SupercarXtra Magazine Issue 111

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S P E C I A L

C O L L E C T O R S ’

E D I T I O N

SUPERCAR XTRA ISSUE 111

ISSUE 111

SUPERCARXTRA.COM.AU

OF THE AUSTRALIAN TOURING CAR CHAMPIONSHIP / SUPERCARS THE HISTORY, GREATEST ENTRANTS, TRACKS, RECORDS, BEST SEASONS & MORE!

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ISSUE 111

6 ANALYSIS: MUSTANG DOMINATION How parity measures may not be enough to stop the Ford Mustang from dominating in the rest of 2019.

8 ANALYSIS: THE DOWNFORCE DILEMMA Why Supercars could soon cut the amount of downforce on its cars.

10 ANALYSIS: THE UNDERDOGS OF 2019 Kelly Racing and André Heimgartner’s unsung performances so far this season.

12 ANALYSIS: THE CASE FOR A SECOND ROUND AT BATHURST Why Supercars could soon have a second round at Bathurst.

14 WINTERBOTTOM COLUMN Winterbottom on why he’s such a fan of night racing in Supercars.

16 LOWNDES COLUMN Lowndes on the performance of the Ford Mustang Supercar and Scott McLaughlin in 2019.

18 ROGERS COLUMN Rogers on the business of running a Supercars team and attracting new manufacturers.

23 FEATURE: 60 YEARS OF THE ATCC/ SUPERCARS Celebrating six decades of the Australian Touring Car Championship/Supercars.

24 FEATURE: A RICH RACING HISTORY The evolution of the Australian Touring Car Championship/Supercars championship through its various technical guises.

30 FEATURE: THE RACE OF CHAMPIONS The 25-car grid of Australian Touring Car Championship/Supercars championship-winning drivers.

38 FEATURE: THE CIRCUITS The 34 circuits that have hosted the Australian Touring Car Championship/Supercars.

44 FEATURE: ROLLED GOLD RECORDS The records and numbers from 60 years of the Australian Touring Car Championship/Supercars.

50 FEATURE: TICKFORD’S HOMEGROWN STARS Chaz Mostert and Cameron Waters on stepping up as team leaders at Tickford Racing.

56 FEATURE: THE TECH PLAYBOOK Adrian Burgess and Campbell Little on their sporting and technical roles with Supercars.

60 FEATURE: MATURE-AGE ROOKIE Kelly Racing’s Garry Jacobson on his long-awaited promotion into the main game of Supercars.

66 SHOOTOUT Ranking the top-10 best seasons.

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/SupercarXtra @SupercarXtra @SupercarXtra

60 YEARS OF HIGH-OCTANE RACING

T

he Australian Touring Car Championship/ Supercars has come a long way since its first event in 1960.

The Virgin Australia Supercars Championship is now the biggest motorsport category in Australia with events across the country and in New Zealand, built off the back of six decades of history.

We celebrate the 60-year milestone of the Australian Touring Car Championship/ Supercars in this special edition of SupercarXtra Magazine.

We begin by looking at the history of the category through its various technical guises, from the Appendix J rules first used in 1960 to the V8-based formula born in the 1990s (pictured), which still forms the basis for the Virgin Australia Supercars Championship.

The champions of the category are commemorated in our ‘Race of Champions’ feature, in which we imagine what the grid of the 25 championship-winning drivers would look like.

We also profile the 34 circuits that have hosted the Australian Touring Car Championship/ Supercars, in addition to a list of records and champions from the last 60 years and the top-10 seasons in our ‘Shootout’ section.

Elsewhere, we chat with Tickford Racing duo Chaz Mostert and Cameron Waters on their rise to team leaders at the Ford team in the wake of Mark Winterbottom’s departure.

We also touch base with Garry Jacobson on his longawaited promotion into the Supercars main game at Kelly Racing.

Supercars’ motorsport and technical managers Adrian

Burgess and Campbell Little detail what their roles involve and explain the crucial role parity plays in the category.

Winterbottom, Craig Lowndes and Garry Rogers also share their thoughts in their new columns, following on from our analysis of the key issues in Supercars, including the form of the Ford Mustang and more.

Remember, this edition is also available in digital form online and in the App Store and Google Play stores.

Visit us at SupercarXtra.com. au for more details, to follow the latest news and to visit our online store, or keep in touch with us on our social media channels: on Twitter and Instagram at @SupercarXtra and on Facebook at www.facebook. com/SupercarXtra.

Enjoy!

– Adrian

PUBLISHER

Allan Edwards Published by Raamen Pty Ltd PO Box 225, Keilor, Victoria, 3036 publisher@supercarxtra.com.au EDITOR

Adrian Musolino editor@supercarxtra.com.au SUB EDITOR

Krystal Boots ART DIRECTOR

Craig Fryers CONTRIBUTING JOURNALISTS

Andrew Clarke, John Bannon, James Crocker, Mark Winterbottom, Craig Lowndes, Garry Rogers PHOTOGRAPHERS

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Bookkeeper: Mark Frauenfelder accounts@supercarxtra.com.au MERCHANDISE & SUBSCRIPTIONS

Molly Barber Phone: (03) 9372 9125 molly@supercarxtra.com.au Material in Supercar Xtra is protected by copyright laws and may not be reproduced in full or in part in any format. Supercar Xtra will consider unsolicited articles and pictures; however, no responsibility will be taken for their return. While all efforts are taken to verify information in Supercar Xtra is factual, no responsibility will be taken for any material which is later found to be false or misleading.

The opinions of the contributors are not always those of the publishers.

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The Ford Mustang Supercar, in particular the DJR Team Penske entries of Scott McLaughlin and Fabian Coulthard, have dominated the first half of the 2019 Virgin Australia Supercars Championship. And despite technical changes to the car to bring it back to the pack, it’s still the one to beat.

T

he form of the Ford Mustang Supercar has been the major talking point of the 2019 Virgin Australia Supercars Championship season.

After storming out of the gates with dominant wins, centre of gravity changes were made to the Mustangs, in addition to the Holden Commodores, in March following a test that showed a disparity with the Nissan Altima. Then the Mustang was forced to run smaller rear-wing endplates, a lower rear-wing Gurney flap and a reduced front under-tray extension from April.

The wing changes were made after an extensive analysis of track data and additional Computational Fluid Dynamic work by Supercars’ technical department and its UK-based technology partner D2H. Supercars said the changes were made based on the ‘Racing Entitlements Contract’ (REC) and rule A1.4 of the Supercars Operation Manual, which dictates the championship’s technical parity guidelines, allowing changes if a significant disparity exists between the competing cars.

“The Supercars technical department has worked

6

The DJR Team Penske Ford Mustangs ruled the first half of the 2019 season.

through the data available and requested these changes from homologating team DJR Team Penske and Ford Performance in a transparent manner,” said Supercars CEO Sean Seamer.

“The Mustang is a worldclass race car and we respect the work that has gone into developing the package. Despite passing VCAT any incoming car needs to meet the incumbent.

“DJRTP and Ford Performance understand that technical parity underpins the success of the sport and accept the changes.”

The Ford teams, in addition to Ford Australia and Ford Performance, accepted the

ruling and promptly made the changes.

“The Mustang is an advanced, state-of-the-art Supercar, designed and built within the rules of the series,” said Mark Rushbrook, global director of motorsport for Ford Performance.

“We are disappointed that we have had to make changes to the cars, however we respect the Supercars technical department and will comply.”

Yet despite the changes the Mustang continued winning, especially the two entries of DJR Team Penske.

The disparity in results between DJR Team Penske and

the other Ford team, Tickford Racing, highlights the strength of the former’s performance as a result of the solid foundation built by Team Penske and the engineering nous of Ludo Lacroix. It isn’t a surprise, therefore, that the team that took the ageing Ford FG X Falcon to the teams’ championship in 2017 and drivers’ championship with McLaughlin in 2018 has stepped up to another performance level with its new car.

The in-season changes led to a spirited debate over parity and questions over the homologation process, in addition to queries over whether true parity can be achieved between

SUPERCAR XTRA

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a two-door coupe and its fourdoor rivals.

“Remember [the aero testing is] done at an aerodrome, it’s done up to 200km/h, it’s done for downforce, it’s done for drag,” explained former Ford driver turned television commentator Mark Larkham.

“But the whole art of this game is between the game keeper (Supercars) and the teams, which are the poachers.

[The teams] are going to take their cars along to this test and make sure they comply.

“I can tell you that the three manufacturers got these closer at the last test late last year than we have in the sport’s history. That’s great news, but here’s where the poacher comes into it.

“The art of this game is to cleverly make your car work differently and better when you take it to a track and now you’ve got the car in yaw (cornering), doing way beyond 200km/h, so all of those things change.

“More specifically we put different rake and ride heights on the car; all of that stuff means all that information from the aerodrome is really only a base platform.

“So, go back to the rule A1.4, that’s really then in there so the Supercars team analyse time data, [and] they use computer fluid dynamics, to look at some of the airflows over the cars in the real world at a racetrack.

“That’s how they’ve come up with this change to the

Scott McLaughlin appears on course for a second consecutive Supercars championship victory.

Mustang. It’s evidence-based.”

Confusing the situation around the wing changes were the other technical changes leading into 2019, including the introduction of a new control transaxle and the banning of twin springs. The latter, in particular, has significantly limited set-up options for teams and forced a rethink for engineers.

With centre of gravity adjustments made to the Commodore and Mustang resulting in 28 kilograms of lead redistributed to the roof of the Mustang before the wing changes, the Ford teams have been forced to

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adapt to the changes throughout 2019. Therefore, there can be no denying that DJR Team Penske is doing a better job than the rest.

Triple Eight Race Engineering’s Jamie Whincup acknowledges that rival teams need to lift their game to match the performance of DJR Team Penske.

“The team next door has absolutely raised the game and they’re in another league at the moment,” says Whincup.

“I feel that for the good of the sport it’s up to us to do the same thing and step up to the challenge.

“It’s fantastic to beat everyone else, but if we are serious we need to make some big changes to beat car 17 at a consistent level.

“We’ll stick on our program.

These guys have raised the game and we’re still doing a similar thing to what we’ve done the last three or four years.

“It all makes sense, but really for the sake of the competition and the category we really need to step up and make a race of it.

“It’s really up to us to step up and make a battle of it.

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SX111 p06-7 Analysis Mustang v2.indd 7

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The size of the wings of the Ford Mustang Supercar has been a big talking point in terms of its performance parity with the Holden ZB Commodore and Nissan Altima.

But it also points to another dilemma: the heavy reliance on downforce.

A

rguably the biggest difference in comparing a Supercar to its road-going versions is the front and rear spoilers. The size of the rear wing, for example, has become a big talking point since the debut of the Ford Mustang Supercar and has increased calls for Supercars to look to reduce downforce to create better racing and improve performance parity.

The current regulations allow for a total downforce figure of approximately 350kg (200kg from the rear) at 200km/h,

measured in straight-line testing during the homologation process. But there’s now a big push for Supercars to significantly decrease that figure for upcoming seasons.

A reduction in downforce would allow cars to follow more closely and, therefore, create more overtaking opportunities. The Supercars push would follow similar trends to decrease downforce in Formula 1, IndyCar and more.

