Is it possible to attend a Grand Prix overseas at a reasonable price?
B. Mason, Melbourne, Vic
Take a deep breath, the words 'reasonably priced' and 'F1″ are mutually exclusive. One of the cheapest packages for the 2026 events is from Finesse Travel for the Belgium F1 Grand Prix in July. Including five nights' hotel accommodation, transfers to the race circuit, a weekend general admission ticket and flights from Manchester, Birmingham, Heathrow or Stansted, the cost is £1299 ($2710) a person.
Other operators with F1 packages include Grand Prix Tours and F1 Experiences, and you can expect to pay from $3000 to $5000 a person. You could pay $18,000 or more for two if you select a package that gives you premium seats with trackside views on the main straight at Barcelona, a walk down the starting grid, a paddock tour and admission to insider talk sessions which might feature an F1 team executive, a media personality or the FIA's F1 safety car driver. None of these packages include flights from Australia, you need to book that separately.
We are planning a week or two driving in Northern Italy next April, leaving from and returning to Venice Airport. We'd love to experience a Fiat 500. How and where can we hire one from that area?
D. Parker, Geelong West, Vic
Venice's Marco Polo Airport would be the best place to pick up and return your hire car. If you're staying in Venice before your self-drive tour, from Venice's Santa Lucia train station the airport bus takes just over 30 minutes, or you can take a taxi. Several operators including Hertz and Budget have cars for hire from Santa Lucia, but it's a major hassle starting your drive from there – the airport is easier.
You could also pick up your hire car from Venice Mestre Metro Railway station, which is closer to the airport but since you'll be flying out from Marco Polo Airport it makes sense to pick up and return from there. You get what you pay for when it comes to hire-car operators. In Europe, I prefer Sixt. They're not the cheapest, but their vehicles are in great condition, and they play fair for the most part. A Fiat 500 is a great choice.
After a 19-day Egypt & Jordan tour finishing in Amman, followed by a 26-day Stans tour starting in Istanbul, we have a gap of eight to nine days. Being a bit older, some recharge time is needed, any suggestions for a low-key location? Maybe within a one to two-hour flight radius before heading for Istanbul? G. Miller, Bendigo, Vic
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2026 Aston Martin Valhalla review: Prototype drive
Settling in behind the wheel of the Aston Martin Valhalla feels a bit like you're getting ready to race a Le Mans hypercar. You sit inboard, nestled up against a narrow centre console, snugged in hip-hugging seats that place your backside 25mm lower to the ground than in any other mid-engine supercar. The firewall separating you from the internal combustion engine is right at your shoulder blades. Immediately ahead of you, behind the trapezoidal steering wheel, is a simple screen with a configurable dash display. The windscreen bulges forward, supported by contorted A-pillars. Bodywork looms over wheels located just ahead of your feet, and the view of the tarmac ahead starts right at the base of the windscreen. Look around the cockpit and the race-face vibe fades just a little. There's switchgear identical to that of regular Aston Martins on the steering wheel and centre console, speaker grilles and vents that betray the presence of audio and air conditioning systems, and luxury touches such as power reach and rake adjustment for the steering wheel. It might look a bit like Aston Martin's mega-dollar Valkyrie, a barely useable Le Mans racer for the road created by legendary F1 designer Adrian Newey and powered by a mid-mounted V12 that's so loud you must wear ear protection when you drive it, but the Valhalla is meant to be a supercar you can drive every day. It's Aston's first proper production mid-engine sports car. The Valhalla is underpinned by a bespoke lightweight carbon-fibre monocoque chassis, with aluminium subframes locating the multilink rear axle and an F1-style pushrod front suspension. It has a plug-in hybrid powertrain that comprises a 609kW, flat-plane crank version of Mercedes-AMG's versatile 4.0-litre bi-turbo V8, and three electric motors that between them produce an additional 185kW. Two of the e-motors, compact radial flux units designed specifically for the Valhalla, are located at the front axle to drive the front wheels and are housed within a custom-built electric drive unit that allows cross-axle torque vectoring. The third e-motor is integrated with the new eight-speed dual-clutch transmission. The three e-motors are powered by an advanced high-performance battery that combines combines the ability to rapidly deploy its state of charge with fast energy absorption and high-power density. The battery is cooled by an electrically non-conductive fluid to ensure each of its 560 individual cells are kept at their optimum temperature. Total system output of the Valhalla's powertrain is 794kW and 1100Nm. That's enough grunt to deliver a claimed 0-100km/h acceleration time of 2.5 seconds, and a top speed of 350km/h from a car weighing about 1720kg. The Valhalla is fitted with an active