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TEAMS D OU NEXT YE BT A ACHIEVA R BLE

PUSH TO DELAY GEN3 TILL 2023 MARK FOGARTY and BRUCE NEWTON reveal serious concerns about Supercars’ rush to introduce new cars SEVERAL SUPERCARS teams are highly sceptical that Gen3 will be ready to go next year, with a growing push to delay the next-generation cars until 2023.

Despite Supercars supremo Sean Seamer asserting that Gen3 is on target, teams point to growing delays in the design and development of the new Chev Camaro and Ford Mustang V8 racers.

Even Seamer concedes that track testing of prototypes, originally due to begin next month, won’t start until the middle of the year.

Disquiet among teams is growing as they perceive the Gen3 project to be running so far behind that they’ll be forced into costly rush builds over the offseason to have all-new cars ready for the start of the 2022 season late next February.

One aggrieved team owner dismissed Seamer’s assertion was still on target.

“That’s bullshit,” the person said.

Auto Action has canvassed wide opinion among team owners and most have expressed doubt Gen3 will happen on schedule.

There is an increasing push to delay the introduction until 2023 to ensure the big changeover is orderly and cost-effective.

AA has learned that the Gen3 project has fallen far behind because the timeline was unrealistic, especially given the disruption caused by the coronavirus crisis, which may have a further impact this year by inhibiting the supply of key control components.

Another pressing concern is development of the detuned versions of the five-litre Chev and Ford engines to reduce build and running costs, with parity a looming issue.

There is a feeling that if the Gen3 chassis is introduced for 2022, then it may happen without the new engine, which could be held off until ’23.

We understand it’s one of multiple scenarios being discussed.

At best, the teams fear they will be forced into an intensive build program over the off-season that will send costs soaring, negating one of the primary reasons for the change.

Supercars’ stated aim is to reduce the price of a car by 30 per cent, reducing from $650,000-$700,000 to under $500,000.

But the latest estimate is that the new cars – including detuned V8s – will cost at least $500,000 and up to $650,000 for a premium package.

Supercars supremo Sean Seamer is adamant there are no serious delays and that prototype testing would begin in June or July.

“The (Gen3 working) committee made fantastic steps

through the course of last year,” Seamer said. “We’ve had a longer off-season than usual and that’s been put to good use.

“The latest update I got from the committee was that we could expect prototypes around the middle of the year and we’ll be using different people to provide different updates throughout the course of the next few months, both in broadcasts and digitally, just to make sure that we’re sharing as much information as we possibly can to take everybody on the development journey.”

Pressed on whether the Gen3 program was behind schedule, he responded: “No, not at all. There are quite a few different work streams, as I’m sure you can imagine.

“There’s the development of the chassis, the CFD work going on with the aero package, the engine work that’s on-going, so it’s just striking the right balance between bringing the project to life and making sure that we’re not rushing things and that we’re actually able to put something out on track that very closely represents what will be racing next year.”

CFD (Computational Fluid Dynamics) is complex computer software that simulates air flow. It is a cheaper and increasingly more accurate alternative to wind tunnel testing.

Despite Seamer’s claim that Gen3 is on time, Auto Action has learned that the original plan was to unveil the prototypes at the Australian Grand Prix.

But even before the AGP’s postponement from next month to November, the idea was canned because the build of the trial horses had slipped to mid-year.

According to an insider, the AGP launch plan was “never tenable”. It’s understood the homologation teams – Triple Eight (Camaro) and DJR (Mustang) – advised the Gen3 working group, headed by Supercars chief strategy officer John Casey and head of motor sport Adrian Burgess, it was “impossible” to have prototypes ready in March.

There is also the point that once built, the Gen3 test cars will need substantial running (5000 km each) during this season to validate and refine the design.

“That’s going to be a challenge,” a source noted.

One reason cited for the Gen3 delay is last year’s long road trips forced by the coronavirus crisis, which meant

design work was often being done remote from the homologation teams’ home base computing facilities.

On behalf of Supercars, which is funding the Gen3 designs and owns the IP rights, Triple Eight is developing the Camaro shape to the new rules and DJR is working with PACE Innovations – which designed the current control platform – on the Mustang version.

CFD aero development for the intended road car-look shapes, aimed at reducing downforce and wake, is being shared between Supercars consultant D2H, Triple Eight and DJR/Ford Performance.

Meanwhile, teams remain sceptical that Gen3 will happen in 2022, citing the numerous delays, including the awarding of tenders for new control components.

“It’s going to be a real battle to get there,” an informed source said.

Without a year’s postponement, teams are worried that they’ll be forced to rush build new cars at the end of this year and early next, adding to the cost.

“The package is so far behind now that making it work for 2022 would mean a highly stressful and expensive summer,” a team insider said. “The shorter the build time, the more expensive the cars are to build.”

A source suggests a complete Triple Eight customer Camaro with basic back-up will cost $650,000.

Also still to be decided is who is paying for the teams’ wholesale conversion to Gen3 equipment – and how.

Supercars is funding the design and development and has also indicated it will subsidise the changeover, the combined cost of which will be at least $12 million.

But teams are still waiting to hear if the assistance will be a lump sum grant or a low-interest loan.

Either way, the costly transition will impact the teams’ share of Supercars’ annual profit, with the aid coming off their dividends over a phased period.

Supercars argues the up-front expense will be amortised by much lower running costs over the minimum five years life of Gen3.

The aim is to reduce the annual cost of running a car to under $800,000.

That is just for the chassis and engine – not taking into account staffing costs. With salaries and travel, the annual bill for fielding an entry will be closer to $1.2 million.

SUPERCARS’ PRE-SEASON UPDATE

IN A video conference call with selected motor sport media last week, Supercars boss Sean Seamer discussed the season ahead. The main topics of this were covered at autoaction.com.au.

In summary, Seamer’s key points were: • Recalled Larko will have a higher profile on TV coverage • Bathurst season-opener should be safe despite COVID scares • Hope for a significant crowd at Sandown • Looking at adding postponed AGP as another championship round in November • Gen3 is still on schedule for 2022 • Two unused entries go to tender by June 30 to boost the field back to 26 cars • Five championship points to be awarded for fastest lap in each sprint race • Trackside team personnel and data acquisition limits remain • No mixed tyre compound races. New super-soft compound at Winton and Darwin. Hards at Bathurst (x2) and NZ, soft everywhere else • Three-race sprint rounds will be twoday events In allied news, compulsory fuel drop in 2 x 250 km races – Mount Panorama, Townsville, Gold Coast – will be reduced to 120 litres.

To come: a ban on remote access to inrace data transferred back to engineers at events. The loophole in rules to be closed.

For more on how the Supercars grid might re-expand next year, see Foges’ column on page 21.

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DAVO’S DESTROYER

NO NEW LOOK, BUT UNDERNEATH LATEST MUSTANG IS THE BEST YET Vagabond V8 racer Will Davison tells MARK FOGARTY why he is convinced his second time around at DJR will give him his best shot ever at a Supercars crown

SALVAGED STAR Will Davison is convinced he can rise from the scrapheap to contend for this year’s Supercars title with born-again Dick Johnson Racing.

Davison has been recalled to DJR following the withdrawal of Roger Penske, returning to the front-running Ford team 15 years after he made his full-time Supercars debut with the team.

He will partner rising star Anton de Pasquale, driving a brand new #17 Shell V-Power Racing Team Mustang.

Although little different on the outside, Davo’s

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new Mustang will feature all the latest developments following two years of domination by Scott McLaughlin, annexed by Penske to race IndyCars in America.

Davison, 38, won his first Supercars race with DJR in 2008, going on to further success with HRT, FPR, Erebus and TEKNO. He won the 2009 Bathurst 1000 with Garth Tander and repeated the success with Jonathon Webb in a privateer upset in 2016.

Despite his wilderness years, he never gave up hope of reclaiming a top drive. He was on the cusp

of renewed success with Tickford-run Milwaukee Racing until owner Phil Munday withdrew amid the coronavirus crisis last March.

Davo – third generation driver in the Davison racing dynasty begun by his legendary grandfather Lex in the 1950s – confirmed he was still competitive by co-driving Cam Waters to second in the Bathurst 1000.

His new DJR Mustang is in the familiar Shell red, yellow and white livery following a multi-year renewal of the oil giant’s backing.

Davison, who will be engineered by Richard

Harris, is enthused by his late-career chance for redemption with his return to DJR. “It’s a massive opportunity,” he said. “I’m excited. I feel like a rookie in terms of my anticipation and motivation. After six months on the sidelines last year and lots of contemplation, it’s only built my hunger and desire to get back in at a high level.

“I felt the way I departed the series wasn’t representative of my potential. I was feeling as good as I had in years – got myself back into a good team and was really feeling as if I was driving as well as ever.

“I’m re-energised and re-motivated. There’s nowhere to hide. A lot of pressure and I love that. At this stage in my life, there’s nothing I’m scared of. I put a lot of pressure on myself and now more than ever to achieve some great results.”

Davo admits that while filling McLaughlin’s shoes in the #17 is a big responsibility, he is in the right place at the right time to expect to win races and contend for this year’s title.

“Of course, naturally,” he said. “The loss of Scott is massive for them, but they’re a great group of people who are hungry to continue their success.

It’s a new chapter and a new opportunity to try to win with a different chemistry.

“Scott is an exceptional driver, but there are a lot of elements of that team that are mighty impressive and I’m loving working with them.

“I’ve achieved everything but a championship in this sport, so I’m confident I’ll be right there in the mix to win. With a team like this, you have all the

RECALLE VETERAN D CAN STAR IN NEW CAR

tools at your disposal. So our intention has to be to win races and contend for the championship.”

He dismisses his advancing age as a limiting factor.

“I feel like I’m at the peak of my career,” Davison said.

“I still feel as fast as ever and I still feel as motivated as ever, plus I have a lot of valuable experience. My hunger and desire are as strong as ever.

“The combination of speed and experience is a dangerous one. There are some very fast young guys out there, but I don’t feel I’ve lost anything.

“An opportunity like this, at this stage in my career, doesn’t come around very often and I’m grabbing it with both hands – and a third hand if I had it. I’m going to give it everything I have. The depth in the series is impressively high now and I certainly don’t underestimate the challenge.

“There’s always a settling in phase at any new team and I’m aware of that. But I’m all eyes and ears open to learning and sucking the information out of everyone we have at our disposal.

“Hopefully, we’ll hit the ground running and get some good points early on, and then get stronger as the year goes on.”

Davo is also relishing the challenge of taking on potential new superstar De Pasquale, touted as McLaughlin’s natural successor.

“Anton’s certainly proved to be in that select bunch of new young guys,” he said. “I think every five to 10 years there is a very select group that might be able to cut it and in the past couple of years, he’s certainly shown he has a lot of talent and speed.

“It’s just a matter of him honing those edges to see if he can become a contender. Anton’s fast and now he’s taken that big step into a great team and I think he’s capable of great things.

“I’m looking forward to working with him, pushing each other and working together for the team. We both have strengths that we can bounce off each other and help each other.

“We’ll be battling hard, no doubt about that, but I certainly realise the importance of teamwork. We’ll push each other flat-out to keep the team on top. We have to be working together to beat Triple Eight.”

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50TH ANNIVERSARY

MEGA MAG

THE NEXT issue of Auto Action, on sale from February 25, will be a bumper special collectors’ edition celebrating half a century of your favourite motor sport magazine.

Packed with extra pages, it will feature a treasure trove of memories of the past 50 years of car racing in Australia and overseas, as chronicled by AA. Former editors and leading drivers who have figured prominently over the years will recount the impact and influence of the magazine, which is the last surviving regular print publication covering motor sport.

The special issue will also include a bonus reprint of the very first edition, highlighting the vastly changed times over the past five decades.

Be sure to look out for the 50th anniversary Auto Action at your favourite retailer from Thursday, February 25 (or slightly later in some markets, depending on delivery schedules).

Or you can subscribe and have it delivered straight to your door.

A digital version is also available to buy so you can read all the latest news and in-depth features on your preferred device – normally available on the Wednesday evening before the mag goes on sale!

For details of how to subscribe – and to make sure you don’t miss your copy of the mega 50th anniversary mag – go to autoaction.com.au

McLaughlin wildcard chance And DJR isn’t the only team he could drive for

By BRUCE NEWTON HIS BATHURST 1000 prospects look slim, but that doesn’t mean Scott Mclaughlin can’t get a taste of Supercars action in 2021.

The IndyCar rookie should be back down under in time for the closing events of the Supercars season and is theoretically open to doing a solo event as a wildcard.

Sounds good and here’s the kicker.

McLaughlin is only contracted to Dick Johnson Racing for the Bathurst 1000 .

What chance another team swooping in for the three-time champion’s services in his home event in New Zealand, the postponed F1 Australian Grand Prix meeting at Albert Park – which Supercars are expected to attend - or even the Supercars finale on the Gold Coast.

Of course, Team Penske would have to sign off on any extracurricular racing, but McLaughlin is signalling his interest.

“I’m only contracted to do Bathurst with DJR,” he confirmed to Auto Actionfrom his home base in North Carolina.

“Past Bathurst I have no contractual obligations with the team, but I do have a sense of loyalty with them of course.

“If an opportunity came up to do any of those races and I was available and home, of course I would love to.

“But it would need to be approved via Team Penske and make sure no sponsor

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Image: LAT

clashes or such, impact my racing over here.

“Racing over here is my main priority at the moment.”

At the very least, McLaughlin has confirmed he wants to be at the Gold Coast street race – where he had a spectacular qualifying crash in 2019 – as a spectator.

If the current combination of IndyCar calendar, Bathurst date and COVID quarantine regulations persist, then McLaughlin’s chances of sharing the DJR #17 Mustang with Will Davison at Bathurst are zero.

The IndyCar finale is scheduled for Long Beach in California on September 26. The Bathurst 1000 runs October 10. Chuck in flight times and two weeks quarantine

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when he lands here and McLaughlin misses the Great Race for the first time since 2011.

“Right now I can’t race Bathurst, it’s as simple as that,” McLaughlin said. “The quarantine just doesn’t work.

“I’ve got the seat, it’s just a matter of if I can do it. It sucks, I really want to race Bathurst, but it’s a predicament everyone in the world is in.”

McLaughlin is now watching to see how COVID impacts on race dates and potentially changes the situation, the progress of vaccines and whether quarantine restrictions might be lifted.

“It would be a shame if we can’t race Bathurst, but it really depends on what the Australian government wants to do in terms of quarantine by then.

“I am hoping to have a vaccine by then; they are rolling out it out pretty heavily in the USA. But who knows if that changes anything.

“Obviously I respect whatever the authorities say and I will just have to cop it.”

McLaughlin pointed out the pandemic was currently raging in California and that might prompt IndyCar calendar changes that open Bathurst up. Long Beach has already been shifted once from its original April date.

“It’s one of those deals, who knows what will happen. California is in a pretty bad spot at the moment,” he said.

Turn to page 10 for the latest on Scott’s IndyCar progress

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Image: LAT

WORLDWIDE SEARCH FOR WHINCUP SUCCESSOR LOCAL AND international drivers are in contention to replace seven-time Supercars champion Jamie Whincup at Triple Eight Race Engineering, following his recent announcement that he will retire at the end of the 2021 season.

Whincup is to replace team principal and managing director Roland Dane in those roles, joined by Dane’s daughter and team shareholder Jessica.

No decision has yet been made on a replacement for Whincup, with Roland Dane explaining that the plan is flexible, commenting that the search is not just exclusive to drivers from Australia and New Zealand.

“Jamie is extremely well equipped to be a part of that decision process now,” Dane said. “We’ll

also look at what’s happening internationally.

Unfortunately borders are not as open as we’d like but I’ve always thought Australia doesn’t have an exclusive, or New Zealand, in providing good Supercars drivers.

“Whether we can look outside our borders remains to be seen, but certainly there’s also the appeal of young talent, like Jamie was back in the day.”

In the past, Triple Eight has enlisted overseas co-drivers for the Bathurst 1000 including touring car champions Fabrizio Giovanardi, Andy Priaulx, James Thompson and Yvan Muller, who won the 2005 Sandown 500 alongside Craig Lowndes.

The team’s success allows this succession process to be flexible according to Dane.

“We’re some way away from making a decision and there are a number of different factors to take into account,” he elaborated.

“Just because we’re a bigger team than we were in 2006 with a huge track record, it doesn’t mean we have to have somebody come into the team who’s already a championship or race winner.

“We might choose to do that, but we don’t have to.”

Whincup confirmed he will be an integral part of the driver selection process, whilst completing his final full-season.

“Jess and I will both be working with RD to make the decision,” he said.

“It’s a big decision for the team to make sure we have the right pilot behind the wheel to drive the car.

“I guess,my expertise, I know a good driver when I see one, so I’ll certainly be giving that feedback back to RD and the rest of the board on who I believe will be the best person to drive the #88 car.

“In the meantime I’m making sure the #88 car is the most appealing car to drive for any driver come this year, so we’ll certainly be working through that over the next three-six months and I’m looking forward to sharing with you who will pilot the #88 car for 2022.

“We’re certainly not locking ourselves into anything at the moment.

“We’re all eyes open and we’re going to choose the best person for the job.”

Heath McAlpine

GEN3 THE MAIN ATTRACTION FOR QUINN

Image: LAT

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SUPERCARS’ UPCOMING Gen3 ruleset was a key attraction for newly announced major Triple Eight Race Engineering stakeholder Tony Quinn to get involved.

Quinn has been involved in motorsport for several decades as a driver, category owner, circuit proprietor, sponsor and has now added Supercars Championship team owner to this list.

Through his previous interests, VIP Petfoods and Darrell Lea, Quinn has been a sponsor in Supercars for the best part of two decades.

That has continued recently with his new business, Local Legends beef jerky, which backs Team Sydney and this year its new recruit Fabian Coulthard.

The successful businessman explained that Gen3 is an attractive proposition to be involved with and is a step in the right direction for the category.

“The current cars have proved to be quite expensive,” he said.

“Really, the business revolves around a television show and you don’t need million-dollar cars to have a good TV show.

“I think Gen3 is going to make it more affordable for the teams to operate the cars, it shouldn’t affect the income at all, it should affect the cost, which is a good thing.

“I don’t think it’s going to take away anything from the racing, the fans and drivers will be pleased because it is a new era and perceivably new models. I think Gen3 is absolutely the right move for the category, it can’t come soon enough!”

After mentioning his interest to get involved with a team to Supercars CEO Sean Seamer, a meeting between Quinn and the Triple Eight hierarchy was quickly brokered, following which the deal completed smoothly.

“When I had my first meeting with (team shareholders) Roland (Dane), Jamie (Whincup) and Jess (Dane), I was super impressed,” Quinn explained.

“Over and above what I expected, they have created a fantastic environment there.

“The thing that attracted me also was the fact that Roland wasn’t running away trying to sail around the Pacific. He was willing to stay on trying to coach Jamie, Jess and indeed myself into our new roles, so it became all that more attractive.

“What we have managed to achieve is that it is a structured transition. It is not a rushed job, it’s not something that we have to do, it is actually a very structured method of continuing on with a very successful race team.”

Quinn conveyed that there will be no conflict between his major sponsorship of Team Sydney and the interests he holds in Triple Eight, emphasising that these are two separate programs and will remain so.

“They are two separate propositions to be quite honest,” he stressed.

“The Team Sydney proposition is basically a continuation of what we started last year with the Local Legends sponsorship.

“It is a good deal for Local Legends and it is a good deal for Team Sydney, so that is a totally separate discussion to the Triple Eight involvement.

“The Triple Eight involvement is far more commercial and a longer-term proposition, to be fair.

“Motorsport has been and will continue to be a major part of my future, however limited that is. But even when I am dead and gone, my legacy wants to continue on in motorsport and Triple Eight forms part of that endeavour.” Dan McCarthy

DANE – “I WILL BE AROUND WHEN JAMIE NEEDS ME” CURRENT TRIPLE Eight Race Engineering team principal and managing director Roland Dane has revealed he will take a greatly reduced role next season, when he vacates those posts at the end of this year.

Instead, Dane will be on hand to provide guidance to his replacement Jamie Whincup, but only when he requires it.

“In 2022, my role will be to be around when Jamie needs me,” Dane said.

“To really have a modus operandi with him that allows him to do his job but also lean on me on a very regular basis, when he needs me.

“That won’t involve being in the way, it’ll involve being there when you are needed, a bit like being a motor racing father if you like. You can very quickly be a nuisance, so I’ll be there when he wants me and not when he doesn’t.

“I won’t be attending all the race meetings.

I didn’t last year, and the team ran pretty well when I wasn’t there, so that is a testament to the people who are here and probably an indication

that I need to keep out of the way.”

Transitioning from driving to a managerial role in 2021, Whincup expects to listen and observe as he increases his time at Triple Eight’s Banyo (Brisbane) workshop.

“My main focus this year is to make sure I drive the #88 car as well as I can, that is the best thing I can do for Triple Eight in 2021,” he said.

“But in my spare time I’ll still be on the Supercars commission and I will be doing as much as I possibly can to learn the Triple Eight business.

“I think it’ll take a bit of a Ross Brawn approach for 12 months.

“I have got to listen and observe more than anything, so I will be making sure I spend as much time as I possibly can here at the workshop.

“As I say, listening, observing and learning, and when the time comes for me to make the decisions I’ve got as much knowledge as

Image: LAT

possible to make the right ones.”

Jessica Dane has also stepped up her involvement in the team, increasing her ownership stake from 27 per cent to 30 per cent.

Although her exact role in 2022 is as yet undefined, she will assist Whincup in the areas he requires.

“That is something for Jamie and me to work out, exactly what that it looks like,” she said.

“We do have a broad plan of what that role

looks like. Essentially I’m here to help Jamie do the very best job he can as managing director and team principal. Whatever he needs me to do to best support him, and get the best results out of the team, that is absolutely what I will be doing.

“Hopefully in a year’s time I will have a law degree under my belt as well. So I will also be keeping Triple Eight out of any legal issues as well. Hopefully we don’t need to do that, but I’m here in case we do.” Dan McCarthy

Image: Insyde Media

SUPERCARS TV TEAM DETAILS REVEALED

By MARK FOGARTY FAN FAVOURITES will be joined by fresh faces on Supercars’ new-look broadcasts beginning at the Mount Panorama 500 in two weeks.

Revealed on Wednesday (February 10), the commentary line-up for the Fox Sports and Seven simulcasts is anchored by Neil Crompton, Mark Skaife and Mark Larkham.

For full details and other Supercars broadcast-related news, go to autoaction.com.au.

New to the talk team will be Garth Tander, Molly Taylor, Charli Robinson and Chad Neylon, plus the Seven

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Network’s Mark Beretta.

Fox Sports’ Jess Yates will continue as the main host, with Craig Lowndes resuming his desk analyst role.

Following the fan furore over Larko’s announced axing, Supercars bosses retreated from a planned wholesale shake-up aimed at attracting more casual viewers.

The move to ‘dumb down’ the commentary and reporting on the broadcasts was howled down by fans following multiple revelations by Auto Action during the past few months.

AA accurately predicted moves to oust Larkham, Crompton and Skaife, plus big changes in the pit lane.

We first revealed that former Hi-5 children’s TV show

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presenter Robinson was joining, then scooped Tander’s inclusion as an expert analyst.

Last weekend on our web site – autoaction.com.au – it was confirmed that Andrew Jones had been dumped from pit lane reporting, along with details of the rest of the TV commentary line-up.

The confirmed roster is as follows: Jess Yates, Mark Skaife, Neil Crompton, Mark Larkham, Chad Neylon, Craig Lowndes, Garth Tander, Mark Beretta, Charli Robinson and Molly Taylor.

Rising star commentator Neylon is elevated to main broadcast pit lane reporter as well as continuing as the lead support race caller.

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Lofty goal set for rookie Supercars team

By BRUCE NEWTON

Image: LAT

SUPERCARS HAS confirmed that spectators will be given access into the paddock, when the Bathurst 500 takes place this month.

The 2021 Supercars Championship kicks off its season at the iconic Australian venue on February 26-28. Supercars has revealed information for those wishing to attend the event, the first time in 12 months the Supercars paddock will be open to fans. DM

ALTHOUGH PREVIOUSLY announced that spectators could not attend the Supercars preseason test at Winton, this decision has been reversed. Winton officials confirmed that fans will be able to attend and watch all the action from the Supercars pre-season test at the venue. A popular circuit for testing, Supercars teams have used the the regional Victorian venue sparingly in recent times due to the effects of the global pandemic. HM Image: LAT

SUPERCARS HAS announced the pitlane order for the upcoming season. There are no significant changes to the 2020 pitlane order, with the exception of Team Blanchard Racing’s inclusion. The new single-car entry aligns with Tickford Racing, which still maintains third position in the order, despite the new addition. DJR resumes its place closest to pit exit, while arch-rivals Triple Eight Race Engineering remain next door. HM

RETURNING RACER Tim Slade has set himself and the Blanchard Racing Team the logical if ambitious goal of matching the results of Tickford Racing in the 2021 Supercars championship.

Back in the championship after a year on the sidelines, Slade got his first taste of the Cooldrive Ford Mustang during the rookie team’s first outing at a Phillip Island ride day last week.

While BRT is standalone, it is racing an ex-Tickford Mustang, has an engineering support and engine deal with the Campbellfield squad, will garage with it at race meetings, and is managed by former Tickford engineer, Brendan Hogan.

In fact, Hogan has engineered the very Mustang Slade will race in 2021, when it was in Boost and Milwaukee colours over the last few years.

“Once we get everything together there’s no reason we can’t achieve what the guys at Tickford are achieving,” said Slade.

“We have ticked the main boxes and I think it’s going to be about learning in these early stages of the year, teaching the young fresh guys and gelling as a team.

“We will be working hard and that will be exciting.”

If it achieves the goal of matching the Tickford cars, then Slade will be in the thick of it as Cam Waters was a front-runner in the Monster Mustang in 2020, Jack Le Brocq won a race, Lee Holdsworth finished 11th in the title and James Courtney also scored a podium and a series of top 10s.

Image: LAT

SLADE TARGETS TICKFORD Slade says the combined brains trust of Hogan and his race engineer Mirko De Rosa provide the opportunity for BRT to chart its own set-up course and not rely solely on Tickford data.

“I don’t want this to come across the wrong way to Tickford, but we are confident in our own ability moving forwards with race weekend and car set-up stuff,” he said.

“But we do have a very good base to work from with the Tickford stuff.

“We are not expecting to go in and re-invent the wheel because there is no need to.”

Slade and Hogan have known each other since they both started in Supercars racing at Paul Morris Motorsport in 2009. Slade also worked with BRT owners Tim and John Blanchard when they were all at Brad Jones Racing.

But Slade has to build a relationship with his new engineer Mirko De Rosa, who joins the team from Erebus Motorsport where he worked with Anton De Pasquale.

“We’ve never really crossed path or spoken before he started with the team,” said Slade.

“I’m loving it, he’s awesome. He’s obviously super-smart and he’s got something that can’t be taught in that he’s a hard-core racer. That’s all he cares about, going racing and doing everything he can to get the best

results possible.”

Slade emerged from the ride day encouraged by his first experience of the Cooldrive Mustang, despite no tuning being allowed and running on old Dunlops previously used on McAuley Jones’ BJR Holden Commodore.

That’s because tyres are allocated to a Racing Entitlements Contract, and the Blanchard REC underpinned Jones’ entry last year, while the family business Cooldrive sponsored the car.

Slade assembled a long list of notes about the Mustang ahead of the test for southern teams at Winton on February 16.

The next outing after that will be the Mount Panorama 500 in late February.

“It felt good and it was really good just to sort out all the ergonomics in the car,” said Slade.

“I have written a page and a half of dot points, so there is a lot I have taken from it.

“It was nice to get to the track for the first time and have that experience,” said Slade. “We have young guys who have never worked in a Supercars team before and it was cool to see the excitement.

“There were just things you take for granted with established teams, just simple stuff like packing the truck. It’s nice to even just practice that.”

First Laps BRT CO-OWNER Tim Blanchard had the honour of driving the team’s first laps when it debuted its new Ford Mustang at Phillip Island last week.

Blanchard, who will co-drive the Cooldrive Mustang in the Bathurst 1000, was expecting regular driver Tim Slade would do the solo installation laps before rides began.

But team manager Brendan Hogan insisted he take the car out for the first two laps.

“That was pretty cool. It was pretty special to do the first laps for the team,” he said.

Blanchard did more laps throughout the day but also had enough time out of the car to enjoy watching the new team start to gel.

“It’s a completely new group and some of them are very new to motor sport or Supercars, so it was a huge learning experience.

“I was very encouraged the way everyone helped each other out and worked together. There was no arguing or fighting, everyone just got on with the job.

“I thought first time out of the truck everyone did an exceptional job.” BN

TICKFORD SHUFFLES ENGINEERS TEAM18’s MARK Winterbottom will celebrate 30-years since the beginning his motor sport career in 2021, revealing a tribute helmet aligned with the anniversary. Debuting at the Sydney Kart Club aged nine, Winterbottom is one of the top Supercars drivers of the current era, having won the 2015 Supercars Championship and the 2013 Bathurst 1000 alongside Steven Richards. He has racked up 38 Supercars race wins, 145 podiums and 36 pole positions since making his debut in 2004. HM

TICKFORD RACING is celebrating its 10-year partnership with the Royal Australian Navy by welcoming the 2021 batch of sailors who will work for the team this year. As part of the Team Navy Outplacement Program, members of the RAN take part in a 12-month program during which they fulfil roles for the team that will be relevant to their navy career. DM

8 AutoAction

TICKFORD RACING will enter the 2021 Supercars championship with a reshuffled engineering line-up.

With James Courtney’s 2020 engineer Brendan Hogan departing to manage the new Blanchard Racing Team, Tickford engineering leader Brad Wischusen will take over the Boost Mustang.

Wischusen spent most of 2002 calling the shots for Jack Le Brocq in the Supercheap Mustang, after the COVID-enforced departure of his engineer Tim White.

Taking Wischusen’s place with Le Brocq is Sam Scaffidi, who engineered the departed Lee Holdsworth in 2020.

The highly successful partnership of Cameron Waters and engineer Sam Potter will stay intact after the Monster Mustang driver finished second in the championship and at Bathurst in 2020.

“Scaff was without a driver because Lee was no longer with us, so we thought we’d try a slightly different combination,” explained Tickford Racing boss Tim Edwards.

A potential motivator for the

change is Wischusen’s multiple responsibilities overseeing the entire Tickford engineering operation. That is something the highly-experienced Courtney might cope with better than Le Brocq in only his second full-year with the team and fourth year full-time in the category.

Both Waters and LeBrocq will debut brand new Mustangs in the 2021 championship, which is scheduled to be the last before the arrival of the Gen3 technical regulations.

Waters’ car was originally scheduled to debut in the abandoned 2020

Tasmanian round, but was finally shaken down pre-Christmas.

The Le Brocq Mustang, which was scheduled to debut sometime around mid-2020, should be shaken down ahead of the February 16 test for southern Supercars teams at Winton.

It will run in Truck Assist colours in 2021 after the departure of Supercheap Auto to other motorsport sponsorships, including Triple Eight and the TCR Australia Series.

Edwards said the team’s cars would be technically very familiar compared to 2020.

“We’ve been tickling our cars as we always do,” he said.

Tickford has also elected to pair one of its own cars with a customer car in its two garages at each round of the Supercars championship.

Waters and Courtney will share one garage, while Le Brocq will has been paired on the other boom with the BRT Cooldrive Mustang to be driven by Tim Slade.

“We’re putting Cam and JC together primarily for commercial reasons,” explained Edwards.

“Boost and Monster have synergies so it makes sense to have those two brands in the same pit garage.

“Effectively, we are leaving the Truck Assist car where it was because that’s where it was before. There is no change there.”

All four cars ran at last week’s Phillip Island ride day. Thomas Randle was the only Tickford Bathurst co-driver present. James Moffat will also be taking a seat and US-based Frenchman Alex Premat is expected to complete the roster.

Bruce Newton

MISSION CONTROLLED!

Supercars limits remote data engineering, cuts info for drivers

By BRUCE NEWTON SUPERCARS HAS restricted the amount of dashboard information drivers will see in 2021, as part of an attempt to reduce the need for F1style ‘mission control’ remote data simulation and engineering.

The trend toward data engineering being conducted at team factories during race events accelerated in 2020 because personnel had to be left at home due to the COVID pandemic.

