Motorsports

Ford is dead, according to high-level V8 Supercars officials - and Australia's greatest sporting rivalry will be killed off by the end of next year.In a Bathurst bombshell delivered on the week the last GT Falcon was built, News Corp Australia can reveal Ford is set to axe V8 Supercars from its $60 million sponsorship war chest in a move that will end the Ford versus Holden racing wars at Mount Panorama.With the Falcon already dead and waiting to be buried, V8 officials have been told Ford will officially quit the sport and not renew a multimillion-dollar deal with reigning Bathurst champions Ford Performance Racing (FPR).Ford will remain on the grid next year when FPR and Penske/Dick Johnson Racing give the Falcon a one-year stay of execution. Plans are already underway to turn the FG X - the last Falcon - into a V8 Supercar. But then the legend, forged by Ford warrior Dick Johnson, will be dead.This weekend's Bathurst 1000 is shaping as the penultimate 1000km fight between Ford and Holden.Mark Winterbottom will look to continue the Blue Oval's famous Mount Panorama history by upsetting Holden great Jamie Whincup.News Corp Australia has been told six Ford Falcons have been confirmed to race in next year's series. Both FPR and Penske-DJR will hit the grid with the new FG X that will not be funded by Ford.Then it's curtains for the 22-year-old Falcon vs Commodore war made famous by Johnson and Peter Brock.Ford's future in the sport has been under a heavy cloud since the American giant announced the Falcon would be axed in 2016 and Ford's Australian factory closed.Ford signed a one-year deal with FPR a day before Winterbottom held off Whincup to land the Blue Oval a famous drought-breaking Bathurst win.Amid a global restructuring and plummeting car sales in Australia, Ford has remained uncommitted to motorsport, instead spending its marketing budget on television shows that include The Voice and The Bachelor.The pleas of V8 Supercars CEO James Warburton to Ford have fallen on deaf ears. "We have two teams who will race Ford in 2015, even if they will not be factory-backed," Warburton said."We have consistently made our case to Ford not only for 2015 but well into the future. They know exactly where we are going and the huge benefits we can deliver."We'd obviously love to have them continue in the sport." FPR last night said it was still negotiating with Ford and had not given up on securing a new one-year deal. The team remains hopeful of receiving some level of factory support."We are still in the fight," an FPR insider said.Holden's future on the grid is assured after the Australian manufacturer signed new deals with the Holden Racing Team (HRT) and Red Bull Racing Australia.Despite suggestions early this year that Holden would also quit the sport after deciding to close down its Australian operations, the Red Lion will, with HRT, join Red Bull Racing Australia as full factory-backed Holden teams.Garth Tander, James Courtney, Craig Lowndes and Jamie Whincup will be their four all-star drivers.But the future of the Commodore still remains clouded beyond 2016. The car is facing the axe when Australian manufacturing stops.

