third over Stanaway, and Waters having dropped back into the clutch of Brown, who took him for fifth.

“We’re a sitting duck down the straights … it’s a bit embarrassing really,” Waters said pointedly of his Mustang when he later pitted.

Golding pitted from third to take fuel, tyres, and new driver, with O’Keeffe emerging into P21 as the highest stopper, with Waters then swapping with Moffat, and Payne with Estre, as the Penrite got the jump in the pits.

De Silvestro got turned around at the Chase by Fiore taking the basic-line, but she recovered to keep it green.

The front-runners all made driver changes, with SVG, Reynolds and Perkins getting in, whilst Estre had an uncharacteristic bad moment into the fence at Turn 1, bringing the first Safety Car out, causing Whincup and Russell to pit for Feeney and Kostecki to get in.

O’Keeffe and SVG had the biggest benefit, with the #97 in P2, whilst the running order behind was Reynolds, Feeney, Moffat, and Kostecki.

On the lap 30 restart, Estre had only lost one lap after a disc change from the contact, whilst SVG took the lead at the green with Reynolds and Feeney jumping in behind, but Reynolds the took a costly pit lane penalty for, just, crossing the Safety Car line too early under the flag. Very high price for such a minor infringement ...

The field was fairly congested on the 33rd lap, as Feeney Most undeserved DNF went to the Feeney/ Whincup Camaro – in outright contention until the gearchange mounting broke ...

Above right: Come the final sprint, Kostecki couldn’t make ground on the SVG car, and settled for second, with some steering iisues providing late concern.

50 I www.autoaction.com.au

took P2 with the Reynolds drive-through penalty looming.

Kostecki took third when the #26 went in (back to 23rd), putting O’Keeffe and Moffat in the top-five.

Another yellow came about when the #8 BJR car was helped into Hell Corner by Pye, on lap 40.

It brought a flurry of pit stops which saw the Erebuses double stacked, but the #99 was back out over the prior leaders – with Stanaway now at the wheel in the #97 behind him – with the field now turned on its head with Feeney/Whincup the big losers in a T8 double stack – in effective 13th. It left Frosty, Coulthard and Fraser briefly in the lead over #99, #97, and #11.

The flag dropped at lap 41, with Kostecki making short work of Fraser then Coulthard, with Stanaway in fourth. Whilst the #6 Mustang took five seconds for an unsafe release.

The Chase saw some more action with a BJR duet – Smith and Jones – colliding. While both continued, Jones’ car had suffered rear suspension damage which required pit time.

Amid the chaos, Kostecki and Stanaway had caught Winterbottom, with just under two seconds between the restored leaders, and by lap 50, Stanaway had started taking tenths off the #99’s lead with De Pasquale 7.6s back and dropping in third ahead of the Fullwood car, over Moffat and Mostert.

Whincup had moved back into the top-10 (P9) by lap 54, with O’Keefe, Davison, Perkins, and a recovered Reynolds from the earlier penalty behind him.

Kostecki’s tyres were 28 laps old and he was now lapping in the 2:09s but, just as Stanaway was getting close, the #99 found a little extra to push it back out to 1.5s.

The #88 went in on lap 62 for a quick fuel hit, with the T8 boss on 49 laps in the car to date.

The leaders both dived in together on lap 64, with Russell getting in, whilst the #97 took its compulsory brake change,

The race went green on lap 74 with Waters’ day over, and Tander was taking advantage by moving into fifth, with Stanaway now needing to pass Robotham and D’Alberto to catch Russell, eventually finding the back of the #11 by lap 80.

The front three became settled by the 83rd lap, just over half distance, with Russell 2s up on the #97, whilst the #11 DJR had 5s on Tander who was coming under pressure from the long running Whincup.

The #88 moved into fourth approaching the 90 lap mark, whilst another big mover was Payne and Estre, back up to 11th after the Frenchman’s earlier crash.

With the tyres stretching comfortably into 27 laps at this point, it largely became a fuel balancing race, as the #99 went in on lap 91 for a driver swap – but still with no brake change – with Kostecki now in until the end, emerging in P10 after Russell’s faultless stints.

The #11 and #88 came in for driver change, with both getting a seamless brake change, with Stanaway running long out front.

Four laps after car #99, Stanaway dived into the pits after establishing a 19s advantage over Tander and handing over the #97 to van Gisbergen for the final time.

SVG rejoined 7s ahead of Kostecki with 64 laps to go, while

Supercars RACE REPORT Round 10 – BATHURST 1000

Tander pressed on in the #26.

As lap 100 ticked by, the Triple Eight v Erebus showdown was established with 12 seconds separating van Gisbergen, Kostecki and Feeney.

De Pasquale was the only Ford in the top seven, in fourth, but was hunted down by Brown with the two PremiAir cars next. Mostert had strong pace and threw himself into the mix, knocking off the Nulon Camaros in quick time to get up to sixth.

Brown could not catch De Pasquale before he dived into the pits on lap 106 to perform a brake change and rejoined down in 23rd.

The race settled down as drivers tried to stay alive to buy a ticket for the final part of the race, but SVG was growing the gap to Kostecki and Feeney.

By the time Kostecki boxed on lap 116, SVG had increased his lead to 11s while Feeney was a further 9s adrift It was here Erebus decided to perform the pivotal brake change on the #99, 52 laps later than the #97, and without incident.

The leader took to the pits with 41 laps to go, taking a swift brake change, fuel and tyres, with the pit straight between SVG and Feeney on the exit, with Kostecki three seconds back in third. On his out lap however, the Kiwi complained about a flat brake pedal with an 11s lead.

Feeney was gaining with SVG’s brake trouble, as well as carrying an eight second fuel advantage going into the final 36 laps, with the margin sitting at five seconds, whilst the actual leader was Reynolds, but due for a stop with his tyres shot.

It appeared as if the brake issue on the #97 had righted itself, but the margins either side of the P2 and P3 kept closing, with the #88 within 2s of SVG, and Kostecki within 4s of him.

Courtney came close to ruin at Skyline but saved it from the fence, as the margins once again settled between the leaders with 30 laps left.

The Reynolds/Tander car was a top 10 runner all day, finishing fifth.

There was still a lot to play out at this point, with one more stop due between the leaders, and Feeney potentially holding a fuel time advantage over SVG, with the two T8 cars holding the cards.

Feeney then tragically slowed down Conrod Straight, with the youngster despondent in his car when he pulled into the pits with the gear lever jammed (making that two big gearchange-related problems for the day for the team) whilst Kostecki also complained of steering issues, .

That put Kostecki into P2, 11s behind SVG, whilst De Pasquale was now holding a comfortable third by over 20 seconds from Mostert.

That meant van Gisbergen was in the absolute box seat with 21 laps to go.

While Feeney tried to come back out to complete his race four laps later in 24th position, it was in vain, as he eventually went back in on lap 145.

Kostecki took his final stop on lap 146, taking a ride height change to throw it all at the Mountain and counteract the steering issue, with a Safety Car now in the prayer book of Erebus, with the #97 having plenty of time in hand to pit again. That final pit for the #97 came on lap 149, and he emerged with a 26.9s advantage with 12 laps left.

As the laps ticked down on what was potentially Van Gisbergen’s last Bathurst 1000 for some years to come, he took advantage of Kostecki’s steering problems to push the gap out to over 24 seconds, whilst the top 10 was looking all but a done deal.

The closing laps also saw SVG contending with his own issues, with his radio comments describing a Gen3 car that was basically falling apart and that he was nursing home.

