Motorsport News Issue 419 - May 2012 by V8 Sleuth

motorsport THIS MONTH’S FEATURES

Australian

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NEWS

Editorial Group Editor Steve Normoyle snormoyle@chevron.com.au Assistant Editor Mitchell Adam mitchell@mnews.com.au At Large Phil Branagan

The Grid

Unusual Suspects ●4

Editorial Enquiries

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Contributing Writers

Mark Glendenning, Andrew van Leeuwen Lachlan Mansell, Bruce Moxon, Geoff Rounds, Paul Carruthers

Will Davison is back on the winner's list as part ofFPR's strong start to 2012. MNews caught up with him for a chat

Gianni Whiz \Ne check in with ex-Fl pilot and current Superstars Series star Gianni Morbidelli

A happy Gilmour Seven years after almost winning It, Chris Gilmour finally won the AusF3 crown last year

Hart Attack Last year's Formula Ford Rookie of the Year, Mathew Flart wants the title in 2012

Grandson of a gun Fiis grandfather is Speedway iegend Garry Rush, but Josh Flunter is eyeing a tarmac career

Working hard, on track and off To World Series Sprintcaryoung gun Dylan Jenkin, racing and famiiy go hand in hand

Top Fuel’s Top Gun Damien Harris is closing on the Top Fuel title, but that's not his major Drag Racing passion

On Corse

After two tough years at Walkinshaw Racing, Fabian Coulthard has headed north in 2012 to join Brad Jones Racing

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The Front Row Motor Mouth with Phil Branagan

BACK IN THE GAME

Romain Grosjean's Formula 1 career wasn't built in a day. We track his rise, fall and chance at El redemption

The Scoop with Steve Normoyle On The Limiter with Chris Lambden Box Seat

Chief Executive Officer, David Gardiner Commercial Director, Bruce Duncan Motorsport News Is published by nextmedia Pty Ltd ACN: 128 805 970, Level 6,207 Pacific Highway, St Leonards NSW 2065 C 2012. All rights reserved. Motorsport News Is printed byCaxtonWeb, distributed by Network Distribution. No part of this magazine may be teproduced. In whole or In part, without the prior permission of the publisher. Tlie publisher will not accept responsibility or any liability for the correctness of information or opinions expressed in the publication. All material submitted is at the owner's risk and, while every care will be taken nextmedia does not accept liability for loss or damage. Privacy Policy We value the integrity of your personal information. If you provide personal Information through your participation in any competitions, surveys or offers featured in this Issue of Motorsport News, this will be used to provide the products or services that you have requested anrj to improve the content of our magazines. Your details may be provided to third parties who assist us in this purpose In the event of organisations providing prizes or offers to our readers, we may pass your details on to them. From time to time, we may use the information you provide us to inform you of other products, services and events our company has to offer. We may also rjivc your Information to other organisations which may use it to inform you about their products, services and events, unless you tdl us not to do so, You ore welcome to access the Information that v/e hold alsout you by getting in touch with our privacy officer, who tan Im? ccintacifd at nexltiiedia, I ocked Bag 5555.5tlefJoardi,NSW1590

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In addition to being the biggest Skoda fan in Australia, Phil Branagan is MNews'man At Large. Each month, he'll get people talking - like his chat with Davo on family, Whincup, FPR and HRT.

V8 Supercar driver Michael Patrizi has gone back to his roots with his own karting squad

Chairman, Chevron: Ray Berghouse Circulation Director: Carole Jones

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The Davison name is synonymous with Australian motorsport, but the family trophy cabinet doesn't include a V8 Supercar title. Can Will Davison change that in 2012?

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United States of Origin

In the February edition of MNews, we listed Randy Bernard as one of the 40 things we liked about the sport. With the revamped series underway, we spoke to the IndyCar chief

The Second Row Model Behaviour Winding Back Trade

It's all-new in IndyCar this year, with a new car and multiple engine manufacturers. We look at the state of play in the series

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Classifieds My Favourite Race J

motorsport news

The Final Word with Paul Cruickshank X.

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This time last year, Chris Gilmour had zero Australian Formula 3 titles and zero Bathurst lap records. Now the Queenslander has one of each. 5

THE FRONT ROW

since we last met p

NEWS OF THE MONTH INDYCAR EYEING AUSTRALIAN RETURN

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Will Power leads the IndyCar Series after three rounds,following a pair of commanding victories. Power started the season opener at St. Petersburg on pole, but finished seventh in a strategy-dictated affair won by Penske team-mate Helio Castroneves. In the next two rounds,though. Power's fortunes went the other way. At Barber Motorsports Park, the Queenslander could only manage ninth on the grid but came through to win the race. At Long Beach, he was even better, winning from 12th after all of the Chevrolet-engined cars copped 10 place grid penalties for an engine change. Castroneves is second in the points, ahead of Simon Pagenaud, who was second to Power at Long Beach. Ryan Briscoe is seventh, with a best result of fifth at St. Petersburg.

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FORMULA 1 Three different drivers claimed victories in the opening three rounds of the 2012 championship, but none of them were aboard a Red Bull. After Jenson Button took out the Albert Park season opener, Fernando Alonso held off a spirited challenge from Sauber's Sergio Perez to sccTre a surprise win for the struggling Ferrari amid mixed weather conditions in Malaysia. In China, Nico Rosberg scored his maiden pole position and race win - the first by a factory Mercedes since 1955. Button and McLaren team-mate Lewis Hamilton rounded out the podium, ahead of Mark Webber and Sebastian Vettel. Michael Schumacher started second, but his race ended with a loose wheel. As MNews went to print, the Formula 1 circus was, controversiall y, en-route to Bahrain.

WORLD RALLY C’SHIP Mads Ostberg joined the list of World Rally Championship victors after winning Rally de Portugal. No,that's not a typo. The Norwegian emerged on top from a bizarre rally, after the original winner, Mikko Hirvonen was disqualified due to clutch and turbocharger irregularities in his Citroen.That promoted Ostberg's private Ford to top spot and his maiden WRC win ahead of fellow Fiesta driver Evgeny Novikov. Earlier, Sebastien Loeb, Jari-Matti Latvala and Petter Solberg all crashed while leading the rally. Solberg,though, was able to rejoin the rally and eventually finished in third place. He's now Loeb's closest challenger in the points race, sitting just four behind the eight-time champion. Ostberg's win elevates him to third in the standings. Latvala's crash was his third in four rounds. But he won't add to that tally in Argentina - he'll miss the rally after sustaining a broken collarbone while skiing.

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V8 SUPERCARS Ford Performance Racing's strong start to the 2012 V8 Supercar season continued in Tasmania, with Will Davison splitting the Symmons Plains victories with TeamVodafone's Jamie Whincup. The Factory Fords dominated Saturday's race, with Davison and team-mate Mark Winterbottom running in close company,as above, before Davison emerged with his second race win of the season.Their closest challenger, Whincup, was the best part of 10s in arrears. But Whincup laughed last, taking out Sunday's race desptite a mid-race spin at the hairpin. He led home Shane van Gisbergen, with Davison third after surviving a brush with Craig Lowndes while fighting for the lead, the incident ending Lowndes'race. As MNews went to print, Davison headed to Perth with an 18-point advantage over reigning champion Whincup.

A late addition to the field, Fabian Coulthard took out the second round of New Zealand's V8 SuperTourer Series. Coulthard joined the field at Ruapuna, deputising for the injured Greg Murphy, and quickly got down to business, taking pole and winning the first two races. John McIntyre won the final, but second was enough for Coulthard to win the round. Craig Baird was third for the weekend. McIntyre leads the series, holding a 19-point advantage over Jonny Reid, with Kayne Scott sitting third.

An Australian race remains on the radar of the indyCar Series. In an exclusive interview with Motorsport News,CEO Randy Bernard confirmed his enthusiasm for the series to return to Australia, with 2008's non-championship race at Surfers Paradise ending a run of IndyCar and Champ Car races that stretched back to 1991. "I love it there, and I'd love to take a race down there," Bernard said. "[But] I'm not sure if Surfers is the right place. Maybe Brisbane. Somewhere up in Queensland. I think Brisbane would be one of my first choices - that, or Perth. I like two things about Perth - one, there is interest, and two, it would be so easy to come from China. I'm having conversations with a couple of promoters, but it hasn't gone beyond that level." For more with Bernard,check out the full feature on Page 42.

THE ALTIMATE RACER? Nissan has confirmed it will introduce its mid-sized Altima sedan to Australia next year, with the model to be the basis for the Japanese manufacturer's V8 Supercar program with Kelly Racing. The 2013 Altima was launched at last month's New York Motor Show, with Rick Kelly and KR CEO John Crennan on hand. "Confirming Altima as the model we will race from 2013 is the next step for us as we gear up for next season," Kelly said at the launch. Meanwhile, Kelly Racing has announced the appointment of former Walkinshaw Racing man Rob Crawford as Team Manager for Greg Murphy and Karl Reindler's entries.

INS AND OUTS AT DJR Dick Johnson Racing has confirmed their eight-driver line-up for the 2012 endurance races. Steven Johnson will be joined by Allan Simonsen for Sandown and Bathurst and former Champ Car racer Max Papis on the Gold Coast. Matt Halliday remains in DJR's enduro fold, and will partner Dean Fiore in the two traditional enduros, with Gianni Morbidelli to be Fiore's'international'for the third-straight year. James Moffat has secured a prime co-driver in the form of Alex Davison, while Peter Kox will join him on the Gold Coast. Steve Owen retains his 2011 PMM co-drivers, and will share his Falcon with Paul Morris at Sandown and Bathurst and Boris Said at Surfers. However,the Queensland team was dealt a blow, with the departure ofTeam Manager Malcolm Swetnam.The Englishman left the team and has returned home,citing family reasons.

PERKINS IN AT GRM Jack Perkins will join Garry Rogers Motorsport for this year's endurance races. Perkins partnered Russell Ingall at Paul Morris Motorsport last year, while Greg Ritter will remain with GRM for a seventh-straight year, it has also been confirmed. GRM will confirm their pairings closer to September's Sandown 500.

LUFF MAN GOES GERMAN Warren Luff will take part in this year Nurburgring 24 Hour with Audi. 3

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Luff, who has become an Audi regular in the last 18 months, will share an Audi Race Experience R8 LMS GT3 with Alex Yoong, Florian Gruber and Luca Cappellari in the May 19-20 race.

THE FRONT ROW

since we last met p

NEWS OF THE MONTH INDYCAR EYEING AUSTRALIAN RETURN

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INDYCAR SERIES s

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V8 SUPER TOURERS

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LUFF MAN GOES GERMAN Warren Luff will take part in this year Nurburgring 24 Hour with Audi. 3

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www.mnews.com.au

motorsport news A

Luff, who has become an Audi regular in the last 18 months, will share an Audi Race Experience R8 LMS GT3 with Alex Yoong, Florian Gruber and Luca Cappellari in the May 19-20 race.

liPHIL

IIBRANAGAN MOTOR MOUTH

T'S a good thing that Craig Lowndes is fast. That is what was running through my mind when I was watching the US Masters. I admit; I am a Masters tragic. For four mornings each April, I wake up very early to watch the tournament unfold.This year, as terrific as it was to watch Bubba Watson win, it was just as compelling to see Tiger Woods unravel. His game was terrible; driving in the trees, mis-hitting irons and leaving putts short, he played golf a bit like I do. But'Masters'is not why I was thinking of Lowndes.There were a couple of steps in between, which I might iabei 'Vale'and'Dale'. Valentino Rossi had the worst season of his career in 2011 and the eariy indications are that, if anything, 2012 might be even worse for him.The new Ducati GP12 is not showing any signs of being

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any more Rossiable than was last year's GP11. Something bike, electronics or tyres or a combination of all three - is not working as The Doctor would like it to. in America,things are not a whole lot better for Dale Earnhardt Jr. The Earnhardt Nation's favourite son continues to struggie in Sprint Cup,to the extent that he is within a handful of races of stretching his winless streak to four years - in spite of driving for Hendrick Motorsport. During Little E's streak, Hendrick's other drivers have taken 30 Cup wins. In spite of their lack of recent successes, Rossi and Earnhardt remain, by far, their sport's most popular racers. There is more yellow at MotoGPs than any other hue and some estimates put the number of NASCAR fans who support the driver of the #88 Chevy as high

as 70 percent. Who would have ever thought that, in the last three seasons, Marcos Ambrose would have won more Cup races than Earnhardt? Or that, a year after Casey Stoner managed to win three GPs on his Ducati, Rossi would finish 2011 empty-handed? In the meantime, Lowndes remains at the top of his powers. Weaknesses are few; if a decade ago, he lamented his own qualifying form, last year, it was as solid as it has ever been in his career.The iikes of Jamie Whincup and Will Davison may be a decade younger but the driver formerly known as'Junior'in his early HRT days looks entirely capable of winding back the clock when it's time to iay it on the line over a single lap. It's a good'problem'for V8 Supercars to have. Lowndes may not have lifted a Drivers' title since 1999 but he remains, by a fair margin, the sport's most popular driver. Whincup has bested Craig in the series' points in the five seasons but, honestly, is there anyone in the

sport who thinks of Lo’vndes as a number two driver? Lowndes is not going anywhere soon, having recently signed a new deal to stay with TeamVodafone. Earnhardt is committed to Hendrick's until 2017. Nominally, one would expect Rossi to see out at least another two years with Ducati but there is already some talk in Italy that the partnership is not showing signs of going beyond 2012 - if indeed, it sees out the year. It may well be that at 33, Rossi could decide that 13 years as motorcycle racing's alpha male is long enough. In light of the death of his friend and protege Marco Simoncelli six months ago, you could understand that he is satisfied with nine titles and more money than he could spend in his lifetime. Earnhardt may never win another Sprint Cup race, Rossi may rest on 105 GP victories and golf's Tiger Woods Era may be over. But watching Lowndes take on the Next Generation of V8 Supercar drivers is not going to'get old'any time soon.

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Whincup has bested Craig in the series'points in the five seasons but, honestly, is there anyone in the sport who thinks ofLowndes as a number two driver?

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liPHIL

IIBRANAGAN MOTOR MOUTH

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#17 - STEVEN JOHNSON - JIM BEAM HONEY 1:18 SCALE - AR80305, 1:43 SCALE - AR40305

#12 - DEAN FIORE - JIM BEAM DEVIL’S CUT 1:18 SCALE - AR80306, 1:43 SCALE - AR40306

Whincup has bested Craig in the series'points in the five seasons but, honestly, is there anyone in the sport who thinks ofLowndes as a number two driver?

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|LAMBDEN

“ ON THE LIMITER

N a couple of weeks,on May 8,Jacques Villeneuve will drive some laps at Ferrari's Fiorano test track in one of the fabulous Ferrari 312T4s originally driven by his father. Gilles,and team-mate Jody Scheckter. It will be the 30th anniversary of his father's tragic death. Gilles was perhaps the last product of a classic FI era, when Ferrari made big powerful cars that didn't handle all that well. His never-say-die heroics in sticking it somewhere near the front in qualifying,then defending for all he was worth. countering the Ferrari's average handling with its tremendous horsepower advantage. enshrined him as one of FTs never-to-be-forgotten legends. Remember the Black Knight, in Monty Python's'Holy Grail' the guy who kept fighting on despite having one,then both arms,then his legs chopped off? That was Gilles. As it happened, I was at the 1977 British Grand Prix where. after beating James Hunt and other FI names in an invitation Formula Atlantic race, Gilles was,on Hunt's recommendation. given his FI debut by McLaren. Hunt and Jochen Mass were in M26s, while Gilles got to run an old M23. He qualified ninth and, as I recall, rarTas high as fourth before ha bad-to pit vwlR a *●

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temperature(engine!) problem. It was a sensational debut. For some inexplicable reason, McLaren team manager Teddy Mayer let go the opportunity to sign him for 1978 and never ran him again. There was a rumour that Enzo Ferrari himself was interested in this tiny little Canadian. It was true. Gilles flew to Maranello in August,tested under the gaze of the great man - who reckoned Gilles reminded him ofthe great Tazio Nuvolari -and debuted for the team in the last two races of that year. The second,at Fuji, was tragic. Gilles'Ferrari and Ronnie Petersen's Tyrrell locked wheels and the Ferrari flew into spectators standing in a prohibited area. One,and a marshall were killed, and a number were injured.They tried to pin it on the'wayward' Canadian, but in reality, it was no-one's fault. Hamstrung by Michelin radials (the tyre war was at full tilt), the Ferrari package really wasn't a race winner, but that never seemed to faze Gilles. He was ten-tenths all the time - and actually won his home GP late in 1978. The rest was pretty much the Black Knight stuff. Like Zandvoort, 1979, where a rear puncture put the Ferrari off the road and, while he dfove thf dar

nearly a full lap back to the pits, at some speed,on three wheels. it gradually broke up, with the left-rear rear suspension and damaged wheel famously trailing behind until the wheel finally broke away. Gilles arrived at the pits and took some persuading that the car needed more than a replacerhent wheel! Earlier in the year, he'd been half of the great Villeneuve/ Arnoux side-by-side final lap at the French Grand Prix. Check it out on YouTube... These were tough times for Ferrari and,despite trading in the big flat-12s for V6 turbo engines, it was still a struggle. But Gilles never, never gave up. And,as his on-track reputation soared* so did the iegendary tales... like the one about he and team-mate Scheckter, and later Didier Pironi, playing the ultimate'chicken'game - seeing if they could getfrom his southof-France home to Maranello,all freeway,on full throttle in his Ferrari road car, without lifting ... Really. His career,and life, ended badly. By the time Ferrari arrived atZoider in 1982,a massive rift existed between Gilles and Pironi, over perceived disobeyed team orders at the previous,San Marino, Grand Prix. Late in qualifying, Gilles rocketed up behind the March driven by Jochen Mass, which was on a slow-down lap. Mass saw him coming and moved right give him the line,just as Gillfe's took,the decision to fog

fight atijd go arpundi llm. It was catastrophic The Ferrari climbed over the March's back wheel,flew through thfe air, nosed into the ground andi somersaulted vioJe^ntjy along the track, disintegratigg as it went.This was pre-calson-fibre. at least at Ferrari.

Gilles, still strappedfi his seat. was thrown from the dar into the catch-fencing. His helmet had come off.Me diedttgrri # broken neck. Gilles Villeneuve's Fl^ career only spanned five years, but he was,and remains,a legend. The little guy in the Ferrari who lived in a motorhome at the tracks.They still sell heaps of red t-shirts with the number 27 on them. In his biography on Gilles, journalist Gerald Donaldson quoted Scheckter, who spoke at the funeral: I will miss Gilles for two reasons. First, he was the fastest driver in the history of motor racing. Second, he was the most genuine man I have ever known. But he has not gone.The memory of what he has done, what he achieved, will always be there." Or this from the great Juan Manuel Fangio: "He will remain as a member of the family ofthe truly great d rivers in auto racing history. He did not race to finish. He did not race for points. He raced to win. He was small in stature, but he was a ^antf Exactly.

Gilles Villeneuve's FI career only spanned five years, but he was, and remains, a legend. They still sell heaps of red t-shirts with the number 27 on them

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CHRIS

|LAMBDEN

“ ON THE LIMITER

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Gilles Villeneuve's FI career only spanned five years, but he was, and remains, a legend. They still sell heaps of red t-shirts with the number 27 on them

I hsvlionsden.com.au 22 Carter Street, Homebush Bay NSW 2127

Ph: 02 9648 3688

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RS. It sure is a controversial acronym. Just to clarify. I'm not talking about the Decision Review System that is used in cricket... although that too is controversial. I still find it rather strange that India refuses to use a system that eliminates fishy umpiring calls from a game that is too often associated with shonky bookmakers. Anyway, in this case I'm talking about Formula 1's Drag Reduction System. At the moment the DRS is a red-hot talking point in Formula 1, thanks to Mercedes'clever little wing-stalling feature. I'll admit that it's taken me some time to get my head around this whole thing. It seems weird that Ross Brawn and his crew have managed to take something that's localised on the rear wing and turn it into something that has a massive effect on the front wing. What I have eventually worked out is that the best way to understand the Mercedes system works is to not over think it, berausr' it's artu.illy very, very simple. When the DRS is activated, a hole is exposed that sucks air in, and then the air Is directed through the car and onto the front wing, causing a stall. An aerodynamic stall means reduced downforce. Reduced downforce mrsins more' straightline speed. And more straigfitline speeds nic.ins Red Bull and Md aren are unhappy clwippies, (tkay, I hrive slmpllflt.'d tire wlioli^ thing a bit loo much there, l)iif you ( an see my point What Mvilly makes what Mercedes h<e. done so < Ic'vei is ihrit It s so simple, and for litat Ross Brawn shoukl be applauded. Nov; ihrit Mercedes has managed to stop its rar > liewlng thtougli lubber like a teething dog, the W03 could become the thoin in Md aren's side that we all expected the Red Bull to be. If Men odes'f Dui.i is simple, the (rrotest qu.igmire that lias

formed around it is anything but. Lotus recently joined the'Protest Party', despite the FIA saying on numerous occasions that the system doesn't contravene any of the rules - a point the governing body again made right before the Chinese Grand Prix. Where this becomes messy is that there is actually a rule that the system kind of contravenes. In the FI tech regs, under Article 3.15, it reads'with the exception of the parts necessary for the adjustment described in Article 3.18, any car system, device or procedure which uses driver movement as a means of altering the aerodynamic characteristics of the car is prohibited'. In the wake of the Lotus protest, the FIA was forced defend its position again. An official statement said that'Article 3.15 does not apply because it does not directly use driver movement as a means of altering the aerodynamic characteristics of the car. The alteration is indirectly {and not directly) consequential to the movement of the driver adjustable bodywork (DRS).' I agree with the FIA on this one. Well played to Mercedes for developing this clever little system, and well played to the FIA for not bowing to peer pressure (yet) and banning it. But the chances of this whole thing just going away are pretty slim. The teams will now go away and do one of two things - they'll either build an even bigger case and protest again, or develop even trickier systems that will trigger brand new protests.That seems to be the Formula 1 way.

LIKF. its namesake in cricket. Formula 1 's DRS has people polarised opinion since it was introduced last year. Some like it, some people don't. The argument for those who don't like it seems to centre on the system creating 'artificial racing'. '● 'L motorsport tiew!