Paul Gover gets behind the wheel of Tim Slade's Supercheap Auto Racing V8 Supercar ahead of this weekend's Bathurst 1000.Many of the people who tune in for the Bathurst 1000 secretly believe they could be a contender at Mount Panorama.Television makes it look easy, from the 290km/h blast down Conrod Straight to the romp across the top of the hill and the dive down through the Esses to the Dipper and on to Forrests Elbow.But it's not. Not even a little bit.A V8 Supercar is a wild beast, noisy and hot and fast and furious and ready to bite you any chance it gets. And that's just driving, not worrying about actually racing a bunch of hotheads who would give almost anything to claim the biggest prize in Australian motorsport.I know because I've just been crammed behind the wheel of Tim Slade's Bathurst racer to see what it's like. It was only a handful of laps at a track called Winton, not the peak of Mount Panorama, but I now have a crystal-clear picture of the difference between a road-going Holden Commodore and its race car cousin.Mostly, it's scary. It's also uncomfortable, intimidating and difficult. Did I mention fast?When smiling Scotty McLaughin and jumping Jack Perkins blast past while I'm finding my feet it's something else again. Fear and intimidation at a different level.But, sitting to write, I cannot stop smiling. Perhaps it's the lingering effects of adrenalin.As I arrive at Winton there is a mix of fear, anticipation and excitement. This is Bucket List stuff for me and a childhood dream for any V8 Supercars fan. I've already been on email to Supercheap Auto Racing's pitlane boss, Jason Bush, for a some tips and a copy of the driver's manual for the car. Just learning the buttons on the steering wheel is tough."Don't worry, you'll be fine," Slade reassures me."Hah. You're going to make a right goose of yourself," chimes in James Courtney, a former champion and serious Bathurst contender. And I thought he was a friend.The toughest job all day is getting into the car. The racer might look like a cushy Commodore, but it's a hand-built thoroughbred constructed from kilometres of super-tough steel tubing. I have to squeeze in through the gaps and then plop into a seat built for someone about 10 centimetres shorter and 30 kilograms lighter.I make it into the Slade slot, but I cannot straighten my arms and my legs are jammed up against my chest. But I don't tell anyone, because I'm here now and I'm staying.The engine starts easily even though it has 480 kiloWatts, but I know it's a temperamental beast and I'll have to be careful not to stall when I head for the track. Now there are six giggling race drivers all waiting for me to fluff it.But I clunk the six-speed gearbox - there is no synchro to ease the shifts - into first and manage to rumble down the pitlane with the speed limiter controlling the car and my enthusiasm.Out onto the track, I know I have to get going quickly. The tyres must be kept hot, the engine has a narrow operating range, and there are a bunch of drivers doing serious test laps ahead of Bathurst."Remember to make your gearshifts strong, all the time. Don't muck around," says Bush over the radio.So I push the long-travel accelerator pedal down, work up through the gears to fifth, and try to take it all in. That's the tough part, because I'm using all I have just to drive the car. How do the racers have time to talk tactics and wave to mum?I realise, in just two seconds, the difference between a journalist driver and a Bathurst racer.As I find some speed, things get easier. I don't notice the stifling heat, or the violence of the response, or the shattering noise.I can feel the gears dropping smoothly into place, enjoy the super-sharp response of the steering, luxuriate in power that seems unlimited, and brakes that kill speed.Now I can watch the gearchange warning lights flicker across the electronic dash, catch sight of Dave the Cameraman at turn three, and even begin to push a tiny bit towards the car's limits. It's moving around, squirming as I unleash the power, then pitching and rolling through the corners, and I'm keen to discover more.But I'm not remotely fit and this is not easy. My chest is crushed by the cornering forces, pushing the brake pedal is like stepping on a brick, and I have to wait-wait-wait for the power if I don't want to flick into a spin.Not just that, but the Dunlop racing tyres on the car are rubbish. They have probably done too many laps, but they feel like giant marshmallows at each corner of the car. I cannot get any sort of feeling of what's happening and I know I could do more with better grip."Are you going to print that," one of the drivers asks me later. "You should, because we all agree about the tyres but we cannot say it."After a quick stop to catch my breath, and babble to the crew about what I've learned, I'm jumped by three of the serious racers as I'm heading to the fourth-gear left-hand sweeper. And I realise, in just two seconds, the difference between a journalist driver and a Bathurst racer. There is a blast of noise, a flash of colour, and they're gone.I try to keep up for a couple of corners, but I'm already wheezing and cramping from Slade's seat, and I have no chance. So I stop.Hours later, as