Archive for April, 2014
Easter and the roads.
When it comes to public holidays, they’re much more visible when it comes to a police presence and news of fatal accidents. Yet there’s no real reason as to why these should be, as there are no real reasons why people should die on the roads. At the time of writing there’s been close to ten lives lost, large single vehicle and single person crashes. Yet, on a 600 kilometre round trip to north on Newcastle, NSW, covering Good Friday and Saturday, the amount of truly and utterly pathetic, dangerous driving I witnessed begs the question of why weren’t there more crashes? This includes a woman in her white LandRover Discover 4, travelling at 150 km/h, tail gating and failing to indicate in packed traffic. There was the young lass in her bright mauve Toyota Yaris with the words “Hahaha you just been passed by a girl” proudly stickered to the back window….except she was doing 90 in a 110 kmh zone, sitting in the right lane with two kilometres of traffic behind her and having angry drivers pass her on her left…
Police presence? Yes, plenty sitting in their usual spots and certainly not helping traffic flow at the twin servos on the M1, forcing speeds down to 40 kmh or so, whilst plenty of other drivers continued to fail to adhere to the basics of driving. State and federal roads ministers continually bleat about road safety, yet wonder why there’s increased public backlash when more and more speed cameras are rolled out. Driver safety and education groups shake their heads in disbelief yet more and more drivers get away with such as: failing to indicate, running amber and red lights, not giving sufficient lighting to a vehicle. Here’s the wording about indicating straight from the NSW Government Legislation website:
Division 1 Change of direction signals
44 Division does not apply to entering or leaving a roundabout
This Division does not apply to a driver entering, in or leaving a roundabout.
Note. Part 9 deals with giving change of direction signals when entering or leaving a roundabout.
(1) A driver changes direction if the driver changes direction to the left or the driver changes direction to the right.
(2) A driver changes direction to the left by doing any of the following:
(a) turning left,
(b) changing marked lanes to the left,
(c) diverging to the left,
(d) entering a marked lane, or a line of traffic, to the left,
(e) moving to the left from a stationary position,
(f) turning left into a marked lane, or a line of traffic, from a median strip parking area,
(g) at a T-intersection where the continuing road curves to the right—leaving the continuing road to proceed straight ahead onto the terminating road.
Note 1. Marked lane and median strip parking area are defined in the Dictionary.
(3) A driver changes direction to the right by doing any of the following:
(a) turning right,
(b) changing marked lanes to the right,
(c) diverging to the right,
(d) entering a marked lane, or a line of traffic, to the right,
(e) moving to the right from a stationary position,
(f) turning right into a marked lane, or a line of traffic, from a median strip parking area,
(g) making a U-turn,
(h) at a T-intersection where the continuing road curves to the left—leaving the continuing road to proceed straight ahead onto the terminating road.
Examples for subrules (2) (g) and (3) (h).
Example 1
Driver indicating change of direction at a T-intersection where the continuing road curves to the right and the driver is proceeding straight ahead onto the terminating road
Example 2
Driver indicating change of direction at a T-intersection where the continuing road curves to the left and the driver is proceeding straight ahead onto the terminating road
46 Giving a left change of direction signal
(1) Before a driver changes direction to the left, the driver must give a left change of direction signal in accordance with rule 47 for long enough to comply with subrule (2) and, if subrule (3) applies to the driver, that subrule.
Maximum penalty: 20 penalty units.
Note. Changes direction to the left is defined in rule 45 (2).
(2) The driver must give the change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.
(3) If the driver is about to change direction by moving from a stationary position at the side of the road or in a median strip parking area, the driver must give the change of direction signal for at least 5 seconds before the driver changes direction.
Note. Median strip parking area is defined in the Dictionary.
(4) The driver must stop giving the change of direction signal as soon as the driver completes the change of direction.
Maximum penalty: 20 penalty units.
(5) This rule does not apply to a driver if the driver’s vehicle is not fitted with direction indicator lights.
47 How to give a left change of direction signal
The driver of a vehicle must give a left change of direction signal by operating the vehicle’s left direction indicator lights.
48 Giving a right change of direction signal
(1) Before a driver changes direction to the right, the driver must give a right change of direction signal in accordance with rule 49 for long enough to comply with subrule (2) and, if subrule (3) applies to the driver, that subrule.
