They crossed the finish line in teamed pairs at the end of last nights Chinese Grand Prix: Red Bull, Brawn, and McLaren. And Mark Webber, often dubbed the unluckiest man in F1, finally shook off the moniker and held off current series leader Jenson Button to take second in a sodden but spectacular Chinese Grand Prix.
However, the victory was not without its share of mechanical malfunctions, with the Red Bull cars proving unreliable right up to the final qualifying sessions.“It’s such an incredible day for the team – you have no idea what the guys went through last night,” said an elated Webber.“We were absolutely sh***ing ourselves that the cars wouldn’t finish the race because every time we ran yesterday, they stopped.“So, it’s incredible to get the cars home and to get maximum points. This comes after the near misses in Australia for Sebastian and for myself in Malaysia.Sebastian Vettel, who claimed victory with Torro Rosso last year after grabbing pole at Monza, repeated the result with a pole and first place, gleaning speed from full visibility at the front of a rain-soaked race. Behind him, Torro Rosso team mate Sebastien Buemi almost punted him off under safety car on Lap 18 after losing him in the rooster-tail spray. Luckily, there was no damage, and Buemi managed to hold on to eighth place at the finish.Others were not so lucky – the lap 18 safety car was for BMWs Robert Kubica, who took Toyota’s Jarno Trulli in the deluge. Defending champ Lewis Hamilton climbed to fifth before spinning out and losing five spots, while Massa’s Ferrari conked out on lap 21. Williams’ Kazuki Nakajima spun out early and failed to finish again.Brawn looked strong again, with Button and Barichello leading the field after both Red Bull cars pitted for fuel, but when the two ex-Honda cars took on fuel themselves, Vettel and Webber had the pace with a lighter fuel load. The two teams tussled and swapped places with some brilliant overtaking moves for an exciting finish: Vettel, Webber, Button, Barrichello. “It was a challenging race at times!” said Webber.It was hard to follow the cars in the beginning due to the spray, but then further into the race, it started to settle a bit. After the second safety car stint, I had a good scrap with Jenson. On my official lap at the front, I couldn’t believe how clear it was – I thought ‘Oh my God, it’s beautiful!’ I then pushed like hell to make up as much time as possible – it was fantastic.“When Jenson (Button) re-passed me, I was very keen to try win the race, so I passed him around Turn seven as I knew he wouldn’t know I would be there, it was one of the best moves of my career. I’m happy today!”Button also praised the efforts of the Aussie, whose 2009 season was in doubt right up to the Melbourne GP opener after a bicycle accident in Tasmania.“Mark Webber and I had a good fight for a few laps but I just couldn’t stay with him. However to finish the race today is an achievement in itself and to be on the podium is fantastic. We couldn’t have beaten the Red Bulls and congratulations to Sebastian and Mark on a great result.”The maiden victory for the two Red Bull drivers should hopefully put to rest the general grumblings over the aerodynamics advantages of the Brawn, Toyota and Williams cars’ rear diffusers.FIA’s International Court of Appeal last week dismissed an appeal against an earlier decision to allow the three teams to race with their controversial double-decker rear diffusers – designs which is claimed give them an advantage over the other seven teams in the world championship.Ferrari, Renault, Red Bull Racing and BMW Sauber squared up against Brawn GP, Toyota and Williams in front of five judges at the FIA headquarters, at the Place de la Concorde in Paris.There were 38 people present, either legal counsel, team personnel or FIA representatives. Eight hours of argument was heard.The double-decker diffuser design on the Brawn GP, Toyota and Williams cars have two apertures that increase airflow, so aiding downforce that in turn increases grip, and speed.Ferrari, Renault, Red Bull Racing and BMW Sauber claimed there is nothing in the technical regulations that allow for “holes” such as those in the cars targeted by the appeal.Ferrari’s legal eagle Nigel Tozzi QC, opened the debate by slamming Ross Brawn’s arrogance. In his 90 minute statement, Tozzi highlighted the FIA’s incompetence but reserved his heartiest attack for Brawn, claiming that “only a person of supreme arrogance would think he is right when so many of his esteemed colleagues would disagree”.Tozzi also emphasised that the cost of the seven teams having to create fresh rear diffuser designs would be very expensive at a time when the FIA president Max Mosley was calling for cost cutting measures via the reduction of innovative technology.Renault’s legal representative, Andrew Ford, declared that the FIA last year ruled illegal a design by the French manufacturer that had similarities with the diffuser currently being used by Toyota.But in the end, the FIA appeal court would have always had difficulty going against earlier stewards’ decisions that found the Brawn, Williams and Toyota diffuser designs were legal.It would have been awkward if not farcical to take action that would have ruled out the fairytale Brawn victories in the first two