I rewind and replay the laps inside my head, I think of all the things I coulda-shoulda-woulda done, and how much more I could have got from the car. But I also know I'm kidding myself.So, as I plonk down in front of my television on Sunday morning for The Great Race I will be watching with extra respect. And just a touch of pride. But I'm not kidding myself. I know what it really takes.If you think you could be a contender at Bathurst, I've got news. Take it from me, a paid-up pretender, it's never going to happen. Bathurst by the numbers - road car versus racerHolden Commodore VF SS-V vs Supercheap Auto V8 Supercar CommodorePrice: $48,490, $700,000Seats: 5, 1Airbags: 6, 0ABS: yes, noParking sensors: yes, noBlind spot warning: yes, noEngine: 6.0-litre V8, 5.0-litre V8Power: 260kW, 480kWGearbox: 6-speed auto, 6-speed manualFuel economy: 11.5L/100km, 37L/100km 

Holden unveils the Craig Lowndes special edition Commodore in Bathurst today ahead of its arrival in showrooms next month.Holden hero Craig Lowndes has followed in the tyre tracks of his fallen mentor and idol Peter Brock, unveiling a limited edition Commodore ahead of this weekend's Bathurst 1000 car race.Holden originally planned to build just 161 Craig Lowndes Edition Commodores -- a tribute to the number of laps in the Bathurst 1000 endurance race -- but demand was so strong Holden increased production to 233 cars, one per Holden dealer.The car costs $60,000 and comes with no more power than a regular Commodore V8 but does get a load of extras that are fitted in a special projects area on the production line at Elizabeth, near Adelaide.RELATED: Brock Commodore concept revived with Craig LowndesMORE: Holden builds the 'Collingwoodore'The car goes into production next week and all models will be built by the end of this year.Buyers will also get a "money can't buy package" including a tour of Lowndes' Triple 8 V8 Supercar race team headquarters in Queensland.The Lowndes special edition comes as Holden figures reveal 37 per cent of all new Commodores sold are a V8: more than any other time in the model's 36-year history.I think (Peter) Brock would be proud of what Holden has done with this oneLowndes, who celebrates his 20th anniversary at the Bathurst 1000 this weekend, says he is humbled to have his name on a limited edition road car."I think (Peter) Brock would be proud of what Holden has done with this one," Lowndes told News Corp Australia."It's no secret that Brock was a great mentor and an idol to me. To be able to emulate what he did and get some recognition from Holden by putting my name to a Commodore has been a very humbling experience and very much an honour. For me, it's a dream come true."Lowndes says Holden came to him earlier this year with the idea of a limited edition road car. His reward: the first one built."I'm getting car number one," said Lowndes. "I'm hoping to wheel it out in pristine condition in the years to come and that it will become collectible over time."Although Lowndes raced for Ford between 2001 and 2006, he launched his V8 Supercar career in a Holden 20 years ago when, as a rookie driver, he challenged for the lead in the final laps of the Bathurst 1000, finishing a close second."I was never ear-marked to do the last stint (of the race) because I was the rookie guy," said Lowndes. "But (co-driver Brad Jones) did a double stint in the middle of the day so it forced the team to put me back in the car at the end of the race. And that was the beginning of my career. It's a moment I will never forget."Lowndes says he is saddened by the end of car manufacturing in Australia. Ford will close its factories in 2016 and Toyota and Holden will follow in 2017."Growing up I always watched the Ford and Holden rivalry and was very proud to have cars made in Australia," said Lowndes. "It was something I never thought would change. But of course times have changed and it's going to be a very sad day to see Holden and Ford cease to be manufactured locally."Lowndes said he feels for the thousands of factory workers at Holden, Ford and Toyota."During my time with Ford I got to know the guys at Broadmeadows and Geelong, I know how much that's going to impact workers those areas, and of course all the guys at Holden and Toyota. It really is sad what is happening," he said.As for this weekend's race, Lowndes is of course in it to win it -- and is still a chance at taking out this year's V8 Supercar championship, despite being 273 points behind series leader and teammate Jamie Whincup."I think we can win it still, yes," said Lowndes. "It really hinges on the Bathurst 1000 and the Sydney 500. We're only a couple of points in front of Frosty (Ford driver Mark Winterbottom) so these next two races will make or break the championship."Fast facts: the Holden Commodore by Craig LowndesPrice: $57,990 plus on-road costsEngine: 6.0-litre V8Power: 270kW and 530Nm0 to 100km/h: 5.5 secondsExtras: Brembo brakes front and rear, 20-inch wheels and tyres (wider at the rear), retuned suspension bushings, Craig Lowndes signature on dash, doors and boot, invidual build plate, roof painted black (the body colour of all cars are red or white). Just 233 will be built.The Craig Lowndes Q and AWhose idea was it to do a Craig