Maximum penalty: 20 penalty units.
Note. Changes direction to the right is defined in rule 45 (3).
(2) The driver must give the change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.
(3) If the driver is about to change direction by moving from a stationary position at the side of the road or in a median strip parking area, the driver must give the change of direction signal for at least 5 seconds before the driver changes direction.
Note. Median strip parking area is defined in the Dictionary.
(3A) Subrule (3) does not apply to the rider of a bicycle that is stopped in traffic but not parked.
(4) The driver must stop giving the change of direction signal as soon as the driver completes the change of direction.
Maximum penalty: 20 penalty units.
(5) This rule does not apply to:
(a) the driver of a tram that is not fitted with direction indicator lights, or
(b) the rider of a bicycle making a hook turn.
Note 2. Rules 34 and 35 deal with bicycles making hook turns.
49 How to give a right change of direction signal
(1) The driver of a vehicle must give a right change of direction signal by operating the vehicle’s right direction indicator lights.
(2) However, if the vehicle’s direction indicator lights are not in working order or are not clearly visible, or the vehicle is not fitted with direction indicator lights, the driver must give the change of direction signal by giving a hand signal in accordance with rule 50, or using a mechanical signalling device fitted to the vehicle.
Note. Mechanical signalling device is defined in the Dictionary.
50 How to give a right change of direction signal by giving a hand signal
To give a hand signal for changing direction to the right, the driver must extend the right arm and hand horizontally and at right angles from the right side of the vehicle, with the hand open and the palm facing the direction of travel.
Giving a hand signal for changing direction to the right
51 When use of direction indicator lights permitted
The driver of a vehicle must not operate a direction indicator light except:
(a) to give a change of direction signal when the driver is required to give the signal under these Rules, or
(b) as part of the vehicle’s hazard warning lights.
Maximum penalty: 20 penalty units.
And: 57 Stopping for a yellow traffic light or arrow
(1) A driver approaching or at traffic lights showing a yellow traffic light must stop:
(a) if there is a stop line at or near the traffic lights and the driver can stop safely before reaching the stop line—as near as practicable to, but before reaching, the stop line, or
(b) if there is no stop line at or near the traffic lights and the driver can stop safely before reaching the traffic lights—as near as practicable to, but before reaching, the nearest or only traffic lights, or
(c) if the traffic lights are at an intersection and the driver cannot stop safely in accordance with paragraph (a) or (b), but can stop safely before entering the intersection—before entering the intersection,
and must not proceed past the stop line or nearest or only traffic lights, or into the intersection (as the case may be), until the traffic lights show a green or flashing yellow traffic light or no traffic light.
Maximum penalty: 20 penalty units.
Note. Enter, intersection, stop line and yellow traffic light are defined in the Dictionary.
(2) A driver approaching or at traffic arrows showing a yellow traffic arrow who is turning in the direction indicated by the arrow must stop:
(a) if there is a stop line at or near the traffic arrows and the driver can stop safely before reaching the stop line—as near as practicable to, but before reaching, the stop line, or
(b) if there is no stop line at or near the traffic arrows and the driver can stop safely before reaching the traffic arrows—as near as practicable to, but before reaching, the nearest or only traffic arrows, or
(c) if the traffic arrows are at an intersection and the driver cannot stop safely in accordance with paragraph (a) or (b), but can stop safely before entering the intersection—before entering the intersection,
and must not proceed past the stop line or nearest or only traffic arrows, or into the intersection (as the case may be), until the traffic arrows show a green or flashing yellow traffic arrow or no traffic arrow.
Maximum penalty: 20 penalty units.
Note. Enter, intersection, stop line and yellow traffic arrow are defined in the Dictionary.
(3) If the traffic lights or traffic arrows (as the case may be) are at an intersection and the driver is not able to stop safely under subrule (1) or (2) (as the case may be) and enters the intersection, the driver must leave the intersection as soon as the driver can do so safely.
Maximum penalty: 20 penalty units.
Note 1. Intersection does not include a road related area—see the definition in the Dictionary.
Note 2. This rule applies to a driver turning left using a slip lane only if the yellow traffic light or yellow traffic arrow (as the case may be) applies to the slip lane—see Part 20, Divisions 2 and 3, especially rules 330 and 345.
Classic Cars: Jaguar E-Type.