The growth of these mission controls negated the intention of the trackside personnel limits, which like shifting to two-day meetings, was intended to save costs.

At the request of the Supercars Commission, the category’s motorsport department has written significant controls into the 2021 operations manual clamping down on changes to the configuration of the data logger during race weekends.

It can now only be accessed for a few specific functions over a race weekend such as changing the reference lap. There has also been a move made to reduce the amount of live telemetry data being beamed from the car.

From the 2020 championship resumption, Supercars mandated the teams weren’t able to download the full data logger package until the end of the weekend.

However, they were still uploading changes to its parameters throughout meetings based on the telemetry that was being fed into simulation packages worked on back at the factory. The updates were then being uploaded into the car.

The constant configuration revisions and uploads triggered a dramatic increase in workload for data engineers, Supercars head of motorsport Adrian Burgess told Auto Action.

“Teams have always moved data away from the circuit and back to the factories, but I think with fewer people allowed at the racetrack that definitely more teams put more emphasis on having engineers working over the weekend, but based in the office to supplement people working at the track,” he said.

“In the end you speak to the teams, their

engineers and data engineers especially, (and they) were absolutely smashed at the end of the weekend. It was mind numbing the amount of work they were doing.

“That wasn’t what we wanted or intended.”

The amount of information a driver can see has been substantially restricted.

For instance, wheelspin lights have been dropped and only one level of brake lock light is allowed, when previously multiple stages were illuminated.

Drivers can no longer be reminded to change brake bias or anti-roll bar position for an upcoming corner.

“I think it will be harder for people to get real value from that sort of set-up [mission control],” Burgess said. “Will it totally disappear? I don’t know. We hope it is at least reduces.

“What we saw last year was lots of teams constantly – every single time the car ran – putting in new configurations,” Burgess explained.

“They were putting in very smart and very complicated maths channels and it was just a lot of work going on to give driver instructions, just trying to coax every last little bit of performance out of the car and the driver.

“Some of the teams were just going to extraordinary lengths with alarms and information given to the drivers to try to help the driver.

“To us, it wasn’t the way we wanted to go, teams going to that extent.”

The 2021 Ops manual specifies a maximum 600 logged channels in the data logger.

Burgess said teams had been using up to 4000 channels.

“It was absolutely crazy,” he said.

“They were changing them from one run to the next. And it was nearly out of control.

“It’s clever and you put your propellor head on and it’s interesting; they are coming up with some really interesting stuff, its great and it’s cool.

Image: LAT

“But it adds to the workload, it’s things that might appeal to the engineers, but does it actually deliver anything for the man in the grandstand? Or the man watching it at home?

“They can’t see it, it’s a lot of work for not a lot of gain. We just wanted to dumb that down and reduce the workload for the people at the track.”

Burgess argued that a reduction in external instruction to the driver was not necessarily a bad thing. He also made the point they would still have plenty of information to exploit and absorb.

“You can’t rely on electronics all your life,” he said. “The drivers still have to have some natural feel. And that’s what we want, we want the driver to be in control of the car themselves and not be driven by software.

“They still have the tools they need, the still have the video, they still have the drivers channels. They will always argue against doing something, but life changes and we have to change as a series to keep everyone sustainable.”

Meanwhile, other changes for 2021 Supercars has made include: • Driver names on windshield and race numbers made larger • No mixed tyre racing. The new super-soft tyre will be the only compound used when it is arced at Winton and Darwin.

• Five points for fastest lap will be introduced at each race of sprint events • A dropped round provision for pointscore continues after being introduced as a COVID provision in 2020 • The minimum fuel drop this year will be 120 litres

Concern for 2021 rookies

The 2020 Supercars championship runner-up Cameron Waters says new drivers to the category will be impacted negatively by the cutback in dashboard information in 2021.

“I fully agree with some of what they are doing, understand their thinking and support it,” the Monster Ford Mustang driver told Auto Action.

“But some of the other stuff I feel that it makes no difference is we have it or not. A lot of the stuff they are trying to take away is set and forget for us.

“Some of it is just going to make it harder for the younger kids and people coming in to the category to learn it. We have been driving with these things for a while, so we know what these cars need, but they don’t.”

Waters highlighted the loss of wheelspin lights and reduction of lock light graduation, as particular issues for new drivers.

“The wheel lock light really helps understand the sensitivity at different parts of the corner.

For a young kid still trying to work out that feel, it’s going to make it harder because there is less coming back for him.

“The second part of that with the roll gradient stuff and other stuff some teams are doing, they can get rid of that because it is labour intensive for the crews.”

20

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LATEST NEWS

SPECTATOR ATTENDANCE at the opening round of the Shannons Motorsport Australia Championships at Phillip Island is set to be restricted to 2000 people a day. That’s the current limit for the February 19-21 event, though MA and ARG are in discussions with Victoria government health authorities to increase this, based on the expanse of the spectator areas around the 4.4 km oceanside circuit. Supercars will be watching developments closely as it plans to have 10,000-15,000 per day at Sandown on March 20-21. MF

GARRY ROGERS Motorsport’s Barry Rogers believes the brake troubles experienced by the Peugeots at Symmons Plains has been traced.

“There’s two different brake pad compounds that are used in the Peugeot, looking back at it now maybe for those very hard braking zones at Symmons Plains, the wrong compound may have been used,” Rogers explained. “We’ve sent some samples of the discs that failed and the brake pads to Peugeot in France to analyse.” HM

REYNOLDS SAMPLES NEW MUSTANG DAVID REYNOLDS had his first hit-out in a Kelly Grove Racing Ford Mustang at a Phillip Island ride day last week.

After completing his controversial exit from Erebus Motorsport in December and announcing his new home in January, the 2017 Bathurst 1000 winner drove for the vast bulk of track time on the day, sampling both his own Penrite Mustang and the NED Whiskey entry of new team-mate Andre Heimgartner.

While Heimgartner was in attendance he was not driving because of a hand injury sustained during the New Zealand Grand Prix meeting at Hampton Downs.

Instead, Reynolds’ newly confirmed Bathurst 1000 co-driver Luke Youlden and recently retired Rick Kelly – a co-owner of the newly-formed Kelly Grove Racing – also did plenty of laps, as KGR gave more than 100 guests a taste of a Supercars’ speed.

Kelly has agreed to a deal with KGR to drive at both test and ride days, but there is no confirmation yet he will race for the team at the Bathurst 1000 as Heimgartner’s co-driver.

It was Reynolds’ first drive at speed since the 2020 Bathurst 1000 and is set to next drive his Mustang at the category test for southern Supercars teams, at Winton on February 16.

While he and engineer Alistair McVean – who precede him in joining KGR from Erebus - could not make tuning changes at Phillip Island, Reynolds was pleased he had the chance to drive the car.

“The day was very valuable for me,” said Reynolds.

“It was the first time in a long time I had driven a car and the first time I had gone fast in a long time.

“It was also the first time I had a driven any other Supercars than my old team’s car. Every team designs their own parts, they have their own philosophy and mantra of how they do the throttle, do the brake, do the steering and the clutch and this that and the other.

“So everything I touch, feel, look at and even sit in the car is completely different for me. Even the dash – even though it’s the same brand – is configured completely different. It just looks completely different.

“So I have written a big list of notes of everything I would like to work on and everything I would like to make myself more comfortable, so I can drive the car on the limit more.

“The steering speed, the steering weight, even the steering height. Small things make a difference when you spend hours in the car. The more I can get that aligned to what I like and need, the easier it will be for me to trust the car and go faster.”

KGR has already said its cars will have significant updates in 2021, which is the second year of the Mustang program, some of which should start to flow through at the Winton test.

Reynolds said it was then, with the stopwatch ticking, that he’ll be able to start judging how competitive he will be when the Supercars championship kicks off at Bathurst in late February.

“A lot of the smaller stuff I’ve noted down will

hopefully be dealt with before then,” Reynolds said.

“But I’d much rather do a ride day to understand all the ergonomics and all the small bits, so when I go to the test day it’s more familiar. If I went to the test and drove the car for the first time I would probably feel a bit lost.”

As forecast in AA (issue 1802) Luke Youlden has reunited with Reynolds at KGR for an assault on the 2021 Bathurst 1000.

The winners of the 2017 race for Erebus Motorsport, they paired together again in 2018 and 2019. Youlden then announced he was stepping back from Supercars competition after the ‘19 race.

But with a strong program of Carrera Cup and potentially some GT racing planned for 2021 to keep him race fit, Youlden is hungry to get back behind the wheel of a Supercar. It would be his 21st start in the Great Race.

“We definitely have experience on our side, together we’ll probably be one of the most experienced combinations that’ll race at Bathurst which is cool,” said Youlden.

“It’ll be my first time driving the Ford Mustang Supercar, but I’m fairly confident I’ll adapt to it pretty easily, particularly after having a few ride days and things like that between now and the 1000 in October.” Bruce Newton

HOLDSWORTH HAS 2022 SUPERCARS HOPES THE RETRO Touring Car Masters category will make two trips to The Mountain this year, after confirming Round 2 of the series will join the Supercars for the Bathurst 500. Originally scheduled to compete at the Australian Grand Prix, TCM will re-join Supercars at Bathurst on February 26-28, forming a support program alongside Super2, Toyota Gazoo Racing Australia 86 Series and Aussie Racing Cars.

DM

RECENTLY ANNOUNCED Matt Stone Racing Super2 driver Aaron Seton will carry a significant number when he debuts at Bathurst later this month. Revealing a new livery that sees Seton’s Holden VF Commodore with support from Sherrin Rentals, he will race with the number 30, famously used by his father Glenn during the 1990s when he won two Australian Touring Car Championships. HM

MCELREA RACING has announced its line-ups for both tiers of Porsche racing in Australia.

In the Porsche Carrera Cup Australia Series, young gun Cooper Murray will be joined by Harri Jones and debutant Jackson Walls. Tim Miles will continue as the squad’s only amateur driver in the premier Porsche class. Christian Pancione will drive in selected Carrera Cup rounds while also contesting a full season in Sprint Challenge, along with Ryan Suhle, Bayley Hall and Am drivers Michael Hovey and Richard Cowen. DM

10 AutoAction

But realistic veteran says a new career beyond racing is likely

By BRUCE NEWTON “HEARTBROKEN” BY the premature end of his Supercars career, Lee Holdsworth is hoping to return to the category full-time in 2022.

But he accepts he will more likely be establishing himself in a new career, potentially outside motor sport.

The 15-year Supercars veteran lost his full-time drive with Tickford Racing over the summer, despite an ongoing contract.

For 2021 he has landed a Bathurst 1000 co-drive in Chaz Mostert’s Walkinshaw Andretti United Holden Commodore ZB, and is running a full TCR Australia campaign in an Ash Seward Motorsport Alfa Romeo Giulietta Veloce.

But in 2022 he’d like to be behind the wheel of a Gen3 Chev Camaro or Ford Mustang Supercar full-time, and suspects the rising interest in the new category could open a seat to him.

“For 2021 I just want to stay a free agent in case opportunities pop up,” Holdsworth told Auto Action at the Phillip Island ride day last week where he sampled the brand new #25 WAU Holden Commodore ZB for the first time.

“You just never know with Gen3 where it goes. But I am not going to

be putting all my time into finding another drive. I am past that.

“If an opportunity comes up and it’s worth doing it, then I will certainly consider it. There are opportunities arising here and there.

“But if nothing does, then 2022 is when I will break away into another career.”

Whatever happens with his career path, Holdsworth made it clear he wants to keep driving.

“I love the driving side, I love racing, it’s still massively my passion. I have lived my dream. I feel I have many good driving years in me.

“So in that way it’s disappointing and even heartbreaking I suppose for it to

come to an end too early in my opinion.

“But it is what it is and I am looking at other ways to make a living now.”

Holdsworth says he has been absorbed in racing since he was fouryears old and has only now started to consider what other career paths he could follow..

“I don’t really feel I have a life outside motor sport just yet, but I am certainly searching for it,” he said.

“I don’t want to be one of these guys that hangs on and wants to keep pursuing the dream. I’d really like something outside of motor sport and that’s what I am working on.”

Holdsworth has been appointed an ambassador for tool and equipment

brand Kinchrome and says there is an opportunity for him to become more heavily involved with that business.

“There are plenty of opportunities inside the motor sport world too,” he revealed. “it just depends what I want to do.”

Holdsworth reported a positive first experience in the Appliances Online Holden at Phillip Island.

“Because the car is brand new the feedback it gives you is really nice,” he said.

“It feels like it is really well put together; quality parts, nothing loose or anything like that.

“So in that way it feels great. So first impression I am happy with how it rolled out and how it feels.

“We’ll take it from here. Chaz and I are echoing the same sort of setups about the balance, so that’s a positive.

One of the big deals for Mostert and Holdsworth as a driver pairing is their height difference.

But Holdsworth said that had been quickly dealt with.

“Ergonomics is the first thing you have to get right and I’m actually pretty close now, even though it’s such a large insert required.

“At this stage I feel pretty comfortable and surprisingly it all feels pretty familiar.”

MCLAUGHLIN BUILDING TRUST Sebring test commences Supercar ace’s 2021 IndyCar campaign

By BRUCE NEWTON TRUSTING THE aerodynamic downforce of his Team Penske IndyCar remains a key challenge for Scott McLaughlin, as testing commences ahead of the US openwheeler championship’s season opener in April.

The Supercars superstar completed 130 laps in his first test of 2021 for Team Penske at Sebring in Florida last week, the same place he had his very first IndyCar experience in 2020.

According to unofficial times, he was 14th and slowest in his Chev-Dallara, yet only 0.679 sec slower than fastman Pato O’Ward driving for Arrow McLaren SP. In difficult gusty wind conditions the IndyCar rookie was also only a tenth (roughly) behind two of his Team Penske team-mates, Aussie Will Power and Frenchman Simon Pagenaud, and 0.4 sec slower than the team’s 2020 IndyCar championship runner-up Josef Newgarden.

McLaughlin says he’s pleased by the Sebring result, but admits he still has some weaknesses to work on.

“Right now it’s feeling comfortable with trust of the downforce,” McLaughlin told Auto Action. “It’s trusting the car, when I put some wheel into it, it won’t turn around on me.

“It’s learning what aero balance I want out of the car compared to mechanical grip.”

The IndyCar cornering method is in

contrast to his low-downforce Mustang Supercar, which required braking deep into the corner to keep the weight forward and grip on the front tyres.

“Where I am judged by Will and Simon right now is because of their experience, they can get a decent lap time out of the car when it isn’t that easy to drive,” McLaughlin said “But I am at the point where I am not 100 per cent comfortable I can go that fast through that corner.

“It’s just me. I just need some laps. I am learning every time I go out there.”

McLaughlin admits his inexperience is being compounded by an impatience to go faster sooner.

He credits IndyCar legend Rick Mears, who will act as his spotter in the 2021 championship, as providing important counsel.

“I just want the time and I am probably over-driving to try and find the time. He said ‘you don’t have to find that tenth and a half in one corner’ and that was kinda what I was trying to do.

“It was so simple and as a professional racing driver I should just think that. So he is really good at just bringing me down to earth a little bit. He’s been really happy with my

Image: LAT

progress … but I am my own worst critic and I get quite frustrated with myself pretty easily.

“I’ve got to control that, but at the same time it’s what makes me competitive and will move me up the ranks faster.”

Team Penske boss Tim Cindric has already laid out a three year progression plan for Mclaughlin that expects him to be a contender for race wins in 2023. In his first year, the team expects some top 15s and top 10s.

McLaughlin has been in the USA since October. He competed in the final round of the 2020 IndyCar championship at St Petersburg in Florida, had his Indianapolis 500 rookie orientation, and a test at Barber Motorsport Park in Alabama.

Through Christmas and New Year has spent

a heap of time in the GM Racing simulator and training.

Next up is a return to Barber Motorsport in Alabama for a test on February 22. The championship opener takes place there on April 18. Then it’s only a short leap to the month of May and the fabled Indianapolis 500.

“The January-February period has been pretty boring,” admitted McLaughlin. “I have seen more of the gym than I have in my whole life.

“I just want to drive the race car. The good news is from the Barber test onwards we are pretty full-on. There is something happening just about every week.”

McLaughlin revealed he had added about 2.5kg in muscle weight over the US winter building up his arms and shoulders to cope with unassisted IndyCar steering.

‘I WAS HONOURED TO RACE JAMIE’

Image: LAT

TRIPLE SUPERCARS champion Scott Mclaughlin has paid tribute to his retiring archrival Jamie Whincup.

McLaughlin, who has had a series of championship and individual race battles with Whincup stretching back to the famous jandal joust at Adelaide in 2014, said it was important the category find a new hero to replace him.

Whincup will take over as managing director and team principal of Triple Eight Race Engineering from Roland Dane in 2022.

“It’s a big loss to the category,” said

Mclaughlin. “At least he is going into the team leader role.

“He is a guy that everyone in Australia knows, at least in sporting circles. What Supercars needs is someone to step up and be that person; the guy that everyone knows, even people who don’t follow the category, week in and week out.”

Ironically, McLaughlin was undoubtedly going to be that hero until Roger Penske signed him up for an IndyCar racing career that starts this year.

“I’ve always referred to him as the GOAT – the greatest of all time – and that’s what he is,” added McLaughlin.

“We’ve had our ups and downs, especially in the last four years, but I am proud and honoured to have raced him at his peak.

‘When I entered the category in 2013 he was right at the peak of everything and on the way to winning four championships in a row.

“It’s really who steps up now and who takes on his role as a leader in the sport. He was always very good for that.” BN

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Evolutionary changes as Stone looks for progress

By BRUCE NEWTON

TEAM PENSKE has revealed the eye-catching livery that Scott McLaughlin will carry for a majority of the 2021 IndyCar Series. The three-time reigning Supercars champion will be sponsored by PPG for 10 of the 17 scheduled IndyCar Series rounds in his rookie season.

PPG has been a long-time sponsor of Team Penske, but the PPG logo has not featured on a race winning IndyCar since Gateway Motorsport Park back in 2017 in the hands of Josef Newgarden. DM

Image: LAT

FORMULA E has announced that Monaco will return to its schedule, news that is also a great sign for the legendary F1 Grand Prix. Monaco would not construct its circuit for Formula E alone, which suggests the F1 race is still set to go ahead this year. Over a three-week period the circuit usually plays host to Formula 1 and one other motorsport event, whether that be the Historic Grand Prix of Monaco or the Formula E event (the two alternate annually). DM

THE NASCAR Cup Series is now less than two months away from its first race on dirt in over half a century, with images of the conversion at Bristol Motor Speedway released. Photos show that the half-mile speedway has been covered in dirt. Organisers say that with several weeks until the event is set to take place, construction is well on schedule. The Bristol Speedway dirt conversion is scheduled to be completed in early March. See p38-39 for full NASCAR season preview. DM

Image: LAT

ENZO FITTIPALDI won a penalty affected Virtual Austrian Grand Prix for the Haas F1 Team, while Aussie Oscar Piastri stormed through the field to finish seventh. Piastri did not get off to the best start when he was t-boned by former Motocross World Champion Jerffrey Herlings at Turn 1. The Victorian ultimately finished the race in 11th but after all post-race penalties were handed out, he was classified seventh and the only driver not to be handed a penalty. DM

TRIPLE EIGHT Race Engineering has revealed its liveries for the team’s two Dunlop Super2 Series entries. Angelo Mouzouris returns for a second season with support from pitbox. io and Mantel Group, and will be joined by Broc Feeney, who has moved from rival squad Tickford Racing. Feeney’s entry will feature backing from Red Bull and Boost Mobile, as well as carrying the team’s famous #888. RV

12 AutoAction

MATT STONE Racing rookies Zane Goddard and Jake Kostecki hit the track in testing this week after the team rolled out its 2021 Supercars Championsip warpaint for the Holden Commodores they will campaign.

The Unit livery of Kostecki’s #34 ZB and the YellowCover look Goddard will campaign are subtle evolutions of what was run by the team in 2020.

Under Supercars rules, first and second year drivers get six test days compared to the three allocated to more experienced drivers.

Both Kostecki and Goddard drove half a season in 2020 under a unique SuperLite arrangement in which they shared the Unit Commodore and then teamed for the Bathurst 1000.

The 2020 driver of the Yellowcover entry, Garry Jacobson, has moved to Team Sydney after attempts to secure a third Racing Entitlements Contract (REC) to keep him at MSR failed.

MSR will participate in the category test for Queensland-based teams at Ipswich on February 12 and may also use another of its rookie test days before the season commences at Bathurst in late February.

The livery reveal follows on from the confirmation of MSR engineering line-up in the

MSR REVEALS 2021 LIVERIES

wake of Wes McDougall’s departure to Triple Eight.

After a tough 2020 which has resulted in the team sitting at the far-end of pitlane, Stone says he is expecting improved form this season.

He acknowledges that having two rookie drivers can bring with them both upsides and downsides.

“The Bathurst 1000 last year was a perfect example of that,” he said.

“They were both very quick and everything from a performance point of view was getting better and better, but they both also obviously had miss-steps over the course of the weekend.

“That is the nature of training young drivers in such a competitive category.

It is a part of the process. We know both of them are quick enough and we have just got to keep getting a little better, quicker and more comfortable every time we go out.

“We just have to make sure we finish races, get points and go for an outright better championship result for both of them.

“I think this year is going to be insanely competitive and we certainly want to get up in the mix of it.”

Stone says touring car legend Glenn Seton - who will engineer team co-owner Jason Gomersall in Super3 and whose son Aaron will drive for the team’s reborn Super2 program can be called on to provide some coaching if Goddard and Kostecki need it.

The team is also looking to sign experienced co-drivers to provide support and mentoring at Bathurst.

Entering its fourth year in the main game, Stone expressed satisfaction in the program’s progress.

“We’ve been learning a lot of the things you just don’t know when you first get into it,” he said.

“In 2019 our performance went up, but our commercial footprint was pretty average. In 2020 … our performance stagnated but our business and understanding of the sport grew.

“This year we are putting all those lessons together and we believe we have a solid model that’s going to take us well into the future.”

BATHURST 500 SAFE – FOR NOW

By MARK FOGARTY NEW COVID-19 jitters are not yet threatening Supercars’ season-opener at Bathurst, in two weeks’ time.

As Supercars negotiates for a meaningful crowd to be allowed at the second round at Sandown and considers adding the postponed Australian Grand Prix in November, plans are being made to adapt to the latest coronavirus panic.

Despite fears that new cases in Melbourne and Sydney could grow and trigger snap border closures on the east coast, Supercars supremo Sean Seamer is cautiously optimistic the February 26-28 Mount Panorama 500 will go ahead.

“It would be naive of us to think that we’re going to navigate 2021 without further hurdles and challenges, despite the outlook being much more positive than what we went through in 2020,” Seamer said.

“With the Bathurst 500, we’re fortunate that it is in regional NSW, so it affords us some protection from the greater Sydney area, which has proven to be problematic, particularly over Christmas.

“Obviously, things happen very, very quickly, though, so we will continue to push forward with plans for the 500 up until such time as we’re unable to conduct the event.”

The latest COVID cases are workers at hotels used to quarantine international arrivals. They tested positive to the more virulent UK/South Africa strain, which authorities fear may get into the community.

Melbourne has avoided another lockdown, but the state government is ready to impose tougher restrictions.

The main worry for Supercars is that if locally transmitted cases turn up in Sydney and/or southeast Queensland, border bans may be reimposed between Victoria, NSW and Queensland.

That would impact the movement of teams from Melbourne and Brisbane/Gold Coast, putting the Bathurst opener in jeopardy because teams don’t want to go into exile in NSW. But for now, Seamer is confident Supercars is in a strong position to adapt to all buy a full-blown coronavirus crisis.

“We proved over the course of last year that in a worst-case scenario, we are able to run TV only events,” he said. “That would be a worstcase scenario for us, but we are optimistic given the actions that have been taken by the Western Australian, Victorian and, in fact, the New Zealand governments over the past few weeks [that any outbreak] can be handled very quickly now.

“So while there’s always going to be some level of nervousness – this virus is not going to be going anywhere soon, unfortunately – we’re just going to have to continue to manage it.

“We proved that we can do it, but we certainly wouldn’t want to be putting our people and the teams or their families under the same level of stress as what we had to last year.”

In the meantime, there are hopes significant numbers of spectators will be allowed at Sandown, scheduled for March 20-21.

Seamer confirmed Supercars is in talks with Victoria authorities for greater access to fans.

“Those discussions are on-going,” he said. “Right now, as it stands, it’s different for different sections (around the track). Our focus is on the primary

Image: LAT

grandstand seating, which is currently going to be held at 75 per cent.

“We’re trying to get back to as much of the full Supercars experience as is possible. So we’re pushing for pit lane access, for people to move around as much as possible through different areas, and utilising different pieces of feedback from health departments on the use of masks, etc to enable that.”

Seamer also confirmed that re-adding the AGP, postponed to November 18-21, to the championship was being looked at, although a decision before the end of June is unlikely.

“We haven’t made a call on that yet,” he said.

“We’re watching the situation closely, we’re in dialogue with the AGPC, but I think it would be premature to make a call on that.

“We estimate Q2 (second quarter, April-June) at the earliest. We can operationally make it work if it is in fact going to go ahead, but that’s something we’ll work through with the AGPC and the teams in due course.”

Supercars has rounds scheduled for New Zealand on November 6-7 and Surfers Paradise from December 3-5.

MOSTERT AIMS FOR THE TOP IN 2021 Front-running pace and championship challenge on the agenda

By BRUCE NEWTON KNOCK TRIPLE Eight and DJR off their perch and go for the Supercars championship.

That’s Chaz Mostert’s goal this season with 12 months experience at Walkinshaw Andretti United under his belt and a new Holden Commodore ZB Supercar to race.

Mostert shook down his new Appliances Online-backed racer at a Phillip Island ride day last week, where Bathurst 1000 codriver Lee Holdsworth was also confirmed (see separate story).

With gun engineer Grant McPherson also joining the team in a new role as head of performance from Triple Eight this year, Mostert is talking bullishly about his 2021 prospects.

In 2020 the Queenslander left Tickford Racing for WAU after nine incident-packed years that included winning the 2012 development series and 2014 Bathurst 1000, as well as a horrendous crash at Mount Panorama in 2015 that left him badly injured.

Mostert and co-driver Warren Luff finished 2020 on a high with third place at the Bathurst 1000. Fifth place also matched his best championship result (in 2017 and 2019) “We are putting a lot of effort into this year to try and bridge that gap to the two frontrunning teams,” Mostert told Auto Action.

“I think toward the end of the year we weren’t too far away and we didn’t have the best opportunity to develop stuff being on the road [because of the coronavirus] for so long.

“It was good to have the Christmas period and start ticking some boxes on some big ticket items we are really trying to push forward with.

“Our short term goal is to come out swinging this year and see what we have got for those front guys and try and knock them off their perch.

“At the end of the day that is the goal.”

If that sounds a bit more outspoken than the conservative ‘one race at a time’ public utterances of most Supercars drivers, it just reflects the fact that at 28 and with eight

seasons in the category, Mostert is getting impatient for greater success.

“I’ve been in Supercars for so many years now you get over the mentality of saying ‘I’d just like to move one step ahead in the championship compared to last year’.

“When you’ve been in the championship for over five years you obviously want to go for the championship win and that’s one thing that has eluded me.”

Mostert described the 2020 results as a “big tick” for his move and proof his championship ambitions are valid.

“It’s been just very positive to be part of a new team and new challenges and new goals,” he said.

“We knew year one was always going to be tricky with two new drivers in the team and work out what we had package-wise.

“And then to chuck the COVID pandemic in there and be on the road for so long, I think it was a very successful year for the team.

“We probably achieved more than we

expected and it really made us hungry for the year ahead.”

Mostert knows McPherson from the days when they both worked at Tickford predecessor, Ford Performance Racing.

The Bathurst and championship-winning engineer with Shane van Gisbergen doesn’t start with WAU until May. “It’s great Shippy is coming to the team.

I don’t see him having much influence until he actually gets here, so we are still going full-steam ahead on the things we were working on in the off-season.

“He is one of those guys who is not too set in his ways and is always looking two steps ahead, so it will be great for us to get him in and have some more brainpower and look a little bit outside the box.

“He’s also one of the nicest guys in the paddock. Team vibe and culture are one thing we are pretty big on here at WAU and he’s going to fit in really well with that.”

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SUPER2 GRID FORMING

LATEST NEWS

TRIPLE EIGHT Race Engineering has announced that it will recommence its GT program in 2021, electing to enter the renamed and revitalised GT World Challenge Australia series. The team will field one Mercedes-AMG GT3 Evo machine in the Pro-Am class in all six events. Reigning Bathurst 1000 winner and Triple Eight Supercars driver Shane van Gisbergen will be joined by Prince Jefri Ibrahim, the pair previously raced with each other in GT World Challenge Asia series in 2019. DM

Image: LAT

TCR AUSTRALIA rookie Luke King was the best of his class at Symmons Plains, leaving the Apple Isle fourth in the series, just behind Melbourne Performance Centre teammate Chaz Mostert. “It’s probably the best experience of my life,” said King. “I had high expectations, but I was trying to contain them a bit, I just needed to see how things went.

I had the confidence that I had the ability to make it work.” HM

LOCAL BRAD Schumacher has announced that he will compete in the GT World Challenge Australia series in 2021 driving a Audi R8 LMS GT3 machine. Schumacher also announced that in the three-hour endurance race at Mount Panorama later this year (as part of the Bathurst International) he will be joined by Blanchard Racing Team Supercars driver Tim Slade. Slade will provide ongoing assistance to Schumacher’s privately-run team, ‘Schumacher Motorsport’ throughout 2021. DM

THE SUPER2 grid is beginning to take shape, the field looking set to grow as a number of teams expand.

Erebus aligned Super2 squad Image Racing has confirmed its two driver line-up with an experienced campaigner and a rookie.

Auto Action can confirm that Jordan Boys will return to the #49 VF Commodore fielded by Image Racing.

Boys is likely to be the only previous Super2 Series race winner on the grid in 2021 and admits that this is his best shot at the title.

“I’m going to give that (the title) a good crack, I think fourth year in Super2 that’s what you’ve definitely got to expect,” he told AA. “Realistically, I just want to win as many races as I can and if get the title at the end of it, that’s awesome. I’m just looking to get on the podium every single race and that’s really the goal for the year.

“Terry (Wyhoon Image Racing boss) and the team really want to win a title and I can’t see why we can’t achieve that, and it will put me in a good position to hopefully have a run at the main game.”

2020 Eggleston Motorsport driver Will Brown has stepped up to the main game this season and has left a vacancy now filled by Super3 Series race winner Jaylyn Robotham.

Last year Robotham moved up from the Toyota 86 Racing Series into Super3 and won all four races. He is delighted to sign with Image Racing and the Erebus Academy, and hopes that it is a

partnership that will continue into the future.

“I was very uncertain what we were going to do a few months ago, so it’s exciting and I’m very grateful to sign with Erebus and Image Racing for this year, hopefully it can be a long partnership into the future,” he said.

“Erebus is a well-established team, they’ve got two young drivers in Supercars this year and they’re well known for giving people a go, so to have connection ilike that n the next few years might help advance my career.”

Robotham hopes to learn from Boys and improve round upon round this year.

“In my first year we will see how close we can get to Jordan. It would be nice to be on par with him but we will learn off him and try and keep it up the pointy end of all the rookies,” he said.

Eggleston Motorsport has many drivers queuing at the door and AA understands the team will revert to three cars this year.

It has announced that Super3 veteran Bradley Neill will make the step up and drive the #22 machine.

Matt McLean contested the final round of Super2 with Matt Chadha Motorsport in 2020 and confirmed that he will drive the second Eggleston Commodore.

“We are going to be running the year with

ARG SERIES ROUND AT BASKERVILLE ON RADAR FOR 2022

Image: LAT

THE ANNUAL Rally Retro is on again in Victoria. This event showcases Australia’s strong rallying history featuring former Australia Rally Championship winning machinery, Round Australia Trials and much, much more. To watch some of the hero cars of the day relive their previous glories, Rally Retro occurs on February 27 at Metec Driver Training complex, 112 Colchester Road Bayswater North. Action kicks off at 10am. HM

PORSCHE CARS Australia has announced, in collaboration with Michelin a massive prize pool for the brands Junior Development Programme in 2021. In 2021 the Porsche Junior Development Programme will offer eligible young drivers across both Porsche Carrera Cup and Sprint Challenge series mentorship, support and training from the country’s leading sports professionals and coaches, as well as the opportunity to win their share of the $300,000 prize pool on offer. RV

14 AutoAction

Eggleston Motorsport and with the support of the Erebus Academy as well, and I’m really excited to get things underway,” he confirmed to AA “At this stage getting miles for us is the big thing considering we have only done two events in a car out of go-karts.

