TOYOTA’s decision to quit Australian manufacturing has cost the company dearly, with the local car maker today posting a $437 million loss for its 2013-14 financial year.
The huge hole in Toyota Australia’s accounts comes from a half a billion-dollar writedown of the value of the company’s plant and equipment, and a $384 million payout to mainly blue-collar workers, who will all lose their jobs by late 2017.
Toyota said it would have made a pre-tax profit of $266 million without the added costs of shuttering its Altona-based engine casting and assembly lines in Altona in Melbourne’s west.
Added to Ford’s $267 million loss posted for last calendar year and Holden’s $553.8 million loss over the same period, the Australian car industry is responsible for an almost $1.3 billion blow to the manufacturing sector.
Despite its loss, Toyota said it still recorded strong vehicle sales, with 221,771 Toyota and Lexus vehicles sold in the year ending 31 March, with the hit to its bottom line softened further
Due to second-year cost-reduction targets exceeding expectations.
Production of the four-cylinder Camry and Camry Hybrid mid-size sedans and the V6-engined Aurion large car increased slightly last financial year, with 102,590 vehicles built.
Of those, 67,000 vehicles were exported, primarily the Middle East, down on the 69,676 shipped out the previous year.
Toyota blamed the high Australian dollar as one of the key factors hurting its export business, and last year flagged that it needed to strip $3800 from the cost of each car running down the Altona line to maintain viability.
Based on the production numbers, the extra cost left Toyota with a $390 million burden last financial year.
However, revenue fell from $8.9 billion to $8.4 billion, a five percent decline.
Toyota Australia sacked 450 workers last year before announcing in February this year it would end more than 40 years of manufacturing in Australia.
“Our employees worked incredibly hard to secure the investment for the new-look Camry, which will be built in our Altona plant from early next year,” Toyota Australia president Dave Buttner said.
“We also exceeded our cost-reduction targets for the second year in a row, which was the result of a company-wide transformation activity to strengthen our business.
“However, despite these positive results, there were too many external factors beyond our control that made it unsustainable to continue building cars and engines in Australia in the mid to long term future,” he said.
“This has obviously had a significant impact on our results as our focus is now on supporting our employees and ensuring that we have the correct provisions in place as we transition to a national sales and distribution company.”
The new-look Camry is expected to roll off Toyota’s Australian production line late next year, despite launching in the US in September this year.
It will also miss out on almost all the interior modifications featured in overseas markets.
Overseas factories are vying for Australia’s production allocation of the Camry beyond Toyota’s local closure, with Thailand firming up as the favourite to absorb the extra capacity.
THE Jaguar F-Type Project 7 will rocket to 100km/h in just 3.9 seconds, 0.4 seconds faster than the current top-spec F-type V8 S, and will carry on to an electronically limited top speed of 300km/h, making it Jaguar’s fastest ever production car.
Set to make its official debut at the 2014 Goodwood Festival of Speed, it has performance upgrades courtesy of Jaguar Land Rover Special Operations, which has wrung an extra 59kW and 55Nm from the 5.0-litre supercharged V8 (to 423kW and 680Nm).
At the same time, 80kg has been shed from the car, resulting in a kerb weight of just 1585kg.
The Project 7 gains all the optional goodies of the V8 S, including carbon-ceramic brakes, torque vectoring and an electronically controlled differential, as well as receiving a specially tuned suspension set-up to work in tandem with a new front splitter, side skirts, rear diffuser and adjustable rear wing – all in carbonfibre, of course – to ensure it stays planted.
Although limited to a run of only 250 units, Jaguar has made sure the Project 7 will stand out from the crowd.
Paying homage to the iconic three-time Le Mans-winning D-type, the Project 7 sports an unmistakable fairing behind the driver’s seat, along with a shorter windshield and revised front bumper.
Check out the video to see the F-Type Project 7 in action.
HYUNDAI’S current Fluidic Sculpture design language is to be toned down, beginning with the big rear-drive Genesis sedan due to launch in Australia late this year.
