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AUSTRALIA’S INDEPENDENT VOICE OF MOTORSPORT
FORD COMMITS TO F1
BUT NOT HAPPY!
STILL FIGHTING FOR GEN3 PARITY
MUSTANG’S FIRST WIN
BRT WINS TEST DEBUT RACE THE ROSSI FACTOR
12 HOUR CROWD FLOCKS FOR A DOSE OF MAGIC
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BROCK HALLETT’S LAST LAP WIN...
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FORD CONFIRMS F1 RETURN WITH RED BULL
IT IS BACK TO THE FUTURE FOR FORD AS IT REVIVES ITS PREVIOUSLY SUCCESSFUL FORMULA ONE PRESENCE BY FORMING A COLLABORATIVE PARTNERSHIP WITH RED BULL TO SUPPLY ENGINES. LUIS VASCONCELOS AND ANDREW CLARKE LOOK AT THE NEW DEAL
Ford’s last F1 engine collaboration, with Cosworth, was a trend-setting success. Image: MOTORSPORT IMAGES FORD IS completing its motor racing renaissance under Jim Farley by announcing it will re-enter Formula One in 2006, partnering with Red Bull Powertrains much the same way as it did with Cosworth in the 1960s. According to the Global Director of Ford Performance Motorsport, Mark Rushbrook, Ford’s re-entry makes sense as F1 pushes towards a zero net carbon future with electrification and carbonless synthetic fuels. “As we continued to look at what series were out there, Formula One came back onto our radar,” he said the morning after the announcement. “We’re always looking at what all the different series are doing and will they ever make sense for us. “When we started to see what Formula One and the FIA were doing about two years ago, with their commitment as a series to be net zero for carbon by 2030, and then what they were doing with the technical regulations for the hybrid power unit from what we have today to 2026, where the contribution from the electric motor will be up to 50%, it began to make sense.” Rushbrook said Ford spoke with a few teams in pitlane as well as teams bidding to be the 11th and 12th teams before settling on its partnership with Red Bull
Powertrains. He said it made sense as soon as they started talking. Red Bull Powertrains was created when Honda withdrew from Formula One, and Red Bull felt its future was better services by not sharing engines with other teams. New regulations in 2026 will further evolve the electric capacity of F1 engines as well as moving the internal combustion component (ICE) to synthetic and carbonless fuels. Ford was last seen on the Grand Prix grid 22 years year ago, with Jaguar, which at the time was owned by Ford. Ironically, when Ford left F1, it sold the team to Red Bull. The Detroit-based automaker dominated the sport between 1967 and 1982 in partnership with Cosworth. The legendary Ford Cosworth DFV engine dominated the sport throughout that time and changed how F1 cars were built by making the engine a structural component. It won 176 Grand Prix races, 13 Drivers’ championships and 10 Constructors’ championships in that time. Ford hopes returning to its role as an engine development partner will take it back to the top of F1 again. “This is the start of a thrilling new chapter in Ford’s motorsports story that began when my great-grandfather won a race
that helped launch our company”, Ford’s Executive Chairman, Bill Ford, said. “We are returning to the pinnacle of the sport, bringing Ford’s long tradition of innovation, sustainability and electrification to one of the world’s most visible stages.” The new partnership was announced at Red Bull Racing’s 2023 livery launch in New York. “We wanted to celebrate with, and welcome, Ford in their home country, as they become Red Bull Powertrains’ new partner from 2026,” Red Bull Racing’s Team Principal Christian Horder said. “This will be a true strategic technical partnership; Ford will assist with battery and hybrid technology and much more to keep the team ahead of the competition.” It’s clear that Red Bull managed to get from Ford what it was not possible to get from Porsche – for, while the German manufacturer wanted to be a shareholder in the Formula One team and have control of its management, Ford is happy to be a strategic partner on the Power Unit front, leaving Horner and Helmut Marko to run the team as they see fit. FIA president Mohammed Ben Sulayem said, “there are few manufacturers who have such a celebrated motorsport history as Ford, so to see them coming back to the FIA Formula 1 World Championship is excellent news.” “This further underlines the success of the 2026 Power Unit Regulations that have at their heart a commitment to both sustainability and spectacle, and of course, having more interest from the United States is important for the continued growth of the world’s top motorsport category. “ Formula 1’s CEO Stefano Domenicali, was also happy with the news. “Ford coming to Formula One from 2026 is great for the sport, and we are excited to see them join the incredible automotive partners already in Formula One,” he said. “Ford is a global brand with an incredible heritage in racing and the automotive world, and they see the huge value that our platform provides with over half a billion fans around the world.”
FORD F1 ENGINES • 523 Races • 176 wins • 139 Poles • 13 Formula One World Drivers’ Championships • 10 Formula One World Constructors’ Championships Ford-Cosworth DFV – 1967-1985, 1988 – 3.0L V8 - 155 Wins Ford-Cosworth DFY – 1982-1985 – 3.0L V8 Ford-Cosworth GBA – 1986-1987 – 1.5L V6-Turbo Ford-Cosworth DFZ - 1987-1988 – 3.5L V8 Ford-Cosworth DFR – 1988-1990 – 3.5L V8 Ford-Cosworth HB – 1989-1994 – 3.5LV8 – 11 Wins Ford-Cosworth EC Zetec-R – 1994 – 3.5L V8 Ford Cosworth ED – 1995-1997 – 3.0L V8 – 8 Wins Ford-Cosworth JD Zetec-R – 1996 - 3.0L V10 Ford-Cosworth VJ Zetec-R – 1997-2001 – 3.0L V10 Ford-Cosworth CR-1 to CR-6 – 1999-2004 – 3.0 V10 – 1 Win Ford-Cosworth RS1/RS2 – 2003-2004 – 3.0 V10 – 1 Win
13 F1 DRIVERS’ CHAMPIONSHIPS 1968 – Graham Hill (Lotus) 1969 – Jackie Stewart (Matra) 1970 – Jochen Rindt (Lotus) 1971 – Jackie Stewart (Tyrell) 1972 – Emerson Fitipaldi (Lotus) 1973 – Jackie Stewart (Rtrell) 1974 – Emerson Fittipaldi (McLaren) 1976 – James Hunt (McLaren) 1978 – Mario Andretti (Lotus) 1980 – Alan Jones (Williams) 1981 – Nelson Piquet (Brabham) 1982 – Keke Rosberg (Williams) 1994 – Michael Schumacher (Benneton)
TOP 10 F1 WINS BY ENGINE MANUFACTURER RANK 1 2 3 4 5 6 7 8 9 10
ENGINE Ferrari Mercedes Ford Renault Honda Coventry Climax TAG-Porsche BMW BRM Red Bull Powertrains
WINS 243 202 176 169 89 40 25 20 18 17
UP COMING RACE EVENT CALENDAR Brought to you by www.speedflow.com.au WORLD RALLY CHAMPIONSHIP RD 2 RALLY SWEDEN FEBRUARY 9-12 FORMULA E • HYDERABAD EPRIX FEBRUARY 11 • NASCAR DAYTONA DUELS FEBRUARY 16 NASCAR RD 1 DAYTONA 500 FEBRUARY 19 Australian AustralianMade MadeSince Since 1983 1983
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IT WASN’T JUST A
SHOW CAR! BLANCHARD RACING TEAM, AKA COOLDRIVE RACING, WAS THE FIRST TO SHOW A NEAR-COMPLETE GEN3 RACER IN THE FIRST WEEK OF JANUARY. LAST WEEK IT BECAME THE FIRST TEAM TO TEST A CAR. ANDREW CLARKE TALKS WITH TEAM OWNER TIM BLANCHARD AND NEW DRIVER TODD HAZELWOOD
Here it is (and below) – and it’s for real! Rolling out! CoolDrive’s single car team beat the rest onto the track ... Images: DANIEL KALISZ
THE BLANCHARD Racing Team has thumbed its nose at the cynics and tested the first team-built Gen3 racer. The Blanchards were derided three weeks ago when they showed a Gen3 racer in full livery, and many rivals doubted the claims of how far they had progressed. According to Tim Blanchard, who had the
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honour of running the first laps in a teambuilt Gen3 car, they beat all their rivals because they never took their eyes off the end goal, and they built a car rather than sat around complaining about what was wrong. The blue CoolDrive Mustang was given a shakedown and mini-test run last week,
with all the car’s performance parts in place and only cosmetic and non-performance items pending. In the new era’s first battle of David v Goliath, David landed the first blow. “I think the proof’s in the pudding’ Blanchard said last week. “We worked pretty hard to get in this position, and I think the car being on track yesterday demonstrated just how legit those photos were. We didn’t get too caught up in the criticism, and we focussed on getting the car on track. That’s all that really mattered to us. “I’m sure everyone involved would wind the clock back and do things differently, but I’m a great believer in that you can’t change the past; you’ve just got to look forward. We’ve got a problem in front of us, and we’ve got to find solutions as quickly as possible and just get on with it. I think everyone in the team has a similar mentality to me, and that’s part of why we are where we are. “Anything that could be done today, we did today. We proactively looked at opportunities to fast-track things, whether that meant getting on a plane to go and pick up a part instead of waiting three days for the freight company or working weekends and minimising the break over the holidays.” Blanchard said that every performancerelated part on the car was in place, whether it was a part his team manufactured or bought when that wasn’t allowed. Non-performance items, such as the dashboard, were still coming.
“From a CoolDrive perspective, we’re a parts distribution company, so product sourcing and logistics supply chain is our core business. We’ve been doing a lot of that with Supercars throughout the Gen3 program.” The Blanchards have long expressed a desire to grow into a two-car team, and will put their hand up for the much-discussed 26th Teams Racing Charter when it is finally offered, snapping it up before it can make its way to Peter Adderton. This Mustang – BRT 001 – is the first the team has built from scratch, with its two previous cars being originally built by Tickford. Former Erebus engineer Mirko De Rosa led the crew in the workshop, with new driver Todd Hazelwood turning up at the workshop pretty much every day this year to help out. The process has already started in the build for BRT002, which will be ready for action sometime this year. While Blanchard might have run the first few laps in the car, they were little more than ceremonial before the team’s new driver, Todd Hazelwood, took over for his first laps with the team. Hazelwood said he was impressed with the car and thinks it will meet all the desired goals in terms of the racing metrics. Having not driven the prototype since the middle of last year, the young South Australian found the experience challenging.
“Straight away you know the car is different. The sound is a very unique sound inside the cockpit – it sounds pretty cool. The engine’s quite raspy. Tim did the first installation laps and then I did about four laps with filming of the car on track and then gave it its first boot-full for the first time. It put a bit of a smile on the face. It was a cool moment. “It was certainly an eye-opening experience to understand how to drive it and how to get the most out of it. It was a good day for that. “The good thing was we had the day to ourselves, and we had all day to go through the program we had. From a procedural point of view, you never want to push anything until you’re certain that everything’s doing what it is meant to do. “Once we got through that phase, we got stuck into a couple of long runs and got some good knowledge under our belt, which will help us start understanding what this car wants and what it needs to start working on a set-up for the next upand-coming test day [ED: Scheduled as AA goes to press] which is pretty exciting.” Hazelwood will be allowed two more test days before Newcastle and, with most of the teams not ready for their shakedown
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days, they are certainly on the front foot. Hazelwood has the twin tasks of learning a new car and a new team – and we know how sometimes it can take a while for the engineer to understand the driver, and vice versa. Now, with a century of races to his name and with four seasons to his name, he is hitting the sweet spot. “I’ve been with the team in the workshop almost every day for the last three and a half weeks. Just trying to immerse myself into the programme as much as possible. And it’s been great. It’s such a fantasticly professional, well-run organisation that it really complements the CoolDrive family business well – it’s is based at the back of the CoolDrive head office in Box Hill. “For me personally, I feel like I’m better prepared than ever to take on this year’s championship. It’s certainly been a great opportunity for me to be part of this team. Hopefully that refreshing mindset and hard work that’s been going behind the scenes will reap the rewards come Round 1 at Newcastle.” To the car itself. The most obvious stated goal of the Gen3 car was to reduce downforce, and that has been done to
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the region of a 63-64%. That affects braking, cornering and acceleration. The drivers certainly won’t be cruising with a Brock-like elbow resting on the door ... “It’s an absolute beast. It’s a lot of fun, a great challenge. It’s great for the sport. Everyone has been begging and pleading for Supercars to reduce the downforce. The cars have been super fast in previous years, but probably the racing hasn’t been as exciting as wished for. “So, with the extra torque, it puts down the power a lot harder. The tyres certainly struggle to keep up because there’s a lot more energy going through them, and it slides around a lot. The cars are going to be a great spectacle to watch and I’m looking forward to seeing how it all goes when there are 25 other cars out on track at the same time, fighting for the same piece of tarmac. “There’s a different feel in the car because you haven’t got that huge amount of downforce on the front or the rear. So the way the car feels under load and the way the car turns into a corner is a lot different.
Supercars Head of Motorsport Adrian Burgess was on hand as the team tested. “As a stint goes on, and later into the race, breaking stability is going to be very tricky to manage with the tyre wear that we’ll see. It’s going to create good racing with the opportunity for people to pass. Watch this space, I say. “We wanted to get mileage on the components that we don’t have a lot of knowledge on, just to see how they hold up and how they run and everything went well. Now, the next step is to really sink our teeth into the set-up of the car and understand how we can tune it up, make it better, and make it faster. “Every team will be going to Newcastle with open eyes, expecting the unexpected. But we’re doing everything here to give ourselves every chance to go to Newcastle with the best preparation possible, and we’re on track to achieve that so far.”
Driver Hazelwood and team owner Tim Blanchard confer.
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FORD STILL NOT HAPPY PRESSURE RISING FOR NEWCASTLE THE HEAT IS RISING ON SUPERCARS TO FIND A PARITY SOLUTION THAT KEEPS BOTH FORD AND GM HAPPY… WELL, FORD, REALLY ... ANDREW CLARKE REPORTS FORD REMAINS unsatisfied with the correlation between test data and realworld feedback, while Supercars stands by its data. The conflicting views have created a stand-off between the two parties, delaying the final sign-off on the Gen3 racers. There have been two aspects to Ford’s grumbling; the first was the engines and while that seems to be solved, the other is the aero, where it believes the VCAT data and the real-world driving experience and data are in conflict. At a media briefing for Ford’s reentry into Formula One, Ford’s head of global motorsport, Mark Rushbrook, indicated the ‘Blue Oval’ was not happy with some factors on the cars, but particularly the acceleration of the cars and a disadvantage the parity system has created for the Mustang. “I think the industry, the media certainly, have heard bits that as a manufacturer, and aligned completely with all of our racing teams, that we are not satisfied that parity has been reached either for engine or aero,” he said. “That goes back to some of the VCAT testing that was done, and when we left there we were not satisfied that parity had been achieved. And also, more recently, with some of the comparative testing that was done on the track, the acceleration of the cars down the straightaway is not equivalent. So certainly there are some concerns there.
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“But we’re working together in a very transparent in a collaborative way just like we do in all other racing series around the world and with Triple Eight as a lead homologation team to find solutions for that. “We were in a very similar situation and NASCAR about two months before we went racing with the NextGen cars a little over a year ago. The industry came together in a very collaborative way where Chevy, Toyota, Ford and NASCAR and all of the racing teams, rolled up our sleeves and we shared data and looked at it objectively as engineers and we found solutions and made changes to the cars. “Less than two months later, we had a start of a fantastic season and introduction of that new car and then great racing through the full series. We approach that the same way in every racing series that we go to. And it’s no different here. So while there are certainly challenges in front of us, we believe the series understands the urgency that’s required. Newcastle is not too far away and we’re looking forward to a solution to be able to race in parity across both brands. “As the cars are today and without any agreement to properly address the concerns, we believe there’s still a gap that needs to be addressed.” The VCAT data came out with parity, but on the track, we are hearing it may be a different story. With the same driver in
both cars on different days, we are being told the data and feedback are different, although Supercars is arguing that is not conclusive. With a standard error rate on the noncontrolled data – ie, the on-track data – of more than 30%, both Ford and Supercars can argue which is right or wrong. With that in mind, Supercars is standing by its VCAT data and believes the figures are correct and that parity has been obtained, arguing that if the engines match on the dyno and the aero figures match in the VCAT, then they have it right.
THE ENGINES
The engine issues arose as Ford tried to match the performance metrics of the old-world V8 in the Camaro. Ford’s 5.4-litre Coyote engine has many more ways to tune it than the old-world 5.7-litre V8 in the Chev. The Ford has many more variables than the Chev, so it was agreed early in the development process that
Ford would build and tune its engine to match. During that process, a power delivery issue appeared, which has since been tuned out of it without changing the metrics – although Rushbook is not sure yet that the engines are identical. “Because there’s always a lot of speculation of what’s really happening or what’s not happening, I do think it’s important that we speak not just within the walls or the discussions only with supercars, but that more be shared transparently with the media. “I think everybody knew when we started the Gen3 project that it was going to be a challenge to have proper parity between two very different engine architectures. And I think we’re seeing some of that play out at this point in time. “There have been points in time where if you look at our engine and some of the advanced technologies on it with what we’re able to do with that engine on the
The Gen3 Mustang prototype completed laps at Bathurst. Image: JACK MARTIN PHOTOGRAPHY
THE CAMARO STORY road car, we’re not able to do the same things in the race car on the race engine. “Some of those knobs and controls have been turned off – that is the frustrating part I think for us. We take that same base engine and we’re able to meet the regulations and the parity, or the balance, in other racing series around the world. There’s certainly not a lack of capability in that engine or the team that’s developing it, I don’t have any lack of confidence or concerns with that. It’s a matter of the very different architectures and the process that’s being used to balance it.” He said he was also confident that Ford Performance and Herrod Performance had done all the right work on the body and aerodynamics, and now it was just a matter of coming up with figures and settings that Ford believes matches the on-track performance.
THE AERO DEBATE
Figures promoted by Supercars say they have achieved a 63-64% reduction in downforce, but the claims out of Ford are that there is an imbalance between the two cars, with the Ford being front biased
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and the Chev rear-biased. Reading the comment from Todd Hazelwood, who has already tested his Gen3 car for this year, the torque of the new engines is going to hurt the rear tyres, and if there is less aero on the rear of the Mustang, then that will only be amplified. There will also be less braking stability in the Mustang if this is true. Without changes, it could very much be a qualifying cakewalk for the Ford, and the reverse for the races. At the moment, the rear wing is locked away for both cars, and the issue is now about positioning and angles. Reducing aero in the nose is a little more complex, requiring modifications to the front bar and splitter. If new parts needs to be manufacturerd, the fear is that it is almost too late to sort this out for Newcastle as Ford and Supercars homologation teams disagree with each other’s assertions. Aerodynamics is a complex set of factors, but one this not considered in the VCAT data, which is only from straightline testing at an airfield. More factors are assessed in CFD, and Supercars believes they have parity. Stay tuned to our website for more news as the fight for parity continues.
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THE CAMARO builds are progressing slower than hoped, but according to a number of the Chev teams, the parity argument between Ford and Supercars is merely a distraction that will ultimately mean nothing.
Brad Jones Racing has one car almost done (pictured) and Erebus expects to have its first car completed before this publication comes out. Both teams expect their extra cars (one for Erebus and three for BJR) to be
completed and ready to shake down or test next week. The delays to the Camaro build have nothing to do with the homologation battle, and they look forward to testing parity in the field of battle.
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GOUNON CELEBRATES RECORD-BREAKING BATHURST THREE-PEAT JULES GOUNON will forever live in the Mount Panorama record books as the first driver to win three Bathurst 12 Hour races after his narrow victory in the 2023 edition of the Australian enduro. The 28-year-old Frenchman was pushed right to the line as teammates Kenny Habul and Luca Stolz watched on, but ultimately the SunEnergy 1 Mercedes AMG GT3 prevailed as the top three entries were separated by just 1.4s. The result immortalises Gounon in Bathurst history, after he was part of winning efforts in both 2020 (Bentley Team M-Sport) and 2022 (SunEnergy1 Racing). Due to COVID, the Bathurst 12 Hour was not held in 2021. Speaking after the race, an exhausted Gounon struggled to process his achievement. “It’s amazing,” he said. “You give everything to win this race. “I don’t think about the records … this place makes you feel humble … you respect the track, respect the history.”
While Gounon, who resides in Andorra, is the first driver to triple up in the Bathurst 12 Hour, five others have claimed a hat-trick of endurance wins at the venue – Peter Brock and Jim Richards (1978-1980), Peter Brock and Larry Perkins (19821984), Craig Lowndes and Jamie Whincup (2006-2008). However, Gounon is the only driver to have managed the feat with two separate manufacturers, Bentley and Audi. This year’s triumph will live in his memory for many reasons, namely a tight finish and physically demanding heat. “It was really tough because it was hot,” Gounon explained. “I was not confident at all, he (Campbell) closed really quickly. Closing is one thing but getting in front with the aero wash is different. “I decided to throw everything at it, I really struggled in the last stint with the tyres, but in the end we won. “Every year was different. In 2020 we had a puncture and last year the conditions were very hard. This year, we knew we had to take big risks … I would rather be the hunter than
the hunted but at the end I was shouting at myself to ‘keep focused’.” Gounon’s most recent triumph was not without controversy – a collision with Maro Engel’s Team GruppeM Racing Mercedes in the final hour soured the celebrations slightly, especially considering that the pair were teammates just one week before. “I want to apologise to Maro (Engel); last week we won one of the biggest races in the world and this week we fought hard to win a race and unfortunately had contact,” Gounon said. “It’s never nice because I consider him a friend. “It’s a racing incident but it’s really hard for me to be in this situation with him.” Engel and GruppeM teammates Raffaele Marciello and Mikael Grenier were penalised for the incident, and ultimately finished third behind the SunEnergy1 Racing Mercedes and the Manthey EMA Porsche of Matt Campbell, Mathieu Jaminet and Thomas Preining. JN
O’KEEFFE TAKES SECOND B12H CLASS WIN DYLAN O’KEEFFE scored his second Bathurst 12 Hour class victory over the weekend, driving alongside Daniel Gaunt and Andrew Fawcet in the Silver class Audi R8 for MyLand Partners. The Melbourne-born racer bookended the 12 hour drive, as the team finished 6 laps ahead of their closest rivals, to finish in P12 outright. Running inside the top 10 at one stage, he also punched out the fastest class lap as he added the 2023 trophy to his 2017 debut win, his Bathurst 6 hour class win, and three Bathurst 1000 Supercar appearances. “My last few visits to the Bathurst 12 Hour haven’t gone according to plan, but today ran as smoothly as we could have hoped,” O’Keeffe said. “I knew the key to winning the Silver Class was for all three of us to keep it clean, and we stuck to our plan all day. “At the start of the race, we were involved in a close contest with a couple of other cars, but they fell out of contention and we had a handy lead by
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the half-way stage of the race. “When you’re in that position, it’s important to maintain focus and not get carried away. “There were a few moments where I was up
against drivers in the faster Pro Class towards the end and it was tempting to battle with them, but I took a risk-free approach to ensure we wrapped up victory in the Silver Class.”
The car was run by the Kiwi International Motorsport and Melbourne Performance teams, with O’Keeffe praising the crew and his co-drivers. “The car never missed a beat all weekend!” He continued. “We could have filled it up with fuel, put some fresh tyres on and raced it for another 12 hours – it was absolutely bulletproof. “Dan and Andrew both drove exceptional stints, and they were fast when they needed to be, but they also stayed right out of trouble and the car finished the race without a mark on it.” After a strong 2022, O’Keeffe’s plans for the year are yet to be announced, with perhaps some more Supercars drives potentially in the pipeline after racing with PremiAir in his third Bathurst 1000, and a fourth place in the Carrera Cup Pro standings. “It’s a fantastic way to start my 2023 season and I look forward to announcing my plans for the rest of the year very soon,” O’Keeffe concluded. TW Neal
KASSULKE UNHURT IN ‘BIG ONE’ ... VETERAN RACER Keith Kassulke has recounted the moments before and after his freak crash at The Chase during the Bathurst 12 Hour in the MARC II Mustang. Fresh from his Dubai 24 Hour outing where he helped his team to a class P2 in the new BMW M GT4, the Australian PNG resident started out for his second practice session of the day. With 18 minutes left in Friday’s final Practice session, Kassulke’s car hit the inside left kerbing at pace after a brake rotor exploded, taking off over the right side sand trap and ending on its roof after rebounding off the destroyed tyre barrier. Remarkably, a quick thinking spectator with prior knowledge and experience in motorsport safety precautions leapt the fence, coming to Kassulke’s aid before any track officials had arrived on the scene. Kassulke, who suffered some bruising and spent the night in hospital, told Auto Action about those few terrifying moments, the actions of the spectator, and praised the quality of the car’s safety build. “Ryan (McLeod) had put some good work into the car and it was running well, and I was on a good lap when I went into The Chase pretty quick,” he explained. “I was on the pedal and it just went all the way …I was terrified, and hung on as best I could. I tried pointing it toward the trap on the left but I caught the kerb and it launched me. I don’t remember much after that. “It was a huge impact, and it’s a testament to the car’s safety. The cockpit was absolutely intact with nothing damaged at all. The popular Touring Car Masters and endurance driver, then described the
The wrecked car ended up upside down. Image: MICHAEL KOROLEFF/MIXPIX Left: Keith Kassulke – escaped with bruising.
moments after the car stopped on its roof, with much of its front destroyed, where a spectator undid his belts, and gently lowered him down. “When it stopped I was hanging upside
down, which is pretty frightening with all the things that come with that. “Then a good fellow from the audience came, and I thought he was one of the rescue people because he was so precise in what he said to me and did. He lowered me down and moved my legs and arms around, and the rest is history… I’m good to race another day!” With Kassulke not knowing if his spine or neck was potentially damaged, he could have caused himself severe damage had he dropped onto the roof
after trying to undo his own belts, with the spectator arriving well before the officials. Motorsport Australia’s response was to erect a new spectator fence, as well as initially criticise the actions of the spectator who had acted on sharp instinct, and with a good knowledge of how to handle the drivers safety systems. As for Kassulke’s next move, he plans to get right back on the horse for the Mugello 12 Hour in Florence, Italy, again driving the new BMW M GT4. TW Neal
RECORD CROWD ATTENDS MEMORABLE BATHURST A RECORD 53,446 fans attended the 2023 Bathurst 12 hour, as they witnessed a new distance record, the fastest ever qualifying lap, and a podium of world class drivers separated by just 1.4s after more than 2000km of racing. As well as seeing and greeting some of the world’s best endurance racers, crowds were also taken aback by the Valentino Rossi factor. The MotoGP legend and WRT racer impressed with both his skills and personality, and was tireless and approachable to his scores of die-hard fans. The event and Paddock was awash with flour yellow shirts, emblazoned with the VR46, as hundreds of people queued for long periods of time to see the great man for a chat and his signature. Another notable factor was the popularity of all the international drivers, which showed in droves that Australian motorsport fans are well enough switched on to the elite international endurance scenes. By Sunday, the first instalment of this year’s Intercontinental GT Challenge smashed the previous crowd high of 49,495 from 2019. Over 2500 campsites were filled, creating a sell-out on that front, with spectators seeing a thrilling finish between Frenchman Jules Gounon, Australia’s Matt Campbell, and German driver Mark Engel. “From the track to the skies, we made some key additions to the entertainment package in 2023, which we want to build on next year and in the future,” said Event Director, Shane Rudzis. “Fans saw a reinvigorated Harris Park precinct and we would like to thank the manufacturers for engaging with fans in ways like never before.” One other factor was the appearance of Red Bull’s 2011 championship winning F1 car, driven around The Mountain by Red Bull reserve driver Liam Lawson. At one stage, the crowd also gathered around the RB7 as it very dissonantly and strangely revved out the Australian National Anthem during its warm up sequence. “The main attraction was of course the racing of 26 of the world’s best endurance GT entries representing seven of the world’s biggest
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Image: EDGE PHOTOGRAPHICS/MARK HORSBURGH manufacturers,” Rudzis continued. “To be here and see that lap record get shattered during qualifying on Saturday was a special moment,” said Rudzis. “The racing on Sunday was world-class and the pictures of sunrise as a backdrop to the Mount Panorama circuit are part of the unique moments
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that make this circuit one of the most iconic in the world.” “I would also like to thank our volunteers, dedicated officials, and the hospitable people of Bathurst for creating an unforgettable experience for fans, as well as the major stakeholders and the Bathurst Regional Council.” TW Neal
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THE ROSSI FACTOR HABUL GOES PRO AT THE MOUNTAIN
Images: Jack Martin/Supercars THE 21ST Bathurst 12 Hour was by far the biggest ever and it was all down to one man – Valentino Rossi. The Rossi factor was visible at every turn with Mount Panorama engulfed by a sea of fluoro yellow, as fans of all ages painted the paddock with the #46 and all tried to catch a glimpse of the seven-time MotoGP world champion. On and off the track, ‘The Doctor’ was at his best, satisfying the never-ending queues of autograph hunters with happiness or appearing like a GT veteran in the hot seat. Even before the cars hit the tarmac, there was a huge buzz surrounding Rossi and all eyes were on him when he took on the famed 6.213km circuit for the first time in the BMW M4GT3. The five-time Australian Grand Prix winner produced something special, ending the session in a familiar position with #46 sitting in P1. Despite spending countless hours on the simulator preparing for his first laps of Bathurst, Rossi still admitted
he was blown away by the “scary” and “mythical” journey up and down the Mountain. “The track is very impressive and something different,” he said. “To be at Mount Panorama after 20 years on the sim, it is emotional when you see the track for the first time because it was always one of the mythical tracks. “It is very difficult and technical, but also great fun. Especially the fast part at the top and then when you come down. “The best part for me is after Turn 5 and then into Turn 6, the faster part with one right-hander and then the left, left, left at the top (of the Mountain). But also the first part of the downhill section is great when you have the snake and arrive at the bottom. It is the best.” Despite factory backing from German giant BMW, Team WRT struggled to keep up with the sheer pace of their Mercedes rivals as the weekend progressed. But car #46 stayed out of trouble on raceday and ran as high as third, with
Rossi completing a couple of respectable stints. Eventually he, Augusto Farfus and Maxime Martin crossed the line in P6 after a brief trip to the garage to fix a taillight issue. ‘The Doctor’ said that racing around The Mountain gave him the biggest thrill of all. “I enjoyed it a lot and the race is different,” he said. “We had some good battles and my pace was not so bad. “You always try to go on the limit, but have to stay very concentrated because making a mistake is a big problem.” As for completing a lap on a motorbike at Bathurst like fearless riders did in a by-gone era, Rossi was not so keen. “I think it is impossible (to ride a motorbike race at Bathurst),” he said. “You need more space and run off. For me (it’s) better in the cars.” Over recent years Bathurst 12 Hour had already started cementing a reputation on the global stage, but the Rossi factor knocked it out of the park. Thomas Miles
WHILE JULES Gounon was the focus of attention after his record-breaking third Bathurst 12 Hour triumph, SunEnergy1 Racing Team owner Kenny Habul also built on his legacy with a second consecutive victory. Habul, who won last year’s race alongside Gounon, Luca Stolz and Martin Konrad in the Pro-Am class, decided to enter his squad minus Konrad in the Pro class this year, a choice that paid dividends. In victory, Habul became the first Bronzerated driver to win an Intercontinental GT Challenge race overall in the Pro class. “It’s just unbelievable,” Habul said postrace. “Luca and Jules just drove the balls off this car and I’m just so proud of them.” After completing his minimum driving time early in the race, Habul watched throughout the afternoon as his teammates completed the job. “Thanks to Mercedes-AMG but these guys carried the car, and did the bulk of the driving,” Habul said. “Luca was incredible – we double-stinted quite a bit which was difficult for me with the sun, I couldn’t see much. “That drive at the end from Jules was incredible. “It was our day, at the end it was so difficult – Jules made the difference. “Those times that he was putting in on old tyres … the Porsche was coming and Maro (Engel) did really well to catch back up; I think, three more laps, Maro would have got both of them, so it was an amazing comeback.” With back-to-back wins under his belt, the 49-year-old now has the hunger to return to The Mountain and write a new chapter in the SunEnergy1 Racing story in 2024. “I can’t thank the town enough ... the track, I love it,” expressed a beaming Habul. “I’d like to be a part of it more and support it more, do more than one stint next time.” JN
WHATS ON AT WINTON THE NATION’S ACTION TRACK! TEST AND TUNE DAYS - Dedicated test and tune days for the preparation and setup of race cars. Test days may be broken into sessions (if applicable) which allow for sedans and open wheelers to share the track independently, this ensures the Racecar Test Day is perfect for any race car from Production Specification to V8 Supercar to S5000 and everything in between.