The push for a reduction in downforce has received support from across the Supercars paddock, not just from a racing

point of view but also aesthetically so the future Supercars look more akin to their roadgoing versions.

Two-time Bathurst 1000 winner and 2005 Supercars champion Russell Ingall has supported the idea of reduction in downforce.

“All of a sudden they reckon there’s nearly 30 per cent more downforce in the current cars to when Car of the Future initially came out,” he says.

“You don’t want more downforce in these cars; more downforce produces worse racing.

Think of F1; what are F1 trying

to do at the moment? Pull all the wings off the things, pull the downforce so you don’t have to have artificial passing with DRS and all these sort of things.

“Seriously, more downforce ruins the quality of racing, and that’s been tried and tested throughout the world; that’s a known fact. So if they’ve got 30 per cent more downforce because people keep pushing the mark up, it’s bad news for racing.”

The reduction in downforce is expected to be the main technical change to Supercars heading into 2020.

The size of the Ford Mustang Supercar rear wing has increased calls for Supercars to cut back on downforce.

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UNDERDOGS OF

2019 A

s the only non-Ford and Holden entrant in Supercars, it can be easy to overlook the efforts of Kelly Racing in 2019.

The four-car Victorian-based team persisted with its Nissan Altimas despite the loss of manufacturer backing heading into this season. Changes were made to the rear wing Gurney flap and front splitter of the Altimas during the off-season, in a bid to extract more speed from the car that debuted in Supercars in 2013.

Despite losing factory funding from Nissan heading into 2019, Kelly Racing is keeping up the fight with its four Altimas with the form of its unsung young-gun André Heimgartner highlighting the stellar job the team is doing.

The shift of balance with the new aerodynamic package resulted in some inconsistent results in the early stages of the season, though the team insists it’s getting better and more confident in the new direction it’s taking.

André Heimgartner scored the team’s first podium of the season at the WD-40 Phillip Island SuperSprint in April and is growing in confidence with the Altima.

“It’s been bigger than anyone thought,” Heimgartner tells Supercars.com in regards to the changes to the Altima.

“We all thought it would be a small shift in how the car was, but it’s been a massive jump.

“It’s definitely something you have to get used to. Now we’ve definitely found a set-up that works in the car.

“At the moment, we’re just discovering where that new window is with the new aero, and we seem to be getting an idea now on what it needs, which is good.”

Heimgartner has been a revelation at Kelly Racing and emerged as the team’s most consistent performer. The 24-year-old New Zealander was out of a Supercars drive in 2017,

following stints at Super Black Racing and Lucas Dumbrell Motorsport that ended abruptly.

He was called in as a last-minute injury replacement for Ashely Walsh at Brad Jones Racing for the 2017 Bathurst 1000 and impressed in wet conditions, going on to finish on the podium with co-driver Tim Slade at the following round on the Gold Coast.

Heimgartner’s podium at the 2019 WD-40 Phillip Island SuperSprint marked his first solo Supercars top-three finish and first for Kelly Racing in his second season with the team.

André Heimgartner continues to impress with his performances for Kelly Racing in 2019.

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The second circuit set to be built adjacent to the Mount Panorama Circuit opens up the possibility of a second Supercars event at Bathurst. So, should Bathurst host a Supercars sprint round alongside the endurance classic?

W

hen the Mount Panorama Circuit hosted a sprint round of the Australian Touring Car Championship in 1995 and 1996, the event didn’t befit the stage and it proved short-lived. But with Bathurst in the process of developing a second circuit alongside the Mount Panorama Circuit, there would be justification in having a second event in Bathurst that doesn’t intrude on the Bathurst 1000.

British firm Apex Circuit

Design won a tender to design the facility that would sit alongside the Mount Panorama Circuit. If all goes to plan, construction would commence in 2020 with the track completed in either late 2021 or in 2022.

With the Mount Panorama Circuit limited to five events per year, the new circuit would be used as a motoring/ motorsport hub with the aim of hosting major motorcycling events in addition to fourwheeled motorsport.

Supercars was quick to back the second circuit at Bathurst and declare it could look into

hosting a sprint round at the new location. It follows Supercars being one of six organisations to have lodged an Expression of Interest to potentially hold a fifth event at the Mount Panorama Circuit, following the Bathurst Regional Council identifying an opportunity for a fifth event with the ‘Mount Panorama Motor Racing Act 1989’ permitting up to five full-track closures for motorsport events per year.

A Supercars sprint event would be highly sought after for the new Bathurst circuit, which is hoping to attract

international events in addition to Australian domestic categories. And on a different circuit than the Bathurst 1000, the event would avoid the pitfalls of the sprint rounds in the mid-1990s by having a separate identity while still being able to tap into Bathurst’s rich heritage.

The new Bathurst circuit would follow in the footsteps of The Bend Motorsport Park in hosting a Supercars sprint round as a new complex.

Recently, The Bend SuperSprint confirmed OTR as its title sponsor for the next three years.

The proposed second circuit at Bathurst.

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SUPERCARS 2019 CHAMPIONSHIP CALENDAR

FEB 28-MAR 3 Superloop Adelaide 500

Adelaide Parklands Circuit

MAR 14-17

Beaurepaires Melbourne 400

Albert Park Street Circuit

APR 5-7

Tyrepower Tasmania SuperSprint

Symmons Plains Raceway

APR 12-14

WD-40 Phillip Island SuperSprint

Phillip Island GP Circuit

MAY 2-4

PIRTEK Perth SuperNight

MAY 24-26

Truck Assist Winton SuperSprint

Winton Motor Raceway

JUN 14-16

BetEasy Darwin Triple Crown

Hidden Valley Raceway

JUL 5-7

Watpac Townsville 400

Townsville Street Circuit

JUL 26-28

Century Batteries Ipswich SuperSprint

AUG 23-25

OTR The Bend SuperSprint

The Bend Motorsport Park

SEP 13-15

ITM Auckland SuperSprint

Pukekohe Park Raceway

OCT 10-13

Supercheap Auto Bathurst 1000

Mount Panorama Circuit

OCT 25-27

Vodafone Gold Coast 600

Surfers Paradise Street Circuit

NOV 8-10

Penrite Oil Sandown 500

Sandown Motor Raceway

NOV 22-24

Coates Hire Newcastle 500

Barbagallo Raceway

Queensland Raceway

Newcastle Street Circuit Dates correct at time of printing

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EXPERT INSIGHT

BEYOND THE WHEEL Column by Mark Winterbottom

NIGHT RACING A WINNER

I

like the spectacle of racing Supercars at night and think it’s a good atmosphere for all involved.

The PIRTEK Perth SuperNight proved a winner, and if the night-racing format can be combined with a condensed two-day schedule, then Supercars will be on a winner.

It’s hard to find the right balance between needs and wants nowadays, so a two-day schedule works as you can squeeze so much more into the schedule by continuing on into the twilight hours.

So instead of dragging out a race weekend for three days, when people may not have the time to attend all days, we can get it done in a short, sharp

time with fans getting a lot of value for their ticket.

It means you can have practice and qualifying sessions scattered throughout the day, in and around support categories, before the main racing event under lights.

Racing at night is different, but there’s no doubt it’s an amazing spectacle. It’s a different challenge for us drivers.

The shadows and perception of distance is different from inside the cars. So it feels like your closing speed on a car is a lot quicker than it is in the daytime.

The set-up of the car also varies a little bit, given the cooler temperatures. But definitely driving at night-time is mentally a bit tougher, though

physically a bit easier because of the cooler conditions.

You’ve just got to readjust, especially at the start because you line up on the grid and haven’t had any reconnaissance at race speed. It is a bit of a wake up to the old system.

Clearly night racing works best at shorter circuits. As a result, it worked better at Perth than at Sydney Motorsport Park. Symmons Plains Raceway would work well because it’s such a short track, as would Queensland Raceway. That would be a really cool spectacle given the layout of the circuit and the possibility of racing into twilight hours in Queensland.

The talk around a summerbased schedule would make

twilight/night racing more common, opening up the potential schedule and condensing the calendar of events.

One of the most common feedback we get from fans is the irregular gaps between events on our current calendar.

So running a more condensed series, potentially over summer where you’re not clashing with AFL and rugby and those things and can go into twilight hours, definitely has benefits.

There’s definitely a lot of factors to such a decision. And I know that the hard part is getting governments to allocate timeslots that suit their particular event. So if they can get around all that, the summer series would work really well.

– Frosty

“IF THE NIGHT-RACING FORMAT CAN BE COMBINED WITH A CONDENSED TWO-DAY SCHEDULE, THEN SUPERCARS WILL BE ON A WINNER.”

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EXPERT INSIGHT

RIGHT ON TRACK

Column by Craig Lowndes

PERFORMANCE PARITY

T

he debate around parity in Supercars following the debut of the Ford Mustang is a com-

plicated one.

The frustration for everyone is why the category is changing things during the season, as it’s the beginning of the process that needs more work.

I understand that when a car has been ticked off there needs to be some rounds to assess and analyse what advantage a car might have and adjust if need be. But where the category looks bad is that the Mustang was passed, and maybe the process before a car is ticked off needs to be more thorough. Something like this, a change after one car has won so many of the races, creates a no-win situation. You’re damned if you do something, but equally damned if you don’t.

If the Mustang keeps winning, people will say the changes didn’t go far enough. If the Mustang is pegged back, then the talk will be the changes were too much and

it’ll water down the achievement of whichever manufacturer beats Ford.

The changes to the Mustang shouldn’t overshadow the performances of Scott McLaughlin, though, who has been outstanding this season.

In some ways, he’s been so good that he’s masked the fact that the racing has been pretty decent. When you have one person dominating like he has in any motorsport category, there’s a tendency to downplay the other racing going on behind that dominant driver.

Winning the championship is obviously the goal for every driver, but what winning it last

year did for Scott, especially after he came so close but lost it in 2017, has been really significant.

He’s gone to a new level this year, and maybe one he couldn’t have got to without the pain he went through of seeing one slip through his fingers.

The confidence he gained from winning it, and the belief he’s now got knowing that he actually can do it, has really reflected in his driving this year. The belief in him, where the car is, where the team is means they’re all at the top of their games.

Scott’s been on a journey since 2017 to get more mentally strong, and he’s talked about working with psychologists and

fitness people to fill in the gaps that maybe were lacking when he came close two years ago.

It’s just bolstered his selfbelief, and you see it in qualifying where he goes out and nails it.

He knows he can do it, he knows its repeatable and he knows how to get himself in the right space to deliver. He’s matured, and he’s the benchmark at the moment. His peers now see him differently.

There’s a good combination of confidence, belief and even a little bit of arrogance… all the elements are there for him to be more formidable than he’s been before.

– Craig

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EXPERT INSIGHT

GARRY THE GURU

Column by Garry Rogers

CHANGES TO REGULATIONS NEEDED

S

upercars is a first class show and the racing has stood the test of time.

After many years it is still a great spectacle to watch and people love it, but if the powers-that-be are serious about attracting more manufacturers to the sport then they need to look hard at the regulations.

We certainly don’t need to start from ground zero because what we have is extremely good and the envy of a lot of other categories around the world.

However, I don’t think that the technical regulations are 100 per cent right. They may have been right 10 years ago, but times have changed. I think we need to have a little more liberalism.

If Supercars want to sell the show to other sponsors and manufacturers then they have to be able to put forward a case where those parties believe that they would be able to present their product in a positive light.

