Author archive
A Cruel Mountain: 2014 Bathurst 1000
It’s now history that Chaz Mostert and Paul Morris won the Supercheap Autos Bathurst 1000 for 2014.
It’s now history that they did so by, as silly as it may sound, leading on the last lap. Why that point is important is because it was the ONLY lap the car had been in the lead in the 161 laps the event has. However, the preceding near eight hours had seen scenes unprecedented in the history of V8 Supercars. In fact, the days leading up to The Great Race witnessed just how cruel “The Mountain” can be to drivers, both veterans and inexperienced.
On most days of the year, the road is a tourist drive, limited to 60 kilometres per hour. It’s six thousand, two hundred and thirteen metres in length and has an elevation change of 171 metres from Pit Straight to the section called Skyline. It leads into a tight, twisty, steeply downhill inclined part of the circuit called The Dipper, which itself becomes the world famous Conrod Straight. However, this year, it was Griffins Bend or, innocuously, Turn 2, that saw most of the incidents that will entrench this year’s race in folklore. Practice on Saturady saw a mighty coming together of two cars, two drivers, two former team mates; Warren Luff had a brake system failure and, in an effort to wash of speed coming into the 120 degree uphill right hand turn, saw the rear of his car snap left, collecting the car of Lowndes and forcing both into the tyre barrier. The impact left the Luff vehicle on its side and the crowd witnessed the sportsmanship that we expect, with Lowndes sprinting back to his stricken friend, helping to extricate him from the car. Luff’s co-driver, Garth Tander, a previous Bathurst 1000 winner, could only watch on and lament that the crash had left the car too badly damaged to be repaired in time. Lowndes, however, would go on to race the 888 Commodore with co-driver Steven Richards.
The Porsche Carrera Cup saw their own share of carnage, with Michael Patrizi finding the wall on the second last lap of arace, with Nick Foster then having what could only be described as a brain explosion on the final lap, again at what would become the infamous Griffins Bend over the weekend. Diving down the inside of David Russell, Foster succeeded in taking out Russell, Warren Luff (suffering no ill effects from the V8 crash) and Steven Richards. Russell was able to continue, albeit at the end of the field.
It was the Sunday, the race day, however, that showed just how cruel a mountain Mount Panorama can be. Chief amongst the moments that will be talked about is the red flag that put a pause on racing for an hour. The road surface had been relaid some months before and at Griffin’s Ben, yes, the very same, the surface was lifting, tearing and eventually seen to be potentially dangerous enough that it needed to be resealed. Controversy reigned as cars were worked on, out on the main straight, with the question being: “should this not have been a parc ferme’ situation?” Unfortunately for a member of the local wildlife, the Lockwood Racing entry of Fabian Coulthard and Luke Youlden happened to occupy the same space it wanted to be on, triggering a safety car. This led to the Dale Wood and Chris Pither Commodore ramming the rear of the Brad Jones Racing entry of Jason Bright and Andrew Jones. Crowd favourite Scott McLaughlin, in one of the two Garry Rogers Motorsport Volvos, took himself out of contention late in the race after clouting the wall at The Cutting on the way to Skyline, in almost exactly the same spot as team mate, Robert Dahlgren. Fellow Kiwi, Shane van Gisbergen, suffered heartbreak in pit lane 
after the car stalled in a refuelling stop. Russell Ingall also had a brain explosion, trying the same inside move as Foster, coming into Griffins and having to brake late, hit the Erebus Mercedes of Lee Holdsworth, with both cars hitting the tyre barrier and Holdsworth’s car being lifted up and on its side before rolling onto the roof. The yellow Nissan of James Moffat and Taz Douglas had also hit the wall in the same spot earlier in the day, reentering the race with kilometres of race tape holding the front of the car together.
Craig Lowndes was in the wars late in the race; coming into Hell Corner, turn one, Lowndes turned in and hit the rear of the 2013 champion, Mark Winterbottom. Somehow, miraculously, Frosty managed to hold the car on the track and, in a cloud of shredded rubber, continued although a few places down whilst Lowndes would be pinged and givin a drive through penalty. With just a couple of laps to go, the Red Bull Racing team were on the radio to Jamie Whincup, as he lead the race, telling him to nurse the car, watch the fuel. Whincup admitted after the race that he though he could do it. It’s history now that Whincup was wrong and the Mostert/Morris duo would win, coming from rear of grid and after their car had hit the tyre barrier with reasonable panel damage, to hold up, triumphantly, the coveted Peter Brock trophy. Douglas and Moffat would slide by Whincup for second position, as would Nick Percat and British driver, Oliver Gavin, for third.
