Articles by Mark Hinchliffe

Don Wales, nephew of world speed record holder Donald Campbell, hopes to drive his specially adapted Countax ride-on mower to more than 160km/h next weekend (MAY 22-23) and set a new world record. The previous record for a working mower was 130km/h set by Bob Cleveland at Bonneville Salt Flats in the US in 2006.  The 48-year-old hopes to continue the Campbell family tradition of world speed records by driving two timed runs over 1.6km. However, to qualify for the Guinness world record, he must then be able to cut grass with the same machine.  After the record-breaking attempt, the mower will join the Beaulieu collection of land speed record machines, sitting right next to the 1925 Bluebird of Donald Campbell's father, Sir Malcolm. Although the Project Runningblade team has not revealed the engine and running gear details of the mower, they claim it will cut the grass on a football pitch in less than three minutes

V8 Supercars has issued a statement saying that next year's event is subject to requested upgrades, while track lessee John Tetley said yesterday he had not yet received a list of upgrades.  Crowd figures of 37,926 over the three days of the event last weekend are the second lowest on record in the past 11 years.The track's future as a V8 Supercars event may also be subject to a Confederation of Australian Motorsport safety investigation after a Mini crashed into the crowd last Saturday.  CAMS communications and marketing manager Jonathan Cooper said the investigation was "still ongoing".  "It will take as long as needs to complete and decide any outcomes," he said.V8 Supercars operations manager Shane Howard said Queensland Raceway would have "12 months' breathing space to get the circuit up to meet all the (requested upgrades) and if that won't be achieved we won't be returning".  However, he said there was no question about the track's safety."It meets all the safety standards and it's licensed by CAMS; it's CAMS responsibility to control circuit safety," he said.  Tetley said he had received no feedback from V8 Supercars on the future of the event since last weekend and the main issues of disagreement had not been resolved.He said the main issue was that they needed a five-year agreement, rather than an annual arrangement before they could commit to major track upgrades.  "We are only a tennant and can't commit funding for upgrades to an event with an annual tenure," he said.However, he said the track would be re-surfaced later this year.  While Queensland Raceway management had organised previous V8 rounds, V8 Supercars Events took over the running of this year's event in a one-off deal.Tetley said V8 Supercars was much better to work with as a customer than as a supplier.  "Tony (V8 Chairman Tony Cochrane) probably won't like that one but honestly, they couldn't have been better," he said."We would be more than happy to work with them again, no question at all."  Tetley said another of the sticking points had been V8 Supercars accepting the cost of any damage to the circuit by the super-sticky soft tyres used during the round.  "But we had a look at it on Sunday after the race and there is no damage at all," he said.

Andew spent 27 years riding motocross for factory teams in Australia, Europe and America. He died on May 2 in a practice session crash at Broadford in Victoria.  His funeral on May 17 is expected to be attended by a host of national and international riders including Australia's most successful supercross and motocross champion, Chad Reed, and countryman Michael Byrne who are flying back from the US. Andrew's greatest achievements were representing Australia seven times in the gruelling Motocross Des Nation and his second place in the world grand prix series in 2005 when he captured four grand prix victories, finishing behind Italian Antonio Cairoli.  "I have a lot of respect for Andrew, he was one of my toughest rivals and his loyalty has been an example to many," said Cairoli. "He was fast and clean on the track, he was also a great person in his life outside racing. I cannot believe he is no longer with us."  His race cunning earned him the nickname Sharky over his five years of racing in Europe. He then packed his bags for the US, claiming third in the opening round of the 2006 AMA Outdoor Nationals for the Yamaha of Troy team and seventh overall for the series.  Andrew had two more successful seasons before returning to Australia to again compete in the Aussie motocross and Supercross circuits. His father and race mechanic in Australia, Ron, said this was to be Andrew's swansong season.  "There was only another two months to go and it would have been all over," he said.  "He was going to manage the team for next year." Mr McFarlane said the Broadford accident was unusual because his son never pushed hard in practice.  "It wasn't even in qualifying, so he wasn't over-riding," he said.  "He normally takes it easy in practice until he learns the course. Never does he go out there and go flat out in practice.  He's had a few accidents in his career, but nothing major. It was just one of those things." He said his son's ability to avoid major injuries in his career was due to his high level of fitness.  "He would train as hard as he could. He would be fitter than any of the other riders racing today," he said. The tributes have flowed in from around the world after the accident.  Yamaha motorsport manager Ray Howard described McFarlane as "dedicated, professional, talented and determined". "The atmosphere and the look in the riders eyes last Sunday said it all," he said.  "Andrew's death was devastating to all and leaves an un-fillable hole in the motocross landscape." Veteran racer and team manager Craig Dack said McFarlane would long be remembered as pioneer of Australian motocross and a popular rider within his peers.  "I can still recall that day in Broadford back in 2000 when Andrew took on the world," he said. "His effort made every Australian at the track stand up and cheer. The first 20 minutes of the opening moto made for one of the best atmospheres I have ever experienced at a motocross event, all because of the efforts of Andrew and his desire to succeed."McFarlane started racing dirt track in Brisbane at the age of six.  He was second in his first season as an MX senior and was the only person to win 125cc and 250cc class supercross in the same year. In 1999 he was the Australian MX champion as a privateer with his father as mechanic and the next year he was crowned Australian Supercross Masters champion.  McFarlane was on the podium in the 2000 and 2001 MXGPs at Broadford.  He then spent five years in Europe racing for Yamaha and also raced for KTM and Suzuki factory teams around the world. His funeral will be held at 11am on May 17 at Cleveland Baptist Church, 240 Broomfield St.  He is survived by his wife, Natalie and young daughter Tayla Rose