They need to be able to get their marketing departments on board.

The Car of the Future was part of gaining enquiries from other manufacturers and importers, but to be perfectly frank, whilst there were considerable enquiries, not a lot came to fruition.

I spoke to Chrysler and there was some positivity in that discussion but eventually they had of change of management and decided against a Supercars program.

GRM had discussions with Volvo and we procured the deal. The other parties that got 18

involved were Nissan and Betty Kilmenko of Erebus Motorsport was able to come to an arrangement with AMG, but no other manufacturer or importer showed serious interest.

Prior and since the Volvo arrangement we have had serious discussions with other manufacturers but we have been unable to procure an arrangement with any of them and I am sure other Supercars teams have been trying to do the same.

The problem is that the Supercars category has such enormous development and ongoing maintenance costs and I think that cost frightens a lot of the manufacturers away.

The cost of the sport has

just become prohibitive, so how does Supercars change it? Instead of skirting around the boundary line and making minimal changes that keep certain parties within the sport happy but don’t really fix the problem, we need to look at serious change that will actually benefit the category.

I have made my thoughts clear about the cost of engines and the cost of shock absorbers, as I believe these are where some major savings could be made, but to date there just hasn’t been enough movement in the regulations in those areas.

The engines represent huge costs not just in the initial

development phase, but with the ongoing maintenance that is required.

Changing the regulations around shock absorbers and engines could literally save millions for a team our size.

I don’t think that production car racing is the answer, as it’s not exciting, and what we have is exciting.

Teams and manufacturers want to be able to go into the series and compete. Most sensible people understand that you won’t win all of the time, but you need to be able to compete, and at the moment, unless you have a huge bank account, then that is not easy to do.

– Garry

“AFTER MANY YEARS IT IS STILL A GREAT SPECTACLE TO WATCH AND PEOPLE LOVE IT, BUT IF THE POWERSTHAT-BE ARE SERIOUS ABOUT ATTRACTING MORE MANUFACTURERS TO THE SPORT THEN THEY NEED TO LOOK HARD AT THE REGULATIONS.”

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18654

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AUSTRALIA-WIDE DELIVERY

60 YEARS OF THE AUSTRALIAN TOURING CAR CHAMPIONSHIP / SUPERCARS

PAGE 24 HISTORY PAGE 30 CHAMPIONS PAGE 38 CIRCUITS PAGE 44 RECORDS

SUPERCAR XTRA

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OF ATCC/SUPERCARS

WORDS Adrian Musolino IMAGES Autopics.com.au, Peter Norton, James Baker

A RICH RACING

HISTORY

The Australian Touring Car Championship/Supercars notches up its 60th season in 2019. To celebrate we look back at the six-decade history of the category, starting with how we got here through various guises.

O

n February 1 in 1960, at the Gnoo Blas Motor Racing Circuit in Orange in New South Wales, the Australian Touring Car Championship was born.

Forty-eight cars took to the grid across five classes that day, from the Jaguar Mark

1 3.4 that triumphed in the hands of David McKay to the Austin A40 Farina of Brian Foley that won the under 1000cc class.

It marked the start of something big with the championship growing massively over the coming decades, from the single-race deciders of those early years to multiple

rounds and then the inclusion of the great endurance races such as the Bathurst 1000 and regular ventures outside of Australia.

The history of the Australian Touring Car Championship/Supercars rules since 1960 showcases in its own way the evolution of the automotive industry in Australia and

APPENDIX J 24

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GROUP C

the guiding principles of parity that have been part of the championship throughout its six decades.

This is the evolution of the Australian Touring Car Championship/Supercars through its various guises:

APPENDIX J

1960-1964

Australia’s first organised touring car rulebook paved the way for single-event Australian Touring Car Championship deciders, starting in 1960.

The rules insisted on four-door production cars sold in the marketplace with some engine and suspension modifications allowed. Cars competed in various classes based on engine capacity.

Jaguars won the first four titles before victory for the Ford Cortina Mark I GT of Ian

Geoghegan in 1964. The grid relied heavily on imported British cars, until an influx of locally-made cars in the latter years.

The single-race championship deciders were held in various locations across Australia, in addition to various state-level meetings. The professionalism around the sport had not yet grown to form the multiround national championship.

IMPROVED PRODUCTION

1965-1972

Improved Production was the forerunner for the popular Group C era, which would eventually include production-based sedans with limited modifications racing alongside the more highly modified cars (Group C).

This allowed imported muscle cars, such

IMPROVED PRODUCTION

as the Ford Mustang V8, to dominate over the local brigade and popular Morris Coopers.

The Mustang was an unstoppable force from 1965 to 1969, winning five consecutive championships, four courtesy of Ian Geoghegan. Norm Beechey claimed the maiden title for an Australian-built car in 1970, with the Holden HT Monaro GTS350, though American muscle cars would once again dominate with two titles for the Chevrolet Camaro ZL-1 of Bob Jane in 1971 and 1972.

The championship grew into a multiround format from 1969, in various states across Australia, though the technical rulebook of the championship didn’t align with the growing endurance event at Bathurst. So, while locally-made Monaros and Ford Falcons were winning what was then known as the Bathurst 500, it was imported cars dominating the championship.

The ‘Supercar scare’ of 1972, which accused local makes of selling high-performance “race homologation” versions of its cars to the public, prompted a rethink of the direction of Australian touring cars that would create a unified class with an emphasis on Australian cars.

GROUP C

1973-1984

Group C was an evolution of the Improved Production era, essentially moving aside the imported muscle cars in favour of the Australian-built equivalents such as the Falcon GT HO and Torana XU-1.

The Improved Touring Car regulations which governed the Australian Touring SUPERCAR XTRA

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OF ATCC/SUPERCARS

GROUP A Car Championship, known at the time as Group C, were amalgamated with the more basic Group E Series Production Touring Cars regulations that governed the Bathurst event, creating a single class for touring car racing in Australia. But, despite the same rules applying to both, what became known as the Bathurst 1000 from 1973 remained outside of the Australian Touring Car Championship.

The Group C era is considered the golden age of Australian touring cars; the point in which touring cars surpassed open-wheelers as the most popular form of motorsport in the country and made household names of its heroes with a direct link between the cars being raced to those driven on the roads.

Ford and Holden became central to Australian touring cars with their Falcons and Toranas becoming highly sought-after aspirational road cars following on from the heroics of the lead drivers, Allan Moffat and Peter Brock.

Moffat and Brock traded championship and Bathurst wins across the 1970s with their fortunes often tied to the level of support they received from their respective manufacturers, though the competition became distorted with the increased interests of European makes into the 1980s.

While Ford and Holden were relatively on par with V8-powered four-door sedans in the shape of the Falcon and new Commodore from 1980, the impending arrival of the Mazda RX-7, BMW 635CSi, Nissan 26

Bluebird and the like made it difficult for officials to maintain a level playing field.

GROUP A

1985-1992

With so much angst around the rules in a bid to achieve parity, the Australian Touring Car Championship (and Bathurst 1000) adopted the international-based Group A rules from 1985. It would bring Australia in line with Europe, at a time when Australia was about to host its first Formula 1 world championship grand prix and international entrants were increasingly interested in what Australian touring cars had to offer.

It was an international formula for production-derived cars in which different scales were applied to the various engine capacities, while tyre width and weight was adjusted based on relative performance.

At least 5000 identical car units had to be produced in a 12-month period for the race car to compete in the series, demanding manufacturer commitment. This led to a swarm of international makes and models arriving in the series, including the BMW 635 CSi, Volvo 240T and the Bathurst-winning Jaguar XJ-S, albeit making it difficult for local favourites Ford and Holden.

While Holden struggled to fit the Commodore into the Group A formula, failing to win a championship in the eight Group A seasons, Ford entrants were forced to park the Falcon and opted for the uncompetitive

Mustang before finding a winner with the Sierra RS500.

The popularity of the Australian Touring Car Championship took a nosedive in this era with the pecking order often determined by the competitiveness of machinery before it arrived in Australia.

And the result was periods of dominations for cars/makes: BMW with the 635 CSi and M3 in 1985 and 1987, sandwiched by the Volvo 240T in 1986, Ford with the Sierra RS500 in 1988 and 1989, and Nissan with the BNR32 GT-R from 1990 to 1992.

With shrinking grids and uncompetitive racing, Group A had failed to entice Australians. And with the formula also on its knees in Europe, the Australian Touring Car Championship needed something new.

GROUP 3A/ V8 SUPERCARS

1993-2002

The Australian Touring Car Championship went in the opposite direction of Group A from 1993: Australian-built four-door fivelitre V8 Ford Falcons and Holden Commodores were the only cars eligible to compete in the new Group 3A formula, later to be renamed V8 Supercars.

The championship would shut out other manufacturers and base the new formula around the two Australian brands who were so instrumental in the growth of the

SUPERCAR XTRA

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championship in the Group C years.

Fans flocked back to the championship with an emphasis on tight and tough racing, but parity remained a stumbling block as they tried to find an equal footing for the Falcons and Commodores.

Technical squabbles would dominate most of this era with the perceived strengths and weaknesses of various Falcons and Commodores argued over, but as it was a locally-derived formula, it wasn’t as political or polarising as Group A. The championship grew with an increased calendar of events and greater emphasis on the television spectacle, despite the threat posed by the international-based Super Touring formula that was booming in Europe and had a presence here with its bid for the Bathurst 1000. But despite having a greater manufacturer presence than V8 Supercars, the latter prevailed to become the undisputed dominant player in Australian motorsport.

The growth of the championship was confirmed in 1999 with the debut of the Adelaide 500 creating a template for marquee street-circuit events and the inclusion of the Bathurst 1000 in the championship for the first time.

GROUP 3A/V8 SUPERCARS

“FANS FLOCKED BACK TO THE CHAMPIONSHIP WITH AN EMPHASIS ON TIGHT AND TOUGH RACING.” – GROUP 3A/V8 SUPERCARS

PROJECT BLUEPRINT SUPERCAR XTRA

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OF ATCC/SUPERCARS

PROJECT BLUEPRINT

2003-2012

While V8 Supercars grew exponentially into the 2000s, the perceived lack of parity remained an ongoing concern. Holden had won five consecutive championships between 1998 and 2002, which wasn’t good for a formula based around the head-tohead rivalry of only two manufacturers.

‘Project Blueprint’ was developed to eliminate most of the differences that created performance disparity between the Falcons and Commodores. The chassis pick-up points, wheelbase, track and driving position became common across both cars; suspensions were made the same and aerodynamic packages revised.

This change in philosophy set the groundwork for the control chassis that would follow, cementing parity and cost reduction as the two key pillars the championship would be based on.

The changes had an immediate impact with Ford’s new BA Falcon ending Holden’s championship run in 2003. In the 10 seasons of the Project Blueprint rules, the Falcon won six championships to four for the Commodore.

automotive landscape was changing.

The two brands had lost their market dominance and would soon close their local manufacturing plants.

V8 Supercars had to open up to new manufacturers to stay relevant and did so with an extension of the Project Blueprint era, with a control chassis design and specification across all manufacturers with body shells and engines unique to each make.

These could include non-Ford and Holden entities for the first time since the imposed duopoly of the Group 3A rules in 1993, with Nissan, Volvo Polestar and AMG Mercedes-Benz (via a customer deal through Erebus Motorsport) entering the championship between 2013 and 2014.