Lowndes special edition Commodore?Holden were keen to do something, they approached us earlier this year and we were keen to be a part of it. It fell into place quite quickly in terms of the changes to the car and the design. It was great to work with the Holden engineers to get the 20-inch wheels on there, the different suspension bushing, the bigger brakes on the rear and the paddle shifters on the automatic models. I'm really pleased with the outcome and very proud to put my name to.Did you have input into the design? Did they come to you with a few proposals?Yes they did, Holden went through quite a few design changes and I went to Fishermens Bend a few times to see the car in different liveries. We looked at one stripe on the bonnet we looked at two, but we ended up with three and something that looks quite different. Having the black roof was something that was very special. It's not a vinyl stick-on, it's actually painted at Elizabeth at the factory in Adelaide.Did you have input into the engineering changes or were those changes coming any way?The changes were coming but it was great to have them first on the Craig Lowndes edition Commodore. Holden engineers had planned to introduce these changes but our car brought them forward. We changed the suspension bushes to suit the 20-inch wheels. To be honest the engineers were scratching their heads trying to make it better because it's already so good in the first place.Did you push for more power?There was a discussion about more horsepower. As a race driver you always want more power. But it was made pretty clear pretty quickly that Holden wanted to stay with the proven 6.0-litre V8. Let's face it, it's already a quick car. We did ask for more power but it was not negotiable. Instead we focused on the handling package, starting with the Redline version of the SS and then building on it from there.If this goes well would you do another one?I hope to look at an Evolution II, but it's something that Holden has to decide. They're as keen as we are to see how well it sells. I know Holden has done some limited edition Commodores for AFL, such as the 'Collingwoodore', to go with Holden's sponsorship of the team.Are you proud to be following in the footsteps on your mentor, the late great Peter Brock, who also put his signature on limited edition Commodore?I'm just really delighted to have the career that I've had. It's no secret that Brock was a great mentor and an idol to me. To be able to emulate what he did and get some recognition from Holden by putting my name to a Commodore has been a very humbling experience and very much an honour. For me, it's a dream come true.Is this what a Brock Commodore would look like today?Peter Champion has the HDT retro cars … but I think Brock would be proud of what Holden has done with this one. Like me, he probably would have liked more power, but as an overall package, as a complete driver's car, this is right up there.How many cars will be built?The original plan was to build 161 cars as a nod to the number of laps in a Bathurst 1000, but demand at the dealers has been so strong I believe we're going to build more than 200. That's about one car per dealer, but some dealers have told me they are holding orders for eight or nine cars. So there'll probably be a bit if scrambling among the dealers to secure the cars.Do you get a fee from each car or is your reward getting car number one?I'm getting car number one and I'm hoping to wheel it out in pristine condition in the years to come and that it will become collectible over time.Did you choose manual or automatic transmission?The automatic with the paddle shift is really good and the gear-changes are fast and easy, but as a race driver I prefer a manual, so I've ordered a six-speed manual.This car celebrates your 20th anniversary at Bathurst in a Holden but you raced Fords for six years from 2001 to 2006. Do you think you'll finish your career in a Holden?I hope to keep racing for Holden and for Triple 8. That said, with other manufacturers getting involved in the sport you just don't know what the future holds. But Holden have been very good to me over the years and I have a soft spot for Holden. When I did the cross-over from Holden to Ford and then back to Holden, the fans were very forgiving of me and most of them came with me and I'm always grateful for that. How long will you stay in V8 Supercars?I think I have at least another five years left in me. As long as I'm competitive and having fun I will stay in the game. I don't want to be at the back of the grid making up the numbers. I was lucky enough to get a start as a young driver so I don't want deny some young person an opportunity to become a star.Your first Bathurst race in a Holden got off to a bad start: you crashed the car in the warm up. Does that still haunt you?I remember it like yesterday. Wayne Gardner's car dropped oil, I hit it and then nosed the car into the fence. I drove the car back but what I didn't know is that one of the coolers split and the engine ran without oil pressure. The team repaired the car in time for the race but we didn't know if it was going to make it all the way to the finish. We went on to have a great battle with John Bowe challenging for