At the end ofthe day,it was clear by the end ofthe last decade thatsomething had to change in FI. The racing had to be improved,and I genuinely think DRS was exactly the right way to go

I like the system, and I don't agree that there's anything artificial about the racing that it creates. If one car is fast enough,another having DRS won't change the outcome of a race. Look at Seb Vettel last season - at most races he was more than a second clear of the field by the time the system was activated (three laps after the start or a re-start), so it wasn't an issue.

What the DRS does do is give drivers the opportunity to overtake, something that simply didn't exist before 2011.There were times where clearly faster cars were crammed behind slower ones, but couldn't get past. It made the racing both frustrating and boring to watch. Is that really better than this so-called artificial Formula 1 ? At the end of the day, it was clear by the end of last decade that something had to change in FI.The racing had to be improved, and I genuinely think that DRS was exactly the right way to go. For mine, it was certainly a better way to go than doing something backwards like banning carbon brakes and forcing the teams to go back to cast iron discs. Formula 1 is all about furthering technology, so making the teams go back to a technology that is out-dated even in the performance road car industry wouldn't make any sense. Brakes spring to mind because I recently spent a day at Brembo's factory in Bergamo, near Milan in Italy. There I met a fascinating chap by the name of Mauro Piccoli. As the head of Brembo's pV'JIMIk

"V/;Ji’l www.mnewsrcpmiau

racing department, he is the man who oversees the design and manufacturing of the braking systems for six FI teams, including Red Bull and Ferrari. We had a interesting chat about overtaking in FI, and his view is simple; not only would cast iron discs not make the racing any better, they probably wouldn't even make the braking distances any greater. "My personal view is that the braking distance is not commanded by the brakes," Piccoli told me. "It's actually commanded by the tyres, and the downforce of the car. We can still lock the brakes, because you have to transfer the energy of the brakes through the tyres and then onto the ground. "If Formula 1 went back to cast iron brakes, no one can tell for sure whether the distances would be any longer, because you would then work on cast iron in the Formula 1 way, which is different to how you would do it in any other application.' I fail to see how doing something like taking a massive backwards step with brake materials is any less artificial than the DRS. Fornrula 1 is meant to go forwards, not backwards. The cars should be getting faster, not slower. And that's why I am a fan the DRS. The FI brains trust should be applauded for finding a way to make the rac ing better and the cars faster. That should be the Formula 1 way.

At the end ofthe day,it was clear by the end ofthe last decade thatsomething had to change in FI. The racing had to be improved,and I genuinely think DRS was exactly the right way to go

"V/;Ji’l www.mnewsrcpmiau

rwK

MARK

GLENDENNIN^^ UNITED STATES OF ORIGIN

ET'S start with a question: Is motorsport elitist? If you answered anything other than 'yes', then you're through to the next round. If you didn't, then punch yourself in the face and try again. It's an easy mistake to make. For one thing, it's expensive at aimost any ievei, aithough not prohibitiveiy - i know peopie who spend more on goif or fishing in any given year than some ciub racers do on their motorsport. And if cars are too great a ieap, you can aiways get a few mates together and head to the iocai kart track. There's aiso a iot of peripherai weaith, especiaiiy in Formuia 1. You couid throw a rock in any direction during the Monaco GP weekend and stand a better-than-even chance of hitting a millionaire (or at least leaving a scratch on their boat), although having a bunch of rich people hovering around does not in itself translate into an elitist sport. It's true that a lot of money is spent in motor racing, and it's also true that it makes some people very rich. But it makes some people very poor, too - particularly aspiring drivers who are too late to accept that for them, the dream is never going to happen, and pay up for one more season. But for all that, it is potentially the most egalitarian sport on the planet because it's the only one where a lack of talent isn't necessarily a barrier to competing at a very high level. Ability is desirable of course, and it's a prerequisite if you want to have any sort of longevity or respect. But motor racing allows fluency to be sidestepped in a way that no other sport seems to do. No matter how crap you are, chances are that you can buy your way onto the grid. Yet Sakon Yamamoto could never have bought himself a place playing point guard for the Chicago Bulls. Milka Duno could not have lined up on the wing for Tottenham Hotspur. David Thexton could not have carried a bat out onto the pitch of the MCG for the Boxing Day test. Weird as it sounds,'pay to play'in motorsport isn't always a bad thing. It's been a part of the sport since the beginning, and many worthwhile careers might not have happened were there not someone lurking in the background with a blank cheque. Mark Webber had a hard enough time getting into FI as it was; who knows how much harder it would have been had Alex Yoong not been there to keep the Good Ship Stoddy afloat at Minardi in 2002? It's also important to recognise that being a pay driver does not automatically translate into being slow. Niki Lauda bought his way onto the FI grid with March in 1971, and became a three-time world champion. The downside to all this is that sometimes creates a sense of entitlement. One driver who has starred at certain levels in the junior ranks told me last year that his parents had just remortgaged their house for the second time so that he'd have the budget to do a very limited

programme(two races, to be precise) in a prominent championship, in both of those outings, he finished outside the top 15. So his famiiy plunged itself further into debt for little more reason to prolong the dream. That was about nine months ago, and to my knowledge he hasn't sat on a starting grid since.There is a streak of tragedy in this particular case, as the driver in question is one who was genuinely good enough to deserve a proper opportunity. But through a combination of bad luck, bad timing and one or two poor decisions, the door never opened, and it has been clear for at least two seasons - at least, to those far enough removed from the situation to see it for what it is - that it never will. Even getting to the'serious'levels of junior racing, such as Formula 3 in Europe or Indy Lights in the US, requires years of commitment and a fairly large investment, and seeing people that you've spent years beating move past you on the ladder because they have either the backing or the connections that you don't must be a very singular type of pain. As must be making the decision to call time on a career, or at least consider an alternate path. It's one thing to be a headstrong 20-year-old insisting that it's Formula 1 or nothing, but when that 20-year-old gets to their mid-30s and is working in a shoe shop while the likes of Allan McNish are living in Monte Carlo off the back of their sportscar careers, then they might question the wisdom of their stubbornness. Returning to the theme of entitlement.The driver mentioned earlier deserves some sympathy, because a talent that was revealed yet unfulfilled must be a hard thing to live with. I've never played ice hockey, so if by some freak of nature I happen to had it within me to be better than Wayne Gretsky, I'll go to my grave blissfully unaware. What I don't have a lot of time for is drivers who have it in their heads that they deserve to drive because, well, they want to. There's one in the US at the moment who has appears to have harnessed the full weight of every social media network in creation to bemoan their lack of a drive, despite the fact that there is absolutely nothing in their CV to suggest that they deserve one any more than the guy who reads the weather on TV does. It's hard for anyone to get sponsorship at the moment. Just askTrevor Bayne - winner of the Daytona 500 last year, charming and presentable, devout Christian (which might seem irrelevant, but it counts for a lot in some parts of NASCAR's heartland)- and as of quite recently, out of a drive in NASCAR's Nationwide Series due to a lack of backing. If someone who is actually good can't get the cash together, then what does someone who isn't have to moan about? Is motorsport egalitarian? In its weird little way, yes. And not all of the cream rises to the top. But luckily for us, enough of it does to keep us on the edge of our seats when the flag drops.

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GREAT EXPECTATIONS

mJL DAVISON IS LOOKING TO MAKE 2012 THE YEAR THAT THE FAMED

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>* mo

T would be wrong to describe 2012 as a breakout season for Will Davison.

After all, the third-generation driver from one of the country's most honoured racing dynasties has already finished second in the V8 Supercar Championship, in 2009, and won the Bathurst 1000. But this season does look like the one in which Davison 'fits'both at

Ford Performance Racing and in his own skin. His biggest rival, and best mate, Jamie Whincup remains his biggest rival and the man he has to take down to win his first V8 crown. Given three words to do so, JDub describes Davison as"Freak" and "Natural Talent". We will get to Whincup later but first up, I wanted to ask him about being a Davison. MOTORSPORT NEWS: One question that drivers often get asked for their profiles is: what would you do if you were not a racing driver? For a living, what would you do? WILL DAVISON;[Long Pause] I think you would be talking about a form of sport, something that I have a passion for. I'm generally pretty good with the details, whether it is the car, the tracks or 'general play'. So, you would be in another sport - as a competitor? If I wasn't able to be in another sport as an athlete, I reckon I would be talking about it. As a journalist? That's where it would start. I think I could do some talking and j' f

some writing. I don't know! I don't think that I could be something like being accountant or lawyer. I was never very good with maths and other things like that. I was generally pretty good with things at school like media studies. But as for what I wanted to be, I was always interested in racing. I was interested in doing something with competition but, if it wasn't motorsport, it would be another sport. If I was not playing the sport, I reckon I would be involved with the media. The reason I ask is this: in your position, many people say'fighter pilot'. Someone like Russell Ingall would say'property developer'. But you are a Davison and, while the family has business interests, they are in the background.The trade of the Davison Clan, if I call it that, is motor racing. That's right. And I think that the business side of things is slowly deteriorating through the generations! I think that is because over the generations, motor racing has become more of a business.The passion has remained in the family, so as each generation has come,the focus has turned to carving out a career as a driver, as opposed to a businessman/gentleman racer. It came down a generation to five boys who, because of the fatality of their father [Ed: Lex Davison, Will's grandfather] things changed. Dad [Richard Davison] got thrown into Paragon Shoes at 19, as CEO! He has, obviously, had huge business responsibilities, his whole life. There was still the passion for motor racing, and there was family money, and Dad was able to go racing at a 'near professional'level. He had the ability to be a professional but it was a different era back then.

I have heard a couple of stories about Dad, opportunities not taken and regrets that he has had.There was a meeting lined up with [Will hesitates...] one of the factory [Touring Car] teams, Volvo I think. He had a thing in Adelaide, threw his helmet and it did not help his image.That is one thing he has always told us to be careful about!The meeting was cancelled, that never happened. He juggled business and racing his whole life. I Families have expectations. Was your family's expectations that you would be a racing driver or you would go into one of the businesses? Did you ever think of anything other than being a professional racing driver? No, I never did. From as long as! can remember,there was an incredible passion for racing. Here's where we go to racetracks, here is where we [Lex] won the Australian Grand Prix, Dad is racing at Sandown ... I got into karts early, after Alex did, and I settled into that after eight or nine months.That was in 1992. But I used to get too nervous. They could not get me out of bed, so I pulled the pin for two years. I played footy at school and for Balwyn and went rollerblading. I was very high up in rollerblading; it's a laugh, no one knows that about me. I was doing tricks on ramps, and stuff like that, and I played roller hockey. For a while, that was an obsession, when I was 12 or 13. Alex was racing karts; I remember the first day he was in a kart. Paragon Shoes was in Thomastown and Frank Lowndes was just down the road. Dad knew Frank and Craig guite well; Craig was racing karts at Whittlesea. So we went out to Whittlesea one day.

with this Giocattolo sportscar Dad had. I distinctly remember meeting Craig for the first time ... So Alex got into it but I still loved racing. I always watched it. So, it came to one day, in 1994, 1 will never forget it - it is as clear as day. I got everything out and put on a helmet and a kart suit - in the house! I said,'Dad, I want to go racing again'. He never pushed me, but I had Just decided. So he bought me a kart and we went testing. My third race, I was on my P-plates, I went from the back to the front. I pretty much won all my P-plate races,from the back. I just had the bug. From the first day I raced, I was a winner. It was really weird. |Once I decided I wanted to get back into it, and do it properly, I was obsessed. Dad did not want to spend the money until he knew 1 was serious about it, but whatever it is, it clicked that day, and from then on. I didn't care about anything else; I gave everything else away. Was it simple - easy? Yeah. It was amazing. From that first race, I was never, ever not a winner in karts. I challenged for the win in my first ever kart race. It was me and Alex, Dad, David Price, Alan Coleman, Matt's dad.They used to joke that there was an aerial and a remote control on my kart. In one race, I went from 13th to first in four corners. In 1995, it was Jamie [Whincup] and I. Jamie had been dominating rookies. When I started the first time, in '92, he started so I had already raced him a little bit. I raced him six times, and then for two years, I was only watching Alex. Jamie nil was the benchmark in rookies; the presentation, the

>* mo

T would be wrong to describe 2012 as a breakout season for Will Davison.

<rHin

business was printing and all the stickers had been through a printing press! So I came in, in '95. In our first race, we had this raging battle. We had great battles in Juniors, Junior Light, Clubman in '97 and '98. Me, Jamie, Bart Price, James Small. Let me ask you this, as an outsider - and you don't have to answer if you do not want to. Was there ever, any time, any discussion that motor racing is dangerous? Your family knows better than most, because you lost your grandfather through motor racing. No. At the end of the day, in those early years, we raced go-karts, and I never thought anyone was not supportive of that. They were very supportive of us getting a proper education, having a realistic preparation for a career. They had seen the downsides of motorsport, they had seen a lot of money get burned up in it. But Dad ... he stopped racing after his last race, in a Formula Holden at Adelaide in '91, to support Alex and me in go-kart racing. He has never raced since, and I know that he wants to now. He had the bug, like we all do. He never had the opportunity that we have now, but at the same time, I think that he has got a massive amount of enjoyment out of it. That is why he gets so emotional about it, at times! There were a lot of years there, when I was trying to race in Europe, when it was not easy. I think the family knew that I was serious about it, and they got behind me.Taking the next step, to being a professional, is a long way away. So I started in Formula Ford. Alex was in Formula Ford, so I managed to have a couple of practice drives before I raced. Dad had bought a lot of things and, basically, started up Sonic

Tender's '97 championship-winning Van Diemen and employed Mick Ritter full-time. He worked on Alex's car and when he finished up, we owned this stuff, and Mick ended up running a second car to keep the business running.That turned into Sonic and that is a great operation. I was able to adapt very quickly. We became best buddies in '98. Hang on;fast forward to now.The biggest title in the country - sorry. Gold Star - is the V8 Supercar title. At this stage of the season, it appears to be, you and Jamie and then a gap. How does that feel? I don't think of him differently to any other guy. You look at the statistics, and that's all nice. But you know, deep down,that you cannot get too far ahead of yourself The further you go, the more nervous you get, that you are not going to be able to back it up next time. That is true. It is not simple - except,for the last five years, V8 Supercar racing has been simple; Beat Jamie Whincup and you win the title. Is it that simple? It's hard. Look; I have had four races, two wins and four podiums and I am 18 points ahead of him.The bloke is good; he is just there! It is going to be like that all year. By his standards, he has had a bad start to the year and I have had an almost perfect start to mine! He is still there and he will continue to be there. Look at the top four. Look at Erosty, for instance. He is, the top guys are, always pounding out results. I am doing that now, but i am not looking at the opposition. I think,'Yep, that's good', but they are probably thinking the same thing about me as I am about them. liiSUiPerfSIii

I THINK THAT WE ARE GETTING ON BETTER NOW THAN WE HAVE AT ANY STAGE.I THINK THAT WE HAVE JUST GROWN UP THAT LITTLE BIT DAVISON ON HIS RELATIONSHIP WITH BEST BUDDY' WHINCUP Okay; why are you pounding out the results? Why nowl In terms of what? Why are these results coming now? Twelve months ago, you arrived at FPR with high hopes, after a year with HRT when you were clearly not getting those results. You were not happy with HRT...[Will nods] and they were not happy with you [Will 'Hmmms'in the positive]. To answer your previous question about Jamie ... For a few moments, he seems evasive. But, he comes back to where he was headed... I think that we are getting on better now than we have at any stage. I think that we have just grown up that little bit. He has had a lot of success but his level is so high, the amount he puts into this is so high ... He had, pretty much, thrown out everything in his life. Nothing else mattered. He put racing first and everything else after that. You have got to respect him for that. Now, I think, he realises that he is in a chapter of his iife when he wants to enjoy his experiences. He

wants to enjoy the pressure moments in going for a championship. He wants to enjoy what we do. I am at the stage when I am changing too. You want to enjoy what you are doing, you look at things a little differently. I look at what he has gone through this year, and you understand that there is a life besides racing. You don't realise that until, I think, you are about 27 or 28. 1 certainly didn't. I didn't care; no, I didn't have a life! Now I enjoy the simple things in life a lot more than I used to. I still put in more effort than I ever have, but it's different. Jamie is the same. He wants to race clean, he wants to race hard, he wants to have a good battle. I wish I was 19 again and could go back to Europe, knowing what I know now. I don't think that I am faster but you become so much wiser. You have a better approach to racing, with the mental aspect. So, back to Jamie; I reckon it will be the same this year. It will be a battle for the championship, and it has been before. Then (ED: in 2009), we couldn't talk to each other. Now, I reckon that we are racing each other harder than we ever have, but I feel like it is a pretty simple balance. At the end of the day, we can race each other and then, have a good joke about It. It is about challenging yourself in the race or for pole, and not caring too much about what nil anyone else is doing.

<rHin

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It's about getting the result, racing as hard as you can, hopefully, without crashing into someone. If you do, you are aware that when you spend a lot of time on the limit, sometimes, shit happens. We know what it is about. I know that if I am racing Jamie, he is not going to give an inch. He knows the same with me.

- ,f t

MoTeC WHERE SIMPLICITY MEETS INNOVATION

But, back to expectations. A year ago,there were high expectations, but now,they are even higher. There is an expectation that you are going to be starting the races on the front row, or damn close to it. Yeah, but it is so close. I know what is required to be on the front row, but I also know that you might be one mistake away from being eighth or ninth. It is so competitive to get the car in that window,so you can never get ahead of yourself. When you are in form, you have momentum. It is not a fluke that it keeps happening. But you can have your down days and you never can take it for granted. You have to be putting in that workload, that effort. You are aware that it can topple over pretty quickly. I have always been hard on myself but I am also aware that, when everything is right, I am capable of racing at the front.

libvCK MAG"

You have always had great belief in self. Yes but I am not arrogant or cocky. I look at replays and if I am not happy with how I drove, I don't pass that off. You have always needed belief from the team. Clearly, the FPR team believes in you; Campbell [Little], Tim [Edwards] and so on, they back you up. Did HRT believe in you? No, not really. Did that hurt? Not really. I didn't feel like a member of the team there, anyway. What do you mean? i never felt like there was a team chemistry there. That's not there at HRT? There were some really nice people there, some really smart people. And I think that there were some people there who believed in me, and I think, one day, they might come out and say that. You do not come into a foreign team and do what I did if you do not know what you are doing. But lam hard on myself as well. I didn't go there to have a good time; I just didn't know how I was doing it. I didn't know the team; I didn't know the car. But, you do not go in [into HRT] and finish in front of Garth unless you know what you are doing. There were people that believed in me there, but I never felt in tune with that team. I never had any time to create continuity, or relationships. Whenever I built them up, I lost them all for 2010. 1

What makes a MoTeC PDM the right choice when wiring your vehicle... it

ROADCAR APPLICATIONS

RACECAR APPLICATIONS

- Replaces fuses, circuit breakers and reduces wiring

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- Reliable in high vibration conditions (no moving parts) - Automated intercooler water sprayer functionality

THERE WERE A FE W PEOPLE THAT BELIEVED IN WHENEVER I CONTINUITY BUILT THEM UP.lilOST THEM ALL FOR 2010

- Single press button for headlight flashing - Rain light control for wet weather - Diff and gearbox oi l pump control - Automated stall recovery initiation using Autostart

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What makes a MoTeC PDM the right choice when wiring your vehicle... it

ROADCAR APPLICATIONS

RACECAR APPLICATIONS

- Replaces fuses, circuit breakers and reduces wiring

- Continuous retry of failing devices

- Courtesy / auto off headlights - Push button engine control

- Itemised device current draw view

- Complex lighting and horn sequences (for show cars)

- Accident auto shutdown - Auto switch to reserve fuel pump

- Fuel pump control and diagnostics

- Reliable in high vibration conditions (no moving parts) - Automated intercooler water sprayer functionality

THERE WERE A FE W PEOPLE THAT BELIEVED IN WHENEVER I CONTINUITY BUILT THEM UP.lilOST THEM ALL FOR 2010

- Single press button for headlight flashing - Rain light control for wet weather - Diff and gearbox oi l pump control - Automated stall recovery initiation using Autostart

- Turbo timer, engine cool down - Programmable thermo fan control - Alarm system / immobiliser

i«

n Smart power allocation, reduces battery load if alternator fails

- Unique pitiane light control - Seamless CAN integration (data logging and switching)

as used in: ^SSUPFSO'.Rf

want to know more, simply visit:

ww w.m otec.c0m/pd m/m news '■WWijKvi M

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THE VICTORIAN ERA, PART TWO

TWO YEARS AGO, FABIAN COULTHARD MOVED TO MELBOURNE WitH GREAT EXPECATIONS. WHILE HIS WALKINSHAW RACING STINT DIDN'T GO TO PLAN, HE'S EXCITED ABOUT HIS NEW HOME, VlTH BRAD JONES RACING. MITCHELL ADAM SPOKE TO THE KIWI 28

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THE VICTORIAN ERA, PART TWO

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PERSONALLY,1 HAD TO GO THERE AND GO THROUGH WHAT I'VE BEEN THROUGH TO COME OUT THE OTHER SIDE COULTHARD ON THE CLAYTON YEARS

WO years ago, Fabian Coulthard looked like he was on the verge of joining the top tier of the V8 Supercar field. He'd served his apprenticeship through open-wheelers, Carrera Cup and part-time V8 Supercar rides before landing a full-time ride with Paul Cruickshank Racing. There, he impressed, particularly in 2009 when he took the small team to the podium at Symmons Plains and qualified inside the Top 10 on a regular basis. Then, what looked like his big opportunity came calling. Walkinshaw Racing recruited Coulthard to Bundy Racing for 2010. As the sister outfit to the all-conquering Holden Racing Team, which had won Bathurst and narrowly missed out of the 2009 title with Will Davison, the move looked like a winner for Coulthard.