But the requirement for these manufacturers to race five-litre V8s proved challenging, especially up against Ford and Holden’s well established powerplants.

The three brands would soon move on, leaving Holden as the only committed brand in the series with Ford also pulling their support with the Falcon being retired.

While the series remained as popular as ever and featured a strong schedule of events, its sustainability was being questioned given the changes in the Australian automotive landscape.

GEN2

CAR OF THE FUTURE

2017-PRESENT

While V8 Supercars was still the exclusive domain of Ford and Holden, the Australian

Australian touring cars came full circle with the implementation of the Gen2 rules from 2017.

2013-2017

Gen2 allows the use of two-door coupé body styles and turbocharged four- or six-cylinder engines to race alongside the four-door V8 sedans that had been the mainstay of the series since 1993.

Cars were still required to be based on front-engined, rear-wheel drive production cars that are sold in Australia, while the chassis and control components are carried over from the Car of the Future rules.

The more open rulebook was designed in order to make it easier for manufacturers to race in the series, like in the formative years of the championship.

This change allowed Ford to return in an official capacity with the Mustang from 2019, the first two-coupe to race under the V8 formula, while Holden recommitted to the series with the imported version of the Commodore and considered a twin-turbo engine option before sticking with its V8.

With the success of the Mustang and the Chevrolet Camaro appearing to be the long-term alternative instead of the Commodore for Holden, the rulebook will likely be updated so coupes can better fit over the control chassis.

After 60 years it seems history is about to repeat with imported American muscle cars set to dominate Australian touring cars. But what of the next 60 years?

GEN2

28

SUPERCAR XTRA

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Customer___Pole Position P/L

Debtor ID___________________________

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18644

1/18 1966 Pony Mustang – Wimbledon White with Red Interior

18654

1/18 Holden VK Commodore – 1986 Wellington 500 Winner Brock / Moffat

Scheduled Production

Due

750

2 Qtr 2018

1,000

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nd

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U100 1969 FORD

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OF ATCC/SUPERCARS IMAGES Autopics.com.au, Peter Norton, Justin Deeley, James Baker

In total, 25 drivers have won the Australian Touring Car Championship/Supercars championship over the last six decades.

T

o commemorate the 60-year milestone, we put these drivers together on a grid to see how this dream ‘Race of Champions’ would look. With drivers with the most titles higher up the grid, we’ve also picked the most dominant championship-winning cars for the multitime champs. Here’s how the 25-car grid of champions would look…

25 DAVID MCKAY

1960 • DAVID MCKAY • JAGUAR MARK 1 3.4

McKay won the first Australian Touring Car Championship in a Jaguar Mark 1 3.4 at Gnoo Blas near Orange, New South Wales, in 1960. The motoring journalist enjoyed a distinguished racing career, highlighted by the championship win.

22 JAMES COURTNEY

2010 • DICK JOHNSON RACING • FORD FG FALCON

Courtney scored his first and so far only championship win following a sensational title race in 2010. In a Triple Eight-built Ford FG Falcon, Courtney overcame the ownership instability at Dick Johnson Racing to win the title in a dramatic finale in Sydney.

James Courtney

24 BILL PITT

1961 • MRS DI ANDERSON • JAGUAR MARK 1 3.4

Pitt became the second championship winner in a Jaguar Mark 1 3.4 at Lowood, Queensland, in 1961. Pitt had an extensive career racing Jaguars, finishing second in 1960 by six seconds before victory the following year.

23 ROBBIE FRANCEVIC

1986 • VOLVO DEALER TEAM • VOLVO 240T

Francevic became the oldest winner of the Australian Touring Car Championship at 44 years of age in 1986. The New Zealander overcame internal team squabbles to give Volvo its maiden championship win.

Bill Pitt

30

Robbie Francevic

SUPERCAR XTRA

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Shane van Gisbergen

Rick Kelly

21 RICK KELLY

19 SHANE VAN GISBERGEN

2006 • HSV DEALER TEAM • HOLDEN VZ COMMODORE

Kelly won the title following a controversial collision at the season finale at Phillip Island, but it was a consistent campaign for the HSV Dealer Team that put him in that winning position.

20 RUSSELL INGALL

2016 • TRIPLE EIGHT RACE ENGINEERING • HOLDEN VF COMMODORE

Van Gisbergen confirmed his promise by winning the championship in his first season with Triple Eight Race Engineering, winning eight races and overcoming the challenge of his multiple championshipwinning teammate, Jamie Whincup.

18 MARK WINTERBOTTOM

2005 • STONE BROTHERS RACING • FORD BA FALCON

After four runners-up finishes, Ingall won his only championship in 2015 • PRODRIVE RACING AUSTRALIA • FORD FG X FALCON 2005. ‘The Enforcer’ curtailed his aggressive driving style to collect points and win the championship through consistency.

Winterbottom claimed a long-awaited title for Prodrive Racing Australia with the new Ford FG X Falcon in 2015. With nine wins across the season, Winterbottom won the championship with a race to spare.

Russell Ingall

Mark Winterbottom SUPERCAR XTRA

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Scott McLaughlin

17 SCOTT MCLAUGHLIN

2018 • DJR TEAM PENSKE • FORD FG X FALCON

McLaughlin just missed out on the championship win in 2017, making amends in 2018 to give the Ford Falcon its 17th and final championship win. He became the 25th championship winner and fourth from New Zealand (in addition to Jim Richards, Robbie Francevic and Shane van Gisbergen).

16 GARTH TANDER

Colin Bond

2007 • HSV DEALER TEAM • HOLDEN VE COMMODORE

Tander was a contender throughout his career, though it all came together for his only championship win in 2007. Tander won 15 races throughout the season, the equal second most in the history of the championship.

15 COLIN BOND

1975 • HOLDEN RACING TEAM • HOLDEN LH TORANA SLR5000 L34

The versatile Bond scored his only championship win for the Holden Dealer Team in 1975 (pictured carrying the #1 in the championship-winning car in 1976), winning three rounds for a comfortable points margin.

14 BOB MORRIS

1979 • RON HODGSON MOTORS • HOLDEN LX TORANA SS 5000 A9X

Morris produced a win for the underdogs in 1979, defeating the factory-backed Peter Brock to the title in the championship decider at Adelaide International Raceway. With four round wins to Brock’s three, Morris was a worthy champion.

Garth Tander

32

Bob Morris

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Norm Beechey John Bowe

13 JOHN BOWE

1995 • DICK JOHNSON RACING • FORD EF FALCON

After playing second fiddle to teammate Dick Johnnson with the Sierras in the Group A years, Bowe emerged as Dick Johnson Racing’s lead driver into the V8 era and won his only title in 1995.

12 NORM BEECHEY

1970 • NEPTUNE RACING TEAM • HOLDEN HT MONARO GTS350

Beechey became the first driver to win a championship for Ford and Holden in 1970. His championship win in the Holden HT Monaro GTS350 in 1970 marked the first title win for an Australian-made car, claiming three wins from seven rounds.

11 MARCOS AMBROSE

2004 • STONE BROTHERS RACING • FORD BA FALCON

Ambrose became a Ford hero when he ended the Holden Racing Team’s run of championships with a victory for Stone Brothers Racing in the new Ford BA Falcon in 2003. He defended the crown with an even more convincing result in 2004, winning 11 of 26 races.

Glenn Seton

10 GLENN SETON

1993 • GLENN SETON RACING • FORD EB FALCON

Seton won two championships for his own Ford team in 1993 and 1997. The 1993 season saw a dominant performance from the team, winning six of nine rounds with four of those from Seton.

Marcos Ambrose

SUPERCAR XTRA

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Peter Brock

9 PETER BROCK

1978 • HOLDEN DEALER TEAM • HOLDEN LX TORANA A9X

Brock won his three championships for the Holden Dealer Team in 1974, 1978 and 1980. While he dominated the 1974 championship using the Holden LJ Torana GTR XU-1 and LH Torana SL/R 5000, he won three from eight rounds to win the 1978 title with the LX Torana A9X. Bob Jane

8 CRAIG LOWNDES

1996 • HOLDEN RACING TEAM • HOLDEN VR COMMODORE

Lowndes’ championship win in his rookie season remains the most dominant campaign in the history of the Australian Touring Car Championship/Supercars, winning a record 16 races from 30. The Holden Racing Team driver in the VR Commodore was unstoppable, ushering in a new era for the sport.

7 BOB JANE

1971 • BOB JANE RACING TEAM • CHEVROLET CAMARO ZL-1

Jane won two titles in Jaguars in single-race deciders in 1962 and 1963, though the car of his that really captured the public’s imagination was the Chevrolet Camaro ZL-1 with which he won back-to-back titles in 1971 and 1972. The 1971 version of the Camaro featured a seven-litre 427 V8 engine, before rule changes the following year forced a reduction to a 5.7-litre 350 V8 engine.

Craig Lowndes

34

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Jim Richards

6 JIM RICHARDS

1985 • JPS TEAM BMW • BMW 635 CSI

Richards was the master of Group A, winning four championships across a seven-year period for both BMW and Nissan. His most dominant win came in the BMW 635 CSi in 1985, winning seven of 10 rounds, including six in a row.

5 ALLAN MOFFAT

1977 • ALLAN MOFFAT RACING • FORD XB FALCON GT/XC GS500

Moffat became Ford’s leading entry in the formative years of Group C, winning three titles for the Blue Oval between 1973 and 1977.

Ian Geoghegan

He dominated the 1977 season along with teammate Colin Bond in the XB Falcon GT and then the slightly updated XC GS500. Moffat won seven of 11 rounds for an equal record 72.73 per cent winning season, finishing comfortably ahead of Bond.

4 IAN GEOGHEGAN

1969 • TOTAL TEAM • FORD MUSTANG

Geoghegan won his first championship in a Ford Cortina in 1964, but he’s best remembered for his run of four consecutive titles with the Ford Mustang from 1966 to 1969. The Mustang evolved and improved across that period, with the win in 1969 the first under the multi-round format.

Allan Moffat

SUPERCAR XTRA

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Dick Johnson

3 DICK JOHNSON

2 MARK SKAIFE

1981 • DICK JOHNSON RACING • FORD XD FALCON

Johnson won five championships for Ford, three in Falcons and two in Sierras. The most dominant and memorable of the lot was 1981 in the XD Falcon, in which Johnson won eight races for an equal record 72.73 per cent winning season and overcame the challenge of Holden rival Peter Brock.

Mark Skaife

2002 • HOLDEN RACING TEAM • HOLDEN VX COMMODORE

Skaife had already won two championships for Gibson Motorsport before the start of his dominant run with the Holden Racing Team, in which time he won three consecutive championships from 2000 to 2002. The 2001 and 2002 seasons saw Skaife conquer all in his VX Commodore, winning 15 races in 2002 for a winning percentage of more than 50 per cent.

1 JAMIE WHINCUP

2008 • TRIPLE EIGHT RACE ENGINEERING • FORD BF FALCON

Whincup became the undisputed best in Supercars with his run of seven championships between 2008 and 2017. The first championship win in 2008 was a clinic, winning 15 races for an equal second most in championship history. Despite missing an entire round in New Zealand following a qualifying crash, Whincup still won his first title by a big margin.