aero system developed with help from engineers at the Aston Martin Aramco F1 Team. The system can vary the angle of attack for the front and rear wings to help maintain aerodynamic balance across a broad performance envelope. The aero hardware and software help the Valhalla develop more than 600kg of downforce between 240km/h and 350km/h. The by-wire braking system combines giant Brembo carbon-ceramic rotors – 410mm at the front and 390mm at the rear – the largest ever fitted to an Aston Martin, with regenerative braking from the front e-motors. All are modulated by the Valhalla's integrated vehicle dynamics control system. The e-motor in the transmission recoups energy and sends it to the battery when the driver lifts off the throttle. Standard wheels are forged aluminium alloys, 20-inch up front and 21-inch at the rear, wrapped in 285/30 and 335/35 Michelin Pilot Sport 5S tires respectively. The larger rear tires funneling the lion's share of the PHEV powertrain's torque to the tarmac with the help of an e-diff. On start-up, the Valhalla selects Sport as the default drive mode. Three other modes, Pure EV, Sport+ and Race, can be selected via the rotary controller on the flying buttress centre console. Each has its own combination of settings for the powertrain, including front axle torque vectoring and hybrid system integration, plus different suspension stiffness, active aero, and steering calibrations. In Pure EV mode, the Valhalla is driven solely by the front e-motors and will travel up to 14km at speeds up to 140km/h before the internal combustion engine fires up. For our test drive at Aston Martin's compact Stowe circuit at Silverstone, factory race driver Darren Turner recommended the Sport+ drive mode, with the transmission set to manual shifting. He also suggested we switch the stability control off, and set the traction control to five, its mid-way setting (as in the 'entry-level' Vantage sports car, one means the most intervention and nine, none). Darren reckoned this setup would allow us to make the most of the Valhalla's prodigious power and torque on the tight and twisty track. And he was right. It might be a mid-engine supercar with almost 800kW on tap, but the Valhalla instantly felt as benign and playful as Aston's entry level Vantage coupe. By the second lap we were drifting it out of the tight corners with complete confidence. Though it doesn't rev as hard as other modern flat-plane crank V8s, its peak power and torque arriving at a relatively modest 6700rpm, the snarly Mercedes-AMG engine is epic. What's more, the instant-on torque from the e-motors makes the Valhalla feel punchier and more responsive any of the non-hybrid Aston V8s, a sensation amplified by the quick shifts from the dual-clutch transmission. There's a lot going on under the skin of the Valhalla, but you're never aware of it. There might be a pair of e-motors at the front axle instantly varying the torque to help with turn in response and corner exit, but you never feel them. The steering is direct and communicative, telegraphing camber and surface changes and slip angles as clearly as if the Aston was a lightweight rear-drive car. It's ultra-high tech, the Valhalla, but it feels remarkably analogue from behind the wheel. And such is the coherence of the chassis and powertrain, you can quickly find balance and pace in this fast and powerful mid-engine Aston. The only time we could feel the front axle's e-motors at work is when we switched between the Sport+ and Race modes. Different mapping means Sport+ mode delivers more hybrid intervention, and the car pulled a touch more strongly out of Stowe's tight corners. But the interaction between the internal combustion engine and the e-motors was totally seamless. Aerodynamics is the one area where there is a clear link between the Valkyrie and the Valhalla. "We took the active aero learnings from the Valkyrie and fine-tuned them," confirmed Aston Martin vehicle performance director, Simon Newton. "But the task was a bit more complex with Valhalla because we have a lot more drivetrain options to balance." The Stowe circuit isn't big enough to assess the effectiveness of the active aerodynamics of the Valhalla, though in Race mode we could watch the active rear wing moving its angle of attack between the high downforce and drag reduction settings and snapping to attention to act as an air brake under heavy braking. What's most impressive about the Valhalla is that despite a powertrain layout and technologies that are unfamiliar territory for Aston Martin, it feels like an Aston Martin. It has the same combination of performance and approachability that makes the current Aston Martin lineup so appealing to drive. It's fast but not threatening as you approach its limits. That's good news for a coming generation of Aston Martins that, like the Valhalla, will all have 745kW or more plug-in hybrid powertrains, and electrically driven front axles. "We are on a journey with hybrids," confirms Mr Newton, "it's exciting what we've learned from the Valhalla project; how to leverage the systems to really amplify the traditional Aston driving experience and take it to the next level."MORE: Explore the Aston Martin showroom Content originally sourced from: Settling in behind the wheel of the Aston