the lead.You very nearly won the Bathurst 1000 in your rookie year.The plan of attack was for Brad Jones to finish the race. I was never ear-marked to do the last stint because I was the rookie guy. But Brad did a double stint in the middle of the day so it forced the team to put me back in the car at the end of the race. And that was the beginning of my career. It's a moment I will never forget.Are you sad about the demise of car manufacturing in Australia?Absolutely. Growing up I always watched the Ford and Holden rivalry and was very proud to have cars made in Australia. It was something I never thought would change. But of course times have changed and it's going to be a very sad day to see Holden and Ford cease to be manufactured locally. During my time with Ford I got to know the guys at Broadmeadows and Geelong, I know how much that's going to impact workers those areas, and of course all the guys at Holden and Toyota. It really is sad what is happening.The imported Commodore in 2018 will not be available with a V8. Will still be able to race in V8 Supercars?Absolutely. Holden have always indicated to us that they want to continue in V8s beyond 2017. They're committed to continuing in the sport. Nissan and Volvo don't have V8 sedans but they compete, so there is no reason we can't have a Commodore on the grid. The one question we don't have answered yet is what type of engines we will run in V8 Supercars, will we have smaller engines or will we stick with the V8s? We don't know.You're 273 points behind your teammate and series leader Jamie Whincup. Can you win this year's championship?I think we can win it still, yes. It really hinges on the Bathurst 1000 and the Sydney 500. We're only a couple of points in front of Frosty (Ford driver Mark Winterbottom) so these next two races will make or break the championship.

Bentley of Britain will launch a full-scale two-car attack on Bathurst next year.The ultra-luxury carmaker has just confirmed a factory entry in the Bathurst 12-hour sports car race in February, fielding a pair of its Continental GT3 racers.It is not expecting to win but has already achieved victories in Europe and the USA in the first season with its production-based competition car, which is powered by a 4-litre twin-turbo V8 engine producing up to 600 horsepower.“We are coming with the factory team to the Bathurst 12-hour. We decided last week at our headquarters in Britain,” the chairman and chief executive of Bentley Motors, Wolfgang Durheimer, revealed exclusively at the Paris motor show today.“It will be two cars. The program will be run from our headquarters in Crewe.”Durheimer also reveals that the effort in 2015 will be the start of a multi-year program for Bentley and he’s not expecting to win at the first attempt.“We know that we are in the underdog position because we have a new car and no track data from the race, but we will do our best to give a good impression,” he said“We are extremely pleased to bring the Bentley brand to a very knowledgeable audience and an outstanding historic racetrack in Australia. I have only heard and read about about Bathurst, but I believe it is the Australian Nurburgring.“I am thrilled to do one lap on my own. Yes, I am hoping to get to the race.”The Bathurst 12-hour has become a major international event in recent years, attracting a number of European entries including the Mercedes-Benz gullwing that finished second this year to a Ferrari 458 crewed by Craig Lowndes and John Bowe.But it is at the heart of a major confrontation with V8 Supercar racing, which has scheduled its pre-season test at Sydney Motorsport Park on the same weekend in a decision that reflects clashes between rival television networks and the availability of marquee drivers including Lowndes and Shane van Gisbergen.Durheimer said the lead car in the Bentley team will be shared by factory drivers Guy Smith, Steven Kane and Andy Meyrick but there had been no decision on the second car.“For the second car, we didn’t decide yet. Applications are still possible,” he smiled.Durheimer is promising much more than a race entry, even though factory motorsport personnel will soon travel to Bathurst to collect data and logistics information on the event and track.“We do it entirely as a factory team, but I’m absolutely sure we will get connected to our dealer body. And the guys in Australia will support us as much as possible."We will do a major activation. GT racing, for us, is about getting access to the pits, to the team, to the strategy. We are absolutely approachable,” he said."We build very exclusive cars and we like the prestigious approach, but in terms of racing activities we have both feet on the ground and don’t intend to be the high fliers.“We let the parents and the kids get involved.”Durheimer said the program is already in top gear to make deadlines for the February event.“My guys will come in the European winter time to asses the data. I don’t think it will be a one-off event for us.“We know we need to be extremely humble to approach this track and these experienced drivers. Luckily we have scored a victory in the US in our first racing season and we were second in the Blancpain endurance season in Europe for teams and drivers.” 