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CAMPBELL MOVING UP THE PORSCHE RANKS QUEENSLANDER MATT CAMPBELL HAS CONFIRMED HIS STAR IS ON THE RISE IN PORSCHE RANKS, GRADUATING FROM THE CLASS CARS IN THE STATES TO THE OUTRIGHT CONTENDERS. BRUCE WILLIAMS SPOKE WITH HIM AT BATHURST
FRESH OFF the back of a cracking second place in the Bathurst 12-hour, Queenslander and factory Porsche driver Matt Campbell has spoken about his plans for 2023, and his run at the Daytona 24-Hour Race in the new Porsche 963 LMDh car the German company hopes will take it back to the top step at Le Mans. At Bathurst, his Porsche 911 GT3 came alive in the top 10 Shootout, having struggled for outright pace all weekend, and he came within a whisker of pole. Then through clever strategy, Campbell was able to close in on the race-leading Mercedes of Jules Gounon near the end of the race, but didn’t have quite enough in reserve to make a move. It was his third time on the podium at the 12-Hour, which he won in 2019. “I tried my very best, a little too much at times,” he said, having clipped the wall at least once in the closing laps of the race. “They (The #999 Mercedes-AMG) were just too fast today, I was able to close the gap but wasn’t able to get close enough in the end. I think we maximised what we had in terms of the car and as a team. It was a good day and we’ll have to take second. “It’s still my favourite track in the entire world. It’s one of my favourite events and if you speak to most GT drivers, it’s probably in the top three of the endurance classics around the world.” Since winning the 2016 Australian Carrera Cup Championship, Campbell has been on an upward trajectory with Porsche and is now one of three gold-category factory racers with the Germans. Last year he won the GT Daytona Pro class in the IMSA SportsCar Championship, and this year he has been slotted into the factory-backed Porsche 963 LMDh car run by Team Penske.
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The transition from GT3 to the full-on LMDh Porsche 963, with all its in-car adjustability, has been an interesting transition for Porsche’s Aussie star. Image: RICHARD DOLE / LAT IMAGES
Bathurst remains Matt Campbell’s favourite race track in the world ... Image: DANIEL KALISZ And (below) last weekend he came within a second of taking a second 12 Hour win there ... “It’s obviously completely different to what I’m used to,” he said of the promotion. “I really enjoy driving it – it’s a big challenge. It’s very different to what I’m used to in terms of systems and software and the things you can control within the cockpit. There’s a lot of adjustability and it’s got a lot more aero, a lot more downforce.” He said the step up wasn’t any more challenging physically or mentally than what he was used to – just different. “I think my experience so far with the Porsche factory teams has put me in good stead for this opportunity and the programme. It’s different
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– we have to do a lot more work behind the scenes with the engineers regarding software and systems and so forth, and it’s just a little bit more physical to drive. “Compared to my past, I’m used to sharing my car with two other guys, and then once you start the race, that’s how the car is – you can’t really tune or adjust a GT3 car. Whereas, in this car, we can change the car balance from inside the car with all the controls. “There’s a lot you can do on systems and software and that’s really been quite enjoyable to learn. Each of us has a different take on it
and what we want from the car, so it’s been fun to see the differences I didn’t expect going into it.” The #7 Porsche qualified in second but seemed to lack a little in race trim even if it did hold the lead for three laps – a problem in the sixth hour took it out of contention. “Once we iron out the few issues we had in Daytona, my focus for the rest of the year is obviously to really show what I can do in this style of car and to fight for overall victories in the big races left in the championship. We still have the Sebring and Petite Le Mans endurance races, and they’re two ofg my favourites on the US calendar. “I want to do a good job there and keep getting Porsche up in the Manufacturers’ championship.” As for Le Mans, he’s not sure what he will be driving there. Porsche will have two LMDh cars for the race, but will also have a brace of GT3 cars and he will drive one or the other. With only 11 rounds in the 2023 IMSA series, he’ll also have plenty of time to run in other GT races globally although, now as part of the Penske program, he expects that to scale back a little. The final round of the IMSA Series is the week after the Bathurst 1000, so it is not clear if we’ll see him out here for that race. So, the next time we see him here might be in the new 992.2 generation 911 GT3 in the 2024 Bathurst 12-Hour.
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Image: RICCARDO BENVENUTI
HAAS UNVEILS BOLD NEW LOOK HAAS F1 Team kicked off the 2023 Formula 1 launch season by showing off a bold and new look VF-23. After two years of running a predominately white car, Kevin Magnussen and the returning Nico Hulkenberg will race a sleek black based livery with new title sponsor MoneyGram. At the launch team owner Gene Haas made it clear that regular points is a priority. “The aim is to score points consistently and with Kevin and Nico I believe we’ve got an experienced driver pairing more than capable of delivering those points on a Sunday.”
DJR RETAINS FAMILIAR FEEL DICK JOHNSON Racing steps into the 2023 Supercars season with a familiar look on its two Gen3 Ford Mustangs. The new scheme is the latest evolution of the style of livery the iconic Ford squad has carried since 2017, with the Gen3 version carrying some extra yellow. While the overall theme remains the same, yellow appears on the splitter for the first time since 2020, plus the mirrors, side skirts and more colourful rear-end. Will Davison and Anton De Pasquale will drive cars #17 and #11 respectively in their third season together at the team.
GROVE BACK IN BLACK GROVE RACING will be back in black with two clean Penrite backed Mustangs for the new Gen3 of Supercars. Incumbent David Reynolds and rookie Matthew Payne will drive two identical looking cars, which are the team’s first built in-house. Grove Racing carries a revised and simpler livery, with a black base, white splashes and red highlights. It is a clear step away from the busier Penrite schemes Grove Racing has used in the past. Rookie Payne was simply thrilled to just see his name on the car. “To see my name and number on the cars is pretty special,” he said.
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GODZILLA BACK ON THE MOUNTAIN REMINISCENT OF the domination of the Nissan Skyline in 1982, Brad Sherriff stunned observers with his Nissan Skyline GTS-T R32’s speed on Conrod Straight in the Duggan Family Hotels Combined Sedans races at the Liqui Moly Bathurst 12 Hour. With 1170 horsepower (872.5 kilowatts) at the rear wheels the 4WD chassis sports sedan with its Bullet Billet RB26 engine, clocked 327 km/h through the timing loop which isn’t at the fastest point on the straight. It was around 30 km/h faster than the top spaceframe Sports Sedans competing and easily eclipsed any speeds set in the past by a Group 3-type racing sedan.
Previous registered speeds include 313 from Angus Fogg’s NZ Central Muscle Car Ford Mustang, 300 plus from the 12 Hour Dodge Viper and Daytona while Glenn Seton hit 304 km/h in his Ford Credit EL Falcon. It was only Sherriff’s second time on the track. “We came up in November for a look at Challenge Bathurst where we shared the sister car. “I did seven laps over the two days which gave us an bit of insight to which way the rack we went. We since found that the undulations were a bigger problem, with the horsepower we are putting down, than we thought. We have to get the car to look after its tyres better.”
Sherriff plans to contest rounds of the Precision International Australian Sports Sedan Series and said that his outing at Sandown in the sister car (driven by Liam Hooper at Bathurst) late last year proved that it is fast. He cited Queensland Raceway as a track that would really suit his car but was apprehensive to its suitability to Winton. It currently holds the outright track record at Baskerville Raceway. Sports Sedans will be at this year’s Bathurst 1000 where Sherriff believes there will seconds gained with good tyres and setup while the quick sports sedans will be close to the two minute mark. Garry O’Brien
TCM AIMING FOR HERITAGE CLASS GRID BOOST THE TOURING Car Masters series is making it easier for pre-2014-built TCM cars to rejoin the grid and run in their own TCM Heritage class. It is an initiative aimed to get more cars on the grid, with Heritage Group N and C cars also invited to join. TCM Category Manager Liam Curkpatrick hopes that the initiative will help draw some of these exciting and entertaining classics out of hiding for the coming season. “The idea was to get some of those cars that haven’t run for a long time, the pre-2014 TCM cars, and have them operate as a race within a race, a bit like we’ve done with the invitational class at some events.” With some of the change in regulations over the years, affording more development, many of the original TCM cars have disappeared from the grid. Many of the owners and drivers felt that they weren’t able to compete up the top level. The newer TCM cars after 2014 had suspension development, more horsepower, and could run with much lighter minimum weights. Many of the older spec cars could not easily be modified to match the performance of newer cars being built. At the time, those kinds of modifications left some of the older TCM competitors in the dust. Several owners who either couldn’t afford to make the adjustments, or simply didn’t want to for the sake of preserving their classic machines stopped racing. The fan favourite category is now calling for their return, with a reduced entry fee made available in a bid to lure them out the garages.
“Initially they will run with half-price entry fees to see if they’re into it, and they’ll run in their own class so there’s no pressure, and hopefully we’ll get them coming out the garages. “It’s about making a serious effort to cater to the people who have existing cars sitting in garages, and then looking at people who are interested in joining the category and have appropriate machinery to do so.” Curkpatrick said. The Heritage cars, whilst running in their own class for their own points and trophies, will also be eligible for full series points. The category is hoping they can lure some cars out for Tasmania, with the grid not expected to reach the 20-car mark until the Newcastle Supercars round. “At the moment there’s about 15 mainland cars entered for Tasmania and we’ve already had some interest from some locals who have some Group N cars, so we’re aiming for around an 18 car grid to kick the season off.” TW Neal
MOFFAT’S TRANS AM FORMER SUPERCARS driver James Moffat will taking on the 2023 national Trans Am series with Garry Rogers Motorsport. Making the switch from the team’s TCR Australia Program into its championshipwinning Trans Am squad, Moffat will drive the Mustang chassis that Nathan Herne took to dual championships. The Moffat/Mustang pairing is certainly not an unfamiliar one, with James’s father, legendary Touring Car great Allan Moffat, having won seven ATCC races in a Bud Moore-built, Mustang Boss 302 in the early 70s. After racing in TCR Australia since its 2019 inception, the three-time Bathurst podium getter had a small taste of Trans Am in 2021 at SMP, taking a win and a podium. On that weekend (pictured), he competed in a livery that depicted the famous Coca Cola Mustang colours that his father used in the late 60’s and early 70s.
“I’m excited to be driving in Trans Am – I really enjoyed the races I did at the end of 2021,” said Moffat. “The racing is clearly exciting for both drivers and fans alike, and has become more competitive over the last couple of years as well.” Despite Moffat’s extensive experience racing rear-wheel drive V8s, he knows just how competitive the 2023 crop of drivers will be. His GRM stable-mate alone, Owen Kelly, will be a tough prospect to race against, and with the likes of young Jett Johnson, Lochie Dalton, Brett Holdsworth, and Ben Grice, he’ll have his work cut out. “There’s plenty of young talent coming up through the category, and also plenty of drivers with experience, which creates a good mix out on the race track,” he continued. “Each year we’re seeing more quality drivers up the front of the field and there’s
Image: Daniel Kalisz now plenty of variety with different teams getting involved. “It’s creating a racing product that only gets better every time the category goes racing, and with that Hoosier tyre leading to plenty of sliding across the track, it makes for some pretty exciting racing.” In terms of the challenges facing Moffat, he’s clearly looking forward to the argybargy, and believes he’s a chance to give the championship a shake.
“The main challenge for me will be adapting as quickly as I can, and fortunately I’ve got that prior experience to draw on from 2021. “As with any championship, consistency will be the key, but even more so in Trans Am where it’s proper elbows out racing. “GRM has a great data pool to draw on for each round now, and I know I’m driving for the best team who will provide me with a great car.” TW Neal
THIRD GENERATION McRAE ERC BOUND MAX MCRAE will enter the 2023 Junior European Rally Championship (ERC), becoming the third generation McRae to compete in Europe’s premier rally series. The 18 year-old from Perth was in the thick of the ARC’s Production Cup title in 2022, and will now turn his attention to Europe in his quest to capture Junior WRC seat. McRae’s father Alister also competed in the ERC, along with his legendary Uncle Colin, and his Grandfather Jimmy. The up and comer will compete in the six round series, which will provide the perfect footing to climb the rally rungs. “Junior ERC is the perfect step for me. Competing in Australia has been amazing for the last couple of years,” McRae said. “I know I have to make the move and head across to Europe and that’s what this season’s all about. “The potential career progression from Junior ERC is really clear, and that’s what I’m looking at now. “There are some amazing events on the European calendar – events that offer massive diversity in the nature of roads.
“There’s the super-quick stages of Poland and Latvia, to the asphalt rounds in Rome and Zlin, and the new Royal Rally Scandinavia in Sweden also.” It’s the second trip to Europe for young McRae, competing in Donegal, Ireland, in a Rally 4 car, and at the Goodwood Festival of Speed in Sussex, England.
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“Competing at those event’s showed me that Europe’s the epicentre of our sport. There are so many rallies going on all the time right across Europe. It’s the place to be.” European Rally Championship manager, Iain Campbell, said he’s elated to have the McRae name back on the European continent. “The McRae name is one of the most iconic in rallying and we are now incredibly honoured to have a third generation of the McRae family competing in the European Rally Championship,” Campbell said. “I am sure he will follow in the footsteps of his father, uncle and grandfather and be standing on ERC podiums in the very near future. “The Junior ERC is a perfect stepping stone for drivers like Max coming from national level to the Junior WRC.” McRae’s first European hit-out will be the ERC’s 79th Rally Poland on May 20-21, with his team and Rally5 car announcement to be made shortly. TW Neal
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Alan Jones’ 1980 world championship winning Williams will be one of the many attractions at the Island Classic.
JOHANSSON TO RETURN TO ADELAIDE FORMER FERRARI Formula 1 driver Stefan Johansson will return to Adelaide, for the SA Motorsport Festival. Johansson will drive the #28 Ferrari 156/85 he steered to P5 at the 1985 Australian Grand Prix on the same streets, during the festival on March 25-26. The Swede was a veteran of 79 Grand Prix starts and 12 podiums. In addition to Johansson driving his old car, the sister #27 Ferrari 156/85 which took the 1985 Canadian and German Grand Prix wins at the hands of Michele Alboreto will also be seen in Adelaide.
RARE FERRARI 308 RALLY CAR HEADED FOR ADELAIDE A BEAUTIFUL and rare Ferrari 308 GTB Group 4 rally car – prepared by the famed Michelotto group with a Ferrari supplied chassis – is heading to the Adelaide Motorsport Festival on March 25-26. The mid-engined V8 was highly competitive on the European Rally circuit, winning the Monza Rally in 1979, the Tour de France Automobile event in 1981, and the 1982 Italian Rally championship. Its crowning moment however was a WRC podium in Corsica in 1982, Ferrari’s only top-tier podium in the category. A Group B version was also constructed with a Quattrovalvole V8, before Group Bs were banned in 1986.
VIC STATE SERIES KICKS OFF THE 888 Home Loans Victorian State Circuit Racing
Championships returns with a bang this month at the traditional home of the opener, Sandown. There will be plenty of on-track action with a total of 10 categories racing around the “Home of Horsepower”. Formula Ford, Formula Vee, Historic Touring Cars, HQ Holden, Hyundai Excel, Improved Production, MG / Invited British Sport Cars, Porsche 944 Challenge, Saloon Cars and Sports Sedans are the categories on show. From 9.00am to 5.00pm on February 17-18 there will be continuous, adrenaline charged motorsport at its most visceral. For more info visit www.vsrs.com.au .
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FORMER BATHURST WINNERS TO FACE OFF AT ISLAND CLASSIC ALMOST A quarter of a century after they won the 1999 Bathurst 1000 together, Steven Richards and Greg Murphy will face off at the Phillip Island Classic. The former Supercars stars will be squaring off in a pair of Nissan HR31 Skylines in the C and A class. The additions of Murphy and Richards will produce added excitement to the event, which also welcomes former F1 star Eddie Irvine, plus a host of former Grand Prix cars. Chris Stillwell will be in one of the quickest Ford Sierras in Australia and expected to fight the Nissan duo with a combined total of 40 Supercars race wins, 899 starts and nine Bathurst 1000 wins. Ian Tate also confirmed another old fan favourite will be racing in what shapes up to be a very competitive class which will enjoy a 50km feature race on Sunday. “There are some very competitive cars to take it up to Greg and Steven in the two Nissans,” he said. “Another car to watch will be Paul Stubber coming from Western Australia in an ex Allan Moffat Mazda RX7, which is a very quick motor car and I am sure it raced a Bathurst, so
another significant car. “We have 425 entries with a week to go and hopefully we get a few more.” Q and R Sports cars are also expected to shine across a 50km race. Andrew Kluver will drive an old Lola 332 openwheeler which has been transformed with a sports car body, while a Repco Brabham sports car is also coming down. One of the main events will be the Phillip Island Historic Classic Grand Prix which will be held across 36km with a number of glittering former F1 cars racing. A James Hunt Hesketh, a Surtees driven to the podium by Carlos Pace and Nigel Mansell’s first F1 car will all be going for glory. Alan Jones’ 1980 world championship winning Williams will not be racing, but will be on track heading the field on the parade lap. It will join a number of other impressive cars which will be on display at Phillip Island such as a Rick Mears IndyCar, an Arrows F1 car, a pair of Ferrari’s and Mario Andretti’s March 701. Thomas Miles
RESTART FOR LONGFORD MOTORAMA By BRUCE WILLIAMS THE ANNUAL nostalgic event celebrating Tasmania’s great racing days of the 1950s and ‘60s has reverted to the name Longford Motorama. The event has been saved, with assistance from Events Tasmania, after grand plans for a ‘Longford Grand Prix Expo’ faltered last month. The Tasmanian Government, through Events Tasmania, has now made $150,000 available to organisers of Motorama, which had run the previous three years, to stage the event at the world heritage-listed Woolmers Estate on March 10-12. Woolmers, a farming property established more than 200 years ago, is 4km south of Longford township, which is 20km south-west of Launceston. Motorcycle and car races were run on highspeed public roads on the other side of Longford in the 1950s and ‘60s – including the Australian Grand Prix in ‘59 won by Stan Jones, and ‘65, won by Bruce McLaren ahead of Jack Brabham. Seven Formula One world champions and some of the world’s top motorcycle racers competed there. Organisers are expected to announce in mid-February what this year’s hastily-arranged Motorama will include.
Central to it is sure to be the huge memorabilia collection of Longford racing buff Rob Knott, one of the key organisers along with his associate Justin Brown. The Singapore-registered DX Industries of Hobart entrepreneur Jeremy Dickson, a son of former touring car racer and Bathurst and Gold Coast Indy promoter Ron Dickson, had been going to stage the Longford Grand Prix Expo. The Tasmanian Government committed $450,000 last August to that Expo, which was to have been in the Longford township on the
same March weekend, but Dickson announced in early January that he had cancelled it because of various difficulties after reportedly receiving $370,000 of the government grant. Motorama will comprise various displays and entertainment in the expansive grounds of Woolmers looking north towards the old race circuit, with some track activity at nearby Symmons Plains on Sunday, March 12. Daily admission will be $10, with discounts for three-day attendance and admission to Symmons Plains for those who have been at Woolmers.
WAKEFIELD PARK SHAPING THE NSW ELECTION AGENDA THE NSW state election has Wakefield Park firmly on its agenda, with Liberal MP Wendy Tuckerman hitting back at Labour’s recent million dollar pledge. Since the Benalla Auto Club-owned track closed in September after a NSW Land and Environmental Court decision, a political tug of war has continued to simmer. The Labour Party announced last week that they’re promising $1million towards helping Wakefield Park “re-open” its gates if elected at the March polling booths. Labour leader Chris Minns visited the facility, along with Shadow Minister for Sports Julia Finn to announce the election initiative. “The Wakefield Park Raceway is hugely important to Goulburn, providing not just driver training programs and recreational driving opportunities, but tourism dollars and jobs,” Minns explained. “An elected Labor government will work with local councils and stakeholders to resolve these issues and get this important facility back on track.” Finn has been in public support of the independent Save Wakefield Park Group, whose record-breaking support petition collected over 29,000 signatures. But an attempt to have it debated before the NSW Legislative Assembly fell through
when the government’s sitting period closed. Tuckerman, the Liberal Member for Goulburn & Minister for Local Government, came out against the Labour election tactic. “Labor’s announcement is not a real solution. This is buying a headline, and not much else,” Tuckerman said. “I can guarantee you $1million will not be enough to make Wakefield Park viable for the owners to re-open the track. “I am committed to a true solution for Wakefield Park not a band-aid fix. Nothing changes with this announcement … it’s not a plan for the future.” It continues the political back-andforth between her and Finn, with both sides accusing one another of not understanding the issue. “It was clear in Julia Finn’s speech (to the NSW Legislative Assembly) that not only did she not understand the core of the issue which resulted in the facility’s closure; she has not recently engaged with its owners, nor has she proposed any substantive solution other than crying out “do something,” Tuckerman reacted back in November. In that address to the Legislative Assembly, Finn had said: “Months of inaction have dealt a real
JULIA FINN (left), Christopher Minns-NSW Labour Opposition Leader and supporters, at the announcement of Labour’s election commitment of $1 million to help with the reopening of Wakefeild Park. blow to Goulburn. There appears to be no recognition by the Government … putting your head in the sand will not make it go away. Motorsports is a big driver for tourism in the region and the Government has been absent … Ministers have checked out.” The political weigh-in ahead of the elections doesn’t stop with Labour’s announcement, with The Shooters, Fishers and Farmers Party (SFF) – which has two members in the NSW Legislative Council –
also calling Labour out. Goulburn Mulwaree Councillor Andy Wood, who was announced as the SFF’s Goulburn area contender for the election, called Labours pledge “laughable,” and that they’ve “little recourse to bring the council and the planning bodies to the negotiating table.” Polling for the NSW State elections runs from March 18-24, with the results declared on March 25. TW Neal
THE VICTORIAN STATE RACE SERIES
ROUND 1 - SANDOWN
FEBRUARY 17-19
Presented by the MG Car Club • Round 2 Winton Combined • Round 3
Fantastic entries across many categories.
April 22-23
Phillip Island/PIARC May 26-28
• Round 4 Sandown/ASSA
August 11-13
• Round 5 Phillip Island/VMC
September 22-24
• Round 6 Calder/Combined
October 27-29 TBC
• Formula Ford • Formula Vee • Hyundai Excel • Improved Production • Sports Sedans
• MG/Invited British Sports Cars • HQ Holdens • Historic Touring Cars • Porsche 944 Challenge • Saloon Cars
Spectators will be well catered for with access to the paddock.
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MOTORSPORT IDENTITIES NAMED IN AUSTRALIA DAY HONOURS LIST
MOTORSPORT FIGURES Larry Ormsby and John Moxon have been nationally recognised in the Australia Day 2023 Honours List. Ormsby (above) received the prestigious Order Of Australia medal for services to Drag Racing.
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Former open-wheel racer Moxon (pictured seated alongside son Bruce, right) was posthumously awarded in the General Division of the Order of Australia for “significant service to community health and to people with physical disability.” Ormsby dominated the drag racing scene
across a glittering 17-year career, which started in 1968. The “Big O” starred in a trio of factory backed Ford GT and GT-HO Falcons and also broke five world speed records in a Waltzing Matilda Ford jet-powered truck. In addition to dominating on the track, Ormsby was a big figure off it. He was the inaugural chairman of the Australian National Drag Racing Association in 1973. Ormsby also managed major venues such as Calder Park Raceway, Adelaide International Raceway and Heathcote Park Raceway. He also oversaw major events, being the general manager of the Winfield and RPS Pro Series throughout the 1990’s. The father of long-time Auto Action contributor Bruce Moxon, John Bruce Moxon received membership in the General division of the Order of Australia for work done away from the racetrack. Moxon was a pioneering advocate for people with a physical disability and campaigned hard for change over a number of decades. But before his life changed forever, he was a familiar face in the motorsport community as a car constructor and racer. Moxon did suspension work for big names of the era such as Frank Matich and Neil Allen and also made a name for himself as a driver in a FJ Holden and Austin A95.