Jamie Whincup

36

SUPERCAR XTRA

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AUSTRALIA-WIDE DELIVERY 15/5/19 10:08 pm

OF ATCC/SUPERCARS

WORDS Adrian Musolino IMAGES Autopics.com.au, Peter Norton, Justin Deeley

Thirty–four circuits have hosted the Australian Touring Car Championship/ Supercars over the last 60 years, across all states and territories of Australia and across six countries.

ADELAIDE INTERNATIONAL RACEWAY Location: Virginia, SA Active years: 1972–1988 Bahrain International Circuit

Adelaide Street Circuit

ADELAIDE STREET CIRCUIT Location: Adelaide, SA Active years: 1999–2019

BAHRAIN INTERNATIONAL CIRCUIT Location: Sakhir, Bahrain Active years: 2006–2008, 2010

CALDER PARK RACEWAY Location: Keilor North, Victoria Active years: 1969–1983, 1985–1988, 1996–2001

AMAROO PARK Location: Annangrove, NSW Active years: 1974–1978, 1985–1994 Barbagallo Raceway

BARBAGALLO RACEWAY Location: Pinjar, WA Active years: 1973, 1978–2009, 2011–2019

38

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GNOO BLAS Location: Orange, NSW Active years: 1960

HAMILTON STREET CIRCUIT Location: Hamilton, New Zealand Active years: 2008–2012

Canberra Street Circuit

CANBERRA STREET CIRCUIT

CIRCUIT OF THE AMERICAS

HIDDEN VALLEY RACEWAY

Location: Canberra, ACT Active years: 2000–2002

Location: Austin, Texas, USA Active years: 2013

Location: Darwin, Northern Territory Active years: 1998–2019

Circuit of the Americas

SUPERCAR XTRA

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MALLALA MOTOR SPORT PARK

Homebush Street Circuit

Location: Mallala, SA Active years: 1963, 1969–1971, 1989–1998

MELBOURNE GRAND PRIX CIRCUIT HOMEBUSH STREET CIRCUIT

LONGFORD CIRCUIT

Location: Sydney Olympic Park, NSW Active years: 2009–2016

Location: Longford, Tasmania Active years: 1962

LAKESIDE INTERNATIONAL RACEWAY

LOWOOD AIRFIELD CIRCUIT

Location: Kurwongbah, Queensland Active years: 1964, 1967, 1970–1971, 1975–1998

Location: Tarampa, Queensland Active years: 1961

Location: Albert Park, Victoria Active years: 2018–2019

Lakeside International Raceway

Newcastle Street Circuit

40

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Phillip Island Grand Prix Circuit

Mount Panorama Circuit

MOUNT PANORAMA CIRCUIT Location: Bathurst, NSW Active years: 1966, 1969–1970, 1972, 1995–1996, 1999–2019

ORAN PARK RACEWAY

PUKEKOHE PARK RACEWAY

Location: Narellan, NSW Active years: 1971–2008

Location: Pukekohe, New Zealand Active years: 2001–2007, 2013–2019

NEWCASTLE STREET CIRCUIT Location: Newcastle East, NSW Active years: 2017–2019

PHILLIP ISLAND GRAND PRIX CIRCUIT Location: Phillip Island, Victoria Active years: 1976–1977, 1990, 1993– 2003, 2005–2019

QUEENSLAND RACEWAY Location: Ipswich, Queensland Active years: 1999–2019

Queensland Raceway

SUPERCAR XTRA

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OF ATCC/SUPERCARS

SANDOWN RACEWAY

Shanghai International Circuit

Location: Springvale, Victoria Active years: 1965, 1970–1974, 1976– 1989, 1991–1992, 1994–2019

SHANGHAI INTERNATIONAL CIRCUIT Location: Shanghai, China Active years: 2005

SURFERS PARADISE INTERNATIONAL RACEWAY

SURFERS PARADISE STREET CIRCUIT

SYDNEY MOTORSPORT PARK

Location: Surfers Paradise, Queensland Active years: 2002–2019

Location: Eastern Creek, NSW Active years: 1992–1997, 1999–2005, 2007–2008, 2012, 2014–2018

Location: Surfers Paradise, Queensland Active years: 1969, 1971–1977, 1979–1987

Surfers Paradise Street Circuit

42

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SYMMONS PLAINS RACEWAY Location: Launceston, Tasmania Active years: 1969–1999, 2004–2019

TOWNSVILLE STREET CIRCUIT

WINTON MOTOR RACEWAY

Location: Townsville, Queensland Active years: 2009–2019

Location: Winton, Victoria Active years: 1985–1986, 1988–1995, 1997–2004, 2006–2019

THE BEND MOTORSPORT PARK

WARWICK FARM RACEWAY

Location: Tailem Bend, SA Active years: 2018–2019

Location: Warwick Farm, NSW Active years: 1968, 1970, 1972–1973

YAS MARINA CIRCUIT Location: Abu Dhabi, United Arab Emirates Active years: 2010–2012

Townsville Street Circuit

SUPERCAR XTRA

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OF ATCC/SUPERCARS

IMAGES Autopics.com.au, Peter Norton, Justin Deeley

The key records from 60 years of the Australian Touring Car Championship/Supercars championship.

MOST CHAMPIONSHIP WINS – DRIVERS

Jamie Whincup: Most championship wins.

44

7 5 5 5 4 4 4 3 3 2 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1

Jamie Whincup 2008, 2009, 2011, 2012, 2013, 2014, 2017 Ian Geoghegan 1964, 1966, 1967, 1968, 1969 Dick Johnson 1981, 1982, 1984, 1988, 1989 Mark Skaife 1992, 1994, 2000, 2001, 2002 Bob Jane 1962, 1963, 1971, 1972 Allan Moffat 1973, 1976, 1977, 1983 Jim Richards 1985, 1987, 1990, 1991 Peter Brock 1974, 1978, 1980 Craig Lowndes 1996, 1998, 1999 Norm Beechey 1965, 1970 Glenn Seton 1993, 1997 Marcos Ambrose 2003, 2004 David McKay 1960 Bill Pitt 1961 Colin Bond 1975 Bob Morris 1979 Robbie Francevic 1986 John Bowe 1995 Russell Ingall 2005 Rick Kelly 2006 Garth Tander 2007 James Courtney 2010 Mark Winterbottom 2015 Shane van Gisbergen 2016 Scott McLaughlin 2018

SUPERCAR XTRA

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YEAR

DRIVER

1960 1961 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

David McKay Bill Pitt Bob Jane Bob Jane Ian Geoghegan Norm Beechey Ian Geoghegan Ian Geoghegan Ian Geoghegan Ian Geoghegan Norm Beechey Bob Jane Bob Jane Allan Moffat Peter Brock Colin Bond Allan Moffat Allan Moffat Peter Brock Bob Morris Peter Brock Dick Johnson Dick Johnson Allan Moffat Dick Johnson Jim Richards Robbie Francevic Jim Richards Dick Johnson Dick Johnson Jim Richards Jim Richards Mark Skaife Glenn Seton Mark Skaife John Bowe Craig Lowndes Glenn Seton Craig Lowndes Craig Lowndes Mark Skaife Mark Skaife Mark Skaife Marcos Ambrose Marcos Ambrose Russell Ingall Rick Kelly Garth Tander Jamie Whincup Jamie Whincup James Courtney Jamie Whincup Jamie Whincup Jamie Whincup Jamie Whincup Mark Winterbottom Shane van Gisbergen Jamie Whincup Scott McLaughlin

TEAM

CAR

Scuderia Veloce Jaguar 3.4 Bill Pitt Jaguar 3.4 Bob Jane Racing Jaguar 3.8 Mk II Bob Jane Racing Jaguar 4.1 Mk II Total Team Ford Cortina Mark I GT Neptune Racing Team Ford Mustang Total Team Ford Mustang Total Team Ford Mustang Total Team Ford Mustang Total Team Ford Mustang Shell Racing Team Holden HT Monaro GTS350 Bob Jane Racing Chevrolet Camaro ZL-1 Bob Jane Racing Chevrolet Camaro ZL-1 Allan Moffat Racing Ford XY Falcon GTHO Phase III Holden Dealer Team Holden LJ Torana GTR XU-1/LH SL/R 5000 Holden Dealer Team Holden LH Torana SL/R 5000 L34 Allan Moffat Racing Ford XB Falcon GT Allan Moffat Racing Ford XB Falcon GT/XC GS Holden Dealer Team Holden LX Torana SS A9X Ron Hodgson Motors Holden LX Torana SS A9X Holden Dealer Team Holden VB Commodore Dick Johnson Racing Ford XD Falcon Dick Johnson Racing Ford XD Falcon Allan Moffat Racing Mazda RX-7 Dick Johnson Racing Ford XE Falcon JPS Team BMW BMW 635 CSi Volvo Dealer Team Volvo 240T JPS Team BMW BMW M3 Dick Johnson Racing Ford Sierra RS500 Dick Johnson Racing Ford Sierra RS500 Gibson Motorsport Nissan Skyline HR31 GTS-R/BNR32 GT-R Gibson Motorsport Nissan Skyline BNR32 GT-R Gibson Motorsport Nissan Skyline BNR32 GT-R Glenn Seton Racing Ford EB Falcon Gibson Motorsport Holden VP Commodore Dick Johnson Racing Ford EF Falcon Holden Racing Team Holden VR Commodore Glenn Seton Racing Ford EL Falcon Holden Racing Team Holden VS/VT Commodore Holden Racing Team Holden VT/VS Commodore Holden Racing Team Holden VT Commodore Holden Racing Team Holden VX Commodore Holden Racing Team Holden VX Commodore Stone Brothers Racing Ford BA Falcon Stone Brothers Racing Ford BA Falcon Stone Brothers Racing Ford BA Falcon HSV Dealer Team Holden VZ Commodore HSV Dealer Team Holden VE Commodore Triple Eight Race Engineering Ford BF Falcon Triple Eight Race Engineering Ford FG Falcon Dick Johnson Racing Ford FG Falcon Triple Eight Race Engineering Holden VE Commodore Triple Eight Race Engineering Holden VE Commodore Triple Eight Race Engineering Holden VF Commodore Triple Eight Race Engineering Holden VF Commodore Prodrive Racing Australia Ford FG X Falcon Triple Eight Race Engineering Holden VF Commodore Triple Eight Race Engineering Holden VF Commodore DJR Team Penske Ford FG X Falcon

VENUE/FORMAT

RULES

Gnoo-Blas, NSW Lowood, Qld Longford, Tasmania Mallala, SA Lakeside, Qld Sandown, Vic Bathurst, NSW Lakeside, Qld Warwick Farm, NSW 5 rounds 7 rounds 7 rounds 8 rounds 8 rounds 7 rounds 7 rounds 11 rounds 11 rounds 8 rounds 8 rounds 8 rounds 8 rounds 8 rounds 8 rounds 7 rounds 10 rounds 10 rounds 9 rounds 9 rounds 8 rounds 8 rounds 9 rounds 9 rounds 9 rounds 10 rounds 10 rounds 10 rounds 10 rounds 10 rounds 13 rounds 13 rounds 13 rounds 13 rounds 13 rounds 13 rounds 13 rounds 13 rounds 14 rounds 14 rounds 26 races 26 races 28 races 30 races 36 races 38 races 36 races 29 races 26 races 31 races

Appendix J Appendix J Appendix J Appendix J Appendix J Improved Production Improved Production Improved Production Improved Production Improved Production Improved Production Improved Production Improved Production Group C Group C Group C Group C Group C Group C Group C Group C Group C Group C Group C Group C Group A Group A Group A Group A Group A Group A Group A Group A Group 3A V8 Group 3A V8 Group 3A V8 Group 3A V8 Group 3A V8 Group 3A V8 Group 3A V8 Group 3A V8 Group 3A V8 Group 3A V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Project Blueprint V8 Car of the Future V8 Car of the Future V8 Car of the Future V8 Car of the Future V8 Gen2 Supercar Gen2 Supercar SUPERCAR XTRA

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OF ATCC/SUPERCARS

Craig Lowndes: Youngest champion.