Martin Valhalla feels a bit like you're getting ready to race a Le Mans hypercar. You sit inboard, nestled up against a narrow centre console, snugged in hip-hugging seats that place your backside 25mm lower to the ground than in any other mid-engine supercar. The firewall separating you from the internal combustion engine is right at your shoulder blades. Immediately ahead of you, behind the trapezoidal steering wheel, is a simple screen with a configurable dash display. The windscreen bulges forward, supported by contorted A-pillars. Bodywork looms over wheels located just ahead of your feet, and the view of the tarmac ahead starts right at the base of the windscreen. Look around the cockpit and the race-face vibe fades just a little. There's switchgear identical to that of regular Aston Martins on the steering wheel and centre console, speaker grilles and vents that betray the presence of audio and air conditioning systems, and luxury touches such as power reach and rake adjustment for the steering wheel. It might look a bit like Aston Martin's mega-dollar Valkyrie, a barely useable Le Mans racer for the road created by legendary F1 designer Adrian Newey and powered by a mid-mounted V12 that's so loud you must wear ear protection when you drive it, but the Valhalla is meant to be a supercar you can drive every day. It's Aston's first proper production mid-engine sports car. The Valhalla is underpinned by a bespoke lightweight carbon-fibre monocoque chassis, with aluminium subframes locating the multilink rear axle and an F1-style pushrod front suspension. It has a plug-in hybrid powertrain that comprises a 609kW, flat-plane crank version of Mercedes-AMG's versatile 4.0-litre bi-turbo V8, and three electric motors that between them produce an additional 185kW. Two of the e-motors, compact radial flux units designed specifically for the Valhalla, are located at the front axle to drive the front wheels and are housed within a custom-built electric drive unit that allows cross-axle torque vectoring. The third e-motor is integrated with the new eight-speed dual-clutch transmission. The three e-motors are powered by an advanced high-performance battery that combines combines the ability to rapidly deploy its state of charge with fast energy absorption and high-power density. The battery is cooled by an electrically non-conductive fluid to ensure each of its 560 individual cells are kept at their optimum temperature. Total system output of the Valhalla's powertrain is 794kW and 1100Nm. That's enough grunt to deliver a claimed 0-100km/h acceleration time of 2.5 seconds, and a top speed of 350km/h from a car weighing about 1720kg. The Valhalla is fitted with an active aero system developed with help from engineers at the Aston Martin Aramco F1 Team. The system can vary the angle of attack for the front and rear wings to help maintain aerodynamic balance across a broad performance envelope. The aero hardware and software help the Valhalla develop more than 600kg of downforce between 240km/h and 350km/h. The by-wire braking system combines giant Brembo carbon-ceramic rotors – 410mm at the front and 390mm at the rear – the largest ever fitted to an Aston Martin, with regenerative braking from the front e-motors. All are modulated by the Valhalla's integrated vehicle dynamics control system. The e-motor in the transmission recoups energy and sends it to the battery when the driver lifts off the throttle. Standard wheels are forged aluminium alloys, 20-inch up front and 21-inch at the rear, wrapped in 285/30 and 335/35 Michelin Pilot Sport 5S tires respectively. The larger rear tires funneling the lion's share of the PHEV powertrain's torque to the tarmac with the help of an e-diff. On start-up, the Valhalla selects Sport as the default drive mode. Three other modes, Pure EV, Sport+ and Race, can be selected via the rotary controller on the flying buttress centre console. Each has its own combination of settings for the powertrain, including front axle torque vectoring and hybrid system integration, plus different suspension stiffness, active aero, and steering calibrations. In Pure EV mode, the Valhalla is driven solely by the front e-motors and will travel up to 14km at speeds up to 140km/h before the internal combustion engine fires up. For our test drive at Aston Martin's compact Stowe circuit at Silverstone, factory race driver Darren Turner recommended the Sport+ drive mode, with the transmission set to manual shifting. He also suggested we switch the stability control off, and set the traction control to five, its mid-way setting (as in the 'entry-level' Vantage sports car, one means the most intervention and nine, none). Darren reckoned this setup would allow us to make the most of the Valhalla's prodigious power and torque on the tight and twisty track. And he was right. It might be a mid-engine supercar with almost 800kW on tap, but the Valhalla instantly felt as benign and playful as Aston's entry level Vantage coupe. By the second lap we were drifting it out of the tight corners with complete confidence. Though it doesn't rev as hard as other modern flat-plane crank V8s, its peak power and torque arriving at a relatively modest 6700rpm, the snarly Mercedes-AMG engine is epic. What's more, the instant-on torque from the