Expectations, internal and external, were high. Sadly for Coulthard, though, his move from Queensland to Melbourne coincided with a change of fortunes at Clayton. A team with such a proud history of success will hardly look back on 2010 and 2011 fondly, even with Garth Tander and Nick Percat's Bathurst victory last October. It has been two seasons littered with unreliability, set-up struggles and behind-the-scenes changes. Coulthard had been at the right place at the wrong time and two years later, he's moved to a new home. Brad Jones Racing. "I'm not too unhappy with the way things have gone,"Coulthard tells MNews. "Obviously I expec ted to go better than I did at Walkinshaw 30

Racing, but everyone sits down and says to me'you expected big things from Walkinshaw Racing, it was going to put you on the map' and I was like 'that's fair enough'. "Collectively, as a group. It wasn't just me that struggled. All three of us, when Will was there at the time, and then that changed, and then James [Courtney] came and, of course. Garth has been there forever and a day. We all struggled. "I probably joined Walkinshaw Racing at the wrong time, but in saying that, the two years that I had there, working alongside Garth and James, I've learnt a lot, I don't see It as wasted time. "Personally, I had to go there and go through what I've been through to come out the other side." The first year, running as one of two Bundy entries proved a tough initiation. Having finished 13th in 2008 and 16th in 2009 with PCR, he dropped to 23rd in 2010 - only one spot behind HRT's Davison who had been second the previous year. The closest the campaign came to offering a highlight was a spot on highlight reels for his pirouette through the sand trap at The Chase after suffering a left-rear tyre blowout on the opening lap of the Bathurst 1000. "For me, the steepest learning curve was how different the cars were," he recalls. "The Walkinshaw cars handle completely differently to what I'd driven at PCR. I can't put that down to anything. They're set up differently and they handle differently, it probably took me 12 motorsport news

months to get my head around it properly and then 2011 wasn't a bad year. "We finished just outside the Top 10(ED: 12th). It's so competitive, V8 Supercars. We finished inside the Top 10 on numerous occasions, qualified inside the Top 10, out qualified my team-mates at times. It wasn't a bad year, we were just unlucky sometimes and that's part of it. It's so competitive and tough. Anytime you're in the 10, it's a good weekend." His fortunes improved in 2011 but, as so often happens in the sport, commercial factors soon got involved. Bundy elected to scale back their investment as Russell Ingall and Supercheap Auto arrived at Clayton. Coulthard would be the loser in a game of musical chairs with a year to run on his contract and moved on to BJR - but it's not quite that clear cut. "My deal for 2012 is with Brad Jones Racing but I'm still contracted to Walkinshaw Racing, with the possibility of me going back there in years to come," he explains. "The fact that Russell came on board was purely a commercial decision. It wasn't that I wasn't good enough or anything like that; it was simple maths. Four drivers don't fit into three cars. I left on good terms, I see the guys at the track what feels like every other weekend, we're all still best of friends and we all still get on well." Thus ended two years that promised a lot, but didn't quite deliver. "At the end of the day, you make the most of what you've got. And www.mnews.com.au

that's what I did," he said. "People forget, staying at a team year-in-year-out, you build up a relationship. Unfortunately I haven't been able to build up those relationships. It seems like every two years I'm on the move. "I'm looking forward to finding a home; who knows where it's going to be, that I can be there for a long period of time and grow together, more than anything." That'home' may well prove to be Brad Jones Racing, Coulthard's third different team in four seasons. The English-born Kiwi joins the Jones'in 2012, running in the colours of their new backer Lockwood, alongside incumbent Jason Bright and rookie David Wall. And life started well, with Coulthard a strong sixth in the opening race of the season in Adelaide and ninth in Race 2. A fortnight later, in the non-championship races at Albert Park, BJR utilised pace and good strategy - as one of the few cars not to use Sprint Tyres in qualifying or the qualifying race - to come home strongly in third in the final race and fifth for the weekend. He narrowly missed a Top 10 in Symmons Plains and headed home for Hamilton in ninth place as MNews went to print. "I'll be honest with you, I'm probably a little bit ahead of early expectations, really," he says. "We've started the year very well. We left Clipsal seventh, we had a podium at the Grand Prix and Tassie was an OK nil event. Obviously we didn't go as well as we had hoped. 31

PERSONALLY,1 HAD TO GO THERE AND GO THROUGH WHAT I'VE BEEN THROUGH TO COME OUT THE OTHER SIDE COULTHARD ON THE CLAYTON YEARS

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N 2012,Fabian Coulthard actually has two new teams. And one new series. Alongside his Brad Jones Racing commitments,Coulthard has been signed by M3 Racing for the long-distance races in New Zealand's new V8 SuperTourer Series, which kicked off in February.Set to partner Greg Murphy in the endurance races, his first taste of the class was brought forward in unusual circumstances. Murphy re-injured his back in his qualifying clash with Jonathon Webb at the Clipsal 500 and missed V8 Supercars'Symmons Plains trip. He had hoped to be fit for Round 2 ofthe SuperTourers at Ruapuna's Powerbuilt Tools Raceway over Easter, but ended up Jumping on the phone to Coulthard. "I was sitting at home on the Tuesday before the event, Murph called me and said'do you think you can fill in for me in New Zealand?"' Coulthard explained. "I was like'I've got a debrief[with BJR]in Albury on Wednesday, which I have to be in', so I flew to New Zealand on Wednesday night. So there wasn't much notice." An initially planned practice session on Thursday didn't eventuate, meaning Coulthard's first taste of the Mike Pero Mortages Holden Commodore(below)came in Saturday morning's sole practice session. That wasn't a drama,though. He qualified on pole in the next session and won the opening two races. While John McIntyre ended his streak in the final, second was enough to take the round win.

"It wasn't at all bad, was it?" he joked. "I was a little bit apprehensive to start with. I thought it would've been a tall order; obviously the other guys have got a round under their belt and they had a test day as well. Already you're a round behind.So I asked a few questions to Murph and people who'd driven them,and the biggest thing was trying to get my head around them as quickly as possible. "For me,to jump in, drive it in the first practice and only be eight-hundredths off first, I thought that was pretty good.We worked at it, wentfrom there and obviously won the first race, won the second and came second in the last race on Sunday. I put that down to not being too familiar with the whole rolling start situation,the last time I'd done one was back in 1999 in go-karts. It was all a bit foreign. "Overall, I was pretty happy with the weekend. I was under strict instructions from Murph not to scratch it; to come away with two firsts, a second,the fastest lap in each race and the lap record, and to be seventh in the championship probably isn't a bad weekend." The new generation V8 racers were designed and built by the man behind V8 Supercars'Car of the Future program,Paul Ceprnich, but there are some key differences. Organisers ofthe SuperTourers Class elected to go for a control chassis that tips the scales at under 1300kg including driver after Holden or Ford bodywork is attached, while

THE BEST DEFENCE IS A GOOD OFFENCE (4

all cars are powered by a crate,seven-litre V8 producing about 575hp. "I hopped in it, drove it for the first time and thought'this reminds me of 2004 and 2005, when I was driving Porsches)"Coulthard says of the cars. "They have got very good front g^ip, I was pretty impressed with the amountpf grip available.You can get in, you can attack them, but you can also go too far and over-drive them,there's a fine line. "I'm looking forward to hopping back in one." The series itself looks to be kicking goals. A number of star drivers, headlined by Murphy, are part of the initial 16-car field, with more to join later in the series. It has also moved away from the NZ tradition of running in summer, with the seven rounds split in two. Four sprint events will be held between February and June,to be followed by three enduros between August and November.Importantly, there are no clashes with V8 Supercar rounds. Already,the new series is looking the goods. The cars are well turned out,the racing is competitive (there's overtaking)and big crowds were present for the first two rounds at Hampton Downs and Ruapuna. "We did a couple of corporate visits on the Sunday and the carpark out the back was pretty checkers,"Coulthard says of the turnout at Ruapuna. "I raced there a few years ago in Carrera Cup and Formula Ford, and from first impressions, it's going to be pretty big." -MITCHELL ADAM

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but collectively there last year, BJR struggled, so we out-performed how they went there last year. "It's all positive, it's all going in the right direction. I'm quite happy where I am; I've built up a pretty strong bond with my engineers and the people there already.' Some of that bond comes naturally. The bulk of the crew on Coulthard's entry also hail from the other side of the Tasman Sea. "The mechanics are all Kiwis, including Sam [Cosgrove] and Adam [Fisher], the Number 1 and Number 2. "I wouldn't say'Team Kiwi', but the bulk of us are Kiwis, so it's good. We have a laugh and a joke at times, but obviously there's a serious side, so when we mean business we get down to it." And there's a link to his past, in Wally Storey. Coulthard's first taste of V8 Supercars came with Tasman Motorsport in 2004, Storey's former team before Joining BJR. "It's good to rekindle all of those relationships," he says. "I was very, very green coming into V8 Supercars in those days, fresh out of Porsches. I've learnt a fair bit since then and it's Just nice to go into an organisation where you see some familiar faces." However, as a driver Joining a new team, Coulthard is working diligently on his own integration. He describes BJR's hometown of Albury as"a damn sight bigger"than he expected, and has been making regular trips up the Hume Highway to get to know the team and vice versa. "I go up there once a week on average, so I'm up there a fair bit. I'll go up there and stay and see the guys, through the debriefs and pre-briefs for each event and things like that," he says. "So I spend a fair bit of time up there, especially being so new to the team, I think it's important that I'm there as much as I can be. One of the reasons is, of course, that I need to learn everybody, get on top of it early and get everything right i.ei4 www.mnews.com.au

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n. IT'S NOT THE FLASHIEST OF PLACES,BUT THEY'RE RACERS.AND THAT'S WHAT I LIKE ABOUT IT SO FAR SO GOOD FOR COULTHARD AT BIR

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as soon as we can. But also it's good for the guys in the workshop, team morale, that they see their driver, that the driver's got an interest in not just turning up on a race weekend and driving the car. "I think it's important that even if it's just to hang out and have lunch or bounce some ideas off them.They all need to feel involved and part of the team, and I want to be part of the team." Part of that time in the workshop is getting used to the team's machinery. BJR start with shells from Walkinshaw Racing, but have moved away on their own development path in recent years. However, Coulthard can still feel the similarities between the car and his former factory Walkinshaw racers. "I think if I'd come from PCR to Brads, I probably would've encountered the same difficulties," he admits of the switch, and his initial switch to WR. "But I think because I'm two years on, down the track, obviously being at WP for the last two years, I've got my head around It a lot more. They are different, a little bit, in their own ways. I don't hop in it and go'this is massively different’. "I guess I've got a little bit more feel and this car allows me to drive it slightly more to how I would've in the past, than how I had to. I think if just suits my driving style slightly better." The 2011 season was one of contrasts for BJR. Bright won a pair of 34

races - Brad and Kim's first in V8 Supercars - and sat fourth in the points after the second of those, at Winton. But the second half of the season was a struggle for the team and, admittedly after missing three races through injury, Bright had fallen to 16th by Its conclusion. With the team now on the V8 Supercar winners list, Coulthard is confident that the ingredients are there. His use of the term 'racers', is hardly a surprise. "For me, any team that can win races in V8 Supercars is doing a bloody good job," he says. "Brighty, one of my team-mates, he's no idiot. Every team he's been with, he's won races with.The team themselves, they're pretty thorough and methodical, they go about their business. "It's not the flashiest or fanciest of places, but they're racers. And that's what I like about it." The first two years of Coulthard's move to Melbourne may not have gone to plan, but the early signs from his time with BJR are positive. "It's so far so good for 2012, and I expect it to get a whole heap better," he surmises. "I'm confident that we can make it better. Obviously the car itself is working fairly well as it is. I just need to put my little twist on it and make it a little bit more suited to me." motorsport news

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51 5

N a sport where time and timing is everything, Remain Grosjean is making up for lost time he can't get back. During 2009, he went from having the Formula 1 world at his feet to having been Shewed up and spat out by the sport. In 2012,though, he's back for a second chance. Born in Switzerland but competing on a French racing licence, Grosjean's junior career went along the same lines as most Formula 1 drivers. Fie ticked the required boxes; after winning the French Formula Renault 2.0 title in 2005, he added a Formula 3 Euroseries crown to his CV in 2007.The following year, he was picked up by Renault FI as a test driver and finished fourth in GP2 and won the GP2 Asian Series. In 2009, he was named as Renault's official third driver, behind full-timers Fernando Alonso and Nelson Piquet. Little did anyone know what lay ahead. Mid-year, Piquet was dumped amid a string of disappointing performances and Grosjean was promoted to race the final seven GPs, starting at Valencia. Tm looking forward to driving the R29 and helping the team get the best results possible," he said at the time.

It's also an honour to be Fernando's team mate and to make my Formula One debut alongside a double world champion is especially motivating." A fortnight later, the sport was rocked by the revelation the FIA was to investigate Alonso's 2008 victory in Singapore,and whether Renault had asked Piquet to crash - on a set lap at a nominated corner- to induce the Safety Car that would ultimately make Alonso's strategy a winning one. Eventually,they came clean and were found guilty of breaching Article 151c of the International Sporting Code.Team principal Flavio Briatore was handed a life ban,technical director Pat Symonds got five years and Renault itself a two-year suspended ban along with an unspecified financial penalty. And there was further financial pain as title sponsor ING left the team. With the team in disarray off-track and driving an uncompetitive car on it -Alonso finished the year ninth with Just one podium - Grosjean's opportunity could scarcely have come at a worse time. Fie couldn't match Alonso's pace, was involved in a number of incidents and could only manage a best finish of 13th, in Brazil. III

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At the end of the season,Grosjean was told his services wouldn't be required for 2010. At the age of 23, his Formula 1 career appeared over. In fact,two years on, he admitted weighing up retirement from the sport altogether,to focus on his work at a Geneva bank. "At one point at the start of 20101 thought about stopping everything,stopping racing," he told The National newspaper in Abu Dhabi last November. "It was difficult, but two weeks later my decision came back,and I said no,this is was what I really wanted to do. I watched the first Grand Prixoftheyear in 2010 and thought I need to get back and I always believed I could do it." So, he set about rebuilding his career. Five months after his last Renault outing at Abu Dhabi, he was back at the same circuit for the first meeting of his next phase, driving a Ford for Matech Competition in the FIA GT1 World Championship. With German Thomas Mutsch, he finished second in the qualifying race and won the main race. Grosjean would race with the team for the first half of the year, including the 24 Hours of Le Mans, before open-wheelers beckoned again. Initially, he was called up by his former GP2 team DAMS to

race in the newly-formed AutoGP series utilising the origteal A1GP equipment, winning the championship despite missing tife first two rounds. A month after his AutoGP debut, he was back in GP2,deputising for Jerome d'Ambrosio and later Ho-Pin Tung at DAMS,scoring a pair of podiums. At the same time, he was signed to join Gravity Sport Management,effectively Renault's young driver program.Things were moving in the right direction once again. ^ "It was a little bit of everything," he said, when asked if 2dl0 was strictly about getting back to Formula 1. "Opportunities came up.The goal was to get back to Formula 1 and I knew at the start of 2010 that I needed to race. I got lucky that Martin Matech,the boss of Matech,gave me a chance in the World GT1 Championship, which went very well. "Then AutoGP with DAMS and then Gravity with GP2 andTotal [Oil, longtime Grosjean supporter]... and everything went really well from that point." In 2011, he stuck with GP2 with DAMS and Gravity, becoming the first man to win both the Asian and primary championships in the same year. Grosjean also returned to the Renault fold - the team

no^ known as Lotus Renault GP - announced as one ofthe team's five reserve drivers. At the end of the year, he took part in two Friday practice sessions as 2012 driver options were assessed. Then,in December,Grosjean's second coming was complete, signed by the team as a fulltime racer for the 2012 season. "There's a big grin on my face at the prospect of getting behind the wheel of next year's car, and I feel very privileged to be given this opportunity," he said in the announcement. "I feel that my successful season in GP2 Series has helped me mature a lot, and lama much more complete driver than I was last time I was corgpeting in this sport." Second chances are rare in elite sport, particularly motorsport. Did Grosjean always really believe he'd get one? "Well ...(pause) I had the faith," he told MNews. "If you don't believe in your dream it doesn't happen. I'm proud that I believed in my dream. I'm proud that a few people believed in me as well and I'm proud to be here today and looking at the future." In a unique situation, he's back in the sport with - officially - the team that had dumped him just two years earlier. But times have changed,for the team and the now 26-year-old.

"I'm not an established driver yet and not a rookie either, because I did seven in my first time. Let's say this is my first real chance in Formula 1,"he says. "I think all of the 2009 experience has come with me in my rucksack. I'm looking forward to 2012,looking high and seeing what I can achieve this season. "It does feel very different [in the team]. I think the atmosphere today is very much better and we're all enjoying our time together, looking forward to the season." He also has a new team-mate,another former World Champion in the form of Kimi Raikkonen,fresh from two years attacking scenery in the World Rally Championship. "You have to beat 22 drivers on the grid to achieve your main goals. I'll try to do my best to do that," he said of the battle with Raikkonen. "He didn't need that much time to get back to the top as we could all see, I think after five laps in Jerez on Day 1 he was already on a good pace. It's good to have him on board,and 1 think if we can work together, it could be good for Lotus." The new era started well for Lotus, with Grosjean and Raikkonen right on the pace in the opening pre-season test

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Raikkonen topped the opening day and Grosjean set the fastest time of the 2012 machinery across the four days. "I am one of the happiest guys in the world right now. It's been a really good day for me,"Grosjean said after his first drive of Lotus' E20. While the team were forced to abandon the second of the three designated tests at Barcelona with a chassis issue, Grosjean’s outlook on the car remained positive.The tests also gave him an opportunity to get to know Pirelli's range of 2012 tyres, although he wasn't a complete newcomer to them, having taken part in some tyre testing for the Italian firm in 2010 before their return to the sport. "The more time you get in the car, the better it is. The baseline set-up was there from the beginning," he said. "The car was reacting well, which was a good point and we could play with it. "On the speed [of the cars], it's more or less the same [as 2009], then you have the Pirelli tyres, which are quite different, and they have their own philosophy you need to adapt to. I think it changed from last year a little bit, compared to last year." Of course, pre-season testing is a completely different game to a race weekend. Heading to Albert Park, there was - for the first time

in a couple of years - genuine uncertainty about how fie pecking, order would look when times started to matter. Red Bill, perhaps, looked less dominant and Lotus seemed the most likely midfield runner from 2011 (the end of it at least) to step up and challenge the top teams. And that's what ended up happening. Rain disrupted Friday practice, but in the first representative session of the weekend on Saturday, Grosjean set the secondfastest time, just 0.077s behind Lewis Hamilton's McLaren. A couple of hours later, he showed it was no fluke. Raikkonen made a meal of the first phase of qualifying and was sentenced to 18th on the grid, while Grosjean advanced with ease to the final segment It's not hard to want to see Grosjean do well. He's pe'rsbnable, likes a joke, is rarely seen without a smile and has bounced back well from what was a major career setback to return to Formula 1. Even among the normally impartial - and multi-natiorial - FI media centre, there was a cheer when Grosjean ended qualifying with the third fastest time. In the press conference, he wore a smile even Craig Lowndes could take a tip from. "Today, I'm very happy to be here, very proud as well to be here," he beamed to the world's press. "A few people believed in me at the toughest time and today I think they were with me in the car. I'm proud to be part of the Lotus

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t«m and the atmosphere and the experience can be very good afid I think. We have been working pretty well during the winter, trying to do our best. "As I said. I'm very happy to be with this team and I think they are working very hard for us and we are trying to make the best of everything we can. "It's not a dream; we did it. We can be proud of it and tomorrow we'JI keep working to improve ourselves, trying to get the best result as possible during the race and then in the next races as well.' But motorsport turns quickly. Less than 24 hours later, the weekend came to naught. After making a slow start and dropping to sixth, he copped a hit from Pastor Maldonado exiting Turn 13 on Lap 3, breaking his steering and ending his race.There was audible disappointment in the media centre. A week later, it was a similar story in Malaysia. He qualified seventh and started sixth after Raikkonen dropped five places from fifth following a gearbox change. But just three laps into the race, he ran into the back of Schumacher and then spun out of contention in heavy rain. After two races, he had nothing to show, while his veteran team mate had secured a seventh and a fifth. "We've proved we have the speed, and with a little bit more

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luck we have a real chance to be battling at the front of the pack," Grosjean surmised. Finally, in China, it clicked. Grosjean made it through to Q3 again and managed to score his maiden FI points with sixth. He described the race as a "great starting point". "For me the season has finally begun!" he said. "Racing is all about ups and downs; we've certainly had the down side already and hopefully that is behind us now. I think we can be very happy with what we did today and hopefully that form will continue in Bahrain and for the rest of the season." Race incidents like those in Melbourne and Malaysia marred Grosjean's 2009 stint with Renault. At the time, though, he wasn't starting races at the pointy end of the field and missing out on valuable points - especially early in the season. Last year, the team started the season strongly, grabbing a pair of podiums early, before fading as the development race heated up. That's something Lotus will be keen to avoid in 2012, and as they chase third in the constructor's title, Grosjean will need to make the most of whatever pace the E20 has as often as possible, as he did in China. And, even more importantly, Grosjean needs to do it for himself to make the most of his second chance.