After becoming his own constructor, Moxon built his own Formula Vee and raced it at tracks such as Bathurst, Surfers Paradise and Warwick Farm. But his life and racing career came to a sudden halt after a test at Oran Park went horribly wrong in 1970. Moxon crashed into a concrete wall and broke his neck. Despite not being expected to live through the night, he survived and spent the next 52 years as a C7/8 vertebrae quadriplegic wheelchair user. He put those decades to good use, having experienced discrimination and no public wheelchair facilities, Moxon pushed hard for improvement and Australia eventually became a much more disability-friendly place. Moxon passed away recently in Sydney, aged 83, but his impact on the lives of Australians living with a disability remains long-lasting. Thomas Miles
Image: RAY RITTER
HALLETT DID NOT BELIEVE DREAM CLASSIC WIN WAS POSSIBLE THE 50TH anniversary running of the Grand Annual Classic Sprintcar race at Premier Speedway will live long in the memory after Brock Hallett pulled off a last-corner move to steal the win. It was the stuff of dreams for Hallett, who had settled for second place as he entered the final lap behind Sheldon Haudenschild. But a mistake by Haudenschild on the exit of Turn 2, proved to be just enough of an opportunity for the GR Racing driver to strike. Hallett took the high line on the final corner and stunned everyone by passing the World of Outlaws driver with metres to go. Hallett admitted he even surprised himself, not believing the winning move was possible. “It was probably going to be one of the best finishes of all time,” he joked to Auto Action. “Coming to the white flag I just thought ‘second will be pretty good.’ Then I had a ripper run through Turns 1 and 2 and Sheldon struggled to get around there. “Then we were nose-to-tail going down the back straight and I thought ‘I have got to go where he is not if I want to win’. “He went to the bottom. I think he missed it and had a bad lap and I didn’t, so I was just able to sneak around him. “I did not think I was going to come out in front to be honest. I came out of Four and could see him there and the chequered flag was waving. Next minute we won the classic!”
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Hallett started the race strongly and settled into third during the cautionfilled early stages. He then found himself battling at the front after early pacesetter James McFadden dropped back after contact with the wall. The Queenslander did hit the lead as he felt the “track came to the car” but was forced to concede it with around five laps to go after running into traffic. Suddenly the hopes of victory for car #Q5 looked distant as he started the final lap in second, only for the Haudenschild mistake to open the door to one of the most memorable moves ever in the event’s five decades of proud history. Reflecting on the unforgettable night, which concluded at 2am, the 28-year-old said it instantly became his career highlight, having previously battled at Warrnambool track. “I am still buzzing and have not come back down to Earth,” Hallett said. “It is really cool to join a list of people that are very high up in the speedway world. “I have had a love-hate relationship with Warrnambool and have not gone that good there over the years, even at local races. “So to get the win at the Classic and see all the fans was very special.” The sensational win for Hallett was no fluke. The Queenslander has been performing at career-best levels this season and has finished 13 of his last 16 feature races inside the top 10. The run of success included winning the NSW/Qld Speedweek title, where
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he did not win a single race, but supreme consistency was enough to collect the most points. This kind of form meant Hallett entered the biggest race of the year with more confidence than ever. “I feel like I have really good people and equipment around me and when you surround yourself with all of that stuff, that gives you confidence as a driver,” he said. “You know as a driver the car is going to be good every time you go on the track. “I guess the one thing I have been working on is becoming more patient and consistent. “So now I feel like as a driver I am always ready.” The big change for Hallett this season has been his move to GW Racing. Since his debut in 2015 he had driven as a small stand-alone team with his own crew. He has retained his people, but has been boosted with extra support from GW Racing and it has immediately paid dividends. Hallett has collected 12 A-Main podiums in 2022/23 alone, compared to the eight he scored across the previous four summers combined. Hallett said joining forces with GW Racing has been a breath of fresh air and allowed him to simply focus on driving the car as fast as possible. “Obviously driving for a team now in GW Racing run by Greame and Wendy Erhart means I am literally just the driver,” he said.
“Greame and I talk about setups and I feel like we are a lot more consistent. In the past it was just me making the decisions, getting the car ready, driving, and worrying about everything. “But now we can bounce ideas off each other and there are not so many responsibilities for me. “Everyone has a job to do and it is a big team effort. “It is pretty cool to win such a big race in our first year together which is pretty rare.” Despite the elation of winning the Grand Annual Classic in such dramatic circumstances, Hallett cannot stay on cloud nine for too long, with an Australian Sprintcar title up for grabs this week. GW Racing and all of the other big names will descend on Perth Motorplex to chase the coveted #1 currently held by Marcus Dumesny. Boosted by this summer’s success, Hallett sees no reason why he can’t continue his purple patch at the major event. “As exciting as the Classic win is, we are trying to focus on the Aussie title to get the number one on the car,” he said. “I have done a few shows in Perth and like the fast, open track, so I am really looking forward to taking the team over there. “I feel like as a driver I am ready and we have as good a chance as ever, if not better than I have ever had to win the Aussie title.” Thomas Miles
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MSR SCORES ‘BIG WIN’
MATT STONE Racing became the first team to drive a Chevrolet Camaro Gen3 Supercars racer at Queensland Raceway on Tuesday. The Yatala-based operation put the chassis MSR003 through its paces at Ipswich with rookie Cameron Hill completing the historic first laps, before more experienced teammate Jack Le Brocq also jumped behind the wheel. The car ran in a unique test scheme, featuring black panels and the Truck Assist logo on either door. MSR’s second Chevrolet Camaro is yet to be completed, but the team hopes jump to over “another hurdle” and finish it by Thursday when it returns for another test at the “Paperclip”. The liveries the two-car team will carry in the 12-round 2023 Supercars Championship will be revealed at a private launch event on Monday, February 13. But the main focus now is to come to grips with the new car, which has received
a “perfect” start according to Hill. “What a special morning for me to be the first driver to drive a Camaro racecar this year,” he said. “The day has gone super smoothly, we did a couple of installation laps and we came in for the boys to have a look at the car. “It has all been perfect, so a great start to our test programme.” Hill steps up to the main game after finishing fifth in last year’s Super2 Series where he represented Triple Eight Race Engineering across a solid campaign, highlighted by three podiums, while he also won the Bathurst 6 Hour. The 2021 Carrera Cup champion joins Le Brocq, who’s suiting up for his second year at MSR. The one-time race winner is already a big fan of the “unreal” Gen3 Camaro and predicts tyre wear to become a big factor at the season-opening Newcastle 500. “We ran MSR003, the first Supercars
Championship car that Matt Stone Racing has built as a team, which is very exciting,” Le Brocq said. “The car is unreal, heaps of power; it’s going to be pretty interesting on the rear tyre especially come Newcastle for 90-odd laps. “Huge credit to the guys at MSR to be the first Chevrolet Racing Camaro on track in Supercars apart from the prototype. We are very excited to show the livery off in the coming week.” For MSR team owner Matt Stone, being the first Camaro squad to complete a Gen3 shakedown was not something he took for granted. He said it was a “momentous” moment to see his team roll the car out of the garage after the deadline date appeared “iffy” on occasions. “Momentous occasion for the team to be the first Gen3 Camaro out on track,” Stone said. “We’ve started the learning for ourselves
now; we’ve seen a lot through the prototype and heard a lot so it’s good to be out here getting our own information. “To be the first Chevrolet Racing car out there is a big win, so we’re stoked to represent the brand today. “With the supply chain issues, we’ve just been working to fluid timelines. There were a few times we thought today was going to be iffy but we had a couple of good weeks and we got here without too much stress. “Getting our second car out in just two days’ time is proving to be another hurdle as parts continue to be the big issue, but we’re confident we can keep working towards it. “It’s been a good day. It’s been surprising; there’s similarities to the old car and then some things that are very different. “It’s a very new beast and it’s exciting to have it in the flesh on a track and start the process of getting ready to race.” Thomas Miles
DAVISON REFLECTS ON ‘SPECIAL’ MAIDEN GEN3 LAPS
WILL DAVISON said it was a “real privilege” to drive the first laps of a Dick Johnson Racing Gen3 Ford Mustang. DJR completed its maiden Gen3 Supercars shakedown at Queensland Raceway on Tuesday with both Davison and Anton De Pasquale jumping behind the wheel. The famous ford squad shared the “Paperclip” with Matt Stone Racing, which became the first team to shakedown a Chevrolet Camaro Gen3 Supercar. DJR is the second Ford team to roll out a Gen3 Mustang after Blanchard Racing Team broke the mould last Wednesday. Todd Hazelwood jumped behind the wheel of the #3 car at Winton again on Tuesday. Making it to the Ipswich tarmac was a
major moment for DJR, after more than 12 months of hard work in the Gen3 project. Being Ford’s homologation team, DJR was charged with developing the new Gen3 Mustang along with Supercars. Davison has seen the hard work first hand and this was not lost on him as he drove the latest car to wear the iconic #17 out of the garage. “Very exciting to run our first Gen3 Mustang,” Davison said to Supercars. com. “It’s always a special moment, a real privilege when you see the amount of work that has gone into this project. “It’s special for all of us to fire it up for the first time, to turn its first laps. “It all starts here, our journey to to learn and get on top of this new package. “But certainly an exciting milestone
today. (Tuesday)” The shakedown marks the latest chapter in DJR’s journey to Newcastle after it revealed its livery for the upcoming 2023 season, which is a subtle evolution of the well-known look it has carried since 2017.
Both DJR and MSR will return to Queensland Raceway on Thursday and will have more Chevrolet Camaros for company in the form of Triple Eight Race Engineering and PremiAir Racing. Thomas Miles
SVG FINDS IT “HARD TO BE HAPPY” AFTER 12 HOUR
SHERRIFF WON’T ARREST NISSAN PERFORMANCE BRADLEY SHERRIFF has revealed he will not race his Nissan Skyline rocket ship if it’s restricted by Motorsport Australia. Almost the entire Australian motorsport community was left jaw-dropped when it witnessed Sherriff - the Tasmanian engine tuning specialist - clock 327kph in his Nissan Skyline GTS-T R32 in the Combined Sedans support category at the Bathurst 12 Hour. With 1170 horsepower delivered at the rear wheels, produced by the car’s heavily modified Billet blockedRB26 engine, no one in the 56-car Combined Sedans field had an answer as it blazed into the distance up Mountain Straight. Even with the amazing straight line speed, Sherriff was unable to collect any wins having retired from race 1 due to a mechanical issue, and race 3 after a heavy crash at Reid Park. He stormed from last to second in the Saturday morning race, but was demoted one position to third after breaking the pre-regulated minimum lap time of 2:09.0s. The moment in question was recorded on lap 7 of the second race when he was clocked at 2:08.8336s. Despite fan speculation, there has been no indication Sherriff will not be allowed to race in the future, and
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Motorsport Australia has released a short statement clarifying its stance. Currently no changes have been made to the Sports Sedans vehicle eligibility regulations, but the governing body did not rule out amendments in the future. A Motorsport Australia statement supplied to AUTO ACTION read: “At this stage, there have been no changes to Sports Sedans’ regulations regarding vehicle eligibility. Motorsport Australia may consider changes to ensure all vehicles can run safely at Australian circuits.” Sherriff has been in contact with Motorsport Australia and said he still holds ambitions of racing in the Precision National Sports Sedans Series. But he said if his Nissan is restricted it will become a “display piece”, rather than remain a race car, believing the time he loses in the corners is greater than what he gains down the straights. “If it comes down to the car being limited in any way, it will be something that will sit in my shop to look at,” Sherriff told AUTO ACTION. “The plan is to run this car and the sister car (#44 R32 Skyline GTS T) Nissan at a national level in the Precision National Sports Sedans
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events. “From the conversations I have had with Motorsport Australia they are being very cagey, but I don’t believe there will be a track limit applied or enforced to this car. “This thing will go well over 300kph at Sandown and Phillip Island. The strength is straight line handling. “If I was to (be limited and) give away a 35-50kph advantage, I can’t make up the time the other cars gain exiting slow turns where they have extra mechanical grip. “Most of those cars are 200-250kg lighter, so to limit the area the car is strong and still be competitive I don’t think can happen.” The 2023 Precision National Sports Sedans Series is braced for a big year, kicking off at the Tasmania SuperSprint in May 19-21 before finishing with a bang at the Bathurst 1000 on October 5-8. Although Sherriff was apprehensive at racing in Winton, he has plans on contesting rounds of the Precision National Sports Sedans Series, including Bathurst where he believes seconds could be gained with fresh tyres and setup changes. Thomas Miles
THE LEADING Triple Eight Race Engineering #888 Mercedes salvaged a top-five finish after an up and down day at the Bathurst 12 Hour. However, lead driver Shane van Gisbgergen found it “hard to be happy” with the result after the car was in contention for much of the race, eventually won by Kenny Habul, Jules Gounon, and Luca Stolz. The Supercheap Auto backed Mercedes AMG sat second across the first 60 laps after the first two rounds of stops were completed. It then hit the lead and controlled the field from lap 61 to 91, before slipping back down the order as the car struggled to have the outright pace on cold tyres. However, worse was to come as a breach in pit stop regulations resulted in a costly drive-through penalty, which put car #888 down a lap and out of race-winning contention. Although the team fought back to salvage P5, van Gisbergen was disappointed with the weekend, which also included younger co-driver Broc Feeney preferred for Qualifying duties. Seeing SVG struggle to find his best at Bathurst was a strange sight given his recent dominance, and he struggled to put his finger on a reason why. “This weekend was difficult,” van Gisbergen said. “I never really got comfortable in the car, so I tried my best but I didn’t have any speed on my side. It’s hard to put into words. “Fifth is hard to be happy about, but it’s still an okay result.” Feeney on the other hand, van Gisbergen’s junior Red Bull Ampol Racing Supercars teammate, impressed many with his qualifying speed on Saturday, appearing to have the pace for pole until Maro Engel produced a magic lap at the death. Feeney also had the honour of finishing the car, saying it was a relief to cross the line after a big weekend. “It’s been a tough weekend. We had limited practice laps so it’s been hard for all three of us to get comfortable in the car,” he said. “I qualified on Saturday and it went really well. To make the Top 10 Shootout was cool, and then to go up against Maro and set up a front-row start was pretty special. “We just struggled for race pace quite a lot. Maxi was really strong off the start this morning and during the first couple of stints, but then we faded a lot during the day. “We got a pit lane penalty when we changed the rear wing in pit lane instead of in the garage, but the change made the car much better so we were a lot more comfortable after that. “But it was tough – the double stints are really long in these cars, and it was gruelling and hot. I was glad to see the chequered flag.” Thomas Miles
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EREBUS SHOWS OFF STRIKING COKE CAMAROS EREBUS MOTORSPORT has revealed its new era, with the pair of striking Coca-Cola Camaros it will field in the 2023 Supercars Championship. The two-car Melbourne based team is the first to show off its warpaint on a Chevrolet Camaro with Matt Stone Racing completing a shakedown in a test livery. Having been supported by Coca-Cola since 2019, the famous soft drink has upped its backing in 2023 to bring the iconic red and white colours back to Supercars. Erebus revealed its new look for the Gen3 era with drivers Will Brown and
Brodie Kostecki at Movie World on the Gold Coast. Coke first arrived on the Australian motorsport scene in 1969 when Allan Moffat campaigned an iconic Ford Mustang. But the Coke Commodores fielded by Wayne Gardner Racing from 1994 to 1999 captured a special place in motor racing fan’s hearts and Erebus’ new look will evoke memories of the #19 VY Commodore Gardner drove at Albert Park, Adelaide and Bathurst in 1999. Coke returned in 2020 when Chris Pither drove for Team Sydney, while Macauley
SEVEN AUSSIES TO TAKE UP ALMS THE 2023 Asian Le Mans Series (ALMS) is just around the corner, with seven Australians to hit the track in the LMP2, LMP2, and GT classes. The two venue, four round series takes place in Dubai on February 1112, and Abu Dhabi on February 18-19.
LMP2
Fresh from his brilliant last-gasp 24 Hours at Daytona victory, LMP2 driver James Allen will team up with the squad he beat for a photo finish, Algarve Pro Racing in the Oreca 07. Joining Allen in the Portuguese team will be co-drivers John Falb, and Kyffin Simpson. Bend Motorsport Park owner Yasser Shahin and Garnet Patterson will also be taking to the LMP2 field with American/British squad United Autosports. Joining the two Aussies in The Bend liveried Oreca 07 will be Daytona 24 and Le Mans 24 winner, British gun Oliver Jarvis.
LMP3
In the LMP3 class, Andres Latorre Canon returns for his third ALMS campaign, racing for British team RLR MSport in a Ligier JS P320 – Nissan. Amir Feyzulin and Bijoy Garg will join Canon as co-drivers. The final Aussie in the prototype field is John Corbett, who is now somewhat of an ALMS/ ELMS veteran and a former Championship
of the Continents winner in a Ginetta G57 prototype. Corbett is taking to the track in a Ligier JS P320 – Nissan for Polish team Inter Europol Competition with Alexander Bukhantsov and James Winslow.
GT
Two Australians will enter the GT field, with GT World Challenge Australia regular Liam Talbot teaming up with three time Bathurst 12 Hour winner Jules Gounon. Talbot also captured a win at the B12H in the Pro Am class, whilst Gounon was brilliant for SunEnergy1 in helping the team win the outright. They’ll pilot a Mercedes AMG GT3 for the Taiwanese squad, Hubauto Racing. Journeyman Martin Berry is the final Aussie in the ALMS GT field, driving an Aston Martin Vantage AMR GT3 for Spanish team Bullitt Racing, with co-drivers Valentin Hasse-clot and Jacob Reigel. Tim W Neal
Jones brought the colours to Brad Jones Racing the following year. Pither brought the famous WGR Coke colours back to Supercars last year with a special 1995 tribute livery at Bathurst, Gold Coast and Adelaide with PremiAir Racing. Erebus Motorsport’s Managing Director Shannen Kiely was thrilled to show off the team’s new look. “It’s a privilege to be up here at Movie World today to show off our new look for 2023,” Kiely said. “There has never been a more exciting time for our sport, and the launch of our new car marks a significant milestone not
only for the category but also our team. “We are very proud to unveil our CocaCola Camaros, and I’d like to thank all of our team partners for their support.” “We look forward to hitting the track next week and getting the new season underway.” The team will hit the track for the first time in their Gen3 Camaros at Winton Motor Raceway next week before the official test day at Sydney Motorsport Park on February 22. The 2023 Supercars season commences on the streets of Newcastle, March 10-12. Thomas Miles
FORD SQUADS SHAKEDOWN GEN3 MUSTANGS AT WINTON TICKFORD AND Grove Racing have put their respective Gen3 Ford Mustangs through their paces for the first time at Winton. The two Ford squads shared Winton Motor Raceway on Wednesday, alongside Image Racing, which has Super3 driver Jobe Stewart behind the wheel of a Holden VF Commodore. But most eyes are on the Supercars stars, with last year’s runner-up Cameron Waters driving a clean-skinned Tickford Mustang. The matte black Mustang’s only stickers are Waters’ name on the windscreen, his number #6 and the Ford logos located on the bonnet and rear quarter panels. Under clear-blue skies Waters has completed the first laps of a Tickford Gen3 race car. The likes of Thomas Randle and Declan Fraser were also present at the circuit.
Grove Racing has also done the same with rookie Matt Payne at the wheel. Ahead of his first season in Supercars, 21-year-old Payne received the honour of driving the maiden laps of the team’s new Gen3 race car. The Mustang was decked out in the team’s recently revealed Penrite livery with Payne’s name and #19 on the windows. Team leader David Reynolds and big name co-driver Garth Tander were also on hand for the big occasion. Tickford and Grove Racing are the latest Supercars squads to hit the track with their new Gen3 cars following Blanchard Racing Team, Dick Johnson Racing and Matt Stone Racing. Stewart was also seen driving the Holden VF Commodore he will campaign in the 2023 Super3 Series down the pit lane to complete a busy day at Winton. Thomas Miles
GODDARD RETURNS TO S5000 ZANE GODDARD will steer an S5000 in at least two rounds ahead of his Sandown and Bathurst wildcard with Triple Eight Race Engineering this year. Goddard will suit up for Team BRM in the 2023 S5000 Australian Drivers’ Championship, which will mark his return to the open-wheel category. The 23-year-old has two starts under his belt at Phillip Island and the Australian Grand Prix last year with the highlight a podium at Albert Park. He will represent Team BRT in at least the opening two rounds of the S5000 Australian Drivers’ Championship. Goddard will be racing at the Race Tasmania event at Symmons Plains before having a crack at Phillip Island. His drives beyond that point are yet to be confirmed, with the Queenslander
lined up to partner Craig Lowndes in a Supercheap Auto wildcard at the Sandown 500 and Bathurst 1000 Supercars events. But Goddard is excited by the prospect of simply driving a car for the first time since the 2022 Bathurst 1000. “I’m looking forward to getting back in to a car, I haven’t driven since Bathurst since last year, so it’s been a while,” he said. “I’m super pumped for Tassie: Having a little time away has made me really excited and I’m looking forward to racing again. “I’m keen to team up with Team BRM who I’ve worked with for a long time. It’s going to be good fun. “Tassie is a track I really like and when I was last there in the Supercars I qualified on the second row; it’s been a good place for me.
“There’s been a few little changes in the car since I last raced them and we’ll test at Tailem Bend to familiarise myself with
that, but they seem like positive changes that are good for the category.” Thomas Miles
COX CONTINUES AT GRM
WINTON COMPLETES TCR CALENDAR ALL SEVEN stops on the 2023 Supercheap Auto TCR Australia Series are confirmed with Winton the final box ticked. The popular 3km circuit located near Benalla in rural Victoria will be the third stop on the calendar, which will be held on the June 9-11 long weekend. It completes the TCR calendar, filling the TBC Victorian space and follows the Race Tasmania and Phillip Island events. The TCR category joins the likes of Trans Am, S5000, Touring Car Masters, the reborn V8 Touring Car class, Sport Sedans and Formula Ford, which will all also feature at the Winton SpeedSeries round. Winton has welcomed TCR cars once previously in its inaugural season in 2019. On that occasion, Jason Bright opened
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the weekend with a tight win in his Volkswagen Golf GTI. But the rest of the weekend was dominated by the man, who trailed Bright in race 1. Will Brown was an untouchable figure in the second and third races of the round, winning both by at least eight seconds on his way to championship glory. Australian Racing Group chief operating officer Liam Curkpatrick is looking forward to TCR’s first visit to the track in four years, with the twolitre touring cars well suited to the tight venue. “This is great news that we will have TCR Australia back at Winton in 2023,” said Curkpatrick. “The circuit is perfectly suited to the TCR cars, and just like we saw in 2019, it offers plenty of action and close racing.
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“Our focus is now firmly on the opening round at Symmons Plains with some really great news for the category coming through in the coming weeks.” With the addition of Winton completing the TCR Australia calendar, the only question mark remaining is which track will have the privilege of hosting the second TCR World Tour round down under. The TCR World Tour will bring the biggest international TCR drivers and teams to Australia, with Mount Panorama already confirmed to host an event as part of the Supercheap Auto Bathurst International. The opening round of the 2023 Supercheap Auto TCR Australia Series kicks off at Symmons Plains on February 24-26. Thomas Miles
JORDAN COX will front up for another Supercheap Auto TCR Australia campaign in 2023 with Garry Rogers Motorsport. After finishing fourth in 2022 as the best placed GRM driver, Cox has championship ambitions in 2023. The 25-year-old has collected 15 podiums and five wins in his TCR career so far, with the latest success at Symmons Plains. Cox is also known on the world stage being the 24th ranked driver in the world on the TCR World Ranking system, with reigning champion Tony D’Alberto to only Aussie ahead of him. In 2023 Cox will remain behind the wheel of a Schaeffer supported Peugeot 308. He will also have Aaron Cameron and Koby Garland for company as teammates in the GRM stable. Having raced in every TCR season, Cox believes there is no reason why he can’t be fighting at the pointy end this year in a stable environment. “It is fantastic to be going into another year with the GRM team, to have that consistency with the same group of people is a big boost to start the season,” said Cox. “We had a relatively good season last year, but just when we thought we were making inroads we’d hit a snag of some sort. It was frustrating but we know moving in to 2023 that we have everything ready to put together a very competitive season. “The category is getting more competitive, we’re seeing more aggressive setups and drivers pushing harder as we have all figured out how to extract the most out of a pretty unique race car. It’s going to be very interesting when we race alongside the international drivers with the World Tour events. “We’ve got a group of really skilled people all pushing hard this year so I’m excited to get the year underway, and I see no reason why we shouldn’t be up the pointy end again in 2023.” Thomas Miles
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STEWART’S PATIENCE REWARDED
WITH SUPER3 SEAT SETON SEALS SUPER2 DRIVE AARON SETON has been confirmed for a third Super2 season in 2023, driving a Holden ZB Commodore with Gomersall Motorsport. The 24 year-old finished ninth in the standings in 2022 in his second season with Matt Stone Racing, but now makes the switch to Jason Gomersall’s team with MSR not running a Super2 team in ’23. The Chassis 888A-050 that Seton will pilot was driven by Todd Hazelwood in 2022, and was previously driven by Garry Jacobson, Zane Goddard, and Jamie Whincup. “I’m super excited to be part of the 2023 Super2 grid,” Seton said. “I really appreciate the opportunity that Jason Gomersall has given me in Super2, and also Leo Tobin as well, they both got together to make this possible the last few years, so yeah just very thankful to them. “I’m just looking forward to getting on track this year, it’s a very exciting programme that we’ve put together and I just can’t wait to get into it.” Whilst Seton didn’t manage to get on the podium last season, the third generation racer made his rookie start in the Bathurst 1000 with MSR and Jack Le Brocq, finishing in P14. Gomersall, the Team Owner, has raced against Seton on the track in the Touring Car Masters, as well as taking on his father, Glenn. “I’m pleased to welcome Aaron Seton to the Gomersall Motorsport team,” Gomersall said. “I first met Aaron when I raced his father and later himself in TCM, and I stayed in touch and followed his career as he went through various categories including TA2. “I really like the way he goes about his business and was really keen to see him continuing in Super2 this year.” Seton’s Father, Glenn, was a two time Australian Touring Car Champion in 1993 and 1997, whilst his Grandfather Barry won Bathurst in 1965 (The Armstrong 500), as well as taking out three class victories between 1976 and 1980. Seton gets his first crack in the #30 ZB Commodore at the Queensland Raceway tomorrow, whilst the Super2 action gets underway at the Newcastle 500 on March 10-12. Tim W Neal
JOBE STEWART has been forced to wait, but his patience has paid off and he will make his Super3 debut with Image Racing in 2023. Stewart, 18, will drive a former Walkinshaw Holden VF Commodore in the third teir Supercars series for the team led by Terry Wyhoon with connections to Erebus Motorsport. The Mount Gambier based teenager has been an Erebus Academy member since 2017, but had to play the waiting game to reach the Supercars world. Stewart made his car-racing debut at the 2020 Bathurst 1000 in the Toyota 86 supports. However, he struggled to generate any momentum being restricted to just a handful of events as COVID-19 restrictions put his career on hold. Stewart finally got a full season under his belt last year and made it count. After a breakthrough podium at a wet Sydney, he strung a consistent campaign together to score P3 in the championship with five podiums and qualifying pace a big improvement. Being awarded a Super3 drive is something that means a lot to the patient
youngster, who admitted it was a relief to finally make the step up. “It is the general pathway for most people from Toyota’s with the next step Super3 and it is what I had my sights set on,” he told AUTO ACTION. “We looked at a few other things like V8 Touring Cars, but we thought Super3 was the best option with the best competition racing with Supercars. “It has taken a fair bit to get to this point. Erebus have been great and invested in me, pushing me to the next step. “I did not get much racing in the Toyota’s, but all that built up to last year where I learnt heaps racing against cars and I can take all that into racing this year.” Although Stewart has only raced alongside his dad in a small single-car team in the Toyota 86 Series, he has represented Erebus in the Eseries and worked closely with Brodie Kostecki. He has even performed the driver assistant role as part of the pit crew of the Greg Murphy and Richie Stanaway Bathurst wildcard. Stewart admitted 2023 will feel strange
in a larger operation after racing in a onecar family squad, but he hopes to utilise the added resources to make his mark. “It will be weird not be prepping the car before a race, but it will be great to learn how a team operates properly at a race weekend because I have never been in a big team environment like that before,” he said. “I want to do well and get some wins and podiums, but it is my first time in an environment like this, so I will be learning as much as I can.” Erebus has also confirmed its Super2 Series pair with drivers at both ends of the experience spectrum. Veteran Jack Perkins will drive car #70 which was Stanaway’s and Murphy’s Great Race ZB Commodore. Perkins returns to the series he finished second in 2011 and will use the campaign as preparation for the enduros. He will drive alongside 19-year-old Jay Hanson, who has given up TCR and will instead fully focus on Super2. Hanson will steer the Brodie Kostecki’s Holden ZB Commodore from last year and wants to chase podiums and wins. Thomas Miles
RUSSELL POSITIVE AHEAD OF AUS GT CAMPAIGN GT WORLD Challenge Australia is set for a bumper season with strong grids and category synergy, according to Melbourne Performance Centre Director Troy Russell. The series will consist of six rounds in 2023, held at both SpeedSeries and Supercars events. Mount Panorama will host the season opener, which will take place at the Bathurst 6 Hour in April, before GT racing heads to Western Australia for the Supercars Perth SuperSprint. Phillip Island, Sydney, Brisbane and Adelaide will also welcome the series in 2023, completing the calendar of sprint-style events. SRO Motorsports Group and the Australian Racing Group will oversee the GTWC
Australia campaign, and Russell is confident that fans around the country will embrace GT racing this year. “I think the calendar is quite good,” Russell told Auto Action at the Bathurst 12 Hour. “We have three Supercar events (Adelaide, Perth and Sydney) and then three standalone events starting here (Bathurst). “We should get 20-odd cars as regular entries and then a few that come and go. “Everyone is keen-at MPC, we will probably have six cars.” In addition to strong entry numbers and a diverse calendar, Russell believes that more effort has gone into improving the experience of competitors this year. “There’s more of a positive vibe, Ben (McMellan) is doing a good job, he engaged
with all the customers in Adelaide which is something that has been missing for a while,” Russell explained. “He made the time to engage with everybody and the customers have someone to go to now, the information stream is better. “They’re trying to improve the value for customers, entry fees are starting to reflect that. “There’s also talk that we might drop one set of new tyres per event and use a previously marked set, so they’ve been listening to what we all want.” Australian GT racing is already off to a flying start in 2023, after a record 53,446 fans attended the Bathurst 12 Hour endurance
race last weekend. GT World Challenge Australia will look to hit the ground running off the back of that success this Easter, with Round 1 taking place from April 7-9 at the same venue. “I think the series is going to be quite strong,” Russell concluded. JN
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INTERNATIONAL AUSSIES
SHIELDS BOOKENDS DAYTONA LMP3 PODIUM
WILLIAMS SCORES TOP WRT DRIVE IN EUROPE
Images: MOTORSPORT IMAGES CAMERON SHIELDS (above) was a critical factor for Performance Tech Motorsports (PTM) achieving their class P3 at the 24 Hours at Daytona. Paired with John DeAngelis, Chris Allen, and Connor Bloum, Shields performed the vital opening and closing stages. The Toowoomba-born racer was competing at his second Daytona 24 in the LMP3 class, and stood up for the team when it mattered. “It was a really wild race; we just kept pushing lap after lap and we were eventually able to maintain P3,” said an elated Shields. “I’m just so happy we were able to accomplish this as a team. We’ve worked really hard to get the car running and it was a fantastic result in the end.” Like the rest of the LMP3 field, the race wasn’t without its challenges for the PTM team.