An American study has revealed potholes cost motorists about $335 a year in suspension repairs.  But what about all those speed bumps in suburban streets and shopping centres? I'm sure they must wear out your car's suspension.In fact, someone should start a class action against local councils claiming back suspension repairs for the damage done by these insidious bits of Super Nanny nonsense.  If I lived on a busy street, the last thing I would want in front of my house would be a speed hump.Think of it: Cars and trucks slowing down, going down the gears, screeching to a halt, some scraping as they go over the bump and then accelerating loudly away up through the gears.  And then there are the hoons that like to use them to launch their cars and the drunk drivers who hit them too hard and leave behind their bumper bars and some sump oil.  I'd never get any sleep if I lived near one.Yet there are still people out there who want them - although "not in front of my house". It's a derivation of that much-hated NIMBY syndrome.  Apart from the noise speed bumps cause residents and the damage they no doubt do to your suspension, what about the extra wear and tear on brakes and the extra fuel you burn up?Then there is the indisputable fact that speed bumps are the biggest cause of the proliferation of large four-wheel-drive vehicles in suburbia that are used solely for picking up the kids from school and never get their tyres dirty.  Motorists have worked out that big SUVs are great for suburbia because their long-travel suspension and high clearance means they can hit speed bumps at a generous speed without having to slow down.That alone should be enough to have the greenies and therefore the politicians clammering to ban the omnipresent obstacles.  Which brings me neatly to the BMW 320d Executive Touring I have been testing on our suburban obstacle course.This streamlined wagon is actually the perfect remedy for speed bumps and a better option for soccer mums than a big fuel-burning SUV.  Runflat tyres aside, BMW has created the perfect ride for our potholed and speed-bumped streets. Their brilliant suspension engineers have perfectly tuned this car to be able to hit these obstacles at a reasonable speed without jolting the hot coffee out of the precariously dashboard-mounted cup holders.  The secret is to hit them while accelerating. Too many people jam on the brakes, compressing the suspension and dropping the nose of the car. This lowers the clearance and inhibits the ability of the suspension to soak up the bump.The 320d rides beautifully over these obstacles if you get all your braking out of the way first, then actually accelerate over the bump. This slightly lifts the nose and extends the suspension to full unsagged height for maximum impact absorption.  Shame the runflat tyres can't handle the smaller and sharper hits on the road such as small stones, squashed Coke cans and road joins.While the brilliant double-joint spring-strut front axle and five-link rear suspension absorbs the big hits and helps the car hold the road like a much slimmer sportscar, it can't negate the runflat tyre's inability to deal with the smaller surface irregularities.  And then there's that cup holder problem.There is no cup holder in the centre console, so the driver has to store his or her burning-hot latte in the spring-out holder that sits just above the right knee of the front-seat passenger.  At least if an obstacle does cause some hot coffee to spill, it won't burn the driver and cause an accident.But that's it for the criticism of this ideal small suburban family wagon.  The 320d is the only diesel in the 3 series wagon range and it's a pearler.It goes, stops, steers and handles almost like a sportscar, it has generous room in front and back for five adults, a reasonable cargo area with a flat floor and it's frugal on fuel.  And despite being a wagon, it is actually very sleek and sexy.  Just watch your coffee on those speed bumps.BMW 320d Executive TouringPrice: $61,500Body: 5-seater wagonEngine: 1995cc, 4-cylinder turbo dieselPower: 130kW @ 4000rpmTorque: 350Nm from 1750-3000rpmEconomy: 5.9L/100km (tested)CO2: 146g/kmTransmission: 6-speed autoKerb weight: 1520kgTyres: 205/55 R 16 (runflats)