world championship races of 2009.The decision is really no surprise. Since the matter was raised heading into the opening race of the season in Melbourne, two sets of stewards along with FIA president Max Mosley and an FIA race director have been of the opinion that the rear diffuser designs of Brawn, Williams and Toyota were entirely legal. And looking at the podium results in China, entirely successful.Most of the seven remaining teams had already been working on diffuser designs in anticipation of the appeal going against them, with Lewis Hamilton and Renault debuting some new winglets at China.They are already regaining their competitiveness, but will the championship have been lost by then?Button extends his championship lead to 21 points, ahead of Barrichello on 15, Vettel on 10 and Webber on 9.5.RESULTS 1. Sebastian Vettel 1:57:43.485 2. Mark Webber +11.0 sec 3. Jenson Button +45.0 sec 4. Rubens Barrichello +63.7 sec 5. Heikki Kovalainen +65.1 sec 6. Lewis Hamilton +71.9 sec 7. Timo Glock +74.5 sec 8. Sebastien Buemi +76.4 sec
It’s one of few class-free cars ever produced. Volkswagen’s Golf manages quality and desirability without pretence. It’s the embodiment of the Volkswagen brand in the same way the original Beetle was — a people’s car that transcends socio-economic status to appeal to a broad buyer cross-section.
Now, in its sixth generation, Wolfsburg’s iconic hatch is refined and remotivated with new drivetrains to take it into next decade.Like an increasing number of car companies intent on greening their range, Volkswagen is shifting from naturally aspirated engines towards smaller capacity and forced induction.Golf VI’s engine line-up consists of two petrol TSI fours — a 1.4 turbo and 1.4 supercharged turbo — and a 2.0 turbo diesel. Wanna know how you pick the difference between the two TSI-badged models? If the ‘I’ is red it’s a 90TSI (1.4 turbo) and if the ‘SI’ is red it’s a 118TSI (1.4 super/turbo). Now you know…The turbo 1.4 replaces the atmo 1.6 four of the base MkV Golf, while the supercharged and turbocharged 1.4 (previously found in the Golf GT Sport) replaces MkV’s atmo 2.0 four. Outputs from the 103 TDI’s 2.0 turbo-diesel four are identical to the previous pumpe düse oiler’s at 103kW/320Nm, but the new common-rail mill is more economical.It features two balance shafts to reduce vibration and new engine mounts to improve isolation.The result is it’s almost possible to mistake the oiler for a turbo petrol, 5000rpm redline aside, so cultured is its note and such is its smoothness.Now retuned for economy, the 1.4 super/turbo produces 118kW (down 7kW) and an unchanged 240Nm. Its wave of boosted midrange torque adds an extra dimension to the driving experience, and also makes it quicker and more frugal than the engine it replaces. That’s a story retold across the engine range.In normal driving the seven-speed DSG 118TSI transitions quickly through the ratios into top. In ‘sport’ mode it’s better suited to fanging. Motoring at 100km/h the twice-forced 1.4 spins at just under 2300rpm in seventh.Curiously, the DSG 118TSI and 103TDI are a sip thirstier than manuals, but the DSG 90 TSI is more economical than the manual version. Volkswagen wasn’t able to explain the phenomenon.It’s claimed this is the quietest Golf ever, but that depends entirely on road surface. On coarse-chip roads tyre drone intrudes, however on smooth surfaces it’s very quiet.The strut front, multi-link rear suspension of MkV carries over lightly revised. Sensibly, it offers ride/handling biased slightly on the side of floaty (save the screwed-down, stiffened-up calibration for the GTI, due around mid-year), without compromising the chassis’ inherent sure-footed balance. Adaptive chassis control is a new option, the system constantly adjusting damping for comfort, and offering a ‘sport’ setting.Steering feel is lacking, and although it does leave the driver guessing at front grip levels, this doesn’t detract unduly from driving enjoyment.Golf VI’s styling treatment makes it appear wider (it is, but only by 26mm), however the major dimensions are little changed. Better visibility for rear passengers is afforded by reducing the rise of the beltline.An aspect that drew criticism on Golf V was the large, black plastic region of the lower rear bumper. Its area is reduced for a ‘more valuable’ look.Cabin treatment is typical Volkswagen: elegant, austere, classy and understated.The range tees off with the six-speed manual 1.4 turbo 90TSI Trendline at $25,990, followed by the $30,490 1.4 super/turbo 118TSI Comfortline and the $33,190 turbo-diesel 103TDI Comfortline. The DSG adds $2500 — a seven-speed for the petrols and a six-speed for the oiler.With its identity and timeless appeal intact, Golf VI emerges as a refined evolution of a small-car favourite, commendable for its performance and economy gains. Volkswagen Group Australia MD Jutta Dierks sums it up succinctly: “We took a very good Golf and made it better.” Model Volkswagen Golf 118TSI Engine 1390cc 4cyl, dohc 16v, t+s Max Power 118kW @ 5900rpm Max Torque 240Nm @ 1750-4500rpm Transmission 7-speed automated manual 0-100km/h 8.0sec (claimed) Price $32,990 On sale Now
Perhaps it’s unfair that my abiding memory of the Wheels long-term Skoda Roomster is likely to involve a pair of thumping, great armchairs.