The Great Race lived up to its reputation on Sunday, October 12th, 2014, cruel in its majesty.
http://www.v8supercars.com.au/news/championship/the-biggest-bathurst-moments
Twin Peaks: Volvo S60 T5 R-Design and Polestar
Turbos and small engines go together like scotch and ice. Volvo’s done the scotch and ice with its S60 T5 R-Design, taking a 2.0L petrol engine and throwing on a hairdryer, adding in a smooth auto and some sweet interior design work to provide a comfortable work place. Then there’s a 3.0L turbo to play with and a northern hemisphere name….Private Fleet’s Dave Conole loads the R-Design up with three adults and two kids for a week and takes the (as tested) $71000 car for a cruise to the NSW Central Coast then follows up with the Polestar (call it $100K), this time, to the South Coast, via Canberra.
The Donk.
Not unexpectedly, power is peaky, 180kW at 5500 revs, but there’s a mesa flat 350Nm of torque from 1500 through to 4800 revs in the T5. In a car that weighs 1600 kg, that equates to a top speed of 230 klicks, passing 100 in a lick over six seconds. Fuel economy is rated at 6.4L per 100 kilometres on a combined cycle from a tank of 67.5 litres. It’s joined to a eight speed dual clutch automatic transmission 
(with paddle shifts on 
the steering column), driving the front wheels and comes with Stop/Start technology plus a full suite of safety and driver assist technology. Polestar gets 257kW (5700 rpm) and over 500 Nm (3000 to 4750 revs) and puts power down via all four paws through a six speed auto. It’s a touch heavier, at 1770 kg and somewhat thirstier, at 10.2L/100 km. Polestar gets an extra level of tech, with Launch Control, adjustable suspension thanks to Ohlins, Brembo brakes and breathes out via stainless steel pipes.
The Suit.
The S60 (S for sedan, natch), is a short tailed, long bonneted beauty, 
with overt and subtle curves, plus a single sensually curved crease line joining the headlights to the rear lights. It’s not tall at just 1484mm in height, is compact at 4635mm in length and has front/rear track of 1588mm/1585mm, sits on a wheelbase of 2776mm and gains some subtle R-Design and Polestar additions, including a restyled front bumper (extra chin on Polestar), a small 
bootlip spoiler, aluminuim look (R-Design, Polestar gets black) wing mirror covers and 
gorgeous (optional) 5 spoke diamond cut wheels, black and alloy in colour with 8 x 19 inch dimensions for the R-Design with Polestar getting similar colour but different design alloys of the same size, black striping at the bottom of the doors and both copping integrated LED running lights complementing “bending” Xenon headlights plus personal safety comes with Home Safe lighting. Rounding out the rear is a diffuser featuring dual exhaust tips for both.
The Interior.
Passengers are spoiled by being given comfortable, grippy R-Design/Polestar highlighted, leather seats (with perfortaions in the R-Design), electrically motivated for the driver (both in Polestar) and heated for both. They look fantastic and support both legs and torso nicely. The leather theme continues with the gear lever (Polestar is a clear top with coloured LED) and steering wheel, there’s the floating centre console (black surround) and the gorgeous fully digital dash display. R-Design emblems appear in the door sills whilst the Polestar gets “Engineered By
Polestar”. It’s a comfortable workspace, a good looking one however the compact design did make it cozy for three in the back, with 1401mm 
shoulder room and 1359mm hip room on offer, plus just 852mm leg room. The overall size of the car also contributes to the comparitively small boot space, at just 380L, but there is a 
ski port through to the main cabin.
The information screens that Volvo fits look great, as does the satnav, however I query the way the info is set up to be accessed, with the various jog dials and buttons only working for what is on the screen. I also feel it redundant to have a push button start system that requires a key to be inserted. 
Either put a key in and twist or make it keyless start (as seen in the Polestar….). There’s plenty of tech on board, including CitySafe, a radar system that’ll apply the brakes automatically if it senses a vehicle (or anything big enough) in its path, Lane Departure Warning, Blind Spot Information System and more. It’s also decreasing the need for user manuals, with an onboard “book” largely replacing a traditional manual, however it still takes a bit of digging to come close to finding half of the information you may be looking for. Auto Start/Stop is switchable on the R-Design.
The headlight switch is down to the right, above the driver’s knee, as are switches for boot and petrol lid; they work however, ergonomically, they’re out of sightline and there’s pluses and minuses on that. The tiller has a couple of flat spots left and right, just enough to place the palms and get a secure grip.
On The Road.