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N THE RANDY BERNARD STEPPED DUT DF THE BULLRING AND INTD DNE DF THE TDUGHE5T JDB5 IN WDRLD IVIDTDR5PDRT IN 2D1D. AS THE NEW CHIEF DF INDYCAR. MARK GLENDENNING SPDKE TD HIM ABDUT THE NEW-LDDK SERIES. CHALLENGES AND PRDGRESS OR most of us,the natural reaction to having the alarm go off at five in the morning is to beat the thing into silence and then pull the covers back over our heads. When Randy Bernard started hitting the snooze button towards the end of last year, it was proof to the top man at IndyCar that something was wrong. Not that he needed to be told. Even if he ignored his phone and emails, it was impossibie to open a newspaper and not come across a story about the catastrophic season-finaie at Las Vegas; an event that should have been about Dan Wheldon returning to the cockpit to compete for a one-off $5 miiiion prize, and instead ended with the indy 500 champion being flung into a fencepost and kiiled. Unfairiy, there were some who heid the series in generai, and Bernard in particuiar, responsibie for the disaster. That alone would have caused a few 42

sleepless nights, even for someone who claims to not sleep well at the best of times. But on top of that, the series was also in the midst of trying to introduce a completely new car and two new engine manufacturers joining Honda,and carrying out a complete overhaul of its back-end staff including the replacement of controversial race director Brian Barnhardt. In person, Bernard gives the impression of having enough in the tank to outlast the Energizer Bunny, but he admits that towards the end of 2011 his limits were being tested. "I hit the low point in December,"he tells Motorsport News. "I'm a workout fiend, I love working out, and I work out at five in the morning. And between October and December, I didn't work out. I Just didn't want to get out of bed. I used to not be able to wait to get out of bed to work out at five o'clock, and I Just lost that spring in my step. And I don't think it came back until around the new year. motorsport news

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"I don't think it was feeling sorry for myself; I would never ^ink I would be like that. But it wasjust afunk. We had so many things going on. I still had to make so many huge decisions. We were working with Brazil on trying to do that deal, I laid off 15 percent of the staff, I hired a new chief operating officer, I hired a new race director, I hired a new technical director, we had the new car,three new engined... we had so many issues going on at thejtime. Between January and today [mid-April], I've been home three times." f What might come across as self-pity on paper is delivered with a shrug and a slightly disbelieving grin. Bernard might be a relatively unfamiliar figure to racing fans in Australia, but if you start by imagining someone who is the least like Bernie Ecclestone that you can,then you're not off to a bad start. He's taller for one thing, standing a bit over six feet, and about half Bernie's age. But he's also every bit as open and honest as Bernie is watchful and guarded. When he first arrived in the IndyCar paddock in 2010,fresh from having headed up the Professional Bull Riding series but with little direct knowledge of motorsport, Bernard's willingness to listen to virtually anybody was quickly identified as a quality that some who had an agenda sought to exploit. He says that learning how to ride that out made him better-placed to back his own decisions going into the watershed 2012 season. "In the first few months I would talk to anybody and everybody,and listen to them all," he says. "You know...the cream rises to the top. You start working out the folks that you can trust, and the folks that have hidden agendas. Once you start seeing hidden agendas,their advice isn't as important to me as the people who are really passionate,

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love the sport, and want to see it move in the right direction. And there is a ton of people like that in this industry. Now, when I do make decisions like changing our staff. I'm giving them 100 percent support." So far, it's paying off. Lazy Journalism tends to gravitate towards the negative in the quest for easy headlines, which in part explains why the opening races of the season have been accompanied by so many tales of engine problems and Danica Patrick's absence. But less has been written about the fact that the new DW12 chassis has been largely well-received, even if the teams find working with a car that still holds so many secrets disconcerting after years spent honing the same piece of kit. The operational overhaul has also been an early success, particularly on the Handy Randy:IndyCar chiefRandy Bernard has embraced the task ofrestoring IndyCar to something approaching its former pre CART-IRL split popularity, left. motorsport lew:

I love Australia, and rd ia^e ta take a race dawn there. I think e wauid be ane af my first chaicei - that, nr Perth technical and Judicial front. Vice president of technology Will Phillips has been widely praised for his work in steering the DW12 project into race-readiness while simultaneously Juggling the interests of three engine manufacturers and developing the aero regulations for 2013, when the rules will be opened to allow alternative bodykits to the current standard Dallara parts. New race director Beaux Barfield, who moved across from the ALMS, has also been well-received. There could be a case for arguing that it would have been difficult for him not to be, given that his predecessor Barnhardt became the pantomime villain of the paddock last year due to his abrasive

manner and decisions such as the wet resta rt at New Hampshire, which resulted in a pileup. (And prompted a memorable twin-digit salute to race control from an incensed Will Power). But it would be a mistake to think that Barfield is succeeding simply by not being Barnhardt - his presence has already been felt through rule changes such as the reopening of pitlane during non-emergenc y full-course cautions, which both reduced congestion in the pits and cut down the amount of time spent under yellows. As well as trying to secure the confidence of the fans and the paddock, Bernard is on an ongoing quest for credibility. Not so much for himself - under his stewardship.

Professional Bull Riding morphed from a $20,000 startup funded by 20 guys chipping in $1000 each, to an entity so large he was able to sell a 65 per cent stake for $100 million, prompting Bernard to Joke that "there's at least 20 guys who like me", and Time magazine to include him on its list of the world's best sports administrators. Instead, the credibility drive centres around the series itself. IndyCar emerged victorious from the long and bloody war with Champ Car, but the win came at a high cost. Bernard estimates that the split cost IndyCar between 15 and 20 million fans during the mid-90s. The Job now is to try to get some of them back.

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Guarded comment:Controversialsemienclosed bodywork on the new indyCar is one ofthe factors Bernard hopes will differentiate IndyCars from other series, top. Chatting with reigning champ Dario Franchitti and arch rival Will Power,left. Bernard has been aggressive in his efforts to recapture some of the oid fan base - or find a new one - but critics would suggest that some of his methods have verged upon gimmickry.The $5 million bonus for Las Vegas was the most obvious exampie, but there were others, such as the spiit-race format at Texas last year, with the race two grid being determined by iottery. The 2012 season is shaping up to be more conventionai, but Bernard says that was not by design. "That was more the way it worked out," he says."You might cali them gimmicks, but the $5 miliion, I wouldn't.[There's a pause, and a long sigh]."The $5 miiiion ... the whoie reason for that was to drive III

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MAZING as it sounds, you do very quickly get used to the look of the DW12. Its aggressive styling has its fair share of both admirers and detractors (although you have to admit that it still looks better than the walrus-nosed Williams FW26), and there is no denying that it had its teething problems during the northern winter. Further complicating things was the arrival of three new powerplants. Chevrolet and Lotus are new to the series, but the specification of engine this year is so different that incumbent supplier Fionda has no advantage. The car has come a long way over the last few months,though. At time of writing the DW12 was only three races old and teams are still learning their way around it, but drivers have already praised its speed, performance and strength. "The car's great,"says Dreyer & Reinbold's Oriol Servia."lt's a lot offun to drive in the race - you can have a bit of contact, and nothing bends." The DW12 will run in three different configurations this year - the street/ road course version that has been used in the opening races, a strippeddown oval version, and an ultra trimmed-out superspeedway specification that will be reserved for Indianapolis and Fontana. Next year, the rules will be opened up to allow teams to use alternative bodykits to the current standard Dallara-issued aero package, paving the way for huge visual differences between the cars.

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NASCAR audiences over here. I was hoping that we could get some different types of motorsport professionais in our sport, like Travis Pastrana or Kasey Kahne. When that feli apart, Dan reaiiy wanted to do it." Las Vegas wiii inevitably be labeled a disaster for what happened to Wheidon, but what has been iost among the faii-out was how easiiy the outcome couid have been different. X-Games star Pastrana was ciose to a deai to do the race before breaking his ankle when a motorbike stunt when awry. Getting a guy with huge crossover potentiai and 360,000 Twitter foliowers - that's 60,000 more than Mark Webber has, and roughiy tripie Chinese GP winner Nico Rosberg's foliowing - wouid have been a coup, "it's amazing how everything can be going so well and then ... [clicks fingers]. That fast, your life is turned upside-down," Bernard says. "There is no explanation for it. It's just part of life. Everyone is going to face serious challenges in life, and anybody can live a life on the easy side. You have to dig deep when those challenges come up, and you really learn your character in those times." Bernard is proud of the progress that IndyCar has made over the past two years, but he remains acutely aware of how much work lies ahead. "With PBR, I was 28 years of age nil and I thought I knew everything," he motorsport nr

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NE of Randy Bernard's favourite buzzwords is'storylines', and for a long time, he had a ready-made one in Danica Patrick. American as apple pie, well-spoken,and willing to throw on a bikini,the instant Sports Illustrated picked up the phone,she was an immediate fan favourite, and a guaranteed headline machine. In publicity terms,there's no doubt that her defection to the NASCAR Nationwide series was a loss to IndyCar - but perhaps not to the extent that many predicted. Her replacement in the GoDaddy-backed Andretti car. James Hinchcliffe, might be a harder sell in a bathing suit, but if anything, he's more mediagenic. At the season-opener at St Petersburg,the self-appointed Mayor of virtual city'Hinchtown'responded to the constant questions about replacing Patrick by donning a long, dark wig. He's also(whisper it) quicker than Patrick, having already taken the GoDaddy car to positions on the timesheets that it has long been unaccustomed to being on street and road courses.

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We learned a lot of things the hard way, and I wanted to prove to myself that I can do it again, and I saw so much potential in IndyCar. I felt that I had a very good strategy that could build a sport, and we're right on track. We've had fantastic growth in our first two years, and we're right where we thought we'd be in terms of our financial standpoint and our attendance. 'OurTV ratings... yeah,of course I'd like our ratings to be better. But when you have a 28 percent increase in a year, that's pretty substantial.This year we projected that we wanted a 15 percent increase and we're down 20-something percent in the first two races,so I'm scared to death.That's not how you want to start your season. We'll fight. We'll figure out how to make it better.That's what we have to do.' It's only 15 minutes before the cars roll onto the grid in preparation to race around the streets of Long Beach and time to wrap the chat up, but Bernard, unprompted, has been struck by a thought. You said this is for an Australian magazine?" he asks."I love Australia, and we put on several [PBR]events every year in Australia. I love it there, and I'd love to take a race down there.

It also helps that Just as Patrick left, IndyCar landed another walking headline in the form of 19-year Formula 1 veteran Rubens Barrichello, who was coaxed into a career in the US by long-time friend and now KV Racing team-mate Tony Kanaan.That Rubens has had to work so hard to crack the Top 10 in the opening races probably had something to do with the KV squad still getting the car figured out, but it also stands as testament to how good the series'top tier of drivers is. In fact, even IndyCar's'girl racer'credentials have survived Patrick's departure intact. Female drivers are by no means unusual in the series - there are two racing full-time this year, with Ana Beatriz bumping the count to three at Sao Paolo and Indianapolis. But the one to watch is Swiss driver Simona de Silvestro. Her unfailingly polite demeanour outside the car gives way to some serious cojones when she puts on her helmet - she qualified for Indy last year with second-degree burns to her hand. Her talent is masked to an extent by the limited resources of the small Lotus HVM team, yet last year one leading driver actually used de Silvestro to illustrate some of Patrick's shortcomings 'As stupid as it sounds, Danica drives the car... like a girl," he said. 'You can tell when you're following her that she doesn't have the strength to really throw it into the corners.(ED: IndyCars do not have power steering). But when you follow Simona, you can tell by the way the car is moving around that it is being driven properly.' *-OYOTA IPWr

[But] I'm not sure if Surfers is the right place. Maybe Brisbane. Somewhere up in Queensland. I think Brisbane would be one of my first choices - that, or Perth. I like two things about Perth - one, there is interest. and two, it would be so easy to come from China. I'm having conversations with a couple of promoters, but it hasn't gone beyond that level.' And with that, he takes his leave. A couple of hours later. Power records a ridiculously agalnst-the-odds win from 12th on the grid. IndyCar's stock raises imperceptibly higher in the eyes of the motorsport world. And at five o'clock the next morning, Bernard is out of bed, working out, and plotting the next step in his masterplan to restore IndyCar to its former glory. motorsport lev

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THE NEW(OLD)KIDS ON THE BLOCK THE FACE OF THE DTM WILL CMMiGE AGAIi lU 2012, WITH BH/iW RETORiSNG TO THE SERIES TO JOIN AUDI AND MERCEDES.ANDREW VAN LEWEN TAKES A LOOK AT HOW THEIR PROGRAM IS SHAPING UP AND THE SEASON 4HEAD

HE term'third manufacturer'has been revived in Austraiian motor racing. Not that it ever really \A/ent away V8 Supercar head honchos have been talking about more makes coming in to the series for several years - but now it's a reality. Nissan is coming,and the game is going to change. In that respect, the DTM in Germany is essentially a year ahead of V8 Supercars. While in Australia there is another season to wait for the Nissan Altima, the DTM (Deutsche Tourenwagen Masters in German, which doesn't need a whole lot of translation) will

become a three-make series this year. Instead of Nissan joining Holden and Ford, it's BMW joining Audi and Mercedes in Germany.There are some significant differences between the return of Nissan in Australia and the return of BMW in Germany. For starters, there are no cultural sensitivities with BMW coming into the DTM. Like Mercedes and Audi, BMW is a German company, which means the series will still be completely German. In Australia, it's a Japanese make joining two Aussie-built cars, and there have been times when the Australian fans have been, well, not very

accommodating to something different. The other major difference is that since the inception of V8 Supercars, it's been Ford Falcons and Holden Commodores.That's it. In Germany,the modern day DTM (established in 2000) has already seen Opel come and go as a third manufacturer, and the series has had a variety of models. From Mercedes there has been the CLK,the C-Class, and now the C-Coupe. Audi has had the (unsuccessful) TT,the A4 and now the AS. And during Opel's rather short-lived DTM program,the GM-owned company entered both Astras and Vectras. In other words,the DTM is already

used to some variety. Given that Germany is a Formula 1-obsessed nation, resigning Touring Car racing to the back seat, the return of BMW doesn't carry quite the same weight as the Nissan announcement in Australia. But it is still a significant development, particularly given how directly involved the manufacturers are in the DTM.There's also the fact that BMW has essentially shunned Formula 1 and focussed its motorsport resources on the DTM,something that some might see as a strange IIDI way of moving forward. But, like

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Aston Martin deciding to give prototypes away and go back to GT racing, doing what you do best, at a fraction of the price, is sometimes more important than being at the pinnacle of a particular discipline. "Following the withdrawal from Formula 1, the realignment of our motorsport programme is raising our presence in production car racing to a whole new level,"said BMW AG board member Dr Klaus III

Draeger way back in 2010. "BMW sports and Touring Cars have achieved success right around the world, and have significantly influenced the brand's sporting profile right from the word go. For that reason, we see it as a consistent step to return to our roots after bidding farewell to Formula 1, and to expand our commitment to this discipline." That BMW is not returning to the DTM to simply make up the numbers has been demonstrated by the driver signings it has made for this new venture. Moving Augusto Farfus and Andy Priaulx across from the World Touring Car Championship and Joey Hand across the GT racing were ail no-brainers, but it was the established DTM stars that BMW targeted that really turned heads. Reigning Champion Martin Tomczyk was lured over from Audi, while one of his closest rivals from 2011, Bruno Spengler, jumped ship from Mercedes. These were significant signings not only because of the quality of the individual drivers, but because of the message it sent to Mercedes and Audi. 5^

Despite being fairly young in theTouring Car context, [Tomczyk] is one of the most experienced DTM drivers around,"said Jens Marquardt, BMW's motorsport director. "He's consistently fast, of impeccable character and an out-and-out winner. In 2011, he was the first driver ever to win the DTM championship in an older-spec car. We will do everything we can to consolidate this success with him in the future. Our target is to become competitive as quickly as possible, and from that point of view we see Martin as an extremely important asset." There is little doubt that having Tomczyk on the team will accelerate BMW's development. At just 30 years of age, Tomczyk is now entering his 12th season of DTM racing, making him both ruthlessly fast and highly experienced. "After 11 years with another manufacturer, and having won the championship, I was looking for a new challenge,"explained Tomczyk not long after his signing. "I [have] found this at BMW. It is something new, and I can also contribute a lot of ideas and experience. And my ideas are implemented constructively. "It is just nice to be part of this project and to be involved as BMW returns to the DTM after such a long time. "Not only must BMW build a new car, but it is practically a newcomer to the DTM again after 20 years away from the series. This means that it must use the know-how it brings with it, from Touring Car racing and Formula 1, for example, and adapt it for the

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DTM.That certainly won't be easy - the DTM has already shown that everything must always be spot on in order to produce top performances. It [is] a real challenge to make the car quick while also preparing the teams and BMW's motorsport department for the DTM." Having battled against each other for the 2011 DTM crown, both Tomczyk and Spengler agree that having to now work so closely together is a slightly off situation. "It was rather weird at first,"admitted Tomczyk after their first joint test. "You soon get used to the situation, however. We are now both driving for the same manufacturer. Bruno is my team-mate and we both have the same goal. And to reach that goal, one of the most important things is to have a competitive and wellstructured team." "If someone had told me at the start of last season that Martin and I would be driving for the same brand, I would scarcely have believed them,"added Spengler. "I really wouldn't have expected that back then. However, I am pleased we are both driving for BMW now. We have known each other for years. I've been around since 2005, and Martin has been racing in the series for even longer. I was still driving Formula 3 when Martin was already a DTM driver. He has a wealth of experience and it is good to have him on our side. It does not make a huge difference to me, however. We will all be working together to push the team forward." motorsport news

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up to speed is the regulation changes in the DTM for 2012. Not dissimilar to the change that is

coming to V8 Supercars in 2013, the 2012spec DTM is a whole new thing, which was likely a major factor in BMW's decision to wait until this season to join in. Safety has formed a big part of the 'new generation'DTM regulations.The safety zones around the carbon fibre monocoque are bigger and stronger than ever, and the seat is now integrated into the monocoque, similar to an open-wheeler. Cost reduction has been another focus (sound familiar, V8 Supercar fans?), with control parts now required for 'non-performance areas'.These parts form around five percent of the car, allowing the individual brands freedom to still find their own demon tweaks in areas such as aero. www.mnews.com.au

chassis and engine development. The new regulations will give BMW a chance to come in to the series on a level playing field, and despite the Beemer being the slowest of the three cars at the recent Hockenheim test, its rivals are still a little worried. "BMW has been very intensively preparing for the DTM for more than a year," Audi Sport boss Wolfgang Ullrich told AUTOSPORT during the test. "And, just like Audi and Mercedes, [it has] developed a new car according to new regulations which are the same for everyone. In view of theTouring Car know-how that BMW has gathered in many years of work in the field [in championships such as the WTCC], we're expecting to meet with a very strong rival - and that's exactly our assessment of BMW right from the first race weekend on."

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2012 DTM FORMGUIDE MERCEDES

DRIVERS

Jamie Green Ralf Schumacher n Gary Paffet Christian Vietoris David Coulthard Robert Wickens Robert Mehri Susie Wolff

(ENG-HWTeam) (DE-HWATeam) (ENG-HWA Team) (DE-HWATeam) (SCO - Miicke Motorsport) (CAN - Mucke Motorsport) (ESP - Persson Motorsport) (ENG - Persson Motorsport)

Trbfeo Motorsport offer these two Identical current look Corvette 2009 C6 GT cars that were built as a ground up project for. the Asian GT3 series, Built in Honk Kong as a project of 5 cars these two vehicles were purchased by Trofeo last year and are now surplus to our requirements,the cars have had little use in testing only. Please note that they are not Homologated FIA GTS cars, they are Built from the C6 Steel chassis platform with Z06 bodywork,the cars feature the following:

Fully integrated steel cage. 7 Litre race Engines with custom wiring loom and programmable GM ECU. Tremac gearbox modified for competition and STD LSD. AP 6 pot fronts with 380mm rotors and AP 4 Pot rears and Tilton pedal box. Engine, gearbox and diff oil coolers. Z06 carbon bodywork. Onboard air jacks. Recaro race seat, carbon door panels, data logger and fire bomb. 18 inch 5 stud wheels with 2 spare sets per car. Slicks and wets fitted. Adjustable suspension with JRZ 3 way shocks.

Price is SI08,000 Each. LocatedI in Melbourne Please contact Roti Wilson 0417511911

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MCLAREN Eormula 1 test driver Garry Paffet, pictured, signalled his intentions for 2012 at the recent all-in test at Hockenheim, going fastest on the first day for HWA. Susie Wolff is another Mercedes driver now with links to El, having recently been signed to Williams as a development driver. Eormula Renault 3.5 Champ Robert Wickens and E3 Euro Series Champ Robert Mehri are exciting new signings, while Christian Vietoris has been promoted to the'factory'team.

2 YEAR

AUDI DRIVERS

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Mattias Ekstrom Timo Scheider Mike Rockenfeller

(SWE - Abt Sportsline) (DE-AbtSportsline) (DE - Phoenix Racing) Miguel Molina (ESP - Phoenix Racing) Rahel Erey (CH - Audi Sport Team Abt) Adrien Tambay (ERA - Audi Sport Team Abt) Edoardo Mortara (ITA - Team Rosberg) Eilipe Albuquerque (POR - Team Rosberg)

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LAMS APPROVED Martin Tomezyk Joey Hand Bruno Spengler Dirk Werner Andy Priaulx Augusto Farfus

(DE-BMWTeamRMG) (USA-BMWTeam RMG) (CAN - BMW Team Schnitzer) (DE - BMW Team Schnitzer) (ENG - BMW Team RBM) (BRA - BMW Team RBM)

CROWNE PLAZA

INT'RODUC ♦i

I HIS is one heck of an exciting line-up. Martin Tomzcyk and Bruno Spengler are the big names, having finished first and third respectively last season. Joey Hand and Andy Priaulx both have a profile in Australia thanks to their exploits in V8 Supercars on the Gold Coast, while Augusto Earfus (another GC600 starter) is always fast. If the car is up to scratch, there are plenty of drivers capable of getting the job done here. 56

WAKKANIT

MATTIAS Ekstrom was second in the DTM last year, and with Martin Tomezyk gone he should be top dog at Audi. Of course, it may well not play out like that, particularly with Eilipe Albuquerque already looking quick in testing. Auto GP driver Adrien Tambay, pictured, is a new face, the Frenchman replacing Briton Oliver Jarvis, who has been shifted over to Audi's LMPl program.