Plug-in hybrid Outlander claims class victory and 19th outright in 2014 Australasian Safari desert rally.Team Mitsubishi Ralliart Australia's Outlander PHEV completed the Australasian Safari desert rally on Saturday after making it through eight days of competition in the Western Australian outback.The team say this is the first time a plug-in hybrid electric vehicle (PHEV) has finished an Australian motorsport event.The Outlander PHEV - driven by first-time Safari competitors Steve Glenney and Bernie Webb - took top honours in its Hybrid and Dual Fuel Vehicle class and crossed the finish line in Kalbarri 19th outright.The Outlander performed strongly in the opening stages of the rally. After starting 15th following the prologue, the PHEV found itself in 9th outright at the conclusion of Leg 4.Unfortunately, their service truck suffered five – yes five - flat tyres on its transport stage to the bivouac in Exmouth resulting in the team having a troubled Leg 5. A collision during Leg 6 also severely damaged the PHEV’s front suspension and a front driveshaft.However, after an overnight repair the PHEV recorded the second fastest time outright in the final stage into Kalbarri, to soften the blow of the previous two days.Steve Glenney was impressed with the PHEV's performance during the Safari, saying the event was more difficult than he originally thought."It’s hard to appreciate just how difficult and punishing the Australasian Safari is until you’ve experienced it first hand – it’s an epic event," he said."To put it into perspective, one leg of the Safari is equivalent to kilometres travelled in a weekend-long Australian Rally Championship event, so we’ve effectively done six rounds of the ARC in one week."As is common in motorsport, the data gathered from the Outlander PHEV's Safari expedition will be taken back to the factory and used to further develop Mitsubishi's road cars.

Two class wins and a second-in-class for the factory Isuzu Australasian Safari team.Isuzu Motorsports has claimed two class victories and a second in class victory as all three factory entries completed the 2014 Australasian Safari yesterday.After more than 3000km and eight days of desert competition between Perth and Kilbarri in Western Australia, the Isuzu MU-X wagon of Adrian Di Lallo and co-driver Rodger Pedersen won the production class and crossed the line fifth overall. Second on the production class podium was claimed by the Isuzu D-MAX ute of OLan Sornsirirat and Veerachai Thorangkoon, finishing seventh overall after moving one place up the order from their day 7 result. The Dakar-spec D-Max ute of desert rally veterans and five-time Safari winners Bruce Garland and Harry Suzuki also finished first in class, but 17th overall, after dropping from fourth overall with electrical gremlins on the fourth day of competition.Overall victory was claimed by David McShane and William Haynes in their Toyota Tacoma stadium racer, after the previous race-leading Holden VF of Steve Riley and John Doble found themselves stuck in a ditch in the muddy conditions. Second on the podium was claimed by the Nissan Patrol of Greg Scanlon and Liam Nunns.The muddy 157km Murchison Mega Finale gave teams some of the toughest conditions of the event, with the MU-X of Di Lallo/Pederson forced to tackle most of the stage with only two driven wheels. “Two kilometres into the stage we lost four-wheel-drive and it was pouring with rain and muddy. Bucketing down and really hard going. We brushed a tree and got lost – so did most others actually – and we lost a lot of time trying to find the right way, but we made it,” Pederson said.“Today was unbelievable with the rain bucketing down. A whole lot of us got lost and then Steve Riley got stuck in a ditch and a bunch of us helped pull him out. We got soaking wet and covered in mud, but we still had a good time. That’s what Safari is all about,” Isuzu Motorsports boss Bruce Garland concluded.