Take a look at the picture below and you’ll see why. Yes, the sight of those humungous armchairs, perched, seemingly against all odds, in the back of the tiny Roomster is seared into my brain.While it’s an appropriate memory that the Roomster easily swallowed those chairs – along with lots of other bulky stuff during our six months with the car – there’s also plenty more worth remembering about this quirky beast.First up, it’s a decent drive. And, as we’ve never been shy about saying, it’s sportier than it looks. That wide-track, long-wheelbase stance works well in conjunction with its ex-VW 1.9-litre turbo-diesel and rifle-bolt five-speed gearchange. Sure, there’s a surge of turbo-diesel grunt early on that falls away not long after it’s erupted. But that’s the way it is, and by short-shifting you’re able to make the most of it on the way to the Roomy’s tall, tall fifth while conserving fuel and simultaneously enjoying yourself. Surely, that’s a double-barrelled formula for the times.In the spirit of sharing the love, Wheels’ office co-ordinator and young up-and-comer, Daniel, auditioned the Roomster as a family mobile and came away impressed. Typically, he reported back with some snappy comments backed up by facts, some of which make surprising reading.“It makes a mockery of so-called compact SUVs, bettering most, if not all, in both the Sport and Utility departments,” he wrote. “With all seats in, Roomster’s 530 litre boot capacity still exceeds that of a Forester (450L) and Tiguan (350L), and can extend to 1780L with rear seats taken out. Except for its width, there’s more space than Commodore in every direction, including head, leg and foot room.”So, we’ve all liked its versatility, sharp steering, slick shift and, let’s call it, ‘chuckability’. Its 6.4L/100km average fuel consumption has been a bonus.Yet the Roomster sells in tiny numbers here. Skoda’s boss in Australia, Matthew Wiesner, believes that’s partly because the brand remains relatively new here, and because the company’s marketing focus has been on the more traditionally mainstream Octavia. He hopes that by building up the Skoda nameplate via Octavia, potential customers will also notice its unique stablemate. Once they’ve sat in it, driven it and sampled its various party tricks, they’re sold, he says, adding that “feedback from Roomster owners is that they’re rapt.”In the scheme of things, our criticisms have been minor. Make that a blind spot and a ‘frizzle’ behind the instruments.Although our Roomster wasn’t due for its 15,000km first service, we requested that the car be checked-in early. That way, we’d be able to report back on the service costs, how the car felt after it’d been tweaked … and whether the ‘frizzle’ had been fritzed. And the verdict on the tweaks? The car feels like a new one. The frizzle? Still there, unfortunately.Date acquired: April 2008 Kilometres this month: 1138km Total kms: 9732km Best fuel figure: 5.1L/100km Worst fuel figure: 7.1L/100km Av fuel cons: 6.4L/100km Other costs: First service, $165 Days in dealership: One
Little things can quickly become big things when you deal with them every day. In the C200K, one such ‘little thing’ is its simple, elegant cruise control.