In the end the #97 romped home with a 19.932s victory, with De Pasquale a further 14 seconds back from Kostecki, leading in four Mustangs.

Mostert took fourth over Reynolds, who recovered from that badly timed drive-through penalty in the early part of the race, whilst Courtney was a further seven seconds back on him.

Anton and Tony enjoy the third place podium position.

Above: Headed for sixth – pit time for the Courtney/Best car.

Third Bathurst top 10 in a row – and best-placed BJR car. It was a top effort from Fullwood and Fiore in seventh.

Fullwood earned himself a great third straight Bathurst top-10 in P7, whilst Brown cemented his early charge up the field, less than one second behind the Middy’s driver, with Le Brocq and Golding rounding out the top-10.

THE NEXT round sees a trip to the Gold Coast 500 on October 27-29. Continuous high finishes for Kostecki will make it hard for Van Gisbergen to emulate his Kiwi DJR mate and snatch a third straight title, with the #99 Erebus driver enjoying a 131 lead. 150 points are on offer in each of the remaining four 250km races of the season, and the Melbourne squad will simply look to continue what they’ve done all year, and that’s to put a reliably fast Camaro on the track and let ‘Bush’ get to work ...

BATHURST 1000 RACE RESULTS QUALIFYING RACE 24

That’s it – deal done. SVG takes his third Bathurst 1000.

Below: A beautiful day saw a big crowd roll up ...

autoactionmag

Auto_Action

autoactionmag

Pos Driver Time 1 Brodie Kostecki 2:04.2719 2 Broc Feeney +0.4830 3 Cameron Waters +0.5056 4 James Golding +0.5436 5 Anton De Pasquale +0.6437 6 Shane van Gisbergen +0.7252 7 David Reynolds +0.8793 8 Matthew Payne +0.9977 9 Chaz Mostert +1.5590 10 Will Davison +2.1455 11 Thomas Randle +0.7155 12 Scott Pye +0.7775 13 Andre Heimgartner +0.8056 14 Cameron Hill +0.8251 15 Jack Le Brocq +0.8430 16 James Courtney +0.8463 17 Will Brown +0.8937 18 Tim Slade +0.9200 19 Mark Winterbottom +1.1351 20 Zane Goddard +1.1867 21 Bryce Fullwood +1.2762 22 Todd Hazelwood +1.2903 23 Nick Percat +1.3553 24 Macauley Jones +1.5526 25 Kai Allen +1.5773 26 Aaron Love +1.8668 27 Jack Smith +2.5067 28 Declan Fraser +8:42.8450

autoactionmag

Brought to you by

RESULTS RACE 24 161LAPS (1000KMS) MOUNT PANORAMA

CHAMPIONSHIP POINTS AFTER RACE 24

Pos Drivers Laps 1 S.van Gisbergen/R.Stanaway 161 2 B.Kostecki/D.Russell 161 3 A.De Pasquale/T.D’Alberto 161 4 C.Mostert/L.Holdsworth 161 5 D.Reynolds/G.Tander 161 6 J.Courtney/Z.Best 161 7 B.Fullwood/D.Fiore 161 8 W.Brown/J.Perkins 161 9 J. Le Brocq/J. Ojeda 161 10 J. Golding/D. O’Keeffe 161 11 M. Payne/K. Estre 161 12 T. Randle/G. Jacobson 161 13 T. Slade/J. Webb 161 14 N.Percat/F. Coulthard 161 15 C. Hill/J. Robotham 161 16 W. Davison/A. Davison 161 17 S. Pye/W.Luff 160 18 D. Fraser/T. Everingham 160 19 A. Love/J. Kostecki 160 20 S. De Silvestro/K. Allen 160 21 J. Smith/J. Evans 157 22 M. Jones/J. Boys 149 23 B. Feeney/J. Whincup 142 24 C. Lowndes/Z. Goddard 141 NC M. Winterbottom/M. Caruso 160 NC T.Hazelwood/T.Blanchard 156 NC C.Waters/J.Moffat 70 NC A.Heimgartner/D.Wood 68

Pos Driver 1 Brodie Kostecki 2 Shane van Gisbergen 3 Will Brown 4 Broc Feeney 5 Chaz Mostert 6 Andre Heimgartner 7 Anton De Pasquale 8 Jack Le Brocq 9 Cameron Waters 10 Bryce Fullwood 11 Will Davison 12 Tim Slade 13 James Courtney 14 James Golding 15 Mark Winterbottom 16 Matthew Payne 17 Scott Pye 18 Thomas Randle 19 David Reynolds 20 Nick Percat 21 Macauley Jones 22 Todd Hazelwood 23 Declan Fraser 24 Cameron Hill 25 Jack Smith

Race time 06:07:07.4957 +19.932 +33.056 +42.832 +49.060 +56.983 +58.030 +1:02.956 +1:13.898 +1:15.804 +1:19.488 +1:22.978 +1:44.083 +1:48.104 +2:03.718 +2:04.921 +1 Lap +1 Lap +1 Lap +1 Lap +4 Laps +12 Laps +19 Laps +20 Laps -

s5 t1 s2 s5 s2 s10 s14 s9 s6 t6 t3 t1 s5 s9 t1 t6 t5 s10 s7 s5 s6 s2 t21 t4 t6 t4 t24 t15

Points 2447 2316 2057 2039 1900 1680 1572 1553 1550 1506 1489 1341 1331 1302 1294 1283 1278 1277 1260 1017 988 981 896 891 889

s1 t1 s1 t1 s4 t2 t2 s1 s5 s1 t3 s1 t3 t2 s2 t2 s1 s1 t1

www.autoaction.com.au I 51

SUPERCARS

97 99

Supercars RACE REPORT Round 10 – BATHURST 1000

SHANE VAN GISBERGEN/RICHIE STANAWAY

A mix of speed, strategy and a focus on race pace paid off handsomely for the all-Kiwi combination. Started strangely, only qualifying sixth after a number of set-up issues, but the car came alive when it mattered. Stanaway rose to third in the opening stint and SVG led after the first Safety Car before settling into second behind Kostecki as the pit stops played out. A crucial fuel stop during the final Safety Car put car #97 in the box seat, gaining 13s on the #99 and SVG then drove into the distance despite experiencing braking, steering and clutch issues to record the biggest Bathurst-winning margin of this century.

2ND

2023 BATHURST 1000

CAR BY CAR AUTO ACTION’S THOMAS MILES TAKES A LOOK AT HOW ALL 28 CARS FARED UNDER THE SUNNY SKIES IN THE 60TH ANNIVERSARY BATHURST 1000 AT MOUNT PANORAMA…

BRODIE KOSTECKI/DAVID RUSSELL The championship leader had to settle for second best despite being the raging hot favourite. Was untouchable over one lap, dominating practice and qualifying before claiming the biggest pole margin since Lap of the Gods with a flyer. Russell lost the lead off the start, but regained it by L44 and controlled the race until the halfway mark. Stayed out during the final SC which put them on back foot fuel-wise and lost the lead during L90 pit. Kostecki then did not have the race pace to challenge T8 and fell 20s short of Great Race glory.