In the automotive world it’s not uncommon to have a design regarded as a classic. Ferrari’s 248, Holden’s 48-215, Ford’s GT40, Aston Martin’s DB5 and Jaguar’s evergreen E-Type. Enzo Ferrari called the E-Type “the most beautiful car ever made.” Controversial due to its phallic styling, especially when painted red, its immensely long bonnet in comparison to its compact cabin gives it proportions at odds to its handling. A svelte, curvaceous car, it’s still regarded as outstandingly beautiful over fifty years later. Spread over three distinct series, the Series 1 was released, initially intended as an export market item only, in March of 1961. Early models came fitted with Jag’s stalwart 3.8L six cylinder, fitted with the beautiful triple SU carbies, pumping 198kW and 325 Nm of torque. Towards the end of 1964, just as The Beatles really began their climb to stardom, the 3.8L was ditched and replaced with the torquier 4.2L, up to 384Nm. Chrome bumper strips, a small air intake, glass covered headlights and centrally mounted exhaust tips give it away externally, whilst the interior looked almost the same between the two. Another external ID was the difference in badging with the 3.8L showing simply “Jaguar” whereas the 4.2L had “Jaguar 4.2 Litre E-Type”. Tyres were laughably skinny by today’s standard, finishing off with high profile 185 rubber on 15 inch wire 
wheels. A 2+2 version was also made available in 1966, being slightly longer and with a different roofline as well. Underneath at the rear was Jaguar’s now famed independent rear suspension. Production of the S1 concluded in 1968
The series 2 was released with open headlights, larger and relocated indicators, a larger “mouth” and electric fans fitted to the radiator. Different seats were fitted, in a different style to the originals which some Jaguarphiles claimed didn’t suit even though they are said to be more comfortable. Aircon and power steering were made available as options. Finishing up in 1971 there were nearly nineteen thousand made: Series 2 production numbers: fixed head coupe saw 4855, convertibles 8628 and the 2+2 had 5326.
The series 3 ran through to 1975; of major note was the addition of the wonderfully smooth 5.3L V12. The fixed head coupe was discontinued, the 2+2 and convertible came only with the V12 (proudly identified by the badging). Another visual ID was the change to a slatted grille, wider wheel arches and massive blocks of rubber on the bumpers for the American market. Just short of eight thousand convertibles were made and an almost even amount of 2+2s.
Revered, respected and renowned world wide, the Jaguar E-Type is truly a classic car.
BTCC 2014 Review: Bringing the Thunder to Brands Hatch
Photo Credit: BTCC.net
After months of excitement and anticipation, the time finally came for the first round of the 2014 Dunlop British Touring Car Championship. There was no better proving ground than the hallowed tarmac of Brands Hatch in Kent. The Indy circuit provides a sub-50 second thrash of a lap, demanding both high speed and perfect handling. It will come as no surprise (based on the monumental BTCC-based output I am prone to) that this championship has and probably will always be my favourite motor sport series. So one can only imagine my uncontrollable happiness to be first hand witness to the rebirth of a racing phoenix on the weekend of March 29th/30th.
The return of the true champions of motor sport also coincided with the new-look F1 series, with their fancy power-block-drive-train-why-is-it-not-just-called-an-engine. A week previous to the Touring Car return had seen the first race in the F1 calendar fail spectacularly to impress the general public. Since then of course, F1 has proven these new rules can work, but it is still far from convincing many. Could the full NGTC low cost, close racing Touring Cars show the big boys how to start a race season?
A blistering 31 car grid. 7 previous champions. Full NGTC outfit. Supported by an amazing BTC package including Renault Clio Cup UK, Porsche Carrera Cup GB, Formula Ford, Ginetta Junior and the Ginetta G50s, the weekend promised something special. This was going to be good.
The BTCC grid were all fired up and ready to go. Image Credit: BTCC.net
Qualifying
Before any racing got underway, there was still the issue of qualifying to get through. The word thrilling does not do justice to what I was privileged enough to witness on that Saturday. Crowd favourite Rob Austin complained about his 11th position start for the first race; usually I have no time for comments like this. This time was an exception however, considering Austin was only 0.260 seconds off the pole time. I completely understand his frustration; his car is massively competitive yet due to the clever NGTC rules, he is only 11th. In fact, of the 30 cars that turned up for the first race weekend, the top 23 all qualified within one second of each other. If that isn’t competitive then I don’t know what is. Granted, the top 5 positions were filled with the ever familiar faces of Jordan, Plato, Turkington, Neal and Shedden, but no one can deny the level of competition present in the championship this year.