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MOTORCYCLES & ACCESSOR5ES

2012 DTM FORMGUIDE MERCEDES

DRIVERS

Jamie Green Ralf Schumacher n Gary Paffet Christian Vietoris David Coulthard Robert Wickens Robert Mehri Susie Wolff

(ENG-HWTeam) (DE-HWATeam) (ENG-HWA Team) (DE-HWATeam) (SCO - Miicke Motorsport) (CAN - Mucke Motorsport) (ESP - Persson Motorsport) (ENG - Persson Motorsport)

Price is SI08,000 Each. LocatedI in Melbourne Please contact Roti Wilson 0417511911

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2 YEAR

AUDI DRIVERS

s iff

Mattias Ekstrom Timo Scheider Mike Rockenfeller

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LAMS APPROVED Martin Tomezyk Joey Hand Bruno Spengler Dirk Werner Andy Priaulx Augusto Farfus

(DE-BMWTeamRMG) (USA-BMWTeam RMG) (CAN - BMW Team Schnitzer) (DE - BMW Team Schnitzer) (ENG - BMW Team RBM) (BRA - BMW Team RBM)

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INT'RODUC ♦i

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MOTORCYCLES & ACCESSOR5ES

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GIANNI MORBIDELLI HAS RACED IN A WIDE RANGE OF CATEGORIES DURING HIS CAREER,INCLUDING FORMULA 1, BUT HE’S NOW FOUND A HOME IN THE INTERNATIONAL SUPERSTARS SERIES, ANDREW VAN LEEUWEN SAT DOWN WITH THE ITALIAN

T was a Sunday morning in Italy, and as I sat down for breakfast at a hotel near Monza a friendly face appeared from behind the coffee machine. It was Gianni Morbidelli,coming over to say good morning."Ciao Andrew,"he shouted across the room, his perfect Italian accent emerging through a beaming smile. I was somewhat surprised that he was smiling. We were in Monza for the opening round of the 2012 International Superstars Series, and Morbidelli had qualified dead last the day before, his brand new Audi RS5 crippled with electrical problems. Most racing drivers would have been livid, but Morbidelli calmly explained the issues he had experienced,shrugged his shoulders and told me he was really looking forward to the races. That little anecdote sums up Gianni Morbidelli perfectly. In short, he's not a man who cries over spilled milk. Whether it be qualifying last because of an electrical problem, or looking back on a Formula 1 career littered with missed opportunities and unfulfilled potential, Morbidelli refuses to complain. Morbidelli never really had a chance to settle in Formula 1. Flis career started perfectly for an Italian, the Pesaro-born driver competing in the first two Grands Prix of 1990 with Scuderia Italia as a stand-in for Emanuele Pirro, before he settled in to a test driver role at Ferrari. With his name of the Ferrari books,things were looking promising,and Morbidelli was back in a race seat before the end of the season, taking part in last two races for Minardi. But after that, it never really happened. Morbidelli stayed at Minardi until the end of the '92 season,although during this period he did have his one chance to race a Ferrari. Morbidelli scored half a point in the rainaffected Australian Grand Prix at the end of 1991,acting.as a replacement for Alain

Prost, who had been sacked. It should have been the start of many races at Ferrari, but it never worked out that way. By the start of the 1993 season, Morbidelli was on the sidelines,forced to retreat to the Italian Touring Car Championship. Fiis next FI chance came in '94, where he completed the full season with Arrows.The FA15 was surprisingly fast, but horrifically unreliable, Morbidelli retiring from 12 of the 16 Grands Prix. In the four he finished, three were Top 10s,two were points-paying, and the other was 11th. Fie stayed with Arrows in 1995, and while he didn't compete in all of the races, he did take a career-best third in Adelaide. After spending 1996 testing with Jordan, Morbidelli had one last crack at Formula 1, replacing Nicola Larini at Sauber mid-way through the 1997 season. Fie failed to score a point and never raced in Formula 1 again. With his FI career over, Morbidelli looked to Touring Cars as a way of reviving his career. Like in FI, he bounced around from team-to-team and championshipto-championship for several years, before finally settling in to what was then known as the Italian Superstars Series. It's here that Morbidelli has had the most success, winning three titles between 2007 and 2009(as well as winning the 2008-09 title in the short-lived Speedcar Series in the Middle East). Nowadays, Morbidelli is a man content with his career. Would he liked to have done more races with Ferrari? Maybe won a few Grands Prix? Of course. But with a three-year Audi contract in his pocket and a plum Superstars drive, he's not about to complain. In Monza,a few hours after our chance breakfast meeting, Morbidelli opened up about his turbulent past, comfortable present, and his on-going desire to do some more V8 Supercar racing in Australia. IJI

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with the Superstars Series. You've been involved in this for quite a number of years now; how have you seen it change in that time? GIANNI MORBIDELLI: Well, the category has improved a lot. If you compare it to when started in 2007,the drivers, the teams... the level is very high,to be honest.The quality of the championship has really improved. I must say that the organisers have done a great job.You have to consider that this is not the best period of time for motorsport - we are in a crisis, particularly here in Italy - but the organisers of Superstars have accepted this and kept it improving. The quality of the drivers is now very high, and the competition is great. It's nice for us as drivers to be involved in. You've been involved in Touring Car racing here in Italy for a long,long time now. How does its current configuration compare to. say,the early 1990s? would say that the level is similar to the days when motorsport was very healthy. You have to remember that 10 or 15 years ago,there was more money,and the manufacturers were spending more money. So it's difficult to compare, because the teams don't have the same manufacturer involvement.The manufacturers used to be involved directly, there were official teams,so there was a lot of money to spend. The category that we have now Is much 60

though it is cheaper,the ievel is very high because the people have the opportunity to be here and race.This is great for drivers like me,or [Tonio] Liuzzi, or[Mika] Salo. We've already had our experience in Formula 1, and now we can carry on with our careers. It's fun racing here. I really like it. We have fun, but it's a competition as well. We all want to compete and win. I don't want to play golf, want to drive cars! What are the cars like to drive? The cars are... quite heavy, because they are a Touring Car. But they do have a lot of horsepower. It's not far from an Australian V8 Supercar, but the Australian car is very strange. They are very difficult to drive, because the transmission and the differential are very different.They require a very different driving style. The cars here [in Italy] are much more normal, much more like the Touring Cars that I drove in the past. But they are still not easy. When you want to push you have to really concentrate on looking after the tyres and brakes, because these are heavy cars. Speaking of V8 Supercars, you and I spoke about you wanting to race in Australia about three years ago, which was an exclusive cover story for MN at the time. Thanks to the Gold Coast 600 concept, you finally got the chance. How have you found

wouid still like to do some more racing in Australia. I was quite impressed when I first came to Australia, because the level is just so high. And the cars are so challenging to drive, so you really have to have some experience. It's totally different to any other car I have ever driven, especially braking and turning. I must admit I had some difficulties, but you have to expect that.The other drivers are driving these cars throughout the season. whereas we only do it once a year... and we only have one day of testing before. It's not easy. I had some difficulties, but I wasn't the only one. Will you be back for more Gold Coast appearances? hope so. I am in contact with Dean Fiore again, and now he's moved to a bigger team we would have a chance of being more competitive. If he invites me again, why not? I'd be there for sure.(ED: Morbidelli has since been confirmed as Fiore's partner for the 2012 Gold Coast 600.) Let's talk Formula 1. How do you feel when you reflect on your Formula 1 career? I think I had a fantastic experience. raced in 67 Grands Prix, and yeah I made some mistakes along the way,and when I think back I would now do some things slightly differently. But to be honest, you cannot cry about the motorsport

it was great - the best time I had in Formula 1. We didn't get what we wanted out of that season, because the reliability of that car wasn t very good. We had many problems with the gearbox. But we were SO fast, and that team had no money. I think that was my best period in Formula 1. If you look at your Formula 1 career, you did a few races here,and then a few races there. If you'd had more chances to complete full seasons with teams, would you have perhaps got more out of your time in FI? Probably, but who knows? Sometimes you make the wrong choice. You think that horse is the horse that's going to win, and then you realise you picked the wrong one. It's a gamble, and you need some luck. I worked with Ferrari, but I never really had a chance to do a full season with them. When I was at Ferrari, it was a time when Formula 1 teams were focussed on drivers with experience. Now,it's changed completely! I always say as a joke that I was young in Formula 1 in the wrong period. Now, I'm old and they want young drivers! It's great that Formula 1 now trusts young drivers. I really like that. But when I was young, it was hard. How could you possibly replace someone like Senna, or Frost, or Mansell, or Patrese. It was an incredible period in Formula 1, and it was hard to take a seat from guys like that. WWW

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SHANNONS NATIONALS Kerry Bailey's long-awaited Aston Martin made a winning debut, taking out all three races in the opening round of the Kerrick Sports Sedan Series at Mallala. Bailey led home Des Wall in all three races, while reigning champion Tony Ricciardello's year started with a Friday fire in his Alfa. He jumped aboard Bob McLoughlin's Commodore and finished third in the first two races before failing to finish the final. After taking hfs maiden Porsche Staff Solutions International GTS Cup Challenge victory in Race 1, John Modystach went on to take a clean sweep, with Kane Rose second for the weekend. Local Chris Smerdon took out two of the three Kumho V8 Touring Car race wins to secure the round honours after Race 1 victor Mark Shepherd encountered engine problems. Simon Tabinor won the Saloon Car round, with Adam Beechey and Reece Murphy doing the same in Commodore Cup and the Swift

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FORMULA FORD

James Winslow has moved to eight wins from nine starts in the 2012 Formula 3 Australian Drivers Championship to hold a commanding iead after three rounds. Winslow won all three races at Symmons Plains and two of the three in F3's Mount Panorama debut ahead of Chris Gilmour

The list of new winners in the 2012 Australian Formula Ford

and Nick Foster. Gilmour, though, left with the honour of a new outright lap record for the circuit, a 2m04.6187. Jordan Skinner led home Winslow in the other Bathurst race to

breakthrough win in the final. Jacobson, above leading Davies, was fourth but had done enough to win the round from Davies, and take the lead of the championship, ahead of Mathew Hart and Jack LeBrocq.

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Two-Wheel-Drive points respectively within the Bosch Australian Rally Championship. After topping their respective fields in the season opener at Calder Park in March, Wilde and Evans continued on their winning ways in Western Australia's Quit Forest Rally. In an Evo X Lancer, Wilde became the first local to win the event in 20 years, leading home Michael Boaden. Evans continued Honda's impressive start with the G2 Jazz, with Jack Monkhouse second in the 2WD field in a Nissan Silvia.

BATHURST MOTOR FEST

DRAG RACING

Kyle Clews didn't win a race at Mount Panorama, but three secondplace finishes and a third was enough for the 2010 Champion to win the second round of the Aussie Racing Cars Super Series. Reigning Champion Adrian Cottrell won two races, with Peter Carr and Darren Chamberlain grabbing the others at the Bathurst Motor Festival. Porsche driver Neale Muston dominated the Production Sports

With a historic all-five-second Top Doorslammer field for the first time, John Zappia continued his mid-season charge with a win over Ben Bray in the ANDRA Pro Series at Sydney Dragway. Zappia also reset the national record to 5.801 s as he asserted the form that has already made him a four times champion. In Pro Stock, ShaneTuckertookan emotional win over Jason Grima. The first 1000 feet race in Australia and the first

Car proceedings, winning the feature ahead of Tim Mackie and Scott Bargwanna in a Lotus, and the Daytona Coupe of Andrew Miedecke and Jamie Augustine. Paul Butler and Rod Dawson won the opening HQ race but could only manage sixth in the second as a Safety Car altered strategies, with Rod Raatjes claiming victory. GregToepfer won the first two Group N Historic Touring Car races, but he couldn't finish the final, won by local Michael Anderson.

Championship continues to grow. In Round 2 at Symmons Plains, Garry Jacobson claimed his maiden pole position, and his Race 1 win was his first at national level. He made it two in Race 2, before Shae Davies scored his

motorsport news

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Tom Wilde and Eli Evans continue to lead the Four and

He now leads the standings by a single point over opening round winner Kris Walton, who split the remaining race wins with Ryal Harris. Walton ended the weekend tied on points for second with Cameron McConville, but the former V8 Supercar driver claimed the position on a countback after finishing his consistent weekend with third in Race 4 behind Pretty and David Sieders.

Racing Series respectively.

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AUSTRALIAN RALLY CHAMPIONSHIP

Nathan Pretty scored his first round victory at Symmons Plains to move into the lead of the Auto One V8 Lite Racing Series. In the second round of his second year in the series, Pretty was second in Race 1 and fifth in Race 2, before taking his Holden to victory in the third and fourth races of the weekend at the Launceston circuit.

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championship event in Adelaide in over 10 years made the Pro Series 1000 an event to remember. Darren Morgan, below, won in Top Fuel and took over the championship lead from Damien Harris, defeating Phil Lamattina in a final. Other winners included John Cannuli in Top Alcohol, Chris Matheson in Top Bike and Locky Ireland in Pro Stock Motorcycle.

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and Nick Foster. Gilmour, though, left with the honour of a new outright lap record for the circuit, a 2m04.6187. Jordan Skinner led home Winslow in the other Bathurst race to

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DRAG RACING

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IN THE SPACE OF FOUR MONTHS, CHRiS OILMOUR HAS TICKED OFF A MAJOR OREER MILESTONE, AND SET A RECORP FOR HIS RJPALS TO CHASE IN THE FORMULA 3 AUSTRALIAN DRIVER CHAMPIONSHIP. MITCHELL. ADAM SPOKE TO THE QUEENSLANDER ABOUT HIS MAIDEN TTTLE, FAMILY LAP RECORD

N 2004,Chris Gilmour could well have won the Australian Formula 3 Championship in his first full year. Running as a privateer, Gilmour emerged as a contender to Team BRM's Karl Reindler, winning four races in a row at one stage. Reindler then fought back to win four straight himself, but it was Gilmour who headed to the final round on the Gold Coast with a nine-point championship lead. That,though,quickly came to nought. At Turn 1 of the opening race, Gilmour tagged Chris Alajajian, ending his race. Reindler played it cool, doing enough over the remaining three races to win the title by three points. After a stint in Europe, Reindler is now in V8 Supercars. Seven years on,Gilmour doesn't make much of his career's'Sliding Doors'moment. If we'd won the championship in '04, nothing would've changed," he reflects. To crack it Into the V8 Supercars, you've got to know the right people and you've got to

have the backing,to bring the sponsors. I don't think I was ready in 2004,to be honest. I didn't expect that kind of result but I learnt a lot from that year. It was my fault, I crashed at Indy and blew it, but that's life. You come back and you know what to do next time,don't you?' In years that've followed, Gilmour has been a mainstay of Australian Formula 3. For several seasons, he ran older machinery. contesting selected rounds in some years. full seasons in others, including winning the National Class in 2008. In 2010, Gilmour got back into an outright car, a Mercedespowered F307 Dallara, and contested three of the seven rounds. Last year, he did the full season and finally secured a crown to call his own. It's been a long-time personal goal of mine, to win an Australian championship in any form of motorsport, and we ticked that off in 2011,"he said. 'Over the years,the whole plan was to

continue and keep my bum in the seat as much as possible.Some years we did full years and some years we couldn't,due to budget. 'Last year we did and we came away with it." Gilmour ran with 2008 Champion James Winslow for most ofthe year,and pounced when the Englishman missed the round at Morgan Park. Having already banked plenty of points, he took a clean sweep of race wins to move into the championship lead. I knew what to do,and I know you've got to have race wins, but you also have to be consistent and always finishing.That was always the plan. It wasn't until probably the round at Morgan Park, where we won all three races, that I really said'yeah, I can win this'.That was probably the turning point, halfway through the year. Really,from there, it was about maintaining it, making sure I was always at the pointy end,and we got a couple of race wins after that which also helped.'

Like Surfers Paradise seven years earlier, it came down to the final round and Gilmour headed to Symmons Plains with a 19-point buffer over Winslow. Unlike his earlier crack at winning the title, though, he put one hand on the trophy with victory in Race 1. If I said I wasn't nervous. I'd be lying, of course,"he says. I knew what I had to do, I knew where I had to finish. Winning Race 1 wasn't expected,so that really relaxed me a fair bit. I knew from there what I had to do and I did it.' The win took the pressure off, and fifths in the remaining races were more than enough for secure the title by eight points. It was 20 years of emotions and a personal goal," he says of his immediate reaction. 'You always wonder what it would be like. Nothing changed, but there was an inner satisfaction that,'yeah, we got the number 1 and I'll live with that', and that's what I wanted. 'It was nerve wracking on the last Ill lap, I tell you,just getting around

I oom KNOW WHAT MEANS MORE TO ME - mNlNGr THE CHAMFIONSHIF LAST YEAR OR HOUOINGrJHE LAF RECORP AT BATHIWCT those last few corners, but crossing the line, I went over the radio to Dad and said'we did it'." As a private team,'Dad; Errol fills many rolls. So many,in fact, that he's known as'Team Errol'within the Formula 3 paddock. Racing is - and has always been - a family activity for the Gilmourclan. "He is Gllmour Racing,"the junior Gilmour, far right with Errol, enthuses. "He's passionate and I'm lucky enough to have a father that we spend most weekends at the racetrack as a family. He has the car presented immaculately. If you look back at the history, it's very rare for us to have a mechanical defect during a race. He preps the car well,for only himself, we're not a big team - it's a credit to him. "There were a couple of seasons where we

put it with a couple of guys, because Dad couldn't run it due to work. But most of the time, it's always just been me and Dad, Mum and [wife] Rachael. "And that's how it'll always be, I think, it seems to work best for us." Having achieved his career goal,and fitting it in amid a busy career in real estate,one could let motorsport participation lapse. But that's not Gilmour's plan. He wants to add another title to his tally. "I love the speed and I love pushing the mind and the body to the limit. It's all I've done my whole life, but I want to keep doing it," he said. "My job is real estate. It's what I do for 16,18 hours a day.This is sort of my release, going away for the odd weekend during the year to do some motor racing.That's the sort ofjob

that allows us to do It. "My personal goal now is to go back-to-back. I know now what to do,how to win one,so I know what I have to do for 2012. A couple of weeks before Clipsal, I wasn't even racing, but we got the new sponsor on board,Washit. com.au. "After seven,eight years in Formula 3,this is the first time we've had a fully-sponsored drive from our two sponsors.Winning the championship last year certainly helped,to run number 1 on the car." After three rounds, he's second in this year's points to Winslow, having finished all but one race inside the top three. But just four months after crossing off his long-held career ambition, he added another milestone to his CV. In Formula 3's first visit Mount Panorama,

February. During Easter's Bathurst Motor Festival Gllmour entered the record books with a 2:04.6187,set on the final lap of the second of three races. I don't know what means more to me - winning the championship last year or holding the lap record at Bathurst,"he admitted. "A long-term goal was to win an Australian championship, I'd never ever thought of holding a lap record at Bathurst. Now I have it, it's pretty cool. If I could put that on my business card for work, I would! "I don't hold any other lap records, but what a one to hold!" With F3 cars giving away 400hp to a V8 Supercar,the two-litre engines were maxing out at 250kmh down Conrod Straight compared to almost 300kmh. But while they lost close to two seconds on the straights, they were flat across the top of the Mountain from The Cutting to Skyline,and Gilmour

I'm happy as. It was probably near perfect,that lap, I reckon. I don't think I could've done much more.' The front-runners brought their times down throughout the weekend,and hopes were high offurther lowering the benchmark in the third and final race of the weekend. But track conditions went away from the field and Gilmour's time will be the one to enter the record books. "It would probably be my most memorable race,"Gilmour surmises. "To come in, crossing the finish line in second with Dad saying'you're now the lap record holder at Bathurst'was pretty special. I could give up the sport right now and be very, very happy.To go to the Mountain and race probably the quickest cars that are going to be there for quite a while, it's pretty special. "That's all I can say, man;it's pretty cool. What else are you meant to say?"

See www.fsport.com.au for your nearest Kumho Motorsport Dealer John Mills

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See www.fsport.com.au for your nearest Kumho Motorsport Dealer John Mills

0418 404 945

NalKxial Enquiries ACT

Notaras Racing

0405 509 943

New South Wales New South Wales

Peak Race Tyre Fsport

02 9683 5511 02 9679 8044

Queensland

Hornibrook Motorsport

07 3865 1072

South Austratm Kensington Park Tyrepower Tasnrania Tas Tyre Distributors

08 8431 5856 036274 1640

Tas n Launceston Beecheys Senace Centre Vicloria Tyrepower Essendon

03 6631 2948

Western Australia

08 9354 7855

Exieys Tyres and Brakes

03 9379 2616

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SYNERca <W O TO R sp Q.<

N 1995, a Canberra driver finished fourth in his second season in the Australian Formula Ford Championship. Fast forward 14 years, and that driver finally broke through for his first victory at the very top level of motorsport, in the Formula 1 World Championship. That driver was of course Mark Webber, but while many Canberrans might hold him in high esteem at the moment(they have even dedicated a milk advertisement to him), they might soon have a new local hero, because another Canberra driver by the name of Mathew Hart is making a big impression on the national Formula Ford scene. Like so many aspiring racers, Hart was a star in karting. His driving talent was obvious as soon as he stepped into a go-kart; in the entry-level Midget class, he broke Chaz Mostert's record for state titles, winning a total of eight by the

time his Midget career finished. He then progressed to Junior National Light, Clubman and Max, winning some more state titles before his Formula Ford debut in the Victorian State Championship with Evans Motorsport in 2010. After a year in state Formula Ford, Hart changed to Synergy Motorsport and moved into the national Formula Ford Championship. "We thought that we needed to make a change," he said."We thought that if we were going to spend however much money racing in the Australian series, we wanted to be challenging for wins, and just as Chaz won the championship, we believed that going with Synergy Motorsport we would be able to hopefully do the same thing. "Last year was my learning year and this year we're hoping to challenge for the championship." The learning curve in national Formula

Ford was a steep one for Hart. "There are not as many cars up the front, as close together in the state series,"the 17-year-old said."When I first stepped into the national series, I compared it to the state series by saying that in the state series, you put your one quick lap together and then be consistent through the whole race, whereas in the national series, every lap has to almost be a qualifying lap to win the race or stay up the front, because everyone is pushing that hard." Hart had some good results in last year's national series, but also found himself involved in a few incidents. Nevertheless, he scored the prestigious Rookie of the Year title at the end of the season. "We started off well; we had good pace," he explained."When the new batch of tyres came in, they were slightly harder and we struggled with set-up. Towards the end of the year, after we developed some bits, we motorsport news

IN THE STATE SERIES. YOU PUT YOUR ONE QUICK LAP TOOETHER AND THEN RE CONSISTENT THROUGH THE WHOLE RACE, WHEREAS IN THE NATIONAL SERIES, EVERY LAP HAS TO ALIVIOST BE A QUALIFYING LAP TO WIN THE RACE OR STAY UP THE FRONT. BECAUSE EVERYONE IS PUSHING THAT HARI) HARi OH HIS STti- 01-1-1 20t1 Started to move forward. We had a fourth on the Gold Coast and another fourth for the round inTassie." For this season. Hart has upgraded to the new Spectrum 014 chassis, and has been immediately on the pace. In the opener at Albert Park, he scored his maiden pole and race win, backing it up with a podium at Symmons Plains to sit second in the standings,just two points off the lead. Hart believes that a combination of the new car and his personal development as a driver are accountable for his improvement compared to last season. "I'm full of confidence in Justin (ED: Cotter, Synergy Motorsport team owner)and the www.mnews.com.au

equipment I've been given," he said."In driving, I haven't noticed a massive amount of difference with the new car, but the car speed seems to be good. It's matched the new tyre more, and the development we've done has helped it along a bit." Hart has two highly competitive team mates in Liam Sager and Sam Power, who he enjoys working with. "Liam's quite good, he's got a good personality and lightens up the team with all his jokes," he said."He has some good information to give to the team, and we help one another out. In Tassie, he was struggling a bit and I did as much as I could to help him.