11

3RD

ANTON DE PASQUALE/TONY D’ALBERTO De Pasquale and D’Alberto piloted the standout Mustang and their consistency was rewarded with a podium. Fastest Ford in Friday qualifying before being fifth in the Shootout. Dropped to ninth early on, but made progress after first SC. Was a top five car from L40 onwards and stayed out of trouble which meant they were able to inherit third when Feeney dropped out. Was within 4s of Kostecki in the final stint before dropping to 10s adrift at the chequered. De Pasquale and D’Alberto maximised their package to score DJR’s first Bathurst podium in four years.

52 I www.autoaction.com.au

25

4TH

5

6TH

CHAZ MOSTERT/LEE HOLDSWORTH Holdsworth started steady but lost five spots after being bullied from the Chase to Mountain Straight. But by the halfway mark Mostert had become a top 10 runner and further strengthened his position with strong late-race pace. Cruised past Reynolds for fourth with 20 to go and complete the impressive fightback.

JAMES COURTNEY/ZAK BEST Courtney started the race and made up three spots on the opening lap alone. Lost ground on L40 due to double-stacking behind car #6. Best regained some ground before handing over to Courtney for the final part of the race, and continued the momentum to secure sixth, in touch with the top five and the best Tickford Mustang.

26

14

5TH

DAVID REYNOLDS/GARTH TANDER Started with plenty of promis, emerging third after first stops, but this was achieved by passing car #88 after the Safety Car control line. A tough pit lane penalty dropped them down to as low as 26th, before a series of long stints by Reynolds brought them back in the mix. Would eventually salvage fifth – a silver lining after a tough day.

7TH

BRYCE FULLWOOD/DEAN FIORE Fiore had a troubled start, being the first to crash, finding the fence at Murrays Corner on Thursday and spinning car #98 at the Chase in the opening stages of the Great Race. Car #14 then received a drive-through for a pit lane infringement. But some big stints to the finish by Fullwood completed an impressive rise from 21st to seventh.

19

11TH

20

MATT PAYNE/KEVIN ESTRE Payne had starting duties and held firm in the top 10 before handing over to Estre on L23. Things took a turn for the worse when the Frenchman became beached at Hell Corner. This left the #19 a lap down and towards the back but the pair chipped away to be 4s away from the top 10.

SCOTT PYE/WARREN LUFF

55

56

12TH

17TH

Pye missed the Shootout due to a mistake at Griffins and had to start 12th. Luff jumped up to ninth instantly but soon lost that ground, while Pye survived a tangle with Heimgartner. By the end of the race car #20 was poised to finish 14th until a late splash and dash was required with two to go, dropping them to 17th.

18TH

88

23RD

BROC FEENEY/JAMIE WHINCUP

It was all looking so good for the #88. Feeney qualified second and Whincup jumped the #99 off the line to lead the opening laps, but lost ground to as low as 17th having been forced to double stack in the second and third stops. Despite this, outright speed propelled them into victory contention, until a “gutting” shift-mount issue struck on L136. Returned, albeit 19 laps down.

888

24TH

THOMAS RANDLE/GARRY JACOBSON After just missing out on the Shootout by less than a tenth, Randle was determined to make up ground in the opening stint and was able to make up a place. Randle stayed out during the L70 SC and ran out of sync.

Emerged 17th after the final stop but made up five places before the finish.

DECLAN FRASER/TYLER EVERINGHAM Started last after Fraser had a sickening shunt at Sulman Park at the start of quali.

Team repaired the car in time for first Saturday practice. In the race, car #56 was not afraid to run longer stints than rivals and gained spots. Everingham spun De Silvestro and was penalised before a steady last stint.

CRAIG LOWNDES/ZANE GODDARD

23

7

18

13TH

19TH

Despite a disappointing qualifying down in 20th, Lowndes showed great speed in the early laps. The veteran was picking off the rival co-drivers to charge up to 14th in the first nine laps. But his charge was halted by a broken gear lever mount. Lowndes and Goddard circulated until the finish, but only after 12 visits to the pits and losing 20 laps in the garage.

NC

AARON LOVE/JAKE KOSTECKI Qualified 26th having focused on the race car. Kostecki started and slowly made up ground before remerging 17th after the first SC. Car #7 got to as high as eighth amid the strategy shuffle. Had a couple of close calls but survived without drama.

Love brought it home to be the leading wildcard to the tune of 33s.

MARK WINTERBOTTOM/MICHAEL CARUSO

Images: PETER NORTON-EPIC SPORTS PHOTOGRAPHY AND MARK HORSBURGH-EDGE PHOTOGRAPHICS

TIM SLADE/JONATHON WEBB Webb held station from 18th until he bowled a wide at The Chase and crawled out of the gravel trap. This left the #23 towards the back of the pack but by the fourth hour Slade climbed up to seventh. After eight visits to the lane he drifted to 17th before making four spots in the final stint.

9

2

98

3

8TH

14TH

20TH

Winterbottom struggled for pace early and qualified 19th. Stayed out during the second SC to take the lead briefly before dropping to 21st.

The offset strategy appeared to work when they were destined for 11th until a splash and dash was required to make it home. But due to being caught in the pits as SVG took the chequered flag, ‘Frosty’ suffered a strange and cruel DNF.

NC

WILL BROWN/JACK PERKINS Started on the back foot by Brown crashing at Griffins Bend in Q1 and only qualifying 17th. Rectified this with a stunning opening stint, flying into the top five. Was back outside the top 10 by double-stacking on L39; when Perkins handed over to Brown for the run home, he was 11th before eventually securing a top 10.

NICK PERCAT/FABIAN COULTHARD Car #2 struggled for one-lap pace and started 23rd. Percat started and made up four spots on the first lap before pitting on L14 to go out of sync with teammate. After staying out of trouble Percat went from 17th to 14th in final stint. Was hoping for a late SC that never came.

SIMONA DE SILVESTRO/KAI ALLEN Leading in most of the headlines surrounding de Silvestro’s comeback, but

by Thursday Allen stole the show, finishing fourth in the first co-driver only practice.

He qualified 25th and De Silvestro started, but was spun twice. Allen finished and jumped two places due to retirements in a clean last stint.

TODD HAZELWOOD/TIM BLANCHARD It was a challenging and frustrating weekend for the #3 crew. Hazelwood could only manage 23rd in quali but he showed strong speed to get up to 12th. But a 15s penalty for refuelling the car on the ground put them back on the back foot. Eventually a power outage and collapsing starter motor ended their day just five laps from the finish.

34

35

4

6

9TH

15TH

21ST

NC

JACK LE BROCQ/JAYDEN OJEDA Struggled for one-lap pace, qualifying 15th and behind teammate, but battled hard to be in the top 10 after the early SCs. Lost time due to a long fuel stop and an overheating issue before recovering in the second half of the race. Stayed out of trouble to climb from 19th to ninth in the last 100 laps and register MSR’s best Bathurst result.

CAM HILL/JAYLYN ROBOTHAM A top 15 finish would have been a pleasant surprise for the #35. Was on the back foot straight away with Hill forced to start from the pit lane as the team fixed a clutch drama. Despite being 30s behind with “30% of a clutch pedal” they chipped away to fend off Davison for 15th.

JACK SMITH/JAXON EVANS Smith struggled for pace in qualifying, being six-tenths slower than the rest of the field that did a flyer. Evans started and made up 11 spots in the opening stint. But all their progress was destroyed when friendly fire struck on L43. Jones spun Smith and the contact sent both to the garage.

Car #4 returned to finish four laps down.

Once again the Monster Mustang started the day as Ford’s frontrunner having pushed hard to qualify third. Waters started and settled into fourth but received a 5s penalty for an unsafe release in the pits on L39. But just when the recovery started, the race was over when Moffat crashed at the Dipper. Tried to bring the car back to the garage, but came to a halt at pit entry.