Shields dealt with brake and clutch issues throughout his closing stint, putting aside the potentially disastrous issues to power on through. Opening up the race in the #38 Ligier JSP320, Shields started third on the class grid and 18th overall, navigating the packed 61 car field. He put the #38 into P2 during his first stint, as the LMP3’s spread throughout the GTD field, with many experiencing mechanical issues throughout. After DeAngelis nursed the car into the night on debut, Bloum took control of the Ligier through the difficult late night shift, and into the early hours with great stamina. VLN Nürburgring Endurance Series racer Allen, took multiple shifts in his Daytona 24 debut, doing well in the familiar heavy traffic. Shields was then given the task of closing
out the hard-fought American classic, showing rapid pace and poise to shut the door on the nearest AWA LMP3 challenger. The team finished outright 31st, completing 721 laps, 12 laps from the class winner, and four laps behind the P2 getter. Shields also competed for PTM racing last season in the IMSA championship, helping the team get podiums at the 12 Hours of Sebring, and the 6 Hours at Watkins Glen. The Queensland-born racer will again compete in the LMP3 class for PTM this season, with the 12 Hours of Sebring in Florida on March 16-19. Shields moved his talents to the US in 2019 to compete in the USF2000 championship in the open wheelers, before graduating onto the Indy Pro 2000 championship in 2021, prior to taking on the IMSA Sports Car circuit. TW Neal
FORMER AUSSIE F2 driver Calan Williams will race with WRT in the GT World Challenge Europe. After making his way through F3 and F2, the Perth born racer will pilot a new BMW M4 GT3 with the successful Belgian outfit. He’ll have a full program in the team’s Gold class Car over five endurance events – which includes the iconic 24 Hours of Spa – and five sprint events. The 22 year-old from WA split with F2 team Trident towards the end of the 2022, and then completed testing at Magny Cours in France with WRT. “It’s really exciting to be competing in the GT World Challenge Europe with WRT next season. The team is incredibly professional and there’s no better team to be with during my transition to GT racing,” Williams said. Williams was with the team as they competed at the Bathurst 12 Hour (finishing fourth and sixth). “Being with the team in Bathurst was the perfect way to start integrating into the team, and to be able to learn and watch everyone in action through a full 12-hour event. “Of course, there is a great deal to understand about strategy and how we will all work together as a team, and I saw this as a perfect head start leading into my season.” His first GT European endurance race comes Monza, Italy, on April 22, followed up by the Round 2 Sprint Cup event at Brands Hatch in the UK in May. TW Neal
JONES WINS POSCHE SUPERCUP TUNE-UP AUSSIE PORSCHE racer Harri Jones has had the perfect start to life as full-time BWT Lechner Racing team driver, clean sweeping one round at Abu Dhabi, before taking double P2s in the return double header in Dubai (right). The 2022 Carrera Cup Australia Champion enters 2023 with Lechner in Porsche’s biggest one-make series, the Formula 1-exclusive Mobil 1 Supercup. Lechner Racing took out both the Drivers and Constructors titles in last year’s series, with Jones already having raced for them in Bahrain, taking a debut podium. The Sports Cup double header turned into a three way hit-out between Jones, Belgian racer Ghislain Cordeel, and Israeli Ariel Levi, all of whom will meet in this season’s Supercup. Round 3 at Abu Dhabi for the Porsche Middle East
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Sprint Challenge, started well for Jones in the Lechnerprepared DHL Team car, qualifying in P2, before jumping the field to win the opener which finished under a yellow.
After taking a dominant pole for Race 2, Jones blew the field away for 6.155s win over Levi and Cordeel. Heading over to Dubai for Round 4, Jones took pole by 0.134 over Cordeel, before the Belgian racer flipped the tables to beat him in by 0.178s, with championship leader Levi just 0.675s behind. Race 2, went the same way in both qualifying and the race, with Jones again taking P2, beating Levi in by 0.180. With Jones coming off two straight national one-make titles, and in a strong seat for the upcoming season, the contest between the three talented drivers will be a definite space to watch for 2023. TW Neal
ALLEN TRIUMPHS IN DAYTONA 24 LMP2 THRILLER
James Allen shares the LMP2 podium top step (below) with his team-mates after snatching class victory in the laste few metres, in the Proton Competition Oreca 07 (right and below). Images: MOTORSPORT IMAGES
AUSTRALIAN LMP2 racer James Allen took his maiden Daytona 24 class victory in a sensational photo finish in the Proton Competition #55 ORECA 07. For the German squad, it was their competition debut in the LMP2 class, and the third Daytona 24 for Allen, who achieved an LMP2 class P3 on debut in 2019. Just three days after the #55 was significantly damaged in a practice session, Allen took the chequered flag by just 0.016s over Ben Hanley in the #04 Crowdstrike ORECA. Allen took it home after 761 laps with co-drivers Fred Poordad//Gianmaria Bruni/Francesco Pizzi, in P7 outright, seven laps behind the closest GTP car, and in front of six other LMP2 ORECA cars (four on the lead class lap). “The spotter came over the radio and said we won, and I still didn’t believe it,” Allen admitted. “I was like, ‘Are you sure?’” “Honestly, I didn’t really think we were in with much of a shot. I was behind the AF Corse car for quite a while, and I could see the Crowdstrike car was building a
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gap more and more. “By the time I got past the AF Corse car, there was quite a distance still. I wasn’t at all thinking that I was going to catch this guy.” It was a thrilling 90 minute four-car battle to the flag with the lead swapping between the #55, #35 TDS racing, and #88 AF Corse cars. Hanley took the lead in the #04 with 20 minutes to run over the #88 ORECA, before Allen moved past the AF Corse car in P2 with seven minutes to run. Allen tried to pass Hanley amongst lapped traffic on the penultimate lap, before drafting him through Turns 3 and 4 on the last. Pulling alongside him in the tri-oval, he then nudged in front on the hectic dash to the finish line, with Allen giving an account of those hectic final moments. “Slowly but surely the gap kept coming down, and I could see from what happened on the penultimate lap that I was getting a good run going to the startfinish line,” he explained. “I actually got in front before the start-finish line, so I thought, no point in
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trying to force an issue or take any crazy risk. I thought to myself that I’ve got the straight-line speed, and that I can still do it. “I came out of the Bus Stop (Le Mans Chicane) thinking, ‘have I done this properly? Do I have enough time? Have I got the exit good enough?’ “Luckily I had, and I caught him right below the line. I don’t think I was breathing coming out of Speedway 4 up to the start line. It was such a crazy moment for me. “I don’t think I’ve ever had anything like that, and I’m probably not sure I will ever again. It really was an amazing feeling.” The Proton crew had to work overtime since the practice crash on Thursday, pulling a 0600-midnight shift, with Allen giving an insight into the dire nature of the car’s condition. “Fortunately ORECA makes a very strong tub because it was still intact,” he said. “But the drive shaft was buried in the diff and took the gearbox with it. The whole rear end and all the bodywork had to come off … and all the suspension. It was a very long job. “It was really a big job by everyone on the team and I really appreciate it.
“They managed to get it done and the car was on the grid.” Allen has been racing LMP2 class sportscars since 2017, after competing for three seasons in the Formula Renault 2.0 Eurocup. In the European Le Mans Series – LMP2 class – he finished third in the championship in his debut season, and has captured four wins and six podiums all up, and last season joined the Portuguese team, Algarve Pro Racing … which ironically ran the #4 Crowdstrike team that Allen nicked glory off at the death. On that note, Allen said in the garage following the race, “I think I’m going to see them after this, I feel I should go talk to them. I’m sure they’ll be happy for me.” To add further salt into the wound, Allen now rejoins the Algarve Pro Racing team in the Asian Le Mans Series as soon as February 11 for the Four Hours of Dubai at the Autodrome, against another field of LMP3, and GT cars. Also contesting the Four Hours of Dubai in the LMP2 class is Bend Motorsport Park owner Yasser Shahin, and Aussie LMP3/2 racer Garnet Patterson, for the American, United Autosports team. TW Neal
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LATEST NEWS
Wharton is currently chasing down upcoming team-mate Ugo Ugochukwu for the lead in the UAE F4 series (see p42 for the latest race coverage). Image: MOTORSPORT IMAGES
FDA ACE IN THE FRAME FOR DEFINING YEAR
FERRARI DRIVER Academy (FDA) young gun James Wharton first travelled to Europe from Bundoora, Victoria, in 2017 at the age of 11 to compete on the European and American karting scenes. After racing for around 40 weekends a year for several years on end and taking a handful of national titles, he then won selection for the FDA at the tender age of 14. The Academy put him through training in F4 machinery in 2021, before he was entered into the Italian F4, German F4, and UAE F4 championships where he instantly became a regular winner and frontrunner under their guidance. Ahead of his second season in the Italian F4, Auto Action spoke to Wharton from Dubai after winning back-to-back rounds at Kuwait Motor Town. A born racer, Wharton talks about life in the academy, and his confidence heading into a career-shaping year, which hopefully starts with an early championship against his current and future rivals. “It’s a bit different at Maranello than the other academies. They don’t just give you the cash and say ‘go out and race’,” Wharton explains. “It’s a full time live-in with three of four drivers at any one time, and they help you prepare for your weekends, and make sure you’re on the right path. It’s easy to get burnt out at this age, so they make sure you’re healthy, fit, and mentally prepared for whatever team or track you’re racing with on the weekend. There’s a big focus towards healthy brain function. “I’m currently living with F3 driver Dino Beganovic, who’s a bit older and has really helped me grow a lot. We do everything together basically.” Wharton is racing with the Venetian based Prema Racing Team, whose engineers are with him in the UAE as he races for the Mumbai Falcons Racing Limited squad. It’s the perfect preparation for a big 2023, as the crossover of drivers means he’s well prepared in what he’s expecting on the tracks of Europe. In particular, the competition with American driver Ugo Ugochukwu, who he’ll race with at Prema in the Italian F4, with both drivers currently neck-and-neck for the UAE title. “He started with a big points gap, and I’m the only one that’s been able to drag him back, so I’m looking forward to that familiar competition this year.
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“This year is a lot harder for me, because there’s more expectation to perform. Last year was just testing the water and getting familiar, but now it’s a big moving year. “I’m only young, but I feel I’ve been in the European space long enough to deal with the pressure. It’s a hard space to control your emotions and keep calm in, and I feel I’ve got that advantage over others that are just coming through. “With Ugo, we’ve been racing against each other for six years now, and share the same goal, and we want to be competing for seats against each other as we both progress toward F1. “There’s quite a few drivers I’ve been racing against for years now, but the current experience really amplifies where I can know and exploit their weaknesses on track, and I’m sure they do the same. And whilst we all respect each other’s capabilities, I feel like I can go out there and beat anyone.” After a superb week on the new and unique Kuwait track with three P2s and two victories, Wharton now returns to Dubai Autodrome, where he took a hat-trick of wins in 2022, and he sees his knowledge of the track as a big advantage. “There’s only one day of pre-testing before the race, and I feel my advanced experience and knowledge of the track will help me get the points I need to compete for the title. A lot of them haven’t raced there as much so my knowledge of how to drive it should really help. “Kuwait was really, really fun, and it was really satisfying to be the first ever single seater winner there. I really wasn’t expecting that track out at that place! It was just so fast and open, but because we were a bit lighter in the Tatuus it was hard to get the downforce … I think Formula 1 cars would be amazing there, it was such an impressive track.” And as for Wharton’s favourite track to race in Europe? Whilst the usual answer is Spa, Wharton loves the challenge of Imola, which suits his confidently focused personality. “It’s a real drivers track, you have to be good to go fast. It’s very twisty and it’s the only track where we smash the kerbs, so you have to know the tricks and be super sharp. “Every lap needs to be perfect, because it’s so easy to lose time.” Wharton’s first round for 2023 in the Italian F4, Image: JOHN MORRIS just so happens to be at Imola on April 22-23. TW Neal
STAR FACTOR Image: EDGE PHOTOGRAPHICS
AA’S COLUMNIST REFLECTS ON A MAGICAL BATHURST 2000 IN 2011 it was McLaren. In 2023 it was Red Bull. I don’t want to wait another 12 years before a modernera Formula 1 car is next seen – and heard – at Mount Panorama. In fact, let’s do it all again next year. Mercedes-Benz, you’re on in 2024. Aston Martin the year after. Then it’s Ferrari’s turn in 2026. All have GT3 contenders for the once-around-the-clock GT classic to which these promotional laps could be tied. Actually, now I think of it, how good would it be if McLaren returned serve with a demonstration at next year’s 12 Hour with Oscar Piastri behind the wheel? Ah well, dreams are free. Thank you Red Bull for providing a truly magical moment for trackside fans midway through last Saturday via Liam Lawson’s handful of laps. My friends and I were strategically positioned on the inside of The Chase’s ultra high-speed right-hander off Conrod Straight to view this beast in all its glory. It was a great spot as, if you stood in exactly the right position, you could also glimpse the RB7 on Mountain
with Luke West
REVVED UP Straight before sweeping through Griffin’s Bend. More importantly, our vantage point provided a surround-sound experience I wish I could replicate in my loungeroom. And how good did the pre-hybrid era engine, a V8 appropriately enough, sound? The 1.30pm demonstration left the 20,000-odd punters trackside – and countless others watching on from home – thirsty for more and in eager anticipation of the second demo scheduled for 5pm. Could Lawson go faster? Perhaps eclipsing Jenson Button’s 1 minute 48? What a fizzer that second demo was … It was initially great theatre to see the F1 machine hit the track with an unexpected interloper in the form of the Red Bull-liveried Gen3 Camaro prototype. Yet it soon became apparent this was a filming event for the energy drink company and not what the many paying punters drawn to the event thought they were getting for
their money. The passing and repassing got old very quickly. After a couple of laps of swapsies for the cameras, it would have been nice if Lawson had been let off the leash. [ED: It wasn’t even Liam – he’d already left for home!]. Instead it all became quite tiresome as the two cars played for the chopper and not spectators. With a bit of forethought, the second demo could have had a lot more impact with substance. Alas, it was not to be. Nonetheless, these laps showed the value of in-meeting demonstrations featuring gun machinery. More please. Just have a crack at the unofficial lap record next time. Of course, the F1 car was not the only drawcard last weekend, with Valentino Rossi’s participation in the main race a promotional boon for the event, and for BMW. The Italian’s presence brought unprecedented pre-event publicity, including on the evening television news nationwide.
Every third person trackside seemed to be wearing #46 gear, much of it purchased that weekend from a massive 40 foot shipping container-cum-retail outlet in merchandise alley. It was an impressive sight. The Rossi factor has got me wondering who will play the role of star driver in 2024. What’s Dan Ricciardo up to next February? Rossi added much needed cache and star factor. And that’s what motorsport events seeking crowds need these days. To finish this post-B12 column I’ll run through some other random observations, mostly positive, from another sensational weekend on the Mountain. Firstly, how good was the saxophone-only rendition of the national anthem at dawn prerace? This was such a good idea and so well executed. Supercars take a bow for coming up with that idea. The 2000km 12-hour race itself was a cracker. You know the result and that it was fought out between the best GT3 teams in the world, but did you note that, ultimately, the 2022 Spa 24 Hour winners, Akkodis ASP (operating Kenny Habul’s SunEnergy1 AMG) pipped the glamour Porsche squad, Manthey, which has its workshop at the Nurburging and
with a long history of success in that venue’s 24 hour race? As good as Triple Eight is at Mount Panorama, the opposition brought battled-hardened fulltime GT3-specialist drivers and technical crew who contest many, many events through the year. But rest-assured Roland will be hurting and already hatching plans for revenge in 2024. One aspect needing immediate attention for trackside spectators is the PA radio silence that occurred whenever Seven went to a commercial break. I get that we live in an era of the TV commentary pumped out over the speakers, but long periods of silence trackside for paying attendees is unacceptable. It can’t be too hard for a motor racing identity such as Lachlan Mansell to fill the void with the running order and details on who is currently behind the wheel of each car. I was among a group of 13 punters who were craving for this basic information. Overall, it was a great weekend. Hopefully next year Ferrari will be motivated to bring its new 296 model before, in 2025, a new era of GT3 begins with Mustang and Corvette GT3 programs in full swing. That will bring a new dimension to many folk’s favourite event.
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LETTERS TO THE EDITOR PUBLISHER Bruce Williams bruce@autoaction.com.au 0418 349 555 EDITORIAL DIRECTOR Bruce Williams STAFF JOURNALIST Timothy W. Neal STAFF JOURNALIST Thomas Miles NEWS EDITOR Andrew Clarke FEATURES WRITER PRODUCTION/SENIOR ART DIRECTOR Caroline Garde SENIOR DESIGNER Neville Wilkinson NATIONAL EDITOR Garry O’Brien HISTORICS EDITOR Mark Bisset SPEEDWAY REPORTER Paris Charles ONLINE EDITOR CONTRIBUTING WRITERS AUSTRALIA Josh Nevett, Dan McCarthy, Bruce Newton, Mark Bisset, Garry O’Brien, Geoffrey Harris, Bruce Moxon, Craig O’Brien, Mick Oliver, Martin Agatyn. FORMULA 1 Luis Vasconelos US CORRESPONDENT Mike Brudenell PHOTOGRAPHERS AUSTRALIA Mark Horsburgh-Edge Photography, Ross Gibb Photography, Daniel Kalisz, Mick Oliver-MTR Images, Rebecca Hind, David Batchelor, Randall Kilner, Richard Hathaway, Bruce Moxon, Ray Ritter, autopics.com.au INTERNATIONAL
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email: letters@autoaction.com.au Postal: Suite 4/156 Drummond Street. Oakleigh Victoria 3166 ANSWERS TO MODERN DILEMMA ARE MOSTLY THERE IN THE PAST I’VE SEEN some great pictures on the internet recently of great old touring cars driven by great old touring car drivers. Allan Moffat in the Mustang, Bob Jane in a Camaro, Norm Beechey in a Monaro and Ian Geoghegan in a Falcon. All in the same race. What a show! You’ve probably got similar photos in your files there at Auto Action. How about showing us a few? One particular photo I’ve seen recently reminded me of what great cars they were in the 1960s and ‘70s. Wonderful drivers too, with loads of personality, and great tracks. Warwick Farm, Oran Park, Amaroo, Lakeside, Calder, etc. Makes me wonder whether we’ve gone too far the wrong way with our racing in this country. Just two makes and models and even then what goes out on track really won’t be representative of the Mustangs and Camaros that we could drive on the road, if we could afford them. Isn’t there some way we could get back to cars that are more original rather than with generic chassis and so many of the parts
the same to try to make them equal? And not just Ford and GM. Surely someone would want to race a Nissan GTR. And BMW and Mercedes. Perhaps privateers (rich boys) more than factory-aligned teams. Would be a whole lot more interesting and relevant. TCM is terrific for nostalgic old blokes like me, but it doesn’t have drivers of the ilk I’ve mentioned above. Jim Richards has gone and now John Bowe is in his last year. But TCM and even GT3, even though the starting price of some its cars is outrageous, have some lessons for Supercars. If we could get the cars right then we might find some drivers with personality like Moff, Bob, Stormin’ Norman, ‘Pete’ and, of course, Brocky, Dick and Lowndesy. And then some circuits … don’t start me. Apart from Bathurst and PI, there’s not much to love about the tracks we have these days. Bill Maddison, Gosford, NSW
WIN OR LOSE, ROSSI IS KING OF THE MOUNTAIN HAVE JUST read story on the Auto Action website about Valentino Rossi.
Wow. Love MotoGP and to think that the greatest of all time on two wheels is coming to Bathurst is fantastic. Two icons together. How come we hadn’t heard much about it before? The Bathurst 12 Hour will be over before your next printed edition, I suppose, and unfortunately I can’t get there because of a family commitment (the marriage better last or I’ll be forever p…. off that I didn’t get to see VR46’s debut at the Mountain). But however it works out for the great man at Mt Panorama, whether he wins or loses or falls victim to the cruel fates that Bathurst can dish out, it’s unbelievable that he’s going to be there. He’ll always be the best thing there’s ever been in motor sport. Go ‘The Doctor’. Steve Miller, Wagga, NSW
LOVE LOOK OF THE GRID FOR PHILLIP ISLAND HISTORICS AFTER SEEING the list of old Formula 1 cars coming out this year, can’t wait for the Phillip Island ‘Festival of Motorsport’ next month. It’s always been Victoria’s, and presumably Australia’s, major
historic event, but to arrange the array of F1 cars from back in the day that the Victorian Historic Racing Register has, including a couple that Alan Jones raced, is wonderful. And Eddie Irvine, who won GPs as a factory Ferrari driver. This is something else. Hope AJ can make it to the event, and it’ll be great to hear some chat from Eddie Irvine. The FIA is trying to gag today’s F1 drivers from making controversial statements. They wouldn’t have had a hope in hell with Eddie! I don’t feel AJ ever gets the credit he deserves. Despite the race wins, fame and wealth that a couple of our Aussie guys have had in F1 this century, AJ got the job done in winning the title and remains our last F1 world champion - the only one apart from Jack Brabham, who unfortunately is now long gone. An incredible feat. It will be great to see the old F1 cars in the standalone ‘Grand Prix’ at Phillip Island. A much better sound than the ‘sewing machines’ that will come to Albert Park a couple of weeks later. Alan Rogers Wheelers Hill, Victoria
The Shadow in which AJ won his first GP will be the star of the PI show ... Image: MOTORSPORT IMAGES
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Racing has returned to the tracks and so have the fans on Auto Action’s social channels, with lots of chat as the excitement and debate builds.
ENGEL AND GOUNON CLASH
Michael Jennings If Maro Engel had been more patient, #999 would’ve won the race by about 30 seconds.
Bön Heineken The incident did not need to happen with 40 minutes to go. Keep wearing the car in front down. Only perhaps in the last 10 minutes that move comes out.
Tony Charlton The lead car did move to the right opening the door, then closed it. Seems officials did not consider this. Where contact took place, the penalty did not surprise.
Paul McCourt The pass was never on. Maro had good tyres and could have hung out for a better opportunity.
Christian Vossen A stupid manoeuvre. Just like the one on the last lap at the 2016 24h of Nurburgring.
John Huth Those new rear wings look so much better than the oversized Gen 2 garbage.
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FANS LIKE FIRST GLIMPSE OF GEN3
Michael Thompson Sweet Jesus these Gen3 cars are looking great in every colour.
RYAN FEARS “UNFAIR” GEN3 TESTS
George Hildred He has a point though....if all regulated components haven’t yet been supplied then how can the car be on the track fully compliant with the rules? The whole way the rollout has been organised is a joke. Nathan Finch More whingeing. I used to love this team as my second team but lately I can’t stand them.
Six engine manufacturers confirmed for F1 from 2026 will be the most since 2008 ... Image: MOTORSPORT IMAGES
FRIDAY FELT LIKE AN F1 CELEBRATION FORMULA ONE doesn’t get much better days than last Friday. In the space of a couple of hours, Ford announced it was coming back to the sport it dominated between 1968 and 1982, before the FIA announced that six manufacturers had registered as Power Unit suppliers for the period 2026-2030! Now, that’s what I call a very good day indeed. Since Ferrari accepted that being part of the process would give it a better chance to fight against Red Bull powertrains being considered – and granted – the benefits of being a newcomer to the area of Power Unit manufacturing, everyone knew there would be five manufacturers committing to being in Formula One once the new Technical Regulations come into effect – Mercedes and Alpine, and Ferrari, will carry on in Grand Prix racing, with Audi and
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F1 INSIDER Red Bull coming into the sport. Now, of course, the Austrian’s Power Unit will be officially known as Ford, so the Americans’ announcement didn’t have an impact on this count, but what was relatively new was that Honda has also signed up for 2026, bringing the total of potential manufacturers in Formula One up to six. I say potential, because if registering by January 31 was essential for any manufacturer willing to have the right to vote in the 20262030 period, they can all still pull out even before the new regulations are applied without incurring any penalty.
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Nevertheless, Honda’s management has already admitted the future regulations have forced an internal re-think of the company’s stance towards Formula One – that’s why design and testing of solutions for the 2026 regulations are still ongoing back at the factory in Sakura. Of course Honda has a long history of wasting money with changes of course in Formula One – like in 1999 when a chassis was built and a new engine produced, a racing team with 60-plus people was put together and did a handful of tests before the project was canned; or at the end of 2008 when
the Japanese suddenly left Formula One and handed Ross Brawn a great car and enough cash to complete the following season, winning both titles in the process! … Let’s hope this time they use their yen well and stick around until 2030. To those six manufacturers that have registered for the 2026-2030 period, we have, of course, to add General Motors, as the American giant will be branding with Cadillac’s name a Power Unit produced by another car company. And earlier this week, Alfa Romeo’s CEO, Jean-Philippe Imparato, also admitted his company may well remain in Formula One, leaving Sauber – now under Audi part-ownership – for another team. Here too, it’s a case of branding someone else’s engine, but if that really happens, we’ll have eight manufacturers directly involved in Grand Prix racing – something that has never
happened before! With at least six manufacturers producing Power Units from 2026, FIA president Mohammed Ben Sulayem has more than enough ammunition to force the 10 existing teams and Formula 1 to accept there’s room for two more teams, allowing each manufacturer to supply two teams, which is something that they can all afford. Which is why the Federation opted to defy the other Formula One stakeholders and start the application process for prospective Formula 1 teams. Franky, I cannot see how anyone could say no to having GM in Grand Prix racing, even if the Americans will be using it just as a marketing exercise. So now let’s wait and see if a suitable candidate for 12th slot on the grid shows up – they have until April 30 for that application process to be completed.
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FORMULA 1 NEWS – LUIS VASCONCELOS
HAS FERRARI GAINED ENGINE POWER?
Images: MOTORSPORT IMAGES
VASSEUR: “AT FERRARI EVERYTHING IS BIGGER AND BETTER!” NEW FERRARI Team Principal has admitted that, “everything is bigger and better” in Maranello, when compared with the structure he left behind in Hinwill, where he was leading Sauber Alfa Romeo until the end of last year. Asked if already understood why the three top teams were at least one second per lap faster than the best of the midfield teams, the Frenchman said that, “on one side, one second per lap is a very huge gap but, on the other hand, you’re talking about less than one per cent in lap time, more or less.” He then added that he had not been surprised by Ferrari’s infrastructure, because “I already knew the structure; I knew the factory from the past and from the relationship we had over the past five or six years, so it was not completely
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unknown to me.” In any case, Vasseur clearly admitted that, “everything is a bit bigger; everything is a bit more up to date, I would say, than what I had in the past – the group of people, everything. “But you can feel the same atmosphere, at the end of the day, because it’s a racing team and, again, for me, the atmosphere that we had in Enstone or at Sauber and now at Ferrari I would say are not completely different. “The motivation is the same; my job description is the same; what I have to do is to give them the best support they need to do their job in the best possible condition. “I will never do their job – my job is to give them all they need to do their job in the best possible conditions and for sure the mood is the same.”