YOUNGEST CHAMPION

Craig Lowndes – 21 years, 11 months, 11 days (1996)

OLDEST CHAMPION

Robbie Francevic – 44 years, 8 months, 25 days (1986)

MOST CHAMPIONSHIP WINS IN SUCCESSION – DRIVER

MOST TEAMS’ CHAMPIONSHIP WINS 9 Triple Eight Race Engineering 2008, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2018

MOST CHAMPIONSHIP WINS – MODELS

5 Mustang, 1965-1969

MOST CHAMPIONSHIP WINS – MAKES

4 Ian Geoghegan, 1966-1969 4 Jamie Whincup, 2011-2014

25 Ford

MOST DRIVERS’ CHAMPIONSHIP WINS – TEAM

MOST RACE WINS – DRIVER

8 Dick Johnson Racing/DJR Team Penske 1981, 1982, 1984, 1988, 1989, 1995, 2010, 2018 8 Triple Eight Race Engineering 2008, 2009, 2011, 2012, 2013, 2014, 2016, 2017

113 Jamie Whincup*

Dick Johnson Racing/ Team Penske: Equal most championships.

Jamie Whincup: Most race wins.

46

SUPERCAR XTRA

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MOST RACE WINS IN SUCCESSION

8 Craig Lowndes (1996, Lakeside, Barbagallo, Mallala)

MOST ATCC/VASC RACE WINS – TEAM

185* Triple Eight Race Engineering

MOST RACE WINS – MANUFACTURER

549* Holden

MOST RACE WINS – MODEL

108 Holden VF Commodore

MOST PODIUM FINISHES

201* Jamie Whincup

MOST PODIUM FINISHES WITHOUT A WIN

20 Murray Carter

Murray Carter: Most podium finishes without a win.

Scott McLaughlin: Youngest race winner.

YOUNGEST WINNER OF AN ATCC/VASC RACE

Scott McLaughlin – 19 years, 10 months, 3 days (Pukekohe 2013)

OLDEST WINNER OF AN ATCC/VASC RACE

Jim Richards – 55 years, 1 month, 11 days (Bathurst 2002)

MOST RACE WINS IN A SEASON

16 Craig Lowndes – Holden Racing Team, 1996 (53.33 percent)

Holden: Most race wins as a manufacturer.

SUPERCAR XTRA

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OF ATCC/SUPERCARS *Records correct at time of printing.

Scott McLaughlin: Youngest polesitter.

Hall of Fame MOST ROUND STARTS

294 Craig Lowndes

MOST ATCC/VASC POLE POSITIONS

80* Jamie Whincup

YOUNGEST ATCC/VASC POLESITTER

Scott McLaughlin – 20 years, 9 months, 27 days (Winton 2014)

OLDEST ATCC/VASC POLESITTER

Peter Brock – 52 years, 5 months, 8 days (Oran Park 1997)

MOST POLE POSITIONS IN A SEASON

16 Scott McLaughlin – DJR Team Penske, 2017 (61.54 per cent)

MOST POLE POSITIONS – TEAM

124* Triple Eight Race Engineering

MOST POLE POSITIONS – MAKE

344* Holden

MOST POLE POSITIONS IN SUCCESSION

13 Peter Brock, 1979-1980

Peter Brock: Most poles in succession.

48

Allan Moffat Ian Geoghegan Bob Jane Norm Beechey Peter Brock Dick Johnson Colin Bond Bob Morris Fred Gibson Adelaide 500 Jim Richards Harry Firth Larry Perkins John Bowe Glenn Seton Tony Cochrane Jason Richards Mark Skaife Garry Rogers Jim & Ross Stone Neil Crompton Tom Walkinshaw

SUPERCAR XTRA

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TICKFORD RACING

WORDS John Bannon IMAGES Supercars, Ben Auld, Peter Norton

While the focus from the Blue Oval side of the fence in Supercars has come from DJR Team Penske, there’s a fascinating subplot at Tickford Racing with the team’s homegrown stars Chaz Mostert and Cameron Waters taking over the mantle of team leaders following the departure of long-time teammate Mark Winterbottom.

We chat with the Tickford Racing young guns on their new roles within the team and what comes next.

I

n one simple sentence, 2014 Bathurst 1000 winner Chaz Mostert sums up what Mark ‘Frosty’ Winterbottom meant to the Ford outfit. “Well, he’s the Tickford God,” he says.

That might be true. But the pendulum has shifted during the past two seasons. In both 2017 and 2018, Mostert finished higher than Winterbottom in the standings, and while at 37 Winterbottom no doubt has unfinished business in Supercars, it’s Mostert at 26 who is nearing the peak of his powers.

While Mostert may have the recent runs on the board, the significance of Winterbottom’s departure is not lost on the 2018 Gold Coast winner.

“There is obviously a big, massive hole there to fill,” says Mostert.

“He has given so much to this team for so many years.

The way he holds himself on and off the track is second to none. I’ve learnt a lot being beside him. I try to [be positive] when the days aren’t going well and keep the lip up when talking to the sponsors and talking to the fans.

“He’s taught me a lot in that regard. For me it’s sad to see him go because he influences the team in such a way and directs things when it’s not quite going our way. Obviously Cam [Waters] and I have to step up into that role a little bit more and definitely try and help fill the shoes that have been left behind.”

While 24-year-old teammate Waters says it will be strange not having Winterbottom in the team.

“He is like a fatherly figure and we’re good mates, so it’s 50

obviously going to be weird him not being in the garage with us, being a teammate,” he says.

“But, even still, he’ll remain a really good mate. He has obviously helped me a lot, stepping in to assist in my Dunlop Series days and everything like that. So, yeah, I’ll still race him just as hard and fairly and still be mates.”

We ask Mostert what he’s learnt from the 2015 Virgin Australia Supercars Championship winner.

“I think the way he backs himself, whereas I second guess myself a lot,” he says.

“He backs his ability, he backs his feelings in the car, he backs the path he envisions and makes the car better. The way he works with people to try and make that happen whether it be with management or people on the workshop floor. He really, really embraces that kind of thing.

For me, it’s the way he points the ship in the direction he needs it to make sure he gets the results.”

Waters says it’s what Winterbottom has taught him outside the car that’s helped him develop.

“I guess he taught me a lot in the car but also out of the car,” he says.

“He always had an answer for a question I had. He’s really good outside of the car and how he deals with himself, the fans and sponsors. He was a good team leader with all that, which taught me heaps. And even in the car he passed on his ideas. He told me what worked for him and what didn’t. He was always helping with advice. He’s been really important in my rookie years while getting up to speed.”

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With both drivers in their mid-twenties, we ask the pair whether they feel teams consider age when making decisions about drivers.

“I think for me age is just a number,” says Mostert.

“At the end of the day you look at guys like Craig Lowndes who are probably racing the best they have ever raced. I think age gives you experience in the game, and that experience helps in a lot of ways, but Frosty’s talent is second to none. If anything it just brings experience to fight more over the years and to move the ship in the direction you need to.”

Waters adds that there is “a bit of a new wave coming through with the younger guys now.”

“But in saying that the older guys are not driving any slower,” he says.

“Frosty is still fast and Lowndsey [Craig Lowndes] was right up there in the Championship. GT [Garth Tander] is always competitive, his racecraft is always strong. I think teams are probably trying to get younger guys to set themselves up for the future so they can grow with someone.

I think that’s probably more where it’s coming from, not because the older guys are slow.”

While Tickford Racing had a troubled 2018, one of the highlights was a Gold Coast win for Mostert and codriver James Moffat, which helped the 2010 Australian Formula Ford champion finish an impressive sixth in the championship. Mostert denies that this strong result, with his nearest teammate Winterbottom back in 12th and Waters 16th, means he’s done enough to show he’s the new team leader at Tickford.

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“No, definitely not,” Mostert insists.

“Tickford has always tried to produce four even cars and four great crews alongside it. We’ve got awesome talent. We have Cam. “I remember watching him the year behind me in Formula Ford and he was one of those guys who always did something that I did but in one less year.

“When you’ve got a guy like that pushing you along, we work really well together and bounce off each other. I feel like between all the drivers we are just trying to share the load and at least direct the team in the best way we can and make sure we get the results.”

Waters has always had Mostert as a yardstick, the Mildura native two years younger than Melbourne born Mostert.

“Even from the karting days, Chaz was always like one class ahead of me and he was someone I always watched,” Waters says.

“We used to go to the same race meetings. It’s cool to progress through the ranks with Chazy. I was a little bit behind him, so to now to be in the same team working with him, we’ve got a good mateship going on and we’re both super competitive people. So it’s good to work together and push each other as well. I’m fairly excited for 2019.”

Results were hard to come by for Tickford Racing in 2018, especially for Waters who had a run of bad luck after a stellar 2017 when he finished 8th in the Championship and won the Sandown 500 in just his second full-time season.

BELOW: Waters and Mostert celebrate their second place at Sandown in 2015.

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ABOVE: Mostert is the unofficial team leader for Tickford Racing in 2019.

BELOW: Mostert and Waters were co-drivers in 2015, scoring second at Bathurst before Mostert’s huge qualifying crash at Bathurst.

“I guess the results in 2018 have been really ordinary and not acceptable really,” Waters says.

“We started the year okay, but I quickly realised that our set-ups and philosophies were a bit out of the window I guess. It took us a little while to get back on track. From Sandown on we really started to kind of get a better platform in the cars and get consistently top 10 in qualifying.”

Compounding the teams 2018 woes was an unfortunate incident at the Bathurst 1000 where Mostert clipped Waters’ co-driver David Russell, sending him into the fence coming out of Forrest’s Elbow. The incident ended the chances of a strong result at the Mountain for the Monster Energy Racing Ford.

In a Supercars television interview directly after the incident, Waters says, “I don’t know what Chaz was

doing trying to pass him [Russell] and put him in the fence. Pretty dumb, 30 laps into the race. Two years in a row, we got taken out by Chaz.”

Mostert apologised for the incident post race, with his Supercheap Auto Racing Ford finishing a strong fourth at the Mountain.

Waters says he feels the media beat up the incident and apparent tension between the pair.

“It’s funny that the media and whoever the people are in particular try and make a story and a rivalry out of something that is nothing,” he says.

“Obviously there is always going to be emotion if you are taken out at Bathurst. It doesn’t matter what it is, which is good for the sport because you need to be able to show emotion I think.”

In fact, Waters says he and Mostert don’t hold any ill-feelings about the Bathurst incident.

“Chaz and I are mates... we’ll always just talk about it and move on,” he says.