31

17

96

8

10TH

JAMES GOLDING/DYLAN O’KEEFFE Golding was one of the feel-good Friday stories, being second fastest in qualifying and backed that up with fourth in the Shootout.

Was the highest placed main driver to start and settled into third, while an early driver change put O’Keeffe in the lead briefly.

Double-stacking on L70 put the #31 in 21st, but Golding fought hard to salvage a top 10.

autoactionmag

Auto_Action

16TH

WILL DAVISON/ALEX DAVISON The Davison brothers had a tough day at the office, falling from 10th to 16th. Will made the Shootout, but did not maximise his lap. Alex started and fell five spots on the opening lap and the car did not return to the top 10 after the first round of stops.

Will was pleased to finish after the brothers “had to overcome many obstacles”.

autoactionmag

autoactionmag

22ND

MACAULEY JONES/JORDAN BOYS Started 24th and a lockup from Boys forced the #96 to be the first to pit on L9. Jones was battling back in the pack when he made a move on teammate Smith, but spun car #4 at the Chase.

Contact left Jones with collapsed rear suspension and he lost 12 laps. Returned from garage to collect points.

CAM WATERS/JAMES MOFFAT

NC

ANDRE HEIMGARTNER/DALE WOOD Heimgartner was in the hot seat and made solid progress across a long first stint with car #8 finding a groove in the top 10. But things went pear-shaped when a bump from car #20 on the exit of Murrays Corner left the #8 Camaro beached in the sand. Rejoined only for the engine to go boom 30 laps later.

www.autoaction.com.au I 53

INTERNATIONAL

ADVANTAGE BAGNAIA ON CHAMPIONSHIPCHANGING WEEKEND AS AUSTRALIA braces itself for a thrilling MotoGP title race, Francesco Bagnaia is in charge after a champion’s ride and a Jorge Martin crash in a weekend full of drama in Indonesia.

Bagnaia started the weekend with a three-point advantage but Martin went to the top of the standings for the first time in his career after a fourth successive Sprint success.

The Pramac Ducati rider looked set to strengthen his position as he led Sunday’s Grand Prix following a rocket start.

However, a self-inflicted crash from Martin turned the tables once again and Bagnaia inflicted maximum pain, charging from 13th to first in what may be a championship-winning ride.

The reigning champion was far from his best at the start of the weekend.

Bagnaia looked out of sorts on Friday, finishing 16th fastest and was unable to make it to the final phase of qualifying and had to start 13th.

Pole went to Luca Marini with a 1:29.978, just 0.031s better than Maverick Vinales, while Martin was sixth and Jack Miller 10th.

Marini led the Sprint early but Vinales got a ripper run out of Turn 2 to snatch the lead as Marc Marquez crashed out.

Martin was on the move, surging up to second before easily accounting for Vinales, taking his quartet of Sprint wins ahead of injured VR46 riders Marini and Marco Bezzecchi.

Meanwhile, Bagnaia battled to eighth, strangely directly behind teammate Enea Bastianini with Ducati not implementing team orders.

This allowed Martin to take a “dream” championship lead for the first time in his career.

WHEN THE #89 Pramac Ducati flew off the line with a start for the ages in the Grand Prix, the Spaniard appeared set to take a solid points advantage down under.

Martin left everyone stunned when the lights went out – having maximised Ducati’s launching system upgrade to fly from sixth to first in the blink of an eye.

Bagnaia was also on the move, moving from 13th to sixth on the opening lap alone, while Marini was taken out by Brad Binder.

Image: GOLD AND GOOSE

He would be the first to fall in what would become a race of attrition in the Indonesian sauna.

Both Tech3 riders Pol Espargaro and Augusto Fernandez, plus Repsol Honda teammates Marquez and Joan Mir crashed on their own.

Johann Zarco also slid into the Turn 11 gravel, but by far the biggest shock was caused by his Pramac Ducati teammate.

Martin was cruising, commanding the race with a 3s advantage and looking set to carry a 16-point lead, until it all disappeared with one costly mistake when he “lost the front” at Turn 11.

This promoted Vinales into the lead, but Bagnaia could smell blood having continued his charge to second and pounced on lap 20.

Meanwhile Miller had got to a high as

fourth but dropped to seventh late in the race.

Despite a late challenge from Vinales and Quartararo, Bagnaia completed the ride of his life with just 0.4s covering the podium finishers.

He was the first rider to win a dry Grand Prix from outside the front four rows since Marco Melandri’s 2006 Turkish victory from 14th.

Bagnaia’s herorics means he is once again the man to beat leading into this weekend’s australian Grand Prix.

Thomas Miles 2023 MOTOGP WORLD CHAMPIONSHIP AFTER ROUND 15 1 Francesco Bagnaia 346 2 Jorge Martin 328 3 Marco Bezzecchi 283 4 Brad Binder 211 5 Aleix Espargaro 177

CADILLAC CROWNED WITH GTP TITLE AT IMSA FINAL

CADILLAC HAS become the first champions of the new Hypercar era in the IMSA SportsCar championship at the season finale at the Petit Le Mans at Road Atlanta.

Although it was the Meyer Shank Acura Racing Team with the #60 Tom Blomqvist/Colin Braun/ Helio Castroneves that took victory in their final appearance with the Honda-Acura ARX-06 machine, it was the Whelen Cadillac V-Series.R team of Pipo Derani/Alexander Sims, with Jack Aitken, that took both the Drivers and Teams GTP title (pictured, right).

The neck-and-neck title battle was decided an hour from the finish of the 10-hour event, when one of the two main chief contenders of a five-way championship script came undone.

With only nine points separating them, the chasing #10 Acura piloted by Filipe Albuquerque tried to overtake Derani on the outside at Turn 1 for second place, but Derani gave no room– which speared the ARX-06 off track and into the fence after contact, ending their campaign.

It was one of few moments in the closing stages of the thrilling finale, with Cadillac taking a one-two with Sebastien Bourdais/ Renger van der Zande, with Scott Dixon in the #01 Cadillac, whilst the podium was completed by the customer racing Proton Porsche 963 of Harry Tincknell/Gianmaria Bruni/Neel Jani.

The other genuine title contender in the #6 Porsche of

54 I www.autoaction.com.au

Jaminet/Tandy was taken out 74 minutes in, returning many laps down after getting caught up with two wayward GT cars to end their title after only 11 points separated them from glory.

The championship lead was swapped several times between the Cadillac and Acura contenders, and with the demise of the ARX, they Whelen team took the title by 22 points with a P6 finish, with only 60 points separating the top seven teams and a great show of parity for the first year of the GTP championship.

For the Petit Le Mans race contenders, after the restart

came from the #10 crash with 30 minutes left, Braun took the lead from the CGR Cadillac before another yellow was called which ended the race and the season with the #60 Acura bookending the year after its Daytona 24 win.

In the LMP2 class PR1 Mathiasen Motorsports claimed the title with a third place finish, whilst the APR #04 ORECA took the Petit Le Mans win 6 laps back form the lead GTP car.

In the LMP3 stakes, third place was also enough to secure the Riley Motorsports Liger the title, with Aussie Josh Burdon having been a part-time driver for the #74 team of Robinson/Fraga, whilst the race was won by the #30 Jr III Racing Ligier.