As the cars lined up on the grid for the start of the first race, you could feel the magic in the air. Nobody knew what was going to happen.
As the flag dropped on the 2014 season, it was all out action until the flag was waved. Image Credit: BTCC.net
Race Day
For those who were watching on television, the first two races may have appeared to be a continuation of form from last year. It was very much a Honda, MG and BMW affair, with Jordan taking the first two races rather comfortably. But, in the midfield the changes of position were constant and mostly all very well undertaken. It was all rather thrilling. In terms of the usual suspects, it was quite interesting to see an uncharacteristic set of problems appear for Jason Plato in the MG team, who after a podium finish in the first race, had to start the race from the back. It was fascinating to see him carving his way through the field up to 11th by the end of the race. In a post-race interview, Plato said that he did the best he could and ‘to get from last to the top 10 was basically impossible’. Considering this was the most successful touring car driver ever saying this, you must admit you would be pretty inclined to believe it.
It may have been a common occurrence to see the works Honda team fighting for the top positions, but it came as a considerable shock to many. The Yuasa Honda team had introduced their new estate Civic (the ‘Tourer’) to the surprise of many, and pre-season testing would have given the impression that they may not be as competitive straight away. Yet they come to Brands Hatch (a track they specifically mentioned would be tricky for them) and were as strong as ever. In many ways I should be happy for the Honda team that they have managed to get good performance from their new model. Yet, I find myself audibly exhaling with a hint of frustration; for the last few years the Honda team has been so utterly dominant that I was hoping for a change. And if this was their weak track, I can see them doing rather well at Donington Park next weekend. My feelings aside, well done to them, the new car may be a bit of a shock to the eyes, but it definitely works.
Plato managed two well deserved podiums over the opening 3 rounds. Image Credit: Adam Johnson Photography
Jordan and Plato have assumed their usual positions at the top. Is a new rivalry forming? Image Credit: BTCC.net
The third and final race of the day has always mixed up the action somewhat, due to the reverse grid system that is used. The clever thing is that the drivers have no clue how many positions will be reversed; the number is picked out of a hat after the second race. So where once you would see drivers purposely slowing to get themselves 10th and therefore pole for race three, now nobody knows. All rather exciting really. The reverse grid greatly benefited the eBay BMW team, who began the third race with the perfect start and a formation fly into the first few laps. This began to fall apart when the limits of Nick Foster’s talent began to show. I do feel sorry for him, because he really does suffer with the ‘other driver’ syndrome. It is clear through example that he lacks the same ability as Collard and Turkington, and this was shown at Brands when he slipped from his early lead to 19th by the end of the race.
Formation flying: the eBay motors BMWs proved they have the performance to challenge for the title this year. Image Credit: BTCC.net
After the first round of the championship, the points totals are somewhat predictable, yet still interesting nonetheless:
- Andrew Jordan – 47 points
- Matt Neal – 45 points
- Colin Turkington – 44 points
- Gordon Shedden – 40 points
- Jason Plato – 38 points
- Rob Collard – 34 points
- Adam Morgan – 18 points
- Sam Tordoff – 17 points
- Nick Foster – 16 points
- Rob Austin – 16 points
The old flames may be dominating the top of the table, but the first round at Brands Hatch did definitely raise some interesting talking points that may change the course of the championship over the year.
Talking Points from Brands Hatch
Towards the rear…
I often find that with many motor sport series that some of the best talking points come from those who occupy the back of the grid. The 2014 BTCC season appears to be no different. There are some towards the back who I believe are only there because they have not yet had the development or experience to challenge the top end. One example of this is the wonderfully named Simon Belcher in the Toyota Avensis; he may have occupied the back of the pack most of the weekend but his lap times were plummeting. I suspect he may be reaching the high mid-pack and maybe even a top 10 by the end of the year. And then of course there is United Autosports who have their fingers in many a motor sport pie (usually GT based series); they have now decided to enter the BTCC with James Cole and Glynn Geddie. Given their previous successes, after a few races and further work they will be much further up the grid. It will be nice to see a fellow Glynn on the podium!