And pressed for more details, Vasseur chose to mention that “in the simulator, for example, Ferrari is in a better shape than Sauber was ... as in every single area I think they are a bit more advanced.” In any case, he wanted to make it clear that, “it’s difficult to say whether it’s crystal clear that the gap is coming from this or from that, because when you have a one-second gap between two cars, to come back to the reality of the track, it’s not that you have that second somewhere – it’s perhaps that you have 100 times a gain of 0.01s; much more likely than having something that gives you 0.5s or 0.6s gains. So, the job is to pay attention, to have the resources in every single area and get the job done.” And then, with a huge grin on his face, Vasseur concluded; “it’s a good feeling!”
FRÉDÉRIC VASSEUR may look like a placid countryside man, always with a joke coming out of his mouth before he starts answering any question, but every big player in Formula 1 has learned never to underestimate the new Ferrari Team Principal. A very experienced and shrewd operator, the Frenchman also knows very well how to play with words to send the media and the fans in the wrong direction, without actually failing to tell the truth. That was very much in evidence in the way Vasseur dealt with a question about Ferrari’s alleged gain of 30bhp in this year’s Power Unit, that the Frenchman dismissed as “a bit of a joke”. The story had come out from very well-connected Italian sources in Maranello, but when asked if he was expecting such a big power gain from the Scuderia’s Power Unit, Vasseur smiled, (as he tends to do before answering any difficult question), and said that, “I don’t know where the numbers are coming from, but it is just a joke!” He then admitted that, “we made some steps but it is just about reliability. I think the performance of the engine was not an issue at all. The issue was the reliability and the first target was to fix it. So far, it looks okay, but the reality on the track is a different aspect. I think there are a couple of issues that the team suffered from – and it is not just true for Ferrari – but it was in terms of reliability coming from the track operation, bouncing and vibration.” Vasseur’s answer got the headlines he was hoping for, with claims that Ferrari hadn’t gained anything in terms of Power Unit performance. But the fact is that by solving the reliability issues that last year started hitting the team as early as the Spanish Grand Prix, the Italian engineers have unlocked the extra engine power they couldn’t use last year without incurring reliability issues. After Leclerc retired from a comfortable lead in Barcelona, intensive testing with the dynamometers proved Ferrari had a serious issue with reliability when running at maximum power for five consecutive Grand Prix weekends. Without time to solve the issue quickly, the Scuderia accepted using that extra kick of power for just two laps, in Q3, until the end of the season, but hardly ever made it available for the drivers during the races – which goes a long way to explain why Leclerc and Sainz were hardly every as competitive on Sundays as they were on Saturdays. If the reliability issues have been solved, as Vasseur seemed confident they had, that extra power will be available throughout the weekend. If the right figure is in the 30 bhp region, that’s something we’ll only learn in Bahrain, and if that’s the case it’s likely people will start reading Vasseur’s answers more carefully and read between the lines as he’s extremely skillful at send you down the wrong path to protect his team!
FIA OFFICIALLY OPENS THE DOOR TO NEW F1 TEAMS to the selection of new teams – in the application letter they have to detail the following items: (1) The technical ability and resources of the team; (2) The ability of the team to raise and maintain sufficient funding to meet its financial obligations and to allow participation in the Championship at a competitive level; (3) The ability of the team to meet and comply with its obligations under “Leave it to me!” Mohammed Ben Sulayem could well be saying to Mario the F1 Sporting, Technical, Andretti as the legend prepared for laps in a modern McLaren F1 car ... and Financial Regulations; (4) A detailed business MUCH AGAINST the wishes of Formula Championship is at unprecedented levels. plan (including financial projections) for 1 and the majority of the competing The FIA believes the conditions are right the first five years of the project; teams, the FIA has officially opened the for interested parties, which meet the (5) The team’s experience and application process to identify prospective selection criteria, to express a formal capabilities in the automobile and/or teams seeking to participate at a interest in entering the Championship.” motorsport sector (including technical competitive level in the FIA Formula One The Emirati pointed out that, “for the experience, racing experience, facilities, World Championship. The announcement first time ever, as part of the selection equipment, and engineering resources) was made last week in Europe, less conditions, we are requesting that and relevant staff headcount/ experience; than one month after the Federation candidates set out how they would meet (6) Whether the team and all individuals president, Mohammed Ben Sulayem the FIA’s sustainability benchmarks and proposing to participate in the stated his intention of opening a process how they would make a positive societal ownership,control, or management of the of declaration of interest for prospective impact through sport,” adding that this team are fit and proper persons; new teams – a statement that prompted a process “is a logical extension of the (7) Considerations of sustainability, EDI cold reaction from Formula 1 and was met positive acceptance of the FIA’s 2026 (Equality, Diversity, and Inclusion), and with complete silence from the 10 existing F1 Power Unit Regulations from engine societal benefit; and teams. manufacturers which has attracted Audi (8) The FIA’s assessment of the value Now, in announcing the process to to Formula 1 and created interest among that the candidate may bring to the welcome new teams into Formula One, other potential entrants.” Championship, including consideration of Ben Sulayem explained that, “the growth The Federation also made public the its reputation and integrity. and appeal of the FIA Formula One World different criteria that will eventually lead And while Ben Sulayem has made it
clear that it’s up to the Federation to accept new teams into Formula One, the application process also explains that, “the F1 Commercial Rights Holder may also impose additional selection criteria/ conditions.” As it’s normal in this kind of processes, the FIA stated that, “all applicants (and all individuals proposing to participate in the ownership, control, or management of the team) will be required to undergo thorough due diligence checks as part of the formal application process.” One thing the FIA felt the need to make it clear is that only for 2025 will there be new vacancies in the Formula One field, as the process that is now starting will not end before the beginning of this year’s World Champion. In fact, the FIA wrote that it “anticipates that the deadline for submission of formal applications will be 30 April 2023, leading to a decision by the FIA on any application(s) by 30 June 2023” before clarifying that, “for the avoidance of doubt, no new applicant has an automatic right of entry to the Championship and the maximum number of teams competing in the Championship up to and including the 2025 season is capped at 12. Existing F1 teams will be given priority over new applicants. In the event that no applicant is considered suitable by the FIA and/or by the F1 Commercial Rights Holder, no new F1 team(s) will be selected.” The ball is now in Formula 1’s court, with the expected reaction from Stefano Domenicali’s team being another step in the battle for control of the sport that was reignited as soon as Ben Sulayem took control of the FIA.
DRIVERS’ MARKET WAITS FOR HAMILTON’S DECISION FERRARI AND, to a lesser extent, Red Bull and McLaren, are nervously waiting to know if and when Lewis Hamilton and Mercedes will announce their future plans, as the drivers’ market is on hold for now, with a lot to be determined by the seven-times World Champion’s move. Hamilton may be the only top driver whose contract runs out at the end of this year, but over the last three years teams have started to secure drivers more than one year ahead of the term of their contracts, in a big change to what was normally done. Back in the 80s and the 90s it was in July that the drivers’ market would kick into action, as teams and drivers wanted to wait until past the mid-season before committing to the following year, but Kimi Raikkonen and Fernando Alonso broke that mould in 2005. In May of that year the Finn, still under contract with McLaren for the following year, signed a contract with Ferrari valid from the start of 2007 (and at the end of the season, celebrating his first title on the podium in Interlagos). Fernando Alonso offered his services to Ron Dennis and a couple of weeks later had signed to join McLaren in
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The timing of the F1 Silly Season is dependent on Lewis Hamilton’s future. 2007, as he was still contracted to Renault for 2006, duly winning his second and final title still with the French team. More recently, Ferrari announced it was hiring Carlos Sainz for 2021 even before the delayed start of the 2020 season, deeply impacted by the Covid-19 pandemic, luring him away from McLaren, with Zak Brown reactiing quickly and signing Daniel Ricciardo from Renault just a couple of days later. So, even though Russell, Pérez, Leclerc, Sainz and Norris are all under contract until the end of 2024, what they will do the
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following year will be largely determined by Lewis Hamilton’s decision. For Mercedes the worst-case scenario would be Hamilton deciding to retire at the end of this year, as that would leave Toto Wolff with no alternative top driver available to fill in for the British champion and would force him to find a stop-gap solution for 2024, either hiring a safe pair of hands to back Russell’s push to the title or betting on a younger talent that would have to mature quickly to be ready to fight at the front the following year. But both Hamilton and Wolff have indicated that a new contract between them is almost
a formality, with the duration of the new deal and a definition of what will be the driver’s future role in the team once he decides to hang his helmet up being the main points they’ll discuss even before the start of testing in Bahrain, later this month. If Hamilton signs for just one more year, that’s a clear sign he’s ready to retire at the end of 2024 and it will surely rush newly appointed Ferrari Team Principal Frédéric Vasseur to sign new contracts with Leclerc and Sainz. McLaren will also be keen to extend Norris’ contract to protect themselves against a likely offer from Mercedes to its driver, but the young English driver is getting frustrated with his team’s inability to hand him a winning car and may be ready to make the move. On the other hand, if Hamilton signs a multi-year contract, Vasseur can relax and leave drivers’ contracts out of his mind until the summer break, with Pérez becoming the man under pressure as Red Bull may offer Norris a deal as there’s no immediate alternative to the Mexican among the very large number of drivers that are current under its very expensive young drivers’ program.
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F1 THINGS WE WANT TO SEE IN 2023
LAST ISSUE WE LOOKED AT THE FIVE THINGS WE’D LIKE TO SEE IN MOTORSPORT IN GENERAL THIS YEAR ... THIS ISSUE LUIS VASCONCELOS WRITES HIS F1 WISHLIST
A FIVE-WAY BATTLE FOR THE TITLE
LET’S BE honest, the ideal scenario would be a six-way battle for the Drivers’ title, with Red Bull, Ferrari and Mercedes having their drivers up there fighting it out, but that’s not going to happen. Even if the RB19 does initially suit Sérgio Pérez’s driving style, like the RB18 did early last year, the team will develop it to make it tailor-made for Verstappen’s extreme style and the Mexican will quickly drop back, as he did in 2022. That’s why a five-way battle is the best we can hope for, because for as long as both their have realistic chances to be champions, Ferrari and Mercedes will prioritise one driver over the other. Obviously Red Bull has a head start because last year they had the quickest car at all sorts of tracks, and you cannot unlearn
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what you’ve learned. Ferrari has to get rid of the excessive drag that plagued the F1-75, gain in reliability and get rid of strategic blunders that spoiled last season, while Mercedes needs to get to the sweet spot of their car’s concept, after struggling to get even close to it in 2022. Both have had work to do. On the other hand, Red Bull will be seriously limited on the amount of aerodynamic development during the year, as the penalty for going over the budget cap in 2021 and that will certainly hurt Verstappen’s changes in the last third of the season – that may even things out. But the Dutchman will also have the advantage of having the full backing of his team right from the first race, while Hamilton, Russell, Leclerc and Sainz will
Max and Lewis in close proximity – it can often become physical ...
Can Alpine or McLaren close the gap to the Big Three?
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Is this the Top Six, ... or five ... or three ... Images: MOTORSPORT IMAGES
first have to beat their respective team-mates before getting that kind of internal status. Lowering my expectations to a more realistic level – that went down quickly, didn’t it – I would like to see the title battle go down to the wire with drivers from different teams involved, because last year’s demolition demonstration by Verstappen was certainly not exciting to watch from close quarters.
A CLEAN VERSTAPPENHAMILTON BATTLE
SHOULD MY first wish be granted, chances are Max Verstappen and Lewis Hamilton are likely to be the ones fighting over the same piece of tarmac quite often in 2023. If the last couple of seasons has shown us anything, it is that when that happens, bodywork will be flying and there’s a 50:50 chance they’ll be banging wheels and putting each other off. Which is a shame, because when you get two highly talented drivers battling for position, you want to see them battling it out hard but fair – somehow, that hardly ever happens when Verstappen and Hamilton are up against each other. Recently the Dutchman claimed he didn’t understand why he clashed with Hamilton more frequently than with any other driver ... Verstappen may be the only person in the world in that position. For everyone else, it’s clear that when he’s fighting against Hamilton and their
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Recently the Dutchman claimed he didn’t understand why he clashed with Hamilton more frequently than with any other driver...
cars are performing at similar level, he leaves less room and makes more aggressive moves than against any other driver. As for Hamilton, he refuses to be bullied by the man who has taken over the champion’s mantle from him, gives him less room than what the Dutchman tends to get from other drivers, so they clash. In a way, Verstappen is to Hamilton what Ayrton Senna was to Nigel Mansell, taking a “let me through or we crash” approach against the Brit, with the elder driver refusing to give way to avoid a clash. Hopefully, unlike the two men who marked an era between 1986 and 1992, Verstappen and Hamilton won’t be crashing into each other forever ... for, even on their last race together, in Adelaide at the end of 1992, Mansell and Senna crashed into retirement, a fitting end to a bitter rivalry that hardly ever provided for clean battles – Barcelona 1991 excepted.
MCLAREN AND ALPINE TO CLOSE THE GAP
WOULDN’T IT be nice to have drivers other than those from the three top teams on the occasional podium at the end of the races! Had it not been for Lando Norris’ inspired weekend in Imola, and Leclerc’s unforced error, last year every single podium finish would have been filled by Red Bull, Ferrari and Mercedes drivers – and that’s not good for the sport. With better knowledge and understanding of the new Technical Regulations, McLaren and Alpine should be able to cut the gap to the top teams and, while expecting to see them fighting for the win on a couple of occasions in 2023 would be far too optimistic, it would be nice to have them within striking distance, ready to pounce on the races where one or two of the three top teams is not at its best. Lando Norris has shown he can hold his own against the best drivers in the world
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and, more infrequently though, so have Esteban Ocon and Pierre Gasly. Ironically, it’s the two Frenchman who are already Grand Prix winners, while the Brit is still looking for that first, elusive, victory. Add Oscar Piastri to the mix, and we should have four drivers capable of winning races breathing down the neck of the six men at the front – and if they can beat them once in a while, so much the better. Also, don’t put it past Fernando Alonso and Aston Martin joining this effort to mix it with the big boys. The British team has made a huge investment in new facilities and a lot of new personnel to speed up its progression, while the Spaniard is a known quantity and can still beat the best with the same sort of driving – but a cooler head – that he displayed back in 2005 and 2006, when he won his two titles with Renault.
PIASTRI TO GIVE NORRIS A HARD TIME
FROM THE two rookies we’ll have in Formula One this year (three, if you don’t count Nyck de Vries’ one-off drive with Williams last year in Monza), Oscar Piastri is the one who should have the best chance to impress. First of all, he’ll be driving for a very competitive team in McLaren, while the Dutchman and Logan Sargeant will be with the teams that finished in the last two positions of last year’s championship. Secondly, he’s got more testing mileage than his two colleagues put together. Thirdly, he completed a run of three consecutive titles – in Formula Renault, Formula 3 and Formula 2 – before sitting out 2022 while being prepared by Alpine to get his Grand Prix break this year.
Now at McLaren, Piastri is now racing for a team that fought hard to get him and, therefore, will have the full support of Zak Brown, Andrea Stella and the entire technical team. Judging by everyone’s reaction when he first tested for McLaren, the young Australian fitted the team immediately and impressed with his speed, consistency and feedback. He’ll face tough opposition from Lando, but if he can match him or, even better, beat him on a decent number of occasions, he’ll prove McLaren made the right decision in fighting for his services. A serious internal battle would prove the young Australian has what it takes to be a Grand Prix winner in the future, and his speed would push McLaren forward and might, for the first time in his Formula One career, put Norris out of his comfort zone. A fascinating perspective as their internal battle could be one of the most intense we’ll see in 2023. Was two Race Directors better than one? No.
RATIONAL AND CONSISTENT DECISIONS BY RACE DIRECTION
MOHAMMED BEN Sulayem may not be everyone’s cup of tea but it’s undeniable that the new president of the FIA is working very hard to make the sport better and has probably devoted, in his first year in the job, more time to Formula One than his predecessor did in the 12 years he was in power. As a consequence of Todt virtually ignoring Formula One, the Federation was not prepared to deal with the sudden death of Charlie Whiting and without the much liked and respected Race Director, the system’s deficiencies were exposed. In the end, it was Charlie who kept it all together, not only because he was a workaholic much in love with the sport, but also because he had such a natural authority the teams hardly ever dared to question his decisions – even if, occasionally, they were not the best ones. With Michael Masi lasting only three years in the job, the FIA tried a new system last year, with two officials rotating in the role of Race Director and Deputy Race Director. Portugal’s Eduardo Freitas didn’t even see the season out, leaving after clashing with the other officials in Suzuka. Niels Wittich didn’t do much better, even if he’s retained for 2023, as he made a number of dubious calls and lacked the consistency and common sense required from someone in that position. The German will get a new team-mate for this year, yet to be selected, so let’s hope that now in his second year as Race Director, Wittich will help whatever official will partner him to be more consistent, more practical and less of a stickler for ancient bits of the regulations that have become irrelevant, anticipated problems rather than trying to fix them. Better officialdom leads to better racing, so let’s hope we’ll get that from the FIA people this year. Aussie Oscar Piastri (left) is the dark horse in 2023 – can he help lift McLaren up the pecking order?
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BATHURST INNER SANCTUM
FEW MOTORSPORT EVENTS TEST OUT A GARAGE LIKE THE BATHURST 12 HOUR, WITH ITS DIFFICULT TRACK CONDITIONS, TIGHT COMPETITION, AND DEMANDING DURATION. JACOB SCHNIELLA SPENT THE WEEKEND WITHIN THE FOUR WALLS OF NINETEEN CORPORATION RACING, EXPERIENCING THE HIGHS AND LOWS OF AN AUSSIE ENDURO CLASSIC LET ME introduce you to Nineteen Corporation Racing Team, the squad that has kindly granted me behind-the-scenes access for this year’s Bathurst 12 Hour. Car and team owner Mark Griffith returns to The Mountain with the #19 Mercedes Benz AMG GT4 and three keen drivers – Griffith himself, Christian Pancione, and Fabian Schiller from Germany. The drivers are a good mix of speed, youth, and consistency. Pancione is a rising star in the Porsche Carrera Cup Australia Championship while Schiller, who races for Mercedes in Germany, has already contested two 24-hour races this year. Griffith is more than familiar with the hallowed tarmac of Mount Panorama – the team has had previous Bathurst 12 Hour starts in various vehicles, from a GT3 Mercedes AMGS to a Ginetta GT4. There is also significant experience within the team itself. Team Manager Paul Taylor has extensive experience working from all sides of the fence in motorsport, most notably in Australia working for Supercars during the Project Blueprint era. Taylor has plenty of experience running race teams and endurance racing, so he is the right man to take charge of the effort. This year the car is entered against vehicles like the KTM X-BOW GT2 and the MARC Cars Australia Mustang in the invitational class, a category that allows entries to run unrestricted. Teams in this class don’t need
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The Team – ready to go. Left: Drivers Griffith, Schiller and Pancione. to comply with the FIA GT4 balance of performance, so they are free to maximise the potential of their machines … as long as lap times don’t creep below 2m 06s, the restricted limit. Amy, the daughter of Team Owner Mark, oversees what she describes as “team aesthetics – looking after the team’s image in the garage and representing them.” A motivating presence, Amy boosts team morale and keeps drivers in high spirits. The family element of the team was shown when she was helping her father get ready to get into the car. Little gestures like that offer what the team is about. Hannah, from her performance engineering business, was brought into the team to aid in compliance and data analysis. One of the areas she manages is driver stint length, as there are regulations pertaining to a
minimum and maximum driver stint and total race time based on their driver level. This is an essential role because it will assist the race strategy and could determine which drivers need to be in the car at any one time, and any failure to comply with those regulations will result in a penalty. Hannah has had club-level experience, but this is her first big national event. With introductions out of the way, the arrival of Friday practice means that it’s time to get down to business. Friday practice provides time for the team to run race simulations, get an idea of stint length on a tank of fuel, tyre life, and get a general idea of the car set-up. It also provides an opportunity for Schiller to learn the track – the 25-year-old has never been here before, so it is vital for him to spend time on track.
Schiller may have driven at iconic circuits such as the Nürburgring Nordschleife and Spa, but nothing compares to this. “It’s an old-school style of the circuit, and it will punish you for mistakes, it’s got walls everywhere and great elevation,” Schiller tells Auto Action. “No runoff like the newer circuit designs, so it’s tricky, and to get a good lap time, you need to have a good rhythm and push on.” With Friday out of the way, practice sessions five and six on Saturday morning are a chance to gather more information and tick vital boxes before race day. The team fine-tunes the set-up for the bright red Mercedes during these sessions, optimising it for the race. This includes high fuel runs on old tyres, scrubbing all available tyres, and ensuring the drivers are comfortable.
Pancione presses on – the team looked set for a class win until mechanical dramas stopped the car after 210 laps. Left: Lined up and ready to go ... it’s 5.30am ... Images: MTR IMAGES
The crew goes into action as car #19 refuels. Right: Aesthetics Manager – Amy! Images: MTR IMAGES Running new Pirelli tyres is also an experiment as this is the first time this tyre specification is being used at Mount Panorama. Outside the Griffith garage, some of the invitational class competitors are forced to withdraw from the weekend or change classes by the end of Saturday. As a result, the crop of rivals whittles down to just one – the #111 Marc Cars Australia Ford Focus entry. With the regulations in mind, Griffith straps himself in for the first qualifying session. After setting the early benchmark with a 2m 15.059s, Pancione gets into his work with a 2m 12.541s in Qualifying 2. This combined effort put them ahead of their direct class competitor. “This car has got more horsepower, so I’m getting used to the speed that it’s got down the straight,” Griffith says after his speed run. “We are braking a bit earlier, and we don’t have any aero at all, so you’ve got to be mindful you can’t take the chase flat out like the rockstars.”
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Pancione mentions that having ABS completely changes brake feel compared to his Porsche; being able to hit the brakes so late and get back on the throttle so early requires a different driving style to get the most out of the car. With plenty of information to pore over, the team gets some rest before race preparations ramp up in the darkness. After a few hours of calm, the tension begins to build as the 5:45am start time draws closer – lights are switched on down pitlane as teams organise, discuss and tinker, setting themselves for a marathon effort that will take them to sundown that evening. Schiller is the most active of the drivers in the Nineteen Corporation garage – he will start the car on Sunday morning, due to his previous experience in endurance and nighttime racing, including 24-hour races overseas. For other team personnel, there’s no option for a sleep-in, as a strong start is crucial. The cars make their way to the grid with passionate fans watching on, many still
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wiping sleep from their eyes. In a flurry of light and sound, the Bathurst 12 Hour is under way. Despite the notorious difficulty of lapping Mount Panorama before dawn, the German stays out of trouble, taking an early class lead. By the time Pancione hops into the car, the #19 is travelling well. With good track conditions, he powers along, at one point setting a blistering lap time of 2m 10.843s, which is the fastest lap for the car in the first quarter of the race, and also the fastest the car has ever been around the Mountain – impressive for a GT4 car that’s very much based on its road-going counterpart. It turns out to be the quickest lap of the day for the Griffith Merc. But there’s a lot more to endurance racing than setting lap records. Being in the Invitational class, the drivers have to double as traffic managers, looking out for the faster GT3 cars coming up to lap them.
“You just need to be sensible and smart before you start a lap,” Pancione explains. “If you can see someone in the mirror on the pit straight, you know they are going to catch you on Mountain Straight. “It’s about watching the mirrors and being smart because there are places it is hard to get off the racing line to let them go through, and it is even more difficult when there are two or three cars in quick succession.” Griffith adds that “the dash sometimes warns you with blue lights (blue flag warning) that make us aware a faster car is close to lapping us, so we can plan where to pull aside or make sure there is enough room for them to pass.” All the drivers perform consistently throughout the day, supported by a committed crew in the garage. Under the guidance of team manager Taylor, who is unflappable as each hurdle presents itself, the car runs to its strategy. Unfortunately, mechanical gremlins cruel the day. An issue with the crank angle sensor is the first setback, before further issues rule the team out of a potential class victory. Desperate efforts to revive the car reveal how much this race means to everyone involved. While the #19 Mercedes may have come unstuck after 210 laps, the close bond between the members of this team will live on far beyond the close of this year’s event. That’s what makes motorsport truly special. See you next year ...
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SPEEDWAY
NS#4 Ian Madsen powers to victory. Image: BRETT SWANSON
PRESIDENT IAN MADSEN
TAKES OFFICE Wednesday night, a huge crowd gathered and with a healthy 57 teams gathered in the pits the action proved thrilling. Ian Madsen was quickest overall from the five qualifying brackets, posting a 13.039, closely followed by back-to-back defending Presidents Cup champion James McFadden with a 13.100. The three Haudenschild takes the green. Image: RICHARD HATHAWAY other brackets would see Grant Anderson, Corey McCullagh and South Australian Brendan Quinn on top, however the latter two would not fare well through the heats and fail to make the final. After the heats, the duo of Madsen and McFadden would square up for a thrilling dual at Morris Ahren, Street Stock winner. Image: RICHARD HATHAWAY the backend of the night in the all-important 30-lap final as they AS WE burst into the back end of January, shared the prime row with 18 hard-chargers Speedway racing hit the Prime Time and that tucked in behind. means the masses of Sprintcar fans from all At the drop of the green, Madsen got the parts of Australia make the annual pilgrimage perfect start only for Jordan Rae to loop to where the best Sprintcar teams from his entry, brining the field back together for around the nation plus an array of visiting a complete restart. Take two and Madsen American stars thunder as they chase the launched to open a handy lead as Jamie Veal prestigious events and large paydays up for challenged McFadden early. grabs. With five laps done the leaders started to The racing was staged over five negotiate their way though the back markers, consecutive nights throughout the southallowing Veal to advance into second. eastern corner of the nation with single At one-third race distance the red lights nights at Lara (Victoria), Mount Gambier blazed for young second generation (South Australia) and then culminating Tasmanian Brody Appleby after inverting his with three huge nights back in Victoria at ride. The reds would soon shine for a second Warranmbool for the fiftieth anniversary of time at the halfway mark, on this occasion the Annual Sprintcar Classic. for fellow Apple Islander Tim Hutchins who Lara’s Avalon Raceway kicked off the smacked the wall halfway down the back proceedings for the Kubota Tractorschute at full noise, with a series of sparks presented 42nd running of the Presidents and flames trailing as parts flew from the Cup. Despite being scheduled for a wreckage.
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Thankfully both drivers walked away without injury. Madsen again led the field away, but the mover from the restart was Marcus Dumesny, the Australian Champion relegating American Brock Zearfoss to fifth. Dumesny used the topside to close on McFadden as the race ran express until the penultimate lap when Queenslander Ryan Newton rode out a wild ride while challenging Dumesny for fourth, the pair touching as they bounced through the Turn 2 ruts. With a green white, chequered finish to play out, Madsen covered off with clear track ahead to collect a well-deserved pay-day aboard the Patti’s Hire NS4. McFadden hounded Veal to the line, Veal home and McFadden taking the final step on the podium. Americans Zearfoss and Sheldon Haudenschild who had charged from 17th both slipped by Dumesny, who rounded out the top half dozen. Brett Milburn, Carson Macedo, Tate Frost and Brooke Tatnell rounding the top 10. Brad Sweet, Taylor Prosser and Bobby Daly finished on the lead lap, tailed by David Donegan, Ryan Newton and Jordan Rae completing the finishers. Cam Waters and Anderson joined Appleby and Hutchinson on the non-finishers list. The heat wins were shared by those at the front with Veal, Madsen, McFadden, Zearfoss and Newton. The C Main went to American Chase Randall and Anderson took the B.
Ahearn Ahead of the Pack
The Street Stocks put on a great show in support of the Sprintcars, as they went doorto-door and going in both directions. The always popular Holden v Ford battle kept the fans entertained throughout the evening and the 15-lap final proved to be a fitting way to end the night.