“We are hopeful of some good results this year and we definitely believe we can make that happen with Eggleston.

“We are going to work towards getting a solid 2022 campaign in place, but it is all working towards getting ourselves a seat in the main game.”

AA has been reliably informed that Erebus prodigy Jack Sipp and open-wheel ace Thomas Maxwell have also been in conversations with Eggleston over the final seat.

After winning the last two titles, Matthew White Motorsport will expand to four cars for 2021, having already signed up BJR prodigy Josh Fife and Super3 graduate Declan Fraser.

The Victorian squad has also inked 2020 Garry Rogers Motorsport Bathurst 1000 wildcard drivers Jayden Ojeda and Tyler Everingham.

Both have experience in the category and will be strong contenders for the Super2 title.

Dan McCarthy

AFTER THE inaugural Race Tasmania events at Symmons Plains and Baskerville, there is a major push to host title events at both venues as discussions are held on repeating this year’s doubleheader in 2022.

Initiated by Garry and Barry Rogers, Race Tasmania successfully navigated its way through COVID dangers to hold two successful events, the first national meetings in Tasmania for more than a year.

“The number one priority was to go racing and in that COVID environment it wasn’t an easy thing to get together,” said Barry Rogers.

“But certainly with the assistance of the state government down there and the efforts of Motorsport Tasmania, it was quite satisfying to get an event up and running.”

Rogers said support from the Australian Racing Group’s competitor base was favourable around a return.

“There’s been a lot of positive feedback since returning from Tasmania,” said Rogers.

“The vibe at both events was really positive, I think the mood in the paddock was upbeat and

the events ran pretty smoothly, but like anything there’s always ways to improve.

“I think generally, to come out in the environment we had to come out in, to successfully put on both events it was very pleasing.”

One change that is expected to be initiated is the move from racing at Symmons Plains on Australia Day, to purely racing the weekend prior, followed

by Baskerville a week later.

“I don’t think in future we’ll race on the actual Australia Day and utilising that day prior, I think we’ll go weekend on weekend,” said Rogers.

“The plan is certainly to return to both Symmons Plains and Baskerville to, but I think we’re more likely to race weekend on weekend and Australia Day will fall in between there.”

Moves are afoot to make the required track improvements at Baskerville, to enable series to race for points unlike the exhibition events, which occurred this year.

Albeit, Baskerville is not an FIA-rated circuit and extensive upgrades are required to bring it up to those standards.

“Ideally, we’d like to take championship TCR racing down there,” Rogers explained.

“That circuit is made for those little TCR cars, I mean the half dozen that we had running around there ,you could see they look good on that track; they race well but obviously there are some upgrades that are required to bring it up to championship level.

“We’re in discussions with Motorsport Tasmania now and hoping that the funding and necessary changes can be in place to see a 2022 TCR championship round there.”

Australian Racing Group CEO Matt Braid was excited to just get started, after the non-event of 2020 “We were really pleased with the way it came out,” Braid told Auto Action.

“First event of the year for all of us, a brand new event too and a year without racing, I’m sure we were a little bit rusty. But I think it was so good to get running again, so good to see the enthusiasm of the competitor group, the organisers, and the fans just enjoyed being back.

Speaking on the live Network Seven telecast on 7Mate and 7Plus, Braid was delighted by the product.

“Being a brand new broadcaster partner is one thing, but being a completely brand new team (is another),” said Braid.

“Andrew Janson (Executive Producer) and all his crew did a really good job, and again coming out with the first broadcast, ca ompletely new team, there’s always little bits here and there to improve.

“But on the whole I think everyone was pretty pleased with the outcome of Round 1.”

Heath McAlpine

BOWE REVEALS PROSTATE CANCER DIAGNOSIS

AUSTRALIAN MOTOR racing legend John Bowe has revealed that he has been diagnosed with prostate cancer.

The 66-year-old veteran is an Australian Touring Car Champion, two-time Bathurst 1000 winner, multi-time Gold Star champ and Bathurst 12 Hour winner.

The incredibly popular and charismatic Tasmanian is determined that this won’t

affect his racing program and pleads with all men over 40 to get an annual test.

“Anybody over 40 should get their yearly PSA check, that’s a fact,” he said to Auto Action “A lot of people don’t do it because they think there is no reason to do it. I don’t feel any different now than I did a year ago

when it wasn’t cancerous, it sneaks up on you and so that is why you have got to have a test!”

Bowe said he first found out the news around six months ago. After an irregular PSA test, several other checks were performed before doctors confirmed to Bowe that he has prostate cancer.

“There are various courses of action and

the one that I have chosen to take is called Brachytherapy,” he said.

Brachytherapy, also known as internal radiation, is a type of radiation therapy used to treat the cancer and on Tuesday Bowe went through the first round of treatment.

The Touring Car Masters racer explained that doctors have told him that it is treatable and he is expected to make a full recovery, so the ever-chirpy Bowe is looking forward to getting back behind the wheel.

“I don’t want people to think I’m going to die, I’ve got to much racing to do,” he laughed.

Bowe is determined to be back on the racetrack driving his Torana in a fortnight’s time at Bathurst, for the second round of Touring Car Masters Series.

“My intent is to race TCM at Bathurst, that is my next focus, the plan is to not allow it to affect my racing,” he said.

“Phillip Island Classic is the following week and I’m intending to drive an exCarroll Shelby Allard J2X, which I have driven there before.”

On Australia Day Bowe took a historic 100th Touring Car Masters race victory, the first person to achieve that feat in the category.

After the opening round Bowe sits joint top of the TCM standings with fellow Tasmanian Adam Garwood.

Auto Action wishes John Bowe a speedy recovery. Dan McCarthy

ARG UNDER LIGHTS ON RADAR Braid explained that if a night event was to run, multiple categories would race under lights if the opportunity arose.

“I think we’d run it as a normal round, but we’d time it to showcase one or two categories in the evening if it was all possible,” said Braid.

“That’s what we’re exploring at present.”

ARG’s two main categories, the S5000 Australian Drivers’ Championship and TCR Australia, would be the prime candidates to compete at night.

The Masterblast event at SMP in 2019 conducted night racing for a number of categories, including the ARG-owned Touring Car Masters field.

This year’s Shannons Motorsport Australia Championships races at SMP are on May 1-2.

Heath McAlpine

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EARLY DISCUSSIONS are underway to race selected Australian Racing Group categories under lights at Sydney Motorsport Park.

New lighting upgrades at SMP were completed last year, with both Supercars and state racing categories set to utilise the New South Wales Government-funded $33-million upgrades.

ARG CEO Matt Braid admitted plans were under consideration, however explained they were still in the early stages of development.

“That is something which is on our radar,” said Braid. “We are talking with various stakeholders, so it’s probably too soon to say it’s definitive or not, but it’s a topic of conversation.

“With Sydney Motorsport Park and the investments made, it does allow those discussions to take place, we’re certainly exploring that option at the moment.”

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MCADAM TO RUN SELECTED TCR ROUNDS FORMER KUMHO V8 Touring Car Series winner Liam McAdam has confirmed to Auto Action that he will return to the TCR Australia grid later this season.

After competing in the final three rounds of the inaugural season driving a Melbourne Performance Centre prepared Audi RS3 LMS, McAdam will now race his own private Audi entry in selected rounds this year.

Under the name of Liam McAdam Motorsport, the Queenslander plans to build towards the TCR Bathurst endurance event at the end of the year.

“That’s going to be our main focus for the year,” he confirmed.

“We’ll do a few races before that, such as the Easter Bathurst meeting.

“We want to do that round (the Easter meeting) because it’s going to be the first time the cars are on the track there, (so) it’s invaluable as far as getting data.

“Then we won’t be on the backfoot when we go into endurance round, we want to make sure that we’ve got setup sorted.”

As a Queenslander, McAdam feels the logical thing to do this year is race at events in the top half of the nation, as it is easier and cheaper for him to compete compared to racing events down south.

“The Bathurst enduro is a standalone race and so it’s completely outside the championship.

“It’s obviously an awesome track, it’s going to be a big event and will hopefully draw a lot of big names, so that’s our main focus for the year,” he continued.

“We are definitely building to a full-time season; this year is a warm up, and in 2022 we’ll try and do a full season.

“Obviously we always try to do a full season, but if we need to take it a bit slower this year so that we can have a really good 2022, it’ll be worth it.”

The former Toyota 86 Racing Series

round winner admitted that he had hoped to be on the grid for the opening round of the 2021 season in Tasmania.

“We were gunning to go to Tassie, (but) it was a little bit difficult at the start of the year especially with a lot of unknowns going on, both sponsorship and around all the COVID issues,” he said.

“We just couldn’t secure the sponsorship in time to be able to get to those first rounds (in Tasmania), but we are now building up for the season ending nonchampionship round at Bathurst.”

Super2 driver Matthew McLean is also wanting to get on the TCR grid at some

stage in 2021, as he looked set pre-season to secure Will Brown’s title winning HMO Customer Racing prepared Hyundai.

“We’re still hopeful to get out there for some races this year with HMO, but at the start of the year it was our full intention to be doing a season with them, as well as doing the full season in Super2,” McLean told AA. “Some recent developments have slightly realigned exactly where we’re going to be heading.”

He confirmed that nothing was set in concrete with HMO at this point in time.

DM

and you might see some brands have a better weekend than others, depending on the car’s strengths.

“But this weekend we were getting rounded up in a straight line very easily and basically guys pulling back in front of us by the braking zone.

“To do that, you’re carrying a lot more straightline speed and from what I’ve seen, it’s more than 10km/h.

“How do you fight with that?

“I think Phillip Island will be better for us. There are some longer corners and we don’t have the stop-start stuff like at Symmons Plains, so I think that will naturally help us but we do need help with the BoP. There’s no doubt about it.

“Whether that means our car getting help or pulling back some others, I don’t know the formula.

“But they need to even it up so every manufacturer in the field, if the team and driver do a good job, have a chance of winning the race.

“And this weekend, there was no chance of that.” Heath McAlpine

SUCCESS WEIGHT ADDED

HONDA TCR TEAMS SEEK BOP RELIEF HONDA’S DISAPPOINTING display at the opening round of TCR Australia at Symmons Plains has been blamed on the Balance of Performance (BOP) measures placed on the Civic Type R TCR by the global promoter, WSC. Although not a fancied circuit for the Hondas anyway, teams racing the Japanese marque were not expected to struggle as much as they did at the Tasmanian circuit.

However speed differences of more than 10km/h compared to the leading Alfa Romeo Giulietta Veloces d emphasised the Honda competitors’ struggles.

Four Hondas took to the grid at Symmons Plains, spearheaded by Wall Racing’s factoryassisted Civics for Tony D’Alberto and John Martin.

There were also additional entries for privateers Zac Soutar and Michael Clemente.

All found themselves consistently towards the rear of the field, while the best time D’Alberto achieved in qualifying placed him 11th.

That was a long way from achieving the first TCR Australia pole position at Sydney Motorsport Park in 2019.

D’Alberto admitted the Honda was not expected to be a race winner at Symmons Plains, but was surprised by how much the Civic Type R TCR struggled throughout the event.

“It’s not generally the strength of the Honda in a straight line. We get our advantages in different places and coming to a track like this, where it’s

16 AutoAction

basically two drag strips, we always knew it’d be an uphill battle but not this much,” he told Auto Action.

The Honda supported driver described the racing as like having one arm tied behind his back.

“Basically, to see the Hondas at the back of the field shows to me the BoP needs adjusting and it can’t come soon enough,” emphasised D’Alberto.

“It’s a bit of an unfair fight.

“I think we extracted the most we could out of it during qualifying, in 11th, which is probably not where you want to be but as soon as we got into racing, I was like a sitting duck.

“I can’t even block. You try and block and they just go the other way, so it was pretty disappointing but over the weekend we just kept working on the package that we had and maximised it.

“We’ve come away with a straight car with a lot of information and that’s all we could do.”

TCR promoter WSC’s annual Balance of Performance testing is expected to take place next month, right before the second round of TCR Australia at Phillip Island.

D’Alberto hopes the combination of BoP alterations and the flowing nature of Phillip Island will bring the Hondas back towards the front.

“Clearly this weekend it was an issue,” said D’Alberto.

“Basically the top of the field was covered by Alfas and the bottom was covered by Hondas.

“Generally, we don’t see that, we see a real mix

AHEAD OF TCR Australia’s second round at Phillip Island, some entries will be carrying extra weight in the first application of a new success ballast system.

During its inaugural season if a manufacturer went well at a particular circuit, each team running the marque was penalised.

However a change in the regulations, supposed to have been applied last year, now means that a success ballast will be added based on the driver’s performance rather than the brand’s previous results.

Not unexpectedly, the four Alfa Romeo entries that went so well at Symmons Plains in the season opener, will have 60kg added for the second round at Phillip Island.

So too will the two Melbourne Performance Centre entered Audis, will be slugged with an extra 40kg.

The Peugeot of Aaron Cameron and maiden Hyundai podium winner Josh Buchan will each carry at extra 10kgs. HM

th Luke West iith wit

AA’s columnist considers the implications of a possible GT3-spec Mustang

JORDAN COX GELS

TCR AUSTRALIA series leader Jordan Cox has credited the combination of new-found reliability in his Alfa Romeo and a personal development has transformed him into title contender.

Cox made an immediate impact on debut in the series in 2019, on the back of impressive performances racing a front-wheel-drive Improved Production Honda Civic.

Although a frontrunner throughout his maiden campaign, Cox was unable to breakthrough for a victory.

He now acknowledges that a realisation within himself contributed to his hot form at Symmons Plains.

“I feel as though I’ve got the skills to mix it at the front, it’s the experience that I lacked, which hurt me, and the ego probably didn’t let me acknowledge that,” Cox admitted.

“I turned up feeling confident. First-time on the track you think you’ve got this and then you realise the guys that have been here for so long have things you don’t see on TV, and you only get from experience.

“I definitely underestimated that at the start.

“I feel as though I’ve acknowledged it (now) and worked on it, I’m starting to gel.”

This, combined with the apparent curing of the Alfa Romeo Giulietta Veloce TCR’s reliability problems, elevated Cox into a race winner in Tasmania.

“We learned the teething issues that it had during the first season and I think we’re on top of it,” said Cox. “Look, we’re not going to jump to conclusions, it’s Round 1, we’ve got another five to go so we’ll get it back to the shop and assess things that we need to.”

These results enhanced Cox’s expectations for Round 2 at Phillip Island, where the Alfa Romeo was strong when the category first raced there in 2019, with Dylan O’Keeffe taking two wins from three at the venue.

“We’ll be disappointed not to be on the podium at Phillip Island,” said Cox. “I think there will be a few BoP adjustments for the next round, probably not affecting us, but some other cars.” Heath McAlpine

AUDI REVEALS UPDATED TCR AUDI SPORT Customer Racing has unveiled the second-generation of its Audi RS3 LMS TCR, which is set to be available at the end of 2021.

The updated model replaces the highly successful original iteration which races across the world, including in Australia with the Melbourne Performance Centre.

It is the first major change to the Audi since it was released in 2016, since when it has scored 764 podium finishes, 279 victories, 16 drivers’ titles, 38 championships, plus the title of TCR Model of the Year in 2018.

A production run of 180 TCR racers makes the RS3 LMS Audi Sport’s most popular customer model.

Julius Seebach, managing director Audi Sport GmbH and responsible for Audi Motorsport, said the release of the new update demonstrates the manufacturer’s allegiance to the burgeoning TCR regulations.

“We are underlining the importance of motor sport for our road-going products and presenting a race car still in disguise, before the spearhead of the corresponding production model is on the market,” said Seebach.

“The Audi RS 3 LMS is a clear commitment to customer racing and stands for records in our

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program. We want to continue the remarkable series of successes of the first generation with the new model.”

Head of Audi Sport Customer Racing, Chris Reinke, confirmed the RS3 LMS TCR’s development was committed to delivering the best result for its customers, whilst significantly improving on the previously successful package.

“The development goals for our latest model focused on the customers,” emphasised Reinke.

“Whether it’s about running times or setup options, safety or ergonomics: we want to offer the teams a car that is even more of a race car than before.”

The updated Audi RS3 LMS TCR is the first new model since Hyundai’s Elantra N TCR late last year, which debuted at Daytona last weekend.

Heath McAlpine

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BLOODY TYPICAL! The NSW Central West experienced top temperatures in the early to mid-20s last weekend, when the 2021 Bathurst 12 Hour would have been held, if not for the plague.

Teams and spectators would have killed for those idyllic weather conditions the previous five years, when the mercury climbed beyond 35 degrees Celsius each day, each weekend. Of course, the one weekend all would have been spared a scorching, the race was postponed. Oh, the irony.

I sorely missed my annual trip to see the glamour sportscars and top-shelf international teams attack the Mountain, especially the pre-dawn start. Those early laps in the dark trackside are something special, so too the differing shapes, sounds, sights and speeds presented by the diverse field of makes and models.

My racing mates and I have a B12 weekend tradition of staying in a charming country pub in a neighbouring town, the perfect setting for a Saturday evening post-qualifying debrief over a steak and schooners of Tooheys Old. Anyway, absence makes the heart grow fonder and the expanding ranks of B12 devotees can now look forward to next February, when the BMW M4 GT3 will make its first appearance in the once-round-the-clock classic. And if rumours of the next new GT3 model to come on stream are true, the following year’s event could see another debutant – Mustang.

In late January, Ford Performance boss Mark Rushbrook fanned the flames of speculation when discussing the Blue Oval’s possible future plans in an interview with US website racer.com “GT3 is a very logical place for the Mustang to race and a very logical place for us to look,” Rushbrook said, in part, in the context of the GT3 category replacing IMSA’s GT Le Mans class and customer racing generally.

What a boom for the Bathurst 12 Hour should Ford even instigate a Mustang customer racing program – ie selling cars to competitors, like the German marques do. I quite understand why Ford would want some of that action, globally.

Now, pause and consider the implications of Mustang in GT3 locally. Firstly, it would further saturate the landscape with Ford’s Pony Cars, which already compete in Supercars’ Gen2 era and, unofficially, TA2. Then there are the privateer Mustangs set to debut in the Bathurst 6-Hour production car race this Easter, not to mention the MARC Cars II V8 that’s run as a GT car.

If Ford jumps on the GT3 bandwagon, what repercussions could that have for any future Supercars’ involvement? It certainly makes me wonder, especially as GT3 and Gen3 examples would likely be similar in appearance and lap times. How likely is Ford to develop two similar cars? Which one would be most vulnerable to the chop? The one with a global market or one earmarked to compete in a single series?

I know the Blue Oval made positive noises via official quotes last October when Supercars Gen3 was announced, but, correct me if I am wrong, there’s been radio silence since. Am I reading too much into all of this?

JAMIE WHINCUP’S career ride – from near discard to the unlikely status of ‘greatest of all time’ – has been a blast to watch.

No one has been as adept as Whincup as fighting back from adversity. He was never immune to having an absolute Barry Crocker of a weekend, but invariably he would put mishaps behind him immediately and storm to a dominant victory at the very next event. It said something about his mental toughness and faith in his ability. For rivals, it was a case of beware the wounded young bull.

Another characteristic of his career is that he just kept getting better and better.

No driver worked harder on his craft.

His retirement announcement also presents us with some great talking points this coming season.

Here I was thinking we’d have to endure yet another year of farewelling the Holden brand when the major story of 2021 will be waving bye-bye to the GOAT. It was way back in 2013 that Holden announced it would wrap up manufacturing in Australia. We had four years of final road car Holdens before the last Commodores rolled off the production line in late 2017.

Then the farewell focus switched to racing. First it was goodbye to the last Australian-shape racing Commodore then, in 2020, the final factory-backed effort. Of course, Holden’s factory involvement all ended with a well-deserved Bathurst victory.

I feared this year would be another year of commentators banging-on about 2021 being the Holden Commodore’s final season, when we should all be moving on. I have no dramas with Holden enthusiasts celebrating the past, but contemporary motorsport needs to focus on future.

Thankfully we can now discuss Whincup’s replacement and whether he can exit a winner.

Who would bet against a fairytale Bathurst or championship win for Jamie?

It’s 20 years since Luke West wrote his first column for Auto Action #896 in July 2000. ‘Reverential Ramblings’ evolved into ‘Revved Up’ and ran until 2010. Now, after a 10-year break, he’s back to survey motorsport’s changing landscape.

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LATEST NEWS

AA CLAIMS MEDIA MAJOR AWARD

AUTO ACTION was among the major winners in the 2020 Motorsport Australia Media Awards.

Editor-At-large Mark Fogarty was honoured as the winner of the Story Of The Year award for his hard-hitting “Why Penske Quit Supercars” commentary, published on our web site in late October.

The Motorsport Australia awards judges praised Foges for his fearless and informed writing.

“This story provided great insight into a major talking point in the Supercars’ paddock,” their citation said. “It was a story that pulled no punches and gave readers a superb understanding of the situation.

“It provided plenty of discussion points for the sport as a whole.”

The MA gong is the latest in Foges’ long line of writing awards, earned mainly for his work in AA. Auto Action has been a consistent winner or contender in the Supercars and Motorsport Australia media awards in recent years.

Other 2020 Motorsport Australia media award winners were: Matt Coch, Speedcafe – Journalist Of The Year Dirk Klynsmith – Photographer Of The Year Andrew Eaton – Photo Of The Year Aaron Noonan, V8 Sleuth – Best Use Of Digital Media Mark Horsburgh, Edge Photographics – Special Award. AA Staff

Image: LAT`

FEENEY’S MAIDEN TRIPLE EIGHT OUTING NEWLY SIGNED Triple Eight Race Engineering Super2 driver Broc Feeney was left impressed after his first test with the team at Queensland Raceway.

After making the switch from Tickford Racing during the off-season, Feeney completed a trouble-free run where Triple Eight endurance driver Craig Lowndes was on hand to provide advice to the 18-year-old.

“It was just about me getting comfortable in the car and having that feel for the car moving around or understeering,” he told Auto Action.

“It’s always good to have a test day at the start of the year to figure out how comfortable you are in the car.

Feeney acknowledge there were the characteristics between the Commodore and Falcon are different, however is unsure how these will impact at circuits he has gone to previously in the FGX. “Adapting from last year’s Tickford car to into this year and trying to work through how I like the car set up,” said Feeney. “It was a

bit different, it’s hard to tell because I hadn’t driven a Super2 car at Queensland Raceway before, I think a bigger test will be at some race tracks I’ve driven the Tickford car.”

“You can definitely tell its characteristics just from driving around, there are some pretty high speed and low speed corners at QR, the car felt really good and reacted to all our changes really well. It is nice and predictable which is obviously very good heading into Bathurst for the first round.”

A further test occurred as this magazine was released with the aim of further adjusting the Commodore to Feeney’s needs.

“I felt really comfortable, but still a couple of little things that we need to tune up to get me a little bit more comfortable,” Feeney said.

“I could drive the car as it is now and I’d be fine, it is making it so that when we get to Bathurst everything is perfect.”

Mid-way through the test, Lowndes completed 10-laps to offer assistance and

Image: Lou Martin

advice, which aided in Feeney’s transition.

Feeney explained that having the seventime Bathurst winner on hand was beneficial for several reasons.

“I can look at the data and see where I can improve,” he said.

“What’s really good is Craig’s feedback, what he felt is what I felt, so it’s good to have similarities with what you’re saying.”

Feeney has slotted into the Triple Eight fold and is confident to follow up on his impressive maiden season.

“The team has been incredible,” he said.

“I’m fortunate enough to have already known my engineer and my team manager for a couple years, just becoming mates throughout the paddock.”

“I feel at home already, they have been unbelievable with me and it’s just great to come into this new environment, I’m really looking forward to it.”

“To learn off someone like him, he is so experienced and any questions I have, he’s more than happy to answer.” DM

FAMILIAR COLOURS FOR SMITH JACK SMITH’S SCT Logistics Supercar will feature a simple yet familiar red and white livery for the 2021 Repco Supercars Championship.

Returning for his second year in the series full-time, Smith will once again race a Brad Jones Racing-prepared Holden Commodore.

Dropping the black accents, this year’s livery is a more simplified red and white

version of the scheme used during his rookie campaign.

Smith is aiming to build upon the learnings of last years interrupted campaign when season 2021 gets underway at Bathurst later this month.

“I’m really looking forward to getting back on track after what feels like a very long break,” said Smith.

“I feel like last year was a huge learning

curve for myself and I’ve taken it all in to continue this momentum moving into the 2021 season.”

“The back-to-back rounds last year getting to race at each track twice really helped my development and understanding a lot better. I enjoyed that intensity.”

“It’ll be great having sponsors and fans back on track throughout the year

for hopefully what will be a little less of a crazy season and we can focus on racing.”

“Forgie (engineer Paul Forgie) and I have been working hard in the off-season to prep for the year ahead and I’m really looking forward to round one at Bathurst.”

Smith will debuted his new look at a rookie test at Winton Raceway earlier this week. Rhys Vandersyde

Entertainment Precinct, which will incorporate a large motorsport facility, will change the face of motorsport in southeast Queensland,” Arocca said.

“The planning is well underway and thanks to the hard work of John Wagner and his impressive team, we can expect to see construction get underway very soon.

“This world-class facility will drive significant growth in participation and be a major economic boost for the state.

It will of course be capable of hosting international, national and grassroots motorsport.

“It will allow for greater opportunities to have a venue suitable for Supercars, Shannons Motorsport Australia Championships and club motorsport that is sorely needed in this region, given the opportunities for track time near Brisbane are limited.

“As part of our commitment to the sport here in Australia, we are determined to see more venues developed to allow more people to enjoy more motorsport, more often.”

The Wellcamp Entertainment Precinct isn’t just about the track, as well as the motorsport circuit, it incorporates a drivertraining facility and a 40,000 capacity performing arts venue.

Construction is expected to begin on the Toowoomba Wellcamp Entertainment Precinct in coming months. DM

TOOWOOMBA MOTORSPORT PRECINCT NEARING BUILD THE TOOWOOMBA motorsport precinct is edging closer to commencement as Motorsport Australia CEO Eugene Arocca outlined the current progress.

Queensland motorsport is set for a big boost when work begins on the Wellcamp Entertainment Precinct near Toowoomba.

Work is set to begin in coming months as Motorsport Australia President Andrew Fraser along with Arocca met with Wellcamp’s John Wagner to survey the land earmarked for the new development.

The facility is set to be built next to the Toowoomba Wellcamp Airport and last year welcomed a $40 million funding pledge from the Queensland State Government, highlighting the significance of the project to the local economy.

Arocca believes the site visit provided Motorsport Australia with valuable information about the next steps in the

delivery of this important Queensland facility.

“A lot has changed since I last visited this site in 2014 and clearly the Wellcamp

LATEST NEWS FINALLY, AND predictably, Lewis Hamilton has signed a new contract to remain with the Mercedes works team for a ninth consecutive season.

“A significant part of the new agreement builds upon the joint commitment to greater diversity and inclusion in motorsport that was made last year by Lewis and Mercedes,” the team said in a statement.

“This will take the form of a joint charitable foundation, which will have the mission of supporting greater diversity and inclusion in all its forms in motorsport.”

It is significant that the new contract is only for one year. Both driver and team want to keep their options open for 2022. On the other hand, Hamilton’s only option for next year would be to race with Mercedes or retire.

“I am excited to be heading into my ninth season with my Mercedes teammates,” Hamilton said.

“Our team has achieved incredible things together and we look forward to building on our success even further, while continuously looking to improve, both on and off the track.”

“I’m equally determined to continue the journey we started

to make motorsport more diverse for future generations and I am grateful that Mercedes has been extremely supportive of my call to address this issue.”

“I’m proud to say we are taking that effort further this year by launching a foundation dedicated to diversity and inclusion in the sport. I am inspired by all that we can build together and can’t wait to get back on the track in March.”

Team Principal Toto Wolff said that it took time to get the contract sorted because of the virusimpacted 2020.

“Together, we have decided to extend the sporting relationship for another season and to begin a longer-term project to take the next step in our shared commitment to greater diversity within our sport,” Wolff said.

“Lewis’s competitive record stands alongside the best the sports world has ever seen, and he is a valued ambassador for our brand and our partners.”

“The story of Mercedes and Lewis has written itself into the history books of our sport over the past eight seasons, and we are hungry to compete and to add more chapters to it.” Dan Knutson

HAMILTON SIGNS ONE YEAR DEAL

PEUGEOT ANNOUNCE WEC DRIVER LINE UP PEUGEOT SPORT has announced its driver lineup for the 2022 FIA World Endurance Championship which includes no less than three ex-Formula 1 drivers and endurance racing experts.

By DAN McCARTHY THE FRENCH manufacturer will return to top-tier endurance racing for the first time since 2011 and is pulling no punches with its impressive driver line-up.

Seven drivers have been signed up for Peugeots first season, including Formula 1 refugee Kevin Magnussen, ex-Toro Tosso driver Jean Eric-Vergne and reigning LMP2 champion Paul di Resta.

The other four drivers listed are endurance experts, led by former Le Mans 24 Hours winner and World Endurance Champion Loic Duval, previous LMP2 champion Gustavo Menezes, European Le Mans LMP3 class winner Mikkel Jensen and WEC regular James Rossiter.

WEC technical director at Peugeot Sport Olivier Jansonnie believes the best seven drivers have been selected for the job at hand.

“We looked at all the endurance racing championships that have been organised over the past five years, we didn’t just take individual results into consideration,” Jansonnie explained.

“We also examined the speed,

consistency and reliability of a long list of drivers because we are looking for a line-up that meshes together well, with an eclectic mix of upcoming youngsters and experienced campaigners with proven development skills, especially in the field of hybrid power trains.”

Throughout 2021, the six nominated race drivers, one reserve and a simulator driver will contribute to the new Hypercar’s development. At this stage it

has not been announced of the seven who the reserve driver will be.

The squad has 12 months to prepare before it goes into battle.

The CEO of the FIA World Endurance Championship Frederic Lequien is impressed to see the calibre of drivers that the French brand has signed for 2022.

“Peugeot Sport has announced an extremely strong driver line-up for its

assault on the WEC and it’s fantastic to see the marque make continued progress with its Hypercar,” he said.

“The strength and experience in its chosen drivers is second to none and they will certainly be a force to be reckoned with on the circuit.

“We wish Peugeot Sport continued success in its development programme and we can’t wait to welcome them to the grid in 2022.”

AUSSIE WINS DAYTONA 24 CLASS AUSSIE SCOTT Andrews continued his strong showing in America by dominating the LMP3 class in the Daytona 24 Hour with his Riley Motorsports teammates.

It has been an exceptional 12 months for Andrews who shone on debut in the top-tier DPi class in the IMSA Sportscar Championship late last year and continued that momentum into 2021.

For 2021, the IMSA Sportscar Championship introduced the LMP3 class to compensate for its dwindling LMP2 entry numbers.

The first race was dominated by Andrews and his Riley Motorsports teammates, IndyCar drivers Oliver Askew and Spencer Pigot as well as Am driver Gar Robinson.

“All four drivers and team gelled really quickly,” Andrews told AA. “We were all looking for the same feeling in the car which helps the engineers agree on a set up, and it didn’t take long before we had a fast car that was really easy to drive.”

Andrews explained that it was nice to be with to two IndyCar drivers, but was impressed by Robinson’s performance having never driven an LMP3 machine previously.

“It was a pleasure because you can trust both those guys (the IndyCar drivers) have so much experience at the top level of American racing,” he said.

HONDA MOTOGP COMMITMENT EXTENDED

“It was really nice to not have to worry about what they would do in the car.

When they jumped in the car they did the job you’d expect them to, but also Gar did a really great job.

“It was his first time in an LMP3 car and he drove really well and he ultimately put us in the position, he did two long stints at the start and put us in a position to be able to race forward.”

As Robinson was able to keep pace with the professionals, when their LMP3 rivals but the Am drivers behind the wheel, Andrews, Askew and Pigot were able to put the #74 machine several laps ahead.

From then on, they were able to look after the car and went onto win the class by three laps, however as an LMP3 machine had never completed a 24 hour race, it was never comfortable.