Isuzu MU-X and D-MAX continue to dominate production class in Australasian Safari penultimate day.The Isuzu MU-X of Adrian Di Lallo and Roger Pedersen continue to lead the production class of the Australasian Safari, with the D-MAX of teammates OLan Sornsirirat and Veerachai Thorangkoon retaining second place after the second-last day of competition.The Isuzu Motorsports MU-X is still fifth overall, but the Sornsirirat/Thorangkoon D-MAX ute has dropped one position to eighth overall after being forced to change a tyre. “It was a real drivers’ day. We lost time on the third stage with a puncture over some very sharp rocky areas but we’re still pushing,” Pedersen said.The Dakar-spec D-MAX ute of Bruce Garland and Harry Suzuki has fallen to 17th outright from the 20 remaining runners in the ‘car’ category, with the pair now focusing on reaching the finish line after losing a day due to electrical gremlins on Day 4.“The conditions were quite rough out there today, but we’re not pushing it. We’re just following the two MU-Xs through, and making sure everyone gets to cross the finish line,” Garland said.However, the day was not without drama for the Isuzu Motorsports premier pairing as they travelled between Exmouth and Carnarvon - 900km north of Perth in Western Australia.“We did have a bit of a moment today. There was a section where Harry called a triple caution with a turn, and I thought he meant we turned after the caution, but just as well I pulled up, because the caution referred to a 100m cliff that would have dropped us straight into the Indian Ocean if we had gone over,” Garland said.“We stopped about a car’s width from the cliff edge and turned in time! It was actually very beautiful, running along parallel to the sea, but it could have been a bit nasty! Everything is going well with the cars, and it is really just a spanner check tonight.”The final stage of the 2014 Australasian Safari will take place later today, with the 157km ‘Murchison Mega Finale’ leg ending at Kalbarri - 592km north of Perth.

Di Lallo, Pedersen lead production class as Garland returns to Australasian Safari rally.Western Australia's own Adrian Di Lallo and Roger Pedersen have continued their strong performance in the Australasian Safari, maintaining their fifth outright and class leading positions after the fifth leg of the desert rally.The pair's production-class Isuzu MU-X leads the way for the Isuzu Motorsports effort with teammates OLan Sornsirirat and Veerachai Thorangkoon still second in class in their production-class D-MAX, and seventh outright.Di Lallo and Pedersen's day was not without incident however."We damaged a drive component on the rough terrain and I had to complete the second stage today in two-wheel drive," Di Lallo said."I’m surprised with the times and happy we did so well, considering what we went through."Roger Pedersen was especially cheerful in the bivouac having earned the highest of praise from his co-driver."For the second day in a row I didn’t get us lost, so the big fella bought me an ice cream!" he said.Bruce Garland and Harry Suzuki made a return to the Safari after having to miss leg four in order to continue repairs on their Dakar-spec D-MAX from an electrical problem incurred during leg three.Garland said he and Suzuki were now concentrating on supporting their teammates and just making it through to the end of the rally."I’m really proud of Adrian and Roj, and the other guys," he said."They are doing a fantastic job. Four of our five Isuzus still running and in contention for a strong finish. Just wish it was five out of five. "We’ll be doing our best to support them through to the end."Just two days remain in the 2014 Australasian Safari rally, with the field spending the penultimate day travelling south from Exmouth to Carnarvon.On the way are three competitive stages - 102km at Cardabia, 142km at Gnaraloo and 72km at Quobba - before the rally comes to its conclusion in Kalbarri on Saturday.