"Sam's doing extremely well in his first year in the national series, and with the minimal racing he's done in his whole career. He really loves looking through the data; he likes to analyse it a lot, whereas I sit on the data looking at the laptop for a couple of minutes, sort out what I want with the car and what I think is right." So far in 2012,competitor numbers in national Formula Ford have been down compared to previous seasons, and only 10 cars attended the second round of the series in Tasmania, admittedly always a low round for car counts. With such a wide range of alternative options in both III! Australia and internationally, does 69

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Motorsport News magazine is the complete source ofmotorsport * knowledge in Australia. The monthly magazine is a great read,covering ^ % ^ everything from V8Supercars to * : < Formula 1 and dll things road racing, to Speedway to Drag Racing and even scale modelracing cars. Each month " Motorsport News isjam packed with hei/vs and insightfulfeatures on ydurfavourite sport to digestin your leisure time.

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HEN Mathew Hart scored pole position in the debut of Borland's new Spectrum 014 Formula Ford racer, it marked the fourth consecutive time a car designed and built by Mike Borland's outfit topped qualifying in its maiden outing. The streak covers the last three Spectrum Formula Fords and the Sabre 02 Formula Vee.

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"It's an achievement we're very proud of," Borland Racing Developments Manager Paul Zsidy said of the streak. "There's a lot of hard work that goes into releasing a new model of a car and to get those results first up is truly remarkable." Spectrum's first Australian Formula Ford Championship win came in 1998, and the group has added a further three titles in the last six seasons, going up against French manufacturer Mygale. At Albert Park, the 014 claimed the top three positions on the grid, through Hart, Liam Sager and Shae Davies. The new racer was developed over the last 12 months and the theme is evolution, rather than revolution.

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Formula Ford because they've been around, as a category, for over 40 years and it's over 20 years since Michael built his first car," Zsidy said.

"With the 014, we've changed the material; it's our first chrome-moly chassis. The chassis itseif is siightiy revised in the front end, there's some different bodywork on it - we've deveioped the aero side of things, to make it a little bit slipperier - and we've gone to a three-way adjustabie Penske damper, "it's an amaigamation of smali things, rather than one massive thing." Many of the mechanical components in the car were tested in racing aboard the 014's predecessor - the 012 - during the 2011 season, with the four new 014 chassis' oniy turning a wheei for the first time on the Friday before Albert Park's season opener.There, Hart won the 014's first race, while Davies grabbed his maiden Formuia Ford race win at Symmons Plains. "The good thing with the Spectrum's development process is that the chassis is different from an 012, but not so different that

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there aren't interchangeable components," Zsidy explained. "What that means is that we were able to test the parts for the 014 on the 012 through last year. We can release a new model, do one test day - and that test day is really just a systems check - because we can be confident that everything's going to work." -MITCHELL ADAM

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Formula Ford because they've been around, as a category, for over 40 years and it's over 20 years since Michael built his first car," Zsidy said.

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HE MAT BE PART OF ONE OF AUSTRAUAS «m T4=AM0(IS HUNTBi SS ETEINO A CAREIi SPffllWAT FAMiiS. BUT ^ ON GORCUT RAGINd LAGHLAH MAHSaL SPOKE TO THE TEEN ABOUT m SHIFT TO THE KUMHO U TOURING GAR ES HEN the V8 Touring Car Series was first introduced as part of the Shannons Nationals

in 2008, most expected it to be a pseudo-historic racing series, where owners of former V8 Supercars would paint them in their original liveries and use the series as a means of showcasing the heritage of previously successful race cars, rather than necessarily engaging in ultracompetitive,fight-to-the-death combat on Australian racing circuits. However, as the series evolved and more cars started entering, it became apparent that competitors were using the category as a cheaper alternative to the V8 Supercar Development Series. Indeed,former Development Series drivers and teams started to infiltrate the series, including Terry Wyhoon and his Image Racing team, Sydney Star Racing and, in more rerent times, Fernandez Motorsport. As the entries increased, so did the level 72

of competitiveness, and the 2012 season has demonstrated that young, aspiring V8 Supercar drivers are now starting to see the series as a genuine alternative to other national categories, such as Formula Ford. One such young driver is Josh Hunter. After a successful career in karts. Hunter progressed to the Victorian State Formula Ford Championship. While many might have expected him to take the traditional path of moving up to national Formula Ford in 2012, Hunter instead chose the Kumho V8 Touring Car route. In the opening round at Eastern Creek, the 16-year-old was on fire, qualifying on pole position by over a second and winning all three races - despite not even testing the car prior to the weekend. For Hunter, though, the experience of being thrown in the deep end was something he was used to, as he recalled when reminiscing about his karting days. "I won the Queensland State Championship in Rookies, and heaps of club championships

and the Premier State Cup Series," he said. 'But I was always progressing through the classes at a young age, always moving up early to try and race against the best guys. As soon as we felt like we established ourselves in a category, we moved on and kept moving up until we went to Formula Ford." According to Hunter, the rapid progression through the categories accelerated his development as a driver. "It helped, because I was racing against the older drivers and more experienced guys. It was good for me to learn from all the guys who were winning in each category, it's the only way to get better and challenge yourself." Like a lot of racing drivers. Hunter comes from a family with racing heritage; his grandfather is none other than speedway legend Garry Rush. However, while Hunter acknowledges his grandfather as the source of his racing interest. Hunter's passion lies in circuit racing. motorsport news

"Unless you go into America, you can't really make a career out of it (speedway)," he said."I just really want to reach V8 Supercars in Australia and my parents have supported me in the circuit racing journey. "He (Rush) has put racing in my blood; without him, I wouldn't have been here, so you can take that aspect from it." Hunter's time in Victorian Formula Ford was mostly successful, and he says it really helped him with driving skills and set-up knowledge. "You can't take the experience away. You're racing against the fast open-wheeler guys, and it's the first step in the natural progression to V8 Supercars. I started at 14 so I was the youngest driver, and came third in the first series I did so that was pretty good." Despite all Hunter's achievements in karts and Formula Ford, his astonishing success on debut in the V8 Touring Cars came as a total surprise to everyone, including Hunter. www.mnews.com.au

"It was really unexpected," he said."We went there with no real intention of winning. I had really low expectations and I just went in there and gave it my best. Jose (Fernandez) and the team were really good to me and gave me a great environment to work in and I adapted well to the V8. 1 really enjoyed being back on slicks, not grooved tyres like the Formula Ford, and I felt comfortable." The second round of the Kumho V8 Touring Car Series at Mallala was less successful for Hunter, who battled technical issues all weekend and only finished one of the three races, but he still has high expectations for the rest of the season. "We've still got to press on, but hopefully we can carry the momentum through the championship," he said."We want to concentrate on learning the car and making the necessary steps to go to the Dunlop Series if we can get the necessary financial backing."

But why did Hunter choose the V8 Touring Car Series instead of the more traditional national Formula Ford pathway? And does he see others following in his footsteps? "We weighed up our options, and we thought that I want to race V8 Supercars, so why not get into touring cars?" he said."It's only a four or five-year old car, and if I'm going to aim for it in the future, why not get laps under my belt now and learn the V8 characteristics? "It has a lot more media coverage than national Formula Ford, and that was one of the contributing reasons why we chose V8 Touring Cars, because that opens the door for more sponsors to come in and help us along, and hopefully help us get to V8 Supercars. "We've had Castrol come on board for the year, which is a step forward for us, and if we can continue the form and get the backing, we'll aim to do the Development Series next year." 73

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THROUGH WITH HIS FATHER’S mOi] ILLiSS IS EASILY THE TOUGHEST. Rv Geoll Rounds

OR 27-year-old Dylan,the kidney disease, Nephritis(an inflammation of the kidney) is something that has plagued his father John's life for the past decade.The two lifesaving kidney transplants that John was blessed with have also played a major role in not only uniting a family but helping Dylan have his best season in Sprintcar racing to date. The well-being of John,56, has been a major reason why the everimproving Dylan has made many Australian Sprintcar observers to seriously sit up and take notice of his talent, particularly during the recent and hectic 15 rounds of the 25th season of World Series Sprintcars during the 2011/12 summer. "Dad and I are best mates,"Jenkin tells MNews. "Having him on the road and being so well has been something we've all gone through together as a family... it's also been a big factor in my racing improving this season. It's really great to have him so well for us all but most ofallforhim.' So severe was John's health that both kidneys suffered to the point of

SYD:(02) 9679 1990 MELB:(03) 9338 7477

needing replacement on two separate occasions. Luckily enough, help wasn't far away with members of the Jenkin family that were compatible to John's body able to donate a kidney each to save his life. "Dad's sister gave him a kidney a few years ago and then Mum (Anne)gave the second one just recently," Dylan says."It was about eight years ago he had his first kidney transplant and that went really well but then the other kidney needed replacing. "On many occasions we'd have to find a hospital where we were racing, so Dad could have his dialysis. If there were no dialysis machines available - and that was often - we'd race and then go straight home so he could have the dialysis." John is quick to say that getting better health and being on the road with the Sprintcar circus of Australia is something that spurred him on to get well and stay healthy. "It's great fun being on the road now that I'm well,"John says."Watching the marked improvement with Dylan's racing was something I really wanted to contribute to and be a major part of. It really made me get well and gave

TIRE AUSTRAUA

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THROUGH WITH HIS FATHER’S mOi] ILLiSS IS EASILY THE TOUGHEST. Rv Geoll Rounds

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me something to focus on when I was lying in hospital. "It (the disease) is something the whole family went through as I did. It's really, really tough at times. Dylan and the rest of the family had parts of their lives put on hold. I know,and so do they,that everything at the time was worthwhile as the kidneys have responded well to my body and I feel so much better. "I also believe the Joy we get from racing in Sprintcars and travelling to the many Speedways around Australia has helped so much in my progress with having two new kidneys. It's great being healthy and having such a great life now and enjoying my family, my work,our home and the racing." That home is the small South Australian town of Tatiara, which lies three hours south east of Adelaide with a population of about 7000. It's there the Jenkin family all help run one of the state's biggest truck businesses Tatiara Truck and Trailers. Dylan is in charge of the workshop and oversees the day-to-day of the expert service that can service 20 B-Double-trucks at once, boasting 26 mechanics in a total staff of 50. "We're all locally owned and operated and It's very busy," Dylan explains."It's extremely

busy, in fact. "We get a lot of interstate work with trucks and trailers. It's all good as we work together then we all pack up and go racing together. I think with what we've gone through in recent years with Dad it's really bought and kept us close as a family. "I've had a lot of improvement in my racing as I can Just concentrate on racing. Not having to work on the Sprintcar during the night as opposed to during the day is the main reason. I have to say I love it." Dylan started his speedway career racing dirt karts at the age of four, before progressing to Junior sedans when he was 12. During a four-year period he won a state title in a quick Datsun 1200 coupe. Open-wheeled racing returned to Dylan's life when he piloted a V6 sprint where he grabbed another state title, before making the decision to race sprintcars in the 2004/05 season, during which he was crowned the Australia Sprintcar Rookie of the Year. "It was that year Dad got really sick again and that made it really difficult to race and work and doing his dialysis made it very hard on the road," Dylan recalls. So fast forward to present day and the Jenkin family made a solid bond and

commitment to race all World Series rounds and Dylan signed on as one of a dozen contracted drivers. "This season we all decided to have a real crack at it," he says. "It could be our last year though, I'm not sure. We looking at changing our focus on life but the racing season has panned out so well it's making it hard to make a decision. "This year we are really living the dream. To be out on the road is something we've always all wanted to do and mixing with the best has definitely dragged us up. Racing night in, night out with the best in the business you Just have to get better as a driver." That improvement came to the fore during early December 2011 in the second round of World Series Sprintcars, when Dylan finished a very close second to the seasoned Ian Madsen at Morris Park Speedway, Dubbo. Despite finishing runner-up it was the defining moment for Dylan's racing. "We were clearly the quickest car that night I Just couldn't get past him," he reflects. "It would have been good to win our first World Series feature race win, but I'll take second any day. It exceeded our expectations as we came out on the road looking to learn.

looking to improve and hoped somewhere along the way this season we'd get a top five, so to get a second in the second round was pretty amazing." After the final round of the season at the Perth Motorplex,Jenkin would find himself firmly locked inside the top 10 with a solid eighth,some 1175 points behind tournament champion,James McFadden. But the awards were just around the corner for the quietly-spoken Dylan. He would receive the"Rookie of the Year" honor but was stunned and humbled to win the 'Driver's Driver'award voted on by his rivals. "This tops it all off for me.To win this award is humbling. I don't know what to say." That success has continued recently with a strong third for Dylan in the 15th edition of the prestigious Krikke Boys Race at Bunbury Speedway in Western Australia held in early

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top level. "Financially it's tough but if you race Sprintcars you have to put up with that," Dylan added. "It's what we all do together and what we all really love doing,"says John. The Sprintcar off-season could be a tough one for Dylan and his family.They hope the recent success of John's double kidney transplant continues to show progress while Dylan himself will be assessing his future in the sport. "It's going to be a tough decision as to if we continue on next year with the racing," Dylan says. "We have Just got so busy with our business, which is really good, but whether we keep racing sprintcars I'm not sure about at this stage. It's a tough decision for us all but put it this way it's not a life or death one."

ONLY DRIVEN ON ONE SUNDAY" TCM E55 CHARGER - with franchise

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March behind eventual winner, American Shane Stewart and Aussie star Kerry Madsen. The result comes on the back of a consistent season,and the dedication from the Jenkin family was also rewarded at the 2011 Grand Annual Sprintcar Classic in Warrnambool where they were awarded Best Presented Car and Crew from a field of nearly 100 cars. "That was great to get that award at the place," Dylan says. "Warrnambool is my favourite track as it's big, it's wide, it's open,it's smooth, it's fast and you always know what you're going to get here. It's Just an awesome place to race at." The hard work and the high financial commitment to race Sprintcars is something that the entire Jenkin family are all equally dedicated to enduring,to compete at the

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ONLY DRIVEN ON ONE SUNDAY" TCM E55 CHARGER - with franchise

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HARRIS IN FORM

AMIEN Harris is the hot new name in Top Fuel drag racing,a championship contender with some big racing intentions on his mind. The driver of the Best Tractor Parts dragster has impressed in his first full season. Having achieved his first event win earlier this season and backing it up with a semi-finals appearance, Harris led the championship heading into Adelaide's Pro Series 1000.While he was eliminated in the first round there as winner Darren Morgan moved into the lead,there's still a lot to play for in the remaining two events. It has been a philosophy of preparation and consistency that has put the team to the front ofthe pack, working with a depth of knowledge that enables them to put a car down a hot track when others might send 7000 horsepower up in smoke. That said,the team has been able to lay down numbers when required,including an out of the blue 4.62s pass in the first round of the championship in Sydney. "It's all about consistency in Top Fuel and we have been chasing it; that is our thing,trying not to overstep the line," he told Motorsport News. Harris said experience in racing is what makes the difference and what allows a team like Graeme Cowin's Rocket Industries outfit, sitting second in the championship between Morgan and Harris,to be so successful. "As a group we all work well together,the guys in the crew are very experienced and very professional in the way they put the car together, and that gives us an advantage on the racetrack," he said. "Tim (Adams)from a tuning point of View never goes for the big number on the board,just to go from A to B. "The experience is what helps. Some teams are in the situation where the depth of knowledge they have is not as deep as what Tim's is, but everyone learns the more they race." Adams,an important factor in the success of the BTP team,is by Harris's own admission new to the game,but has already gathered a wealth of information about what it takes to make a nitro-fuelled dragster tick. "Tim has not been a tuner for long but he has done a greatjob," he said."Tim spent some time in the USA with Terry Haddock and with Graeme Cowin in the early days and then what he has done with us, so he has a pretty wide depth of experience." The experience will prove to be more valuable as the ANDRA championship takes in new venues such as Adelaide and Calder in the coming season, where the surfaces and racing distances are different, chailenging the teams. Adelaide marked the beginning ofthe downhill section of the championship,ieading into the Nitro Champs in May and the Winternationals In June. Also keeping Harris busy has been trips to the USA to compete under the banner of Australian team Rapisarda Racing, most recently at the Las Vegas round of the NHRA Full Throttle Series. Harris unfortunately missed the field as did the team's USA driver Cory McClenathan, resulting in a shake up for the Rapisarda team's tuning personnel. On the most recent trip, Harris took his whole Australian crew to check out the big leagues of the sport and was also able to spend some time with Donnie Bender,former crew chief for Brandon Bernstein. "Not qualifying was a tad disappointing and Santo Rapisarda's A-car missing the field was even more disappointing from my point of view," 78

A SiRPRISE CONTEHDER FOR THIS YEAR'S TOP FUEL TITLE. DAmiEN HARRIS IS A BUSY DRAG RACER. IN RECENT MONTHS HIS SPENT TIME IN THE|US. ANO THEN THERE’S HIS PASSION PROJECT - A NITRO FUNNY CAR

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he said."He is spending a lot oftime and money in the USA trying to make things happen. "For us it was a great experience with the whole crew there. We got the weekend with Donnie Bender as a consultant, and he is a very talented guy." There is the sense that Harris is not done yet with the USA, but it comes in stages as he plans a sustainable way to do it. "We've spoken about a few more events, we will take it as it comes," motorsport news

he said,"it's a big commitment from our end as we take a crew with us each time,they only have a iimited amount of holidays. Plus you have to add the Aussie drag racing into that. "The plans are there it is just finding the money and time to make it happen.Something will happen down the road." While dragsters have been what Harris has campaigned for the most part, it is almost something of a distraction from his true passion, nitro Funny Cars -the brutish, short wheelbase machines powered by www.mnews.com.au

the same 7000 horsepower motor as a Top Fuel dragster. The dragster was added to the Best Tractor Parts team originally to build coverage for the team as a whole through the televised ANDRA Pro Series and allow them to keep campaigning the Funny Car where they could in match racing, "i'm happy with Top Fuel racing, it's the pinnacle of the sport, but my preference is to run a Funny Car," he said."It's where my heart and soul lies, it is exciting and it is definitely where I want to be." 79

HARRIS IN FORM

A SiRPRISE CONTEHDER FOR THIS YEAR'S TOP FUEL TITLE. DAmiEN HARRIS IS A BUSY DRAG RACER. IN RECENT MONTHS HIS SPENT TIME IN THE|US. ANO THEN THERE’S HIS PASSION PROJECT - A NITRO FUNNY CAR

ttSON LTD

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ItUlHG BACK TO THE SPORT

HE MAV BE A FULLTIfflE U8 SUPERCAR DRIVER AGAIHIH 2012. BUT HARTIHG REMAIRS A BIO PART OF MICHAEL PATRIZI’S LIFE. THROUGH HIS OWH TEAM. PATRIZICORSE. PAUL CARRUTHERS FIHDS OUT MORE

HOSE who have spent any time with Tekno Motorsports V8 Supercar driver Michael Patrizi, know that he is one of the most passionate people going around in the motorsport circle. Whether it be during his days competing in top level karting throughout Australia or Europe, where he drove for the factory Birel team last decade,competing in the Porsche Carrera Cup Series or the V8 Supercar Championship he always wears his heart on his sleeve. It is this passion that continues to drive Patrizi and not just behind the wheel of his V8 Supercar either.

The proud Western Australian leads a four-kart Patrizicorse team in the Castrol EDGE Stars of Karting Series, which enjoyed victory in February's opening round in the Pro Gearbox (KZ2) ranks a the Bolivar Raceway in South Australia. "I enjoy karting more than most, it's a big passion of mine and I believe some of Australia's best motor racing drivers are competing in the Stars of Karting championship," said Patrizi, who is a former Australian karting champion himself "Patrizicorse is my project which lets me unwind from being a professional driver through staying involved in motorsport, which is what I love.'

Following his victory in the opening round, Patrizicorse driver Kyle Ensbey, above, is currently leading the championship. Fie is joined inside the top 10 in the standings by team-mate Daniel Currey with fellow West Aussies, Hayden Patrizi and Ben van Ryt just outside the top ten in the standings. "Michael is very passionate about his motorsport,especially karting and puts an enormous amount of time into it trying to help others learn from his experience in the sport both here in and in Europe," said Ensbey. "He's certainly opened my eyes into other aspects of motorsport, he's showed me that there's a

lot more to than just than just being fast on a racetrack. "When I raced in Europe at the end of 2010, he helped immensely in making sure everything ran as smooth as possible given his knowledge of karting at the top level over there. "One of Michael's best traits is that he's not afraid to share his experience with those who want to listen and learn at the same time." Over the past decade Patrizi also has been somewhat of a mentor for Toro Rosso Formula One driver, Daniel Ricciardo, a role that Patrizi now plays for another rising Western Australian star Jake Klarich, who finished third in last year's Pro motorsport news

Junior (KF3)championship. For Klarich, who made his international debut in the final round of the WSK Masters Series

during April, the guidance of Patrizi has been instrumental in his development over the past few years.