“The goal from the outset was to look after the car, we knew there were a few kerbs on the track that you could abuse to get lap time, but

ultimately you’d really hurt the floor of the car,” Andrews said.

“There were a lot of question marks over if it would make it, but all we did for 24 hours was fuel, tyres and a couple of brake changes.

“That was pretty impressive, hats off to Ligier, but especially Riley Motorsport because they did so much preparation before the event, that’s the reason why we didn’t have an issue.”

Andrews explained the emotions after taking the Daytona 24 Hour race victory.

“It was just very satisfying, since November we’ve been working really hard to win the Daytona 24 Hour,” he said.

“To finally do it, it was almost like a weight being lifted from your shoulders, it was just really satisfying!”

Andrews has a busy year ahead, he has signed to do the remaining endurance races as part of the IMSA Sportscar Championship (of which Daytona was the first round). He will contest a full season of the Michelin Le Mans Cup with United Autosports in LMP3.

As well as this he is competing in the IMSA Pilot Series, in round 1 he competed for LAP Motorsports, but Auto Action understands that he may race for another squad in selected rounds.

For the full Daytona 24 Hour report see pages 42-43. Dan McCarthy

EVANS FOCUSES ON FUTURE AFTER PORSCHE DEPARTURE AFTER WINNING the French Carrera Cup Series and taking race wins in Porsche Supercup, Kiwi Jaxon Evans was surprised to be let by Porsche, but is already looking ahead.

In 2018 Evans won the Australian Carrera Cup Series, the Porsche Junior Shootout and was signed by the German brand as a junior driver, but after two years was dropped.

Despite the initial disappointment Evans learnt that it was not his performances that saw him dropped from the Porsche program.

“I can openly say that I was a little bit surprised and disappointed by the by the decision,” Evans told Auto Action.

“I had heard that there was going to be multiple drivers cut from the program due to contracts ending, etc.

“Considering that I was in the Porsche pyramid coming through the junior program - at the same time I was aware that it could happen - it was a bit of a shock.

Mainly because I thought that I had

done enough to show them that I’m ready to take the next step.

“In the end they did tell me that I didn’t do anything wrong, it was just a matter of numbers and reducing numbers for them, once I heard that it was a little bit easier to deal with the news.

“As they say as a door closes, another door opens. It is what it is, but I’ll never forget my time within the program. Hopefully it’s not the end of our relationship moving forward, it’s just a small bump in the road.”

It was a breakout year for Evans internationally, after signing for successful Austrian squad Lechner

Racing in Porsche Supercup, he took a win and further two podiums on his way to fourth in the title.

He then backed that up by winning the highly regarded French Carrera Cup Series, finishing off the podium only three times all season and says it means slightly more to him than the Australian title.

“To be honest it’s really difficult to put them up against each other, I mean 2020 was such a tough year for everyone around the world,” he reflected.

“We worked so hard as a team, so as much as that 2018 title means a lot to me, I certainly think last year’s French Carrera Cup was my

best memory because it’s in Europe and it’s in one of the toughest cup championships.”

In 2020 the 24-year-old make his debut in the FIA World Endurance Championship (WEC) subbing in for his great mate and fellow Australian Carrera Cup Series winner Matt Campbell.

Evans bagged a GTE-AM class podium and has his sights set on returning to the series full time in the highest category LMDH in the future.

“With the new LMDH category coming, it will rebirth the top level of World Endurance Racing,” he said.

“For me that’s still a goal, it’s always been a goal of mine to be at the top level of the World Endurance Championship.

“We just need to make the appropriate steps so that I’m in a good position with some experience, among other things, to find myself in a good seat (in that class).

Evans admitted that the WEC goal will play a big part in deciding where he will drive in 2021. Dan McCarthy

THE FACTORY Honda MotoGP squad has signed an agreement to continue racing in the premier motorcycle class until the end of 2026.

Honda signing the agreement with Dorna Sports S.L, the commercial rights holder of the championship.

The adventure began back in 1954 when Honda’s founder Soichiro Honda entered the premier class in the Isle of Man TT (back then a championship event).

Fast forward 66-years and Honda took its historic 800th Grand Prix motorcycle victory when Jaume Masia won the Japanese Moto3 Grand Prix.

In the premier class it was an incredibly difficult year for Honda, after team leader Marc Marquez was injured for the entirety of the season. This led to the Japanes marque’s first winless season since 2004.

Since 1954 Honda has taken 25 Rider World Championships - more than any other MotoGP manufacturer - with over 100 riders taking race wins for the brand.

Honda Motor co managing officer Noriaki Abe is delighted to sign on for a further five years.

“I am very pleased that we have renewed our contract to compete in MotoGP from 2022 to 2026,” he said.

“Honda has been competing in the FIM Grand Prix World Championship (nonstop) since 1959 and won its 800th grand prix last year.

“Honda believes MotoGP racing is vital to our motorsport activities.

MotoGP is the pinnacle of motorcycle racing – it allows us to develop various technologies, and through fierce competition, teach our engineers and nurture their skills.

“With these engineers working on the development of production vehicles, Honda can create better products for its customers. Honda will continue to bring dreams and joy to its customers worldwide through its motorsports activities, including MotoGP.” Dorna Sports CEO Carmelo Ezpeleta believes Honda’s involvement in the category is of great importance and therefore is delighted the brand has re-signed.

“This important announcement brings great pride to MotoGP because Honda is one of the first names that comes to our mind when we think about motorcycling racing,” Ezpeleta said.

“The Japanese manufacturer has been such an important part of the past, present and future of the FIM MotoGP World Championship and this renewal reinforces, even more, the commitment between both parties.” Dan McCarthy

LATEST NEWS

S5000 A BIG SUCCESS

S5000 FOUNDER and category manager Chris Lambden has heralded the burgeoning class’ maiden championship round a success.

Racing for the first time as the S5000 Australian Drivers’ Championship where the winner will receive the coveted Motorsport Australia Gold Star at Symmons Plains, Lambden said it was a great way to begin the new era.

“I’m just thrilled to have been here with it all,” Lambden remarked. “COVID still cost us a car or two on the grid, but what we had there was good quality, especially when we got to the Feature Race. The fans and television viewers seemed to be pretty pleased with what they saw.”

Next round at Phillip Island will be the first-time the category has ever raced there, although a majority of the testing has taken place at the venue with the grid also expected to grow from the 11, which took the starters orders in Tasmania.

“Hopefully another couple,” Lambden said. “One potential entry couldn’t come to Tassie because of the COVID situation and couldn’t afford to come interstate due to his day-to-day business.

“I really like Phillip Island and I think these cars will be very good racing like they are testing. The Tassie track was a bit of a challenge, fairly simple but a bit of aero wash in a couple of corners.

“I think at Phillip Island, it’ll be fantastic and I hope fans are allowed.” HM

Image: ARG/Dan Kalisz

CLEMENTE’S TCR IMPRESSIONS TCR AUSTRALIA rookie Michael Clemente concluded his maiden weekend was a challenging one due to the Balance of Performance settings placed on the Honda, but hopes he can be in the top 10 at Phillip Island, his home circuit.

Clemente and his family-run team announced its participation in TCR Australia prior to last year’s season, however due to the global pandemic racing failed to begin.

The former Excel racer finally made

his debut at Symmons Plains where completed the weekend as lead Honda ahead of the two Honda-supported Wall Racing Civic Type R TCRs. Although, there was the BoP problems, Clemente enjoyed the weekend and was aiming to go better at Phillip Island.

“It’s been long awaited, but in saying that it’s awesome fun,” Clemente reflected.

“TCR Australia has done a real good job, the racing was fun and we’ve good

support so it gives me the confidence to race the car without worrying about damage, which is good to get out of your head.”

Heading to one of his favourite circuits, Clemente is aiming to finish in the top 10 and holds lofty ambitions for the rest of the season.

“Hopefully, the BoP can be turned around so we can be a bit more competitive and race some of the other drivers,” Clemente said.

“It’s a grouse track, I think if everything goes the right way and my heads in the right space, it’ll be great fun.

“We’re aiming to move up the order and finish in the top 10, that’s our goal.

Definitely, we want to get a podium by the end of the season, that’s what we’re working towards slowly, but surely.

“We’ve got the right team, car and crew.

“One step at a time and we can work our way up to fight with the front boys.”

HM Image: ARG/Dan Kalisz

AMBROSE GIVES RACE TASMANIA THUMBS UP TASMANIAN MOTOR sport identity and previous double-Supercars champion Marcos Ambrose has thrown his support behind Race Tasmania becoming an annual event after the inaugural running last week.

Conducted at Symmons Plains over Australia Day and Baskerville Raceway last weekend, the inaugural Race Tasmania organised by Barry and Garry Rogers was given the tick of approval by Ambrose.

“It’s great to use these cars, it’s great to use these tracks and it gets the Tasmanian motor sport community motivated,” said Ambrose.

“We’ve got more than just the Supercars round; this is really great for Tassie motor sport and I think it showcases two great tracks.

“We can certainly put on a good show.

Targeted to become an annual event by the Rogers, Ambrose praised both the fatherson duo and the Tasmanian Government for organising the event despite the difficulties experienced prior to the doubleheader “Barry and Garry Rogers need to be congratulated for putting this together and pulling this off. With COVID and the drama at Christmas, they powered through it and somehow got the races in,” Ambrose said.

“It was a good job also by the Tasmanian Government for supporting the event and making the event happen, because it could have been the other way as well, it could have been difficult but did everything it could to get the event going.

“We’ve powered through these, two races complete, everyone’s safe, everyone’s healthy. It was a great two events and hopefully this format is a good one, which we can do for years to come.”

Image: Insyde Media

Acting as crew chief to Trans Am racer and former NASCAR driver Owen Kelly during the two events, Ambrose believes the two rounds can gain traction and become a fixture on the motor sport calendar.

“I hope so,” enthused Ambrose.

“Hopefully it covered itself with the crowd numbers that were allowed, I’m not sure what the plans are for it but these two rounds were built around the competitor

where you’ve got two race meetings within seven days, good support and it was good of the local community to bring the cars early, do all the tents and get everything sorted.

“We just need to support the motor sport people and that’s what Garry and Barry have done. They’ve made an event that suits the competitor and it’s not to be forgotten.

“It’s a great time of year to have it. Two great tracks and great promoters in Garry and Barry, so I hope they do it again.”

Kelly’s campaign only encompassed the Tasmanian events, but this could change.

Ambrose on the other hand will be busy as his daughter has taken up karting, “we might be back at the track, just with a different Ambrose behind the wheel,” he quipped. HM

QUEENSLAND REPLACES WA ON ARC CALENDAR AUSTRALIAN RALLY Championship will host its second round in Queensland instead of Western Australia this season after a change to the calendar.

The new event replaces the Forest Rally due to Western Australia’s tight border restictions, which impact many leading title contenders.

Rally Queensland takes place on the same weekend as the Forest Rally, on May 21-23.

“This is a disappointing outcome for us, however we respect the decision of Motorsport Australia and understand the concerns around travel into and out of Western Australia,” Forest Rally event director Ross Tapper.

“While we were confident the event could be held and a large entry list from around Australia would have been able to attend, we now shift our focus to ensuring we can welcome the ARC back into our state in 2022.”

Hosted by the Brisbane Sporting Car Club, the new event is one, which benefits the local community according to president Domenic Corkeron.

“We are overjoyed to be welcoming the RSEA Safety Motorsport Australia Rally Championship back to Queensland,” Corkeron said.

“Queensland has a proud history as part of the national and international calendar so we are thrilled that Gympie and the surrounding

areas will be able to welcome Australia’s best rally drivers to this magnificent part of the state.

“The economic and tourism benefits will be substantial, and given the year we have all had, this will be a big boost to many in the local area, as well as for our state competitors who will get the opportunity to test themselves against the best in their own

backyard.

“We’d like to thank the ARC organisers for their support and trust. We can’t wait to see everyone at the event in May.” Based in Gympie, the event returns the ARC to Queensland, which was scheduled to miss out on a round in 2021.

Motorsport Australia’s Michael Smith was excited by the championships return to the

Sunshine State.

“We’re pleased to be able to welcome Queensland back to the RSEA Safety Motorsport Australia Rally Championship calendar in 2021 with the Rally of Queensland,” Smith said.

“The Brisbane Sporting Car Club will do a terrific job and we expect to see a really strong entry list at the event. The organisers know what needs to be done to turn this successful state event into a high-quality ARC event.

“Conversely, we are understandably disappointed that we couldn’t see the ARC return to Western Australia for the Make Smoking History Forest Rally this year.

“This was a very difficult decision for us to shift this round of the ARC to the Queensland, but after close consultation with the competitor group it was decided that the Gympie based event would likely provide less logistical issues, given the border restrictions that vary from state-to-state.

“We are certainly very eager to return to Western Australia and will soon commence planning for the event to return out west in 2022.”

More details about the event, including stages and spectator information, will be provided in the coming months.

Motorsport Australia has hinted details regarding the sixth and final round will be revealed later this month. DM

with Dan Knutson

FERRARI FIRES UP Images: LAT FORMER HAAS F1 driver Romain Grosjean has announced that he will make his racing return this year for Dale Coyne Racing in IndyCar. The Frenchman suffered severe burns when he crashed on the opening lap of the Bahrain Grand Prix but will return to competition at Barber Motorsport Park on April 18.

Grosjean has announced that he will contest all races on the road and street circuits, but has elected not to race on the ovals including the Indy 500. DM

TRADITIONALLY AN F1 weekend has begun with two 90-minute practice sessions on Friday and a one-hour session on Saturday morning. This has now been changed for 2021 with both the Friday sessions reduced to 60 minutes. It is hoped that the one-hour reduction in practice will force teams to remain on track for much of these session. With two 90-minute sessions, many viewers and spectators were forced to wait for sustained periods with no F1 cars on circuit. DM

THE AUSTRALIAN Grand Prix has now been scheduled to begin at 5.00pm local time (Melbourne) on 21 November. This news comes as F1 bosses announced that all Grands Prix this year will revert to starting on the hour. Since 2018, all Formula 1 races have begun at 10 past the hour in a bid to appeal to TV networks, however after three years this concept has been dropped.

Qualifying will as always take place from 5.00pm to 6.00pm on the Saturday. DM

ALPHATAURI’S PIERRE Gasly has been the sixth Formula 1 driver to test positive for COVID-19. The Italian Grand Prix winner, who is in Dubai training ahead of the upcoming season, took to social media to confirm he was self-isolating in line with local health authorities’ guidelines. Sergio Perez, Lance Stroll and Lewis Hamilton all missed races during the 2020 season due to positive tests. Lando Norris and Charles Leclerc also picked it up during offseason. RV

SEVERAL F1 teams have decided not to give their 2021 cars completely new chassis numbers, due to the technical rules remaining pretty much the same.

The 2020 McLaren MCL35 becomes the MCL35M to represent the fact that the team has switched from Renault to Mercedes power units. Red Bull’s machine will be the RB16B rather than the RB17, Williams the FW43B rather than the FW44, and Ferrari’s car this year will be called the SF21 which stands for Scuderia Ferrari 2021. DK

18 AutoAction

Image: LAT

FERRARI FIRED up the 2021 Formula 1 season with a five-day test for seven drivers at its private Fiorano track.

It was the first outing in a Ferrari F1 car for Carlos Sainz, who has replaced Sebastian Vettel.

“A day I will never forget!” the Spanish driver said.

“This morning the alarm went off at dawn because we had some very early meetings before going out on track. One of the most special moments for me was when I arrived at the circuit and I saw the Ferrari with my number 55 on it! I was eager to jump in the car and that first installation lap was exciting.”

He was behind the wheel of a 2018 Ferrari SF71H because the rules only permit two-yearold cars to be used in private testing.

“Then we got down to work,” said Sainz who racked up over 100 laps, “and I am very pleased with how the day unfolded. We were able to get

through an extensive programme, and I was able to familiarise myself with the whole setup: the engineers and mechanics, the steering wheel, the procedures which are obviously a bit different to those on the car I drove last season.”

Sainz is the fifth Spaniard to be part of the Scuderia. Fernando Alonso raced for five seasons for the Maranello squad, taking part in 96 grands prix and winning 11 of them.

The Marquis Alfonso de Portago raced in five GPs for Ferrari, his best result being a second place in the 1956 British Grand Prix. There have also been two test drivers: Pedro de la Rosa and Marc Gené.

Forty-four days after finishing off his second season with Ferrari at the Abu Dhabi Grand Prix, Charles Leclerc was back on the track to begin his third season with the Scuderia.

“Getting back in the car today was great, in fact it was brilliant!” said Leclerc, who also did more than 100 laps.

“Seeing my mechanics again, putting the race suit on, doing my warm-up routine, putting on my helmet and finally jumping in the car and pressing the starter button … the sound of a Ferrari engine is always magic.”

The other drivers to lap the track were 2020 FIA Formula 2 champion Mick Schumacher, who will make his F1 racing debut with Haas this season; Callum Ilott, now a test driver for Ferrari; and Ferrari Driver Academy members Giuliano Alesi, Marcus Armstrong and Robert Shwartzman.

Ferrari, of course, is the only F1 team to have its own track. And having it located next to the factory is a huge convenience with all the COVID-19 restrictions.

While testing a 2018 car would not have yielded any performance gains for the 2021 car, the five day test was a good way for the drivers and crew members to shake off the rust and get fired up for the upcoming season.

LOOKING AHEAD WHILE FORMULA 1 is still struggling to cope with the challenges of staging races in the upcoming 2021 season, the sport’s commercial owners are already looking ahead to 2022.

Formula 1’s new CEO Stefano Domenicali said during a press conference that F1 would like to race in North or South Africa. The last time that happened was the South African Grand Prix in 1993.

F1 also wants to penetrate the commercially lucrative USA market, which is something it has consistently failed to do over the years.

The F1 race through the streets Phoenix, from 1989 through 1991, was a failure. A long gap ensued before the Indianapolis Motor Speedway hosted the grand prix on its road course from 2000 through 2007.

The Circuit of the Americas in Austin, Texas has hosted the USGP since 2012, although last year’s race was canceled due to the pandemic.

Domenicali wants F1 to have more consistent media coverage in the U.S. and that includes adding a second race in the country.

Negotiations are ongoing to renew the contract for the Austin event. What about the second race?

“Miami is more advanced in terms of discussion, but there are others in other areas of the country,” Domenicali said. “But they are not at the level where I can say, ‘yes, they

Image: LAT

are there’ and I can anticipate something happening.”

F1’s previous efforts to stage a grand prix in Miami have met with strong resistance from local residents and environmental groups, and they have vowed to fight any efforts to bring the race to the city in the future.

One option would be to return to Indianapolis.

The Speedway is now owned by the legendary team owner and entrepreneur Roger Penske, and sources have told Auto Action that Penske is very keen to have an F1 race at IMS. It would be a turnkey event because the road course is already built. And, unlike Miami, residents and businesses are very racing orientated in Indianapolis.

Meanwhile, looking at the 2021 season, Formula 1 is confident that it can stage a

record 23 races despite the ongoing travel and quarantine restrictions that keep changing around the world due to the ongoing COVID-19 pandemic. So the dates and locations of those races remain changeable.

“Everyone was thinking that this year would have been easier (than 2020) if you imagine the situation, and it is not,” Domenicali said. “We are totally confident that we can achieve the number of races that are on the calendar.”

Domenicali said that Formula 1 is fluid and flexible and ready with other possibilities. He added that Formula 1 has alternate plans A, B, C and D and is in constant contact with all the race organisers.

Formula 1 will not lobby to get F1 personnel the COVID-19 vaccine ahead of those who are more vulnerable to the virus.

AMUSING CURVEBALLS AN AMUSING sideshow this off-season has been the continuing wrangling between Lewis Hamilton and Mercedes team principal Toto Wolff about renewing the seven-time world champion’s contract for 2022 and beyond.

Hamilton will definitely stay with the team for a ninth season, but on what terms?

“The lawyers are working hard,” Wolff told Austria’s ORF TV. “We don’t make life easy for them, of course, when we both argue over Zoom and keep sending curveballs to the lawyers.

“You always come from different corners, but that’s quite normal,” Wolff added.

They were on the verge of signing a new deal any day for weeks. And indeed it could all be wrapped up as this issue of Auto Action goes to press. Or it could drag on until 1 March, the day before the 2021 Mercedes W12 is officially unveiled with the team’s drivers – Hamilton and Valtteri Bottas – standing alongside it. Actually the wrangling could go on until the single pre-season three-day test begins in Bahrain on 12 March.

“There are lots of games that go on,” David Coulthard, a 15-year F1 veteran, told the Express.

Contract negotiations used to be a game for Ayrton Senna, according to then team boss Ron Dennis.

Senna would focus all his time and energy on wheeling and dealing, whereas the exhausted Dennis not only had to deal with that but run the growing McLaren empire as well.

Dennis also revealed that Senna’s salary demands were so high that it actually hurt the performance of the cars, because the team did not have the budget to develop them.

It’s not thought that Hamilton’s reported 40 million

Image: LAT

British pound ($72m) annual retainer demand was a sticking point.

Former Ferrari team boss Stefano Domenicali, who replaced Chase Carey as Formula 1’s CEO last month, speculates that Hamilton and Mercedes are hammering out what they will do together after he stops driving.

Wolff did make it clear that Mercedes wants flexibility, so there would be no three-year contracts. A possibility is a one-year deal with an option for year two.

One rumour is that Hamilton is insisting on having the right to veto who his teammate will be in 2022. He is paired again with Bottas this season, and Hamilton

and the Finn have a very harmonious relationship.

Furthermore, Hamilton has generally been faster than Bottas.

Would Hamilton want the fast and talented George Russell as his teammate in 2022? Or the fleet Max Verstappen? They are 13 years younger than him. Hamilton has always said that he welcomes competition and close racing. So why would he veto these two stars?

When reporters finally get a chance to talk with Hamilton they will certainly ask him about the veto clause. And reporters will have that opportunity on 2 March when his 2021 Mercedes will be launched.

ROLE MODELS THE CURRENT Formula 1 drivers must be on their best behaviour and be role models and “positive ambassadors for F1” for the fans.

That is something that Stefano Domenicali, new CEO of Formula 1, is going to stress to the drivers during his first year.

“They have big responsibility because they are the face of our sport,” he said of the drivers. “We have a huge potential to reach new fans who will engage with their faces and behaviour and how they act as a man.

“We never had in F1 so many fantastic drivers - young, talented, very strong - and we cannot lose the opportunity of making sure they are more than drivers,” Domenicali added.

“They need to understand their relationship with the F1 world is essential.

“It is an area I would like to invest a lot of time on my side to keep discussing, not only on the sporting side with them, but to share how I believe we should work together in using our platform and their role model to push points that are important for our society.”

Domenicali used the example of Haas rookie Nikita Mazepin, who created plenty of controversy after a photo of him groping a woman’s breast while she was sitting in the back seat of a car was posted on social media.

“It is pretty clear what he did was not acceptable – very straightforward,” Domenicali said.

“But he was apologetic and we need to make sure in the discussion we are going to have that they understand that we cannot joke on certain things - not possible. They are too important

Image: LAT

not to understand the role model they have to embrace.”

Mazepin has now created more controversy after being fined for not stopping at a red light traffic signal in Oxfordshire, UK. Domenicali said that seven-time world champion

Lewis Hamilton is a great example of the way he wants F1 drivers to behave as “a massive ambassador for F1.

“He is very important for F1 as he is embracing other values into the discussion and giving his face to a lot of points that are outside normal sport.”

AutoAction

19

Publisher Bruce Williams bruce@autoaction.com.au 0418 349 555 Editorial Director

Mark Fogarty Heath McAlpine

Production

Jason Crowe

Special Contributor

Bruce Newton

Staff Journalist

Dan McCarthy

National Editor

Garry O’Brien

Online Editor

with Dan Knutson

Bruce Williams

Editor-At-Large Deputy Editor

F1 INSIDER

Rhys Vandersyde

Contributing Writers Australia Garry O’Brien, Mark Fogarty, Bruce Newton, Mark Bisset, Geoffery Harris, Damion Smy, David Hassall, Bob Watson, Bruce Moxon, Gary Hill, Craig O’Brien, Mick Oliver, Martin Agatyn.

Paris Charles Formula 1 US Correspondent

Dan Knutson Mike Brudenell

Photographers Australia Ross Gibb, Rebecca Hind, Mick Oliver, David Batchelor, Randall Kilner, Rhys Vandersyde, Richard Hathaway, MTR Images, Bruce Moxon International LAT 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

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Cover images: LAT/Dan Kalisz

20 AutoAction

Image: LAT

RICCIARDO’S NEW RIDE

MCLAREN WILL field what is essentially a new car for new recruit Daniel Ricciardo and Lando Norris this season.

The regulations require the 2021 car’s chassis to be basically the same as the 2020 version, but each team was granted two “tokens” it could use to modify its car.

The switch from Renault to Mercedes power units has resulted in the McLaren team using those tokens to redesign its chassis.

“Whereas every other team will carry over most of its car from last year into this year, our switch to the Mercedes power unit means that’s not the case for us,” McLaren’s production director Piers Thynne explained.

“The back of the chassis and gearbox bell housing around the engine have changed significantly to adapt to the new power unit.

“Changing power unit greatly alters the architecture of the car and the way everything is packaged, so the entire cooling layout and all the pipework, be that for fluid or air, has changed, along with all electrical

harnessing and control boxes.”

The 2020 McLaren was called the MCL35. The Mercedes-powered 2021 car is called the MCL35M. I have visited and toured the McLaren Technology Centre (MTC) on several occasions over the years. And in 2019 I was also given an exclusive tour of Renault’s F1 base in Enstone for a feature I wrote for Auto Action #1766. I would not be allowed to go to either place now because of COVID-19 restrictions, but if I could get inside, things would be considerably different since my last visits.

The MCL35M is the first McLaren F1 car to be produced entirely in a covidsafe environment.

“COVID-19 has had a massive influence on what we’ve done in the last six to eight months and how we’ve gone about doing it,” Thynne said.

“We were early to the party when it came to defining covid-safe protocols and working practices, because we had to put them in place during the first lockdown so we could

WHAT’S IN THE NEXT ISSUE ON SALE 25 FEB

manufacture ventilator parts and trolleys as part of the VentilatorChallengeUK project.”

Like many businesses and industries, there was a sharp increase in the amount of remote working and video calls. The joke goes that this is the first McLaren F1 car to be created by designers working from home wearing pajamas.

For those members of the production team who work in the MTC, they are on split shifts, be that early/late or day/ night, so that if there was a COVID-19 outbreak the whole production team wouldn’t be forced out of action.

“Normally, if you wanted to know something or find out how something was progressing, you would just visit the relevant part of the MTC,” Thynne said, “but you can’t do that now. We have to be so strict with where our people go and when. Even though people can’t move freely around the MTC, the parts need to.

“We’ve sectioned the building into zones and the people in each zone are encouraged, wherever possible, to not go into

another zone. For example, someone in machining shouldn’t go into composites and vice versa. When parts need to go from one zone to another, they are placed in designated holding areas from where they can be collected – we never have a human-tohuman transaction.

“Staying covid-safe is a huge challenge but everyone in the team has embraced the protocols and knows that they’re there to keep us all healthy. No one goes into the MTC unless there’s an absolute need, it’s been signed off by their manager and director, and they’ve been tested for COVID-19.

“This has led to using video calls and photographs to allow team members working remotely to understand problems, so they can help find the right solutions.”

Norris and his new Aussie teammate will get to test the MCL35M – it will be officially unveiled on 15 February – in anger in Bahrain on 1214 March. But the car will probably first be given a slower speed shakedown during the permitted 100km film/PR day in Europe.

50th Anniversay Celebration issue!

Saluting five decades of memorable motorsport moments: Including issue 1 complete reprint, 50 great racing cars, momentous moments of the past 50 years

with Mark Fogarty

THE FOGES FILE AA’s pedantic pundit penetrates the veil of secrecy around the ownership and negotiability of returned RECs, as Supercars courts renewed demand SUPERCARS IS set to return to 26 cars in 2022, with the two unused entries to be officially offered for sale by the end of June.

Tickford Racing is likely to bid to buy back the Racing Entitlement Contract (REC) it relinquished at the end of 2018.

It is held by Supercars, along with the REC handed back by Garry Rogers Motorsport after it quit following the 2019 season.

Supercars chief executive Sean Seamer has confirmed the abandoned RECs will be put out to tender by June 30.

The extra two cars on the grid next year, returning the field to its pre-2019 level, would coincide with the planned switch to Gen3 – if it happens on schedule.

Tickford tried to repurchase or lease its surrendered REC for this year to stay at four cars. after Phil Munday sold his entry to Brad Jones Racing.

Matt Stone Racing was also interested in the ex-GRM entry to expand to three cars.

Both late bids were rejected due to a combination of procedural snags and opposition from the other teams, which didn’t want their share of annual income from Supercars diluted.

But demand for the dormant entries means they will be placed on the market for 2022.

As well as Tickford, MSR could again bid, while the new Blanchard Racing Team might want to expand to two cars.

If you’re feeling an ‘ice cream headache’ coming on, you’re not alone. It’s complicated.

It now transpires that expressions of interest

www.autoaction.com.au

Image: LAT

(EOIs) for Supercars-held RECs must be made by June 30 each year.

That process was disrupted last year by COVID-19 and no EOIs were received by the deadline.

When Tickford and MSR petitioned late in the season to buy the entries, their applications were rejected by the Supercars board on procedural grounds.

But it has become clear that Supercars is obliged to offer the unused RECs for sale, hence the tender process will be enacted, calling for bids by June 30.

It has also emerged that Tickford and GRM retain ownership of the entries they handed back to Supercars and will receive most of the proceeds of their sale.

Based on the most recent REC transactions, they will be worth around $250,000 each.

The REC trading system is opaque to outsiders, so Auto Action asked Supercars legal counsel Anthony Hogarth to explain how it works, particularly in relation to entries that are handed back.

Teams have to return RECs to Supercars before entries close for the following season if they aren’t going to use them, to avoid stiff financial penalties for each round missed.

Hogarth outlined the status of rescinded RECs as follows: “The RECs are contracts between (among others) Supercars and the relevant team.

When the RECs are ‘handed back’, what this really means legally is that the relevant team’s rights under the REC are ‘suspended’.

“But the REC remains on foot and the

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proceeds of its ‘sale’ are paid to the team that ‘hands it back’ less tender costs.”

He further explained why Tickford’s attempt to buy back or lease its returned REC was unsuccessful.

“Supercars (working with teams) decided not to stage a tender in late 2020 and, as the RECs are currently written, the ‘handed back’ RECs were not available for lease.

“Tickford can bid to ‘buy’ a REC in any future tender or otherwise ‘buy’ (or lease) a REC from another REC holder who wishes to sell.”

The planned tender raises the strange prospect of Tickford Racing repurchasing its own REC and then getting back most of the proceeds of the sale.

Hogarth also clarified the latest sale process: “Two RECs are currently ready to be tendered to the market and, unless postponed by agreement between Supercars and the relevant teams, will be tendered during the first half of 2021.

“Supercars, working with the teams, determines the timing of tenders, taking into account all of the various factors that impact the best time to stage a tender.

“Supercars will always publicise any REC tenders when launched.”

In a more general explanation, Hogarth spelled out the obligations of REC owners and Supercars, and how the sale of unused entries is administered.

“At the end of each season, holders of RECs must enter for the next season. If those holders fail to do so for any specific REC by the relevant deadline, their rights under that REC

are suspended and Supercars must conduct a sale of that REC. “Supercars is currently obliged to tender two RECs for sale, and the current deadline to complete such sale (subject to any postponement agreed with the holders of those RECs) is 30 June 2021.

“Supercars retains broad discretion as to how any tender will be run. However, the last tenders in 2014 and 2015 were run with a twoweek ‘expression of interest’ period, a fourweek data room/diligence period, a week for assessment of bids and a week for execution of legal documentation with the successful bidder(s).

“Supercars is obliged (subject to any agreed postponement as referred to above) to offer the RECs for sale, but is not obliged to sell them.”

In the event there are multiple bidders, he added: “Supercars retains broad discretion as to how it will assess and then select or reject bids.

“However, key aspects of any assessment of bidders may include, among other things: (i) financial resources sufficient to operate the REC; (ii) sufficient experience and knowledge of the category; and (iii) good character and ability to add to the reputation of the category.”