Someone else I definitely had my eye on was the sole American entry Robb Holland in his Audi S3 saloon. Not only does he have one of the best personalities in the field, but I foresee a great future for him. If he follows the path of the Rob, like Austin before him, he will soon be sticking it to the big boys. Same goes for the young Jack Clarke in the Crabbies racing Ford; he may not follow the path of the Rob, but I just cannot wait to see a car sponsored by alcoholic ginger beer at the front.
The American Robb Holland may follow his fellow Rob (Austin) into greatness. Image Credit: Adam Johnson Photography
Ollie Jackson and ‘The Man Who Beat Button’ (Marc Hynes) were both unimpressive at Brands. In the case of Jackson he seemed to enjoy being a flamethrower most of the time so I shall let him off, but hey its only the first round. Image Credit: BTCC.net
As much as I reward greatness in eternal praise through words, I also rather enjoy a bit of naming and shaming. Two names stand out more than any other; the first of these being Marc Hynes, or should I say ‘The Man Who Beat Button’. Ever since he was a confirmed entry to this years championship, he has only been referred to as the man who beat Jenson Button to the F3 championship many moons ago. Considering his wildly amazing reputation (he is also a driver trainer for the Marussia F1 team), I was expecting him to be the next Gabrielle Tarquini and storm the championship and blow everyone away on his first attempt. He may be ‘The Man Who Beat Button’, but over the weekend it seemed that he was more ‘The Man Who Was Beaten By Everyone’. If it wasn’t for the fact he had received so much hype I wouldn’t be so critical, but his performance was the ultimate characterization of exhaustive disappointment. His crowning moment was undoubtedly his destruction of the ever ridiculous Martin Depper.
I almost feel sorry for Martin Depper; as the team mate to the mighty Andrew Jordan he was rather embarrassing to watch. He was disqualified in race one, and then failed to finish both race two and race three. It takes a special kind of fail to manage that, especially with a team that is a proven race AND championship winner. He appeared to lack any form of pace or potential. He has gone from being ‘the other one’ in the Pirtek team to nothing but a slow and deep exhale, laced in exhaustion and derision.
The bottom bread in the Pirtek sandwich, Jordan leading and Depper far, far down at the back. Image Credit: BTCC.net
The Shining Lights of the BTCC
At the other end of the scale, there were of course those who massively impressed across the weekend. The first of these is Tom Ingram, in the Speedworks Avensis. Ingram is a 3-time winner of the BTC support Ginetta G50 championship, and in his debut race weekend in the BTCC, he blew me away. He qualified sixth, and put in strong performances across the weekend. If he is not a race winner by the end of the year, then I will be the next Prime Minister of the UK. Sadly however, following two superb top 10 finishes, in race 3 he had an unfortunate coming together with Alain Menu which prematurely ended his race. I take my hat off to the Speedworks Team, they have done a fantastic job this year and they could not have chosen a better driver to lead their charge to glory.
The car hitting the wall, is a Toyota! Ingram suffered an unfortunate crash in race 3. Image Credit: BTCC.net
Rob Austin, the ultimate fan favourite among the current generation of touring car drivers certainly did not disappoint at Brands Hatch over the weekend. He finished a stunning 5th in the first race, proving he had lost none of his skill and talent from last year. Sadly, a mechanical problem ruled him out of race two, meaning he started from the back for race three. Now, do you remember that Plato had said it was impossible to get from the back to a top 10 finish was impossible? (Do remember that he was driving a factory MG). The flying Austin managed to get from last to 11th, and was mere meters away from 10th. If Austin was not marred by crippling bad luck, he would most definitely be a champion. If him and his Sherman continue on this upward trend, they will soon take final victory they deserve.
Similarly, I was blown away by the WIX racing Mercedes of Adam Morgan; mot only does it look spectacular but Mr Morgan knows how to drive that machine well. He put in consistent performances across the weekend and was constantly competitive. He will earn himself a few race wins this year, that I am sure of.