Quiet. Very quiet. That’s the exhaust I’m talking about for the R-Design. Road noise? That’s another matter; there’s a lot of it and it’s intrusive. Acceleration? The week I spent with the R-Design was with five aboard all of the time and, as a result, it felt muted. The 350 torques didn’t appear to be there but this was with approximately 200 extra kilos of human aboard, with the expected display of urge not being felt. Also not being felt was torque steer through the front wheels, with the car tracking straight and true when given the command. Polestar has a thrum through the exhaust at around 2000 rpm and becomes a hollow, somewhat tiresome drone at constant speed on the freeway, especially on coarse chip and concrete surfaces. Under acceleration though, there’s a metallic growl that turns into a snarl as revolutions climb. Fuel economy on the R-Design was decent, rarely sneaking abouve 9.0L per 100, with the eight speed ‘box slurring its way through nicely under acceleration and giving a moment’s hesitation between changes on light throttle, giving an impression of manual change. The six speed in the Polestar is reactive enough, rarely found wanting for the right ratio and is quick to move via Sports mode. There’s proprietary software on board, allowing the ‘box to be put in Sports mode, play with the traction control or DTSC as it’s known, however I can’t help but feel that if a seven or eight speed box was fitted the economy of the car would improve…
Although a taut suspension in the R-Design, there’s enough suppleness to provide a measure of comfort, a measure of compliance with just enough give initially to not break the teeth. Tipping the R-Design into turns also produced surefooted handling, with minimal understeer backed up by a settling of the chassis when the go pedal was pressed. But there’s that 
thing missing, the aural excitement, with barely a hint of exhaust noise emitted. Not terribubly exciting, sadly. However, on idle, there’s chatter from the four up front, prompting one wag to ask if it was a diesel. Indeed. R-Design also came with the Auto Stop/Start, switchable for use by a button and in city traffic it was turned off.
Polestar is harder edged, to the point that it’s uncomfortable on anything other than a reasonably flat surface, with cat’s eyes roadside more than noticeable, making smaller speedhumps (car parks) and bigger (roads) bad enough to jolt a person momentarily from their seat. Although the car comes with adjustable suspension, front and rear, it’s only done manually, via the bottom of the front right strut and from inside the boot atop the left rear. This would infer that it’s only to be done via experienced people, rather than offering an electronically adjustable setup from within the cabin.
On the flat the S60 pair are comfortable, with initial give ironing out any road niggles in the R-Design while the Polestar didn’t. There wasn’t any noticeable torque steer either in the front wheel drive T5, however with a constant passenger load it may have been dialled out. The rear drive bias of the Polestar was barely noticeable but the heavier steering was. Occasionally, too, there would be a subtle tugging of the steering wheel in the T5, done by the car itself; it’s a self straightening system, for lack of better explanation, for when the lane sensing system decides to try and keep the car between the white lines. Great tech but hard to find in the menus.
The Wrap.
It’s a technofest under the skin, it’s a pretty looking car, it’s comfortable seating wise and seated five well enough. The R-Design was thrifty enough on fuel, handled as expected and is certainly a competent package. But I handed it over, swapping to the Polestar, uncertain as to how I felt about it overall. It was that uncertainty that both irritated and baffled me. Part of me wanted to love it yet I felt unsatisfied, like buying an expensive scotch only to have it taste like a brand much cheaper. The expectations I had were met yet the subconscious expectations weren’t. The lack of exhaust tone from the R-Design and the opposing drone from Polestar, the somewhat fiddly access of info, the (possible) lack of urge the numbers offer versus the thirst….cars are different to different people. To make up your own mind, go to www.volvo.com.au and follow the links to check out the S60 range and book yourself a test drive.
The Car: Volvo S60 T5 R-Design and Polestar.
Engine: 2.0L petrol, turbo, four cylinder, 3.0L petrol, turbo, straight six.
Power/Torque: 180kW @ 5500 rpm, 350Nm @ 1500 to 4800 rpm. 257kW @ 5700 rpm, 500+ Nm @ 3000 to 4750 rpm.
Fuel: 95/98 RON.
Tank: 67.5L.
Weight: 1602 kg, 1770kg.
Economy: 6.4L/100 km (combined). 8.7L/100km (city)/5.1L/100km (highway). 10.2L/100km (combined), 14.5L/100 km (city), 7.3L/100km (highway).
Transmission: eight speed automatic via front driven wheels.
Emissions: EURO6.
Dimensions (LxWxH in mm): 4635 x 1825 x 1484.
Wheelbase/Track: 2776mm, 1588/1585mm (front and rear).
Cargo/Luggage: 380L.
Wheels/Tyres: 8 x 19 x 45.