"This is the third year that Michael has been helping me out and 1 can honestly say that I wouldn't be where I am without

his guidance and support,' said Klarich. "In 2010, which was nil my debut year in the

DRIVER TRAININC By Doc Pearson DKK - Docs Kart Kraft Tel 04 0956 5483, Fax 03 9844 2894 www.dkk.com.au

Vic Agent J AftfegSSI^s.Service^&tefe' Rarls^ ^-rrr-

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ItUlHG BACK TO THE SPORT

HE MAV BE A FULLTIfflE U8 SUPERCAR DRIVER AGAIHIH 2012. BUT HARTIHG REMAIRS A BIO PART OF MICHAEL PATRIZI’S LIFE. THROUGH HIS OWH TEAM. PATRIZICORSE. PAUL CARRUTHERS FIHDS OUT MORE

Junior (KF3)championship. For Klarich, who made his international debut in the final round of the WSK Masters Series

during April, the guidance of Patrizi has been instrumental in his development over the past few years.

"This is the third year that Michael has been helping me out and 1 can honestly say that I wouldn't be where I am without

his guidance and support,' said Klarich. "In 2010, which was nil my debut year in the

DRIVER TRAININC By Doc Pearson DKK - Docs Kart Kraft Tel 04 0956 5483, Fax 03 9844 2894 www.dkk.com.au

Vic Agent J AftfegSSI^s.Service^&tefe' Rarls^ ^-rrr-

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K3 a

nil

Stars of Karting Series, he was my mechanic and taught metheCIK style of driving, if it wasn't for the lessons he taught me in that year I think I would have struggled big time. "Last year I changed teams but he was still very much watching over me while I was racing and a lot what he had taught me the year before helped me get on the podium and a couple of wins. "Apart from my Dad, 1 have no doubt in saying that Michael

has been the most influential person in my career so far. He's very passionate about his karting but also seeing young guys like me get the most out of their potential." With 27 of the current crop of 28 drivers in the 2012 V8 Supercar Championship Series hailing from the sport of karting, it's no surprise to hear Patrizi call out to other V8 Supercar drivers and team owners to take notice of the country's elite karting series. "I believe this series is where

our future professional drivers will come from,"said Patrizi. "I get as much satisfaction and thrill from being a team owner for Patrizicorse and driver mentor for Jake Klarich (ED; above)as I do driving in the V8 Supercar Championship. "More V8 Supercar owners and drivers need to take more notice of what this championship is doing and the calibre of drivers that are involved." Not just content with helping the top-level karters, Patrizi is also heavily Involved in another

couple of even younger drivers none more so than Oliver Bayliss. The son of three-time World Superbike Champion,Troy Bayliss, has been competing on the karting scene for a few months now and Patrizi spent his Easter break on the spanners with the Bayliss crew at the Queensland Karting Championships in Gladstone. Whichever way you look at it, Patrizi is certainly a driver who is putting something back into the sport that has helped him get to where he is today.

I GET AS MUCH SATISFACTIOH AHD THRILL FROM BEIHG A TEAM OIUHER FOR PATRIZICORSE AHD DRIUER MEHTOR PATRIZI. BELOUl DURIHG HIS OUIN KARTING DAVS FOR JAKE KLARICH AS I DO ORIUIHGIH THE UO SUPERCAR CHAMPIOHSHIP

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MODEL BEHAVIOUR significant, is the Classic Carlectables release of the 1997 Bathurst 1000 Pole Position car.This is no less than the VS Commodore shared by Mark Skaife and Peter Brock. Skaife put the car on pole, but it was Peter Brock, in what was his first last Bathurst, that led from the start right up to his first scheduled pit stop.The record books tell us the car suffered an engine problem and didn't finish, but it did send the Great Man away in grand style. Or so we thought. Classics are also about to release a Greg Murphy/Allan Simonsen Commodore,the car that sat on pole and took a great third in the race.The Pepsi Max livery would have been a hug challenge to recreate in miniature. You can get the same model,in a threepack commemorating last year's Bathurst 1000 - it sits in a special presentation box with theTander/Percat and Lowndes/Skaife cars. Guessing few Ford fans will bother with this one. There's a few older Holdens coming soon too. First will be the Peter Brock 1974 ATCC Torana XU-1.This is an interesting version of the Holden Dealer Team XU-1 to be modelling from an historical perspective, as it was the last few months of service for the six-cylinderTorana before the larger LH SL/R 5000 replaced It. Brock would claim his first Australian Touring Car Championship crown that year. using the XU-1 for most of the series before switching to the V8 Torana for the last few races. The LJ Torana was a classic of car design. easily one of the most attractive cars ever made here and it always looks good as a racer.The HDT car is certainly no exception. the white, black and red looks a million dollars. There's a big blank spot on the front guard,though, where you'll want to check

They didn't have Safety Cars back in the'70s, butfor the'79 Great Race Ford celebrated the release ofits XCFalcon Cobra with a nicely adorned'Track Car' which served as the course vehicle. And like so much ofour rich Bathurst history, it'sjust been commemorated by one ofour model makers.By Bruce Moxon

got an interesting email from Dave Fames this week. Long-term readers will remember Dave as the bloke that makes the Automodelli Studio line of cars and conversion kits. Well Dave has finally given in and admitted that there are scales other than 1 /43.(That was one of his catch-phrases:'There IS only 1 /43,' he would declare.)

Check out his new stuff at www. automodellistudio.com.au - there are kits, decal sheets and 'trans-kits'for a range of some really interesting models. You can now convert a Tamiya Ford Sierra to right-handdrive for Australian models like the Dick Johnson, Colin Bond and Peter Brock cars, among others. Dave's always got lots of great projects

on the go and is still the place to get several older Australian Grand Prix winners - like Lex Davison's Ferrari,just for starters.There's a range ofTasman cars too - from the legendary series that saw the world's best drivers and teams head for Australia and New Zealand to party hard, race a few times and sell last year's cars to locals. Somewhat more modern, but no less

Torana the Great: Classic Carlectables' superb new Peter Brock HDT Torana in early '74 spec, left, below. Meanwhile for something completely different, Biante had modelied the 1978 Bathurst 1000 Faicon

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motorsport news

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motorsport news

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Apex Replica's pair ofIan Geoghegan and Norm Beechey Mustangs are impressively detailed for their 1/43scale your model shop or on the ir^ternet for a cigarette logo, if you want the model to be right. At Biante there's mostly rumour as far as modern racers go. Planned is a model commemorating Jason Richards'last-everV8 Supercar drive, at the 2011 Australian Grand Prix meeting. However, Biante had a disaster last year when one of its major suppliers in China went broke. Other creditors were quick to grab Biante's moulds and tooling, leaving the Australian company facing a huge cost to replace them. But industry rumours are that the company has got hold of at least some of the tooling and this means that the last race of the incredibly likable Kiwi can be commemorated. Fingers crossed, everyone. There are a couple of interesting older cars. though, both from 1978. There's the Peter Brock 1978 ATCCTorana A9X and the Ford Falcon Cobra 'Official Track Car'from that

been a casual buyer of these but in the last couple of years have found myself scouring the shops for the collectible'Treasure Hunt' series (I have all 15 of last year's) as well as other models that grab my attention. Speaking of ATCC Mustangs, as I was. here now are Apex Replica's pair of Ian Geoghegan and Norm Beechey cars. They're impressively detailed for their 1 /43 scale. Beechey's blue car is the '65 Championship winner; Geoghegan's did the business the following year. I wonder how long before someone takes a Hot Wheels AMC Javelin and makes it into Jim Richards'Touring Car Masters car? There's

Mustang,silly: Two excellent Mustangs from Apex, the Norm Beechey'65 Championship winner and Ian Geoghegan's car, which won the following year, above. Continuing the Geoghegan theme is Models56 with a 1/43 model of the '67 title winner, below, complete with under bonnet detail. also a new release of a Falcon V8 Supercar, a Mazda RX7 that's virtually a Group C car and a 2011 Indy car. Home workshops will be burning the midnight oil to produce'Code 3'versions of these - send us your photos of your modified cars - we love to share. Send them to moxophoto@gmail.com

QUIZ QUESTIONS 1. As part of Ford Performance Racing’s strong Start to 2012, Will Davison won Race 2 of the season at the Clipsal 500. When was his last win before that? 2. Who made their V8 Supercar debut first? Davison or Fabian Coulthard? 3. Before V8 Supercars, Davison and Coulthard had raced in the same championship before. What was it, and when?

year's Bathurst 1000. Check out the big (well. little) Ford coupe in these pages - very nice! As regular Model Behaviour readers will know, Models56 is something of a'boutique' player in the model market, and often brings us something different from the offerings from the larger players. One such model is its new 1/43 Ian Geoghegan Mustang,the model which won the '67 Championship. Impressively for such a small scale, the model features a fully detailed engine bay, as you can see here in the pictures. Regular readers will also know I'm increasingly interested in the small, small world of Hot Wheels and Matchbox. I’ve long 86

QUICK QUIZ

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MOTORSPOFfT IMAGES

THE MOST COMPREHENSIVE ACCESSIBLE PHOTOGRAPHIC HISTORY OF AUSTRALIAN MOTORSPORT Autopics.com.au is a photograhic history of Australian motor racing from the early 1950’s to the current day. Log on and explore! Based on the archives of Lance J. Ruting Peter D’Abbs, David Blanch and many more photographers, our website allows you to view over 9,000 images from our

wi:.?.

l^collection of over 500,000. 4. True or false? Remain Grosjean is the only driver to have won the GP2 Asia Series and the primary(European) GP2 Series in the same year. 5. Variety is back in IndyCar in 2012, with Chevrolet and Lotus ending Honda’s reign as the only engine manufacturer. When did Honda become the sole supplier? ANSWERS ON PAGE 98 motorsport news

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WINDING BACK the year that was...

1975

Chev ^hoehorned into the back.

I I

But, with Frank Gardner

handling theTBOO's development, it worked. TheTBOO would provide the framework for the much betterT3B0 - and

SHARP RAONG TSA^

then theTBB2, arguably the most successful of all Lolas. TheTBB2's dominance must have emboldened

Broadley to come up with something really special for its replacement. With lucrative markets for F5000

:rD

cars in America, Europe and here in Australia, there was a lot at stake, and Broadley went for broke, starting with a clean sheet of paper with the new model, theT400.

This bold optimism would prove a disastrous mistake. Gardner had been involved in the initial testing but left Lola before the new car was finished. From there, it seems Lola left the job of properly sorting out the new machine to the first new owners of theT400 modei. if nothing else, it was a lovely looking car. With its huge, sculptured air box, and full-length sidepods with beautifully fitted panels. In 1975 It was very distinctive and utterly state of the art in appearance - by comparison theTBB2 seemed old fashioned. But the shiny newT400 would flatter to deceive, as Kevin Bartlett and Max Stewart discovered when they debuted their cars in the opening round of the 1975Tasman Cup, As these were the first T400s to race, Lola was relying on their success in the Tasman to generate sales among the American and European F5000 teams

whose seasons would begin a few months later. It was a logical-enough plan, except thattheT400s never looked like winning first time out. Both were off the pace at the Levin series opener, sixth and seventh on the grid, and the only T400 finisher, Bartlett, was lapped. The next weekend at Pukekohe,the T400s were again placed consecutively on the grid, but this time even further back, with Stewart ninth and Bartlett 10th in the 14-car field. Things did not improve in the remaining two New Zealand races; if anything,they were going backwards. It was difficult enough that Lola had delivered an all-new car without proper testing. But the grueling Tasman schedule made it even harder for the T400 pioneers they were having to develop their new cars while at the same time trekking across New Zealand and Australia, racing over eight consecutive weekends. With their unconventional rising rate suspension set-

Sharp instrument: Max Stewart had a tough time with his T400 in the Tasman Series in 1975, opposite, but later in the year drove it to victory the Australian Grand Prix, above. Kevin Bartlett fights his T400 in one of the New Zealand rounds of the '75 Tasman, below. they were 'like trucks'to drive, according to Bartlett. In hindsight, he suspects Lola might have unknowingly stumbled upon a ground effects downforce situation with T400 design. This was the aerodynamics breakthrough with which Lotus would revolutionise Formula 1 and racing car design in general a couple of years later but,'if even Lola was unaware of it, it was not a concept a couple of owner/driver teams were going to be able to exploit to any worthwhile extent. So while Lola's sales department was greeted with a deafening silence, Bartlett and Stewart were left to contemplate costly Tasman Cup campaigns that had turned decidedly pair shaped. It must have been galling for them to watch Warwick Brown, Graeme Lawrence and John Walker in theirT3B2s

Lola puta lotofthoughtInto the design ofthe T400,the Formula 5000car that would replace its T332 modelfor 1975.Ifonly the company had made the effort to properly test it before handing it over to its customers.BySteve Normoyle

FIE commercial racing car manufacturing industry has never been one for the faint hearted.

Things are easier today, if only because the preponderance of one-make categories means the manufacturers aren't forever fighting one another to the death in the quest to produce the fastest machine. But it remains a volatile sector,

one that demands a lot of capital (and not to mention intellectual) investment, and one that's subject to sudden change. In decades'past, a manufacturer's survival could be a year-by year proposition, its 88

future directly dependent on whether or not its new model was a race winner. Produce one dud race car and it could spell curtains as your entire market races off to buy the opposition's car. Lola has endured the ups and downs of this industry for more than half a century. Today, the company is probably healthier than ever - which is ironic because it only got to where it is thanks to the astute stewardship of businessman Martin Birrane, who took control of Lola when it selfdestructed after an inexplicably ill-prepared attempt to enter Formula 1 with its own

works team in 1997. But probably Lola's best years were in the 1970s. Founded in 1957 by the gifted, if also enigmatic, Eric Broadley, Lola grew rapidly into its second decade with an everexpanding range of racing and sports cars. The company was particularly active in Formula 5000. Its initial foray into this category was somewhat half hearted, starting with the cumbersome space-frame T140 in 1968.The following T190/T192 models weren't a lot better, while the first decent Lola F5000, theTBOO of 1971, was actually Lola's Formula 2 car with a five-litre

motorsport news

www.mnews.com.au

WINDING BACK the year that was...

1975

Chev ^hoehorned into the back.

I I

But, with Frank Gardner

handling theTBOO's development, it worked. TheTBOO would provide the framework for the much betterT3B0 - and

SHARP RAONG TSA^

then theTBB2, arguably the most successful of all Lolas. TheTBB2's dominance must have emboldened

Broadley to come up with something really special for its replacement. With lucrative markets for F5000

:rD

cars in America, Europe and here in Australia, there was a lot at stake, and Broadley went for broke, starting with a clean sheet of paper with the new model, theT400.

FIE commercial racing car manufacturing industry has never been one for the faint hearted.

motorsport news

www.mnews.com.au

Under Durex:Possibly Richard Scott might have had a more pleasurable experience using his sponsor's products than driving the T400, left, although he did win a couple of British F5000 Championship races in one in 1975. Wright stuff:John Wright's heavily modified T400 at Calder's Australian Grand Prix in 1980, below.

out at the front of the field especially given that both Bartlett and Stewart each had older model Lolas of their own sitting idle back home. Eventually frustration got the better of both. For the penultimate round, Stewart went back to hisT330 and Bartlett dusted offhisT332. Meanwhile, Eric Broad ley Jetted off to Rattlesnake Raceway to help Brian Redman sort out his newT400 in preparation for the US F5000 Championship. Reports out of Rattlesnake of theT400 matching theT332 for pace were encouraging, but when time came for actual racing, Redman parked the T400 and raced the older car.

He went on to win the series, having driven the T400 in only one of the 10 races - and that was only because he crashed his T332 in qualifying. That was at Riverside, where Redman finished third in theT400 behind theT332s of Mario Andretti and Al Unser.The new model Lola didn't win a single race. It did better in Europe, with Teddy Pilette winning the British F5000 Championship but only after a lot of effort by the VDS team to make the T400 work. After that they gave up trying, VDS opting instead for the new Lola T430 for 1976. This model was a stop-gap effort and, in shades of theT300, was actually theT460

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(1600cc four-cylinder) Formula Atlantic chassis with the Chev V8 grafted on the back. But the real solution to the T400 problem was simple:just go back to the old T332. That's what Lola did, even offering new T332s in component kit form that allowed owners to build up new cars using parts from their unwanted T400s. Meanwhile in Australia, theT400s raced on. Later in 1975 Max Stewart drove his to victory in the Australian Grand Prix. But a couple of years later Stewart would lose his life in a T400 accident at Calder. Some of theT400s that Europe and the USA had abandoned ended up Down Under. John Leffler got one of the unsold newT400s from US Lola agent Carl Haas at a bargainbasement price and used it to win the 1976 Australian Drivers'Championship. This car later went to John Wright. Had his engine not failed two laps from the finish, he would have won the 1979 Australian Grand Prix in it. Following Bartlett's lead, Wright made extensive modifications to hisT400 in an effort to improve it. With genius chassis engineer Harry Galloway on the case, Wright

did make significant gains. The car was back for another go at the Australian Grand Prix the year after Wright's 79 heartbreak. But now the FSOOOs were up against a hybrid opposition that included reigning world champion Alan Jones and his Williams-Cosworth as well as Bruno Giacomelli's Alfa Romeo - two current model Formula 1 cars. There was never any way the local fivelitre cars were going to beat modern FI cars. But Wright's highly evolved T400 was fourth fastest in qualifying, ahead of all the FSOOOs bar Alfredo Costanzo's Lola T430, and only 2.7 seconds slower than Jones'pole time. Not bad for a six-year-old car that wasn't any good even when it was new.

r 4

Under the skin: Chassis detail of Kevin Bartlett's T400- they were beautifully constructed by the standards ofcustomer racing cars in the 1970s, right. Max Stewart slides his T400 at Oran Park; behind him. John Leffler looks more composed in Max's old T330.

MBunlop Dominates Again at the 6 HouP^ Er^urance Race at Phillip Island! CongratuBations Wsnners! 1st, 2nd and 3rd across the Bine; Al! winning drivers were using Dunlops DZ03G 1st

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MBunlop Dominates Again at the 6 HouP^ Er^urance Race at Phillip Island! CongratuBations Wsnners! 1st, 2nd and 3rd across the Bine; Al! winning drivers were using Dunlops DZ03G 1st

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Valve Springs & More! CRANE TECHNOLOGIES PTY. LTD. Fax: 08 8363 5633 Phone: 08 8363 5566

www.cranecams.com.au

CROWCAIES l Fast profile design service to your

oRefill& service all models

requirements

?l %

o Large inventory .. of parts k & systems.

l Custom ground roller, solid and

water spots and stains from any exterior

g^RAIME

www.toyo.com.au

GOODfvCAR

Remover is designed to remove stubborn

tmm

l Blackwood Tyrepower, SA:

California Gold Liquid Synthetic Wax. California Gold Water Spot Remover for Glass

TOVO TIRES

^ PFITZNER

Mothers

hydraulic profiles using unique computer controlled

Australia Wide Delivery SALES HOTUNE Phone:1300 738 553 Reoep Indueti .. sales@racer-industries.com

machines for unrivalled accuracy

P 03 93570469 F 03 93570001 visit our website: www.crowcams.com.au

California Gold Synthetic Wax

Meetyoung Seb

synthetic ^ Wax

Meet Sebastian Vettel; the story of Formula One's youngest

easy-to-apply, effortless-to-remove formula. Our

champion isn't a whole lot more than a picture book, but

specially-formulated microencapsulated polymers

there are some great shots - especially of Seb's early days

form a chemical bond to protect your paint's surface,

- and some great anecdotes,*including his penchant for

while ultra-fine polishes bring out the gloss and

legend Franz Beckenbauer. $36.99 from New South Books.

vtfww.pepproracevalves.com.au

RACE PRODUCTS

Racing Car Jacks

is a centrifugal pump with an impeller driven by an electronically commutated motor.

jirjf-st /MciMKn

$99?^:

Jfofn-^atoy

p<3ir

For more information please contact Davies Craig (03) 9369 1234

Phono OR 8363 5566 www.cranocams.com.au

$495*

lecvAit

Made in Sweden, quality, durability tight weight, less internal friction, tight plumbing options, 6 stage with oil/air separator and more Used by leading Group A Teams (Perkins). Drags (Anderson). £■:% Nascar (Gibbs).

Call Luke Finn on

www.holley.com

●

{ytctn inciudB GST FiQ^pil 11 iKWtonal

Holley Performance System Distributors

Ph: 1300 76 55 39 Fa* (07)5478 9833 Wgfgna ' web; www.waranaimpor1s.com

or visit www.daviescraig.com.au

rrc! ihuotcmirs PTY. I rn.

Competition LSD's & Gears

LIMITED SLIP DIFFERENTIAL

NEr-^ EXPANDED RANGE

For details call: t

VK 03 9873 5400 VIC. 03 9553 4200

OUTSTANDING PIT DISPLAYS BY DCTANDRM MANY OTHER DISPLAY OPTIONS AVAILABLE PLEASE CALL US TO DISCUSS REQUIREMENTS

010 07 3274 4797 SA 08 8340 4333 WA 08 9331 84gg^

motorsport news

Victorian Speed Pro Crane Technologies GoGear Racing Services Tech Line 1800 242 918

Balancers

, '

Extremely durable bonded dampening material

●

Easy to read computer etched timing marks Available in economical cast iron Street, all

,|l ● t

steel SFi approved Race & new Serpentine for Chev,LS1,LTl etc P 02 6937 8888 F 02 6921 7536

Visit out website www.prGcisionparts.com.au

www.mnews.com.au

~ 1800 242 910 (02) 8723 8888 (07) 3808 1986 (03) 9794 5177 (08) 0363 5566 (08)9443 4400

dis

_ - SYDNEY (02)95566012 . MELBOURNE (03)9394 3160

'll.

E=j

The True Performance Alternative Iff/^LOSE RATtD GEARS & FINAL DRIVE

QLD VIC/TAS SA WA

Contact vourstate dis^butor... Motorsport Connections Rediine Performance Performance Wholesale

Call 08 8132 1888 for your nearest distributor |

-i-:

f08 8362 8811 penske@nttyres.com.au

SPeEDFLOW

$295*

\|P

p 08 8362 4417

Ph: 08 8362 4417 Fax: 08 83628811 racing@nttyres.com.au

$139*

Thermal Switches (#0401 or #0402).

little as $75 per issue!