“Many, many people say we are too strong (with) design,” Hyundai design chief Byung Seob Lee said.
So, after only four years, Fluidic Sculpture is to be replaced with a smoother, more conservative Version 2.0.
Genesis “sets the tone for cars we are going to develop in the future”, according to Casey Hyun, Hyundai’s Australian-raised creative strategist.
Hyun says design is already measurably lifting the Korean brand’s image. To maintain this momentum, Hyundai has decided it must back away from the fuss and flash of its existing styling.
The 2009 Sonata – which was marketed in Australia as the i45 – was the “anchor car” for the introduction of Hyundai’s first attempt at co-ordinating design across its range.
The look was consistent, but trendy and fast fading, admits Hyun.
The new Genesis will play a similar anchor role for Fluidic Sculpture 2.0, according to Lee and Hyun.
At almost five metres long, it’s a big car. Good looking, too.
For Australia, the Genesis will come with a 232kW 3.8-litre version of Hyundai’s ‘Lambda’ V6 with direct injection, driving the rear wheels through an eight-speed automatic transmission.
While a 5.0-litre V8 ‘Tau’ engine and all-wheel-drive system have been developed for the Genesis, both are compatible only with left-hand-drive versions.
Genesis is due to go on sale in the fourth quarter this year, priced from below $60,000.
It will be quickly followed, in either late 2014 or early 2015, by the seventh-generation Sonata/i45.
The medium-size front-driver will be equipped with 2.4-litre direct injection and 2.0-litre turbocharged versions of Hyundai’s ‘Theta’ in-line four-cylinder engine and a six-speed automatic transmission.
TOYOTA says it will need to jump a number of hurdles before even thinking about bringing its first hydrogen-fuelled production sedan to Australia.
The Japanese car-making giant today revealed the shape of its future, the production version of a compact four-door sedan based on the ‘Fuel Cell Concept’ car unveiled at last year’s Tokyo motor show, converting hydrogen to electricity via an powered using on-board fuel cell.
When it goes on sale in Japan in April 2015 ahead of a mid-year launch in Europe and the US, the as-yet unnamed car will cost the equivalent of about $73,000, or about the same as a high-end BMW 3 Series sedan.
However, Toyota has flagged the fuel cell sedan will only go on sale in regions where the refuelling infrastructure was being developed – and Australia is well off the radar.
Toyota Australia executive director of sales and marketing Tony Cramb said that, while the arrival of fuel-cell technology for cars was an “exciting development”, a number of things would need to change before the hydrogen-based cars were sold here.
“Toyota’s history with hybrid vehicles provides the experience needed to launch a new technology to the market in countries where the fuelling infrastructure is available,” Mr Cramb said.
“In Australia, there are many challenges ahead, including development of the required infrastructure and greater customer awareness, before hydrogen fuel-cell vehicles can be offered here.
“But Toyota is confident that hydrogen will become increasingly popular as a way of powering vehicles around the world,” he said.
A US-based National Renewable Energy Laboratory study last year found that the cost of building a hydrogen refuelling station ranged between $US2.8 million and $US11.5 million ($A3.0m-$A12.2m) depending on whether a hydrogen generator was built into the station.
Toyota has not shared too many details of how rich the interior of the fuel-cell sedan is likely to be, but says it will travel the same distance as a conventionally engined vehicle.
Toyota aims to make the transition to a fuel-cell vehicle as simple as possible for owners, with the promise it can be refuelled in a matter of minutes, just like a conventionally engined vehicle.
Mercedes-Benz and BMW have both attempted to show how seamlessly they could integrate hydrogen fuel into vehicles, although with very different approaches.
BMW’s Hydrogen7 was a conventional 7 Series converted to run on the fuel, which was burnt in the limousine’s V12 engine instead of petrol, emitting nothing but water in the form of steam.