Pole-sitter Morris Ahearn led the field of 19 away, making the most of clear track to control the tempo from the front. Mick Dann quickly made his way from the third row to challenge for the lead as the duo sliced their way through the traffic. With seven to go Dann hit the front, only for the yellows to blaze for third-placed Ricky Throckmorton’s spin, taking him out of contention. Going back a lap, Ahern was reinstated with the prime position to lead the field away – however Dann would not relent. The duo battled: Dann would take the lead only for Ahearn to slide by going down the back chute for the final time and, with track position and a slower car hindering Dann’s run out of the final corner, Ahearn would claim the narrowest of victories aboard his wounded Commodore. Rounding out the podium was Jayden Blomeley. Peter Kinnear, Tim Hutchinson, Dean Jenkins, Mitch Viney, Scott Seacombe, Jack Jordan and Lucas Dickenson completed the top 10. Throckmorton salvaged 11th, trailed home by Hayden Glare, Leigh Gooding and Josh Davey while, one lap in arrears were Stephen Brook and Ashley Fox. Steven Watts and Adam Barkby failing to travel the distance. Paris Charles Lining up for Hot Laps Image: BRETT SWANSON
‘KING JAMES’ SOUNDS SO NICE HE DID IT TWICE! JAMES MCFADDEN celebrated Australia Day in the best way possible as he extended his reign, taking back-to-back wins at the Kings Challenge, staged at the picturesque Borderline Speedway at Mount Gambier. The 29th running of the annual Kings Challenge presented by a quartet of local businesses – Gambier Earth Movers, Stuckey Electrical, Shelton’s Butchers and OG Roberts & Co – featured a stellar field of 64 Sprintcar teams, featuring the top level Australian and American drivers on offer to challenge for the prestigious event in front of a packed venue. The night started with time trials, with the cars grouped into six qualifying brackets. Tasmanian Jock Goodyer would find the fastest way to navigate the 372 metre Bullring, stopping the clocks with an 11.138. Tyler Courtney, Brock Hallett, Daniel Pestka, Kerry Madsen and Sheldon Haudenschild all headed their respective brackets. Defending Kings Challenge champion James McFadden found his way to Pole position for the 30-lap final. Goodyer’s impressive speed would also see him on the first of 10 rows of two. As the lights went green the duo launched and went side-by-side over the opening lap. Sadly, the lights would blaze yellow after Cody Maroske, Marcus Dumesny and Haudenschild tangled in Turn 4 – the latter two would re-join as Maroske’s entry was towed to the infield. McFadden led the Indian file restart with Goodyer, Jamie Veal, Brock Hallett, Daniel Pestka and Co fighting for the minors With six laps in the books, McFadden started his ascent through the backmarkers; as the race approached onethird distance, Pestka’s run would come to a premature end, red lighting the race. At the same time, Tyler Courtney retired to the infield with a flat left rear tyre. McFadden again showed tremendous car speed from the front; however the reds would shine again, this time for Lachlan McHugh after bouncing off the wall, taking with him Kerry Madsen who was the innocent victim. With open track ahead and 13 laps remaining, McFadden again bolted while Goodyer and Veal engaged in a thrilling dogfight, only for the yellows to pause the run as Rusty Hickman tagged the wall, ending his run. With 11 laps now remaining, McFadden pounced for the final time and with open track ahead of the NAPA Auto Parts D5, would express to the waving chequered flag, earning a $10k payday and backto-back Kings Challenge victories. Goodyer and Veal held their ground to round out the podium over Brock Hallett and the two big movers in Steven Lines (14th to fifth) and Haudenschild (17th to sixth). Luke Dillon, Matt Egel, Marcus Dumesny and Jye Okeeffe rounded out the top 10 and only finishers as the other half of the field – which included Brock
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Images: RAY RITTER, RICHARD HATHAWAY, NAKITA POLLOCK AND STEVE WALTERS
‘King’ James McFadden shows great speed at Borderline.
SPEEDWAY NEWS with Paris Charles Zearfoss, Hickman, McHugh. K. Madsen, Matthew Dumesny, Callum Williamson, Pestka, Courtney and Maroske – sat on the infield, while Grant Anderson failed to start after an onboard fire at the completion of the B Main. Anderson was okay and would return to action for the following night. Courtney, Hallett, Pestka, Zearfoss, Goodyer, McFadden, Brooke Tatnell, Carson Macedo, Dennis Jones, Peter Doukas, Veal and Matthew Dumesny all proved successful in the qualifying heat races while the dual 15-lap B Mains 1 and 2, where the top two finishers from each would tag on to the back of the A Main final, were claimed by Maroske and Haudenschild.
CHADWICK COLLECTS STATE OF ORIGIN HONOURS
SUPPORTING THE Sprintcars were the V6 powered Wingless Sprints with the running of the second South Australia v Victoria State of Origin. A field of 20 competitors was selected with 10 drivers to represent each side of the border. The Victorians came in as the defending champions having won the inaugural event but, at the completion of the four heats, the South Aussies had begun their path to redemption having clean swept the qualifiers, heading the first five positions going into the 15-lap final. The front row consisted of former national champions Joel Chadwick and
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Borderline drew a strong crowd ...
Problems for Northern Territorian Kale Quinlan
Joel Chadwick on his way to SA v Vic Wingless Sprint victory. local Rory Button. As the green flag dropped Chadwick set the pace as the race ran to a solid tempo and go deep into the journey before Button clipped an infield tyre, ending his run while in sixth,
spinning to halt and bringing on the only caution period. With six laps to run and a clear track ahead Chadwick set sail for home and ran unchallenged to the finish line followed Kirby Hillyer and the first of the Victorians, Luke Weel, on the final podium step. Mick Rigby, Nate Trewin, Hayden Vickers, Jack McCarthy, Michael McDonald, Jake Dooley, Harry Ross, Aaron Kennett, Steven Hateley and Kelvin Johnson made up the finishers. Kahn Aston and Button were both retirees while Mitchell Broome failed to take the green flag.
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SPEEDWAY
Winner Hallett pursues Haudenschild ... Images: BRETT SWANSON, RICHARD HATHAWAY, NAKITA POLLOCK AND RAY RITTER.
IT’S A CLASSIC
CLASSIC! FROST BITES ON NIGHT 1
IT WAS a very special time for Sprintcar fans as they filed into Warrnambool’s Premier Speedway for the landmark running of the 50th South West Conveyancing Grand Annual Sprintcar Classic. With a stout field of 55 entries on the first of two nights, and 118 in total, the fans were bathed in warm sunlight for qualifying – and while the event wouldn’t be won in the two laps against the clock, the results went a long way into building a solid foundation going forward into the heats that lay ahead. Laying the strongest foundation was Apple Islander Jock Goodyer, dropping a time of 11.409 in the first bracket and, for his efforts, picking up $1000 and the Go Traffic
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Alan Pollard Memorial Quick Time Award for his efforts. Quickest in the second bracket was American Brock Zearfoss with an 11.589. With qualifying run and done the competitors were seeded by their qualifying times for the dozen heat races to follow. Goodyer would make the most of his qualifying efforts to lead flag-to-flag in the opening heat. Tyler Courtney and Lachlan McDonough made up the top three. Also making the most of his front row start was Jack Lee, for another flag-to-flag win, while Darren Mollenouyux prevailed after a tussle with Brock Hallett. Defending champion Lachie McHugh got his defence of the Classic off to the best start possible with a heat victory over
Brock Hallett and the GW Racing team.
Tate Frost (62) on the fullest of lock ...
Lachlan Rae and Brett Milburn. After taking the fastest time in bracket two, Zearfoss took maximum points in Heat 4 over Kerry Madsen and Steven Lines. Heat 5 was another front row victory for reward, this time by Queenslander Luke Oldfield over Matthew Dumesny and Tate Frost. The ‘Fastest Chicken’ Chase Randall found the fastest way home in Heat 6, followed to the stripe by Justin Sanders and Cole Macedo making it an all American top three. Chad Ely became the first driver to win a heat not starting from the front, moving from P3 to win over Goodyer and Coby Elliot. Heat 8 went to Cody Maroske while both Tyler Courtney and Lachie McHugh advanced through the field to round out the top three. Jackson Delamont claimed the next heat followed by Brendan Guerin and Milburn collecting his second third placing. Frost then rocketed from eighth to claim victory over Marcus Green and K. Madsen. Former two-time winner Lines took the penultimate heat over Brad Sweet and Randall. The 12th and final heat of the evening belonged to Todd Moule over Cole Macedo and Alex Attard. Ashley Cook commanded the lead from
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Dennis Jones at the half way mark to claim the 15-lap C Main – Jones and Andrew Hughes completing the top three. The B Main was claimed by Zearfoss over Peter Doukas and Delamont. After all was said and done, we moved into the Preliminary A Main, where fastest qualifier Goodyer squared up alongside ‘The Fastest Chicken’ Randall. The Chicken got the jump as Goodyer and Frost, the two Tasmanians, traded blows for second until Sanders brought on the first caution, just three laps in. Randall checked out at the restart leaving Frost and Co to follow in his tracks only for Guerin to spin, bringing the field back together. Randall again fled from the scene as the lights blazed green. Goodyer would quickly come under threat as McHugh, Hallett, Sweet and Lines drove by in successive laps. As the front runners entered into a game of high speed chess through lapped traffic, McHugh would make the right moves to claim the lead as Randall tagged the wall ending his run in a spectacular crash. McHugh led the restart away, however Frost ripped the top to lead and the front two began to work through traffic as Frost ran the ragged edge, With six remaining, the reds blazed for Todd Moule. Frost would knuckle down to the job at hand, McHugh second, however the battle between Hallett and Sweet intensified for third only for Milburn to trigger the cautions. With four to run, Frost expressed to Victory Lane. Making the podium and direct transfer into the Gold Scramble were McHugh and Hallett. Sweet, Goodyer and Lines rounded out the top six followed by C. Macedo, K. Madsen, Mollenouyux, Doukas, Jack Lee and Lachlan McDonough the last car on the lead lap and Delamont the final finisher. Jordan Rae, Matthew Dumesny, Milburn, Chad Ely, Guerin, Moule, Randall, Tyler Courtney, Zearfoss, Luke Oldfield and Sanders made up the list of non-finishers.
MCFADDEN MCWINS NIGHT 2 ON NIGHT 3!
UNDER THE same schedule as the previous nigh, the event would get under way with qualifying for the second
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Sheldon Haudenschild, (25), James McFadden (5) and Tate Frost (62) in a three way dance for the lead. grouping of cars. However, the weather was now at the opposite end of the scale, from sunshine to grey clouds and light rain. For night two, Ryan Newton collected the Go Traffic Alan Pollard Memorial Quick Time Award with a 10.491 while Ian Madsen topped the second bracket. Corey McCullagh started his final Classic tilt in the best way possible by claiming the opening heat over Newton and Rusty Hickman. Americans Sheldon Haudenschild and Cory Eliason tied away the top two placings in Heat 2 with Jy Corbet third. The top three for Heat 3 would start and finish in the same order – Grant Anderson, Jye Okeeffe and Callum Williamson. Ian Madsen, Jamie Veal and Daniel Pestka would also finish as they started. Heat 5 went to Ryan Jones, followed to the stripe by Bobby Daly and Matt Egel who advanced from seventh under very greasy conditions. As the cars pushed out for Heat 6 the weather closed in and the persistent rain drew the curtains early on proceedings, resuming with an earlier start on the third and final day. At the recommencement, James McFadden would continue his winning ways taking the heat win over Will Carroll and Brenten Farrer, each finishing from their starting positions. Heat seven; Daniel Sayer would lead from go to who over Jacob Smith and Kaidon Brown. Brooke Tatnell advanced from fourth to first while Luke Stiron and Ricky
Maiolo rounded the three. Aussie champion Marcus Dumesny maximised the points for Heat 9 over Luke Thomas and Kevin Titman. Carson Macedo, Ian Madsen and Tim Hutchins collected the Heat 10 points. Randy Morgan, Aaron Reutzel and McFadden would put their best wheels forward in the penultimate heat, while going flag-to-flag in the 12th and final heat was Mat Egel chased by Jessie Attard and Taylor Prosser. With the heats run and done, Hayden Pitt claimed the C Main over Luke Stiron and Taylor Prosser. The B Main went to Jessie Attard with Will Carroll and Jye Okeeffe chasing to the line. Still under daylight, the in-form Haudenschild and highest points scorer I. Madsen shared the front row for the second of the Preliminary A Mains. The duo ran side-by-side over the opening two laps before Jy Corbet spun to pause the race. Haudenschild led the field away, but a bigger incident would play out for Corbet who crashed heavily, destroying his car as he brought on the reds. Haudenschild led the pack away at onethird race distance but among congested traffic McFadden slid by to take the lead. At the half way point, Anderson rolled over and out of the race after tagging the rear wheel of Marcus Dumesny. McFadden led the field away for the second half which ran non-stop to the chequered flag, Haudenschild and I. Madsen completing the podium. Veal,
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SPEEDWAY Night 3: Knoxville Salute led by the iconic N2 Castrol Maxim of Gary Rush.
Jy Corbet rides out a car destroying wreck ... Marcus Dumesny, Carson Macedo, Hickman, Eliason, Newton, O’Keeffe, Egel, McCullagh and Quinn all finished on the lead lap. One lap in arrears were Ryan Jones, Daniel Pestka, Brooke Tatnell, Randy Morgan, Will Carroll, Bobby Daly, Jacob Smith and Jesse Attard. Aaron Reutzel joined Anderson and Corbet on the DNF list.
HALLETT HAMMERS HOME
NIGHT THREE then officially began with the Gold, Silver and Bronze Dashes followed by the alphabet races F, E, D, C two B’s and then the 40 lap A Main finale. The scrambles would see six competitors run for six laps in the Bronze. Kerry Madsen and Marcus Dumesny advanced to Silver Scramble with eight cars and eight laps; and advancing to the Gold was Jamie Veal and Jock Goodyer while Tate Frost and Sheldon Haudenschild would run the pointy end of the Gold to lock in the front row for the final.
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The F Main was won by Adam Butler; also transferring to the E was Jett Bell. Dave Donegan hung tough to win the E and advancing with him to the D was Alex Attard. Victorians Chris Temby and Grant Stansfield made their way to the C which was won by Brendan Scorgie; he and Brody Appleby would also transfer to the next race. The first of the B Mains was claimed by Tyler Courtney; joining him for a start in the final was Jack Lee and Brock Zearfoss. The second of the B Mains would be decided after the race. Mat Egel, Aaron Reutzel and Grant Anderson were the first three cars to cross the finish line – however Anderson was slowing as he rolled across the line and, sadly, Cameron Waters crashed into the rear of the Anderson car. The Chief Steward then disqualified Anderson which gifted Waters a start in the big dance. Frost and Haudenschild shared the front row. Frost got the jump, but it would be the
latter to lead the first of 40 laps as James McFadden fired from fourth to second. Four laps in and the red lights blazed for the first of three successive stoppages, the first for Chase Randall after riding out a big lick on the wall. Zearfoss then tipped on his side – thankfully he would restart from the tail and Cole Macedo would be next to throw the reds, ending his run. McFadden again charged, followed by Haudenschild, Brock Hallett, Frost and Co as the race settled into rhythm. By quarter race distance, Haudenschild and Hallett had worked their way to the front, relegating McFadden to third and on lap 18 Hallett would become the fourth race leader as they diced through lapped traffic. With 12 laps remaining McHugh manoeuvred his way past McFadden for third. Haudenschild would regain the lead with five remaining as he set out for the chequered flags – however a relentless Hallett would not give in carrying momentum around the top of the last corner to slingshot himself to victory by a mere 0.122s, earning him the biggest win of his Sprintcar career and a whopping $50,000 payday for team owners Graham and Wendy Erhardt. Haudenschild and outgoing champion McHugh joined the podium celebrations. Goodyer, McFadden, Frost, Cory Eliason, K. Madsen, Reutzel, Veal, Carson Macedo, Brad Sweet and Dumesny came home on the lead lap. One lap back was I. Madsen, Tyler Courtney, Zearfoss, Egel and Lee rounding out the finishers. Watching the climatic finish from the infield were Lines, Ryan Jones, Corey McCullagh, Macedo, Waters and Randall. The reserves were Queenslanders Luke Oldfield and Randy Morgan. Other awards presented included the Inspiration Paint Hard Charger and Rookie
Awards which went to Aaron Reutzel, after moving from 21st to ninth position. R&M Security Services provided $2500 to the Best Presented Car and Crew and Best Throw Back / Retro Design Awards – Brock Zerafoss and the Sean Carren team won the best-presented, while the best retro was awarded to Dave Donegan.
SUPER RODS, SUPER COOL! THE SUPER Rods division always pleases the crowd with its franticpaced, reverse direction action. Sadly, they did not get to run the full program. The opening night final race was withdrawn due to time restraints and the second night’s inclement weather ended the night prematurely. However the class put its best efforts forward to keep the track up to scratch with wheel packing and skimming the top duties. Unfortunately, they were also removed from the final night due to no room in the pit area ... however the teams can be proud of their supporting efforts for the 50th running of the South West Conveyancing Grand Annual Sprintcar Classic weekend.
NATIONALS WRAP TAUNTON’S MARK ON MOUNTAIN GEOFF TAUNTON saw off the challengers and won all three races in the Duggan Family Hotels Combined Sedans at Bathurst. Taunton (MARC II V8) beat Tony Groves (MARC Mazda V8) and Rick Newman (Ford Falcon BF) comfortably in Race 1 after a strong challenge from Brad Sherriff (Nissan Skyline GTR R32) where both survived contact. Sherriff also had a collision with Steve Lacey when his Chev Camaro broke a wheel, but a trigger wheel failure eventually stopped the Nissan. Michael Robinson (Holden Monaro/ Chev) who started 17th, finished fourth ahead of Scott Cameron (Holden Commodore/ Chev), Mark Duggan (Aston Martin/Chev) and Mason Kelly (MARC Mazda). Third early, Liam Hooper (Skyline) endured transmission issues and finished eighth ahead of Stephen Coe (Holden Commodore), Robert Vanderkamp (Falcon BF) and Frank Mammarella (MARC Focus). Taunton led Groves from the race two start as Hooper held third until the Skyline lost the alternator belt. Robinson took over ahead of
NATIONALS WRAP with Garry O’Brien Kelly, Newman, Cameron and Vanderkamp. Sherriff charged to 15th on the second lap as the safety car was deployed when Michael Ricketts (Nissan Pulsar) and Paul Boschert (Chev Corvett/Dodge) clashed at The Chase. After the resumption, Sherriff moved to second while Kelly was third from Robinson and Newman. Groves lost out when he went off at Hell Corner and regathered to 10th. Lacey finished sixth, ahead of Cameron, Vanderkamp, Adrian Wilson (Production Sports BMW M4). Near the end, Lachlan McBrien (BMW E46) hit the rear of Peter
Taunton’s MARC II V8 leads the field into Griffin’s Bend. Image: MTR IMAGES Dane’s Camaro for local yellows at The Chase. A one-position penalty didn’t hinder Sherriff’s charge to the third race lead, and he showed the way to Taunton until the Nissan met the wall at Reid Park. Lacey passed Robinson for third, which then became second. Kelly also overtook the Monaro but had a moment out of Hell Corner when the race went green again. After he missed both earlier races with paddle shift gremlins, Brad Shiels made it to
third before the rotary turbo Fiat 124 expired. Robinson was third with Newman next ahead of Kelly and Groves. Hooper placed seventh in front of Duggan and Boschert. McBrien in Race 1, and David Waldon (Mazda RX3) in the others, were the leading Improved Production contenders while Michael Kavich (BMW M2), George Miedecke (Ford Mustang) and Tony Levitt (Mercedes C63) shared the Production Touring honours. . Garry O’Brien
PIRATES TAKE ISLAND OPENER FROM THIRD place at the end of the first day, Black Pearl Pirates (pictured) came through to complete the most laps at the Motor Events Racing season opener at Phillip Island on January 28-29. In the 15-hour “Gilligan Rules the Rookery” event, the team completed 388 laps in their ME2 class (90139 kW) Subaru Impreza which was one lap and 1min 29s ahead of class rivals Knucklehead Garage (Nissan Pulsar). The two teams were close throughout with the latter second at the overnight pause and 29s ahead. Third place and first in ME1 (140-199 kW) was Race Lap in their BMW 323Ci, three
laps further behind and one lap up on ME1 second placegetter Fully Sick Racing (Honda Integra) who were the overnight front runners. ME1 teams filled the next five Image: Geoff Colson positions with Tivio Racing (Toyota Corolla), BTF Motorsport with took the honours in South (BMW E36 Compact), ME3 (up to 89 kW). The Beautiful (Ford Falcon AU), lone ME0 (over 200 kW) Nein Nein Problems (BMW entry was Discovery (350Z) E36) and Flying Car Matz which had a troubled run, (Nissan 350Z). particularly on day one with Tenth overall and third the ECU and sensor issues in ME2 was the Octane and completed just 218 laps. Carnies Holden Commodore It was similar tale for crew with two laps on Lube Kermit Racing which broke Mobile (Mitsubishi Lancer) a rear axle on Saturday
Image: MTR IMAGES
THREE BATTLE FOR CHALLENGE VICTORY and completed 65 laps. They sourced a pair of replacements, which was just as well as they broke the other on Sunday. However, they did take the perseverance award, and the golden penguin trophy for most money raised for rare cancer research. Garry O’Brien
SUMMER START AT PHEASANT WOOD THE THREE-ROUND Raceaway Tracktime Summer Series began at the Pheasant Wood Circuit on January 22 where David Haines took the G1 and outright honours while Ian and Nathan Green split their time behind the wheel to take out G2. The series is open to four cylinder production-based cars of any capacity and built between 1986 and 2018. They competed in two classes, based on breakout lap times, with round one contested over four 15-lap races. Haines was the fastest in qualifying in his Toyota Corolla, ahead of Phil Alexander
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David Haines, Nathan Green, and Ian Green took the trophies. (Nissan Pulsar) and a pair of Hyundai Excels in the hands of Tony Gardiner and Dean Alessi. Gary Chick (Subaru Impreza) was the fastest in G2 and rounded out the top five. Haines led throughout the first race to lead home
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Gardiner, and Green (Pulsar) who edged out Alessi by 0.04s for third. Alexander was fifth in front of Chick and the close following Adam Bailey in another Impreza. It was a similar top three result in Race 2 while Bailey scored
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fourth ahead of Alessi and Chick. Alexander was an early casualty with a split gearbox housing. Gardiner was the victor of Race 3, just in front of Alexander after a change of cars. Third went Haines who led until he lost pace in the second half of the race. He finished ahead of Chick and Green. The fourth and last race was a reverse grid affair where Haines came through to win ahead of Alexander and Green. Alessi was next from Gardiner, Chick and a close finish between Stephen Doorey (Pulsar) and Bailey. Garry O’Brien
AFTER THREE thrilling Racer Industries Formula Ford Challenge races on Mt Panorama, Elliott Cleary (above) and Mitchell Gatenby finished on equal points ahead of Will Lowing. Fastest qualifier in the field of Kent engine cars was Cleary (Van Diemen RF94). From the start of Race 1 Gatenby (Spirit WL11) and Lowering (RF88) duked it out for the lead. Cleary overcame a slow start and together with Cody Gillis (Stealth S3) was able to chase down the leading duo and take the lead. In the end though, Lowing edged him out with Gatenby a close third and clear of Gillis, Brit Richard Tarling (Reynard), Tomas Chapman (RF01) and Jason Youd (RF92). The second race went Safety Car when Richard Davison (RF89) hit the wall at McPhillamy in avoiding Andrew McInnes (RF89) who’d had a moment. Behind them another checked up and was hit by Elly Morrow (RF03). On resumption, Gatenby led until passed by Lowing who was crossed the finish first ahead of Cleary and Gatenby. Lowing was penalised 15s for passing under yellows and relegated to seventh behind Gillis, Chapman and Youd. Gatenby had a clear advantage in Race 3 until the Safety Car emerged. Cleary was again hindered by the tall first gear and dropped to sixth before he mounted a charge that saw him join Lowing and Gillis in a four-way scrap. Cleary was in front at the end of lap six and on the run up the Mountain, he and Gatenby tangled heavily which resulted in the race being redflagged. Cleary took the win from Gatenby, Gillis, Chapman, Tarling, Youd and Nick McBride (Swift DB1) who missed qualifying and Race 1 with engine issues. Garry O’Brien
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PREMIAIR WINS
TOP FUEL TITLE FOR SAM
Peter Xiberras and the PremiAir Team ... won the one they wanted ... Below: PremiAir blast-off! Images: JOE MADAY
PETER XIBERRAS and PremiAir Racing recorded an emotional Atlantic Oils Top Fuel Slam triumph at Sydney Dragway in honour of the late Sam Fenech. A capacity field of more than 200 cars were greeted by a capacity crowd, who
packed into the venue to also salute Fenech. The highly emotional night started with a special tribute to the 55-year-old, who recently passed at Willowbank Raceway – both Xiberras and visiting American Larry Dixon had the honour of pulling
the first passes. The PremiAir Racing driver had to not only overcome the moving moment, but also belt issues throughout the night. But that did not stop Xiberras from securing victory with a scorching 3.846/483.66kph pass in the A-Final against Phil Read. Xiberras was thrilled to secure the team’s first win since the 2021 Internationals and dedicated the success to Fenech. “It has been a while!” Xiberras smiled as he collected the Top Fuel Slam trophy. “This one was always about Sam. After it happened, I think everyone for the last three weeks has been on tenterhooks and talking themselves in and talking themselves out, I know I have been. “I wanted to come here for Sam and then work out what I wanted to do, and I am just so proud that I could do it in his honour.
“He was such a loved character, and we won’t forget him. I had his brother and his son come and see me today, and it was such a vote of confidence that they approve of what we do still. “Thank you very much to everyone, and to my team – I just can’t believe it, this is just fantastic. “And to Phil, to race him and his team is an absolute honour and a pleasure.” Xiberras started the night on the front foot by winning the first pass with a 4.337 second effort at 317kph, which was an impressive result having thrown a belt. PremiAir Racing then secured its spot in the A-Final with a second straight win, this time at the expense of Shane Olive. Xiberras was able to beat Olive with a 4.612 second pass at 248kph despite losing a burst panel and experiencing more belt issues. PremiAir Racing had to push the limits to take out the A-Final after a tense fight with Jim Read Racing. Phil Read set a solid benchmark of 4.162/352kph, but that was not enough to stop Xiberras, who produced a lightning 3.846s run and speeds of up to 483kph. The win arrived at the perfect time for PremiAir Racing, which has a busy month ahead. In addition to the Top Fuel Slam, it also completed its first Bathurst 12 Hour last weekend and is currently working hard to get its two Gen3 Chevrolet Camaro Supercars ready for the upcoming season. But before the Supercars Championship gets underway in Newcastle on March 1012, Xiberras will be hunting more success in round 5 of the Burson Auto Parts Australian Top Fuel Championship. The March 4-5 event, held at the Perth Motorplex, doubles as the 51st Westernationals. Tim W Neal
WEATHER INTERRUPTS OPENING DAY THE OPENING day of the Atlantic Oils Top Fuel Slam at Sydney Dragway was interrupted by inclement weather, but that did not stop some fast times being set. Qualifying took place on the Friday ahead of the main action on the weekend. Proceedings were slowed by bad weather with Pro Stock the only Group 1 category able to complete both rounds before mother nature intervened. But that did not stop stop Rob Dekert from securing top qualifying honours. Dekert achieved the feat with a 6.98 second pass, which was a noticeable improvement on his first run. “It went really well,” he said. “In the first round we only went 7.14s, we just went to three-quarter track and
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Rob Dekert – 6.98s ... IMAGE: CRACKLING PIPES PHOTOGRAPHY then shut it off as we were just looking to get a tune-up as it was quite humid and warm and we didn’t want to melt anything. “(Then) on the second pass we ran it
out the back door! We were very happy with how it went.” In the Burson Auto Parts Australian Top Fuel Championship, Phil Read stormed to the top of the timesheets.