“There’s no hard feelings. We had a beer about it later and moved on to the next thing. There is no point holding grudges or doing anything that is not good for anyone. It’s good to have that kind of a relationship with a teammate who you can race hard.

“You’re always going to make mistakes. You tell the other guy what you think, you move on and try to improve and get the next result.”

While Mostert says you always consider the team game, mistakes do happen.

“When you’re racing with your teammate you’ve always got to try and be a bit careful of each other, and sometimes it comes off one way or the other,” says Mostert.

“Bathurst was obviously crap for the team. You go back to New Zealand last year, it was crap for the team.

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TICKFORD RACING

ABOVE: Waters is enjoying his most consistent season in Supercars in 2019.

BELOW: The arrival of the Mustang presented Tickford Racing with the chance to rediscover its form in 2019.

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It’s just one of those things, you see it all up and down pitlane. The classic example is Walkinshaw a year or so ago when they took each other out in consecutive races.

I don’t think we’re on a bad end of the stick. Cam and I get along off track.”

But are inter-team rivalries necessarily a bad thing?

Ayrton Senna and Alain Prost’s fierce battle at McLaren in Formula 1 is still enjoyed and debated by motorsport fans around the globe 30 years on. But Waters disagrees, slamming the media for any reference to the pair as rivals.

“That’s where I think the media are dumb,” he says.

“They don’t realise that we are close as mates. We’re in the same team and we’ve grown up together racing.

“There is never going to be a rivalry, so they are just trying to start something out of nothing. If it’s against a Holden guy, say Chaz and Nick Percat [Brad Jones Racing], who’ve come up the categories together.

“They have raced against each other, that would actually make a rivalry. But Chaz and I have a totally different relationship.

“You’re working together at the end of the day. All the stuff that they said and making it a rivalry was a bit of a nothing [story]. It probably looked pretty silly at the next round when we are sitting together and smiling and having photos. It is what it is.”

Mostert agrees with Waters, emphasising the healthy relationship the pair share.

“I wish for the sake of your article I could say it was a massive rivalry but, nah, it’s really not,” he says.

“I guess it’s one of those things you’ve got to try and beat your teammate to make sure your race works, and that goes all the way down pitlane. If he qualifies in front of me, then I’m kicking my own arse because the car can do it. He’s driving better than you so you need to find it. And that’s the way any team works because it’s only going to benefit you.”

Mostert says the focus now is on an improved 2019 with both he and Waters pushing the team forward in the absence of Winterbottom. And, as for what happens in 2020 and beyond, that’s just speculation at present.

“We have the same goal, we always want to go out there and win,” he says.

“At the end of the day, if Cam gets up there on the podium I’m ecstatic for him because I know how much effort he puts in off the track to make sure he can perform on the track.

“I don’t think there is any malice. There’s definitely no perception that we hate each other, if anything it’s totally the opposite. We share weekends in the same room together and let the same steam off when it’s not going well.

“That’s how we get through it as a team together. I’m actually probably really lucky to have a guy like Cam as my teammate. I’m not just saying that so people can read that, it is the case.”

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BURGESS & LITTLE

WORDS Andrew Clarke IMAGES Peter Norton

Adrian Burgess and Campbell Little have won multiple championships for various teams.

And now they apply the technical rulebook for Supercars. We touch base with the duo to discuss how they are trying to achieve a level-playing field with all their knowledge from working on the other side of the fence.

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S

upercars technical department has found a mojo it never knew it had with the appointments of Adrian Burgess and Campbell Little. Between the two they have enough experience to run a team and win championships, but now they have switched sides and are using that experience to deal with the technical issues that are an everyday part of motorsport. There is a respect for the department we haven’t seen previously.

Burgess is the head of motorsport and Campbell the motorsport technical manager. And only a few months into these roles they are relishing the opportunities in front of them. They have a clear mandate to get it right, and to do that they cast aside the sins of the past and act on the evidence they see and collect.

The first to join was Burgess, crossing sides after championship-winning spells at Dick Johnson Racing and Triple Eight Race Engineering, and most lately with Tekno Autosports after time at the Holden Racing Team. His background in Europe traces its way through Formula 1 with McLaren and Jordan. His appointment was rated as controversial at the time, but the logic was sound. The role, he says, is not as different from running a team.

“It is, but it sort of isn’t different; I’m just basically on the other side of the fence,” he says.

“I’ve operated in team-land for over 30 years, and now my role has changed a little bit. Not a lot in my opinion.

“Instead of running the team and looking to exploit the rulebook, or looking to do the best possible job with my car and my driver every weekend, I’m now managing the group of people responsible for technical department and operations department.

“I’m more hands-on in scrutineering the cars, for instance, and what programmes we’ve got that we’re investigating and what measures we’re looking at to capture from the teams and understand what they are all doing, as opposed to just the one that I was in before. I think it’s a little bit more varied. It’s certainly interesting and it’s certainly something I’m enjoying.

“It’s different not having a driver and a car to sort of root for, but it’s probably more interesting. I’ve been in motor racing all my life; I’m invested in Supercars and I feel, as all my guys probably feel, a bit of responsibility to make sure that we’ve got a healthy series going forwards. So, in that sense, it’s as enjoyable as it is competing on the other side.”

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BURGESS & LITTLE

Burgess keeps a close eye on the grid in his role as Supercars head of motorsport.

58

Once he had his feet under the desk, he hunted out Campbell Little to head the technical side. Little has been around the sport since the 1980s with a history that traces through some of the biggest and best teams in the category. He was with Ross and Jim Stone when they were running Andrew Miedecke, and then he was a key player at Stone Brother Racing, Tony Longhurst’s BMW operation, Dick Johnson Racing and Triple Eight.

He’s seen it all, including a brief spell heading the sport’s technical team.

“When I had this role 10 years ago, it was very different,” says Little.

“A lot of things have changed in that time, and right now it’s just proving to be quite a challenge, and I’m enjoying it. All our guys have a lot of experience, and we often find a lot of people come to us to help sort out little problems for them. So it’s not like you’re just sitting in the corner being a policeman and pulling over whoever’s drunk; we’re giving back on a daily basis. I’m enjoying it more than I thought I would.

“The teams have been great. I don’t think anyone would begrudge any of us walking into their garage. I think everybody in team land - well, I won’t say everyone, 99 and a half per cent of the people in team land – are accepting of what we are doing. We do this because we want to be here, and all most of them want is a nice, level playing field, and that’s what we’re doing. Or trying to do.”

Burgess is certain his and

Little’s team backgrounds help to a degree, but it is not critical. Understanding how they operate brings a level of understanding, but his team is concentrating on facts and will respond to what the data tells them.

“I think you probably wouldn’t want to have someone in this role that hasn’t been in team-land,” he says.

“You need to understand what the teams are going through, you need to understand how teams will look at any one particular rule, to try and anticipate what they’re doing and what they’re thinking, so I think it’s definitely a help to have had the team experience before you step into our role.”

But the risk is clearly whether the teams will open the garage door to people who only a couple of months ago were rivals.

“Everyone’s been very open, and they’re open not just with me but with my whole team; with Campbell and all his guys,” says Burgess.

“The teams are enjoying the fact that we’re being a little bit harder on them, making sure that they’re compliant everywhere across the rulebook. There hasn’t been anyone who shuts the door or tries to hide anything.

They’ve welcomed us in and I think they’re enjoying our input into making the whole product better.”

Burgess comes across as confident without appearing cocky. He certainly won’t say anything negative about the technical team before his arrival. In that sense, he is letting actions and decisions talk. In reality, he is letting the rulebook make the statements. After all, recent changes to the Mustang could easily have ended in tears.

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“I certainly wouldn’t say it’s a mandate we developed this year,” he says of the increased push for parity.

“Parity is enshrined in the rulebook. That’s rule 101 for our racing entitlements contract and our rulebook, so it’s nothing new. But with any new car being introduced, clearly you look at it in detail. C of G for me and my group, I think was fairly easy.

“Once we’d identified there’s potential for an issue, then we measured all the cars and took the data and made informed decisions from the data we got. It was fairly straightforward.

“I think everyone came to the party. Clearly someone who feels they’ve had a bigger penalty than others, they’re going to be upset about it, but equally, they haven’t had a penalty. All we’ve done is just equalised the field to where it should’ve been in the first place, so they understand and they all worked with us.”

The full discussion around aero parity requires a little shift. Traditionally drag and downforce have been measured with a few tests on an airstrip.

Years ago Holden abandoned the centre mounting for the wing because there were benefits to having endplates. Ludo Lacroix, who was with Triple Eight back then and worked on the homologation, spoke about airflow over the mirrors and onto the endplates.

Then this year the Mustang appeared with endplates that were, and still are, huge despite a downsizing. What the crew had to do through the process was collect data and analyse, and then the changes were applied just prior to Perth. It was science.

“In engineering terms, they call it sensitivity,” adds Little. “So we can identify what different sensitivities a track will have and then simulate what an effect it might have on one change that we might do.”

“It’s knowledge and data,” adds Burgess. “Clearly, we know, as the teams do, what parts of the set-up or attributes from the car are going to be important at which circuits. So whether a CofG will have a bigger influence than downforce, or whether drag will have a bigger influence than downforce, we know, as they do, pretty much how they’re going to set their car up and why.

“We have improved our knowledge of their cars, of three manufacturers. We have done that through a variety of tools life CFD and CAD and all sorts of things.”

Which brings us to the elephant in the room, new cars, and specifically Ryan Walkinshaw’s desire to race a Camaro, but not on the same terms that Ford accepted with the Mustang. He doesn’t want the aesthetics of his car ruined by the need to raise the roof height.

“If they want to bring the Camaro in, they’ll want it to look as close as they can to the road car, so we’ll look at, as they will look, in what we need to do to accommodate that. But equally you can’t just change the fundamentals of the car every time someone sticks their hand up,” says Burgess.

“We’ll work with them, and we are working with them, to assess whether it’s a viable opportunity or not.”

The sport is entering a period of change, and it is not just the push to the two-door cars; it is also about new manufacturers and new engine configurations. Under the current rules, there is a lot of variety in what engines can be used. But we will have to see what changes, if any, the manufacturers make. Roland Dane has been quite vocal in his desire for the sport to look at hybrid drivetrains, while other team owners like Brad Jones and Matt Stone just want the costs to be kept under control.

And therein lies the complexity of what confronts Burgess and Little. They have roles on policing the sport today, but on a technical level they also hold the keys to the future, and that is no simple job.

ABOVE: Burgess and DJR Team Penske’s Ludo Lacroix were once rivals but must now work together in achieving Supercars parity.

BELOW: The performance of the Mustang in 2019 has put the focus on parity.

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GARRY JACOBSON

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WORDS James Crocker IMAGES Nissan Motorsport

Three years after winning the Dunlop Super2 Series championship, Garry Jacobson got a long-awaited main-game chance at Kelly Racing in 2019.

And despite the challenge of racing a Nissan Altima without factory support, the 27-year-old is proving he deserves his shot in the main game.

E

ntering the Supercars world as a rookie is a tough task for any driver. Getting yourself in the car against the best drivers in the country, being deeper in the field than you’re used to and being under more scrutiny than you’re used to can cultivate nervousness in a driver. But when you’ve been knocking on the door for half a decade, the relief is palpable, and the excitement is immeasurable. The daunting task feels a lot less daunting when there is an excitement and a burning desire to test yourself. Such is the case of Garry Jacobson.