Mercedes-Benz, meanwhile, brought a hydrogen-powered version of its B-Class hatchback to Australia as part of a world tour showcasing the technology. The F-Cell, as the vehicle was known, used a similar fuel cell set-up as Toyota to convert hydrogen into electricity, also emitting only water.
The difficulty in sourcing fuel meant a tanker full of liquid hydrogen, as well as a temporary refuelling station, had to follow each vehicle as it toured the country.
HONDA CR-V DTi-L – Score: 75/100
PRICE AND EQUIPMENT
Top-spec CR-V diesel isn’t cheap, but over the $38K model’s auto headlights/wipers, reversing camera, rear parking sensors, sat-nav and dual-zone climate control, the $45,340 DTi-L adds 18-inch alloys, front parking sensors, LED DRLs and tail-lights, cornering bi-xenon headlights and heated leather front seats (powered for the driver). 15/20
INTERIOR AND VERSATILITY
Airy cabin offers terrific driver ergonomics and quality materials. However, lower dash, door trims and console are cheaper-feeling plastic. Wins points for versatility via decent driver’s footrest, rear legroom and a cavernous 556-litre cargo bay that expands to 1648L with the 60/40 rear seat folded via magic boot/rear-seat levers. 16/20
PERFORMANCE AND ECONOMY
Over consecutive weeks of urban running around, we got 8.7L/100km in both SUVs (the CR-V’s official combined figure is 6.9L/100km to the Mazda’s 5.7). The CR-V’s 110kW/350Nm falls short of the CX-5, and it’s heavier at 1774kg. Still, from the well-insulated cabin, the Honda’s a quiet torquer, and its five-speed offers smoothness in lieu of a sixth ratio. 15/20
RIDE AND REFINEMENT
Despite rolling on smaller, chubbier-tyred wheels than the Mazda, the Honda’s relatively firm spring and damper rates result in a busy low-speed ride. However, it smooths out at about 70km/h, leaving occupants to appreciate the excellent noise suppression and isolation of vibration and harshness, which is more refined than the CX-5. 15/20
STEERING AND HANDLING
A lack of dynamic talent undid the CR-V’s hopes for a decent COTY showing, but the chassis is well-behaved and satisfying enough on the school run. The strut front/multi-link rear suspension keeps the body flat and poised at seven tenths, and steering is responsive and well-weighted beyond a vacant zone around straight-ahead. 14/20
Click here to read the full range review of the Honda CR-V.
MAZDA CX-5 AKERA DIESEL – Score: 84/100
PRICE AND EQUIPMENT
Both Honda and Mazda offer sub-$40K oilers, but mid-spec diesel models cost over $10K more than the cheapest manual front-drive petrols. Topping Mazda’s line-up, the $49,420 CX-5 Akera matches the CR-V for key kit (including six airbags), but adds blind-spot and lane-departure systems, stop start and sunroof. 16/20
INTERIOR AND VERSATILITY
It’s a mix of materials – premium and cut-price – but the CX-5 cabin overall is nicer to touch and behold, with a more classical design and a clearer central screen. Lack of rear air-con vents a miss, but rear compartment roomy. Rear 40/20/40 seat more versatile and has similar fold-flat system, though 403/1560L boot is less generous. 16/20
PERFORMANCE AND ECONOMY
The CX-5 matches the CR-V’s 2.2-litre capacity, but is a twin-turbo (a fact Mazda doesn’t emphasise, perhaps due to connotations of thirstiness). It produces 129kW and 420Nm (at a low 2000rpm), grunts through a six-speed auto and hauls 87kg less than the Honda, delivering seamless thrust and broad-for-a-diesel power. 18/20
RIDE AND REFINEMENT
The CX-5 is quieter than other Mazda models. Putting the cabin decibel level in context, it’s hushed enough that you can hear some wind rustle around the exterior mirrors at highway cruise speed. But despite the Mazda’s bigger 19-inch wheels and low-profile tyres, the ride is more absorbent and offers the dynamic edge. 17/20
STEERING AND HANDLING
“Excellent dynamics (and not just for an SUV)” reads our Showroom summation, and it’s true. The CX-5 is genuinely fun to punt, so much so that you’ll forget the sprogs are in the back. However, the steering – ordinarily fast and precise – can load up quickly during brisk cornering, making it our only beef with dynamics. 17/20
Click here to read the full range review of the Mazda CX-5.