Given that this particular piece of automotive technology has been around in some shape or form since 1945, you’d think most car makers would have it sussed by now. But you’d be wrong. There are still too many examples of clumsy, opaque systems that just don’t work well. Fortunately, the Benz system is not one of these and is, in fact, frequently cited by motoring writers as one of the best in the biz. I tend to agree, even though the skinny, dedicated cruise-control stalk looks a little odd, jutting orphan-like as it does from the left of the steering column. But while it may look strange, it’s an exercise in elegant simplicity to use. To engage the system you simply nudge the wand — upwards to gain speed, and downwards to lose it. Benz has finessed the device so that a gentle nudge raises or lowers speed by a single kilometre, while a firmer nudge gives a 10km/h increment. Each zone is subtly defined by an almost imperceptible detent, so that where speed zones are changing frequently, such as on the works site that is the Hume Highway at present, you can effectively drive the car via the cruise wand, adjusting speeds up or down in increments large or small to suit.The system is also pleasingly precise, meaning your selected speed is held faithfully whether motoring uphill, or down dale. With the current contagion of speed cameras spreading seemingly unchecked across the country, this simple, accurate and effortlessly useable technology helps me avoid making involuntary contributions to the slush funds of state pollies.Unfortunately, this will be the final update on the C200K, as we agreed from the outset with Mercedes-Benz to swap it after three months for a C220 CDI diesel Estate. We’ll miss the verve delivered by the surprisingly energetic, supercharged 1.8-litre four-cylinder, but look forward in due course to the improved efficiency of the larger capacity turbo-diesel.Date acquired: April 2008 Kilometres this month: 1264 Total kilometres: 5656 Av. fuel consumption: 11.8L/100km Maintenance: nil A month of exclusively urban running produced our highest average so far (above). The 11.1L/100km three-month average is significantly higher than the ADR81 combined cycle 8.3L/100km. The latter is actually closer to our best figure of 8.0L/100km.
As we pushed and prodded the last of our gear into the C200K’s tightly packed luggage bay, I wondered whether the electronically controlled Easy-Pack tailgate would actually close on this lot. It didn’t, but I soon worked out that a well-timed hip-and-shoulder helped the sensitive electronics be, well, less sensitive.
The occasion was the newly expanded Bulmer team’s first away game together. It was also, in many ways, the C-Class Estate’s first test as a nuclear family hauler, given that our previous travels hadn’t included luggage. Sadly, as I looked down at the pile of bags still at my feet, I had to acknowledge the not-so-big Benz had failed its first big test.Perhaps it was unrealistic of me to expect a wagon of comparatively modest dimensions to accommodate our family of four, luggage for a ski weekend away, and a bulky pram, but that’s our life right now. As we loaded the excess kit into an accompanying Ford Territory, I wondered if I shouldn’t have delved two letters farther into the alphabet when ordering our latest long-termer.Reservations soon fade out on the highway, however, where the Estate displays the polished ride, handling and steering attributes that helped its sedan sibling to the Wheels COTY silverware earlier this year.After months behind the comparatively numb tiller of the Mitsubishi Outlander, the C-Class steering provides the sort of weighting, precision and high-quality feedback that SUVs can only dream of. Ride quality on the optional 17-inch AMG alloys is also extremely good, and the 245/40R17 Pirelli P Zero Rosso are quiet and impressively grippy in wet and dry conditions.Up front, the supercharged 1.8-litre four-cylinder is smooth and eager, although a full luggage bay and four occupants does knock a bit of the edge off its otherwise impressive urge. In such conditions the paddleshift controls for the five-speed auto are ideal, as the long-travel accelerator pedal tends to need a decent prod to deliver downshifts.Finally, on the night run home, the optional bi-xenon headlights prove a safe, reassuring travel companion.Date acquired: April 2008 Kilometres this month: 1259 Total kilometres: 4392 Av. fuel consumption: 11.5L/100km Maintenance: NilAfter last month’s 11.0L/100km average, our friends at Benz reckon we should be getting better economy. Trouble is, this month’s average is 0.5L/100km worse. On a more positive note, our single out-of-town run returned a best-yet 8.0L/100km.
The C-Class Estate didn’t make it onto the starting grid of our 2007 Wheels Car of the Year program , as it wasn’t released in Australia until May of this year, some 10 months after the sedan. However, had it done so, the stylish wagon would have only added weight to the compelling argument for awarding the compact Benz our coveted Wheels COTY trophy.