Despite the long-winded legalise jargon, we at last have clarity on the transactional process that governs the sale of ‘suspended’ RECs. They don’t become the property of Supercars, which has to buy them for burial (an option understood to have been vetoed by the board) or sell them on behalf of the owner.

If you’re still awake, now you know.

AutoAction

21

FROM MELBOURN In the conclusion of our recollections with top driver turned leading race official Tim Schenken, he tells MARK FOGARTY about what it was like to race for the storied Scuderia IMAGES: Autopics.com.au/AA Archive

THE STORIES Tim Schenken can tell.

After 50 years as a top line international driver, successful racing car constructor and senior race official, Schenken has many amazing tales.

Someday, all of them will come out.

Like the one about how he and Swedish F1 star Ronnie Peterson ended up in jail in Daytona, Florida. If it involves racing rental cars on Daytona Beach, that would be no surprise. Back in the early 1970s, when they were teammates in Ferrari’s sports car team, that sort of thingg famously happened.

Schenken also had an amazing, still unrelated, adventure in the Nurburgring 84 4 Hours – yes, 84! – saloon car grind aroundd the combined North and South circuits of the celebrated ‘Green Hell’.

Schenken, 77, is best known these days as the race director of the Supercars championship. He has been a leading local and international race official since 1984.

Before then, he was an F1 driver, racewinner in big time sports cars and cofounder of Tiga Race Cars, a successful UK-based small formula constructor in the late ’70s and early ‘80s.

His F1 highlight was third in the 1971 Austrian Grand Prix with Brabham in its first post-Jack season. He is one of only five Australians to have stood on an F1 podium, along with world champions

Brabham and Alan Jones and racewinners Mark Webber and Daniel Ricciardo.

Perhaps more significantly, though, Schenken is the only Aussie to have been a Ferrari factory driver. He is among the driving elite who have won races for the most famous motor racing team of all time.

He helped anchor the legendary Italian team’s domination of the 1972 world sports car championship, sharing two

victories and multiple podiums with close friend and emerging F1 star Ronnie Peterson.

Thus, Schenken has a special place in racing history of which all but the most dedicated and informed fans are unaware.

Revered by Ferrari aficionados, he is underappreciated in his home nation after a distinguished racing career that reached the heights of F1 and hero status at Maranello. That it all happened long ago does not diminish his standing among Australia’s racing greats.

NE N TO MARANELLO FERRARI’S AUSSIE SPORTS CAR STAR

Tim Schenken raced for Ferrari at Le Mans just once, in 1973 (above), sharing with Carlos Reutemann. No match for the Matras that dominated that year, the engine broke after 10 hours.

A year earlier the Australian and his Swedish teammate Ronnie Peterson were podium regulars for the Scuderia, including winning the Nurburgring 1000 (below). Schenken leads the field away in Germany (left) and is pictured as he sits in the Ferrari 312PB (top left) as the crew prepares the car between practice sessions,

before the reduced ’73 sports car campaign.

How did you come to join Ferrari?

running a three-litre sports car in ’71 in preparation for ’72, when the regulations changed to a maximum of three litres.

Jacky Ickx was driving for them and they had a car they did some races in, and there was a story they were going to run a multi-car team for the following year. My name was among the potential drivers, but I didn’t really take a lot of notice of it because my whole focus was on Formula 1. But at Monza during the Italian Grand Prix I was approached by the Ferrari team manager Peter Shetty – actually, his wife came and found me – so I went to talk with him and then, in fact, I went into a village nearby to meet Enzo Ferrari and come to agreement for sports cars. They did talk about maybe F1, but I think that was a bit airy fairy and at that stage, as far as I was concerned, I was looking at continuing with Brabham in F1 in ’72. I basically agreed terms with Enzo Ferrari at this meeting in a little village very close to Monza.

During 1971, there was some talk in the magazines about Ferrari doing the world sports car championship. They’d been

What was it like meeting Enzo Ferrari, who even then was such a larger-than-life figure?

Melbourne-based Schenken is heading into his 38th year as a senior CAMS/ Motorsport Australia administrator. He continues as MA’s Director of Racing Operations, making him the governing body’s longest serving executive, and will again be Supercars’ race director and Clerk of Course of the F1 Australian Grand Prix this year.

Still spry and sharp-witted, he recounts his time at Ferrari with laconic pride, amused as much he is awed by his elevation to fame among the Scuderia’s pantheon of stars.

Schenken’s performances in his debut F1 season attracted the attention of Ferrari, which was gathering an all-star cast of drivers for an all-out assault on the 1972 world sports car championship (officially known as the World Championship for Makes). He was paired with Swedish F1 star Ronnie Peterson in a line-up that included Mario Andretti, Jacky Ickx, Clay Regazzoni and Brian Redman. The trio of Ferrari 312PB open-cockpit sports prototypes, powered by a detuned version of the F1 flat-12,

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swept the series, between them winning 10 of the 11 long distance races. Ferrari’s all-conquering sports car squad was run by Swiss ex-racer Peter Schetty, who despite his logistical expertise and success fell out with the famously capricious Enzo Ferrari

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Yes, but I’d met people like Jack Brabham and (Lotus boss) Colin Chapman, so it was nothing unusual. We met in a hotel restaurant and, of course, he was wearing sunglasses, as he always did, and we spoke through an interpreter because he didn’t speak English – or not very well, anyway. I never found Enzo Ferrari difficult to deal with or imposing.

In fact, Ronnie and I very quickly got on his good side. After we won the first race in Argentina, we were given all these cups. We kept a couple and we asked Peter Shetty to take the rest back to the factory. He said “I’ll give you a tip: why don’t you give a couple to Enzo Ferrari. He’ll appreciate that.” So we did that and it meant a lot to Enzo Ferrari.

After that, when we went to Maranello, we often saw him and he’d often come to watch us testing at Fiorano, so we were among his favourites. Despite his reputation, I never experienced his Machiavellian side – Shetty dealt with all the politics.

Was it special back then to be driving for Ferrari?

It wasn’t, strangely enough. I appreciate it more now than I did at the time.

What impressed me was the level of professionalism, which I think was due to Peter Shetty. He was exceptional as a team manager. I’ll give you an example. Each pair of drivers had two cars, so while you were racing one car, the other one was at the factory being prepared for the next race. So you leap-frogged cars during the year. And, of course, ’72 was such a great year for Ferrari in sports cars. Everything came up smelling of roses (except the Le Mans 24 Hours, which it by-passed due to ill-founded engine reliability concerns). It didn’t the following year because Matra dominated (with the V12

When the Ferrari program finished, Tim Schenken raced the spectacular Porsche 935 Kremer for German entrant Georg Loos in the forerunner to today’s DTM series.

MS670B). In ’72, though, the 312PB was the class of the field. It had a detuned version of the F1 engine and the same gearbox.

Interestingly, it still had a spaceframe chassis, but it had a very short wheelbase and was very nimble on the tighter circuits – a bit more difficult at the faster tracks.

In ’73, they lengthened the wheelbase and it had improved aerodynamics because teams were beginning to understand aerodynamics.

But Matra, with their aerospace background, were even further ahead with aero and with their monocoque chassis. It was just a superior car.

In ’72, Schenken and Peterson won the Buenos Aires 1000 and Nurburgring 1000, finished second at Daytona, Sebring, Brands Hatch and Watkins Glen, and took thirds at Monza and Zeltweg. They were Ferrari’s second strongest combination behind Ickx

and Andretti. The following year, paired with Argentine ace Carlos Reutemann, Schenken’s best results were seconds at Vallelunga and Monza as the 312PB faded, ending Ferrari’s long participation in topflight sports car racing.

You and Ronnie obviously contributed heavily to Ferrari’s Makes title.

I like to think so. It was strange, though, because I hadn’t really done any proper sports car racing (although, ironically, he drove for Matra at Le Mans in 1970). It was my first year of a proper season in sports cars. We won our first race and it felt so strange because until then, racing had been all about me and suddenly you had to share the success with someone else. In ’73, I drove with Reutemann.

They’d pulled the sports car program back to concentrate more on F1. I think the Old Man thought it was interfering with the F1 program, so they did just selected races.

We did Le Mans after missing it the year before, but Carlos and I didn’t finish – the engine broke after 10 hours or something.

I have to say that driving with Reutemann was good, too. We got on well.

Ferrari quit sports cars at the end of ’73, so that was that.

How were you treated as a Ferrari driver?

Were you paid well?

I think we were paid very well. I mean, when you look back now, what we were paid is a joke. But at the time, it was very good money. I bought a nice three-bedroom house in Maidenhead (well-to-do town on the

Schenken in action racing a Mirage in world sports car competition, after his stint in sports cars with Ferrari. He’s pictured here at Monza.

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Thames west of London) almost on the river for GBP7500 (about A$15,000) . It was a lot of money at the time. Well, I got paid a fair bit more than that by Ferrari. It mightn’t be anywhere near what Lewis Hamilton and the top F1 guys are getting, but it was probably the equivalent of a few million a year these days. So we were doing all right.

Little did you know that years later you would become venerated as a Ferrari driver.

Yes, but that’s changed over the years. For a while there, Ferrari was like a family and as a former driver you were part of that family. It was at its peak when Luca di Montezemolo was running Ferrari (from 1991-2014), but after he left, it became a very different company and I don’t really hear from them anymore.

Do the tifosi recognise you at, say, Monza?

Not so much anymore because at an F1 event you’re so isolated from the fans. But at other race meetings, I still get recognised and asked for an autograph or, more often days, a selfie. To be honest, one of the great things about being part of a sport and being involved at a high level is that wherever you go in the world to a race, you know people and they know you. I do get a surprising amount of fan mail, actually. Most of the photos I’m asked to sign are of the Ferraris.

Here the Schenken/Ganley combo in the Gelo Racing Porsche 911 Carrera RSR, leads the Kremer Porsche 911 Carrera RSK battle at Le Mans in 1975 (above).

It’s a high distinction to have been the only Australian to have driven for the Ferrari factory team – just as it’s a major distinction to have been one of only five Australians who’ve stood on an F1 podium.

I like that! It’s only when I’m talking to you that I think about these things. But it’s an honour to have a place in the history in the sport I love and to which I’ve dedicated my adult life. I don’t spend much time thinking about it, but it’s always nice to be reminded of what I achieved.

In 1976, Schenken co-founded racing car ar constructor Tiga with fellow ex-F1 driver, New Zealander Howden Ganley. The name is a combination of TI for Tim and GA for Ganley and pronounced ‘Tiger’. Based at Caversham, near Reading to the west of London, Tiga was a successful producer of Formula Ford, Sports 2000 and Formula Atlantic/Mondial/Pacific racers until ’83.

Alfredo Costanzo won the last two of his four Australian drivers’ ‘Gold Star’ championships in 1982-83 in a Tiga FA81-Ford entered by racing patron Alan Hamilton.

Fitzp Fitzpatrick and Schenken both drove for the offic Leyland team in the fast but fragile XJC official V12s The European Touring Car Championship V12s. prog program lasted just one season.

Who was the designer?

W H Howden was very mechanically minded, sso he would do the outline on the back of a cigarette packet – not that either of us ssmoked – and then we had a draughtsman who would convert his sketches into proper w eengineering drawings and we’d build the ccars from them. We were very successful with a little sports car. John Webb introduced w Sports 2000 for open-cockpit sports racers S with a two-litre engine based on the same w cconcept as Formula Ford.

How did you become a racing car constructor?

Well, in ’74 when I’d lost my chance in F1 and couldn’t really see myself getting back in again, I started driving for a German team owner, Georg Loos, in Porsches in the precursor to the DTM. He was very wealthy and he had the cars prepared at the factory. I won the Nurburgring 1000 again in ’77 in a Porsche 935 for Loos. I’d got married and we had three children and I could see that my time as a racing driver was ending, and someone came along to me with a proposal to get involved in building Formula Fords. This was in ’76. I looked at the proposal to build this Formula Ford and I didn’t really have

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skills, bbutt I knew aany bbusiness si ess skills k e Howden Ho de Ganley quite well and he had a gearbox servicing company, so I went and spoke to him about it. He looked through the proposal and came back to me and said it all looked all right. But he said instead of going into partnership with this other chap, why didn’t he and I do it? He knew of a company called Motor Racing Enterprises – MRE – that had built an F3 car, but that had all stalled and the company was going broke, and there

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was an opportunity to buy their design desi and a d all their thei fabrication fab i atio equipment. e i e t So we bought that and then changed it to a Formula Ford. I mean, you talk about work.

We would’ve been working 14 hours a day, seven days a week to get it all underway.

It was fantastic, actually, because we built a car and it was good and it started winning races, so there was a tremendous satisfaction in that. Between ’76 and ’83, we built about 400 cars. We were quite a big constructor.

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Why did the business end?

W We didn’t fall out, but we just had different ideas on how the business was going and we decided to run a race team. So I took over the running of that and one day (fellow expat Aussie) John Hogan from Marlboro turned up with Andrea De Cesaris and suddenly we were running him in the British F3 championship.

Late in the 1970s, I started thinking about

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Two years earlier, Schenks and Fitz were members of Alfa Romeo’s three-car factory backed assault on the under-three litre class at the Bathurst 1000 with a trio of Autodeltaprepared GTV 2000s. Schenken was paired with then rising open-wheel star Paul Bernasconi and Fitzpatrick was with Fred Gibson. Neither finished, but Frenchwoman Marie-Claude Beaumont and John Leffler finished sixth outright in the remaining entry.

Beaumont’s result remains the best ever for a female in the annual Mount Panorama classic. Schenken’s race was undoubtedly compromised by a huge crash in practice when his red racer suffered a wheel failure out of McPhillamy Park.

The car barrel-rolled spectacularly and had to be rebuilt for the race. Schenken walked away unscathed from one of the few big shunts of his career.

returning to Australia. I could see that was a much better place to bring up a young family than the UK. But before that happened, (1976 Bathurst 1000 co-winner) John Fitzpatrick came to me and asked if I’d run his Porsche team in IMSA in America. So the whole family moved to San Diego and we lived there for two years. It was at that time that I started writing to people here to see if I could find a job.

Fitzpatrick and Schenken, who are still great mates, go back to the mid-’70s, when they raced each other in Porsche 935 Kremers in Germany. They were Alfa Romeo teammates in Schenks’ only Bathurst 1000 appearance in ’75 and he again partnered Fitz in the ill-fated Jaguar assault on the European Touring Car Championship in ’77. Run by British touring car specialist Broadspeed, the two-door Jaguar XJC V12 was awesomely fast, but chronically fragile. Even a season of development in ’76 didn’t cure the howling, fat-flared Jag’s failings.

The Jag was an interesting interlude, wasn’t it?

You could say that! Our competition was the BMW CSL, which was a road car made with racing in mind. And they’d been doing it for years. So to take a CSL racing was relatively easy. British Leyland was the owner of Jaguar in those days and I had a call from their competitions manager (leading rally codriver) John Davenport, asking me to meet with him in Swindon (southwest England).

So we had this clandestine meeting and I agreed to drive for them with John Fitzpatrick. Broadspeed was given the job of developing the car. The problem with the touring car regulations in those days (Group 2) was that you could do almost whatever you wanted to with the engine, but the engine, transmission, suspension and brakes had to remain pretty much standard. So whilst the XJC had a very powerful 5.3-litre V12, braking was like a train coming into a station. It just slowed down, it never really braked. And usually the gearbox failed. It had

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Schenken had a second international motor sport career, as a racing car constructor.

He founded Tiga racing cars with Howden Ganley (the two pictured together above) which produced a range of small open-wheeler and sports cars. Aussie Neil Crang raced this Tiga C2 at Le Mans (top). Alf Costanzo won two of his four Australian titles in a Tiga chassis for patron Alan Hamilton (below).

huge 19-inch wheels with rubber band tyres (a radical combination back then), which were made specially for it by Dunlop. It was a fantastic car to drive because it was fast, but it was fragile. And the inside still had the wood-trimmed dashboard and leather facings. It was potentially a great car. What it needed was a big injection of cash by BL the following year and it would’ve all come

together. But the program was canned after the ’77 season. John and I used to alternate starting each race, and it was so unreliable that whichever of us was scheduled for the second stint had the hire car all packed and ready to go in the back of the pits! It would usually fail during the first stint, so as soon as that happened, we were off to the airport to get home early.

Funny story. When you crashed, I was doing course commentary from the tower at the top of the mountain. Famously, my instinctive reaction was to yell “Jesus Christ!”. That was the end of my course commentary career…

They were probably the words coming out of my mouth at the same time. The right front wheel broke turning into McPhillamy.

The punchline to my accident was that I got out of the car, climbed up the bank and sat down with my back to the spectator fence.

Then I had a tap on the shoulder and I turned around and stood up – and I’d never really noticed or knew about the crowd at the top of the mountain. All I saw was this seething, drunken mass and the guy who tapped me on the shoulder was massive and sunburned with a huge stomach. He’d obviously been drinking and he said “The best fuckin’ accident we’ve seen all day!” It was one of my biggest accidents ever.

Schenken returned to Australia in 1984, joining the Confederation of Australian Motor Sport (now Motorsport Australia), where he has been ever since. He is the longest-serving CAMS/MA senior executive.

“I don’t spend much time thinking about it, but it’s always nice to be reminded of what I achieved.”

In ggood company ... Schenken (above, on right) shares the podium with Emerson Fitt Fittipaldi and Ronnie Peterson, his only F1 podium.

Tim Schenken (at left) is CAMS/Motorsport Australia’s longest-serving senior excutive. He is set to again be Clerk of the Course for the F1 Australian Grand Prix this year (with then McLaren boss Ron Dennis, above left) as well as Supercars’ Race Director (with MA’s Division Manager - Safety and Race Operations David Stuart, above).

thanks, there’s nothing for you”. Then not long after I had a telephone call from (then CAMS executive chief) John Keefe, inviting me to interview for a job. And that position – Manager, Motor Racing – came about because of the fight with Bob Jane (who was challenging CAMS’ sole sanctioning authority). So we got on a plane and flew back.

How did you end up at CAMS? First of all I’d written to BMW, Holden and Ford because I thought there could be a role for me with a car manufacturer that was interested in racing. I even wrote to some

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circuits. But it wasn’t until I read in Auto Action, which I was getting by Air Mail, about (then president) John Large’s 10-year plan for CAMS. I read that and thought maybe I should write to CAMS, which I did.

I got a letter back that was “Thanks, but no

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You’ve been there ever since – coming up on 41 years – so you’re clearly very politically savvy.

I’m not politically savvy at all.

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So how come you’re the great survivor there?

Because I’m apolitical. I don’t get involved in the politics. I could see this even when I was in Europe. In the politics of the business, you had to be very careful because if you take sides, you make enemies. The smartest approach is to stay neutral. I’m very fortunate. I’ve had two lives. One as a professional racing driver and building racing cars, which was fantastic, and since then I’ve had another great life as a senior motor racing official. Even after all this time, I still love what I’m doing.

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Success on the perilous streets of Asia’s gambling mecca was to be a highlight for the youngest of Sir Jack’s boys, as Mark Bisset explains.

DAVID BRABHAM felt huge pressure aboard his Ralt RT33 VW, surrounded by d. skyscrapers on the Macau Grand Prix grid.

A sensational 1989 season of British Formula 3 had yielded six wins and ultimately a championship victory ahead of Scotsman Allan McNish.

But he wasn’t there yet as Appeals about engine eligibility were pending and ultimately belatedly resolved in court in February 1990.

Brabs didn’t have the luxury of time.

A win right there in Macau would pop his name in lights for the Formula 3000 team bosses, who were already stitching together drivers and deals for 1990.

Macau is highly prestigious.

Winners have included Australians Kevin Bartlett and Vern Schuppan, as well as a host of big-name internationals including Riccardo Patrese, Geoff Lees, Roberto Moreno, Ayrton Senna, Mauricio Gugelmin, Andy Wallace, Martin Donnelly, David Coulthard, Michael and Ralf Schumacher, and Takuma Sato.

Brabham was determined to be among the list of esteemed F1 drivers, Le Mans winners and national champions to have won the storied Grand Prix in the Portuguese colony located at the mouth of China’s Pearl River delta .

Brabham’s British F3 season with Bowman Racing started well. He took three wins in the first five rounds, which gave him a points lead over McNish before the British Grand Prix meeting in July.

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BRABHAM’S MAGNIFICENT MACAU GRAND PRIX

David Brabham regards his victory in the 1989 Macua Grand Prix as a career defining moment. After qualifying poorly, he made his way through the field in the two legs (top and above left) to sieze the win, celebrating on the podium with Christophe Bouchut and Julian Bailey (above). The Macau field included all the superstars of the era, including a young Michael Schumacher (#32 below) in his first F3 season.

Eddie Irvine (above) was another of the F3 stars to compete at Macau in 1989 and like both Schumachers, Brabham himself, Julian Bailey, Karl Wendlinger, Heinz-Harald Frentzen, Gianni Morbidelli, Alex Zanardi and Betrand Gachot, would all later feature in Formula 1. Images: LAT

McNish won from Brabham that Silverstone weekend but then the arguments started. McNish’s entrant, Dick Bennetts of West Surrey Racing, protested Brabham’s Spiess VW engines. Bowman reciprocated tit-for-tat on WSR’s Mugen Hondas. From then until early 1990 it was expensive QCs at 50 paces.

Brabham later recalled for Britain’s MotorSport magazine: “We both lost all the points we’d scored so far. Then WSR appealed and Allan got his points back. I won more races, but the season ended with Allan as champion and me as runner-up.”

Pending the court determination Brabham had the chance to make clear his dominance in the most charismatic F3 race, against the best, on a most challenging high-speed road circuit – narrow, walled, unforgiving, deadly dangerous.

F3’s perennial depth was illustrated by Macau’s strongest field. The competition that late November contained a swag of future F1 racers – including a couple who would become world champions, Michael Schumacher and Mika Hakkinen.

Others in the field included Karl Wendlinger and Heinz-Harald Frentzen, Italians Gianni Morbidelli, Alessandro Zanardi and Domenico Schiateralla, Brits Allan McNish, Eddie Irvine, Julian Bailey and David’s own middle brother Gary Brabham, Belgium’s Bertrand Gachot, and French F3 champ Jean-Marc Gounon.

David Brabham had not been to Macau before. He set to work late at night among the bright neon lights, cyclists, rickshaws, pedestrians, motorbikes and cars, aboard a rented Mini Moke.

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Girlfriend and subsequent wife Lisa Thackwell was his trusty navigator.

Despite this preparation he was slower in practice than he had hoped, but kept the car away from the walls and started eighth. An ace up his sleeve was former Aussie racer and gun F3 engineer Bruce Cary. The former Ralt employee optimised the settings of Brabham’s RT33. Cary had modified the car beyond its ex-factory spec throughout the tough British season.

Brabham’s instincts served him well in the first of the two Macau races. The aggregate results of this 12-lap, 73km race and a later 27-lap, 165km event were to determine the victor.

Long-time German F3 racer and poleman Otto Rensing’s Paul Stewart Reynard 893 led the first lap of the opener, from later touring car ace and 1998 Bathurst 1000 winner Rickard Rydell’s Eddie Jordan Reynard 893 VW. Then came McNish’s WSR RT33 and Irvine’s Theodore Racing Ralt RT33 Honda in a tight, compressed field of young thrusters.

Brabham had a premonition of disaster and pulled wide to the left before the tight Lisboa right-hander. There was a huge crash which brought the race to a halt and eliminated Rensing, Rydell, McNish, Irvine and Jan Nilsson. After the restart Brabham finished second from Schumacher’s Reynard 893 VW and ahead of Julian Bailey’s similar car. It was an encouraging start to the Britishborn Aussie’s day.

In the second leg Brabham started from grid 2 alongside Schumacher.

He had had seven Class B F3 races in Britain in the second half of 1988 in addition to a full ’89 season, while it was Schumacher’s first F3 year. The German

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had won his home F3 championship and was to win the Macau GP the following year.

This day in ’89 Brabham dropped back behind Bailey and Schumacher in the first three laps before passing both in fine style, winning the race by 12 seconds. He bagged the fastest lap at 2 min 22.49 seconds to boot. Second and third were Bailey and Christophe Bouchot (Reynard 893 VW), Akihiko Nakaya (Ralt RT33 VW), Domenic Schiatarella (Dallara F389 Honda) and big brother Gary Brabham in the other Bowman Racing RT33 were in fourth to sixth placings.

David had won overall and it was exactly the result he needed.

“It was huge. The race is highly regarded in F1 and winning it meant I received an F1 Super Licence. Having that win on the CV helped secure future work.”

Not that F1 was on his mind for 1990 – ‘91 perhaps but not ‘90.

After a good test he signed for Dennis Nursey’s Middlebridge Racing F3000 team alongside Damon Hill. That outfit had a really competitive package of Lola T90/50 chassis and Tickford-prepared Cosworth 3-litre DFV V8s.

The nail-biting British F3 Championship engine eligibility court case went his way too. David won the title with 80 points to McNish’s 70, with Derek Higgins (46 points) third. Mind you, it took many more years until David’s trophy took pride of place with many others in his study!

The ‘89 year had panned out sensationally for the Brabham family.

Christmas dinner must have been a terrific celebration! The three brothers carted away a national championship

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each. While David won in British F3, Gary took the British F3000 Championship aboard an ex-Jean Alesi Reynard 88D. Eldest brother Geoff continued a successful four-year run in the US with Electramotive Engineering, winning the IMSA GTP Championship aboard a fearsome Nissan GTP ZX-T sports prototype.

However, corporate moves were afoot which would thwart the best laid of plans.

Middlebridge bought the Brabham F1 Team, already severely ailing after its Sir Jack Brabham-Ron TauranacBernie Ecclestone heyday, with funding provided by Japanese businessman Koji Nakauchi. In turn, his finance was provided by Langhurst Leasing, the directors of which later pleaded guilty to a £50 million fraud.

Believing himself not ready for F1, Brabham had no better option by April than the Middlebridge GP deal. The combination of Sergio Rinland’s sexy but slow Brabham BT59 Judd EV V8, no money and the experienced team-mate Stefano Modena, who was the team’s focus, led to an F1 season from hell.

Having rehabilitated himself as a Footwork F1 test driver and with great performances in TWR Jaguar sportscars, Brabham relaunched his F1 career with Simtek in 1994. He had jumped from the frying pan into the fire together with the ill-fated Roland Ratzenberger.

Redemption in sports and touring cars was to follow in a wonderful, long career including a Le Mans win with Peugeot in 2009 and lots of success in America.

These days David is concentrating on resurrection of the Brabham marque with the BT62, ‘The world’s most track focused hypercar’.

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ANOTHER

AVENUE One-make classes are all the rage in motor sport right now. Carrera Cup to Hyundai Excels, Mazda RX-8s to Toyota 86s ... and everything in between. To that you can add 1990s Nissan Pulsars, as HEATH McALPINE discovered.

Images: APRA/Dave Oliver/Supplied NEW SOUTH Wales is home to a variety of onemake categories, including the Hyundai Excels and Mazda RX-8 Cup, and now the Nissan Pulsar series.

The Australian Pulsar Racing Association (APRA) was formed out of the Pulsar Challenge seven years ago, with the APRA going through a significant rebranding and transformation three seasons ago, which has proved highly beneficial.

Much like any of the one-make grassroots categories currently racing across Australia, APRA uses a stock standard base car – in this case an N14 or N15 Australian-spec Nissan Pulsar – and allows replacement of selected components for racing.

It has become a proven winner.

APRA has grown from six cars running at Winton and Wakefield Park when first established, to more than 40 entries which need to be split into two grids.

“We’ve had that growth for the last three years or so, but this year it doesn’t look like it will slow down,” explained Damon May, APRA NSW director.

“We’ve lost a few competitors from the

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front of the field, who have moved on to other categories but not ones that are similar to Pulsars, rather the Australian Production Car Series and other classes along those lines.

“That being said, whilst we’ve lost a couple up the front, we’ve picked up another 10 competitors with cars currently or already built last year, that are coming into the category this season.”

The Pulsar package is quicker than an Excel, which May points as one of the attractions of joining the class, so too the ability to construct a cost-effective entry that’s competitive and can be upgraded progressively.

Decisions on the direction of the category are made by competitors through a director group consisting of five in NSW and one Victorian.

“Last year we had 66 points-scoring vehicles at different rounds,” said May. “This year we’re expecting 70 competitors and we have just under 100 members, so when we make decisions as a director group, whether it was regulations or how the dollars are spent, we need to take into account both ends of the spectrum.”

Some of the decisions made by the group include the introduction of three-day meetings, racing under lights at Sydney Motorsport Park,

interstate events, and the introduction of a control LSD. First of all, a membership for APRA costs $150 as a competitor and for those noncompeting, it’s $60.

Currently, APRA race at Motor Racing Australia one-day meetings at a cost $300$400 per round, with the season consisting of eight events.

For the 2021 series, the category will conduct a one-hour endurance event under lights at SMP and a non-series promotional event to increase interest in Victoria.

Working closely with grassroots motor sport broadcaster Blend Line, livestreaming, television coverage and even radio simulcasts provide various options for audiences to keep up to date with APRA events.

Anchored by Auto Action’s own Garry O’Brien and paired with a pit reporter, these are investments made by APRA which has helped in attracting sponsorship.

In Victoria, the class is just starting to gain traction with 10 entries regularly competing alongside the Under 2.0-litre Sports Sedans.

So, how do you get involved?

To start, an Australian-spec Nissan Pulsar N14 or N15 is required, then making the choice

between a bolt-in or weld-in cage follows.

A 2.0-litre engine is installed as is the bigger brake package from the N15, which can be fitted to an N14.

Unlike the Toyota 86 or Mazda RX-8 Series there is not a kit available, however there are control components which need to be fitted before the joining the grid.

Josh Craig is the reigning two-time APRA champion and is regarded as one of the leading developers in the field.

He explained the secret to success is buying a clean base Pulsar at low kilometres.

“When choosing a suitable Pulsar, it should have around 150-200,000km, which is low for its age,” said Craig.

“It’s generally clean and tidy to make a good starting point. That way, the body is usually pretty good and most of the parts are pretty decent. You’re not rebuilding or re-doing seals and the brakes.

“If you buy something that is really old and pretty worn out, you’ll have to buy brand new parts instead of just repairing them.

“Usually N14s are hard to find but N15s you can find a decent one for $1500 if you’re lucky.”

Craig advised that a decent Pulsar could be built for $10,000, however front-running builds

can cost $20,000-$25,000, and either way most of the work can be undertaken by the competitor, though this is dependant on their mechanical proficiency.

“A lot of the work, if you’re mechanically minded and do your own servicing, most of the car can be done in a competitor’s garage,” said Craig. “As a result, the cost is lowered.”

Many aftermarket components are also becoming cheaper on the strength of a growing competitor base.

“The availability of aftermarket parts is growing for the components we all use,” added Craig.

“A lot of us do a brake booster delete, so those type of components are becoming more available now, whereas they weren’t before.

Others include electric power steering, water pump, items like that are becoming more accessible and cheaper because there are more competitors in the category.”

Engine modifications are limited to the exhaust, which is free after the extractor. A new exhaust can cost northwards of $350 and can be fed either out the back or the side.

Craig explained the tight nature of the APRA regulations.

“There’s not much you can do,” he said.

“New bearings and seals, the only thing you can do is go slot +40 in the piston, but everything else is standard. Cams, valving and heads have to remain standard, there’s only a minimum you can shave off the block.

“Send injectors away to get checked, but this a preventative measure against not having any problems while you’re racing.”

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Servicing is restricted to checking the oil each meeting.

The control Yellow Speed suspension package is $1200 for the set, which includes springs and dampers. Craig is complimentary of the Yellow Speed component package. Having raced with a set for three years, he has just replaced it.

“Recently we decided to get a new set and compared those with the old set at a shock dyno just for curiosity,” explained Craig.

“We tested them back-to-back and there wasn’t much difference between the shocks at all, and that’s after three years of track days and racing.”

Brake pads are free however many competitors, including Craig, use Winmax costing $350 a set and these generally last two meetings eetings for the frontrunners.

Rotors are $200 each and are machined hined when new pads are fitted, adding an extra $30-$40 each time.

MRF provide the Control Tyre at a cost of $185 each. Leading contenders will replace the fronts at every meeting, then move the older rubber to the rear. In some cases, competitors sell tyres to others in the field at a discounted rate.

Rims are also free at a size of 15x6.5 or 15x7 with popular manufacturers including Lenzo, Rota and Enkei being run within the field.