Jeromy Moore, race engineer for Craig Lowndes, said under the new guidelines for the category's Car of the Future, it would be "easier and cheaper" to build a new race car than convert from Ford to Holden as they had done this year."Lexus has several V8 engines available and Chrysler has 5.7 and 6-litre V8s, while Hyundai seems like a company with the drive and enthusiasm to want to take part," he said. "We will probably see the first cars up and running halfway through next year, but I doubt we will see any newcomers on the grid when the rules take effect in 2012. Most will adopt a wait-and-see approach."V8 Supercars "Car of the Future" chief Mark Skaife said he had been contacted by several interested manufacturers since the plan was launched last month. But the five-time Bathurst champion says even if no other manufacturers end up joining Holden and Ford in the championship it won't dent its future. Skaife says the plan, which is to be implemented by the start of the 2012 season and aims to dramatically reduce the cost of the race cars, will work with or without the support of new manufacturers."If in five years down the track no other manufacturer has joined Ford or Holden the whole plan is a better car for us over the next 10 years," he said. Moore said the introduction of the new guidelines could shake up the series. "I think we'll see a lot of surprising results and a big separation in the field until they all come back together, a bit like F1 last year," he said. "You might see big teams struggle and small teams do well if they strike it lucky with set-up."Regardless of whether other manufacturers join the championship, Skaife said Holden and Ford would remain key partners in the V8 program. "Ford and Holden are the absolute foundation of where we are today," he said. "They don't really feel endangered by this in a competitive sense because they've got their own factory teams already. If those teams weren't good enough they wouldn't be the factory teams. If another manufacturer came in they're not going to be able to acquire Holden Racing Team for instance, so that part of their feeling is desensitised because of already having factory racing outfits."Skaife also emphasised the sport's commitment to using a V8 engine as the power-plant for any future cars competing in the championship."For us the mandate of being a V8 power plant is crucial to the sound, the vibe and the atmosphere that we're able to deliver as an entertainment package," he said. "That part of it we're pretty strong on. Clearly there are other alternatives from all sorts of V8s. The capacity of the V8, how hard they rev, what weight they are, whether they're all alloy, what sort of specification they are, we've got a very scientific way of analysing that specification and being able to equalise the performance of the engine."