Ego, engineering expertise from the likes of Karl Benz, Paul Daimler and Ferdinand Porsche and a desperate flight from Russian-occupied Germany helped shape Audi into the automotive powerhouse it is today.The journey began in 1901 when engineer August Horch, having previously worked for Karl Benz, transformed 40 horse carriages into motorised machines bearing his name.They were well-received by an upper class fascinated with the emergence of a new form of transportation and enabled Horch to relocate to Zwickau and expand his factory.Horsch's business acumen didn't his engineering prowess and he had to take on partners, who fired him for failing to observe financial constraints. Undeterred, Horch started anew but he had to leave behind the name - he'd neglected to trademark it.A friend's son suggested he apply the Latin translation of his name, which in German meant "hear or listen". The Latin derivative was Audi and the first car was built in 1910.Horch went racing to prove his vehicles' merits and won the 2600km International Austrian Alpine Run from 1912-'14. By 1913 Audi cars had a roof, wire rims in place of wooden spokes and pneumatic tyres rather than solid rubber.All cars had two spares - as did most vehicles of the era. Thrown horseshoes and the nails used to attach them meant the average distance between punctures was just 20km. Sourcing fuel was nearly as problematic. The first service station didn't appear in Germany until 1923 and owners had to resort to pharmacies.By the mid 1920s,there were 60 makers in Germany and all of the opposition had adopted Henry Ford's innovative production line approach. Horsch persisted in handcrafting his cars, which again sent him chasing a financial saviour.Adding to the rancour was the fact Horch-branded vehicles were the most popular luxury cars in the country at that time, largely due to the efforts of another engineering genius, Paul Daimler.Jorgen Rasmussen bought a majority share in Audi in 1928 and built a small car powered by a two-stroke engine from his DKW motorcycle business.The Great Depression all but killed the German industry, leaving just 16 brands. The Saxony Regional Bank funded the DKW, Audi, Horch and Wanderer brands and in 1932 got them to form the Auto Union, marking the creation of the four-ringed emblem.The Auto Union represented motorcycles and cars and gave the combined company a potential foothold into household, irrespective of their income. They took on Mercedes-Benz in grand prix racing, using a vehicle designed and developed by none other than Ferdinand Porsche.The mid-mounted supercharged V16 race car with 390kW engine as notoriously hard to drive and brutally fast. In 1936, Bernd Rosemeyer took his Auto Union Type C to five victories and the European title.Rosemeyer was killed in 1938 - his car flipped at 400km/h while attempting to break Benz's open road speed record of 432.7km/h, set by his great rival Rudolf Caracciola only an hour earlier. His death ended the on-road competition between the automotive giants.With the onset of WWII, the focus switched to military vehicles but it was geography, rather than Germany losing the war, that almost killed off the illustrious brand.Auto Union's factories were in Saxony and were seized and dismantled by the invading Russian army. Prototype vehicles and the race cars were returned to the USSR to be reverse-engineered.DKW went to Ingolstadt, where, with the help of the Bavarian government, in 1950 it resumed building two-stroke bikes and front-drive cars.Mercedes-Benz bought out the Auto Union in 1959 then sold it to Volkswagen in 1964. VW built Beetles at Ingolstadt, dropping the two-strokes and marking the demise of DKW. It bought back the Audi nameplate in 1965. VW bought struggling NSU in 1969 and created Audi NSU Auto Union. In1985, Audi got its own identity. The rest, as they say, is history.

MU-X of Di Lallo heads Isuzu Australasian Safari charge after Garland misses stages.Adrian Di Lallo and Roger Pedersen took over as the front-running Isuzu Motorsports entry in the Australasian Safari yesterday after Bruce Garland and Harry Suzuki were unable to rectify the electrical issues in their D-MAX from Tuesday.Garland said he was disappointed to lose out on a chance of another victory in the Safari but the car would be ready to go for leg five to run in support of his teammates."It turned out to be an electrical issue that affected the engine timing, which is why it cut out," he said."However it is now definitely up and running and we’re planning on a start tomorrow and – all going well – crossing the finish line of this great event on Saturday."Di Lallo and Pedersen's production-class MU-X moved up into fifth outright and maintain their position as class leader.OLan Sornsirirat and Veerachai Thorangkoon in the Isuzu Motorsports Thailand production-class D-MAX had a good day, holding down second in their class behind Di Lallo and moving up into seventh outright.The Safari stays around the coastal town of Exmouth for day 6 with two stages taking place. The first is a 161km run near Yanrey and the second a 209km stage at Emu Creek/Winning, sections of which are a repeat of yesterday's stage due to course changes.