Craig uses Lenzo rims, which can be

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The Nissan Pulsar category has ballooned to now feature fields in excess of 40 entries in New South Wales (above) (above). Expansion plans for Victoria are underway underway, while Queensland will follow follow.

purchased for $750 a set.

A forward-facing GoPro is mandatory for the category at a cost of $300, but a radio is optional, though are a worthy $1500 investment in such a big field.

“It’s pretty handy if there is an incident or when I’m gridding up, my crew can let me know how many cars are left to grid up because there’s 40-odd cars,” explained Craig.

“It’s good to have a radio to be notified if I’ve hit traffic or on a slowdown lap to not impede.”

Gearbox oil is changed every two-three meetings and the installation of a heavy-duty clutch is advised, but the flywheel is an OEM part.

Craig emphasised the need to be easy on the gearbox by not rushing the shifts.

A control LSD will be introduced to the category made by Mfactory to aid in the gearbox breakages, which have been identified as a weakness. This is expected to cost $1300.

Craig spends $1000 at each meeting,

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which includes accommodation, entry to the pre-event regularity for testing and all costs associated with contesting a race meeting.

Chris Butterfield initially took his racing a little less seriously, but has increased his focus the more seasons he has competed.

The base for his Pulsar was discovered in a ‘housos’ front yard and was bought for $500, after which it cost $10,000 to build into an APRA car, including an $1800 bolt-in cage.

“Because it was our first build, the next one will be a lot cheaper,” said Butterfield.

“We learnt along the way finding and meeting people. If you know the right people you could build one for $8000 or less.”

For a front running engine Butterfield estimates the cost to be between $4500$5000 and he buys two tyres every round at a cost of $370.

Butterfield’s sponsor 4Mance specialises in SR engines and regularly inspects his powerplant, which was bought from another competitor for $3000 a couple of seasons ago.

Previous to that he used the engine the car came with and it kept going despite irregular servicing. Ultimately, a split hose lead to a blown head gasket requiring the need for a new engine.

Improved Production and TCR competitor Jordan Cox handles the gearbox servicing for Butterfield’s Pulsar one or twice a season, depending on the number events, plus the preevent set-up at a cost of $120.

Butterfield changes the Winmax pads halfway through the season, rotors are also changed once as well.

Pump fuel is used with Butterfield budgeting 40-litres at around $80 per round.

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Control items include the Yellow Speed suspension package at $1800 (above) and the MRF tyres (below), which cost $185 each.

There is no radio in Butterfield’s Pulsar, he uses hand signals instead and once all his season expenses are calculated, his season budget works out to be $8000 or $1000 a round.

The challenge of a $10,000 build has been set by Alexandra Lawrence.

She is currently undertaking her third APRA build alongside her father and purchased an N14 from a farmer with the potential race car being found in a paddock.

Lawrence bought her new Pulsar for $450, an automatic, and is setting about putting a weld-in national specification cage at a cost of $4000.

“The whole reason we’re building this car is because I want one with a weld-in cage,” said Lawrence.

“I’ve been in this series since 2016. My dad and I built our first car during 2015, which was an N14. Then we built a N15 because dad and I thought it would be faster but I crashed it, so we re-shelled it.

“I left the series for a couple of seasons before returning in someone else’s car and it had a bolt-in cage, while the others I built with my dad (apart from the first) had a weld-in, but I just wasn’t fast in it.”

Lawrence has bought all the safety items required including a fire extinguisher for $40, six-pole battery isolation at $85 with a $50 cut-off cable.

Other items such as seat, steering wheel and window net have all carried over from her previous Pulsar.

Work has also begun on converting the power-steering and water pumps to electric, which provides a performance benefit, plus increases reliability.

CO$T$ GUIDE APRA MEMBERSHIP Competitor $150 Social $60

ENTRY FEES $300-$400

CAR

Donor Pulsar $450-$2000 New build $8000-$15,000 Used market $10,000-$25,000

ROLL CAGE

Bolt-in cage $1800 Weld-in national $4000

RACE ENGINE $3000-$5000

SUSPENSION PACKAGE

Yellow Speed – MX-5 Mania $1800

CONTROL LSD Mfactory $1300

BRAKES The engines used in the Australian Pulsar Racing Association competition are completely stock, ensuring close racing and that the category is cost effective.

“The stock power-steering and water pumps can be changed from a pulley system to an electric system, which increases horsepower because there is less drag with the pulley side of the engine,” said Lawrence.

“I’ve also heard if you lose a water pump at the track it is a really hard item to replace.”

An engine build Lawrence approximates at $5000 through a number of Sydney-based workshops.

Turbotec provide the category heads, costing $305, while exhausts have been quoted between $500-$700.

Items to watch include the water hose, which runs near the firewall, and can burst but is inexpensive to replace. An oil accumulator is recommended as baffled sumps are not permitted, while overfilling avoids surge.

An engine and gearbox oil change occurs every three to four meetings.

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Lawrence is deciding between using Lenzo or Rota rims after previously using Enkeis.

Describing her racing as towards the ‘bottom end’, Lawrence does not fit new tyres at each event and budgets for $500 per round, including the $350 entry fee.

Also a fan of Winmax pads, Lawrence uses a set every three to four race meetings with the rotors machined post-season, with these lasting quite a while.

Trent Murray looks after Lawrence’s preevent preparation using a laser wheel aligner and scales, plus supplying a set-up sheet at a cost of $400.

Also passed through previous Pulsars that Lawrence has owned is a Racelogic GPS sensor and camera system featuring predicted time, which retails for approximately $2000, while a Macron lap timer provides other key information.

The growth in fields in New South Wales

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has spurred the directors to target expansion into other states.

In Victoria, the class features 10 regular entrants running within the local Under 2.0-Litre Sports Sedans category.

“From a category management perspective, our focus is definitely on Victoria this year and then Queensland the following season, to try and attract a few more people across,” said May. Could Pulsars be the next big thing to follow the Excels?

It just may well be. The product follows similar principals, giving competitors flexibility in their racing programs in terms of format, circuits and the level of specification that can be built or upgraded.

However, the category is at a critical point where low costs need to be maintained at a level of specification which cannot afford to become too advanced.

Winmax pads $350 a set

TYRES

MRF control item $185 each Full support is provided at every meeting

Pulsars are following a similar path to the Hyundai Excels. After a moderate starting point, rapid growth has followed.

The APRA controls costs through restricting the development that competitors can undertake, though teams can race at a budget level they are comfortable at.

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More than ever, the American racing scene is emerging as an appealing alternate pathway. It’s already a proven route for young Australians to become professional racers and make their mark on the international stage, as DAN McCARTHY investigates.

LIKE THE ‘FIA Global Pathway’ for Formula 1, the Road to Indy program is designed to make the route to IndyCar simple and effective for drivers from all nations around the globe, including Australia.

In Europe Oscar Piastri is scaling the ranks of the FIA Global Pathway and after winning the FIA Formula 3 Championship, he has made the move to Formula 2.

In the United States currently, three Australians and one Kiwi are on this alternate American open-wheel IndyCar pathway, which is proving to be an appealing and cheaper route thanks to its scholarship program.

In the last eight years Australians and New Zealanders have won five IndyCar titles, four for Kiwi Scott

Dixon and one for Aussie Will Power.

Power tried to make a career in F1 but, unable to reach that pinnacle, he turned to the American scene as many drivers are now doing.

Dixon came through the American pathway system, which over several decades has proved to be one of the most successful international ladder programs in the world.

Of the 34 second-tier Indy Lights championship winners, a total of 31 have made it to the IndyCar Series, an incredible 91 per cent ratio, compared to 75 per cent in the GP2 Series/FIA Formula 2 Championship era.

There are four tiers on the Road to Indy ladder, with the top category being of course the t IndyCar Series itself.

The second tier is Indy Lights, followed se by the Indy Pro 2000 Championship and I US F2000 F20 National Championship.

Six-time Six-tim IndyCar race winner James

Kiwi Hunter McElrea (here) leads a field of fourth-tier US F2000 machines. All three IndyCar junior categories are run by Andersen Promotions, headed by CEO and founder Dan Andersen (inset).

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Hinchcliffe, a former Indy Lights and Indy Pro graduate, explained that the Road to Indy program has made life simplier for competitors, with each rung a useful step forward.

“For so many years there were too many options in junior formula racing, and it was so tough for drivers coming up to make the right decision on where to run,” said Hinchcliffe.

“Now, not only is there a clearly defined path, but the Road to Indy has all the best series that lead so well into one another.

“All the cars are great learning tools to develop for the next step and now you’ll see drivers arriving at each level a lot more prepared.

“It speaks volumes to IndyCar’s commitment to the long-term health of open-wheel racing in North America that they have created this system.”

Young Australian Cameron Shields has competed in the last two season of the

US F2000 National Championship and passionately believes the Road to Indy program is one of the best in the world.

“It is a very good program, there is a very good ladder system, which leads to the IndyCar Series. It is a system that has to be one of the, if not the best, in the world,” Shields told Auto Action said.

“I can’t think of any that offer the prizemoney or such a clear structure to the top level of professional racing.”

Since the official Road to Indy platform was launched in 2010, it has bred many of the current IndyCar stars including Josef Newgarden, Colton Herta, Jack Harvey, Patricio O’Ward and Oliver Askew.

The likes of Australians Jason Bright and Paul Morris tried the American route but due to budget restraints were unable to make it to the top.

However, since the Road to Indy scholarships have been instigated, it has enabled international drivers to scale the American categories much more easily.

Were Morris and Bright competing today, they may make it to IndyCar without big pockets of cash.

Look no further than New Zealander and adopted Aussie Hunter McElrea, a front-running third-tier Indy Pro 2000 competitor who is quickly climbing the ladder.

All three of the lower categories, Indy Lights, Indy Pro 2000 and US F2000, are run by Andersen Promotions and the founder and CEO of the company Dan Andersen spoke to Auto Action.

Andersen ran the US F2000 Series from 1992 until 2001, when he decided to start his own race team.

After several years running cars in all

Australians and New Zealanders have achieved great success in America. Look no further than Australian Will Power (above) winning the Indy 500 and New Zealander Scott Dixon, who took his sixth IndyCar crown in 2020 (left). The third-tier Indy Pro 2000 category races on ovals, road and street circuits (below).

three tiers of the American junior openwheel categories, he was enticed back to category ownership.

Andersen Promotions was launched and has since revived and renamed the Indy Pro 2000 Championship and now manages Indy Lights (which remains owned by IndyCar).

As Shields alluded to, the main drawcard of the Road to Indy program is that it offers a unique scholarship-funded pathway all the way to the pinnacle of American open-wheel racing, IndyCar. Cash prizes and awards are on offer at each level to assist drivers in reaching that next level.

“You take a driver like Oliver Askew; he won the shootout scholarship - back then we had a shootout and lot of countries were involved including Australia, and one driver would win a scholarship in US F2000 worth $200,000 USD - and then did a year of F2000,” Andersen to AA. “He won that scholarship and moved into Indy Pro 2000, didn’t win that category in the first year, but performed well enough that his team gave him a second shot and he won that scholarship

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Australian Cameron Shields is a front runner in the US F2000 National Championship.

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the second time around, allowing him to go into Indy Lights.

“Bootstrapping his way to the top, he is the poster boy for what we do, he came as a nobody and made it all the way through the ladder and all the way into IndyCar.” Signed by McLaren SP for the 2020 IndyCar Series, Askew scored a maiden podium finish and several other top 10s in his debut season.

McElrea and Shields wish to emulate this and join the likes of Power and Dixon at the top of American motorsport.

Anderson spoke about what he feels makes the Road to Indy program more successful than many other international tiered ladders.

“We not only provide them competition

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Oliver Askew won each championship tier on his way to the IndyCar Series. Here he leads the Indy Lights field. Askew’s great junior career earned him a seat with Arrow McLaren SP for the 2020 IndyCar Series (below).

on the same track that IndyCar runs, we have great progression of horsepower, speed and lap times that get progressively better as they graduate step by step,” he explained.

“They are spec series’, but not so spec that you don’t still have to learn how to deal with a crew chief, engineer and how you adjust your car. On every step of ladder, drivers learn how to make changes that are successful to make them faster.

“As well as that, it’s the success rate, coming in and seeing a real opportunity to make it to IndyCar.

“Formula 1 is the ultimate, but the fact is it’s very, very difficult to get into F1 through the open-wheel categories.

“If you’re not in one of the driver development programs, you’re pretty much wasting your money.

“We don’t only train drivers for IndyCar, you look at the driver list from the 24 hours of Daytona two weeks ago, there’s a lot of our alumni running in that.

“If they can’t get a decent seat in IndyCar they’ll move over to sports cars and they’ll make a career out of it. It’s a good training program for any professional racing career.”

Shields agrees, he feels that the US F2000 National Championship is a professional entry-level open-wheel series that can train him for any series.

“It’s certainly very tough; I’m competing against some of the best drivers from all over the world,” Shields told AA. “There are many champions, whether that be in Formula 4 or karting, by any means it has been very tough. Whilst it is a US series there is a very wide mix of nationalities. It is as tough as any other junior racing category in the world.

“There are many opportunities in the US - there’s not just one category – but

IS THERE ANOTHER U.S. PATH? IN THE United States there are two open-wheel categories that are not part of the Road to Indy program.

Dan Andersen sees one of these as beneficial, but not the other.

Formula 4 in the states is seen as an entry level open-wheel category, which New Zealander Ronan Murphy (son of four-time Bathurst 1000 winner Greg) competed in last year.

Formula Regional Americas is the American continent’s Formula 3 championship, which is contested

by Australian Joshua Car.

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“The Formula 4 Championship has not hurt us at all because most drivers in the F4 series want to go into US F2000, F4 is a step below that,” Andersen explained.

“It is not taking drivers away other than drivers that simply aren’t ready for US F2000, they take kids directly out of go-karting.

“They (the drivers) may not be ready to jump into the intensity of US F2000, so they go through a year of F4 and many of them will come into our program.”

Formula Regional Americas, on

the other hand, does not work as well with the Road to Indy, Andersen feels.

“Formula Regional is the series that, in my opinion, I’ll be very frank (about),” he said.

“There’s no reason for it to exist other than the fact that somebody wants to have their own ladder.

“I don’t see any point in that, there is no reason for Formula Regional to exist!

“F4 feeds right into us, but Formula Regional is just a distraction.” DM

for me that’s what I’ve got my sights set on for the moment.”

In two seasons of US F2000 competition Shields has bagged several podiums and the jewel in the crown, the Carb Night Classic in 2019.

Anderson explained that in recent years international interest has certainly spiked, particularly in the last 12 months.

“We are getting more interest for the 2021 season from overseas, we’ve always had a lot of international drivers, but the interest seems to have stepped up,” Andersen said.

“I think it is because we managed to get a full season last year for our lower series, despite COVID.” The US F2000 Championship is open to any drivers aged 15 and over, and will even accept 14-year-olds pending a review and acceptance of a quality driving resume and they must be approved by the series and IndyCar. The series traditionally runs between 14-17 races per season and at the end of the season, the champion receives a scholarship valued at around $425,000 AUD to advance to the Indy Pro 2000 series the following year.

After finishing as runner-up in the US F2000 Championship in 2019, Kiwi McElrea made the step up to Indy Pro 2000 in 2020 with Pabst Racing.

McElrea had a strong Indy Pro season in 2020, finishing on the podium five times before capping off the year with a win on the streets of St Petersburg.

The series is designed to bridge the

Hunter McElrea finished second in the US F2000 Championship in 2019 before stepping up into a Indy Pro 2000 machine last year.

INDY LIGHTS - DALLARA IL-15

gap between the USF2000 Championship and Indy Lights, however in 2020 it became the second-tier as the Indy Lights Series was cancelled.

“We did take a pause for a number of reasons,” Andersen explained. “Mainly the uncertainty of the schedule and the uncertainty of drivers getting in from overseas, as well as the TV issues that were raised by constant changes of schedules.”

McElrea feels that this was beneficial for his career, as he was forced to raise his game and compete against many of the drivers that were set to compete in Indy Lights.

“That was honestly really good because the field was so tight and full of talent,” McElrea told AA. “Probably the toughest field ever in Indy Pro to be honest. If you look at it, it was like two categories, people that wouldn’t necessarily be racing each other, all in one. I really actually enjoyed that, and it forced you to kind of be on your A game.

“Far out, when I say it’s the most competitive year, there was eight different winners, that’s insane!”

The winner of the Indy Pro 2000 Championship is awarded around $800,000 AUD to take to the next level, Indy Lights.

Since the Road to Indy Series was formed, a staggering 37 drivers have progressed from Indy Lights to IndyCar, and over 135 have made it to IndyCar since Indy Lights’ inception in 1986.

Indy Lights, the penultimate step on the Road to Indy Series, is a large step up with the series spec machines a lot closer in lap time and appearance to the father series.

Despite not running in 2020 and a challenging year for entries in 2019, Andersen believes that the category is going to grow stronger once more.

“We are getting there, we had a real bad year in 2019, we are in the 12-15 car range right now. The ladder is feeding it because our US F2000 field is in the 25 to 30 car range,” Andersen stressed.

“I think it’ll grow naturally as we build the bottom of the ladder. They’re showing great signs of growth and 2021 is already a great jump forward from what we saw in 2019.”

This year Australian Alex Peroni makes the move across from the FIA Formula 3 Championship to the Indy Lights Series, with the Carlin team.

Like Power a couple of decades ago, Peroni has been forced to change targets due to the substantial budget requirements of the path to Formula 1.

The F1 junior category budgets are around four times more than in the states.

“We offer a lot of value for a lower budget,” Andersen said.

“Unfortunately, the budgets are still higher than I would like, but I can’t set budgets.

“The teams are obviously independent businesses, and they need to cover the costs of racing and trade profitably.

“It’s become so competitive that even on the US F2000 level they’re hiring IndyCar calibre engineers and that raises the budget. Everybody wants to win, so the teams are staffed with optimal mechanics and engineers and they go testing a lot.

“We look at our schedule and try and tailor it to cut the budgets down. This year, for instance, we dropped our west coast swing entirely, trying to keep the travel costs to a minimum and bring some sense into the budget.

“It’s still great value to what you’re seeing elsewhere in the world, you get a lot for the money, racing in our series’.

“But I’m doing everything I can to reduce the cost even further.”

These days if successful in Indy Lights (unlike with the FIA Formula 2 Championship and Formula 1), you are guaranteed several races in IndyCar the following year.

“It guarantees them at least three IndyCar events including the Indy 500,” Andersen said.

“In recent years it has developed into these young drivers getting full seasons in their first year, as the IndyCar team owners are recognising the talent and grabbing these kids.

“Not only are they taking their scholarship into IndyCar but the teams are enhancing it by giving these young drivers subsidies for the rest of the full season of IndyCar.”

Oliver Askew (pictured here) is the poster boy for the Road to Indy pathway. Ronan - son of Greg - Murphy (left above) competed in US F4, while Josh Car (left below) races in US Formula Regional, both categories that are independent of the Road to Indy program.

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DESIGN: Carbon chassis and bodywork ENGINE 2.0 Litre turbocharged four-cylinder (capable of lasting a full season) POWER: 336 kW (450BHP) plus Push-to-Pass 37kW (50 BHP) TOP SPEED: 338km/h on speedways WEIGHT: 626 – 635kg GEARBOX: Ricardo 6-speed semi-automatic CLUTCH: Tilton carbon 3 plate EXHAUST: SSTube Technology ELECTRONICS: Cosworth looms, data logger, dash, display and sensors; Life Racing ECU, paddle-shift kit, “drive-by-wire” throttle control, driver adjustable map settings FUEL: VP is the Official Fuel of Indy Lights DAMPERS: Dynamic DSSV BRAKES: PFC rotors (309 mm x 28 mm), callipers (aluminium monoblock) and pads TYRES: Slick/rain tires co-branded Cooper/Indy Lights as manufactured by Cooper Tires WHEELS: Motegi Racing aluminium wheels with techno-mesh design – 15” x 10” front, 15” x 14” rear

INDY PRO 2000 - TATUUS PM-18

DESIGN: Full carbon composite and aluminium honeycomb monocoque with carbon fibre bodywork ENGINE: 2.0 litre Mazda developed MZRPM18A POWER: 205kW (275 HP) TOP SPEED: 266 km/h WEIGHT: 520 kg GEARBOX: Six-speed sequential BRAKES: PFC brakes ELECTRONICS: Cosworth data logger, utilizing a fly-by-wire throttle system and Cosworth SQ6 engine management system.

FUEL: VP is the Official Fuel of IndyPro2000.

DAMPERS: Dynamic dampers; and Hyperco springs TYRES: Slick/rain tires co-branded Copper/Indy Pro 2000 as manufactured by Cooper Tires.

WHEELS: Motegi Racing forged Techomesh mono-block alloy wheels, 13” x 10” and 13” x 12” (front and rear).

US F2000 - TATUUS USF-17

DESIGN: Full carbon composite and aluminium honeycomb monocoque manufactured by Tatuus ENGINE: 2.0 litre Mazda MZR engine, POWER: 130kW 175bhp TOP SPEED: 233kp/h WEIGHT: 500 kg GEARBOX: Six-speed sequential ELECTRONICS: Cosworth data logger, a fly-bywire throttle system and Cosworth SQ6 engine management system.

FUEL: VP is the Official Fuel of Pro Mazda.

DAMPERS: Dynamic dampers/Hyperco springs.

BRAKES: PFC brakes; TYRES: 13 inch slick and rain tires co-branded Cooper/US F2000 as manufactured by Cooper Tires.

WHEELS: Motegi Racing forged Technomesh mono-block alloy wheels, 13” x 8” and 13” x 10” (front and rear).

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NASCAR

ALL CHANGE

NASCAR this season will be one of difference. A new calendar and subtle rule tweaks aim to attract viewers back, as DAN McCARTHY details.

NASCAR HAS been shaken up.

The 2021 Cup Series schedule is the most foreign-looking calendar in decades as the American Stock Car Series pushes to try and re-engage its dropping national audience figures.

For this season a number of road courses have been added to the schedule, there are several new and returning venues, and for the first time in half a century NASCAR will race on dirt!

All this creates a mouth-watering prospect for the casual NASCAR supporter, but will it put off the traditional die-hard NASCAR fan?

Only time will tell.

Before championship points even get handed out, the pre-season Busch Clash will take place on the Daytona Road Course rather than the traditional oval for the very first time, and will set the tone for the season.

As is tradition, the first point scoring event of the NASCAR Cup Series begins with the Daytona 500 on February 14.

One-week later the NASCAR teams and drivers plunge straight into the reshuffled and unique 2021 calendar, starting with the Daytona Road Course.

Formula 1, MotoGP, IndyCar and even Supercars have utilised the Circuit of the Americas venue in Texas, and for the first time in 2021 so will the Cup Series. This is one of the many innovations to the American category this year.

On March 28 the Bristol Motor Speedway will host the first top-tier NASCAR race on dirt in half a century. The last NASCAR race to take place on dirt was way back in 1970, 51 years ago.

Dirt is being laid down on the 0.533-mile

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Hendrick Motorsports driver Chase Elliott took the title in 2020, but will his reign continue this season? (top). Joey Logano (above, left) and Kevin Harvick (left) will lead Ford’s charge. For the first time since 1970, NASCAR will race on dirt, at Bristol Motor Speedway (above). Images: LAT

Tennessee short track and is set to be a real spectacle.

Remarkably though, the legendary Road America racetrack has had an even longer wait than the return of dirt!

Road America returns to the NASCAR Cup Series calendar for the first time since 1956, which is 65 years ago.

The Road America race will take place on July 4, forcing an event at the Indianapolis

Motor Speedway to move back one month. The Indianapolis event has also changed from the speedway to the road course.

Another returning venue will be the Nashville Superspeedway and it is scheduled to host a race on June 20, its first top-tier NASCAR Sprint Cup race in a decade.

This has occurred because Dover Motorsport, which owns and operates the Dover International Speedway and Nashville Superspeedway, elected

to move one of the two races from Dover to Nashville.

Sadly, as several new circuits are introduced or reintroduced, others have to make way.

The departing tracks include the popular Kentucky Speedway, Chicagoland Speedway and the Auto Club Speedway (the latter cancelled because of COVID-19 cases in Florida).

The traditional Cup Series road course venues, Sonoma and Watkins Glen, will return once again in 2021 after a year’s absence due to COVID-19.

The non-championship All-Star weekend usually held at Charlotte Motor Speedway has now been moved to Texas Motor Speedway.

Last year due to the COVID-19 pandemic NASCAR elected to abandon practice and qualifying, shortening events to a single day, in a bid to fit all 36 races in a condensed season.

Leading Toyota team Joe Gibbs Racing had three drivers finish within the top 10 of the Cup Championship, led by Kyle Busch (above), Martin Truex Jr and Denny Hamlin (below, left). Australian James Davison will again participate in the series part-time next year (below, right), which will include a trip to CoTA (bottom).

The shortening of race events proved popular with teams and in 2021 just eight of the 36 points-paying races will feature practice and qualifying. The remaining events will feature a solitary race over just one day rather than an entire weekend.

Practice and qualifying sessions will be limited to the new venues and circuit configurations, as well as high-profile events.

Theose eight events are the Daytona 500, Bristol dirt race, Circuit of the Americas, Coca-Cola 600, Nashville Superspeedway, Road America, Indianapolis road course, and the Championship 4 finale.

As it did in 2020, Phoenix Raceway will host the final season deciding Championship 4 finale.

Going into 2021, reigning champion Chase Elliott has the momentum on board, winning the final two events in 2020 and three of the last five races.

The Hendrick Motorsports driver came home strong in the playoff stages of 2020 after a reasonable regular season.

He will undoubtably be one of the title favourites this year along with the Team Penske trio and the Joe Gibbs Racing Toyotas.

Along with Elliott, the Hendrick Motorsport Chevrolet squad will field a competitive line-up that features William Byron in the #24 machine, while Alex Bowman moves from the #88 to the legendary #48, replacing the departed Jimmie Johnson.

The fourth man in the team will be Kyle Larson, who was suspended by NASCAR last year for using a racial slur in an Eseries race.

Larson hasn’t just been given a lifeline by Henrick Motorsport, he goes in as a real dark horse for the title despite not racing in 11 months.

For the fourth year in a row Team Penske will field the same experienced trio of drivers.

Its Ford Mustangs will be piloted by Ryan

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Blaney, 2018 series winner and former Daytona 500 winner Joey Logano, and 2012 champion and 2020 Cup Series runner-up Brad Keselowski.

Keselowski and Logano will undoubtably be title contenders in 2021. Both made it to the final 4 last year and came agonisingly close to claiming their second titles.

Blaney starts his fourth season at Team Penske with a point to prove, the 27-year-old having shown that he has the speed to take multiple wins in that time.

However he is yet to string that together over the course of a season, and will be looking to make it into the Championship 4 for the first time.

A fourth car for Austin Cindric (the son of Team Penske president Tim) will be entered in selected Cup Series races, including the season opening Daytona 500.

Joe Gibbs Racing had a tough season in 2020, only one of its drivers making the Championship 4 finale, so the Toyota squad is looking to rebound in a big way.

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Three of its four drivers remain unchanged, one of which is two-time defending Daytona 500 winner Denny Hamlin, the only driver to make the top four last year.

The 2017 Cup Series winner Martin Truex Jr. and his Bathurst 1000 winning engineer, Australian James Small.

After winning the series in 2019, Kyle Busch’s title defence was disappointing, eighth in the standings with just a solitary victory.

One positive is that it came late on and may act as a good omen for 2021.

Christopher Bell takes over the #20 machine driven by Erik Jones in the last three seasons. Bell made his Cup Series debut last year and finished 20th in the final standings with the Leavine Family Racing squad, so his progress in the leading JGR outfit this season will be worth watching.

Stewart-Haas Racing and Kevin Harvick looked good for the title in 2020 after an outstanding regular season.

However, Harvick faded late in the playoffs and

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did not qualify for the Championship 4, so the #4 driver will be looking to turn that around in 2021.

Aric Almirola remains in the #10 Stewart-Haas Ford and 2020 rookie of the year Cole Custer stays put in the #41 machine.

A space was made vacant in the famous #14 machine when the veteran Clint Bowyer announced his retirement, and that will be filled by rookie Chase Briscoe.

As always Kurt Busch will be a contender at Chip Ganassi Racing and in 2021 will be joined by new teammate Ross Chastain, leaving Matt Kenseth on the sidelines after subbing in for the suspended Larson.

After competing in several races last season for a couple of teams, Australian James Davison (cousin to Will and Alex) will return to compete in the #53 Rick Ware Racing machine in 2021.

There is no doubt the 2021 NASCAR Cup series is highly anticipated and is set to be intriguing from lap 1 of the Daytona 500 right through to the end of the season.

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DAYTONA 24HRS Report: Dan McCarthy Images: LAT AS ALWAYS, the Daytona 24 Hour threw up shocks and surprises right up until the very end.

While Filipe Albuquerque, Ricky Taylor, Alexander Rossi and Helio Castroneves won the race outright, our Aussies had success in the other classes.

As is tradition, the IMSA Sportscar Championship kicked off its season with the Daytona 24 Hour race and in 2020 all five classes were hotly contested.

The fight for the outright race victory was not decided until the final minutes, with the #10 Wayne Taylor Racing coming out on top, with the quartet handing the squad its third consecutive Rolex 24 hour win and fourth in five years, though its first with the new Acura partnership.

In the closing laps Renger van der Zande looked as if he was going to hand Chip Ganassi Racing a victory on its return to the top tier DPi class, as he quickly caught the leader in the closing laps.

However with the race lead and victory almost in his grasp and just seven minutes left of the race, he picked up a right-rear puncture. van der Zande, former F1 driver Kevin Magnussen and reigning IndyCar Series winner Scott Dixon ultimately finished a disappointing fifth.

Portuguese driver and race winner Albuquerque thought that the win could have been taken away, but luck was on their side.

AUSSIES SUCCEED IN DAYTONA 24 HOUR

“I was always looking in the mirrors,” Albuquerque said.

“He was fast, he was faster than me, obviously. But I thought there must be tyre trouble. Physics tells you that. When you push too hard, something happens. When you go off track as well, something goes bad.

Australian Scott Andrews took the Riley Motorsport Ligier to victory in LMP3 (top).

Jimmie Johnson led the Ally Cadillac team into second ooutright (above, left) while Mazda rounded out the podium (above, right). A narrow outright victory went to the Acura DPi of Filipe Albuquerque, Ricky Taylor, Alexander Rossi and Helio Castroneves (below).

“I was not expecting that to happen, obviously, but I was expecting some trouble with (van der Zande’s) performance.

“He nearly passed me, but then he was kind of steady for four of five laps, he was not really getting in there. I was just counting.

‘One more lap. One more lap in the lead.’

“When he blew, we were lucky. But there is nobody who has ever won Daytona or

any championship without luck.”

The Ally Cadillac Racing machine of Kamui Kobayashi, Mike Rockenfeller, Simon Pagenaud and Jimmie Johnson took second position and finished just 4.7s off the win.

Kobayashi snatched second place from the sole Mazda Motorsports entry with just four laps to go.

However, the #55 Mazda trio of Oliver Jarvis, Harry Tincknell and Jonathan Bomarito should not be disappointed with a podium, as they clawed their way back from three laps down to fight for the win.

Fourth place went to A. J. Allmendinger, Dane Cameron, Juan Pablo Montoya and Olivier Pla. The top five all finished on the lead lap, separated by just 69s after 24 hours, the only two DPi cars that didn’t included the #31 Whelen Engineering Racing pole sitting machine driven by Felipe Nasr, Mike Conway, Pipo Derani and reigning NASCAR Cup Series winner Chase Elliott, which finished multiple laps down.

The other was the Tristan Vautier, Loic Duval and Sebastien Bourdais, French trio not greeting the chequred flag.

X X

Australian Kenny Habul (top) finished a narrow second in class but it was a Mercedes-AMG 1-2 in GTD. Matt Campbell (above, left) was in contention for a podium finish until a late-race incident cost the Pfaff Motorsports Porsche 911 GT3R valuable time. In a GTLM field lacking numbers, Corvette Racing took the first two positions ahead of BMW and Ferrari, all finishing within a lap of each other.

New to the top-tier IMSA Sportscar Championship for 2021 is the LMP3 class, and an Aussie took the class win.

Australian Scott Andrews and his American teammates, young IndyCar gun Oliver Askew, former IndyCar driver Spencer Pigot, and Gar Robinson dominating the LMP3 class.