With the GTD Pro and Pro Am title already sewn up, victory on the day went to the WeatherTech AMG of Juncadella, Gounon and Engel, whilst the Pro Am went to the #78 Forte Racing Lamborghini Huracan.

Overall, it was a great debut year for the parity-level LMDh Hypercars, with all four manufacturers winning a race ahead of the added competition such as Lamborghini and Alpine in 2024, which kicks off with the Daytona 24 on January 28. TW Neal Acura took the race win. Images: MOTORSPORT IMAGES

MOTOGP • INDONESIA I IMSA • ROAD ATLANTA I NASCAR CHARLOTTE • LAS VEGAS

AJ SWINGS IT AT CHARLOTTE ROVAL THE FINAL Round of 12 race of the NASCAR playoffs went to veteran racer AJ Allmendinger, taking the third Cup win of his career at the Charlotte Roval 400.

The Kaulig Racing Chev driver from California outpointed the Playoff contenders to take his first win since 2021, beating postseason leader William Byron by 0.666s, whilst third place getter Kyle Busch found himself eliminated from the championship in third place.

Entering the 109 lap road course event, Busch, Ross Chastain (10th), Bubba Wallace (16th), and Brad Keselowski (18th) all needed wins to advance into the Round of 8.

Allmendinger led twice throughout the race, totalling a race-high 46 laps which included the final 33 of them.

After taking the lead for the final time on lap 77 under a caution, the #16 Chev driver then had to survive a further four restarts, before claiming an emotional win.

“I hate crying right now, but it’s a freaking Cup race, man,” he said.

“You don’t know when it’s ever going to happen again and this is why you do it. This is the only reason you do it. You fight. All the blood, sweat, tears, everybody at Kaulig Racing has just been such … I’d say a down year, but up-and-down year. It’s our second year in the Cup Series.”

Going through to the final eight was Byron and Ryan Blaney – owing to their wins at Texas and Talladega – Tyler Reddick, Denny Hamlin, Christopher Bell, Chris Buescher, Kyle Larson, and Martin Truex Jr, with the regular season champ scraping through by just 12 points in eighth place.

After Reddick and Elliot claimed the first two stage wins, Allmendinger started in second for the third, and took Busch for the lead with 52 laps remaining for the first time.

And after a tight battle, Allmendinger had settled back into the lead before having to fight off four restarts. The first from Hamlin undoing himself, then Erik Jones and Michael McDowel wrecking at Turn 2 with 27 laps remaining.

The sixth caution was then brought out when Suarez was turned by Bell, with Allmendinger choosing to stay out in the lead whilst the others pitted for tyres with 13 laps to go.

The last caution was when Stenhouse stopped on track, becoming engulfed in flame for the seventh and final caution, with Allmendinger holding off Byron to cause the upset.

The three race Round of 8 was thus all set to kick off at the Las Vegas Motor Speedway (see story opposite), followed by visits to Miami and Martinsville Speedway’s on October 22 and 29.

TW Neal

autoactionmag

Auto_Action

Images: MOTORSPORT IMAGES

LARSON PUNCHES PLAYOFF TICKET IN VEGAS

KYLE LARSON has wasted no time in securing a Round of 4 berth, taking the opening race of the Round of 8 at the Las Vegas Motor Speedway.

The 2021 champion beat Christopher Bell to the line by a matter of inches (above) in another close playoff finish, with the nonplayoff Kyle Busch taking third place a further four seconds back.

The Hendricks driver was dominant despite the 0.082s difference at the end of the race, leading for 133 of the 267 laps, his fourth win of the year and second in the Playoffs after also winning the first Round of 16 race.

“Just a great race car. I almost gave it away there in Turns 1 and 2, getting sideways and getting into the wall and had to fight back from there with our balance,” Larson said in victory lane “They (Bell) got it much closer there to lead. I was happy to pull away as much as we did and was hoping that was going to be enough to maintain, which it was, but I thought they weren’t going to be able to get as close as they did there at the end, so nerve-wracking.”

autoactionmag

autoactionmag

It was over the final 10 laps that Bell became a threat for the run home on the 2.4 km tri-oval.

Bell was out-lapping Larson at that stage and by the last lap had found his wing and looked like he might’ve had the speed.

He moved up the outside with lapped traffic ahead of Larson, but Larson successfully blocked the move to take the win on the nose.

After the Californian took out Stage 1 and Stage 2 to be in control, he had a bit of a hairy moment in the third stanza when he nudged the wall at Turn 2 and momentarily lost the lead, but managed to rectify his composure with a clean bill of mechanical health and retake the lead shortly after before doing battle with Bell.

“I don’t know what else I could have done … I feel like that was my moment to make the final four. Didn’t quite capture it,” Bell lamented.

“Coming to the checkered there, I knew that he was going to be blocking, so I’m going to try to go high. He went high. I don’t even know if I had a run to get by him

there coming to the line. It just wasn’t enough.”

Despite the second place, Bell is outside the top-four cut by just three points, as initially, seven of the eight playoff drivers finished in the top-10.

That changed post-race however, when Ryan Blaney (originally sixth) was disqualified for exceeding the minimum extended damper lengths for each shock, which stripped him of eight points, elevating Chris Buescher into the top-10 from 11th.

It still leaves P2 finisher Bell at somewhat of a disadvantage (season record wise) against the other contenders, and will likely need to win one of the remaining races to leap-frog regular season winner Martin Truex Jr. Also outride the cut-off line is Tyler Reddick (7th), Chris Buescher (10th), and Ryan Blaney (36th), with wins the only likely path through, whilst Larson, William Byron (6th), Denny Hamlin (9th), and Truex Jr (8th) hold the top-four spots.

The two remaining Round of eight clashes head to Miami and Martinsville Speedways. TW Neal

www.autoaction.com.au I 55

INTERNATIONAL

VERSTAPPEN SEALS TITLE AS Mc McLAREN SHINES

The sight that Australians hope to get used to – Oscar Piastri leads the F1 field into Turn 1, during the Qatar Sprint ...

Report: LUIS VASCONCELOS Images: MOTORSPORT IMAGES IT WAS a foregone conclusion. Max Verstappen secured his third straight World Championship in Qatar’s sprint race, on Saturday, going on to dominate the main race, the following day, winning his 14th Grand Prix of the season, on a day where tyre issues and the first ever imposition of a maximum number of laps allowed per set led to a very intense 57 laps – the heat making most of the drivers suffer so much they rated it to be the toughest race of their lives.

While it was clear that, in spite of his unexpected defeat at the hands of Australian sensation Oscar Piastri,in Saturday’s Sprint race, Max Verstappen was the clear favorite for the main event – especially as the Melbourne-born driver was only starting from P6 with Lando Norris down in 10th place on the grid.

There was, however, a massive curve ball thrown by the FIA, essentially forcing all the drivers to do a minimum of three stops during the 57 laps of the Qatar Grand Prix. Pirelli was on high alert from the start of practice, having warned the FIA and the Qatari organizers as early as last June that the pyramid-shaped kerbs would pose a problem to the structure of its tyres. Microscopic analysis done at the end of Friday’s qualifying confirmed there was a separation between the sidewall and the tread on many tyres, Mario Isola explaining that, “the impact suffered by our product on Turns 12, 13 and 14 and the length of time that impact goes on for” was the reason for the issue.

race to start with just six cars on the grid…).