 British survey has found that six out of 10 children aged five to 16 are happier and more relaxed when their mother is driving.  Australian road safety campaigner Russell White said parents should remember they are a role model to their children and it was important for children to feel safe in the car. "Kids exposed to poor driving copy that behaviour," he said. "They are a product of their parents."They watch everything that is going on and those seeds that are planted early come to fruit in their teens."   The British Guild of Experienced Motorists survey found that children believed their father drove too fast, was more aggressive and lost their tempers too quickly.  Mums were less likely to suffer from road rage, did not dodge in and out of traffic, were more considerate to other motorists and have nicer cars. However, the poll found that children said their mum was more likely to stall the car, bump into a wall and had difficulty parking.  White said there was no doubt women drove differently to men. "Women are more neutral in their views of the external environment while men are more aggressive," he said.  "It's one of the reasons kids get car sick." The survey found that children didn't like dad's impatience while 83 per cent said he often drove at high speeds.  When dad is driving too quickly, 39 per cent knew not to comment, 22 per cent gripped the seat in front of them nervously and only 26 per cent asked dad to slow down. More than half of dads were accused of regularly shouting at other drivers and 35 per cent of children said they were nervous when dads lost their temper.  In contrast, 70 per cent of children said mum happily sings her heart out while driving and 52 per cent said she talked non-stop to keep the family entertained. However, before mums and dads start to fight over their driving abilities, one-third of children said they were embarrassed to be driven around by either of their parents.  Mother of three and director of Cicero Communications Kathryn Britt said their family was not typical of the survey results. "Yeah, we feel equally unsafe with both parents," joked 15-year-old son Sam.  However, three-year-old daughter Ella said her mum is typical of the survey as she sings and talks more while driving.  "That's what I don't like," says Ruby, 13. The study found two thirds of kids say dad is more likely to weave in and out of the traffic, changing lanes at speed to avoid getting stuck in a jam.  Dads are more intent on getting from A to B as quickly as possible, whereas mums take things slower and spend their time singing or chatting to the kids rather than getting annoyed with other drivers. 55 per cent of dads are said to have had more accidents than mums  probably because 78 percent are more aggressive.  When dad is shouting at other drivers, 30 per cent of children slump down in their seat to hide, while 2 per cent cry. A quarter of children admit their dad's driving scares them.  Seven in 10 children say mum is more likely to stall the car when pulling away from a junction or performing a hill start and 64 per cent of kids say mum is incapable of reverse parking. 67 per cent say their mums bump into walls, road signs and lamp-posts.  mum is most likely to get lost when driving.  Dads are more likely to use their mobile phone illegally. Things kids don't live about dad's driving Drives too fast Shouts at other drivers Dodges in and out of the traffic Too aggressive Has more accidents Things kids like about mum's driving Talks to keep the children entertained Sings in the car Has a nicer car  

Just a few years after luxury cars and bikes introduced tyre pressure monitors, the Cyber Tyre will further improve road safety, according to automotive sensor developing company Schrader Electronics.The company has worked with tyre manufacturers Pirelli to produce a sensor that is mounted inside the tyre rather than on the valve or wheel rim as with current tyre pressure monitors.  The sensor transmits information wirelessly to receivers in the car and via the car's computer to the driver.Information will include the tyre's tread depth, pressure and temperature, along with the shape of its footprint and the amount of load it is under.Sensors will also monitor the road conditions to measure the amount of grip available.  All this information will be made available to the car's anti-lock brake system, stability control system and other electronic systems to keep the vehicle stable and safe.The sensors work by measuring pressure, temperature, average load and the number of revolutions.  Schrader Electronics spokesman Alfonso Di Pasquale said the Cyber Tyre would "enhance a vehicle's safety and the driving experience".  Cyber Tyre will be available in the European market this year and around the world by 2013.

Four-time Bathurst winner Craig Lowndes says more money should be spent on keeping and improving permanent circuits.  His comments come in the wake of Sydney's Oran Park closing this year and Perth's Barbagallo Circuit missing out on a V8 round because of poor track facilities.Ipswich also nearly missed out on a round for the same reasons until local and state governments brokered a one-off deal for this year, pending improvements in the track and facilities for next year.  Lowndes said circuits such as Queensland Raceway could become international-standard tracks with the injection of much-needed funds."If money was spent lengthening and improving the Ipswich circuit it could host an international event like World Superbikes," he said.  "We'd also end up with a better permanent facility that could also be used for driver training."Lowndes said it was vital that the Ipswich track remain part of the V8 Supercars round.  "I'd like to see money spent first on better facilities for the fans, but I also think it needs money to improve the track," he said.  Lowndes would like the track lengthened and a motocross circuit added."About eight months ago I was part of a group that looked at improvements to the track and we found we could also integrate a motocross track which would be good because they're closing down all over.  "We need more tracks ... not fewer."Queensland Raceway lessee John Tetley said he had not yet had discussions with V8 Supercars about the future of the event.  "I give it a 50/50 chance of surviving," he said.