e-motors makes the Valhalla feel punchier and more responsive any of the non-hybrid Aston V8s, a sensation amplified by the quick shifts from the dual-clutch transmission. There's a lot going on under the skin of the Valhalla, but you're never aware of it. There might be a pair of e-motors at the front axle instantly varying the torque to help with turn in response and corner exit, but you never feel them. The steering is direct and communicative, telegraphing camber and surface changes and slip angles as clearly as if the Aston was a lightweight rear-drive car. It's ultra-high tech, the Valhalla, but it feels remarkably analogue from behind the wheel. And such is the coherence of the chassis and powertrain, you can quickly find balance and pace in this fast and powerful mid-engine Aston. The only time we could feel the front axle's e-motors at work is when we switched between the Sport+ and Race modes. Different mapping means Sport+ mode delivers more hybrid intervention, and the car pulled a touch more strongly out of Stowe's tight corners. But the interaction between the internal combustion engine and the e-motors was totally seamless. Aerodynamics is the one area where there is a clear link between the Valkyrie and the Valhalla. "We took the active aero learnings from the Valkyrie and fine-tuned them," confirmed Aston Martin vehicle performance director, Simon Newton. "But the task was a bit more complex with Valhalla because we have a lot more drivetrain options to balance." The Stowe circuit isn't big enough to assess the effectiveness of the active aerodynamics of the Valhalla, though in Race mode we could watch the active rear wing moving its angle of attack between the high downforce and drag reduction settings and snapping to attention to act as an air brake under heavy braking. What's most impressive about the Valhalla is that despite a powertrain layout and technologies that are unfamiliar territory for Aston Martin, it feels like an Aston Martin. It has the same combination of performance and approachability that makes the current Aston Martin lineup so appealing to drive. It's fast but not threatening as you approach its limits. That's good news for a coming generation of Aston Martins that, like the Valhalla, will all have 745kW or more plug-in hybrid powertrains, and electrically driven front axles. "We are on a journey with hybrids," confirms Mr Newton, "it's exciting what we've learned from the Valhalla project; how to leverage the systems to really amplify the traditional Aston driving experience and take it to the next level."MORE: Explore the Aston Martin showroom Content originally sourced from: Settling in behind the wheel of the Aston Martin Valhalla feels a bit like you're getting ready to race a Le Mans hypercar. You sit inboard, nestled up against a narrow centre console, snugged in hip-hugging seats that place your backside 25mm lower to the ground than in any other mid-engine supercar. The firewall separating you from the internal combustion engine is right at your shoulder blades. Immediately ahead of you, behind the trapezoidal steering wheel, is a simple screen with a configurable dash display. The windscreen bulges forward, supported by contorted A-pillars. Bodywork looms over wheels located just ahead of your feet, and the view of the tarmac ahead starts right at the base of the windscreen. Look around the cockpit and the race-face vibe fades just a little. There's switchgear identical to that of regular Aston Martins on the steering wheel and centre console, speaker grilles and vents that betray the presence of audio and air conditioning systems, and luxury touches such as power reach and rake adjustment for the steering wheel. It might look a bit like Aston Martin's mega-dollar Valkyrie, a barely useable Le Mans racer for the road created by legendary F1 designer Adrian Newey and powered by a mid-mounted V12 that's so loud you must wear ear protection when you drive it, but the Valhalla is meant to be a supercar you can drive every day. It's Aston's first proper production mid-engine sports car. The Valhalla is underpinned by a bespoke lightweight carbon-fibre monocoque chassis, with aluminium subframes locating the multilink rear axle and an F1-style pushrod front suspension. It has a plug-in hybrid powertrain that comprises a 609kW, flat-plane crank version of Mercedes-AMG's versatile 4.0-litre bi-turbo V8, and three electric motors that between them produce an additional 185kW. Two of the e-motors, compact radial flux units designed specifically for the Valhalla, are located at the front axle to drive the front wheels and are housed within a custom-built electric drive unit that allows cross-axle torque vectoring. The third e-motor is integrated with the new eight-speed dual-clutch transmission. The three e-motors are powered by an advanced high-performance battery that combines combines the ability to rapidly deploy its state of charge with fast energy absorption and high-power density. The battery is cooled by an electrically non-conductive fluid to ensure each of its 560 individual cells are kept at their optimum temperature. Total system output of the Valhalla's powertrain is 794kW and 1100Nm. That's enough grunt to deliver a claimed 0-100km/h acceleration time of 2.5 seconds, and