VERDICT
Honda’s CR-V, with its thoughtful cabin design and superior cargo space, levels with the more premium-feeling CX-5 in terms of interior design and versatility, while the Mazda’s tallies under the headings of performance, ride and handling sum up the CX-5 diesel’s strengths – few SUVs can match its smooth-torqueing engine and sporty chassis. The Mazda goes harder than the Honda. It also has the potential to be more economical, but it’s difficult to resist its surging twin-turbo mid-range and stay light-footed, so they end up being very close at the bowser. It’s a pity neither brand offers a turbo-diesel at base model level because both engines shade their atmo petrol counterparts. However, in this flagship fight, it’s a clear win to Mazda’s CX-5 Akera.
HOW’S this for attention to detail: Ferrari delayed the California T’s launch nine months just to get the engine and exhaust sound right.
Actually, the soundtrack of a sports car is more than mere detail. It’s not as fundamental as chassis dynamics, drivetrain performance and Goldilocks ergonomics, but an invigorating aural accompaniment is a crucial part of the allure and enjoyment. And, sadly, in this nascent age of turbocharged domination, far from a given.
“The sound was not on target, so we had no choice,” California T program manager Stefano Lanciarini told Wheels at the car’s international launch. “For us it was important to meet the sound target as well.”
The California T rides on the 2008 original’s aluminium spaceframe chassis, so wheelbase is unchanged, but everything else has either been replaced or modified to give this new GT roadster a sharper, tougher mien than before.
Most obvious is the Cali’s new long bonnet silhouette, which more faithfully mimics Ferrari’s other front-engine model, the F12 Berlinetta. Unlike the F12, the California is a hard-top convertible. And, unlike any Ferrari for 22 years, it’s powered by a turbocharged engine. Hence the ‘T’ in California T.
“For us, introducing a new turbo engine for the first time in decades… the T on the name says we are proud of our accomplishment,” Lanciarini said.
And so Ferrari should be. This twin-turbocharged 3.9-litre V8 is the best sounding and has the sharpest throttle response of any turbo engine I’ve driven. It’s not the instantaneous and raucous thunder of Ferrari’s 4.5-litre V8 or even the F12’s monstrous 6.3-litre V12, but it’s more immediate and involving than any turbo mill AMG or BMW’s vaunted M division has turned out, though I’m yet to drive the new M3 and M4.
Compared to the outgoing 4.3-litre naturally aspirated V8, which in its final guise pumped out 360kW and 500Nm, this new-generation engine is smaller and lighter and produces 412kW and 700Nm. It’s also 15 percent more efficient. But it was anything but an easy development.
“Engine work began in 2010,” Lanciarini says with a wry smile. “Early prototypes were not good. Turbo lag, noise… a disaster. It had nothing, nothing, nothing, and then whoosh!”
Lanciarini says Ferrari was committed to harnessing turbocharging to reduce emissions, but with one very important distinction: “We did not want to do a turbo engine. We wanted to do a Ferrari engine, with a turbo. This is crucial to understand.”
The first decent prototype arrived in November 2012. “Then we spent a lot of money on getting the turbos just right for throttle response. Also the exhaust manifold. This is one of the most important components to contribute to the sound.”
Lanciarini then tries to convince me that if you are not told you are driving a turbo, you will not know it’s a turbo engine. That’s an admirable ideal, and one close to this natmo-lover’s heart, but no normally aspirated engine delivers such a head-pounding thump at just 2500rpm. And, if we’re being brutally honest, the soundtrack can’t match the spine-chilling banshee wail at high revs of Ferrari’s non-turbo wonders. Still, it’s an impressive accomplishment. There’s barely any turbo lag, and the engine’s natural sounds are evocative. And, they do not suffocate under the forced movement of air.