.. at least until they have completed a driver competency test, according to a leading road safety campaigner.Russell White, who developed the national Fatality Free Friday (FFF) initiative, urged parents to get involved with their children's driver education. His call comes as 182 student drivers and the same number of instructors and cars bunny-hopped their way to a world record for simultaneous driving lessons in 10 venues around the nation yesterday. The world record driving test was held to launch this year's FFF on May 28."What we wanted to do was launch FFF as a campaign, not just a one-day event," he said. "We also wanted to highlight the need to focus on training as an important part of the road safety solution. It's not high enough on the road safety agenda."The road safety author and former boss of the Holden driver training school at Norwell, south of Brisbane, called for a higher standard of professional training and for parents to get involved."Unless parents work on their driving every day they will develop bad habits and then pass them on to their children," he said. "It's important that they keep refreshed and go back and learn. They should also sit in on at least one of their children's professional driving lessons to reinforce what's being taught to their child. I would like to see parents banned from teaching a young driver until they have completed a competency test. At present we're asking non-trained and possibly incompetent drivers to sign off on learners' log books. Driving instructors are saying that half the good work they do with young drivers is undone by parents."Learner driver Rhiannan Woods, 17, of Burpengary, who particpated in the lesson, agreed with White that parents shoud be more involved."When you drive with your parents you pick up their bad habits without realising it," she said. "Your parents don't tell you what to do like the instrctors. They don't know what to say. Definitely I would like one of my parents to come on a lesson so they would be able to help teach me."The world's largest driving lesson was held at two venues in Brisbane and Melbourne, and one event each in Townsville, Darwin, Sydney, Adelaide and Canberra. White said the launch was a "great success with no hitches".Drivers who wish to take part in Fatality Free Friday can register their interest online at www.fatalityfreefriday.com.

"I fell in love with a '69 convertible I saw at the Beenleigh showgrounds nearly 20 years ago and I said 'I must have one of those one day'. I've been working on that ever since." His half-dozen 1969 and 1970 Cougars are in various stages of restoration in his workshop and a mate's garage. These are the first-generation American Cougars based on the Ford Mustang pony car but slightly longer, with bigger sheet metal panels and a massive grille, referred to as the electric shaver grille. Flanagan bought his first Cougar about 10 years ago for $6000 and still has it. "I did a little bit of work on it but the conversion was only half done so I put it in the too-hard basket for a long time and it's still sitting in the shed," he says. "It's a special car. It came with a large motor and extra big gearbox and lots of features. The Cougar came in three trim levels - standard, XR7 and Eliminator which is the top-spec race machine. All mine are XR7s which is the upmarket version." Although Flanagan only likes the '69 and '70 models, he next bought a 1973 model which he says is "rather big and not real pretty". "I did it up and used it as a stepping stone to get to where I wanted to be," he says. It certainly paid off, costing just $2000 and selling three years later for $18,000 after about $9000 worth of restoration work. It financed his next Cougar purchase. "After I sold the '73, I happened to hear about a fire sale. A guy that I knew was going through a divorce and needed money and he had a shed full of Cougars," he says. "I ended up with three so now I had four. I paid $24,000 for the three but with that came about $15,000 worth of spare parts. The cars were all buckets of bolts." But the "disease" still had hold of Flanagan. "After that, I heard of another one down the coast two years ago. It was a bit of a basketcase - a bucket of bolts so to speak - but I could see its potential. I bought it for $2000 and it will probably be used mainly for parts." That made five Cougars in Flanagan's shed. "About 12 months ago I bought another one - the one that I was after in the first place. A 1969 Cougar convertible," he says. "I bought it for $6000 and it's a goer. It's in left-hand drive and I could almost register it right now. And that makes six. The purse has now been closed, so I don't think there'll be a seventh. Besides, I have no more room to store them. I already have one stored at a mate's place." Of the initial four, his 1970 blue convertible is registered and on the road and he has almost completed the second one, a red 1970 coupe. "I've done all the resto except for the painting," he says. "The intention is to keep a few, but it depends on how things go financially. I'll sell the red one. It's worth about $25-$27,000. I'm more of a '69 freak." His Cougars are powered by 351 (5.7-litre) Windsor or Cleveland engines with one featuring a Ford FE 390 (6.4-litre) block. "They're all standard but fully reconditioned," he says. "There's no need to modify them at all. They're all big V8s and will go as hard as you would ever want to go. When you have a show car you don't need to look for speed." Not that Flanagan is into showing the cars, although the one and only time he did, he won a trophy for his blue 1970 convertible. "I just love cruising in old cars," he says. "I haven't grown up yet and I don't intend to either. I suppose you could call it posing." Or a disease.