a top speed of 350km/h from a car weighing about 1720kg. The Valhalla is fitted with an active aero system developed with help from engineers at the Aston Martin Aramco F1 Team. The system can vary the angle of attack for the front and rear wings to help maintain aerodynamic balance across a broad performance envelope. The aero hardware and software help the Valhalla develop more than 600kg of downforce between 240km/h and 350km/h. The by-wire braking system combines giant Brembo carbon-ceramic rotors – 410mm at the front and 390mm at the rear – the largest ever fitted to an Aston Martin, with regenerative braking from the front e-motors. All are modulated by the Valhalla's integrated vehicle dynamics control system. The e-motor in the transmission recoups energy and sends it to the battery when the driver lifts off the throttle. Standard wheels are forged aluminium alloys, 20-inch up front and 21-inch at the rear, wrapped in 285/30 and 335/35 Michelin Pilot Sport 5S tires respectively. The larger rear tires funneling the lion's share of the PHEV powertrain's torque to the tarmac with the help of an e-diff. On start-up, the Valhalla selects Sport as the default drive mode. Three other modes, Pure EV, Sport+ and Race, can be selected via the rotary controller on the flying buttress centre console. Each has its own combination of settings for the powertrain, including front axle torque vectoring and hybrid system integration, plus different suspension stiffness, active aero, and steering calibrations. In Pure EV mode, the Valhalla is driven solely by the front e-motors and will travel up to 14km at speeds up to 140km/h before the internal combustion engine fires up. For our test drive at Aston Martin's compact Stowe circuit at Silverstone, factory race driver Darren Turner recommended the Sport+ drive mode, with the transmission set to manual shifting. He also suggested we switch the stability control off, and set the traction control to five, its mid-way setting (as in the 'entry-level' Vantage sports car, one means the most intervention and nine, none). Darren reckoned this setup would allow us to make the most of the Valhalla's prodigious power and torque on the tight and twisty track. And he was right. It might be a mid-engine supercar with almost 800kW on tap, but the Valhalla instantly felt as benign and playful as Aston's entry level Vantage coupe. By the second lap we were drifting it out of the tight corners with complete confidence. Though it doesn't rev as hard as other modern flat-plane crank V8s, its peak power and torque arriving at a relatively modest 6700rpm, the snarly Mercedes-AMG engine is epic. What's more, the instant-on torque from the e-motors makes the Valhalla feel punchier and more responsive any of the non-hybrid Aston V8s, a sensation amplified by the quick shifts from the dual-clutch transmission. There's a lot going on under the skin of the Valhalla, but you're never aware of it. There might be a pair of e-motors at the front axle instantly varying the torque to help with turn in response and corner exit, but you never feel them. The steering is direct and communicative, telegraphing camber and surface changes and slip angles as clearly as if the Aston was a lightweight rear-drive car. It's ultra-high tech, the Valhalla, but it feels remarkably analogue from behind the wheel. And such is the coherence of the chassis and powertrain, you can quickly find balance and pace in this fast and powerful mid-engine Aston. The only time we could feel the front axle's e-motors at work is when we switched between the Sport+ and Race modes. Different mapping means Sport+ mode delivers more hybrid intervention, and the car pulled a touch more strongly out of Stowe's tight corners. But the interaction between the internal combustion engine and the e-motors was totally seamless. Aerodynamics is the one area where there is a clear link between the Valkyrie and the Valhalla. "We took the active aero learnings from the Valkyrie and fine-tuned them," confirmed Aston Martin vehicle performance director, Simon Newton. "But the task was a bit more complex with Valhalla because we have a lot more drivetrain options to balance." The Stowe circuit isn't big enough to assess the effectiveness of the active aerodynamics of the Valhalla, though in Race mode we could watch the active rear wing moving its angle of attack between the high downforce and drag reduction settings and snapping to attention to act as an air brake under heavy braking. What's most impressive about the Valhalla is that despite a powertrain layout and technologies that are unfamiliar territory for Aston Martin, it feels like an Aston Martin. It has the same combination of performance and approachability that makes the current Aston Martin lineup so appealing to drive. It's fast but not threatening as you approach its limits. That's good news for a coming generation of Aston Martins that, like the Valhalla, will all have 745kW or more plug-in hybrid powertrains, and electrically driven front axles. "We are on a journey with hybrids," confirms Mr Newton, "it's exciting what we've learned from the Valhalla project; how to leverage the systems to really amplify the traditional Aston driving experience and take it to the next level."MORE: Explore the