Another area where Ferrari’s careful engineering has delivered a tangible win is the deft management of the torque curve. It’s not table-top flat from 1500-5500rpm, as many other turbo engines are. Instead, the ECU varies the boost to increase torque as revs rise. In essence, the rate of acceleration increases as revs climb towards its 7500rpm cutout. It’s a characterful touch, and adds palpably to the enjoyment and theatre of the car.
Finessing the throttle through corners is a pleasure. Every incremental pressure increase is rewarded precisely. Then there’s the seven-speed dual-clutch transmission’s gearchange noise at high revs. It’s not the gravelly brap of an AMG ’box, or the coughing explosion of a Porsche. It sounds more like the whump of a mortar or grenade launcher.
It’s an immersive drivetrain well matched by the Cali’s newfound dynamic prowess. Like the old model, it has wishbones up front and a multilink rear with adjustable dampers, but stiffer all round. That said, the GT-esque ride quality is impressive on Comfort setting, and sharpens nicely when the manettino is switched to Sport. The turn-in, mid-corner composure and grip are a class above its forebear, not surprising given it has a faster steering rack, the engine sits lower in the chassis, and aero enhancements suck the car to the road much harder.
But it doesn’t quite go far enough. For me, anything wearing a Ferrari badge promises a significantly heightened level of dynamism, and the California T – though far more capable than other GTs like the Jaguar F-Type – stops just short of this. All it needs, given the inherent adjustability of the suspension and drivetrain, is a Race mode on the manettino to sharpen things up another notch.
Ferrari spokesman Matteo Torre says the California T’s capabilities are spot on for a Ferrari GT, and that my expectations are better satisfied by the 458. He may have a point. Not every Ferrari can be a 458, and nor should they be.
Model: Ferrari California T Engine: 3855cc V8 (90°), dohc, 32v Power: 412kW @ 7500rpm Torque: 755Nm @ 4750rpm Transmission: 7-speed dual-clutch Kerb weight: 1730kg 0-100km/h: 3.6sec Price: $409,888 On sale: September
This is it – the final GT Falcon. Ponch takes the wheel to find out if Ford Australia has saved its best for last.
ON THE eve of his return to Le Mans – a track that tried to kill him, twice – Aussie ace Mark Webber caught up with Wheels to share his expectations, his thoughts on Porsche’s racer and to reveal that, while exciting, his heart rate at Le Mans is about half what it was in F1.
Mark, Le Mans is just two days away. How are you feeling? Nervous?
No, mate, not nervous at all; I’m very calm. I’m such a small part of such a big effort – we’ve got two cars and six drivers – so I’m feeling good. We had our pre-test last weekend and that was big step for the team to take the car to Le Mans for the first time because she’s obviously a very challenging circuit. But the car ran really well; we did eight hours straight, which is well over 100 laps. So that’s a lot of big boxes ticked and it’s brewing up to be a pretty phenomenal race actually.
Last time you were at Le Mans in 1999, you flipped, twice. How did you approach the end of the Mulsanne Straight at the test? Flat or did you build up to it?
Yeah, mate, I was flat, and it was no worries at all. It was a lot steeper the last time I was there – they flattened it off after my accident. It’s very quick down there, of course. It doesn’t matter what driver you are or what level of experience you have, the concentration down there needs to be very high. We’re approaching 330-340km/h, so you need to be very alert with traffic and it’s very narrow as well. So it requires massive focus.
Had you been back since your accident?
No, that was my first time back. So, yeah, it was good to be back.
What’s been the biggest hurdle going from F1 to Le Mans?
Probably just how much of a compromise you have to make with car set-up across conditions. In Formula One, we worked in such tight, tight margins to get the car in an absolute perfect window for each session. In endurance racing, the window is a lot more open because of the temperature swings and the track changes a lot with the Michelin tyres. Then there’s the factor of sharing the car with team-mates, so you have to have a compromise with how you feel in the car. So I’m still learning. I was very experienced with Formula One, but not this category. The amount of technology, the level, the professionalism is very similar to Formula One. It’s just a different way of skinning the cat really.