I say this having now spent several weeks at the wheel of our impressive Palladium Silver C200 Kompressor Estate. We had, in fact, originally requested a C-Class sedan, with a view to spending some quality time with the reigning Wheels COTY. However, we were convinced by former Wheels contributor-turned Benz PR operative, David McCarthy, that the Estate’s arrival was too good an opportunity to pass up. The plan is now to run the wagon for a few months, then swap it for a sedan.Like any car nut let loose in the toy shop, ‘Macca’ can’t help himself when it comes to ticking options boxes, and what was supposed to be an (entry level) Elegance arrived loaded with an AMG Sports Pack and a host of other extras that pushed its price from a not unreasonable $58,890 to a steep-ish $78,410.Naturally, the combination of metallic paint ($1910) and the AMG Sports Pack ($12,070) do no harm to the cars street presence, while the Vision Pack ($4530) and Easy-Pack tailgate ($1010) have already proven their worth from a safety and convenience perspective. The former includes a 12-speaker, 450W Harman/Kardon sound system, and bi-xenon headlights with cornering lamp function, while the latter is essentially automatic opening and closing of the tailgate.Specifying the AMG sports pack brings with it the up-spec Avantgarde trim level, which entails full leather upholstery, black bird’s-eye maple wood trim, a centre rear armrest with cupholders, ambient lighting appointments, and a bunch of other interior and exterior niceties. Add to this the AMG Sports Pack-specific three-spoke leather sports wheel with paddle shift, brushed alloy pedals, 17-inch six-spoke alloys, upgraded braking system with cross-drilled front discs, and a handsome body kit consisting of front spoiler, rear apron and side skirts, and you have one hell of a head-turning family wagon.Sexy it may be, but loading the luggage bay for a Melbourne-Sydney run the very weekend I took delivery revealed that we’d sacrificed some useable space in the transition from Mitsubishi Outlander SUV to this more compact passenger-car format. The weighty cassette that sits immediately behind the rear seat, and houses both the cargo blind and a cargo net, robs some loading height when stacking up against the rear seats.Having said this, the luggage load height is certainly lower than that of the Outlander, which will be appreciated given the recent arrival of baby Isabella, who now shares the rear seat with five-year-old Scarlett. The new addition means prams and other paraphernalia are once again a fixture in our luggage bay, and that the auto tailgate is earning its keep.
ENGINE
C200 Kompressor’s supercharged 1.8-litre four-cylinder has proven a revelation. Its 135kW and 250Nm is delivered in a smooth, linear fashion and with a characterful, sporty edge. It’ll get better, too.
INTERIOR
C-Class interior is a nice place to spend some time, particularly with the addition of leather trim and sports seats. We spent the better part of a day at the wheel en route to Melbourne and stepped out without a creak or groan of our own.Date acquired: June 2008 Kilometres this month: 1653 Total kilometres: 3133 Av. fuel consumption: 11.0L/100km Maintenance: nil Other costs: nil Days in dealership: nilService costs: It appears mostly urban kays and all that extra luxo gear aren’t doing fuel consumption any favours. The first four fills have averaged 11.0L/100km, which is nearly 33 percent above the ADR figure of 8.3L/100km.
Toyota’s claim that the Japanese-market version of its third-generation Prius petrol-electric hybrid vehicle has achieved the world’s best fuel efficiency for a mass-produced vehicle has raised a few eyebrows.
Toyota says that the Prius produced a stunning 38km/L fuel economy number. This, in our language is a remarkable 2.6L/100km.However, this incredible economy was achieved using the regular Japanese 10-15 test cycle of the Japanese Ministry of Land, Infrastructure, Transport and Tourism (MLIT).Though a kosher value in Japan, the 10-15 low speed and low acceleration mode drive cycle bears no relationship to the tougher US EPA city drive cycle used in our benchmark Australian Design Rule 81/02.While it’s reasonable to expect that the new Prius will be a very thrifty sucker, and maybe with world beating economy figures, we’ll wait until we see an ADR-related number before we organise the bubbly, the brass band and the marching girls.
Marcos Ambrose has continued to impress in his first full season in the NASCAR Sprint Cup big league, racing hard to a strong 14th place finish in the Subway Fresh Fit 500 at Phoenix International Raceway in Arizona at the weekend.