Aston Martin showroom Content originally sourced from: Settling in behind the wheel of the Aston Martin Valhalla feels a bit like you're getting ready to race a Le Mans hypercar. You sit inboard, nestled up against a narrow centre console, snugged in hip-hugging seats that place your backside 25mm lower to the ground than in any other mid-engine supercar. The firewall separating you from the internal combustion engine is right at your shoulder blades. Immediately ahead of you, behind the trapezoidal steering wheel, is a simple screen with a configurable dash display. The windscreen bulges forward, supported by contorted A-pillars. Bodywork looms over wheels located just ahead of your feet, and the view of the tarmac ahead starts right at the base of the windscreen. Look around the cockpit and the race-face vibe fades just a little. There's switchgear identical to that of regular Aston Martins on the steering wheel and centre console, speaker grilles and vents that betray the presence of audio and air conditioning systems, and luxury touches such as power reach and rake adjustment for the steering wheel. It might look a bit like Aston Martin's mega-dollar Valkyrie, a barely useable Le Mans racer for the road created by legendary F1 designer Adrian Newey and powered by a mid-mounted V12 that's so loud you must wear ear protection when you drive it, but the Valhalla is meant to be a supercar you can drive every day. It's Aston's first proper production mid-engine sports car. The Valhalla is underpinned by a bespoke lightweight carbon-fibre monocoque chassis, with aluminium subframes locating the multilink rear axle and an F1-style pushrod front suspension. It has a plug-in hybrid powertrain that comprises a 609kW, flat-plane crank version of Mercedes-AMG's versatile 4.0-litre bi-turbo V8, and three electric motors that between them produce an additional 185kW. Two of the e-motors, compact radial flux units designed specifically for the Valhalla, are located at the front axle to drive the front wheels and are housed within a custom-built electric drive unit that allows cross-axle torque vectoring. The third e-motor is integrated with the new eight-speed dual-clutch transmission. The three e-motors are powered by an advanced high-performance battery that combines combines the ability to rapidly deploy its state of charge with fast energy absorption and high-power density. The battery is cooled by an electrically non-conductive fluid to ensure each of its 560 individual cells are kept at their optimum temperature. Total system output of the Valhalla's powertrain is 794kW and 1100Nm. That's enough grunt to deliver a claimed 0-100km/h acceleration time of 2.5 seconds, and a top speed of 350km/h from a car weighing about 1720kg. The Valhalla is fitted with an active aero system developed with help from engineers at the Aston Martin Aramco F1 Team. The system can vary the angle of attack for the front and rear wings to help maintain aerodynamic balance across a broad performance envelope. The aero hardware and software help the Valhalla develop more than 600kg of downforce between 240km/h and 350km/h. The by-wire braking system combines giant Brembo carbon-ceramic rotors – 410mm at the front and 390mm at the rear – the largest ever fitted to an Aston Martin, with regenerative braking from the front e-motors. All are modulated by the Valhalla's integrated vehicle dynamics control system. The e-motor in the transmission recoups energy and sends it to the battery when the driver lifts off the throttle. Standard wheels are forged aluminium alloys, 20-inch up front and 21-inch at the rear, wrapped in 285/30 and 335/35 Michelin Pilot Sport 5S tires respectively. The larger rear tires funneling the lion's share of the PHEV powertrain's torque to the tarmac with the help of an e-diff. On start-up, the Valhalla selects Sport as the default drive mode. Three other modes, Pure EV, Sport+ and Race, can be selected via the rotary controller on the flying buttress centre console. Each has its own combination of settings for the powertrain, including front axle torque vectoring and hybrid system integration, plus different suspension stiffness, active aero, and steering calibrations. In Pure EV mode, the Valhalla is driven solely by the front e-motors and will travel up to 14km at speeds up to 140km/h before the internal combustion engine fires up. For our test drive at Aston Martin's compact Stowe circuit at Silverstone, factory race driver Darren Turner recommended the Sport+ drive mode, with the transmission set to manual shifting. He also suggested we switch the stability control off, and set the traction control to five, its mid-way setting (as in the 'entry-level' Vantage sports car, one means the most intervention and nine, none). Darren reckoned this setup would allow us to make the most of the Valhalla's prodigious power and torque on the tight and twisty track. And he was right. It might be a mid-engine supercar with almost 800kW on tap, but the Valhalla instantly felt as benign and playful as Aston's entry level Vantage coupe. By the second lap we were drifting it out of the tight corners with complete confidence. Though it doesn't rev as hard as other modern flat-plane crank V8s, its peak power and torque arriving at a relatively