This time around, with president Ben Sulayem on site, it was down to Sporting Director Steve Nielsen, Technical Director Nikolas Tombazis and the rest of the FIA team, in collaboration with the race promoters, to find a solution – by Saturday morning the track limits on the three fast right handers had been brought 80 centimetres inside, a painted flat kerb now installed far enough from the pyramid-shaped ones, meaning any driver hitting those “tyre killers”, as Yuki Tsunoda described them, would have already exceeded track limits and, therefore, would have his lap time deleted in the Sprint shootout.

As three Safety Car period meant only 10 of the 19 laps of Saturday’s Sprint race were done at full speed, Pirelli took the cautious approach and, together with the

FIA, imposed a maximum of 18 laps per set of tyres, so three stops were the way everyone would have to go on Sunday evening.

That threw everyone’s planned strategy out of the window and removed one of Red Bull’s main advantages – the tyre management that the RB19 allows its drivers. The race was to become a flat-out contest, so Verstappen needed to stay ahead of the two Mercedes starting right behind him, to be able to use his pace and start opening a gap before the McLarens, who were genuinely quick in Lusail, would become his main rivals later in the race.

56 I www.autoaction.com.au

man. His drive was on display after the Sprint race, when, after a brief period of celebrations with the team, he went into a debrief that lasted more than one hour, to make sure he’d have a better chance to win the main race on Sunday, when he would be starting from pole position, with both McLarens further down the order after Piastri and Norris lost their best lap times in qualifying for track limits infractions.

Mercedes, who had Russell in second and Hamilton in third, tried a surprise, the veteran

LEAVING NO STONE UNTURNED Having sealed the title on Saturday, Verstappen would have been forgiven for taking a lighter approach to the rest of the weekend, but that’s not in the nature of the QUALIFYING SRINT LAP Time

Pos Drivers

Make

Laps

Margin

1

Oscar Piastri

1:24.454

1

Oscar Piastri

McLaren

19

35:01.297 -

2

Lando Norris

+0.082

2

Max Verstappen

Red Bull

19

+1.871 s1

3

Max Verstappen

+0.192

3

Lando Norris

McLaren

19

+8.497 t1

4

George Russell

+0.387

4

George Russell

Mercedes

19

+11.036 -

5

Carlos Sainz

+0.701

5 Lewis Hamilton

Mercedes

19

+18.314 s7

6

Charles Leclerc

+0.793

6 Carlos Sainz

Ferrari

19

+18.806 t1

7

Nico Hulkenberg

+0.866

7

Alex Albon

Williams

19

+19.864 s10

8

Sergio Perez

+0.928

8 Fernando Alonso

Aston Martin

19

+21.180 s1

9

Fernando Alonso

-

9

Pierre Gasly

Alpine

19

+21.742 s2

-

10 Valterri Bottas

Alfa Romeo

19

+22.208 s3

11

Hamilton’s Turn 1 ‘go-for-it’ around the outside on Soft tyres didn’t pay off – both Mercs tangling and going off ... Above: Lando Norris had a good weekend, but was very self-critical after being beaten by Piastri in both races.

RESULTS SPRINT LAP 19 LAPS LUSAIL

Pos Driver

10 Esteban Ocon

FIA TAKES POSITIVE ACTION

The FIA did a much better job than in similar circumstances at Indianapolis back in 2005 and was a driving force in finding a solution (while 18 years ago, Max Mosley maximized the opportunity to humiliate Michelin, ending up as the man responsible for that farcical

Leclerc and Alonso had a serious tussle.

Pierre Gasly

+0.739

11 Yuki Tsunoda

AlphaTauri

19

+22.863 s7

12 Lewis Hamilton

+1.015

12 Charles Leclerc

Ferrari

19

+24.860 t6

13 Valtteri Bottas

+1.289

13 Kevin Magnussen Haas

19

+24.970 s6

14 Liam Lawson

+1.637

14 Zhou Guanyu

Alfa Romeo

19

+26.868 s1

15 Zhou Guanyu

+29.599

15 Lance Stroll

Aston Martin

19

+29.523 s1

16 Lance Stroll

+1.436

NC Nico Hulkenberg

Haas

11

+8 Laps t9

17 Alex Albon

+1.449

NC Esteban Ocon

Alpine

10

+9 Laps t7

18 Yuki Tsunoda

+1.513

NC Sergio Perez

Red Bull

10

+9 Laps t10

19 Kevin Magnussen

+2.025

NC Logan Sargeant

Williams

2

+17 Laps s1

20 Logan Sargeant

+40.328

NC Liam Lawson

AlphaTauri

0

+19 Laps t6

Formula 1 Round 18 QATAR Grand Prix - Race report ,ed

It was worth a try, but Turn 1 didn’t work for Lewis.

After a great run to date, Liam Lawson had a less exciting weekend – off early in the Sprint.

As if there was any doubt. Second in the Sprint was enough to lock up Verstappen’s third world title. starting on Soft tyres to try and snatch the lead at the start, but his lunge around the outside of both front row man ended in disastrous contact with his team-mate, Hamilton retiring on the spot, while Russel dropped to last after a pit stop for repairs.

What could have been respite for Verstappen became a straight battle with Piastri, who had climbed from sixth on the grid to second by Turn 2 and, while the Red Bull win was never in doubt, the gap never grew over 10 seconds, fluctuating as the two drivers pitted on different laps to comply with the last-minute tyre rules.

On a couple of occasions Verstappen was even given the “increase the pace” message by his engineer Giampiero Lambiase, something hardly ever heard this year, and the triple World Champion admitted that, “I think what made the race was my first stint. After that I could just manage my pace, making sure that the tyres were always in a good window – but the McLarens were quick again today. I had to push for it. It was definitely a tough race out there.”

His fastest lap, though, was still half a second quicker than what both McLaren drivers could manage, so the Dutchman may have had more in hand than he let on.

McLAREN STUNS MERCEDES AND FERRARI

For McLaren, the weekend was a success, even if the ultimate prize eluded Piastri on Sunday. The win on Saturday in the Sprint QUALIFYING RACE 18

race was completed by Norris recovering from a terrible first lap, from sixth place, to third, and while the Australian confirmed his pace by running second virtually the entire Grand Prix, Norris started 10th and finished third, pushing a bit harder than his team mate for most of the race.

Team orders were imposed with 10 laps to go, immediately after the last pit stop, and even though Norris briefly questioned them, he followed the instructions (although vclosing the gap to make a point), the team securing another 33 points and cutting the gap in the championship to Aston Martin to just eleven points. So P4 is there for the taking for the papaya orange team.

Piastri admitted, “I was surprised there were team orders – I would have accepted it to go either way.” But he was obviously over the moon with his weekend: “It’s been pretty exceptional, to be honest.

I think Friday was difficult. I was obviously a bit disappointed after Qualifying on Friday, but yesterday went as close to perfect as it could have. And today, I think second was probably the most we could have done. So, very, very happy. Exciting weekend, a lot of progress made.”

