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At just 20 years old, Brendan Reeves will become the youngest driver in Mazda Motorsport history, having won the Victorian Autocross Championship at the age of 16 and participating in an exclusive three-year Rally Development Program by the Australian Institute of Sport.

“Driving for a factory team is exactly what you set out to achieve in a motorsport career, so I feel very privileged to be given this opportunity,” said Brendan “As a road car the Mazda3 MPS is a fantastic car to drive. It’s sporty, nimble and fun to drive. I can’t wait to get into its rally sibling on Wednesday for some pre-event testing.”

If successful, 2009 will mark the first time Mazda has competed in a full ARC season since it won the Championship in 1989 with the Mazda 323 4WD Turbo driven by Murray Coote.

However Mazda has no plans to establish a full rally sport division and instead intends to compete with a near showroom spec iteration of its front-wheel drive Mazda3 MPS.

“Over the past 12 months we’ve been in heavy discussion with CAMS over the introduction of the new ARC regulations, and the introduction of a separate championship for production based two-wheel-drive cars,”

Mazda is seeking to convince CAMS officials to consider a two-wheel-drive class which would see the MPS on equal footing with highly-modified, four-wheel-drive cars.

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The car is being built by ADR Motorsport, the same team responsible for two Mitsubishi’s currently competing in the British Rally Championship.

“Mitsubishi UK has not been involved with circuit racing for many years, so this new initiative is a great opportunity for us. Subject to the level of interest from competitors, we are also hoping to announce a one-make race-series for the Evolution X soon.”

The team expect the two-litre turbocharged engine to produce around 300kW through the Evo’s capable all-wheel drive system.

What is not clear though is whether the team will opt for the manual transmission or SST gearbox.

The racing Evo will make its competitive debut at the Britcar 24-hour race at Silverstone with two other drivers who are yet to be named.

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On Father’s Day, however, Steve Jones attributed his win to his dad.

“[I want to] thank my dad for everything he did for me, my old man is the reason I wanted this for so long. He passed away when I was 17 and I’ve done this for him, I’ve given him what he wanted!”

Jones also commented that time in the car was critical to his success.

“It was a learning curve for us, the car is so new and I didn’t know what to do it is so electrical. I learnt the car, every hour I spent in the car I learnt how to drive it and we just became stronger and stronger, it was so good!”

“I don’t know who to thank; all the people here that helped me come here and get what I’ve wanted for so long.”

Gentleman Jim Richards was gracious in defeat.

“Young Steve’s done a fantastic job, he’s definitely got a bright future and we’re really rapt that he’s won”, said Richards. “We would have liked to have won but we didn’t so very, very happy for him.”

Click here to see the results.

Photos courtesy Paul Brockbank - Antilag.com

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The Viper ACR used in the record breaking lap was completely standard except for a Racetech seat with a six-point race harness for added safety.

However those familiar with the Viper ACR will know ’stock’ is a term used very loosely when associated with this absolute weapon which treats the phrase “road-going” as a challenge in engineering limits.

Especially when the box marked ‘Hard Core Package’ is ticked - a no cost option which cuts almost 20kg off the curb weight.

Only about 10 percent of ACR buyers are insane enough to tick this box, blatantly boasting they think the car isn’t fast enough. It deletes the audio system, trunk carpet, rear cabin sound insulation, tire inflator kit, hood insulator, and steel battery cover.

Coronel’s first two laps were far from promising - a 7:42 and 7:35, until you realise it was his first time behind the wheel of the Viper ACR.

Coronel’s feedback from his first two laps led engineers to stiffen the front dampers for both compression and rebound and the rear dampers for compression.

The adjustable rear wing was also slightly revised while the front splitter stayed at its initial setting as did the ride height - told you this was no ordinary car.

Source: MotorTrend Photography: Charlie Magee

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Named for its competition class not to be mistaken with its Porsche brethren, the R8 GT3 conforms to all official race regulations meaning any average Joe millionaire can enter numerous national and international race series from the showroom.