modest 6700rpm, the snarly Mercedes-AMG engine is epic. What's more, the instant-on torque from the e-motors makes the Valhalla feel punchier and more responsive any of the non-hybrid Aston V8s, a sensation amplified by the quick shifts from the dual-clutch transmission. There's a lot going on under the skin of the Valhalla, but you're never aware of it. There might be a pair of e-motors at the front axle instantly varying the torque to help with turn in response and corner exit, but you never feel them. The steering is direct and communicative, telegraphing camber and surface changes and slip angles as clearly as if the Aston was a lightweight rear-drive car. It's ultra-high tech, the Valhalla, but it feels remarkably analogue from behind the wheel. And such is the coherence of the chassis and powertrain, you can quickly find balance and pace in this fast and powerful mid-engine Aston. The only time we could feel the front axle's e-motors at work is when we switched between the Sport+ and Race modes. Different mapping means Sport+ mode delivers more hybrid intervention, and the car pulled a touch more strongly out of Stowe's tight corners. But the interaction between the internal combustion engine and the e-motors was totally seamless. Aerodynamics is the one area where there is a clear link between the Valkyrie and the Valhalla. "We took the active aero learnings from the Valkyrie and fine-tuned them," confirmed Aston Martin vehicle performance director, Simon Newton. "But the task was a bit more complex with Valhalla because we have a lot more drivetrain options to balance." The Stowe circuit isn't big enough to assess the effectiveness of the active aerodynamics of the Valhalla, though in Race mode we could watch the active rear wing moving its angle of attack between the high downforce and drag reduction settings and snapping to attention to act as an air brake under heavy braking. What's most impressive about the Valhalla is that despite a powertrain layout and technologies that are unfamiliar territory for Aston Martin, it feels like an Aston Martin. It has the same combination of performance and approachability that makes the current Aston Martin lineup so appealing to drive. It's fast but not threatening as you approach its limits. That's good news for a coming generation of Aston Martins that, like the Valhalla, will all have 745kW or more plug-in hybrid powertrains, and electrically driven front axles. "We are on a journey with hybrids," confirms Mr Newton, "it's exciting what we've learned from the Valhalla project; how to leverage the systems to really amplify the traditional Aston driving experience and take it to the next level."MORE: Explore the Aston Martin showroom Content originally sourced from:
News.com.au
18 hours ago
- News.com.au
Show us the money: New global jockeys league hunting private funding
The future of a revolutionary world jockey league now hinges on private investment from outside the racing industry. Co-founder Lachlan Fitt says the 12 superstar jockeys who banded together to form a proposed Grand Prix-style, franchise-based global circuit remain committed to the project. And Fitt is still confident the league will be off and racing next year, although it will be in the later portion of 2026. In May, News Corp exclusively revealed how a star-studded bloc of the world's top jockeys including James McDonald, Zac Purton, Frankie Dettori, Ryan Moore and Japanese superstar Yutake Take had secretly signed up for the league. The 12 foundation jockeys have equity in the business as they would operate their own franchises as team principals in a league founded by ex-Ladbrokes senior executive Fitt as well as renowned racing figure John Ferguson, who was formerly the long-time right hand man for Godolphin boss Sheikh Mohammed. When News Corp revealed the story, the league was at initial stages of talks with race clubs and racing authorities around the world who had signed nondisclosure agreements. Fitt revealed league bosses have now had '25 to 30 confidential discussions with potential host venues around the world'. He said the league was currently sourcing private investment from outside racing to pull the trigger on plans. It could be similar to how SailGP has revolutionised international sailing with high-performance catamarans competing in Grand Prix events, with private equity giants coming into the fold as team investors. • 'We've been able to engage with the vast majority, if not all, of the major racing stakeholders globally on our concept and there has been really good interest,' Fitt said. 'We are now in confidential capital conversations with sponsors and potential backers. 'Where those conversations land will determine when we launch, how we launch and what period the season will run over. 'Unfortunately the reality of the racing industry is there is not enough capital within the industry to sustain the required investment in a project like this, hence outside or private capital is required. 