From his side, Norris continuously blamed himself for “losing two pole positions that were entirely within my reach”, but ultimately complimented his younger team mate, admitting that, “I know it’s a big thing to say, but I think if things went well, if I just did a better job and didn’t make

RESULTS RACE 18 57 LAPS LUSAIL

CHAMPIONSHIP AFTER RACE 18

Pos Driver

Time

Pos Drivers

Make

Laps

Margin

Pos Driver

1

Max Verstappen

1:23.778

1

Max Verstappen

Red Bull

57

1:27.39.168 -

1

Max Verstappen

433

-

2

George Russell

+0.441

2

Oscar Piastri

McLaren

57

+4.833 s4

2

Sergio Perez

224

-

3

Lewis Hamilton

+0.527

3

Lando Norris

McLaren

57

+5.969 s7

3

Lewis Hamilton

194

-

4

Fernando Alonso

+0.591

4

George Russell

Mercedes

57

+34.119 t2

4

Fernando Alonso 183

-

5

Charles Leclerc

+0.646

5 Charles Leclerc

Ferrari

57

+38.976 s7

5

Carlos Sainz

153

-

6

Oscar Piastri

+0.762

6 Fernando Alonso

Aston Martin

57

+49.032 t2

6

Charles Leclerc

145

-

7

Pierre Gasly

+0.775

7

Esteban Ocon

Alpine

57

+1:02.390 s1

7

Lando Norris

136

-

8

Esteban Ocon

+0.985

8 Valtteri Bottas

Alfa Romeo

57

+1:06.563 s1

8

George Russell

132

-

9

Valtteri Bottas

+1.280

9

Alfa Romeo

57

+1:16.127 s10

9

Oscar Piastri

83

-

10 Lando Norris

-

10 Sergio Perez

Red Bull

57

+1:20.181 s10

10 Lance Stroll

47

-

Yuki Tsunoda

+1.523

11 Lance Stroll

Aston Martin

57

+1:21.652 s5

11

Pierre Gasly

46

-

12 Carlos Sainz

+1.550

12 Pierre Gasly

Alpine

57

+1:22.300 t5

12 Esteban Ocon

44

-

13 Alex Albon

+1.929

13 Alex Albon

Williams

57

+1:31.014 -

13 Alex Albon

23

-

14 Nico Hulkenberg

+2.005

14 Kevin Magnussen Haas

56

+1 Lap s4

14 Valtteri Bottas

10 s1

15 Logan Sargeant

+2.432

15 Yuki Tsunoda

AlphaTauri

56

+1 Lap t4

15 Nico Hulkenberg

9 t1

16 Lance Stroll

+2.567

16 Nico Hulkenberg

Haas

56

+1 Lap t2

16 Zhou Guanyu

6

-

17 Liam Lawson

+2.857

17 Liam Lawson

AlphaTauri

56

+1 Lap -

17 Yuki Tsunoda

3

-

18 Kevin Magnussen

+3.268

NC Logan Sargeant

Williams

40

+17 Laps t3

18 Kevin Magnussen

3

-

19 Zhou Guanyu

+3.654

NC Lewis Hamilton

Mercedes

0

- t16

19 Liam Lawson

2

-

20 Sergio Perez

+1.684

NC Carlos Sainz

Ferrari

0

- t8

20 Logan Sargeant

0 s1

11

autoactionmag

Zhou Guanyu

Auto_Action

autoactionmag

autoactionmag

Points

the mistakes I did over the last two days ... which is why I’ve been so frustrated, because I knew what was on the cards; what we were able to potentially achieve.

And that was victories, both yesterday and today. I feel like it was a weekend of missed opportunities for myself to take the fight to Max. Oscar has done a very good job this weekend. He’s beaten me. He’s been extremely quick, and he’s made less mistakes, and he’s come out on top. Hats off to him too.”

RUSSELL AND LECLERC SAVE THE ESSENTIAL

With Sainz out of the action before the start (Ferrari only able to find there was a fuel leak once it was filled as close as possible to the start of the race) and Hamilton retiring after clashing with Russell in Turn 1, the two teams fighting for P2 in the championship were in damage-control mode for the rest of the evening.

Russell showed overtaking was not that difficult in Lusail and moved from 18th to fourth before his final stop, but his gamble on Soft tyres for the final, short, stint didn’t pay off as they lost grip almost immediately, so he could never ultimately threaten the two McLarens ahead of him.

Leclerc had to deal with a challenge from Alonso, until the Spaniard made an uncharacteristic mistake and went off in Turn 4, the two nearly colliding as the Aston Martin driver returned to the track unaware of the Monegasque’s position.

Forced to do more tyre management than some of his rivals, Leclerc was no match for the recovering Russell but still finished fifth, ahead of Alonso, but Mercedes, Ferrari and Aston Martin saw McLaren gain a lot of points on them – 47 points conquered over the weekend, against 21 for the German team, 13 for the Scuderia and only nine for the Silverstone-based team. The papaya orange cars now seem genuine contenders on all types of circuits.

Esteban Ocon had a solid race for Alpine on his way to P7 while, with Valtteri Bottas in eighth place and Zhou Guanyu in ninth, Alfa Romeo had its best result of the season, overtaking Haas in the championship and cutting the gap to Williams, in the battle for seventh place in the Constructors, to seven points.

Sérgio Pérez was the last points finisher, the Mexican compounding a miserable weekend where he was never on the pace with a couple of penalties for exceeding track limits, to finish more than 75 seconds behind his teammate…

PIASTRI MAKES HISTORY OSCAR PIASTRI made history on Saturday in Qatar, winning the Sprint Race just a few hours after also securing pole position in the Shootout session. And even though this result doesn’t make the 22-year old a Grand Prix winner, the way he controlled the pace and then still had enough in hand to keep Max Verstappen at bay in the last four laps, says a lot about his potential – because the speed is there, the maturity is way above his years and his track manners are impeccable, meaning few incidents and, therefore, more points in the bank.

Of course, Verstappen went into Saturday’s race knowing P6 would be enough to be crowned champion immediately but, being a highly competitive person, he wanted to win.

A lot of wheelspin off the line cost him two positions, dropping him to fifth as he’d been beaten in qualifying by both McLarens!

With a couple of Safety Cars delaying his progress, it took him to half distance to get past Leclerc and Sainz. Russell, on a set of Soft tyres, was briefly saved by another SC period, so it was only with four laps to go that the Dutchman went up to second, but gained only 0.6s on Piastri before the end of the race, having to settle for second – for once!

For Piastri, who had been demoted to P6 on the grid for the main race (for a track limits infraction, after being third quickest), the moment couldn’t have been sweeter: “I’m very happy – it was a very eventful race.

When all the guys on Softs came through at the start of the race I thought we were in a bit of trouble, but then their tyres fell off pretty quickly, so that was good. The Safety Car was definitively my friend today, but also, once Max got behind me, the pace was reasonable.

In a race where you had to manage the tyres a lot, cars on other compounds, I think we did a good job. So, I’m pretty happy.”

For Verstappen, securing the title was more than enough consolation while third-placed Lando Norris put a brave face on, but was clearly disappointed he’s still missing a first Formula 1 victory, when his rookie teammate had just scored one: “I’ve been trying to win one for a long time, but Oscar has done a mega job; he’s done a no faults this weekend. I made all the mistakes and he hasn’t, he has capitalised and done a better job. So, just hats off to him.”

Russell beat the fast-recovering Lewis Hamilton and the two Ferraris in the battle for P4, Leclerc dropping out of the points after receiving a penalty for track limits infraction, so it was the sensational Alex Albon who moved up to seventh place, with Alonso scoring the last point available.

Luis Vasconcelos

www.autoaction.com.au I 57

BATHURST 1000 AND QATAR GP CROSSWORD ACROSS 3 How many Supercars races has Richie Stanaway now won?