Read completed a 3.81 second run, reaching speeds of 318.99 miles per hour to be the top qualifier. Despite achieving the impressive pace, Read believes he could have gone even quicker if he got another go. “We were very happy with that run, it was smooth and it felt slow, which means it went fast,” he said. “It was unfortunate that we didn’t get the last run in, as we were looking to go quicker and we felt we could possibly go to the mid-70s. “But the session wasn’t completed due to the rain falling mid-way through.” Friday’s running set the scene for what was to become an event to remember both on and off the track. Thomas Miles
Kelvin Lyle v Daniel Gregorini in Top Fuel ... Below left: Jeremy Callaghan, Pro Mod winner. Below right: Chris Matheson took out Top Fuel Bike. IMAGES: CACKLING PIPES PHOTOGRAPHY
RACERS GO FOR GLORY IN HONOUR OF MATE
MORE THAN 200 racers from all over Australia descended on Sydney Dragway to honour former driver Sam Fenech. The fourth round of the 2023 Burson Auto Parts Top Fuel Championship and Australian Drag Racing Championship was an emotional Atlantic Oils Top Fuel Slam where a big crowd greeted a big field. Ceremonies on the moving night kicked off with a Missing Man formation put on by the Top Doorslammers, speeches, videos and songs. Once all of the touching tributes were completed racing got under way and the drivers left nothing on the table as they all pushed the limits to score a big result in Fenech’s honour. Xiberras was able to overcome top qualifier Phil Read in the Top Fuel Championship and secure top honours. It finished the winning streak of Damien Harris, who had won the first two rounds and looked in ominous sign to chase a third Top Fuel Championship title, but now he will have a fight on his hands. The B-Final was a battle of the teammates between American drag racing star Larry Dixon and local boy Wayne Newby. It turned out to be a one-sided affair as Newby could only manage
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a 4.461/281.06kph run after the header flames went out early, to the disappointment of his home crowd. The result proved no match for Dixon, who used his USA experience to score the win in dominant style with a light-speed pass of 3.932/501.17kph. There was hype surrounding the C-Final, which was supposed to be an all-LTFR C affair with Shane Olive and Phil Lamattina to go for glory. However, it proved to be a solo show with Olive taking centre stage after Lamattina was unable to front for the run due to issues with his Top Fuel Dragster. Eventually Olive was able to take out the trophy with a 4.467/290.07kph pass. The Top Doorslammer category was dominated by Kelvin Lyle. Lyle not only won the Atlantic Oils Top Fuel Slam, but also secured top qualifying and the A-Final win from the postponed Willowbank Raceway event which was held at Sydney on the Saturday. His Sydney Dragway success was only possible after a nail-biting A-Final. In an all Western Australian affair, Lyle lined up against Daniel Gregorini, who was also on a Hugh after taking out the postponed Willowbank Raceway B-Final from Matt Abel. Gregorini gave it his best shot, but
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in the end fell just six hundredths of a second short of Lyle. Lyle’s run of 5.729/409.45kph proved edge out Gregornini’s 5.776/407.45 effort. The Top Doorslammer star said to collect to so many trophies on such a special night will remain with him for a long time. “This means a lot,” Lyle said. “And it is not just about getting the two trophies, but to just do it in Sam’s honour. It means a lot. “I was racing him at that last meeting, and to have that happen was just tragic. “So, I really, really wanted these, for him.” The Top Fuel Slam B-Final saw John Zappia take on Emilio Spinozzi. After being the first Doorslammer ’60’ of the weekend, the title and overall third place went to Zappia with a time of 5.692/405.25kph, beating Spinozzi’s 5.882/399.95kph. Rob Dekert proved to be too tough to stop in the Atlantic Oils Pro Stock class. Dekert was the early favourite being the top qualifier and cruised to the A-Final where he came up against Chris Soldatos. Soldatos recorded a 7.125/308.69kph pass, but this proved no match for his opponent. Dekert took the win with a 7.011s pass at 315.59kph and said he blitzed the final. “The final felt really, really good,” he grinned.
“I looked behind me after fifth gear and Chris (Soldatos) wasn’t beside me, so I said, ‘it must be mine! “It was a good weekend and we topqualified as well, so it was good all round and it was great to see everyone come out to honour Sam Fenech.” Rick Chilton was able to secure third for the round after winning the Atlantic Oils Pro Stock B-Final. Chilton’s 7.065/311.70kph was enough to emerge victorious over a red-lighting Toby Polito. There was a scary moment prior to the C Final which turned out to be a singlecar affair. This occurred due to a nasty incident for Bruce Leake, who suffered a shunt after crossing the line as the Round 2 winner. Fortunately Leake was able to exit his damaged car under his own power. However, it meant Mario Polito completed a solo on the C Final, crossing the line and taking the honours with a 7.415 second pass at 275.41kph. Jeremy Callaghan took out the Pro Mod trophy after breaking the 400kph barrier and going 10kph quicker than competitor Neil Murphy. Third for the round and B-Final winner was Robert Campisi, who overcame Steven Athans by two-tenths of a second. The Top Fuel Motorcycle class went to Chris Matheson. Matheson’s 6.306/344.26kph pass was enough to comfortably topple Rob Cassar to claim the big trophy. The fourth round of the 2022/23 Burson Auto Parts Australian Top Fuel Championship and the Australian Drag Racing Championship will be held at Perth Motorplex’s Westernationals on March 4-5. Thomas Miles
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INTERNATIONAL NEWS
963 GREMLINS FORCE PORSCHE’S HAND IN SPORTSCAR RETURN WRC HITS THE SNOW AHEAD OF SEASON DEFINING GRAVEL RUN ROUND 2 of the World Rally championship heads to Sweden on February 9-12 for the competitions only dedicated (and very fast) Snow and ice rally. After taking out the Rallye Monte Carlo French WRC legend, and now Toyota part-timer, Sebastien Ogier, is sitting out for popular Italian rally driver Lorenzo Bertelli (the first privateer to pilot a Rally 1 GR Yaris). Irishman Craig Breen will also replace Dani Sordo for his first run in the i20N Hyundai since his return to the South Korean team. It’s a defining round for 2019 WRC champion Ott Tanak in his second hit-out since joining Ford M-Sport for 2023. A disappointing Monte Carlo saw Tanak finish in P5, 2:34.9 off the leader, as he encountered Electrical, steering, and gearing issues throughout. His 0.5s P2 in the Stage 18 Power Stage behind Kalle Rovanpera shows that the Ford Puma definitely has the pace; now M-Sport needs to concentrate on building the mileage and reliability, with Tanak currently testing in Sweden ahead of the unique snow rally. It’s an even bigger round for 2022 WRC Champ – and defending Rally Sweden winner – “King Kalle”. Rovanpera was very solid in the French Alps, and if it weren’t for being the first car out on Day 1 (a position held by the title holder) on the slippery salt covered asphalt, he may well have been closer than the +18.8s P2 he eventually achieved. The Toyota team had this round pencilled in before the opener, choosing to do the bulk of their testing with the Finn in snowy conditions. Starting with Rally Sweden, last year the Toyota star went on a 5/6 winning streak to set up his title, before only managing 1/6 on the run home. His team-mate Elfyn Evans will also be looking to grab a win, after arguably being the fastest car in the Alps, before an ill-timed puncture ended his rampant challenge. One also feels that if Hyundai’s Thierry Neuville doesn’t win in Sweden (P2 last year), the WRC’s perennial bridesmaid may be staring down the barrel of a similar fate for 2023, having finished second in the championship five times. Sweden also marks a definitive round for the fact that eight out the next nine rallies are on gravel, with Round 4 in Croatia the only Asphalt event until the R12 Central Europe Rally. TW Neal
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PORSCHE’S RETURN to the top tier of Sportscar racing with its GTP LMDh cars didn’t quite go to plan for its Penske run teams, but such can be the nature of a 24 hour race… especially with teams heading into the LMDh unraced. After a year of on-track testing (months ahead of the other teams) which included a two-day-straight run at Daytona in September, the Porsche 963s finally hit the track with the Acura, Cadillac, and BMW GTPs. Aussie Matt Campbell, a Daytona 24 class winner, was also co-driving the #7 963 having climbed to the top of the Porsche Pyramid, and along with IMSA DPi star Felipe Nasr and Michael Christensen, there was a confident sniff of an historic win. Hopes soared higher after the Roar Before Daytona, where Nasr went within 0.083 of pole in the #7, whilst the #6 was quick, a crash had its fastest laps wiped for causing a red flag. Then throughout the practice sessions in the lead-in - and despite being the fastest on track or generally
The #6 Porsche was damaged while avoiding someone else’s ‘moment’ .. and would later retire with gearbox issues. Image: MOTORSPORT IMAGES
within a few tenths – the two teams were plagued with frustrating gremlins leading up to the big day. Some issues were due to the new hybrid drive systems, but not all, and by race day, the garages said they were confidently on top of the issues. Come the 24 Hour, both 963 teams indeed started well, before the fifth hour indicated a major issue for #7. With Nasr behind the wheel, the #7 lost all its drive systems and shut off into the hard braking turn 3. The car re-started and resumed racing, only for it to occur again, forcing them into the garage for 22 minutes to swap the battery, returning 22 laps in arrears. Although they then matched the pace of the leaders and fought the lap difference back down to 18, a cooling issue saw them in the garage again, and they ended 22 laps down in something of a test session-esque finish. The #6 car, driven by Nick Tandy, Mathieu Jaminet, and Dane Cameron was running in the top five overnight, and topped the speed charts to lead the field several times.
Then, just a few laps ahead of a pit stop at 5:00am, the car made impact with a kerb in an avoidance manoeuvre through The Kink, and damaged its nose and rear. It returned four laps down. When Tandy returned a few hours later, an inspired drive and some dramas among the race contenders, had them back on the lead lap with a wave-by. Shortly after, the #6 went into neutral around turn 1, and after recovering, the exact same thing happened on the next lap in the same turn. A smoking 963 then returned to the garage with a switched off engine and hybrid unit, running on electric. The issue turned out to be a GTPspec gearbox failure, ending a stunning comeback attempt from Tandy at the 700 lap mark. The Penske Porsche team certainly wouldn’t have expected reliability issues to have derailed them at Daytona, and will undoubtedly bounce back at the 12 Hours of Sebring on March 16-19. TW Neal
NASCAR
TRUEX NUDGES HIS WAY TO
COLISEUM OPENER
Images: MOTORSPORT IMAGES WITH NASCAR’s Daytona 500 opener on the horizon, Martin Truex Jr. has nudged his way to victory on the makeshift 1/4 mile track at the LA Coliseum, for the Busch Light Clash at The Coliseum. The 42 year-old veteran and 2017 champion - who almost retired at the end of last season - opened his preseason account for Joe Gibbs Racing in the #19 Toyota by heading up the final 24 laps, surviving two late cautions. Truex cleared Austin Dillon by 0.786s after earlier nudging aside Ryan Preece on lap 126 of 150, in a race that saw 16 cautions, with Kyle Busch taking P3. “Just a really good race car. The guys did a really good job after last year was a pretty rough season with no wins,” Truex said.
“To come here and kick it off this way, I’m just really proud of these guys. Tonight we just persevered and didn’t give up. “We found ourselves in the right spot in the end. Sometimes they work out your way and sometimes they don’t. Tonight, it went our way.” It’s the second consecutive preseason race at the LA Coliseum, which required some 500 trucks to move and lay 1,560 tons of four inch thick Asphalt to create the temporary track in the college football stadium. The four pole getters in the heat’s were Justin Haley, Kyle Busch, Christopher Bell, and William Byron, with the top five of the four 25 lap races deciding the clash final, and a further two 50 lap races to decide the final six to enter the 27 car field, with the
highest scoring points driver of 2022 who didn’t qualify, to go through as the final car (Austin Cindric in this case). Both Chase Elliot and Michael McDowell led the 50 lap second chance races the entire way, with Brad Keselowski and Chris Buescher again missing out on the final for the second straight year. Truex started on the front row next to Aric Almirola in the Clash final, and hung around the front of the field the entire way to bide his time. Bubba Wallace, who started the halftime break in the lead, was looking the goods after leading for 40 laps of the race before Dillon spun the #23 out of contention on lap 143, with Wallace falling back into P22. Preece led for the majority of laps with 43,
whilst Truex registered 25 at the head of the field. In the narrow confines of the visually strange and odd paced oval track, plenty of cars were turned around throughout, with the average lap speed reaching just 108.4 kph. Truex, A New Jersey native with 31 career wins to his name, was one of the few drivers not to get caught up in the relatively slow moving traffic. The real stuff starts on February 19 with the Daytona 500, and the two 60 lap/150 mile “Duel” races - also at the Daytona International Speedway - on February 16 to decide the starting order for the 65th running of the American NASCAR classic. TW Neal
NASCAR BANS CHASTAIN WALL-RIDE MANOEUVRE
NASCAR HAS made the call to inflict a future penalty on the infamous wallride slingshot move that Ross Chastain employed to sensationally book a spot in
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the Championship 4 round of the 2022 Playoff Series. Chastian let go of the steering wheel and opened the throttle against the wall
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to propel his #1 Camaro past five cars to snatch a spot in the final, knocking Denny Hamlin out of the Playoffs, and setting a lap record in the process. The move essentially gave Chastain an extra 80 kph over the rest of the field, turning the Camaro into a NASCAR rocket. Though it is not a “new” written rule, Senior vice president of competition, Elton Sawyer, says it compromises track safety rules. “Basically if there’s an act that we feel that’s compromising the safety of our competitors, officials, spectators, we’re going to take that seriously,” Sawyer explained. “We will penalise that act going forward. Basically it would be a lap or time penalty at the end of the race. That move at Martinsville would be a penalty in 2023.” At the time, the move was questioned by 2022 champion, Joey Logano. “There needs to be a rule against this one because I don’t know if you want the whole
field riding the wall coming to the checkered flag,” Logano said. “I don’t know if it’s the safest thing for the driver or the fans when you have a car right up at the wall hauling the mail like that. “What if that fence, gate, wasn’t closed all the way? What if it was bent and caught his car? That’s a big risk that Ross was willing to take.” After the incident, Chastain said he’d done the move on a video game as a kid, giving him the idea to try it on the big stage. “I played a lot of NASCAR on the GameCube with my brother growing up. I never knew if it would actually work,” Chastain said, “I mean, I did that when I was eight years old.” “I couldn’t tell who was leading. I made the choice, grabbed fifth gear down the back. I was fully committed. “Basically, I let go of the wheel, hoping I didn’t catch the Turn 4 access gate or something crazy. But I was willing to do it.” TW Neal
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UAE-F4
WHARTON STAMPS HIS AUTHORITY
ON MOTOR TOWN
Aussie James Wharton (13) heads a packed field into Turn 1 ... Left: The Aussie earned the central podium spot. Below: Ugochuckwu’s seriues lead has been reduced by Wharton.
Rinicella, as the Aussie held on for a deserved maiden UAE F4 podium.
ROUND 3 – KUWAIT MOTOR TOWN
THE UAE F4 Championship saw an historic double-header at the newest of the Middle East circuits: Kuwait Motor Town. Australia’s Ferrari Driver Academy young gun James Wharton made the most of the circuit’s open-wheel debut, taking two wins and three podiums across two rounds on the wide and flowing 5.6 km track. Wharton started the second round of the championship in fifth place, with his 2023 Italian F4 Prema teammate Ugo Ugochukwu at the head of the table. The dominant third round saw him shut that gap to just 11 points, leaping Italian driver Valerio Rinicella for outright second, with dual P2s and a smart Race 3 victory. “That was one of the hardest races I’ve ever done, and the first here without Safety Cars,” Wharton said after his win. “I didn’t know what the tyres were going to do but I kept my head and capitalised on the mistakes of the other drivers. “We’re really going for the championship now with 25 points in the bag, but there’s still a lot of work to be done.” Wharton’s Mumbai Falcons teammate, Tuukka ‘Tiger’ Taponen, also had a strong round with a victory and a podium, as he clings onto fourth outright behind the standout racers in Ugochukwu, Wharton, and Rinicella. Australia’s other drivers fared moderately well, with Noah Lisle taking his first series podium in Race 1, and the British F4 bound
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James Piszcyk improving to a P6 by the final race. And as one of the youngest in the field, Queensland’s Jack Beeton continues to battle below mid-table as he becomes acclimated to the new Gen 2 Tatuus F4 T421 ahead of his move into the Italian F4. The Motor Town circuit, with its long straights and fast corners, proved to be an exciting venue for the single seaters, producing some entertaining racing to set up a thrilling six race sprint to the finish.
ROUND 2 – KUWAIT MOTOR TOWN
WHARTON STARTED his Kuwait campaign with a history-making win in the opener, dragging pole getter Rinicella down the long back straight to grab the lead of a slip stream into Turn 2. The two battled wheel-to-wheel but the Aussie showed strong defence to hold off the Italian, who took P2 over Ugochukwu in a flag interrupted race. The championship leader struck back in the second outing, but Wharton again fought hard to take the lead, only for the Prema driver to snatch it back on turn 15. Taponen also had a great battle with Rinicella to pinch P3 on the last lap. The final outing of Round 2 saw the highly touted Maltese driver Zachary David take a breakthrough win, with Wharton and Ugochukwu making contact early, dropping them from contention. At the restart Lisle briefly took the lead, but was quickly run down by David and
UGOCHUKWU TOOK his fourth win of the series in Race 1 as the 42 strong field again took to the circuit in a short two day turn-around. Heavy mist covered the course for the flag stricken race, with Wharton attacking the leader at every restart, but never had the sustained run to reel him in to finish a close second. Taponen impressed from P9 to work his way aggressively through the tight field, to eventually catch Rinicella for an impressive P3. In Race 2, It was the Finn, ‘Tiger’ Taponen, who finally capitalised on some strong form in the manufacturer leading Mumbai Falcons Racing Tatuus. Wharton started on pole for achieving the fastest lap in the first outing, and held the spot into the first Safety Car in front of Ugochukwu and Taponen. Several more Safety Cars interrupted the flow of the race, but Taponen had taken P2, and with three laps remaining, he took Wharton at Turn 2 then defended brilliantly. Ugochukwu then outpaced the Aussie to take P2 before Wharton did what he does very well, and capitalised on the American’s wide corner entries to snatch it back for his second consecutive P2. Wharton also started from pole in Race 3 and, despite again being overtaken, he didn’t let this point opportunity slide. Mexican driver Jesse Carrasquedo stole
the lead off Wharton at Turn 2, before he quickly hit back, before jumping out from the field. Taponen, Rinicella, and Ugochukwu fell in behind, as a very tight race emerged in what would mostly be the first uninterrupted Motor Town race. An aggressive Taponen drafted Wharton, who moved across the wide track to defend brilliantly, while the Finn fell into the traps of a fast closing Ugochukwu. With the front three pushing well out front, the two chasers put on a wheelto-wheel battle. On the last lap they sensationally tangled and spun out of contention, costing the series leader some vital breathing room in the standings. Rinicella flew through for a late P2 over Race 1 winner Zachary ‘ The Maltese Falcon’ David, as the race then concluded under a Safety Car, with Wharton already having it – and a vital 25 points – in the bag. THE FOURTH event of the five-round series heads back to the Dubai Autodrome on February 11-12, where Wharton will hope to set up a mouthwatering showdown at the concluding Yas Marina circuit in Abu Dhabi on February 18-19. TW Neal UAE F4 CHAMPIONSHIP STANDINGS UgoChukwu (US) 142 Wharton (AUS) 131 Rinicella (ITL) 119 Taponen (FIN) 101 Lindblad (UK) 70
NEW ZEALAND TRS
Dutch raider Laurens van Hoepen flew in to NZ four days earlier and stole the NZ Grand Prix win ... Below: A week earlier, Brit Nick Foster had joined the series, and impressed in the rain. Bottom: former S5000 winner Ngatoa led Saturday’s opening race into Turn 1, and all the way.
LATE DUTCH RING-IN CAUSES NZ GP UPSET THE LATEST round of the 2023 Formula Regional Oceania Championship (Toyota Racing Series) saw the 67th running of the New Zealand Grand Prix. The FIA sanctioned championship arrived at Hampton Downs with seven winners over nine races, with local ace and 2021 NZ Formula Ford champion, James Penrose, and Charlie Wurz (son of F1 driver Alex Wurz) the only multiple winners. All eyes were on the tightly contested table toppers in Austria’s Charlie Wurz and New Zealand’s Callum Hedge, but it was a couple of late additions to the field that ultimately stole the show. The first surprise was the Marton-born local, and S5000 race winner, Kaleb Ngatoa, who won the Hampton downs opener. The impressive Wurz then added a third win to his TRS CV, before 17 year-old Dutchman, Laurens van Hoepen, capped off a brilliant debut by adding his signature to the illustrious list of champions that can claim an NZ Grand Prix to their name (The list is too long to name even a few…but Jacky Stewart, Jack Brabham, Graham Hill, Greg Murphy, SVG…). “I am really, really happy and it was such a tough race, especially the last five laps or so,” van Hoepen said. “I was struggling to hold the steering wheel towards the end but I think we’ve done a really good job over the weekend. “I didn’t slide around too much, I had a bit of wheel spin but we managed to stay more or less in the traction zones and were able to manage the tyres pretty well.” Wurz’s victory in Race 2 also saw him take back the championship lead, which he now holds by just 10 points over Hedge going into the final round at Taupo.
ROUND 3 - CIRCUIT CHRIS AMON
LEADING THE series heading into Round 3, Wurz took pole for Race 1.
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Though a lightning start from British driver, and IndyPro 2000 champion Nick Foster, was enough to hold onto a victory in a rain soaked opener at Circuit Chris Amon. On debut, Foster took the win over Hedge, with Wurz actually taking second, but relegated into P3 following a Safety Car restart infringement. The weather cleared for Sunday’s Race 2, as Britain went back-to-back with Josh Mason taking his first win of the series in the reverse grid affair. Foster again drove aggressively, but Mason was clean throughout, defending well, with his compatriot crossing the line just 0.454s behind him, with the American Jacob Abel taking P3. Race 3 saw Wurz jump into an early lead over Foster, who was quick to learn the new Tatuus machinery, as he stayed hot on his tail. Wurz was looking strong to extend the championship margin, when Foster got too close in pursuit, as both drivers speared into the mud after the Brit clipped him from behind. The beneficiary was local ace James Penrose, as he came in to win over Hedge, with Liam Sceats making it an all Kiwi podium.
ROUND 4 - HAMPTON DOWNS / NZ GRAND PRIX
VAN HOEPEN stamped his authority on Hampton Downs from the opening day, taking pole for the NZ Grand Prix by four one-hundredths of a second over Foster. But it was the other late entry, Ngatoa, who shone bright in Race 1, getting a strong jump off the line to take it all the way to the end. Van Hoepen stuck with him though to put up a challenge to fall by just 0.727, with Hedge taking a vital P3 that put him on top of the championship standings. The reverse grid Race 2 played into the
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hands of Wurz who finished in P8 for Race 1. Hedge struck bad luck with a faulty ECU unit from the formation lap, and his race was turned into a test run after starting late from pit lane. From pole, Wurz jumped out with Abel on his tail, and a flag interrupted race saw a tight field competing to the line. Van Hoepen again impressed, fighting form P7 to take his second straight podium on debut. That win put Wurz back on top of the championship table heading into race three’s FIA NZ Grand Prix… WITH TWO podiums to his name already, Van Hoepen made it the perfect debut by winning one of New Zealand’s most historical races. Recent winners of the GP include a host of current F2 talent and race winners, as well as Earl Bamber and Shane van Gisbergen, and F1 drivers Lando Norris and Lance Stroll. The young Dutch driver, who raced with ART Grand Prix in the 2022 Formula Regional European Championship, didn’t have it all his own way at lights out, however. The ever-present Foster got the jump on him before the wide Turn 1 right-hander, whilst Hedge was close by in P3 over Ngatoa. Van Hoepen then pulled off an audacious
inside move to retake the lead back. He slowly stretched the lead, tenth by tenth, over a stubborn Foster, as the two became distant from the chasing field. Ngatoa stuck with Hedge as the laps counted down, but in running short on laps to attack, he attacked too hard as he threw the kitchen sink at it, dropping into P5. Foster tried admirably, but couldn’t reel in the debutant, falling 0.846 short, as van Hoepen wrote his name into the NZ history books. Hedge finished in P3 to narrow the championship gap to 10 points. THE Final round takes place at the Taupo International Motorsport Park on February 10-12. TW Neal FORMULA REGIONAL OCEANIA CHAMPIONSHIP STANDINGS Wurz 270 Hedge 260 Abel 238 Sceats 187 Penrose 181
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24 HOURS AT DAYTONA
IMSA GTP ERA STARTS WITH
MEYER SHANKACURA DOUBLE
THE 61ST 24 HOURS AT DAYTONA HERALDED A NEW AND EXCITING ERA FOR PROTOTYPE RACING, BUT IT WAS MORE OF THE SAME UP TOP IN AN EPIC, TWICE AROUND THE CLOCK, AMERICAN CLASSIC. TIMOTHY W NEAL REPORTS… THE FIRST ever race for the new Grand Touring Prototype (GTP) IMSA era was taken out by the Meyer Shank Racing team in the new #60 Acura ARX-06. It was the second consecutive Daytona 24 victory for the team, with the racing quartet of Tom Blomqvist/Colin Braun/ Helio Castroneves/Simon Pagenaud taking the chequered flag by 4.190s over the #10 Konica Minolta Acura. The podium was rounded out with the yellow #01 Chip Ganassi GTP Cadillac V-LMDh, which featured IndyCar star Scott Dixon as a co-driver. It was a promising start for the new era of the IMSA GTP class racing after 18 months of building, as any doubt over their mechanical endurance capabilities were put to bed … barring a handful of hybrid component issues.
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Four cars finished on the lead lap, including the Earl Bamber piloted #02 Cadillac, with eight out of nine making the finish. The #31 Cadillac and the #24 BMW M Hybrid V8 finished 12 and 15 laps back respectively, whilst the #7 Porsche 963 finished 34 laps back in P14 after needing an early hybrid component change. A 700-lap DNF plagued the #6 Porsche in the morning with a gearbox failure, whilst the #25 BMW suffered hybrid powertrain issues to labour in 131 laps down. The second tier LMP2 Sportscar class was won by the #55 Proton Competition ORECA in an absolute thriller, with a photo finish 0.016s splitting the top two, with Aussie driver James Allen behind the wheel. Taking second and third was the #04 Crowdstrike, and AF Corse ORECA’s, split by 5.620s.
The LMP2 finish was this close – with Aussie James Allen sealing the win! The #01 and #02 Cadillacs were looking threatening, as #01 took the lead from Braun in the #60 Acura after three hours, before a second full course caution saw the #42 GTD Lamborghini come unstuck. After the resumption the #96 GT3 stopped on track, the third caution bringing the #60 Acura back up to the leading Cadillac, as Braun retook the lead. The #7 Porsche had its first hiccup, with the power/engine shutting off following a lockup with Nasr behind the wheel, but backup power rebooted the car, with the team only losing a minute. In Campbell’s first stint he briefly took the lead off the #60 before both cars pitted with Albuquerque taking the #10 upfront.
NIGHTFALL BRINGS GTP CHAOS
The Meyer Shank #60 Acura leads the field away – then (bottom) takes prime spot in Victory Lane. Aussie Cameron Shields led the PTM team to third in LMP3 (above). Images: MOTORSPORT IMAGES Whilst the LMP2’s front runners swapped for the lead over the closing 90 minutes, the LMP3 class was more of a spread, as the AWA #17 Duqueine M30 beat the #33 Sean Creech Motorsport car by 12 laps. Another 4 laps down, Australian IMSA driver Cameron Shields took the #38 Performance Tech Motorsports Ligier into a hard-fought P3. Representing the biggest field of the grid, the GTD and GTD Pro class podiums were all settled within the 729th lead class lap, with the Heart of Racing team – Roman DeAngelis/ Ian James/Marco Sorensen/Darren Turner – taking the #27 Aston Martin to GTD victory over the Magnus Racing #44 Aston Martin.The GTD Pro fight was settled between Mercedes, Corvette, and Lexus, with the WeatherTech #79 AMG taking it by two seconds over the #3, Antonio García-led Corvette.
LIGHTS OUT 1:41PM
AFTER A thrilling fight for the GTP pole at the Roar before Daytona, Blomqvist started in P1 over the #7 Penske Porsche 963 team, with DPi champion Felipe Nasr, 2022 Aussie IMSA GTD Pro champion Matt Campbell, and Dane Michael Christensen. The first hour of racing saw the #60 polegetter in the lead, as very little split the new class. The LMP2 (with kiwi star Scott McLaughlin as co-driver) brought out the first caution with a faulty ECU, as BMW encountered the first GTP issue, disappearing into the garage for three hours.
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THE FALLING light elicited some chaotic moments for the GTPs, as the #10 Acura held the lead. Trying to regain the lead, Pagenaud in the #60 Acura clipped the #8 LMP2 which went spinning across track into the path of Dixon in the Chip Ganassi Cadillac. Dixon stopped dead as the #13 LMP3 went into his rear, sending both cars into the pits. Disaster struck the #7 Porsche with a 35 minute stop in the garage to replace battery/ hybrid components, creating a 30-lap difference. Whilst the #11 LMP2 had the class lead with Allen’s #55 in pursuit, the #11 made contact with a GTD, sending it into a wall, causing another caution and flurry of pit stops. That put the #31 Whelen GTP Cadillac into the lead at the restart, with Castroneves taking over in the #60. His attempt to regain the lead saw him spin out, dropping the eventual winners to the rear of the GTP field as he also pitted for an unplanned tyre change after the lock-up. Another pit stop saw the #02 Cadillac lead for the first time with Bamber at the helm, whilst the Heart of Racing Aston Martin took the GTD lead. With a tyre barrier dislodged at the ninth hour, another slew of pit stops had the Dixon Cadillac inherit the lead, whilst the #60 Acura recovered from its positional loss. 30 minutes into the resumption, a GTD engine failure saw another caution, which allowed the #60 Acura to slide into P2 between the Whelen leader and #6 Porsche. At the 11th hour, the Meyer Shank Acura retook its lead, before the halfway mark saw another full course caution with the #43 LMP3 catching fire. The leaders then discovered an oil leak in the gearbox, an issue that lasted the distance.