The 27-year-old has finally broken into the main game with Kelly Racing, some six seasons after his first Dunlop Super2 Series season. And for a born racer like Jacobson, the opportunity gives him the chance to do what he loves the most – race.

“I’m in the car so much more now, I’m in my element pushing myself more often,” he says.

“There’s not as many big breaks between rounds now, waiting and not doing what you love. Being in the car more often is what you want as a young driver. That’s the only way to get better.”

Some drivers may baulk at the idea of pitching themselves directly against the best Australia has to offer and putting the effort in to improve yourself, your car and your team, but not Jacobson.

“Obviously its challenging, racing against better drivers than you’ve ever had to before, but the biggest thing for me is embracing that grind that you have in these longer races and embracing that grind in terms of finding the speed to better your results week in, week out and I’m enjoying the challenges,” he says.

This desire has been stoked by his relatively long road to Supercars, where he spent half a decade in the Dunlop Super2 Series, winning the title in 2016.

Most would naturally expect the title winner of the second tier to go up the following season, especially when they are a talented young prospect like Jacobson.

“When I first began racing in Super2, one of the things that I envisioned was that you win Super2 and one thing

comes after another in terms of opportunities,” he explains.

“You show that you can win races and championships and you’ll be able to get straight into Supercars from there.”

But with a title win under his belt, Jacobson soon found the common motorsport pitfall of sponsorship to be a barrier to his graduation.

“I needed a lot more sponsorship than I had at the time,” he admits.

“I had to restructure what I was focusing on in that offseason and learn how to develop more corporate relationships with sponsors that could take me to the next level.

“That was the whole thing with working with Tickford at the time, learning the language of talking to corporate sponsors and learning how to better myself outside of the car, because the results were always there in the car but I needed to be able to get more branding experience.”

His time with perennial front-runners Tickford Racing taught him invaluable lessons when it comes to the corporate side of Supercars.

“From there on I’ve learnt so much, I’ve grown up so much and you learn a lot about life-skills racing in Supercars, rather than just the racing aspect. You really grow a lot as a person too with developing your skills with corporate sponsors,” says Jacobson.

“From there on I was a hell of a lot closer as it was a steep learning curve after winning a championship and going, ‘Where’s my drive?’ and it’s not there. You’ve got to work a little bit harder than you thought you would.”

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GARRY JACOBSON

Jacobson’s Dunlop Super2 Series title win saw him beat Jack Le Brocq, Todd Hazelwood and Anton De Pasquale, all members of last year’s rookie migration to the main game. This only served to fuel his desire to reach the top.

“When I saw those guys go up to the top, it was a lot of envy but also a lot of motivation to go up there with them,” he says.

“It took me a little bit longer, but it made me a lot hungrier. I’m not the jealous type; you get into this category and you have the same dream as they have, so I didn’t put myself in any higher priority in terms of getting there before them and whether that dictated why I loved racing or not.

“It certainly helped motivate me to get up there because I knew I had the skills to beat those guys in Super2 and Formula Ford, so I knew that once I got there, I’d be able to challenge them, and that’s what motivated me the most.

“When I saw those guys get up there, I thought, ‘Yep, it’s not a matter of if I get there, it’s a matter of when’, so it was just more motivating.”

Last year saw Jacobson align himself with Matt White Motorsport and Kelly Racing, a partnership that saw him drive a Nissan Altima to third in last season’s Dunlop Super2 Series and also as co-driver with Rick Kelly in the endurance events.

Whilst the Altima’s aero changes have made it a different vehicle to the older spec one that Jacobson drove last season, the relationships formed with engineers have helped ease the transition into the main game.

“Having that relationship with Giovanni (Colombo, Jacobson’s engineer) and George (Commins, Rick Kelly’s engineer), you’ve already got that knowledge of those guys and what they’re targeting, so it’s helped in terms of set-up goals and knowing and being on the same plan as what they are,” he says.

Moving into the Kelly Racing stable for 2019 has seen Jacobson link up with some of the most experienced members of the Supercars paddock. Jacobson cites Kelly as someone he has looked up to in his quest to move up the field.

“I look at my relationship with him very positively; I look at him as a bit of a team leader,” he says.

“Racing with him last year developed a pretty cool bond between us and he always goes out of his way to give me

62

support outside of the car and encouragement that I’m on the right track.

“He’s a very positive influence on me outside of the car, and inside the car I get to see all of his data. He shows that potential to jag a really quick lap out of the car, and that’s shown why he’s the driver he is today. He’s very good at what he does and he helps push me to the next level.”

With all of these ingredients in place, and the confidence and excitement that Jacobson shows, his goals for this season are surprisingly measured, with incremental development being prioritised over unrealistic expectations.

“Going into the year I didn’t necessarily set myself goals in terms of results outright for the championship or personal best goals,” he says.

“It was more wherever I am on Friday to keep building on that. It’s always trying to get those next five spots for me and knowing whether that’s the achievable thing.

Not trying to overdo it is the biggest thing at the moment, because as a rookie sometimes you feel like, ‘Man, how am I going to be as fast as a Scott McLaughlin?’ because when you look at the timesheets those guys are pretty fast.

“The trick for me is to not overdo it and try and keep picking at it and keep embracing the grind with grabbing those small wins, and that keeps building my confidence to do better and better through Saturday and Sunday, which is what we’ve showed this season.”

ABOVE: Jacobson with his #3 Kelly Racing crew.

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2006 GT3 Cup Car , Engine Rebuilt approx 48hrs . Gearbox full rebuild approx 8 hours. Ex Grove , McPherson. Good History. New Driveshafts, Windows, Brake pressure sensors, GPS logging and more. Supercup exhaust, throttle blipper.

Comes with air regulator/lance, Torque Wrench, Car Cover, 2 sets spare wheels inc slicks and wets...

Just had engine rebuild and has 2.5 hours for run in and full test. Perfect for upcoming Australian Prototype Series 260bhp 1500cc engine Pneumatic, F1 paddle-activated, gear shift with autoblip system Comes with 2 Exhausts (Regular and Quiet) High-downforce front carbon dive planes...

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www.my105.com/11166

Class 1 pro lite buggy Complete race package. 2013, 2016, 2017, 2018 Qld state championship winning car. Jacer F2K8 1600 pedigree car. Rebuilt motor 2 meetings old,newly rewired,V force wide offset wheels tyres 2 meetings old,all paperwork including sealing sheets and cards...

Van Diemen RF86, #1096

Ground up restoration, with new trailer, spares and pit equipment. Everything needed to race in Historics. Fully sorted, fast, immaculate. $38,500 for car/ spares, $43,500 for car, spares, trailer and equipment...

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Nissan VQ35DE engine *Albin AGB10 5 speed sequential gear box with Albins shifter and gear indicator RATIOS: 1st 3.18 2nd 2.14 3rd 1.65 4th 1.32 5th 1.10 Diff. 5.14 *Front suspension - Jimco style front arms with Fox 2 1/2 coil over shocks with remote canisters...

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www.my105.com/20985

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www.my105.com/20770

Check out the all new MY105.com Trade Directories...

Where you will find the latest new parts and services from professional automotive suppliers across Australia. The MY105.com directory includes car importers and manufacturers, parts suppliers, new trailers and transporters, signage, apparel suppliers and more.

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Corvette Z06

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Formula Vee

Tas road registered 2015 Corvette C7 Z06 with CAMS and AASA Log Books.

Just completed Targa Tasmania 2019 to achieve it’s 3rd consecutive Targa Tasmania finish. No expense spared on preparation. A fast, reliable, immaculately presented vehicle. Fitted with upgraded oil and cooling system, Velo Apex winged seats and Schroth harnesses...

Tempero XJ13 replica. All aluminium hand crafted body, 5.3 litre Jaguar V12 fuel injected, Autronic ECU, ZF transaxle, dry sump. This car is the best spec you can get with fresh 390 hp engine, fresh brakes, beautiful body, excellent paint.Tempero is reknowned as the finest hand built replica made and asking price to build a new one is now US$650,000! Asking A$500,000 or best offer...

JR Race Car Junior Dragster

2010 stallard formula 500

FOR CONTACT DETAILS, MORE INFORMATION AND PICS:

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JR Race Car Junior Dragster 2004 Prostart 3.25 Titan engine New 33 Mikuni carburetor Micron 660 datalogger This car currently runs in A class but capable of running B & C class with wing & ballast weight reattached New Perspex screen, Wrapped, Fully adjustable pedals...

2010 Stallard chassis with 2010 Yamaha R6 built at jettco developments jettco cylinder head mods , 2 speed transmission.

Kinsler mechanical injection, CSI rs shocks tuned by Glenn Inglis and HRP wings. Front running car.

Full spares package.

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AUGUST 2019

TOP

SHOOTOUT

GREATEST SEASONS 5 1969

1999

10 1999

Craig Lowndes won his third championship despite missing a round through injury following a huge crash at Calder Park. With the debut of the Adelaide 500 and inclusion of the Bathurst 1000 in the championship for the first time, big grids ushered in a new era for the sport.

9 1979

Holden drivers Peter Brock and Bob Morris won seven of the eight rounds between them and fought it out for the title at the season finale in Adelaide. Morris prevailed to claim the title for the privateers over the factorybacked star.

7 1971

A classic muscle-car battle saw the Ford Mustangs of Allan Moffat and Ian Geoghegan battle it out with the Chevrolet Camaro of Bob Jane. The title battle went down to the wire at Oran Park with Jane scoring the race win and championship.

6 1990

Four legends of the sport did battle for the championship, with the Ford Sierras of Dick Johnson, Peter Brock and Colin Bond defeated by the Nissan Skyline of Jim Richards to the title.

The first multi-round championship went down to the final race of the season, with Alan Hamilton in a Porsche 911 almost snatching victory in the finale. Unable to pass an ailing Norm Beechey in the final stages, the title win went to the Ford Mustang of Ian Geoghegan.

4 2007

Two sets of teammates were engaged in a season-long battle that went down to the wire at Phillip Island. HSV Dealer Team’s Garth Tander defeated reigning championship winner Rick Kelly and Triple Eight Race Engineering duo Jamie Whincup and Craig Lowndes.

3 2006

One of the most controversial championship deciders saw Rick Kelly crowned champion

1990

8 1981

Dick Johnson and Peter Brock fought it out for the title with the championship decided in a thrilling head-to-head battle at the finale at Lakeside. Johnson overcame race-long pressure from Brock to win the race and the title on home soil.

2006

following a tangle with title rival Craig Lowndes in the final race of the season at Phillip Island. It followed on from an emotional Bathurst 1000 win for Lowndes over Kelly, in the wake of mentor Peter Brock’s passing.

2 2010

James Courtney won the title in a dramatic finale in Sydney, overcoming Jamie Whincup and Mark Winterbottom. The penultimate race of the season saw all three contenders crash into the wall in unison when a sudden downpour hit, leading to a race in pitlane to repair the damaged cars.

1 2017

A classic Ford versus Holden battle was decided on the final lap of the final race of the season when Scott McLaughlin tangled with Craig Lowndes, handing the championship to race winner Jamie Whincup.

1981

2017 66

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ISSUE 111

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