The Power of the Four Rings. Rob Austin and the amazing Sherman (his new Exocet Audi) were stunning at Brands. Image Credit: BTCC.net
Team BMR (Brilliant Motor Racing)
In my humble yet passionate opinion, the team that impressed me most over the course of the first three rounds was team BMR. Warren Scott, Aron Smith and Alain Menu definitely thrust themselves into the limelight. Scott and Smith proved that the BMR boys know exactly how to make a race car that works both aggressively and consistently. The return of Alain Menu to the sport that made his name was one of the most exciting things to come out of the close season, and unlike ‘The Man Who Beat Button’ and Giovanardi in some respects, he categorically lived up to the reputation and expectation that preceeded him. Where Giovanardi (a former champion of the 00’s) struggled to find pace and performance, Menu returned to ultimate driver mode.
He may have suffered a spin at the first corner of the first race, and then struggled on the option tyres in race two, but race 3 changed that. He had made his way from the back of the grid to 17th in race two, but race three saw him blister his way up to 5th overall, defeating names such as Giovanardi and Flash Gordon in the works Honda. Having the chance to watch the return of a true legend to the BTCC at my favourite track was the perfect mix of excitement, worry, thrills, drama and general joy. Menu joins the BTCC from the WTCC, which saw one of the worst displays of touring car racing recently in Morocco. If this form continues, and with a little more development and experience, I would not be surprised to see Menu challenging for the title either this year or next year. With a cheeky wink and the love-able self confidence, this is exactly why Alain Menu is the ultimate touring car driver in my eyes.
Team BMR will soon reign after their great show. Image Credit: BTCC.net
And so, I can say without any shadow of a doubt that the BTCC is back and better than ever. It is such a shame that the WTCC has the ‘world’ status considering the shambolic race weekend that was had. Ultimate touring cars? After what I witnessed at Brands Hatch, it is clear that the BTCC should once again reign as THE international touring car championship. In a field of 30 cars, all of whom are improving by the race, who knows what will happen this year. Hard, thrilling and exciting races.
For full results from Brands Hatch, please visit: http://www.btcc.net/results/
The next round at Donington is fast approaching. This year will be something special.
Can the titans be toppled? Will we see the rise of a new star? Will a blast from the past steal ultimate victory?
Only time will tell…
Photo Credit: BTCC.net
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Keep Driving People!
Peace and Love!
Passion for the Prancing Horse: Ferrari Racing Days.
Scuderia Ferrari, that’s what the letters SF stand for on the emblem for perhaps the most passion inspiring brand ever. Ferrari. Sydney Motorsport Park hosted the first ever Ferrari Racing Days weekend in Australia; covering April 11 to 13 which was an ideal opportunity to showcase the brand and, as it happened, the circuit.
Essentially, the FRD weekend was to show off the brand, by virtue of building a mini showroom, exhibiting some classic cars, running a few F1 cars covering some thirty years of Ferrari F1 history and inviting some privileged owners to drive their cars on the circuit. But the sheer exposure of the black horse on a yellow shield locally and, more importantly, internationally by having a round of the Ferrari 458 Speciale Pirelli Trofeo Challenge which included drivers from Indonesia, South Korea, Japan, Australia and the USA is priceless. Two races, over two days, plus twenty odd pilots seeing a circuit they’ve never driven on and being able to take that experience back to their home cities. An added attraction was the parade of cars, on Sydney’s freeway system, from the city to the circuit, of approximately 150 cars. Infrastructure was a major part of the event; in the paddock there were two entrances joined by a red carpet, joining a children’s entertainment area that also had the genuine F1 car driven by Michael Schumacher. A showroom with five cars, some classic cars such as a F40, F50 and Enzo, development cars in the form of the FXX and 599XX plus some truly historic cars added to the spectacle. On track were examples of Ferrari history, from a 348 Testarossa to the new California and more.
A highlight of the weekend was former racer and current F1 test driver for Ferrari, Marc Gene’, running the 2009 F1 car as campaigned by Kimi Raikkonen. Also, for the first time at Sydney Motorsport Park, were more than one genuine F1 car, as opposed to the sungle RB7 Red Bull car run by Mark Webber and Daniel Ricciardo as part of the Top Gear Festival. The combination of V8, turbo, V10 and V12 cars added an incredible sight and sound sensation, complete with Gene’ signing off with a crowd thrilling burnout.
Although the weather wasn’t the best, the attraction of the brand was such that over five thousand people came along to absorb the sights and sounds of the first Ferrari Racing Days at Sydney Motorsport Park.
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