“Ever since the R8 was unveiled we’ve been inundated with enquiries about a race version. With the Audi R8 we will offer customers a racing sportscar equipped with high-calibre technology and the typical Audi qualities, but which is nevertheless easy to handle.” explains Head of Audi Motorsport Dr Wolfgang Ullrich.

However with the prohibition of all-wheel drive, the R8 GT3 instead uses a rear-drive setup through a newly developed six-speed sequential sports gearbox.

Power is expected to be north of 375kW from its mid-mounted naturally-aspirated V8 engine lifted from the road-going version.

Its race-bred looks are both wild and functional, with an exaggerated adaptation of the standard R8 kit giving the GT3 the down force it needs for competitive track use.

The interior has been stripped out and fitted with Recaro race bucket seats and a raft of safety features which would not seem out of place in any elite racing championship.

The logistics and factory space required for the AUDI AG customer programme will be created over the next few months in Ingolstadt, Neckarsulm and Györ, with the first models available to customers by mid-2009.

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This leg of the competition truly tests the realism of the Gran Turismo racing world, seeing if their skills in the virtual world translate onto the bitumen.

“The GT Academy gives wannabe racing drivers the opportunity of a lifetime to realise their dream and we are looking for the best of the best. Our finalists have proven they have what it takes online. Now they need to impress me and my fellow judges with their real-life skills,” says Bob Neville of the Nissan Racing team.

However contestants will not have to rely upon their virtual experience alone, undergoing a rigorous training course which will include fitness tests, media evaluation and of course, numerous driving tests.

Not for the faint-hearted, drivers will need to measure up to all the expectations of a modern day race driver – fit, quick to learn, media-savvy and talented behind the wheel.

After this event, two drivers will be selected by a panel of Nissan racing team trainers to embark on a four month driver training program at the Nissan Race Academy to earn their official racing licences.

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A $350,000 feasibility study commissioned by the Australian Racing Drivers Club has examined the use of the 90-hectare Eastern Creek Raceway complex for not only motorsport but also exhibitions and other entertainment.

ARDC president John Cotter said the feasibility study was an essential first step in plans to ensure Australia remained relevant in world motorsport.

“There is a real need to ensure that Sydney is well serviced with a motoring and motorsports complex to meet local needs, including driver education, track days and motor industry development requirements.”

Plans so far reveal the potential for up to six different circuit layouts, meeting the requirements of all forms of motor racing up to Formula One, MotoGP and Australia’s leading domestic series.

The current plan lengthens the overall circuit by 800 metres to 4.7km, with allowances made for a 3km national track, a 1.7km club circuit, a corporate track and a drift bowl to be built in a special stadium section of the complex.

The new layout caters for the needs of both car and motorcycles, optimising its future potential in attracting major international events.

This proposal is the work of British-based Apex Circuit Design Ltd, a company responsible for the planned redevelopment of the Silverstone circuit, the Dubai Autodrome and is involved in the development of the Singapore F1 Grand Prix circuit.

“The impending closure of Oran Park Raceway in Sydney’s south-west will leave the Sydney basin with only Eastern Creek Raceway, and its use is already at near full capacity.”

Apex has reported the new facility could be built in just two years, using much of the existing race track and surrounding areas as its base.

Current estimates place the cost of the project to be around $93 million, with graded implementation to suit budget requirements.

Unfortunately none of these developments are confirmed as yet, so far merely forming a feasibility plan which will be presented to the State Government for funding consideration.

Images: Circuit Club

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As a result, one member of the BMW Sauber F1 team literally received quite a shock when he came in contact with the KERS-equipped F1.07C after a test run.

The static build-up of electricity knocked him off his feet as he touched the car being driven by the team’s test driver Christian Klien - who was of course insulated by the massive rubber tyres around him.

A similar incident occurred a week earlier at the Red Bull Racing garage where a KERS battery malfunction caused a fire scare.

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