WS-'

Auttralian Made Performance Hose Fittings

2 tonne nncl G tonne wpacity

For optimum flow control you can add the Davies, Craig Digital Controller

Advertising in RACE SHOP costs as

rn /VHoy

CARCOON AUSTRALASIA W: vtfWW.carcoon.com.au 7:1800 888009 e infoecarcoon.com.

Stands

(#8020) on the basis a minimum of 9v is supplied or you can use either of the two

Australia Wide Delivery SALES HOTLINE Phone: 1300 738 553 Rocop InduDti ●>■ sales@racer-industries.com

4 way adjusters available

Full Range Available

● 1000kg antj 3000kg Capacity ● 12 month warranty »5kg ● Weights-’ 26kg

The key benefit here is the elimination of brush wear common with conventional electric motors.

»[

Single adjuster through

● Stop tyres aging ● Sunlight/UV protection ● Ease of handing and storage

Simpson Safety Equipment Australia sales@simpsonraceproducts.com.au Austraiian Distributors Stockists Welcome P 02 9545 6662

applications.This new EBP

www.().trvsmotorsporttyres.com.au

Tyre covers and tyre garages

«t>

automotive, solar, recreation, mobile home, marine and water reticulation

Eastern Creek

(02) 9676 8655

-■ r

RACING SHOCKS^

open up a number of applications and is the EBP of choice among I air-to-water intercooler kit manufacturers. It can be suited to a variety of

Only 5 minS from

PROTECT YOUR RACE TYRES

- EXCELLENT QUALITY - SENSIBLY PRICED

25 litres per minute brushless electric booster pump to its product range. The release of the new 12v EBP 25 Electric Booster Pump will furt

Unil 3/13 Penny PI, Amdell Rirk NSW 2148

FIA 2000 COMPLIANT

manufacturer Davies, Craig Pty Ltd has added the new

Super Store

J--

fSriHPSON

O mpetizlone

conic Australian automotive cooling technologies

Engine Valves

OniVELINE COMPONENTB

o Huge inventory. o Clutch service.

Race Tested

Available at all quality automotive retailers

The EBP 25 Electric Booster Pump

MOTORSPORT TYRES

mwMjm/mmm

lustre you've come to expect from Mothers. For more information visit www.mothers.com.

mimicking (other)famous people, such as German soccer

0423 665 384 today

mwfmnm

Mothers California Gold Synthetic Wax provides unparalleled depth,shine and protection in an

COMPOMOT/VE k

MOTORSPORT WHEELS

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OCTANORMtr

om PIECE RACE PUSHRODS As used by top.tourii

lwav-8tdr»g racing teams. I

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m tuiJl

P 03 9357 0469 F 03 9357 0001

visit our website: www.crovvciinis.com.nu

MeecS^^

Iti

driven to perform

s ;i5Cr Performance Gearboxee

rriving shortly to the Australian market from Mothers polishes are four great new

Motor Sport Dealers

PPG IS an Australian success stor\-. producing high quality gear sets for use in race, rally and street to global standards

products in totally new packaging.The large

upside-down bottles offer ease of use and

WWW.ppgearbox.com.au

are great value. Unique to car care is a water spot remover, while there are

*^te/^Spot “emoi/er* Poft a LZSS

two new formulation metal polishes and

14»VVatBrvflle Drae. Green Fields Sollh Austrel'S 5107 Australia

FR -E SHIPPING ON YOUR FIRST ORDER QUQ^E 3107

I. ; .I Li r ‘ ‘‘

Mothers California Gold Water Spot

H *

(08)8370 2195

l Blair's Tyres, NSW:

(02)4648 1555

l Ellenbrook Tyrepower. WA;

(08)9296 9967

l Meridian Motorsport, VIC:

(03)9553 4200

l O’Niells Tyres, NSW: l Racetune Services. WA;

(02)4933 5977

l Reservoir Tyrepower, VIC: l Revolution Racegear, TAS:

(03)9460 5593 (03)6231 3737

l Rising Sun Tyre & Alignment, NQLD:

(07)4725 7688

l Tyretech, QLD:

(07) 3252 8022

(08)9371 3333

glass surface. Powerful mineral-dissolving agents scrub away sun-baked sediments, salt spray, tree

All Classes 13" 15" 16" 17

18'

Ph:088362 4417 Fax:08 8362 8811 racing@nttyres.com.au

sap, road grime, bugs and paint overspray. Use Mothers California Gold Water Spot Remover on exterior glass windshields, windows and mirrors.

Camshafts

Roller Lifters

Roller Rockers

Ignition Systems

Valve Springs & More! CRANE TECHNOLOGIES PTY. LTD. Fax: 08 8363 5633 Phone: 08 8363 5566

www.cranecams.com.au

CROWCAIES l Fast profile design service to your

oRefill& service all models

requirements

?l %

o Large inventory .. of parts k & systems.

l Custom ground roller, solid and

water spots and stains from any exterior

g^RAIME

www.toyo.com.au

GOODfvCAR

Remover is designed to remove stubborn

tmm

l Blackwood Tyrepower, SA:

California Gold Liquid Synthetic Wax. California Gold Water Spot Remover for Glass

TOVO TIRES

^ PFITZNER

Mothers

hydraulic profiles using unique computer controlled

Australia Wide Delivery SALES HOTUNE Phone:1300 738 553 Reoep Indueti .. sales@racer-industries.com

machines for unrivalled accuracy

P 03 93570469 F 03 93570001 visit our website: www.crowcams.com.au

California Gold Synthetic Wax

Meetyoung Seb

synthetic ^ Wax

Meet Sebastian Vettel; the story of Formula One's youngest

easy-to-apply, effortless-to-remove formula. Our

champion isn't a whole lot more than a picture book, but

specially-formulated microencapsulated polymers

there are some great shots - especially of Seb's early days

form a chemical bond to protect your paint's surface,

- and some great anecdotes,*including his penchant for

while ultra-fine polishes bring out the gloss and

legend Franz Beckenbauer. $36.99 from New South Books.

vtfww.pepproracevalves.com.au

RACE PRODUCTS

Racing Car Jacks

is a centrifugal pump with an impeller driven by an electronically commutated motor.

jirjf-st /MciMKn

$99?^:

Jfofn-^atoy

p<3ir

For more information please contact Davies Craig (03) 9369 1234

Phono OR 8363 5566 www.cranocams.com.au

$495*

lecvAit

Call Luke Finn on

www.holley.com

●

{ytctn inciudB GST FiQ^pil 11 iKWtonal

Holley Performance System Distributors

Ph: 1300 76 55 39 Fa* (07)5478 9833 Wgfgna ' web; www.waranaimpor1s.com

or visit www.daviescraig.com.au

rrc! ihuotcmirs PTY. I rn.

Competition LSD's & Gears

LIMITED SLIP DIFFERENTIAL

NEr-^ EXPANDED RANGE

For details call: t

VK 03 9873 5400 VIC. 03 9553 4200

OUTSTANDING PIT DISPLAYS BY DCTANDRM MANY OTHER DISPLAY OPTIONS AVAILABLE PLEASE CALL US TO DISCUSS REQUIREMENTS

010 07 3274 4797 SA 08 8340 4333 WA 08 9331 84gg^

motorsport news

Victorian Speed Pro Crane Technologies GoGear Racing Services Tech Line 1800 242 918

Balancers

, '

Extremely durable bonded dampening material

●

Easy to read computer etched timing marks Available in economical cast iron Street, all

,|l ● t

steel SFi approved Race & new Serpentine for Chev,LS1,LTl etc P 02 6937 8888 F 02 6921 7536

Visit out website www.prGcisionparts.com.au

www.mnews.com.au

~ 1800 242 910 (02) 8723 8888 (07) 3808 1986 (03) 9794 5177 (08) 0363 5566 (08)9443 4400

dis

_ - SYDNEY (02)95566012 . MELBOURNE (03)9394 3160

'll.

E=j

The True Performance Alternative Iff/^LOSE RATtD GEARS & FINAL DRIVE

QLD VIC/TAS SA WA

Contact vourstate dis^butor... Motorsport Connections Rediine Performance Performance Wholesale

Call 08 8132 1888 for your nearest distributor |

-i-:

f08 8362 8811 penske@nttyres.com.au

SPeEDFLOW

$295*

\|P

p 08 8362 4417

Ph: 08 8362 4417 Fax: 08 83628811 racing@nttyres.com.au

$139*

Thermal Switches (#0401 or #0402).

little as $75 per issue!

WS-'

Auttralian Made Performance Hose Fittings

2 tonne nncl G tonne wpacity

For optimum flow control you can add the Davies, Craig Digital Controller

Advertising in RACE SHOP costs as

rn /VHoy

CARCOON AUSTRALASIA W: vtfWW.carcoon.com.au 7:1800 888009 e infoecarcoon.com.

Stands

(#8020) on the basis a minimum of 9v is supplied or you can use either of the two

Australia Wide Delivery SALES HOTLINE Phone: 1300 738 553 Rocop InduDti ●>■ sales@racer-industries.com

4 way adjusters available

Full Range Available

● 1000kg antj 3000kg Capacity ● 12 month warranty »5kg ● Weights-’ 26kg

The key benefit here is the elimination of brush wear common with conventional electric motors.

»[

Single adjuster through

● Stop tyres aging ● Sunlight/UV protection ● Ease of handing and storage

Simpson Safety Equipment Australia sales@simpsonraceproducts.com.au Austraiian Distributors Stockists Welcome P 02 9545 6662

applications.This new EBP

www.().trvsmotorsporttyres.com.au

Tyre covers and tyre garages

«t>

automotive, solar, recreation, mobile home, marine and water reticulation

Eastern Creek

(02) 9676 8655

-■ r

RACING SHOCKS^

open up a number of applications and is the EBP of choice among I air-to-water intercooler kit manufacturers. It can be suited to a variety of

Only 5 minS from

PROTECT YOUR RACE TYRES

- EXCELLENT QUALITY - SENSIBLY PRICED

25 litres per minute brushless electric booster pump to its product range. The release of the new 12v EBP 25 Electric Booster Pump will furt

Unil 3/13 Penny PI, Amdell Rirk NSW 2148

FIA 2000 COMPLIANT

manufacturer Davies, Craig Pty Ltd has added the new

Super Store

J--

fSriHPSON

O mpetizlone

conic Australian automotive cooling technologies

Engine Valves

OniVELINE COMPONENTB

o Huge inventory. o Clutch service.

Race Tested

Available at all quality automotive retailers

The EBP 25 Electric Booster Pump

MOTORSPORT TYRES

mwMjm/mmm

lustre you've come to expect from Mothers. For more information visit www.mothers.com.

mimicking (other)famous people, such as German soccer

0423 665 384 today

mwfmnm

Mothers California Gold Synthetic Wax provides unparalleled depth,shine and protection in an

COMPOMOT/VE k

MOTORSPORT WHEELS

03 93865331 NSW 02 9676 8655 SA 08 8298 1886 WA 08 9293 3500 TAS 03 6326 9199 QLO07 5461 9100 www.5tuckey.cqm.au I

OCTANORMtr

om PIECE RACE PUSHRODS As used by top.tourii

lwav-8tdr»g racing teams. I

m tuiJl

P 03 9357 0469 F 03 9357 0001

visit our website: www.crovvciinis.com.nu

'I CILR55IFIED5 Ex- John Lamb Collection

Transporters/Trailers

This Classic long distance rally vehicle has competed in the London to

SELL your parts, motorsport vehicle or anything to do with motorsport via our internet classified partners my105. com -for as little as * $29.50! my105.com will also run your ad til it's SOLD! *for my105.com ad only

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Sedans/Sport Cars 4

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by following the prompts. Payments can be made online by credit card only.

One

For an additional $15, our staff can put

Australia's

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write your advertisement clearly(no more than SO words), nominate your

by K&A Motorsport,0417 826 284

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send it by mail or email(make sure to include your details) - see addresses below.

Porsche My 2011 997 GT3 Cup Car

SEND TO: Mail: MylOS,Suites, 11-21 Underwood Rd, Homebush, NSW,2140

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02 9647 1177

Notice to advertisers; We are unable to return photos supplied for advertising. Ads will appear as soon as possible after receipt. MNews/mylOS classifieds are for the sale of private goods and vehicles only. Photos marked 'proof' will not be used.

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Tarmac Rally Cars

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built and Professionally maintained, unique (only 2 ever produced) by Kim Ledger’s LF Performance Products Perth. Road Reg and CAMS log book. Mid

Drives, handies and runs perfect. Wonderful collector item, for AUS

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'I CILR55IFIED5 Ex- John Lamb Collection

Transporters/Trailers

This Classic long distance rally vehicle has competed in the London to

NO.1 RACECAR CLASSIFIEDS

vehicle was built at a cost of $150,000. 0418 494 878

Sedans/Sport Cars 4

Jaguar XJ13 Replica

by following the prompts. Payments can be made online by credit card only.

One

For an additional $15, our staff can put

Australia's

Marque sports cars. Winner 3 State Championships. Mallaia 1:10.03 & Sandown 1:15.26. 560bhp, 440ft lb. Ford 302 SVO, alumin heads, titanium

write your advertisement clearly(no more than SO words), nominate your

by K&A Motorsport,0417 826 284

category and include your pic(s). Then

WWW.mYi05.com/66i9

send it by mail or email(make sure to include your details) - see addresses below.

Porsche My 2011 997 GT3 Cup Car

SEND TO: Mail: MylOS,Suites, 11-21 Underwood Rd, Homebush, NSW,2140

Email: info@my105.com Fax:

02 9647 1177

www.mYi05.com/6625

round competition ready to go. Ex Shane Smollen -up to date,fresh &

WWW.myi05.com/5402

sound,built by Zucanovic,sister carto his championship winner. Good HP engine, Modena dog box, "AIM" dash/logger. Spare wheels, bumpers, swaybars etc. available on request. Needs bolt

Tarmac Rally Cars

by PBMS. Prepared to a high standard regardless of cost. More info or pics email me. Being sold well under cost to build! Inspection'will not disappoint. 0419 381 533

www.mYio5.com/68o8

www.mYi05.com/6292

event & have fun in. Full specs avalible on request.0428 168 173

Minetti 2006 I490cc Sports Car

AU Saloon Car

built and Professionally maintained, unique (only 2 ever produced) by Kim Ledger’s LF Performance Products Perth. Road Reg and CAMS log book. Mid

Drives, handies and runs perfect. Wonderful collector item, for AUS

Immaculate, restored to as new

WWW.myi05.com/5498 Front running Ford Au Saloon Car, Rose engine, performance friction brakes, AIMS dash and logging

Coloured ad spaces available now.

online classifieds

www.mYi0S.eom/S665

www.mYi05.com/66i7

www.mYio5.com/l8O6

WWW.mYi05.com/6694

system, qualified 4th at Bathurst, no heavy hits, lightly raced. Be racing at Bathurst Feb 2012 in a front running competitive car. Spare wheels.0414 575 451

per set! 0448 882 740

(N1

condition. Historic log book. USA & NZ race history. Been laid up fastidiously for many years. Spares catalogued, too numerous to list. Call Mike on 08 9350 6880

New fully forged motor (240 awkw), serviced, ready to go! 0419 504 338

Ford Category. Feel free to contact for any questions. Must sell, price is

www.myi05.com/657S

the Targa field. Highly developed package, this car is easy to drive and wins every race it finishes.

2x sets of Sachs Matrix Dampers, Ex. Sonic Racing, Great Condition, Have done minimal use in Formula

Motoring history. 9350 6881

V no expense spared. Particular attention paid to safety with the most comprehensive roll cage in

Sachs Matrix Dampers

mount, rear drive STi powered, PPG gears, Motec, Harrop brakes.

www.mYi05.com/6764

Ralt RT4

WWW.mylO5.com/674O

’■,5 million

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MY FAVOURITE RACE

ALEX DAVISON

WHEN YOU’RE OUT THERE DOING A NIGHT STINT, HAVING THE PROTOTYPES COMING UP DOING 60 OR 70 KILOMETRES AN HOUR -SOMETIMES MORE - FASTER THAN YOU DOWN THE STRAIGHT KEEPS YOU FOCUSED I

HIS one isn't remembered for the fantastic result, but

the overall experience of doing Le Mans 24 Hour in 2008 was amazing. It was a bit of a dream of mine to do that event and

the opportunity came to do it with Team Felbermayr-Proton in a GT2 Porsche with team owner Horst Felbermayr Sr and Wolf Henzier, and we were running well in the race until we had a gearbox problem. It's not unlike a lot of big sporting events, including Bathurst. You get there on the Tuesday or the Wednesday and already you can feel the atmosphere in the air, with people camping everywhere. The fans are so passionate about it. With the parade in the week leading up to the race, through the city of Le Mans, I'd never seen such intense fans anywhere before in my life. They were nearly getting angry when people were running out of autograph cards. It was bordering on being feral. But looking back it was an amazing experience. Everything about it was a cool event to be a part of. The race was part of my season with the team in the Le Mans Series. We were running a Porsche 997 GT3-RSR, which was pretty nice. They're not that dissimilar to drive than a Carrera CupCar, they're just a little bit nicer and a little bit quicker with a lot more downforce. But we're still the slow guys out there, compared to the Prototypes. It keeps you awake at night, when you're out there 96

doing a night stint, having the Prototypes coming up doing 60 or 70 kilometres an hour - sometimes more - faster than you down the straight keeps you focused. Their lights are so bright, you can't tell if they're one metre behind you or a kilometre behind you, and the straights are obviously very long. They come out of nowhere and you feel them as they come up behind you and pull past you; you feel them suck your car back. They've obviously got so much downforce they're pushing so much wind out of the way. At some of the fast corners around Le Mans, like the Porsche curves, we're sitting there on the limit fighting the car because, relatively you don't have a lot of grip, and then theyjust go'woop' straight around the outside like you're not even there. It's pretty phenomenal.That year I'd been doing that sort of racing all year so it wasn't that much of an eye opener because I was relatively used to it, but it was something to keep you busy. It didn't take long in the race before they started to lap you. They're 40 seconds a lap faster and it's a four-minute lap, so it wasn't many laps at all. It's pretty much part of those sort of races, the whole race you're dealing with traffic, whether it's slower GT2 traffic, GT1 cars or the Prototypes. Sometimes at Le Mans there are some quite slow LMP2 cars, which are actually no quicker than us down the straight, they've got terrible drivers and they're just wobbling around the corners. You can often get stuck with one of those cars for a whole stint if you're unlucky and lose a lot of time. And there's nothing you can

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do about it, you can't pass them because they accelerate away from you a bit quicker and then you catch up, get held up into the corner and they accelerate away again. You just can't do anything about it, it's horrible. Again, it's part of that racing. As much as being able to drive quickly is important as in any car race - being able to deal with the traffic and lose the minimum amount of time is just as important. We qualified second in class, but the lead car was excluded from the session afterwards. That bumped us up to start from pole, and I started the race, which was pretty cool. I led for a couple of laps, but we only had a certain allocation of medium compound tyres, not enough to do the whole race on. While it was the warmest, we started on our hard tyres, so we weren't as competitive in that particular stint, but that was the only stint we had to run hards. Once we put the mediums on, like everyone else, we were right on the pace. The car was really, really good until the gearbox broke in the ninth hour while we were running second in class. We had a long pitstop, got back out there and ended up fifth in GT2. So I don't remember it for an awesome victory or anything like that, but just being there and doing it in a really competitive car was a highlight of my career. Overall,just driving on that track, it's such a fantastic track to drive on. I hope dearly that I can go and do that event again one day. Alex Davison spoke to Mitchell Adam

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MY FAVOURITE RACE

ALEX DAVISON

WHEN YOU’RE OUT THERE DOING A NIGHT STINT, HAVING THE PROTOTYPES COMING UP DOING 60 OR 70 KILOMETRES AN HOUR -SOMETIMES MORE - FASTER THAN YOU DOWN THE STRAIGHT KEEPS YOU FOCUSED I

HIS one isn't remembered for the fantastic result, but

the overall experience of doing Le Mans 24 Hour in 2008 was amazing. It was a bit of a dream of mine to do that event and

motorsport news

www.mnews.com.au

imiPSMi:SOOADHMIPM 1

7. Before winning Race2 the 2012season in Adelaide, 1,'a Will Davison hadn't won a V8 Supercar race since taking out the 2009 Bathurst 1000 with Garth Tander.

RESERVE YOUR SEAT WITH THE PRICE CAP CLUB

I 2. Davison pipped Fabian Coulthard to a V8Supercar debut by one event. Davison made his debutin 2004 at Winton with Team Dynamik, I Coulthard's came three ! weeks later at Oran Park with 1 Tasman Motorsport. i 3.In 2002,Davison and '●I Coulthard both contested the British Formula Renault Championship.

2013 SEATS AT 2012 PRICES

4. True. Romain Grosjean is the only driver to win both GP2 Series'in the same year. doing so in 2011. And it may stay that way-for 2012, the two series'have been merged.

Book with Price Cop Club before 30 June 2012 and: ● Secure your favourite grandstand seat ● Only pay the 2012 event prices ● Enjoy the best views of the action ● Pay in three easy installments

5. Following the withdrawal of Chevrolet and Toyota at the end of the 2005 season. Honda was IndyCar's sole engine supplier between 2006 and 2011.

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imiPSMi:SOOADHMIPM 1

7. Before winning Race2 the 2012season in Adelaide, 1,'a Will Davison hadn't won a V8 Supercar race since taking out the 2009 Bathurst 1000 with Garth Tander.

RESERVE YOUR SEAT WITH THE PRICE CAP CLUB

2013 SEATS AT 2012 PRICES

4. True. Romain Grosjean is the only driver to win both GP2 Series'in the same year. doing so in 2011. And it may stay that way-for 2012, the two series'have been merged.

5. Following the withdrawal of Chevrolet and Toyota at the end of the 2005 season. Honda was IndyCar's sole engine supplier between 2006 and 2011.

Book by 16 May 2012 and also get a FREE limited edition Clipsal 500 collectors lanyard and hard card.

Book now at clipsal500.com.au or call Ticketek on 1300 015 684.

Next Issue of Motorsport News i on sale MAY 23 /AC*

i' ●c Schnoidar

I South Australia. A brilliant blend

For terms and conditions visitclipsal500.com.au/pricecap

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