The #74 Riley Motorsports quartet were in a league of their own. In the first half of the race they pulled out a lead of several laps and from then on controlled the gap out front, going on to take the class win by over three laps.

Driving the the Ligier JS P320 Andrews notably pulled another lap advantage on the field during one of his night time stints.

His teammate Pigot described it as a smooth race, but it was by no means an easy feat.

“It was a pretty smooth race, to be honest,” Pigot said. “We kind of stayed out of trouble and did our own thing. That was our plan all along.

“Nobody knew how reliable these LMP3 cars would be. I don’t think they’d ever run a race this long. One thing we knew is that we’d have the best-prepared car in the paddock, and I think we showed that today.”

Joao Barbosa, Lance Willsey, Wayne Boyd and Yann Clairay finished second in class

ahead of Moritz Kranz, Hoerr Laurents, Kenton Koch and Stevan McAleer.

The other four Aussies in the race featured in the incredibly competitive and dense 19 car GTD class field, and collectively they had a mixed bag of results.

The class was won by Maro Engel, Russell Ward, Indy Dontje and Philip Ellis, despite the latter colliding with the #21 Ferrari when fighting for the lead in the closing hours.

The stewards deemed it to be a racing incident and the #57 Mercedes quartet would go on to claim class honours.

The first Aussie home in the GTD class was Kenny Habul and his teammates Raffaele Marciello, Luca Stolz and Mikael Grenier. The #75 Mercedes drivers crossed the line in second position, only 16.3s behind the race winner.

The next Aussie home was sixth in class, Aidan Read driving the #96 BMW alongside young IndyCar sensation Colton Herta, Bill Auberlen and Robby Foley, the quartet staying out of trouble and picking up a solid result.

At the end of the 24 hour race they finished one lap off the class win, highlighting the competitiveness of the GTD class.

Aussie Porsche driver Matt Campbell and his teammates Laurens Vanthoor, Lars Kern

and Zacharie Robichon sat in contention for at least a podium for much of the day, but late race issues saw the quartet finish well out of contention.

“It’s a pity,” Campbell said. “We were looking really strong during the night, and our hopes were high. Unfortunately, an incident resulted in considerable damage.

“Still, the team put in a massive effort and managed to get our No. 9 car back in the race. At least we earned important points for Pfaff Motorsport and for the regular drivers Laurens and Zach.”

Defending outright race winner, Aussie Ryan Briscoe, competed in a GTD class Ferrari 488 this year and was unable to match the success of 12 months earlier, retiring from the race in the closing laps.

LMP2 was won by Dwight Merriman, Kyle Tilley, Ryan Dalziel and Paul-Loup Chatin.

In the GTLM category Jordan Taylor, Nick Catsburg and Antonio Garcia took the victory, although the latter was unable to stand on the podium as he had tested positive for COVID-19 mid-way through the race and had to leave the venue immediately.

Fortunately for the #3 Corvette trio, Garcia had completed his minimum laps and so Taylor and Catsburg combined to take the win from the fellow factory Corvette squad.

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RACE TASMANIA

TCR AUSTRALIA ROUND 1

Jordan Cox was in illustrious company at Symmons Plains (above left), joined by Chaz Mostert and Lee Holdsworth on the podium after winning two races. Aaron Cameron starred in Race 2 until a gear selection problem forced him out of the lead. Here (above, right) Cameron leads Josh Buchan, who scored his first podium in the opening race after a penalty for Jay Hanson.

THE ALFA ISLE

Report: Heath McAlpine Images: ARG/Daniel Kalisz

THERE WERE many firsts during TCR Australia’s opening round of the 2021 series at Symmons Plains.

Firstly it was a new venue for the category, secondly we saw the domination of just one marque and thirdly, Garry Rogers Motorsport’s Jordan Cox broke through for his maiden win.

It was apparent from very early on in the weekend that the four Alfa Romeo Giulietta Veloce TCRs had the edge over the opposition, especially in a straight line.

Ashley Seward Racing pair Lee Holdsworth and Jay Hanson proved particularly quick, with the former Tickford Racing driver making the perfect start to his debut TCR season to set pole position. Hanson was third.

Cox was alongside Holdsworth on the front-row after the new split qualifying format, which was reduced to the top 10 after the first 15-minutes.

Also making his TCR Australia debut was Chaz Mostert, who lined up fourth and was the first of the non-Alfa Romeos, driving the Melbourne Performance Centre Audi RS3 LMS TCR. Behind, GRM’s Michael Caruso was the lone Alfa Romeo driver to not be on the pace but still placed fifth alongside leading Michelin Cup contender Luke King, in the second MPC Audi.

On the other side of the ledger to the Alfa Romeos were the Renaults and Hondas.

Tony D’Alberto demonstrated by how much the Balance of Performance measures had taken the Civic Type R TCR out of contention, by qualifying only 11th.

Just one place ahead was the lead GRM Megane R.S. TCR of James Moffat.

Also a surprise was the performance of rookie Brad Shiels, who headed both HMO Customer Racing Hyundai i30 N TCRs, in his privateer Tilton Racing example.

The closeness of the field was emphasised by the top 17 entries being covered by less than a second.

Early drama occurred for Caruso off the start in Race 1, when his Alfa Romeo failed

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Tony D’Alberto led the Honda fleet but struggled on the fast starights of Symmons Plains. Balance of Performance left all four Civic Type R TCRs out of contention and on the back foot.

to fire due to a mixture of procedural errors and an actuator fault.

This forced the field to do another warm up lap during which Caruso re-joined the field and started from pit lane, after proving the Alfa Romeo could start under its own power.

Cox won the start and led an Alfa Romeo 1-2-3 heading to the Turn 4 hairpin for the first time. Holdsworth wasn’t letting the

leader get too far ahead as Hanson, Mostert and Aaron Cameron in the lead GRM Peugeot stayed in touch.

Mostert broke the Alfa stranglehold on the podium when he slid down the inside of Hanson at Turn 6, but the lead two needed to bridge the gap as on warmer tyres Holdsworth appeared stronger.

This proved true when Holdsworth made

a decisive move at Turn 6 on lap 7 to take the lead from Cox, while Mostert, Hanson, Cameron and now King still lurked behind.

HMO Customer Racing’s Josh Buchan sat seventh but set a 56.14s lap to be the fastest driver on track.

As the race progressed, Mostert was dropping time to the leaders and fell into the clutches of Hanson. The 17-year-old Ashley Seward Motorsport driver was piling the pressure on the Supercars star, but a lock up at Turn 4 for Hanson led to contact between the two, which dropped Mostert to seventh.

Buchan was the real winner out of this, rising to fourth after passing King and Cameron on lap 14.

A time certain finish meant an early conclusion by three laps as Holdsworth led home Cox by 0.77s, with Hanson crossing the line third ahead of Buchan, Cameron and a recovering Mostert.

Post-race, Hanson was relegated back to seventh after a 10s penalty was applied to his race time for the Mostert incident.

This gave Buchan his maiden podium finish in his first TCR Australia race.

A frantic start to the second race had Cox leading into Turn 2 from a fast-starting Luke King made an impressive TCR Australia debut and leads the Michelin Cup after Round 1. Brad Shiels was fastest of the Hyundais early on in the weekend.

TCR AUSTRALIA POINTS 1 2 3 4 5 6 7 8 9 10

Cox Holdsworth Mostert King Buchan Morcom Cameron Shiels Hanson O’Keeffe

126 122 110 102 100 92 79 73 62 62

Alfa Romeos were the stars at Symmons Plains. The Italian hot hatches dominated, ultimately led on points by Cox (top), along with 17-year-old Hanson (above left) and his Ashley Seward Motorsport teammate, Supercars refugee Lee Holdsworth (above right).

Cameron in the Peugeot, while Holdsworth was relegated back to third.

A superb run out of Turn 4 gave Cameron the advantage along the back straight sweeper, to take the inside line into Turn 6 and for the first-time a Peugeot was leading a TCR Australia Series race.

But the race was then interrupted by the safety car as GRM stablemates Caruso and Dylan O’Keeffe collided crossing the start-finish straight.

The Alfa Romeo suffered severe damage to the rear, placing doubt on its participation for Race 3, while O’Keeffe’s Renault also entered retirement.

At the restart on lap 7, Cameron made a perfect jump to gap Cox with Holdsworth and Buchan placing pressure on the GRM Alfa Romeo, just as Mostert did likewise to the HMO Customer Racing Hyundai i30 N TCR. Buchan made a mistake at Turn 6 to allow the two MPC Audis and Hanson through, but just as Moffat was searching for a way past, he put his right-hand side tyres onto the dirt and slammed

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into the rear of Hanson’s Alfa Romeo. The damage for both led each into retirement.

Cameron still led from Cox and Holdsworth, but the GRM Alfa Romeo was heaping the pressure on the Peugeot, until the French machine began having gear selection problems. As a result, he ran wide at Turn 4 allowing Cox through, then he stopped exiting Turn 4.

Cameron returned back to the pits, but lost five laps as the GRM crew tried to fix the problem.

Cox continued to lower the lap record out in front and there was no answer from Holdsworth, who in turn had to worry about Mostert chasing in third.

Again, the race was shortened by two laps due to the earlier safety car period, Cox crossing the line 0.94s clear of Holdsworth with Mostert dropping back in third ahead of teammate King and HMO Customer Racing team manager Nathan Morcom, who rounded out the top five.

A strong drive by D’Alberto netted only ninth for the Wall Racing Honda driver, sandwiched in

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between the two Bargwannas, Jason ahead and Ben behind.

Caruso’s GRM crew completed a motor sport miracle to repair the Alfa Romeo for Race 3, but he’d start from the rear.

Cox and King made the best of the jumps in the final race, but the latter was unable to sneak into second, as Holdsworth defended into Turn 2.

However, it was soon deemed that Holdsworth had jumped the start and he was penalised 5s added to his race time.

Cox led comfortably as four or five entries, which had retired from Race 2, began to charge through the field from the back led by Cameron’s Peugeot.

Cox and Holdsworth had pulled away by 2s from Mostert, who won a battle with teammate King to take the final podium slot.

After running as high as sixth, there was disappointment for Shiels as a mechanical drama dropped the Tilton Racing Hyundai out of contention.

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Honda privateer Zac Soutar also retired due to a steering arm problem, making the Civic dangerous to drive.

With that 5s penalty hanging over his result, Holdsworth completed a move at Turn 6 to take the lead from Cox with just two laps remaining.

Although the lead was out of reach, second-place was still achievable as Mostert was more than 3s further back.

Cox may have crossed the line second but was awarded the win ahead of Mostert, with Holdsworth third and leader of the Michelin Cup, King, next.

However, an exploding disc on the Peugeot of Jason Bargwanna caused brake failure and ended in heavy contact with Moffat’s innocent Renault, though both drivers emerged from the heavy impact unscathed.

Leaving Symmons Plains, Cox leads the series by four-points clear of Holdsworth with Mostert a further 12 behind heading to Phillip Island.

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RACE TASMANIA

S5000 ROUND 1

THUNDER BEGINS WITH A BANG Report: Dan McCarthy Images: ARG/Daniel Kalisz/Insyde Media THE LONG-AWAITED inaugural round of the thundering VHT S5000 Australian Drivers’ Championship did not disappoint, with three exciting and incredibly captivating races at Symmons Plains Raceway.

After two exhibition rounds in 2019 and the abandoned Australian Grand Prix weekend last year, the S5000 Championship finally made its official debut.

The round also spelled the return of the prestigious Australian Gold Star previously won by Will Power, Mark Skaife and Leo Geoghegan, just to name a few.

The grid contained a mixture of youth and experience, open-wheel experts and tin top drivers, making it was clear from the entry list alone that it was going to be an incredibly competitive year.

Reigning Super2 Series winner and former openwheel ace Thomas Randle entered just weeks after recovering from chemotherapy treatment.

Randle is set to be a front-runner this season along with established open-wheel steerers including two-time Australian Drivers’ champion Tim Macrow, former GP3 Series driver Joey Mawson, and multiple-time Australian F3 Championship race winner Ricky Capo.

Supercars co-driver James Golding and Trans

Thomas Randle (above), Joey Mawson (below) and Tim Macrow (bottom) shared the S5000 wins.

GOLD STAR POINTS 1 2 3 4 5 6 7 8 9 10

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Randle Macrow Mawson Leeds Herne Capo Golding Astuti Webster Willmington

115 104 93 72 71 68 52 47 43 40

Am front runner Nathan Herne, both of them tintop experts, entered the championship with GRM. A bunch of young Aussie open-wheel prodigies also graced the series in Luis Leeds, Antonio Astuti and Tommy Smith, while the rest of the field was made up of Excel ace Cooper Webster and secondgeneration racer Braydan Willmington.

In qualifying a total of 10 points were to be awarded to the pole sitter right down to a solitary point for the 10th place.

Due to the very hard Hoosier compound tyres (designed to make these beasts tough to tame) the longer the cars ran in qualifying, the faster the lap times got.

Halfway through the session, as lap times began to tumble, Astuti came to a halt and the session was temporarily red flagged.

The session resumed with only a handful of minutes remaining and forced drivers to get on the pace quickly.

Despite the limited time to warm up the tyres, many drivers improved.

In the end it was Randle who held on to claim pole position with a 49.5995s time, 0.24s faster than his Team BRM teammate Joey Mawson.

James Golding set the fastest first sector in the dying seconds but was unable to snatch pole, and he would line up third ahead of Herne and Capo, who went off the road on his final lap.

Leeds, Macrow, Webster, Astuti, Smith and Willmington rounded out the 11-driver field.

The first race took place on the Monday afternoon of the Australia Day long weekend, and when the lights went out it was Joey Mawson who made the better jump to immediately snatch the lead.

Randle, keen to retake first, braked late at Turn 4 and tried the long way around the hairpin but to no avail.

Off the line Herne got past his much more experienced teammate Golding, however his time in third place was short lived.

At the start of lap 2 coming over the rise at Turn 1, Herne lost the rear of his Valvoline sponsored S5000 and spun into the gravel

Randle battled Macrow during the third race (above and left). James Golding and Nathan Herne (below) led the GRM charge, while Ricky Capo (bottom) had a solid weekend.

trap. He was unable to get the #29 machine out and the safety car was called.

Mawson led from Randle, Golding, Capo, Macrow and Leeds when the race restarted on lap 6.

It was an intense race from this moment onwards as Randle kept Mawson honest out front.

Five laps after the restart Randle was still within 0.5s of the leader, forcing Mawson to constantly look in his mirrors.

The pair traded not just fastest laps but lap records, as they both continually broke the existing 40-year-old mark set by Alfredo Costanzo back in 1980.

Randle edged closer and closer and had a little look at Turn 4 on lap 19 as he chirped in on the rear brakes.

Just moments later Randle became the first to blink, running wide at Turn 6 and losing a second, letting Mawson off the hook.

From there Mawson was not challenged and he romped home to become the first-ever S5000 Championship race winner.

Randle finished second with Golding rounding out the podium in his Garry Rogers Motorsport machine.

Capo, Macrow, Leeds, Smith, Astuti and Willmington rounded out the nine finishers, as Webster was disqualified post-race for not wearing fireproof undergarments.

The grid for Heat 2 in S5000 was determined by reversing the top 75 per cent after qualifying.

This meant that Webster, who qualified in eighth, started from pole alongside Macrow.

As the lights went out Macrow made a blinding start and comfortably led into Turn 2, while behind him a cautious Webster was being attacked.

Leeds made a decisive move at the hairpin on the opening lap to take second. The only other driver to notably drop places was Capo, when he lost a large portion of his front wing at Turn 4 on lap 1.

The excitement in Race 2 was watching the Race 1 front runners make their way through the pack.

By the end of lap 2 Webster had been shuffled back, the order was now Macrow, Leeds, Herne, Mawson and Golding.

The battle for fourth was intense with Golding clearly faster than Mawson, and looking everywhere to find a way through.

Mawson was forced to defend the inside on multiple occasions, allowing Golding to apply even more pressure.

Out front Macrow had departed, Herne was beginning to close up on his teammate Leeds.

Randle had got past Webster and now sat in sixth, but the gap was too large to haul in.

Further up the road on lap 14 Golding made a lunge up the inside of Mawson at Turn 4, the pair made contact, but luckily no damage done and they were able to continue, but then just seconds later the safety car was called.

Smith had lost the rear of his Team BRM machine at Turn 3 and slid into the wall, and he was not just out of the race but the damage sustained was too much to be repaired, so he was out of the event.

Due to the damage on the vehicle itt ant took several laps to recover and meant that the race ended under safety car conditions.

This gave Macrow his first official S5000 victory from Leeds, Herne, Mawson, Golding, Randle, Webster, Capo, Astuti and Willmington.

The grid for the final race was set using accumulated points from the round to this point, giving Mawson pole position from Randle, Macrow, Golding, Leeds, Capo and Herne.

For the third time in three races, itt was the man in second position that shot away way off the line best, Randle marching off the line as Mawson burst into wheel spin.

Macrow was also able to sneak around the outside at Turn 1 to take second position, demoting the pole sitter to third.

Leeds made a poor start, overtaken by Capo, he fell off the road at Turn 6 trying to keep Herne at bay and dropped to the back of the field.

Two laps later Herne made his way past Capo at Turn 6 and set about catching the lead quartet.

Randle quickly pulled a margin out front, while Macrow came under threat from both Mawson and Golding.

As was the case in Race 2, Golding was quicker than Mawson but was unable to find a way through. Golding forced Mawson to defend and, in the process, allowed Macrow to skip away.

The battle for third was intense, but sadly with just three laps to go it came to blows.

Golding was hounding Mawson, who elected to defend into the hairpin, while behind Golding locked up and rammed the back of the #27 Team BRM machine.

Despite being hit, Mawson remained on the track, just.

He ran well wide, enabling Herne to pinch third position. Golding was not so lucky in the impact, spinning around and sliding backwards into the gravel trap and out of the race.

Mawson was unable to retake third from Herne and that was the way it remained.

Out front Randle was in a league of his own and cruised home to take an incredibly emotional victory and the John McCormack trophy for the round win, plus the championship lead.

Macrow came home 3.481s back in second with Herne rounding out the podium.

Mawson was fourth ahead of Capo, Webster and Leeds, who recovered to seventh with Astuti and Willmington rounding out the field.

RACE TASMANIA

TCM ROUND 1

LOCALS WIN ON HOME TURF

Report: Heath McAlpine Images: ARG/Angryman Photography MULTIPLE TOURING Car Masters series winner John Bowe and young gun Adam Garwood got their 2021 campaigns to a near-perfect start, to be joint leaders of the title chase after a thrilling round at Symmons Plains.

For the first time since 2018, Touring Car Masters entertained the Tasmanian locals and after the false start of 2020, where only one-round was completed, there was plenty of near-new metal in the field.

This was highlighted by the Ford XD Falcon of Steve Johnson and Gerard McLeod’s Holden VB Commodore.

Although some of the heavy hitters from New South Wales were missing due to the last minute changes in travel restrictions, it was still a high quality field that was headlined by Bowe and fellow Tasmanian Adam Garwood, in Whiteline Racing’s 1970 Chevrolet Camaro.

It was Bowe who took pole but in turn started rear of grid for the Trophy Race, where the front row harked back to the early 1980s as McLeod’s Commodore was joined by Marcus Zukanovic’s XD Falcon.

There was a delayed start to the race due to Tony Karanfilovski being out of sequence, but

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John Bowe finally clocked up his 100th victory in Touring Car Masters and a share of the series lead (above). Meanwhile, Marcus Zukanovic took his maiden win in the Ford XD Falcon (right) and local, Adam Garwood took a win to join Bowe at the top of the points table (below).

it began soon after with Zukanovic in the lead.

Greg Garwood’s return in the Ford Capri Perana ended prematurely after contact with the Whiteline Racing 1969 Chevrolet Camaro driven by Mark King at Turn 6. As the big Camaro spun around, contact was again made with the Capri, damaging the steering.

It was Zukanovic who took a lights-to-flag victory ahead of McLeod and the Peters Motorsport Holden Torana of Ryan Hansford.

It was a Bowe-Hansford front-row with Garwood and the Valiant Pacer of Cameron Tilley adding pressure behind in a frantic start, where Steve Johnson kept a watching brief in fifth.

Bowe created a small gap as Garwood pressured Hansford for second, while Tilley dropped to fifth courtesy of a Turn 6 pass by Johnson as the leader entered his third lap.

Garwood was patient in third, setting up a switchback manoeuvre at Turn 6 and completing the move at Turn 2, as the field began its fourth tour.

A gap of 2.7s separated Bowe from Garwood, but the latter was on a charge until a safety car was required on lap 9 to remove the stricken Torana of Jim Pollicina from the Turn 2 gravel trap.

On the restart, Garwood took advantage of a brake problem for Bowe to take the win ahead of the 1995 ATCC champion and Hansford, to complete a GM 1-2-3.

Race 2 ended with a red flag, as a rim failed on Johnson’s XD forcing him to stop exiting Turn 4.

Prior to that, Garwood won the start alongside Bowe as McLeod cut the second corner, causing damage to his front air dam whiled Hansford brushed the wall on the outside of Turn 3.

Garwood led from Bowe and Hansford when the race was called.

In a minor miracle, Johnson was ready for

Race 3 as the expectation grew on Bowe, who had been stuck on 99 TCM race wins for 14-months.

Garwood won the start as there was contact behind the leading duo. Hansford and Johnson had a small collision at Turn 3, with the former narrowly missing the armco.

McLeod’s fraught weekend continued when he was nudged by the returning Capri of Greg Garwood at Turn 4, forcing the Commodore to go down the escape road.

Garwood continued to hold off Bowe until the Torana positioned itself on the inside exiting Turn 4, and completed the move along the Turn 5 sweeper on lap 7.

Bowe built and held a comfortable margin until the race’s conclusion, to take his 100th victory in the category, while Garwood held onto second ahead of Johnson.

Bowe and Garwood are now joint leaders of TCM heading to Round 2 at Bathurst on 136-points apiece, with Johnson 16-points in arrears.

TOURING CAR MASTERS OUTRIGHT POINTS: Bowe 136, Garwood 136, Johnson 120, Hansford 114, Tilley 113.

TRANS AM ROUND 1 RACE TASMANIA

TWO OUT OF THREE AIN’T BAD Report: Heath McAlpine Images: ARG/Angryman Photography AARON SETON may have carried the number one on his door, but the Ford Mustang driver was toppled in Tasmania by fellow rising star Nathan Herne, in the Dream Racing Dodge Challenger, who won two out of three races at Symmons Plains.

After debuting in Adelaide last year, a strong Tans Am field returned to action after the best part of a season away, to contest the opening leg of the Race Tasmania back-to-back events.

Seton and Herne were joined by the likes of former NASCAR and Supercars co-driver Owen Kelly, plus previous Toyota 86 Race Series winner Tim Brook, while youngsters Edan Thornburrow and Kyle Gurton added to the field’s age discrepancy.

It was Seton who pipped Kelly for pole, while Herne and Brett Holdsworth started from the second row.

Kelly made the best jump in Race 1 to take an early lead, while Seton took second ahead of Herne.

The Challenger driver tried to replicate the move he completed on Seton for the lead, but Kelly proved more than a match as the two entered the back sweeper side-by-side after making contact exiting Turn 4.

Herne won the drag race and went onto win from Seton, after Kelly dropped back due to a fuel pump malady, leaving Holdsworth to take third.

Herne got the run at the start of Race 2 as Seton had to fight off the advances of Holdsworth, while Kelly was pushing in fourth.

The top four had broken away from the rest of the field led by the Mustang of Thornburrow with Seton soon hounding the rear of Herne, bringing Holdsworth and Kelly closer to the battle.

Kelly made his way into third at Turn 6 on lap 3 as Holdsworth dropped away, unable to sustain the pace of the leaders.

Seton meanwhile tried to criss-cross Herne at Turn 4, but failed to make it stick and in turn Kelly started to put on the pressure in third.

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Nathan Herne was challenged in each race (top) by Aaron Seton (above left) and motorsport returnee Owen Kelly (above). It was Seton who broke Herne’s sequence of victories at Symmons Plains.

As the leaders approached Turn 6 on lap 9, Sam Walter spun and was parked on the inside as the Herne-led train negotiated safely through.

Seton’s pressure was rewarded when he took the lead from Herne, then built up an advantage to the flag after the latter was pressured by Kelly.

There was chaos with three laps remaining as Aaron Tebb visited the Turn 6 gravel trap, while Craig Scutella, Mark Crutcher and Hadrian Morrall went off at Turn 4.

A charge by Brook resulted in sixth after a misfire had hampered his weekend prior to this, but his best was yet to come.

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A touch between the two leaders as they approached Turn 2 failed to hinder them as Seton took the lead from Herne and the win, the pair heading into the final 26-lap race of the weekend tied on points.

Kelly was strong off the start behind Seton, as Brook battled Holdsworth for fourth, while Kyle Gurton completed the top five.

Turn 4, lap 5, Brook made his move on Holdsworth and was soon eating into the lead trio’s advantage.

A lap later at the same spot, Kelly slid down the inside and a drag race with Seton followed, but the latter had to concede the position.

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Lap 14 and Kelly was making his intentions felt.

Herne ran marginally wide at Turn 4 allowing Kelly through in to the lead, however he had to fight for it as the two went side-by-side down the sweeper, though it was the local who held the inside line.

The battle for the lead continued to be hot as Herne unsuccessfully attempted to pass at Turn 4 two laps in a row, in the second of which there was contact.

But there was a mistake by Kelly at Turn 4 when he ran wide, allowing Herne to complete the move at Turn 6 and a lap later Seton did the same. Making it three positions lost in as many laps, Brook took Kelly at Turn 6 to elevate himself onto the podium.

Herne won the race with two wheels on the grass ahead of Seton, Brook, Kelly and Thornburrow.

Just four-points now separate Herne and Seton at the top of the table with Kelly a further 22-points back, as the National Trans Am Series heads to Phillip Island for Round 2.

NATIONAL TRANS AM SERIES POINTS: Herne 208, Seton 204, Kelly 186,

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RACE TASMANIA

TRANS AM M

BASKERVILLE ROARS Report: Heath McAlpine Images: ARG/Angryman Photography/ Insyde Media THE RETURN of the Tasmanian Ten Thousand was the main drawcard for Race Tasmania’s second leg at Baskerville Raceway.

Close racing entertained the restricted 3000 spectators at Baskerville’s natural amphitheatre, located just 22km out of Tasmania’s capital of Hobart.

Trans Am headlined the bill supported by invitational events for TCR Australia and Touring Car Masters, while Hyundai Excels, Holden HQs and Improved Production added the local flavour.

TRANS AM

AARON SETON completed a near-perfect weekend in Trans Am to seal the Tasmanian Ten Thousand and its $10,000 purse.

Seton took pole by a mere 0.03s ahead of Brett Holdsworth. The newly signed Matt Stone Racing Super2 driver’s biggest adversary for the weekend, Owen Kelly, was third ahead of Nathan Herne and local driver Tim Shaw.

The field was almost immediately split into two groups as the top five sprinted away, leaving the rest in their own private battle led by Aaron Tebb.

Aaron Seton (centre) dominated Trans Am at Baskerville, while Owen Kelly (left) and Nathan Herne (right) shared the spoils.

Kelly moved to second early on as Holdsworth had Herne for company in third.

Lapped traffic enabled Kelly to close in on Seton, leading to contact when the former NASCAR driver took the lead at Turn 5, but he was later penalised 5s, handing Seton back the win.

Kelly remained second ahead of Herne, who got the better of Holdsworth.

Seton dominated the second race which was interrupted by the safety car when

Craig Scutella spun exiting Turn 7, causing a grass fire.

Kelly put the pressure on Seton during the opening corners, running side-by-side, but it was the rising star taking the win. Kelly led Herne and Holdsworth across the line.

Contact between Seton and Kelly at Turn 1 dropped the former to fifth after the opening lap of Race 3.

This sparked a solid comeback drive from Seton, who returned to third as Kelly took a comfortable victory ahead of Holdsworth.

The Trans Ams sure filled the tight Baskerville track, and delivered spectacular racing (left).

Aaron Seton spent most of his weekend holding off the hard-charging Owen Kelly (below).

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Herne’s race was marked by a mistake, which dropped him behind Shaw, however a robust move at Turn 5 on the final lap gave Herne fourth. A further tap by Shaw at Turn 7 turned both around, with the local maintaining fourth and Herne dropping behind Edan Thornburrow for fifth.

After the tough nature of racing leading into the main event, the Tasmanian Ten Thousand was expected to follow a similar vein.

However, Seton dominated the race from start-to-finish as he quickly built a gap to Kelly, which was maintained throughout the 24-lap affair.

Herne, Holdsworth and Shaw completed the top five as another grass fire was sparked with two laps remaining, however the safety car was not called allowing the race to be completed under green flag conditions.

TCR INVITATIONAL

ANOTHER AARON, this time of the Cameron variety, took three out of four race victories in the TCR Australia Invitational races.

Six entries made the journey south to Baskerville direct from the opening round at Symmons Plains.

Series leader Jordan Cox was fastest in the opening qualifying session, but it was

Adam Garwood was the man to beat in the TCM invitational races (above), taking a clean sweep of the four races. Dylan O’Keeffe’s Renault exits with a hub failure, causing a red flag in the third TCR event (left).

Finding some extra pace through set-up overnight, Soutar led the majority of the action on Sunday, but was unable to hold out Cameron in both encounters.

Cox, Bargwanna and Hudson joined in the battle to put on a superb display of TCR racing for the packed hill, as O’Keeffe failed to take part in Sunday’s action.

The order: Cameron, Soutar, Cox, Bargwanna and Hudson was the result in both races.

TOURING CAR MASTERS INVITATIONAL

Cameron who took the honours after the shootout.

In a thrilling race where positions were exchanged each lap, Cox came out on top exiting the final corner to lead home Cameron and Ben Bargwanna.

A reverse grid event followed with guest driver, Queensland Improved Production youngster Zac Hudson driving Michael Caruso’s Alfa Romeo Giulietta Veloce TCR on pole position.

Cameron made a fast start to be third into Turn 1, as Dylan O’Keeffe led the battle for second.

Hudson lost the battle to hold second, but then made a mistake at Turn 1 to drop to last.

Bargwanna meanwhile took advantage of this to put pressure on O’Keeffe, which worked as he took the lead.

However, the race ended with a red flag as a hub failure sent O’Keeffe into a fast spin exiting the final corner, where amazingly the Renault Megane R.S. TCR did not hit the armco.

Bargwanna won from Cameron and Honda privateer Zac Soutar.

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Aaron Cameron leads the small but select field of TCR cars in the demonstration events.

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IT WAS joint series leader Adam Garwood, who dominated all four Touring Car Masters events racing the Whiteline Racing 1970 Chevrolet Camaro.

It was family joy in the opening race as Garwood led father Greg to take the win as John Bowe endured gear selection problems to finish fourth.

Third was the Ford Mustang of Tony Karanfilovski.

Camaro pair Mark King and Paul Freestone fought invited Holden Torana driver Adam Williams for fourth, but it was the former GT-P champion who came out on top.

Bowe and his Holden Torana were in prime form on Sunday, but unable to stop Garwood from taking a clean-sweep.

Bowe split the father and son team in Race 2 to finish second, but in the third, Williams took the position after a massive scare for Garwood the elder.

Driving the Ford Capri Perana, Garwood dropped two wheels on the dirt exiting the final corner and half spun across the finish line, remarkably missing the armco to continue in fifth position.

Williams was out of the final race after opening lap contact with Bowe, as the former contacted the rear of the multiple TCM series winner’s Torana at Turn 6, spearing off but avoiding the tyres.

Bowe continued to be second at the race’s conclusion to Garwood, while Karanfilovski finished the weekend with a podium.

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p ra w S L A N NATIO

WEBSTER EXCELS

CURRENT TASMANIAN Hyundai Excel champion Josh Webster went through the entire season last year without losing a single race.

So, it was arguably a strange feeling for the Tasmanian teenager to have his colours lowered in the opening leg of Race Tasmania at Symmons Plains.

The challenge didn’t come from Webster’s usual protagonists, but rather from strong running Victorian pair Ben Grice and Jay Hanson.

Hanson took the honours in the opening race, but Webster was far from disgraced and led for four laps, after taking advantage of a minor tangle involving Hansen and Grice, but had dropped to third by the finish.