The result in the race equals his second-best result of the season and hoists him two spots into 26th in the Sprint Cup Series standings.That championship position certainly does not reflect Ambrose’s true pace and the respect he is building with his peers. The Australian has finished in the top 20 in five of his eight races this season, engine failure in two events hurting his points tally.Ambrose qualified 29th at the one-mile oval aboard his #47 Clorox-backed JTG Daugherty Racing Toyota Camry. He settled into a steady pace in the first part of the race before moving into the top 20 mid-race.Ambrose steadily moved up the order racing against many of the more established stars of NASCAR, knocking on the door of a top 10 run before ending the 312-lap race in 14th position, equally his finish at Martinsville last month and backing up his 10th place run at Bristol, his best result so far this season.“We ran great today and it’s just great to be a part of what we have going here,” said Ambrose.“Our Clorox car felt great all day. We worked on it and Frank (Kerr, #47 crew chief) made some good changes and the race really came to us.“It’s nice to run well and be able to bring the car home to the finish and get the points we need to keep moving forward.Evergreen Mark Martin, driving a Chevrolet for Rick Hendrick Motorsport, won the Subway Fresh Fit 500, ahead of Tony Stewart (Chevrolet), and Kurt Busch (Penske Dodge).It was Martin’s first win in anything but a Roush Ford. He is, at 50, the third oldest driver to win a NASCAR premier class race.Ambrose will make his second superspeedway start for the season next weekend when he runs the Aaron’s 499 at Alabama’s Talladega Superspeedway, the fastest oval in the championship.RESULTS: Subway Fresh Fit 500 at Phoenix International Raceway Race 8 in the 2009 NASCAR Sprint Cup Series 1. #5 Mark Martin 312 laps 2. #14 Tony Stewart 3. #2 Kurt Busch 4. #48 Jimmie Johnson 5. #16 Greg Biffle 6. #11 Denny Hamlin 7. #1 Martin Truex Jr 8. #00 David Reutimann 9. #77 Sam Hornish Jr 10. #99 Carl Edwards 14. #47 Marcos Ambrose2009 NASCAR Sprint Cup Driver’s Standings – After Race 8 of 36 1. Jeff Gordon 1242 2. Jimmie Johnson 1157 3. Kurt Busch 1144 4. Tony Stewart 1138 5. Denny Hamlin 1088 6. Clint Bowyer 1052 7. Kyle Busch 1026 8. Carl Edwards 1023 9. David Reutimann 992 10. Kasey Kahne 975 26. Marcos Ambrose 777
A decision by a race official to impose a ‘bogus’ penalty on the Patrón Highcroft Racing Acura LMP1 prototype of David Brabham and his American driving partner Scott Sharp has cost the combo a likely victory in the American Le Mans Series round on the streets of Long Beach.
Sharp, who started from pole, had relinquished the lead and then won it back and was controlling the race when he pitted to hand over to Brabham. It was here that an IMSA official imposed a 20sec penalty at the mid-race pitstop – alleging a Patrón Highcroft Racing fire extinguisher crew member was not wearing an appropriate helmet.The penalty – which actually kept the car stationary for 24 seconds – was applied even though the helmet has passed tech scrutineering at every ALMS event and was the same helmet used by the team since the commencement of the Acura program in 2007.A fired-up Brabham set about reducing the deficit and shrunk the margin to the ultimate winning duo of Gil de Ferran/Simon Pagenaud in an identical Acura to six seconds“The penalty completely changed the whole race,” Brabham said afterwards. “The cars are so evenly matched that you can’t afford to sit in the pit lane for that long and still challenge for the win.“The de Ferran guys have been waiting a long time to win, so congratulations to them. We still got great points for our championship so that is good and we move on to the next race.”Sharp was less diplomatic, describing the penalty as “bogus”.The team has appealed the penalty and is awaiting a decision by race officials.Despite the disappointment, Patrón Highcroft Racing retains a 21-point lead in the LMP1 championship.
Australian motor sport has been rocked with news of the passing after a short illness of the 1986 Australian Drivers’ Champion Graham Watson.
New Zealand-born Watson died on Wednesday, just three weeks after being diagnosed with stomach cancer.The likeable jockey-sized Watson gave up driving at a relatively early age to concentrate on team management and engineering.His Ralt Australia operation, based at Wyong, on the New South Wales Central Coast, lists five Gold Star titles on its impressive resume. Watson also worked with some of the biggest names in world motor sport.This season he agreed to run promising second-generation racer Tom Tweedie, who gave the ailing Watson a fillip when he scored a podium result on debut at the Clipsal 500 meeting, the opening round of this year’s F3 championship. Watson only left hospital that same morning.