2 How many F1 World Championships has Max Verstappen now won?

4 Who inherited 10th place in the Qatar Grand Prix after Lance Stroll received a post-race penalty for track limits? (surname)

4 Who won the Formula 1 Qatar Sprint? (surname)

7 Who qualified on pole position for the Bathurst 1000? (surname) 10 Who qualified 11th, just missing out on a Top 10 Shootout slot? (surname)

14 Who was the highest placed Ford co-driver at the end of the Bathurst 1000? (surname)

9 Which driver retired from both the Qatar Sprint and Grand Prix? (surname)

19 Who set the fastest lap at the Qatar Grand Prix? (surname) 21 Who set the fastest lap of the 2023 Bathurst 1000? (surname) 22 How many times has Shane van Gisbergen now won the Bathurst 1000?

23 In what position did George Russell finish the Qatar Grand Prix after colliding with Lewis Hamilton on lap 1?

26 Who finished third in the Qatar Grand Prix? (surname)

6 How many laps was the maximum a driver could complete on a set of tyres in the Qatar Grand Prix?

8 Which F1 team scored its first double points finish of the season at Qatar?

12 Which team scored its 500th F1 podium in Qatar?

13 Steven Richards and who formed the last all NewZealand Bathurst 1000 winning combination? (surname)

5 Who was the highest placed rookie in the Bathurst 1000 this year? (surname)

11 How many Fords finished in the top 10 of the Bathurst 1000?

17 How cars finished on the lead lap of the Bathurst 1000?

15 Who was in the pits at the conclusion of the race, but after 160 laps was classified as a DNF? (surname) 16 What numbered car suffered an engine failure on lap 68?

18 By how many seconds did Shane van Gisbergen and Richie Stanaway win the Bathurst 1000? (to the nearest second)

27 Who crashed out of the race at The Dipper on lap 70? (surname)

20 Who was sick inside his helmet just a few laps into the Qatar Sprint? (surname)

28 Where did Shane van Gisbergen qualify for the Bathurst 1000?

23 In what position did James Golding qualify for the Bathurst 1000?

DOWN

24 Who failed to start the F1 race in Qatar? (surname)

1 There were three Wildcards in the Bathurst 1000 this year – which main Wildcard driver finished best? (surname)

25 After serving an early race penalty, where did David Reynolds and Garth Tander finish the race?

1871 CROSSWORD ANSWERS - 1 down – five, 2 down – Lowndes, 3 across – zero, 4 across – three, 4 down – thirteenth, 5 down – twenty-three, 6 across – Lowndes, 7 across – thirty-five, 7 down – two, 8 down – DJR, 9 across – twenty-eight, 10 down – Waters, 11 across – Rick Kelly, 12 across – sixtieth, 12 down – seven, 13 down – four, 14 down – Allen, 15 down – Brock, 16 across – Volvo, 17 down – Mostert, 18 across – Coulthard, 18 down – Cutting, 19 across – Reynolds, 20 across – fifth, 21 down – sixth, 22 across – one, 23 across – third, 24 down – three, 25 across – Whincup, 26 across – twenty

We take a look back at what was making news in Auto Action 10, 20, 30, 40 and 50 years ago

1973 JOHNNIE WALKER was the name on everyone’s lips after he dominated back-t- back rounds of the Repco Trophy Series. Walker was a dominant figure in his Lola T 330, backing up success at Phillip Island with more wins at Calder Park Raceway. His dominance suddenly vaulted him as the favourite for the Gold Star crown.

Despite Walker being in control, he did have to fend off some notable challenges from Kevin Bartlett.

After missing out on Bathurst glory, Peter Brock was victorious in the Sports Sedans feature in his “HDT Beast”.

1983 NELSON PIQUET secured his second of three Formula 1 world championships after a South African showdown with Alain Prost. Prost headed to the finale with a two-point lead over Piquet, while Ferrari’s Rene Arnoux was also in contention, but the tables turned at Kyalami.

Prost’s dreams were shattered when his Renault’s turbocharger broke on lap 35, while Arnoux’s Ferrari engine only last four laps.

This meant that a third place was enough for Piquet to snatch the championship by two points in the decider. Back home the fight for the Australian Drivers Championship was more one-sided with Alfredo Constanzo claiming a fourth title in convincing style at Winton.

58 I www.autoaction.com.au

1993 LARRY PERKINS revealed how the sacrifices of running lean during the ATCC season helped make his Bathurst victory possible.

Despite initial doubts surrounding Sandown, the track was set to bring the 1994 ATCC calendar up to 10 rounds as Shell and track promoters were keen to build on the “huge success” of the new V8 formula.

AUSCAR kicked off a new season at the Thunderdome and Brad Jones drove to victory lane in a sponsor-less Commodore.

Jones beat John Faulkner by 0.7s as Commodores filled the top seven spots with the last of those Auto Action’s current Publisher Bruce Williams.

2003 THE MOUNTAIN was left in awe as Greg Murphy produced the unforgettable 2:06.8594 hailed as the Lap of the Gods. Murphy’s Kmart VY Commodore was an entire second faster than the next best Shootout runner, John Bowe. After the flyer, Murphy and Rick Kelly dominated the Great Race ahead of FPR’s Craig Lowndes and Glenn Seton, while Mark Skaife’s hopes of a three-peat were denied by a loose door. Michael Schumacher also achieved godlike status by winning his record-breaking sixth F1 world title in a tense showdown in Suzuka.

Despite Kimi Raikkonen finishing second and Schumacher clinging onto a single point down in eighth, victory to Ferrari teammate Rubens Barrichello ensured the German surpassed Juan Manuel Fangio with a six-pack of titles.

2013 ON A dream weekend for the “Blue Oval” Mark Winterbottom held off Jamie Whincup to deliver FPR a maiden Bathurst win just days after Ford recommitted factory support.

In the famous “hold your breathe Australia” moment Winterbottom kept Whincup at bay in a last-lap showdown. Winterbottom lifted the Peter Brock Trophy with former full-time teammate Steven Richards.

Whincup/Paul Dumbrell and Craig Lowndes/Warren Luff rounded out the podium for Triple Eight in a result described as a “fail” from Roland Dane.

Mark Webber pushed hard to finish second best to an unbeatable Sebastian Vettel in the Japanese Grand Prix, also held on Bathurst Day.

Proud distributor of

PERFORMANCE, FILTRATION, INNOVATION

ENGINE AIR FILTERS

CABIN AIR FILTERS

ENGINE OIL FILTERS

FILTER OIL AND CLEANER

Oiled K&N High-Flow Air Filter™ technology Non-oiled synthetic DRYFLOW® air filters by AEM Washable, Reusable, and engineered to last and perform Install quickly & easily Environmental friendly by reducing waste

PERFORMANCE AIR INTAKE PACKAGES

+61 3 9763 7599 sales@vcmperformance.com.au www.vcmperformance.com.au

Scan this QR code, for more information.

HP TUNERS ANNOUNCES THE LATEST IN AFTER MARKET TUNING AND DIAGNOSTIC SOFTWARE PACKAGES FOR LATE MODEL PERFORMANCE CARS AND WORKHORSES.

GM GLOBAL B TUNING SUPPORT IS HERE! E41 ECM Upgrade Kit

E99 ECM (Global B) Service

DODGE PCM UPGRADE

HP TUNERS E90 ECM

FOR THE FULL RANGE OF HP TUNERS TUNING OPTIONS AND SUPPORT CONTACT THE EXCLUSIVE AUSTRALIAN AGENT VCM PERFORMANCE

Phone +61 3 9763 7599

sales@vcmperformance.com.au

www.vcmperformance.com.au

Scan this QR code, for more information