When hostilities resumed the next morning, it was Hanson who led the way again for the 21-lapper.

Webster and Grice battled for second until a mistake on lap five saw Webster slip back to fifth.

It took him the next five laps to regain third as Hanson pulled away in front to win by 4s.

However, the Tasmanian champion found some extra speed in the dying laps to close

Image: Insyde Media

rapidly on Grice, setting a new lap record in the process, but again had to settle for third.

Grice copped a pit lane drive-through at the start of the third race for an indiscretion on the warm-up lap, as Hanson once again led the field early to take a comfortably victory ahead of Webster and Charlie Parker, who won a title battle for the podium with Callum Mitchell.

Hanson won the meeting from Webster and Grice.

Four days later at Baskerville, it was Webster who showed the visitors the way around his home track.

Hanson didn’t contest the round, so it was Image: Insyde Media

Webster and Grice who put on an entertaining battle for much of the first race, with the Victorian in front at the end.

Fellow Tasmanian Campbell Logan, who had finished eighth overall at Symmons Plains, showed marked improvement to finish third.

Grice and Webster were at it again in race two, with the second-generation racer scoring the win by just over 0.2s ahead of the local.

However, it was the third at Baskerville which proved to be the highlight as the lead changed between Grice and Webster several times.

Grice regained the front spot with three laps to go, but Webster again showed late-race

speed to close the gap and snatch the win on the line by just 0.07s, in a blanket finish.

The final outing for the Korean tin-tops had Webster starting two-points behind Grice for the meeting, needing a win and to have the Victorian finish third or worse, to take overall honours.

Grice kept the pressure on for the first eight laps of the 10-lap race, but a ripped tyre stem dropped him to 11th.

Webster won the race and overall meeting honours ahead of Grice and Callum Mitchell, who also claimed third spot in the final event after featuring in a four-way tussle for the minors. Martin Agatyn

Image: Insyde Media

ASHLIN TAKES THE

SPOILS

REIGNING TASMANIAN HQ Holden champion Phil Ashlin picked up in 2021 where he left off last year, with a magnificent clean-sweep of Race Tasmania at Symmons Plains and Baskerville.

Ashlin wrapped up his home state title in the final round of last year’s championship series, at which he also broke the HQ lap record at Symmons Plains, and continued in the same vein at Race Tasmania.

Ashlin won all three races at Symmons Plains and all four at Baskerville, to cap off a perfect week.

While the points tally was impressive, Ashlin was made to work hard for some of his wins as reigning Queensland HQ champion Brandon Madden took the fight to him at Symmons Plains in particular.

Former Tasmanian champions Otis Cordwell and Andrew Toth were often in the mix as well.

Ashlin won the opening 13-lap heat by 3s from Madden, but it was the 26-lapper the following morning, which proved the most entertaining of the meeting.

The opening 10 laps featured close pack racing with multiple lead changes, however, there was no doubt the gloves were off for the next 16 laps.

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HOUSE WINS BY A STREET Ashlin pulled away to win by 1.6 secs from Toth and Cordwell.

The third race at Symmons Plains was a reverse grid start, but even that didn’t deter Ashlin, as he carved his way through the traffic to hit the lead on lap 7 of 13, to score another victory, ahead of Madden and Joe Rattray.

The spectacle continued at Baskerville, with Ashlin winning again in the first race, but only after holding off the determined trio of Cordwell, Madden, and former Tasmanian champion Andrew Bird.

In the second race Ashlin withstood some early challenges from Toth to score victory again.

In the third race, Ashlin got away early, but Cordwell and Madden latched onto the back late in the race, to be nose to tail on the final lap.

Only 0.l5s separated the leading trio at the chequered flag.

However, it was the fourth race where Ashlin truly showed his class.

Coming from the rear of the field after a reverse grid start, he hit the lead on the lap 8 of 10 to score yet another impressive victory.

Toth also did well to take second after also starting at the back, to finish second for the meeting, with Cordwell third overall ahead of Madden. Martin Agatyn

JAROD HOUSE dominated Improved Production during the Race Tasmania events at Symmons Plains and Baskerville.

House (Holden Torana A9X) and Adam Williams (Holden Torana LX) were clearly the fastest two cars in a moderate field on the opening day at Symmons Plains, with House taking a close win in the only race of the day.

When hostilities resumed the following morning, Williams led the way, but House was constantly in his mirrors.

Tasmanian Improved Production competitors normally compete over a maximum 10-lap journey, so the marathon 26-lap second race was always going to be a test of endurance and reliability.

A mistake from Williams on lap 6 gifted the lead to House, which precluded an entertaining battle for the lead that only ended when House picked up a puncture with five laps remaining.

By that stage, the pair were well clear of the chasing pack as Williams recorded a 27s victory from Victorian Glenn Kenneday and former speedway driver

turned circuit racer Rye Dunsmuir, in a pair of BMW E30s.

Williams took the honours in the third and final race at Symmons Plains to win the round, with House coming from the rear of the grid to finish second - and third overall for the meeting - behind Dunsmuir.

However, four days later, there were no problems for the black Torana and it was all House at Baskerville.

It didn’t start out that way though, with House leading a determined Williams for the first eight laps in the opening race, before the latter’s tyres began to hurt.

House went on the record a 15s win, while Williams changed to different tyres and raced the remainder of the meeting with the Touring Car Masters.

With his main rival out of the way, House clean-swept the remaining three races by similar or greater margins, to win the meeting convincingly ahead of his uncle Phil House (BMW E30) and Dunsmuir.

Arguably, the real highlight of Improved Production at Baskerville was the ‘Formula BMW’ battle for the podium, which raged between House, Dunsmuir and Kenneday. Martin Agatyn

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MAHON GETS LAST RUN WIN SOUTH AUSTRALIAN David Mahon took out the first win of the EZIUP & GO Emergency Tyre Repair Kit Victorian Hillclimb Championship at Rob Roy on January 17, after a close battle with second placed Mike Barker.

The event attracted 98 entries with half of them in the non-log booked class, which do not qualify for championship points. This was probably due to drivers who would not normally do hillclimbs but were desperate to get back to motor sport after all the COVID restrictions.

Both driving Hayabusa-powered open wheelers, Mahon (Dallara) and Barker (Hayward) struggled for grip with their slick tyres on a damp track, and left the 4WD cars to take the lead until conditions dried for run two.

Barker then set the pace with a 20.23s run, then on run three looked to have the win in the bag

before an optional fourth run was available.

Mahon took advantage of this to post a winning 19.47s time, while Barker was unable to better his previous best. Three drivers went under 22s with Mirko Grbic (Mitsubishi EVO 7) on a 20.91s for third outright and the Time Attack class record.

Next was Daniel Leitner (Subaru Impreza WRX) on 21.85s and he also took the 4WD Sports Sedan record.

Fifth outright with a new 4WD Improved Production record was Brendon Byfield in his Subaru WRX Sports Wagon on his final run.

In 2WD Improved Production the rivalry between husband and wife Maurie and Linda Harper resumed in their shared Corolla, with both off the road at times in their intense battle.

They finished first and third and were split by Ken Parry in his Ford Cortina. Gary Hill

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MASSIVE VIC STATE RETURN MORE THAN 300 entries have been received for the opening round of the Victorian State Racing Series at Sandown on February 20-21.

Despite clashing with the opening round of the Shannons Motorsport Australia Championships at Phillip Island, large fields will feature in each category a year after the last Victorian State Circuit Racing Series was held.

Hyundai Excels lead the number of entries with 50 led by national frontrunner Ben Grice with regular combatants Adam Bywater, Nathan Blight and Marcus Fraser also within the field.

The return of Luke Grech-Cumbo headlines a large Improved Production field, where the familiar green HSV Senator will continue the Ford versus Holden battle. Each brand is heavily featured in the class in various specifications, whilst BMW,

Honda, Mazda, Audi and Nissan add variety, which is a hallmark of the class.

Formula Ford continues to play a key development role for young drivers and a large field for both Duratec and Kent classes kicks off its return.

Newly signed Super3 driver Reef McCarthy will warm up a week before his debut in his regular Formula Vee, with the challenge expected to come from Heath Collinson, Jake Rowe, Nicholas Kerr and Ashley Clifford.

A mixture of Nb and Nc machinery makes up the Historic Touring Car field. Andrew Clempson’s Ford Mustang is the pick of the bunch, though watch out for the pesky Mazda RX2s.

Holden HQs, BMW E30s and Saloon Cars complete a massive round of action after a year away. HM

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NATIONALS wrap n compiled by garry o’brie

Images: CMR Photographics

DOMINATION IN RALLYSPRINT

COMPREHENSIVE WINNERS of the Shannons Targa RallySprint Series’ third and rescheduled second round at the Perth Motorplex Kwinana on January 10 and 28 respectively, were Troy Wilson and Toni Cameron.

With the four run times added together at each event, they dominated in their Class O4 (Open 4WD) Mitsubishi EVO X – just a touch under 30s quicker than their nearest rivals at round three and 22.2s in front at the next outing.

They were substantially faster on every run and the only crew to go under 2mins 10s on every attempt at the early January event, where 77 entrants tackled the anti-clockwise 3.42km course.

Later in the month 67 competitors were

running at the slightly shorter 3.39km clockwise layout.

After a hiccup on first run, they were significantly faster on the following attempts.

At both rounds Matt James-Wallace and Ben Tuck were the best of the rest with a pair of overall seconds in their Nissan Skyline R32 GT-R. They were in a close contest with Steve Jones and Jacob Zurzolo (EVO X), who were 4.37s adrift at round three and that could have been different if not for a penalty on run three for the eventual third place getters.

Fourth place went to the husband and wife duo of Jurgen and Helen Lunsmann in their Tesla Model 3 Performance+, which took out C4L (Cup 4WD up to 3500cc). They went one

VALE: TERRY ROSE

THE OFF Road Racing community is in mourning after the passing of Terry Rose on February 2, aged 67.

A two-time Australian Off Road Racing Champion, Rose started his career in the mid 1980s, and not long after began taking out Class 2 Australian championship trophies on multiple occasions.

In 1999 with wife Maureen navigating, Rose took outright victory in the Australian Off Road Racing Championship in their Chev-powered Raceco #11 buggy.

He went back-to-back the following year with Colin Cuell pointing the directions this time.

Rose tackled the Finke Desert Race several times when it was not a round of the AORC, finishing third with Daryl Schmidt in 1995 aboard the Raceco.

Rose scored another third 11 years later with David Hartwig in a Jimco buggy.

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Rose was a founding member and a past president of the Warialda Motor Sports Club, which lays claim to be largest per capita Off Road Racing town in the country.

The club’s events include the Warialda 200 on the Mount Monomeeth property on a mountain-side track designed by Rose and Derick Kennedy.

The highly-regarded event became a haven to Rose, who was a winner there on many occasions.

Last Tuesday, February 9, family and friends celebrated his life with a service at the Anglican Church Warialda, before proceeding to the Warialda Cemetery for the final farewell.

Auto Action sends its deepest condolances to Rose’s wife of 48 years and long-time navigator Maureen, their children Howard, Leanne, Teresa, and to their extended family at this difficult time. GOB

better at the follow-up round with third ahead of Cody Harris (EVO 8MR), who also had Zurzolo pointing the directions.

The latter pair were sixth in the early January event after losing out by 1.01s in a tight contest with Neil and Jensen Herbert (Subaru Impreza WRX). Again at the later event, the contest between the two teams was tight with Harris/Zurzolo 1.6s ahead this time.

In Round 3, Foky Fok and Long Hin Lai (Honda Integra) were first in O2 (Open 2WD up to 2.0-lt) and eighth outright. Then came Nigel Ball and Geoff Duckworth in their Cup 4WD over 3.5-lt class winning Tesla 3D+ and C4L winners Brett and Cassie Wilkinson (Mercedes Benz A45 AMG).

Other class winners were Logan Muir and

Arno Louw (Ford Escort MkI) in C2L, Cup 2WD up to 2000cc. C2H, Cup 2WD over 2000cc went to Mark Cirillo and Bryce Moore (Porsche GT3 RS), Lee and Jo McIlroy (Subaru Impreza WRX) took Gravel 2WD/4WD, and Stan Wilkins and Aidan Gould (Honda Integra) in C2H, Open over 2000cc.

At round two Nathon McLaren and Matt Weir (WRX) were sixth ahead of Tian Xu and Geoff Weir (EVO 7), Fok/Lai, Ball/Duckworth, and Heuson Bak and Roger Tan (C2H, Lotus Exige).

Class winners included Luis Bennet and Kristine Tiong (C2L, Honda Civic), Max and Barry Whiting (C4L Subaru WRX), Michael Rowston and David Moyle (CG, Subaru WRX), and Stan Wilkins and Luke Streat (O2H, Honda Integra). GOB

VALE: MICHELLE FISH

FORMER TASMANIAN Formula Vee champion Michelle Fish (nee Bottomley) passed away in January, following a twoyear battle with cancer, aged 52.

Her first involvement in motorsport was as a grid girl at Baskerville aged 13.

She started racing, in karts, at 14 before graduating to a Formula Vee four years later.

In 1988 she qualified on pole for the single-race Tasmanian championship but did not finish.

The following year, she finished second in the single-race championship and was also named Tasmanian Circuit Racing Driver of the Year in 1990 and 1991.

While always competitive in Formula Vees, Fish finally broke through in the championship she coveted in 1994, which by then was a series and she became the first female driver to win a Tasmanian circuit racing championship.

At one stage Fish held the Formula Vee lap records at both Baskerville and Symmons Plains and was named the Hobart Sporting Car Club sportsperson of the year in 1994.

Fish retired from racing in 1997 but kept involvement in the Southern Tasmania Women for Wheels organisation. She served in several positions, including

secretary from 2006, and assisted in raising money for safety equipment.

She returned to Formula Vee racing in 2016 and 2017, before she turned her attention to Khanacross. Fish also made regular treks interstate to drive as part of a three-person team in “24 Hours Lemons” events.

This led her to become a driving force behind (and regular competitor in) the popular Baskerville 1000 events, and also taking on the role of co-ordinator of officials and volunteers to run the events.

Fish will be inducted into the Tasmanian Motorsport Hall of Fame on February 13 and was aware of her induction before her passing. Martin Agatyn

NSW OPENS UP

NSW’S MOTOR racing season opened on January 30-31 with round one of the Motor Racing Australia Series at Wakefield Park. Like the meetings run last year, the categories were split to run one day each, with over 40 Nissan Pulsars as the feature event.

NISSAN PULSARS

TIM COLOMBRITA capped off an unbeaten performance to win the all-in finale.

In the 13-lap event Colombrita was a narrow winner over Will Foot. Third was up for grabs for the duration where Chris Manning held sway, narrowly over Daniel Smith. The battle for fifth also raged throughout with Share Tate ultimately the victor over Harri Inwood, Gavan Reynolds and Ben Sheedy.

The MRF Tyres-backed field was split initially into two groups with promotion and relegation in place. The Group B opener went to Karl Raper ahead of Matt Early, Damon Schofield, Corey Fraser, Jamie Canellis and Adam Cvetanovski.

Colombrita won Group A ahead of Josh Haynes, Foot and Reynolds, while fifth went to Inwood over Manning and Tate.

In the second run for the two groups, Tom Petrovich was a resounding winner of Group B, 12.4s ahead of Cvetanovski with Dimitri Agathos through to third from the rear of the grid after fuel issues earlier. He managed to pass Canellis and Alderton late in the race.

Colombrita again triumphed in Group A, this time ahead of Foot, Reynolds, Manning, Smith and Sheedy. Haynes was second until an electrics-related shutdown.

SUPER TT

RACE ONE went to Greg Boyle (Subaru Impreza WRX) who led all the way. He was able to shake off the early challenges from Aaron Gabriel (Mazda RX7) and Matt Johnson (Mazda MX5), as they claimed second and third. Ben Mannix (RX7) was third after the start but spun. He fought back from seventh to finish fourth.

The RX7 pair made excellent starts to race two, just a little too good for Gabriel, who copped a 5s penalty and surrendered the win to Mannix. Third went to Mark Granger (Ford

Tim Colombrita led 40 Nissan Pulsars to win the opening round of the season (above) while Jimmy Vernon returned to Production Cars in style (left). Images: Dave Oliver Photography/Scott’s Shots until a moment at Turn 2 allowed Boaden through.

Everitt was third in front of Stanbrook, who passed Bailey two laps from home.

CLUBMANS

Falcon) ahead of Kurt Macready (Nissan Silvia) and Todd Herring (MX5). Boyle retired his Subaru when it dropped a cylinder.

Mannix followed up with victory in the last ahead of Gabriel, Macready, Herring and Granger.

of Chris Sutton (Subaru Impreza WRX) and Jonathan Fishburn (Holden Commodore).

Fishburn placed ahead of Sutton in the last while Matt Shylan (Honda Integra) was sixth in two races and Corrine Virag (Commodore) took the spot in the last.

PROD CAR SERIES

E36 RACE SERIES

MITSUBISHIS WERE one-two in each race for the new Hankook-shod class, with Leigh Burges (EVO 9) the winner of race one before Jimmy Vernon (EVO X) scored success in the others.

Burges was the fastest qualifier ahead of Dean Campbell (EVO X) at his first meeting, though his debut was short-lived due to a blown clutch early in race one.

Alex Holzl was third in the races, twice ahead

DESPITE VICTORY in the three encounters, the last race went against the form guide.

Bob Boaden had just beaten Jeff Barnes in the first two races which ran with the Production Cars. Paul Stanbrook was third in both while Brayden Everitt and David Bailey scored fourths by narrow margins.

However in the last standalone event, Boaden was able to win decisively, although Barnes led

Aaron Gabriel pushed hard in Super TT but was unable to take victory after a 5s penalty in Race 2 stripped him of the win.

THE LONGER third race went all the way to the wire. After several lead exchanges, Josh Versluis (PRB Birkin S3) edged out Ivan Srejber (Birkin).

Stuart Shirvington (Birkin) hung with them for much of the race, only to fade in the second half and yet still finished third clear of Ron Hammond (Debron) and Bill McBride (BBB).

Srejber won the two earlier fixtures from Versluis, while Shirvington and Hammond each had a third.

SUPERKARTS

TAKING THE chequered flag first on all four occasions was Lucus Vitale in his 250cc Anders Maverick. The similarly mounted Tony Moit had a better run than in recent outings for a third and two second placings.

The first three races had safety cars with race one finishing under the caution. Paul Campbell (125cc Avoig Elise) had split the 250s for second while Aaron Cogger (Avoig) was fourth in front of Adam Stewart (Anderson Mirage) and Laurie Fooks (Raider).

Cogger held off Campbell, Steward and Fooks to be runner-up in the second and led home the class for third in remaining races. Shane Varley (Anderson) was second when Stewart was penalised 30s in race three, but he came back in the last for fourth.

MX5 CUP

HERRING RACING finished first and second in each race.

Tim Herring qualified fastest and took the first race victory. Second was Verne Johnson who was able to take out the next two races.

For the other two team entries the day was less successful. Richard Herring didn’t get to race as the gearbox was not up to the engine upgrade, and Todd Herring DNF’d the opener with oil pressure problems.

In the meantime David Lawler finished race one third in front of Terry Johnson and David Johnson, before a fourth behind Rob Hay after a race-long squabble in race two with the Johnsons next.

In the last Hay was again third, this time clear of Lawler and David Johnson. GOB

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s w e n Y A SPEED

MCFADDEN CONTINUES HIS WINNING WAYS IN SOUTH AUSTRALIAN SWING Reports: Paris Charles AFTER FOUR exciting rounds of the Speedway Australia Sprintcar Super Series, the competitors headed back from Warrnambool’s Premier Speedway across the border for the South Australian Swing of the series.

Tolmer No Go

SADLY, AUSTRALIA’s unpredictable and sometimes harsh weather canned the fifth round of the Speedway Australia Sprintcar Super Series, which was due to be held on January 24 at Bordertown’s Tolmer Speedway.

In lead up to the event, the local country fire brigade was busy fighting an out-of-control bushfire. The, on the day of the scheduled event, Mother Nature turned the tables and the rain came bucketing down.

With a healthy field of 21 teams set to converge on the little bullring, the club tried hard to reschedule for Wednesday 27th, but unfortunately they were not been able to get the majority of the competitors organised in such short time.

McFadden Snares Australia Day Sprintcar Stampede THE SERIES moved to the Murray Machining and Sheds Murray Bridge Speedway for round 6, the penultimate round and it was the inform James McFadden who proved to be the best of the 20 competitors.

Daniel Pestka was fast in the SA races but unable to hold off James McFadden. Here he battles Matt Egel for the podium at Murray Bridge (above). Images Ray Ritter

M McFadden hunted do down and snatched t a thrilling victory from Daniel Da Pestka, who looked fast as he loo opened a handy lead in op the early goings, only to be brought back to the field by a race stoppage.

Pestka led the incident Pe plagued 30-lapper for 29 plag and a quarter circulations, before befo McFadden cashed all his chips in on a first corner slide job and by the exit of turn two he had found the lead as he pointed the Monte Farms w17 down the back shute. It was an extremely challenging track with half of the field retired on the infield, many torn up in big accidents due to the heavy rain in lead up to the event.

As McFadden greeted the chequered flag, closely followed by Pestka, the red light was ablaze as Ben Morris inverted the s3 Maxwill Racing Engines J&J in turn two, the race was declared at that point.

Matt Egel had also worked hard,

making the most of the many restarts to advance from fifth to third and round out the podium after battling past Dillon, who was relegated to fourth. Marcus Dumensy would advance nine positions to finish fifth and earn the Hard Charger Award for his effort.

Tasmanian Jock Goodyer had another good night in the series and New South Welshman Jessie Attard hustled him to the finish.

David Murcott, Steven Caruso and rookie Max Vidau, who had started back in 15th, would round out the 10 finishers.

The evening started with time trials and the competitors were broken into two groups of seven and a single pack of six.

Setting the quickest times were locals Pestka, Brad Keller and Dillon who showed no rust, back at the wheel of the National Karate s81 for the first time after a serious 125 Heavy Dirt Karting crash at the Adelaide Dirt Kart Club back in August 2020.

Each of these competitors made the most of their front row starts while Lisa Walker, Ben Morris and Jock Goodyer snared the remaining heats.

Whyalla SA Sprintcar Championship THE COMBATANTS then headed west to the city of Whyalla for the final round of the Speedway Australia Sprintcar Super Series, which also tripled up as the South Australian 410ci Sprintcar Championship, and final round of the SA Country Tri City Series.

So there was much to play for, top billing on the marquee being the Dave Murcott battled Jessie Attard at Murray Bridge but both failed to make it to the podium.

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James McFadden took a last gasp victory at Murray Bridge (left) before continuing the form at Whyalla to seal the SA Sprintcar title (right).

Super Series and its healthy prize money purse.

Continuing on from the round prior, once again the top contenders shone brightly at the front of the 14-car field.

After winning both of his heat races James McFadden qualified on pole with Daniel Pestka sharing the front row. At the drop of the green, it was Pestka who showed good speed to work the top side of the track and take command of the race, checking out early from the rest of the pack.

At one point he placied two lapped cars and the length of the front straight between himself and McFadden, who was under pressure from Matt Egel, closely followed by New South Welshman Jesse Attard, Dave Murcott, Marcus Dumensy and Lachlan McHugh.

Pestka had the s27 Starkey Fibreglass entry on rails out in front until catching some of the slower competitors on lap 14. With four cars to negotiate in traffic Pestka hesitated as he attempted to pass and Mcfadden seized the opportunity, taking the high side for the lead.

At the halfway point Pestka was under pressure from Egel and Murcott, as they negotiated the lapped traffic. Egel then would manoeuvre the North East Isuzu s52 into second however it would again be McFadden’s pay day to claim the Super Series and South Australian Championship for 2021.

Chariots of Thunder Set to Ignite Words: Paris Charles

The minors were closely contested at Whyalla with Marcus Dumesny leading Lisa Walker, as Dave Murcott advanced through the field to finish in fourth.

Rounding out the podium was Pestka and in doing so he would secure victory in the Sprintcars South Australia Country Tri-Series.

The Mainline s97 piloted by Murcott was next followed by Jesse Attard, Lachlan McHugh and Marcus Dumensy, who rounded out the top half of the field.

In behind them was the Action Linemarking s4 of Lisa Walker and young rookie Max Vidau, who claimed the Hard Charger Award

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followed by Austin McDonald, Lachlan McDonough, Adrian Cottrell and Mike Fox, with Clinton Warner the only non-finisher.

Speedway Australia Sprintcar Super Series 1st: W17 James McFadden 900 points ($10,000), 2nd: S27 Daniel Pestka 828 points ($5,000), 3rd: N47 Marcus Dumesny 804 points ($2,500), 4th: S52 Matt Egel 802 points ($1,500), 5th: N53 Jessie

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Attard 748 points ($1,000), 6th: NQ7 Lachlan McHugh 672 points, 7th: T22 Jock Goodyer 662 points, 8th: S97 David Murcott 644 points, 9th: S19 Brad Keller 630 points, 10th: S63 Ryan Jones 610 points.

Sprintcars South Australia Country Tri-Series 1st: S27 Daniel Pestka 434 points, 2nd: S85 Austin McDonald 400 points, 3rd: S70 Max Vidau 396 points.

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WHILE THE month of August may be the wetter and colder winter months across the majority of Australia, things will certainly be heating up in the top end when the annual Chariots of Thunder Sprintcar Series returns to Darwin’s Northline Speedway.

After a 2020 COVID hiatus, the Chariots of Thunder series will reignite with four rounds of competition, 20-21 and 27-28 of August 2021.

With the continued support of Motorsports NT and the Northern Territory Government, the Chariots of Thunder event will boast over $150,000 in prize money. This is expected to attract the best teams in the nation to venture north to battle it out on the clay.

In true Territorian style, providing there is no COVID outbreak rules to impact the event, race fans will once again be able to embrace family fun orientated activities such as the Mitchell Street Motorcade and the Fan Appreciation night, plus the inclusion of the new Chariots Street Party which will light up the Darwin CBD. In addition to the Sprintcars, fans will be treated to the return of Speedcar racing for the first time at Northline Speedway since the 1990s.

Chariots of Thunder is set to field some of the best Speedcar talent from Australia and New Zealand. This open-wheeled action will be further supported by the Wingless Sprint category.

The 2021 Chariots of Thunder series will introduce an exciting new element, called the Pope Challenge.

This is essentially a fastest to the rear option and will be offered across all three open-wheel classes.

Essentially the pole sitter on the final night of racing will get the option of relinquishing that position to start from rear of field.

Should they successfully navigate their way from the rear to victory, they would score themselves a further cash bonus.

The Sprintcars Pope Challenge will offer a cool $35,000 bonus, the first ever Speedcar Pope Challenge will offer $15,000 and the Wingless Sprints $6,500.

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We take a look back at who or what was making news in the pages of Auto Action 10, 20, 30 and 40 years ago

Testing your motor sport knowledge

1981: THERE WAS action at Baskerville as the Mini of Chris Ellis rolled spectacularly though remarkably, he walked away. The Marlboro Holden Dealer Team took a 1-2 finish at the same meeting while Ross Mathieson took victory in the Australian Sports Car Championship in a Porsche. Geoff Portman took the honours in rallying.

1991: HOLDEN WAS set to be contenders in the Australian Touring Car Championship after both the Holden Racing Team and Mobil Racing squads completed pre-season testing. Using an underpowered motor and being slightly overweight, Win Percy set a record pace. Peter Brock and Larry Perkins did equally well at Eastern Creek, matching the Ford Sierras’ pace.

2001: FORD TICKFORD Racing was the real deal. Glenn Seton and new recruit Steve Richards emerged from a pre-season test at Phillip Island confident of an improved performance in 2000. The pressure was on Steve Johnson to perform in his second full-time season, with father Dick expecting his leaner son to score regular results at the front, emulating teammate Paul Radisich.

2011: AFTER FALLING just short of the World Drivers’ Championship in 2010, Mark Webber declared he was ‘ready to fight’ heading into the new season. Ford wanted former Formula 1 champion Jacques Villeneuve in one of its entries for Bathurst, although this made the Canadian ineligible for the Gold Coast 600.

ACROSS 1. Born in Czechoslovakia, I won the Australian Driver to Europe Series in 1985 and three years later won the Bathurst 1000.

3. A New Zealander, I competed in the Bathurst 1000 on 35 occasions, I famously called the crowd a pack of ... (full name) 9. My nickname was ‘The Kid’. I made my Bathurst 1000 debut in 1994 and won three Supercars’ titles in the late ‘90s.

10. Born in Northern Ireland, I created a team alongside Derek Warwick and Ian Harrison called Triple Eight Race Engineering.

12. Born in England, I won the Le Mans 24 Hours in 1990 and since 1997 have commentated on the Formula 1 World Championship.

13. A former MotoGP rider, I rode for the factory Yamaha, Ducati and latterly Honda squads, winning the title most recently in 2015.

16. A Swedish driver, I won the British Touring Car Championship driving a Volvo in 1998 and won Bathurst with Jim Richards in the same year.

17. A charismatic Irish F1 team owner in the 90’s and 00’s. Michael Schumacher and Rubens Barrichello debuted with my team.

58 AutoAction

18. I am a Bathurst winner, Australian Touring Car champion and Gold Star winner, in my 50th year of racing I am competing in TCM. 19. I made my F1 debut for Williams in 2000. I drove for Honda, McLaren and Benetton and won the F1 title with Brawn in 2009.

DOWN 2. A Victorian, I won the F1 World Championship and a dozen races before racing in the Australian Touring Car Championship. (full name) 4. Born in Italy in 1943, I moved to Australia before

winning four consecutive Australian w Drivers’ Championships from 1980-1983.

D 5.

5 An Aussie, I won the Le Mans 24 Hours in i 2009, I drove for the Simtek F1 team and my m father won three F1 titles. (full name) 6.

6 I made one F1 Grand Prix start, I finished on o the podium at Le Mans, and in recent years have been a host on Fifth Gear. y 7.

7 A two-time British Touring Car champion, most m recently in 2010, in Australia I am well-known for racing with Peter Brock in w 2004.

2 8.

8 I won the 500cc Motorcycle World Championship in 1987, before racing one of the infamous Coke Commodores in Australia.

11. Born in England, I am the only driver to win the premier motorcycle championship and F1 World Championship.

14. I took victory in the Bathurst 500 in 1972 and took a further eight race wins at the Mountain.

15. Born in Scotland in 1968, I became a rally driver and won the world title in 1995 driving a Subaru.

18. An Australian, I am the only driver to win the Australian Rally Championship and the Australian Touring Car Championship.

# 1803 Crossword Answers 1 down – Soper 2 down – Imola 3 across – Lotus 4 down – Stroll 5 down – second 6 down – Sebring 7 down – Austria 8 across – Brock 9 across – Moffat 10 down – Jim Richards 11 across – Reutemann 12 down – Armstrong 13 across – Winkelhock 14 across – Verstappen 15 across – Nico Rosberg 16 down –

Rosenqvist 17 down – Renault 18 down – fourth 19 across – Goodwood 20 across – Whincup 21 down – four 22 across – Grant Denyer 23 down – Herne 24 across – Leeds 25 across – Rohrl 26 down – MCM 27 down – nine 28 across – Capelli 29 across – Ogier 30 across – Courtney

Image: Supercars

RACE IN THE EXCITING BATTERY WORLD AUSSIE RACING CAR SUPER SERIES IN 2021 If you are ready for the speed and excitement of real racing in an affordable category, then the Aussie Racing series is for you.

We race in a series of spectacular events across the he nation and our calendar includes many marquee events such uch h as tthe he Bathurst 1000 and Gold Coast 600 Supercar events. ents.

Our series includes full TV coverage of all events.

We have new, used and lease cars available now forr the 2021 series, with full support arrive and drive packages available.

For full for information visit the web site www.ausieracingcars.com.au or send us an email at contact@aussieracingcars.com.au

ROUND 1 2 3 4 5 6

DATE 26-28 Feb 10 – 11 April 1 – 2 May 25 – 27 June 10 – 12 Sept 3 – 5 Dec

CIRCUIT Bathurst 500, Mount Panorama Tasmania Supersprint Sydney Motorsport Park Morgan Park Raceway Sandown International Raceway Gold Coast 600

EVENT Repco Supercars Championship Repco Supercars Championship Motorsport Australia Nationals Motorsport Australia Nationals Motorsport Australia Nationals Repco Supercars Championship

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