Price: $63890 + ORCs, $99950 + ORCs.
As tested: $70990, $99950. 
Automobili Lamborghini Sydney Launches With Huracán Force
After its successful launch on September 19th, 2014, in Melbourne, the Lamborghini Huracán LP 610-4 is now available for orders at the Automobili Lamborghini dealership in Sydney. Located at 563 Parramatta Road, in the bustling inner suburb of Leichhardt, the Huracán sits proudly on display in the company of two of Lamborghini’s flagship models, the edgy Aventador.
Since being officially unveiled in February, there’s already over a dozen orders for the sleek missile, worth near half a million dollars in New South Wales alone, but don’t think it’s a matter of simply rolling in and plonking down a handful of bills. Lamborghini has a stringent order process in place for the Huracán, 
with a (currently) planned production run of less than 3000 and will, effectively, build to order, rather than 
having a pool of vehicles.
Dealer principal, Dwyer Ogle, has over twenty years experience in premium brands, starting his career with the legendary British brand, Aston Martin. Dwyer’s enthusiasm for luxury motoring was evident, discussing the history of Lamborghini as easily as he shared facts and figures on the Huracán. Dwyer was also proud to be part of a launch drive in Italy, with a video showing him in the passenger seat of the 449kW rocket, being driven by a Lamborghini test driver at the Ascari circuit, clearly delighting in the experience.
The car itself, says Dwyer, is the most user friendly Lamborghini he has experienced. He likens driving the Diablo, first released in 1990, as a full on gym workout, with a heavy clutch and steering, whereas the lithe 1422kg Huracán has been worked over and smoothed over and massaged by parent company, Audi, to be as easy to use as the proverbial grandmother’s weekend shopping trolley. There’s hi-tech in the form of a magneto-rheological suspension 
system; a magnetic liquid fills the dampers and reacts to suspension changes in milliseconds, providing lightning sharp handling. The V10 engine is connected to a dual clutch, seven speed, gearbox and transfers power and torque to all four corners via the all wheel drive system. Dwyer grins as he explains that the naturally aspirated 5.2L engine’s torque, all 560 Nm of it, delivers an on tap, linear surge of acceleration and shakes his head in disbelief as he mentioned the car’s ability to remain flat and composed as it changes gear, under acceleration, on the banked curves at Ascari.
Dwyer’s backed up by Italian born Yvonne Buchreiter, Lamborghini Sydney brand manager; she smiles as she says “I’m Italian, where else would I work but for a great Italian car company?”. There’s warmth in both smile and handshake as she welcomes me in, excusing herself to look after a prior appointment, another Huracán interested party already there. She and Dwyer manage to make everyone feel part of the family within 
minutes of arriving and, as Dwyer demonstrates the vibrancy of the engine and exhaust, pointing out the subtle change in note as the computer ensures operating parts are warm and safe, there’s smiles all around.
As the car is being built to order, waiting time is not unexpected, in this case estimated to be around 12 months; however, as Dwyer points out, a Huracán buyer will take delivery knowing that the car has been built specifically for them, rather than dipping into a pool of stock.
After an hour of easy going, friendly and knowledgeable conversation, I take my leave, grateful for their time and wondering what Lotto numbers I need to pick.
Automobili Lamborghini Sydney can be found at 563 Parramatta Road, Leichhardt, New South Wales and cars are available at the four Australian dealerships; Melbourne, Sydney, Brisbane and Perth.
The Road Rules…Or Does It?
Across the globe, there’s commonality now that the internet is part of our lives and we can see that commonality in road rules. Red lights and Stop signs mean stop, green means go, roundabouts confuse. Yet, in real terms, driving on our roads really isn’t that complicated, as so many seem to think. Let’s have a look at some of the more basic rules.
Indication: this is one of the simplest, yet, seemingly, most misunderstood parts of driving. Inside each vehicle, attached to the steering column, will be a stalk, with two and sometimes just one fitted. Most Australian specification vehicles will have this on the right hand side, with an increasing number haviing it on the left. When moved up or down, an amzing thing happens: there’s a ticking noise that coincides with the flashing of an amber light at the front and rear of the car. This is called indicating and is intended to show other users of the road which direction you intend to go. Under New South Wales legislation:
What is changing direction?
(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.
(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.