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The GTD winning Aston Martin beat the GTD Pro winners (below). The #10 Acura also dropped a lap down with issues, whilst the restart once again had the winners hitting the front. The field remained relatively unchanged into the 15th hour of racing, when another caution brought a flurry of pit stops, giving the #6 Porsche the lead as the Meyer Shank team tried to fix its oil leak. The #04 Crowdstrike took the LMP2 class lead on resumption, whilst both GTD classes had their relative victors ahead prior to the 16th hour. The #7 Porsche then suffered the first of its two-strike downfall, with a high speed spin bringing body damage as it went several laps down, allowing the #01 Cadillac to hit the front, whilst suspension damage also sidelined the #31 Cadillac for 30 minutes.
COMETH THE HOUR, COMETH THE ACURA
AS THE morning light started to break through the clouds, the battle for the overall was unfolding between the #01 and #60 GTPs. A thrilling LMP2 stoush was starting to emerge, whilst the #33 and #17 LMP3s were wheel-to-wheel. That fight ended when the #33 dropped 17 laps in the pits with the Ligier stuck in first gear, leaving the #17 well ahead of the class. The 21st hour saw the first full course caution in 6 hours with a heavy LMP2 crash at the Le Mans Chicane, bringing the GTP field back together, with Pagenaud overtaking the #01 Cadillac for the overall lead.. The #6 Porsche then started smoking badly 30 minutes later, forcing it to retire after 700 laps as another full course yellow came about.
The 22nd hour was plagued with another two full course cautions, as the LMP2 field started to form into a four-way battle at the top, whilst the #10 Acura worked back into contention. The GTD field also bunched up with the GTD Pros in their finishing order, whilst on resumption, the #60 Acura took off with intent, before another full course caution saw most of the field pit for their run-home fuel loads. Racing resumed with 35 minutes to run, but some GTD chaos in the frantic push for positions saw two separate incidents leave debris strewn across the track, leading to another – and the last – full course caution. There was no hanging around for the #60 Acura, as Blomqvist put the foot down, closely followed by the #10 Konica Minolta Acura. They wouldn’t be caught as they made IMSA LMDh history for the GTP class, also giving Castroneves his third straight Daytona 24 outright, and second consecutive wins for both Blomqvist and Pagenaud. Aussie James Allen then made moves in the LMP2s, firstly overtaking the #88 AF Corse car for P2, as the lead swapped multiple times. Allen then drafted the #04 though the tri-oval, before pulling even on the run home to win in a dramatic photo-finish. The #27 Heart of Racing GTD car was the highest placed of the non-prototypes and sportscars with a P16 overall, leading a string of 11 GTD cars before the next best LMP3 (P2) finisher. THE SECOND round of the IMSA championship moves down the coast to inland Florida for the 12 Hours of Sebring on March 16-19.
DAYTONA 24 GTP RESULTS #60 #10 #01 #02 #31 #24 #7 #6 #25
Blomqvist/Braun/Castroneves/Pagenaud Taylor/Albuquerque/Deletraz/Hartley Bourdais/van derZande/Dixon Bamber/Lynn/Westbrook Derani/Sims/Aitken Eng/Farfus/Wittman/Herta Campbell/Nasr/Christensen Jaminet/Tandy/Cameron DePhillippi/Yelloly/vanderLinde/Herta
Acura Acura Cadillac Cadillac Cadillac BMW Porsche Porsche BMW
24:01:19.952 +4.190 +9.630 +11.176 +12 laps +15 laps +34 laps DNF +131 laps
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BATHURST 12 HOUR
SUNENERGY.. DOES IT AGAIN IN MEMORABLE BATHURST 12 HOUR THE 2023 BATHURST 12 HOUR WILL LIVE LONG IN THE MEMORY FOR ALL THE RIGHT REASONS. IN FRONT OF AN UNPRECEDENTED CROWD HIT BY ROSSI FEVER, SUNENERGY 1 RACING WENT BACK-TO-BACK AFTER A CLASSIC FINISH Report: Thomas Miles Images: EDGE Photographics/Jack Martin Photography A HUGE crowd may have descended on Mount Panorama to get a glimpse of Valentino Rossi, but SunEnergy 1 Racing stole the spotlight, securing a second straight Bathurst 12 Hour win after a finish for the ages. After 2006km, 12 hours and 323 laps of hard racing around The Mountain, Kenny Habul, Jules Gounon and Luca Stolz emerged victorious ... but only just. The #75 Mercedes-AMG GT3 fended off Matt Campbell and Maro Engel in a tense finish as the top three crossed the line within 1.4s in a perfect opener to the 2023 Intercontinental GT Challenge. It was a weekend of records with more fans than ever enjoying a breathtaking Engel pole at the first 12 Hour to break the 2000km barrier, which also included the longest stretch of green flag running. Although most of the 53,446 fans came to see MotoGP legend Rossi take on Bathurst, the fight for the win was what everyone was talking about after Gounon overcame a tyre disadvantage and a controversial clash with Engel to drive car #75 into victory lane. The sun and crowds were out from the moment cars hit the track on Friday and never left until after the chequered flag. For most of the weekend Engel’s GruppeM Racing Mercedes appeared to be the combination to beat, but the ‘Beast’s’ hopes of victory unravelled in the final hour as bad luck and poor judgement intervened. With high-class racing from PRO and AM drivers alike from start to finish, the Bathurst
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12 Hour returned to the international map in special style. PRACTICE – ROSSI HITS THE HEADLINES ALL EYES were on seven-time MotoGP world champion Valentino Rossi as he cut his first laps of Mount Panorama. The two-wheel star finished his maiden session at Bathurst in P1 after setting the fastest time in Practice 2 on Friday. The post-session headlines read Rossi leads Schumacher with Bathurst local Brad
Schumacher next best in the session. P2 was for Bronze only drivers, but Rossi was given dispensation by event organisers and edged out Schumacher by just 0.0696s. The weekend started the same as 12 months ago with the Audis fast out of the blocks. Chaz Mostert landed the first blow, beating fellow four-ringed driver Frederic Vervisch in first Practice. Despite the early pace, the Mercedes-AMGs soon showed their authority with Habul and Raffaele Maciello in car #999 topping the afternoon sessions.
Valentino Rossi was the focus of attention – before he even jumped into the #46 BMW ... and did a great job.
A relatively clean day was cut short on a sad note when a brake failure sent Keith Kassulke airborne and upside down at The Chase, ruling him and the #52 MARC II V8 out of business. On Saturday Stolz pipped Engel as the Mercedes turned up the heat to be the clear favourites ahead of Qualifying. QUALIFYING – ENGEL BREAKS NEW GROUND THE FIGHT for the Allan Simonsen Trophy reached new heights as Maro Engel became the first driver to record a ‘two:zero’ at the
Aussie Dylan O’Keefe joined NZ pair Daniel Gaunt and Andrew Fawcet in the kiwi Myland Team IMS Audi team, and took out the Silver category.
Maro Engel took his second Allan Simonsen Trophy with a scintillating pole lap.
Bathurst 12 Hour. But before Engel set the timesheets alight, he had to progress to the top 10 via a combined qualifying session where the fastest aggregate time between two drivers decided who went to the shootout. The AM drivers were the first to be unleashed and Dylan O’Keeffe made a statement in his #10 Myland Audi. O’Keeffe was in a league of his own, being
the only driver in the 2:02s bracket in the session. He enjoyed a half a second advantage over Aaron Cameron, while Grant Donaldson brought out the red flag by beaching his MARC I Mazda at Hell Corner. The big boys then came out to play in PRO AM segment and a Mercedes was the car to be in. The three pointed star featured in the top
four fastest times, but none could come close to Engel. The German smashed Shane van Gisbergen’s long-standing Bathurst 12 Hour lap record, set in 2016, by almost threetenths, setting the new benchmark with a 2:01.053. Engel’s history-making moment sealed the session after just nine minutes had elapsed in the uninterrupted 40-minute session. Stolz was the best of the rest for SunEnergy 1 Racing and had to settle for second 0.27s back and was closely trailed by Broc Feeney in car #888. Mostert flew the Audi flag and could only manage fifth fastest, while the top nine all recorded a 2:01s lap. One of those was Richie Stanaway, but his car #99 missed the shootout as did the PremiAir Audi and Tony D’Alberto Lamborghini. A two-part session with a pair of five-car groups decided pole in what turned out to be a scintillating Shootout. First up were the bottom five cars where Mostert was in a league of his own and was the sole Pro-Am in a sea of Pro’s in grid spot #5. But this just whetted the appetite for what was to come as the Mercedes set some hot pace.
Engel was the man to beat, but he had company in the form of Feeney, who seized his chance to qualify car #888 ahead of more senior co-drivers after being overlooked to do the same as the main driver at last year’s 1000. The young gun was locked in a lap-by-lap shootout with Engel, but eventually had to emerge second best as the GruppeM Benz produced something special. Only 0.08s split the top three until Engel blew his rivals and records away by recording an unprecedented 2:00.881. The German was the king of the paddock joining Mostert as the only drivers to score two Allan Simonsen pole awards. Despite doing a “better lap” than his 2018 pole time, Campbell was third as the sole non-Benz in the top four with SunEnergy 1 Racing completing the first two rows. Mostert finished well ahead of Rossi’s #46 BMW qualified by Maxime Martin, while the #32 BMW and #74 Audi had their times stripped. RACE - HISTORY REPEATS AS THE cars lined up on the grid at dusk, many thought a Mercedes would appear in victory lane 12 hours later after setting the hot pace all weekend. As a result, all cars carrying the threepointed star copped an extra 10kg in the race-eve Balance of Performance changes, while rivals BMW, Audi and Lamborghini dropped the same amount. Porsche also received one extra 5kg. A total of 24 cars greeted the start without the #52 MARC car or the #66 Daytona Sportcars entry, while the originally entered KTM combination was now driving an Audi (without Jayden Ojeda) due to engine issues. For the second year in a row the race began under the control of the Safety Car without the traditional side-by-side getaway, with cars going green in single file with headlights the only source of light. This ensured a quiet start with Engel converting pole into a lead as the top five also including Goetz, Preining, Stolz and Farfus gapping the field by 14 seconds in the first 12 minutes. Bottling up the pack behind was Liam Talbot in car #65 as an Am driver in a sea of Pros. The #777 of Ricardo Feller was the biggest mover early, but the sister PRO Audi of Christopher Haase was the first casualty.
A beautiful dawn greeted the field as they started the 12 hour journey ...
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BATHURST 12 HOUR
Haase was fired backwards into the tyres at Griffin’s Bend after contact with Duvashen Padayachee just as the sun was rising. Mostert was greeted with a drive-through penalty when he jumped in for his first stint and proceeded to post some quick times to claw his way back into the top 10. Engel controlled the first hour and handed over to Mikael Grenier with a 10s advantage, but this was quickly cut down by Goetz, who stayed in control of car #888. With less than a second splitting the top two after two hours of green racing, a tense day lay ahead. In car #75, Habul was behind the wheel and dropped to seventh but, more importantly, stayed out of trouble and kept in touch with SunEnergy1 getting his laps out the way early, which would pay dividends later on. Another part of the team’s strategy was to pit at every available opportunity with the first Safety Car arriving after little more than two hours of racing. It kicked into gear as a result of the Grove Racing Porsche suffering a heavy shunt at Skyline for the second successive year. Stephen Grove was fifth in PRO-AM until coming undone at McPhilliamy Park and bouncing between both walls. The team out of action suggested the incident occurred due to contact from the #222 Scott Taylor Motorsport Mercedes ... however, the opposite camp thought otherwise. No Stewards’ action ensued. There was also drama at the front of the field with Grenier initially not electing to pit, only to dive in too late and concede track position. As a result, fans had a treat when racing resumed with a top three featuring Shane van Gisbergen, Campbell and Rossi. The Mercedes and Porsche went wheel to wheel with SVG eventually winning out, while Habul and Schumacher served drive-through penalties. Other cars had much greater issues however, with Adrian Deitz firing the Lamborghini into the wall at The Cutting and Talbot also briefly appearing in the garage. Cameron in the Valmont Racing Mercedes was in control of the Silver class until he went hard into the wall at the Esses, causing another chain of stops. This allowed the Manthey EMA Porsche team to showcase its expertise in the lane, sending Thomas Preining into the lead after taking over from Campbell, who had saved some important fuel. As the “grello” Porsche took control after the restart, the battle for the minors sparked to life with Engel involved in a wrestling match with both Team WRT BMWs. Triple Eight Race Engineering elected to back out of the skirmish, swapping van Gisbergen for Feeney 10 laps before the others. Another car that was now out of sequence was car #75, which had topped up with fuel at the earlier Safety Car and then hit the lead
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Engel was fastest as the race headed to its conclusion, but a controversial collision with Jules Gounon in the SunEnergy 1 car at The Chase resulted in a race-defining drive-through penalty. Above left: the race pulled a genuine record crowd ... after a committed stint from Stolz. As the halfway mark was breached, Sun Energy 1 Racing enjoyed a 15s lead over Jaminet in the Mathey Porsche, while both BMWs had lost some ground with Feeney seventh after the early stop. Another big stint in car #75 by Gounon ensured he re-entered the race with the entire length of Mountain Straight between him and second-placed Marciello in car #999. Further back, Mostert continued his fightback and climbed into the top six, displacing the #32 BMW. A long 80-lap period of green-flag running was brought to an end when Craig Lowndes’ race came to an abrupt halt towards the end of the seventh hour. Scott Taylor was at the wheel of the Prostate Cancer Australia Mercedes and came unstuck at the Esses, right in the path of leader Gounon. At the restart the unusually ‘off’ van Gisbergen struggled to fire up the #888 Mercedes on cold tyres and fell outside the top five, while Gounon and Engel were nose to tail at the front. Gounon finally pitted and dropped to sixth on the alternative strategy, which released
car #999 to open a solid 13s advantage over Pressing’s Porsche in P1. The PRO-AM lead also changed hands with Christopher Mies moving ahead of Fraser Ross in an all-Audi battle. With 220 laps on the board, the leaders returned to the pits with Engel handing over to Marciello and rejoining behind the rear wing of new leader Stolz in car #75. The pair traded purple sectors until the SunEnergy 1 car dived in after a 34-lap stint. Stolz stayed in the car and returned in P4. The stop put GruppeM Racing back in front with Marciello enjoying a 30s lead over cars #912 and #32. The hopes of car #888 took a major hit when it was forced to serve a costly drivethrough penalty. It was imposed due to a pitstop infringement where the team performed an unauthorised rear-wing adjustment in its seventh visit to the lane. In the aftermath Gotz, now in the hot seat, dropped a lap down, while team manager Mark Dutton claimed responsibility for the mistake. Another car to experience an unscheduled visit to the lane was Farfus in the #46 BMW which had to fix faulty taillights from P5.
But the biggest heartbreak story occurred in the Schumacher Racing garage. The team had worked hard to overcome regular radio issues and penalties to return to the top 10, only for engine issues to force them into retirement with two and half hours left to run. With two hours left to run, Stolz vacated the seat for Gounon, who started his racewinning double stint 40s adrift of the leading #999 car driven by Marciello. It was all going swimmingly for GruppeM Racing until officials appeared in the garage and sparked some long discussions. The hot topic was the modem of the Mercedes’ data logging device, which was sending faulty signals to race control and needed to be replaced. As the final hour approached, Marciello pitted and GruppeM went to work, replacing the modem, changing tyres, topping up fuel and completing a driver change all in the space of 75 seconds. This ensured Engel still emerged ahead of Campbell with several seconds up his sleeve. All eyes were now on the leader Gounon in car #75, which still had to complete another stop.
The Triple Eight Merc was a little off the pace and had to settle for fifth.
It was that close ... with fresher tyres, Matt Campbell almost, but not quite, ran down the race leader. It was the closest finish in 12 Hour history ... Below: Two in a row – victory for SunEnergy 1 Racing.
SunEnergy1 Racing took a short splash and dash, without a tyre change, and the move paid off as Gounon retained the lead. However, the mirrors of car #75 were full of car angry looking car #999 before too long as Engel put the foot down in his GruppeM Mercedes equipped with a fullyfunctioning modem and more importantly fresher tyres. History repeated with Engel chasing down Gounon for the lead just like last year, but this time the former was within striking distance. The German made two moves in the
space of 10 minutes at The Chase, but could not make either stick. After two close calls and with only 47 minutes left on the clock, Engel did not back down during his third attempt at the end of Conrod Straight. The German took it deep in the braking area and climbed the kerb, but he could not avoid contact with Gounon at The Chase left-hander. The clash between the two Mercedes sent the SunEnergy car spinning out of the lead and Engel into P1. Although Engel extended his lead to eight seconds, he was forced to give it up
when officials deemed him responsible and imposed a drive-through. The GruppeM car toured the pit lane with 36 minute to go and returned 16s down. Despite Engel gone for now, returning leader Gounon was not out of the woods with Campbell armed with fresh tyres rapidly closing in. Twelve laps before the eventual chequered flag, the Aussie Porsche star applied the blowtorch and was less than a second behind the Mercedes. However, Gounon was able to respond to everything Campbell threw at him, while Engel rapidly brought himself back into the mix. The threat of a late race Safety Car even appeared when fifth-placed Daniel Juncadella spun the Craft-Bamboo Racing entry into the wall at the exit of the Chase. Despite the Mercedes meeting the concrete, the race continued. Neither Campbell or Engel gave up with the former clipping the wall at “The Tree”
and the latter ever closing in to set up a thrilling finish. However, Gounon remained cool to hold off the fast chargers to secure a Bathurst 12 Hour win for the ages after a record distance of 2006km of racing. The Frenchman became the first driver to win a hat-trick of 12 Hour wins, winning last year’s race with Habul and Stolz after playing a role in Bentley’s 2020 success. The consistent #32 BMW of Sheldon van der Linde, Dries Vanthoor and Charles Weerts was a distant fourth ahead of car #888, while Rossi finished P6 in his Bathurst 12 Hour debut. The top Pro-Am car was the Mostert/ Talbot/Ross in a fighting seventh overall. Silver was secured by Dylan O’Keeffe, Daniel Gaunt and Andrew Fawcett, while Invitational honours went to Darren Currie, Grant Donaldson and Geoff Taunton. The Intercontinental GT Challenge now heads to South Africa for the Kyalami 9 Hour on February 23-25.
2023 BATHURST 12 HOUR RESULTS Pos
Car
Competitor/Team
Driver
Vehicle
Class
Laps
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 NC NC NC NC NC NC NC
75 912 999 32 888 46 65 77 777 99 24 10 9 101 50 47 111 55 19 222 44 6 4 74
Sun Energy 1 Manthey EMA Mercedes-AMG Team/GruppeM Team WRT Supercheap Auto Racing Team WRT Sportsbet Team MPC Mercedes-AMG/Craft-Bamboo The Bend Motorsport Park / MPC Boost Mobile Racing Tony Bates Racing /Makita MYLAND Team IMS Hallmarc Team MPC Harrolds Volante Rosso M’Sport MMotorsport /Vantage Racing Supabarn Team MPC 111Racing/MRA Motorsport FUCHS Lubricants Racing Nineteen Corporation Scott Taylor Motorsport Valmont Racing Wall Racing Grove Racing The Bend Motorsport Park / MPC
K.Habul/J.Gounon/L.Stolz M.Campbell/M.Jaminet/T.Preining M.Engel/M.Grenier/R.Marciello S.van der Linde/D.Vanthoor/C.Weerts S.van Gisbergen/B.Feeney/M.Goetz A.Farfus/M.Martin/V.Rossi C.Mostert/F.Ross/L.Talbot D.Juncadella/P.Ellis/N.Catsburg C.Mies/R.Feller/Y.Shahin J.Whincup/R.Stanaway/J.Ibrahim T.Bates/J.Love/D.Reynolds D.Gaunt/A.Fawcet/D.O’Keeffe L.Holdsworth/D.Fiore/M.Cini R.Poulakis/J.Hunt/J.Hui/K.Tse T.Harrison/J.Ojeda/G.Wood/D.Crampton D.Russell/J.Webb/T.Koundouris/J.Koundouris G.Taunton/D.Currie/G.Donaldson B.Schumacher/J.Golding/F.Vervisch C.Pancione/F.Schiller/M.Griffith C.Lowndes/A.Davison/G.Emery/S.Taylor M.Zalloua/D.Padayachee/S.Pires/A.Cameron T.D’Alberto/D.Wall/G.Denyer/A.Deitz A.De Pasquale/B.Grove/S.Grove C.Haase/P.Niederhauser/M.Drudi
Mercedes-AMG GT3 Porsche GT3 R Spec 2 Mercedes-AMG GT3 BMW M4GT3 Mercedes-AMG GT3 BMW M4GT3 Audi R8 LMS Evo 2 Mercedes-AMG GT3 Audi R8 LMS Evo 2 Mercedes-AMG GT3 Mercedes-AMG GT3 Audi R8 LMS Evo 2 Audi R8 LMS Evo 2 Mercedes-AMG GT3 Audi R8 LMS Evo 2 Audi R8 LMS Evo 2 MARC I Mazda Audi R8 LMS Evo 2 Mercedes Benz Mercedes-AMG GT3 Mercedes-AMG GT3 Lamborghini Huracan Porsche 911 GT3R Audi R8 LMS Evo 2
PRO PRO PRO PRO PRO PRO PAM PRO PAM PAM PAM SIL PAM SIL SIL SIL INV PAM INV PAM SIL SIL PAM PRO
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Race.Time 12:00:40.1193 12:00:41.0460 12:00:41.5370 12:01:24.8650 12:00:57.4136 12:01:16.8255 12:02:26.3657 12:02:47.9356 12:01:18.0783 12:01:56.7039 12:00:47.6937 12:01:32.7278 12:01:47.0932 12:01:31.2560 12:02:27.0017 12:02:27.8902 12:01:01.0992 09:17:34.6530 09:52:25.1669 06:53:14.6129 03:23:29.2526 03:12:14.8533 02:06:05.0762 33:59.0971
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GENERAL KNOWLEDGE Across 2. Who scored his first Australian Touring Car Championship victory for Dick Johnson Racing, at Winton in 1988? (surname) 3. Who holds the record for most S5000 Championship and Tasman Series race wins? (surname) 4. Which team was the first to field a Gen3 car at Winton in its 2023 race livery? (abbreviation) 6. What team did Jean-Pierre Jabouille deliver a famous maiden victory to in 1979? 7. Which team took victory in the 24 Hours of Daytona? (abbreviation) 12. In what position did Scott McLaughlin and Josef Newgarden finish in the LMP2 class? 14. Who won the season-opening WRC rally in Monaco? (surname) 15. Who made his V8 Supercars debut for Team Kiwi Racing at Oran Park in 2007? (surname) 18. Which team scored Ford’s most recent Formula 1 race win as an engine manufacturer, in 2003? 21. Jean-Pierre Jabouille passed away last week – how many F1 race wins did he take? 22. For what manufacturer did Valentino Rossi compete in the Bathurst 12 Hour? 23. Which Dutch driver won his second and final Indy 500 in 1997? (surname) 24. How many times did Jean-Pierre Jabouille finish on the podium in the Le Mans 24 Hours? 26. Who won the 2023 Race of Champions? (surname) 28. How many seasons were Valentino Rossi and Jorge Lorenzo teammates at Yamaha?
29. Kevin Harvick has announced he will retire from NASCAR at seasons end – how many Cup Series titles has he won?
Down
1. How many Aprilias will be on the MotoGP grid in 2023? 2. Brothers won the 1997 Super Touring Bathurst 1000 – what was their surname? 5. What is the name of Turn 4 on the Mount Panorama circuit? 8. Who won his second and final V8 Supercar Championship in 1997? (surname) 9. Who won the 1997 Formula 1 World Championship? (surname) 10. Who won his first Daytona 500 in 1997, driving the famous #24 car? (surname) 11. Who am I? A Kiwi, I took wins in GP3 and GP2, I am a Sandown 500 winner, and in 2019 raced full-time for GRM in Supercars? (surname) 13. With what brand did Kevin Harvick win the Daytona 500 in 2007? 16. Which father and son duo won the 2023 edition of the Race of Champions Nations Cup? (surname) 17. Which Australian snatched victory by 0.01s in the LMP2 class at Daytona? (surname) 19. Which manufacturer scored a 1-2 victory in the 2023 Daytona 24 Hours? 20. Who drove the Red Bull Racing Formula 1 car at Bathurst last weekend? (surname) 25. Who finished second in the 1997 Hungarian Grand Prix racing for Arrows? (surname) 27. Which rally driver famously said, “straight roads are for fast cars, turns are for fast drivers.” (surname)
1853 Crossword Answers: 1 down – Prost, 2 down – Dennis, 3 down – HRT, 4 down – Damon Hill, 5 down – Kurt Busch, 6 down – Dixon, 6 across – Di Resta, 7 down – Stoner, 8 down – Panis, 8 across – Percat, 9 across – six, 10 across – Lowndes, 11 across – one, 12 across – Ocon, 13 across – Martin, 14 down – Villeneuve, 15 across – Al-Attiyah, 16 across – Armstrong, 17 down – second, 18 down – Perkins, 19 across – Schumacher, 20 down – McLaren, 21 down – Webster, 22 across – Scheckter, 23 down – four, 24 across – three, 25 across – Fraser, 26 down – GRM, 27 across – Stokell, 28 across – Mezera
We take a look back at what was making news in Auto Action 10, 20, 30, 40 and 50 years ago
1973: THE TASMAN Championship continued with dramatic races at Teretonga and Christchurch. The action started at Christchurch where Graham McRae claimed the Lady Wigram Trophy after an epic threecar battle for the lead, which went for 36 of the 47 laps. Despite the tense fight, McRae prevailed to win by 25 seconds. Wet weather turned Round 4 at Teretonga into an eventful affair with some big names being caught out by the conditions. While the likes of poleman McRae struggled on dry tyres and Frank Matich spun out, Alan Robinson stayed out of trouble to score the victory.
1983: A FOUR YEAR absence from Calder Park did not stop Allan Moffat from winning the opening round of the Australian Touring Car Championship 40 years ago. Moffat and his Mazda RX7 snatched the win as the likes of Peter Brock, Allan Grice and Dick Johnson retired in temperatures reaching 40 degrees. Controversy surrounded the new points system with runner-up George Fury actually scoring two more points than winner Moffat. The FIA World Cup open-wheel race also took place on the same weekend with John Bowe one of many caught up in incidents as Charlie O’Brien emerged victorious.
50 I www.autoaction.com.au
1993: THE FUTURE of the recently formed Holden Racing Team was in doubt as the ATCC world kicked into gear. Team management including Tom Walkinshaw plunged into crisis meetings to sort out the team’s future with participation in the 1993 season still unclear, with an arrangement where Larry Perkins would absorb the factory cars floated. On the track, Glenn Seton fired an early warning shot by winning the Winfield Triple Challenge preseason event at Eastern Creek. Seton held off Holdens driven by Perkins, Jim Richards and Peter Brock in sweltering conditions.
2003: THE NEW Ford “superteam” Ford Performance Racing, was revealed after the purchase of Glenn Seton Racing. Seton, Craig Lowndes and David Besnard were confirmed as the inaugural FPR drivers in a team hoped to be the Blue Oval’s answer to HRT. AVESCO confirmed it would bring V8 Supercars to Shanghai in a deal originally expected to run from 2004 to 2008, but the Chinese round was only held once, in 2005. In the driver market, Dean Canto signed a 10-year deal with Briggs Motorsport, while Neil Crompton turned his full attention to commentating after pulling out of the enduro driver market.
2013: THE CAR of the Future era of V8 Supercars was taking shape after the covers were taken off the new Holden VF Commodore. Despite the excitement of the new car, fears emerged it was the beginning of the end of the famous nameplate. Another legendary name, Dick Johnson, was fighting for his team’s survival after its latest cash crisis. Shane van Gisbergen also announced his sensational comeback with Tekno Autosports after quitting the sport due to “personal reasons” at the end of 2012, starting a partnership with the GM brand that continues to reach new heights to this day.
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