How does the Porsche 919 compare to your Red Bull F1 car?
The lap times are slower than an F1 car, the top speeds are the same, but we’re 250kg heavier. So you have to go through the corners slower. The cars are generally geared for Le Mans, so they’re quite low downforce; the G-forces are pretty low. But we’re doing the same lap times every lap, thanks to the tyres and the way endurance racing has to be. You have to do the same lap time every lap; the car has to take it, the tyres have to take it and so does the driver. So I’m under a lot less load in the sports car, but mentally I’ve got to deal with a lot more, like backmarkers. My heart rate in the F1 car was around 160 back in the day, but now it’s about 110 in the sports car.
Can you win this year?
That’s why we’re here, but it (winning first up) is something that’s never been done before. Except by Porsche, once I think. Yes, we’ve got our Porsche jackets, we look slick, we look organised, as Porsche do; everything looks immaculate and it’s such a famous and historic brand. But to just turn up and race people that have been here the last 13, 14 years on the bounce and doing a great job is hard. Toyota still hasn’t won there, so it shows the size of the task in front of us. We’re not writing ourselves off, otherwise I wouldn’t be going there. We’re going to be competitive, but we need the car to run smoothly and for as long as possible. Every hour will be a battle and if we can win every hour we’ll be closer to doing something we’re incredibly proud of. But Le Mans, it doesn’t take much to wreck your day.
What would be a good result? Top five, a podium?
A smooth day. If we have a smooth day, we’ll be very, very happy with where we are. That means we’ll be reasonably competitive. And if it runs for 24 hours with low garage time, we’ll be very happy with that.
Inside the brand new Wheels issue we assemble the ultimate automotive showdown – LeFerrari vs McLaren P1 vs Porsche 918. Which hypercar will take top honours?
Also in the July issue; the last GT Falcon gets put through its paces, cool Euro hatches go head to head and so much more. Grab yours today.
Ricciardo struggles in Austria after poor start
THERE was to be no repeat triumph for Daniel Ricciardo when the Formula One world championship moved on from Canada, where the Western Australian scored his first-ever grand prix win, to the Red Bull Ring in Austria.
Another gripping race produced a return to what this year has been normal service, Mercedes dominance, with Nico Rosberg winning ahead of a fast-finishing Lewis Hamilton with Williams driver Valtteri Bottas scoring his first F1 podium in third.
At the venue (then called Österreichring) where countryman Alan Jones scored his first F1 victory back in 1977, there would be no sniff of success for Ricciardo, not this time.
He qualified fifth, again ahead of four-time world champion team-mate Sebastian Vettel. But after a good jump, Ricciardo was shuffled backwards, which compromised his race.
“It was frustrating today,” he said later. “It’s never nice going backwards on the first lap.
“Off the line, it was actually one of our better starts this year, although I think Kevin (Magnussen) on the inside got a better one. I tried to hang around on the outside, which was the wrong thing to do, because you basically lose too much on the exit. So I then got swamped on the long straight. We already struggle on the long straights as it is, but even more when you get a poor exit. So I was frustrated with myself and I will have to look if maybe I could have cut to the inside and done anything better.”
Like always, the happy Aussie charger pressed on, but it was a race of small rewards. Though not allowed to use his “overtake” button, Ricciardo pulled off a stunning last-lap move on Force India’s Nico Hulkenberg to take eighth.
“The last lap move put a little smile on my face, but other than that it wasn’t a great race for us – we’ve got a bit of work to do,” Ricciardo summed up.
Despite his tough day, the Red Bull Racing goer remains third in the points, but is now under threat from Fernando Alonso.
Audi wins another 24-hour race
AUDI has scored yet another 24-hour race conquest, backing up the previous weekend’s stunning achievement at Le Mans with another win, this time at the annual 24 Hours of Nurburgring, around the world’s most demanding racing circuit.