As you can see, you’re required to indicate at pretty much any time you’re thinking of changing direction, including:
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
Another part of driving on the road involves understanding what three simple colours inside a box on top of a large pole are meant to do. These colours are green, red and amber and according to NSW Legislation: Stopping for a red traffic light or arrow
(1) A driver approaching or at traffic lights showing a red traffic light must stop:
(a) if there is a stop line at or near the traffic lights—as near as practicable to, but before reaching, the stop line, or
(b) if there is a stop here on red signal sign at or near the traffic lights, but no stop line—as near as practicable to, but before reaching, the sign, or
(c) if there is no stop line or stop here on red signal sign at or near the traffic lights—as near as practicable to, but before reaching, the nearest or only traffic lights,
and must not proceed past the stop line, stop here on red signal sign or nearest or only traffic lights (as the case may be) until the traffic lights 
show a green or flashing yellow traffic light or no traffic light.
And then: 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.
So, again, it’s really not a hard thing to come to grips with.
What does seem to be a source of confusion is when to indicate at a roundabout. In NSW the legislation states:
Giving a left change of direction signal when entering a roundabout
(1) This rule applies to a driver entering a roundabout if:
(a) the driver is to leave the roundabout at the first exit after entering the roundabout, and
(b) the exit is less than halfway around the roundabout.
(2) Before entering the roundabout, the driver must give a left change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.
(3) The driver must continue to give the change of direction signal until the driver has left the roundabout.
Giving a right change of direction signal when entering a roundabout
(1) This rule applies to a driver entering a roundabout if the driver is to leave the roundabout more than halfway around it.
(2) Before entering the roundabout, the driver must give a right change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.
(3) The driver must continue to give the change of direction signal while the driver is driving in the roundabout, unless:
(a) the driver is changing marked lanes, or entering another line of traffic, or
(b) the driver’s vehicle is not fitted with direction indicator lights, or
(c) the driver is about to leave the roundabout.
Going left
- Slow down and prepare to give way as you approach the roundabout.
- On approach you must be in the left lane unless otherwise marked on the road, and indicate a left turn.
- You must give way to traffic already on the roundabout if there is any risk of a collision.
- Enter the roundabout when there is a safe gap in the traffic.
- Stay in the left lane.
- Keep your left indicator on until you have exited the roundabout.
Going right
- Slow down and prepare to give way as you approach the roundabout.
- On approach you must be in the right lane unless otherwise marked on the road, and indicate a right turn.
- You must give way to traffic already on the roundabout if there is any risk of a collision.
- Enter the roundabout when there is a safe gap in the traffic.
- Stay in the right lane.
- You must indicate a left turn just before your exit unless it is not practical to do so.
When it comes to some styles of roundabouts, where there’s clearly a change of direction for one or two lanes, the same applies: INDICATE TO SHOW WHICH DIRECTION YOU ARE GOING.
When it comes to overtaking, it seems pretty simple: No overtaking etc to the left of a vehicle
(1) A driver (except the rider of a bicycle) must not overtake a vehicle to the left of the vehicle unless:
(a) the driver is driving on a multi-lane road and the vehicle can be safely overtaken in a marked lane to the left of the vehicle, or
(b) the vehicle is turning right, or making a U-turn from the centre of the road, and is giving a right change of direction signal and it is safe to overtake to the left of the vehicle, or
(c) the vehicle is stationary and it is safe to overtake to the left of the vehicle.
Naturally, don’t overtake a vehicle on the right if that vehicle is turning right.
When it comes to driving with our younger people, again, it should be simple, their safety is paramount and this is how it looks in NSW: If the passenger is less than 6 months old, he or she must be restrained in a suitable and properly fastened and adjusted rearward facing approved child restraint. If the passenger is 6 months old or older, but is less than 4 years old, he or she must be restrained in a suitable and properly fastened and adjusted:
(a) rearward facing approved child restraint, or
(b) forward facing approved child restraint that has an inbuilt harness.
If the passenger is 4 years old or older, but is less than 7 years old, he or she must:
(a) be restrained in a suitable and properly fastened and adjusted forward facing approved child restraint that has an inbuilt harness, or
(b) be placed on a properly positioned approved booster seat and be restrained by either a suitable lap and sash type approved seatbelt that is properly adjusted and fastened, or by a suitable approved child safety harness that is properly adjusted and fastened, or
(c) if he or she is seated in a seating position in a part of the vehicle that is designed primarily for the carriage of goods:
(i) be restrained by a suitable lap and sash style seatbelt that is properly adjusted and fastened, or
(ii) have his or her hip restrained by a suitable lap type seatbelt that is properly adjusted and fastened, and have his or her upper body restrained by an approved child safety harness that is properly adjusted and fastened.
As stated, these are regulations for road users in NSW;( http://www.legislation.nsw.gov.au/viewtop/inforce/subordleg+179+2008+fn+0+N) for your home state (and country, for that matter!), please look up the regulations for your area.
Level 2, 9 Help Street