A team that has raced in the Bathurst 12 hour, Phoenix Racing, came out on top with its Audi R8 LMS Ultra, beating a Mercedes SLS AMG GT3 to the line by just under three minutes in another enthralling contest.
Friendly weather throughout helped the winning car set a new race record of 159 laps at the 25.4km circuit, which includes the GP track and the storied Nordschleife.
A well-known face in this part of the world, former Erebus V8 Supercar driver Maro Engel, was part of the third-placed driver line-up, in another SLS.
Nine Australians, some serious and others there for the adventure, were among the 165 entries in the punishing enduro.
Best performed was ’Ring rookie Liam Talbot, 43rd outright and second in class in an Aston Martin V12 Vantage.
Richard Gartner shared the drive of a Porsche Cayman that finished 46th outright.
One place further back was the Porsche 997 driven by an international crew including Rob Thomson.
Ric Shaw and Stephen Borness took 58th in their Porsche 997 Cup car, while a similar car driven by Paul Stubber was 59th.
Long-time Nurburgring competitor Mal Rose, sharing an Aston Martin Vantage V8 with fellow Aussie Peter Leemhuis and Aston Martin CEO Ulrich Bez finished 94th outright.
Ambrose gamble comes up short
MARCOS Ambrose rolled the dice with an alternate tyre strategy, led the NASCAR Sprint Cup round at the Sonoma road course, but didn’t have the grip to defend his position as the laps ran out.
Ambrose, winless this year, qualified his Richard Petty Motorsports Ford back only 23rd, but charged into the top 10 before the first round of stops.
He continued to push forward, opportunistically grabbing the lead at a restart with 30 laps to run.
Struggling with worn tyres, he drifted back to finish eighth in a race won by Carl Edwards. Valiant and bold, but no cigar.
Sixteen races into the 2014 NASCAR Sprint Cup season, it’s getting tense for Ambrose and other drivers yet to do enough to get a start in The Chase, aka the playoffs.
A drastic new (complicated) system is in place this year with more of an emphasis on winning races to advance into The Chase. I’ll get a headache trying to explain how it all works.
Essentially, Sprint Cup race winners in the 26-race regular season automatically make the field for The Chase, this year expanded to 16 drivers (from 12). Amassing a shedload of points through the lead-in races is not enough to proceed to The Chase, with the sole exception of the overall points leader.
If there are fewer than 15 different race winners, the drivers without a win but highest in the points standings would advance to the 10 races that comprise The Chase. The 16 drivers who advance will have their points reset after the regular season.
Under the new system, the Chase field will also be reset and drivers eliminated after Chase races three, six and nine, leaving four drivers with an equal chance to win the Sprint Cup title in the season’s final race.
Aussies take a bath at Spa
TWO of Australia’s young open-wheel hopefuls endured a character-building time in the fifth round of the FIA European F3 Championship held at Belgium’s Spa Francorchamps circuit at the weekend.
Mitch Gilbert and Richard ‘Spike’ Goddard contested three races comprising round five of the 11-round series.
Fortec Motorsport’s Gilbert started badly with a 20th in the opening race. He followed this with a 14th in the second and 18th in the third. He sits 14th in the Euro F3 standings.
US-born Australian Goddard, who is with the ThreeBond with T-Sport team, landed 12th, 15th and 22nd placings. The 21-year-old is now 23rd in the championship.
But it hasn’t been all bad news for the British-based Malaysian-born Gilbert because he has landed a drive with Fortec for the Macau GP – the unofficial world F3 championship.
Gilbert is delighted with his bonus drive at the high-profile one-off Asian street race, where so many single-seater racers have launched careers that took them to lofty places in international motor sport. Ayrton Senna, Michael Schumacher, David Coulthard and David Brabham are among those who have starred in Macau.
The 2014 Macau GP (November 13-16) will mark Gilbert’s second start at the fabled street circuit, having finished 20th there two years ago.