'We are still working towards a 2026 launch season of no more than eight events, and we have got up to 15 dates identified that we think can work.' • Ben Dorries' opinion: Racing needs to embrace new ideas, not oppose them There are major complexities in the exciting project, such as getting the world's best jockeys to the same racetrack at the same time given there are different global racing seasons and many jockeys are committed to ride for particular stables. But the innovative concept has many high-profile supporters including Racing NSW chief executive Peter V'landys, who is arguably the most powerful man in Australian sport. He said critics who wanted to bag the jockey league were stuck in the dark ages. 'I saw a lot of criticism of the concept but those same critics think that just because you've got a racecourse, people are going to turn up,' V'landys told News Corp. 'They live in yesterday's land, they don't live in the future.' • Why James McDonald is excited by the prospect of a franchise-based jockey league The new global league is designed to hero the world's top jockeys and drive a human connection with them – equine superstars like Winx and Black Caviar and more recently Ka Ying Rising don't come along every day. Fitt conceded it was unlikely any of the races could be held in Hong Kong during the initial years, but insisted that did not preclude Purton and fellow Hong Kong jockey Vincent Ho from being a key part of the league. 'All the jockeys remain committed to it, and we are hopeful that Zac and Vincent can still participate, provided the schedule doesn't impact their commitments in Hong Kong,' Fitt said. 'There are still a number of balls in the air in relation to the timing of our season. 'For example a part of what our season could look like might be in the Hong Kong off-season. 'Once we have further visibility around our timings, we will work through those elements in a collaborative way with the Hong Kong Jockey Club. 'It's not necessarily a surprise in terms of Hong Kong not being an initial host location. 'There are a number of intricacies with each market, and the commercialised, franchised product we would need to present doesn't necessarily work in some markets. 'There are also other factors such as the impact on local market wagering returns and product limitations that need to be taken into account.'
West Australian
a day ago
- West Australian
Daniel Ricciardo: New outlook as Aussie F1 star deals with life out of the fast lane
One of Australia's most adored sporting superstars, Daniel Ricciardo, has given a candid insight into life after his inglorious sacking from the Red Bull F1 team, and his attempts to be 'better'. A new look and attitude to life has been the order for the Perth native, who lost his seat with the Visa Cash Racing Bulls team in September last year immediately following the Singapore Grand Prix. RBR powerbrokers dropped the hammer on the Aussie to make way for Kiwi youngster Liam Lawson, and the rumour mill about Ricciardo's future has been constantly bubbling along since, with Cadillac looking to announce drivers for their new Formula One team in 2026. The V8 Supercars hierarchy in Australia have also spruiked an open chequebook to lure Ricciardo if the opportunity presents. After bobbing up on social media posts around the world and fending off questions about a possible return to driving following his 14-year, eight victory career, he touched down as guest speaker at the Ray White Connect conference on the Gold Coast this week and was open in his appraisal about life out of the fast lane. 'Well, I haven't been shaving my face. The beard is my comfort right now,' the 36-year-old told Channel 7's Mel McLaughlin. 'I had a fallout with my barber and then I lost my razor. It's been a tough six months.' As most professional sports people discover once they are no longer part of the team or process, Ricciardo's new life offers more spare time and less attention, which brings both benefits and pitfalls. 'I've lived this crazy, high-speed life for so long, and I just sat into a little bit of stillness. I suddenly wasn't always surrounded by a tonne of people giving their opinions and thoughts,' Ricciardo said. 'I've had a lot of time, I've done some hiking. I was in Alaska a few weeks ago and didn't get mauled by a grizzly which was a bonus. 'I've been trying to figure out who I am other than this race car driver. 'I've come to appreciate the little things more and the meaning of the importance of family and friends. 'I've always been driven, and that sometimes leads you to being selfish, so I'm trying to learn to be a bit more selfless and become a better listener.' Offering advice for anyone aspiring to achieve at the highest level, Ricciardo gave a snapshot of his early years and the bold decisions he made as a youngster to chase his dreams. 'Childhood was great. I was always driven to do something that scared me a bit. The reason I got into racing was that no one was really doing it. It was my chance to do something a little bit cooler than everyone else,' News Corp publications reported. 'I was just showing off, but showing off has got me to a really good place in life.' Ricciardo's popularity exploded following the hugely popular Netflix series Drive To Survive, where he famously called the producers of the show a 'bunch of c...' and instantly garnered cult status with sports fans around the world. His sign off to fans after the surprise Red Bull departure signalled his appreciation of the chances he was given and the question over his world title aspirations. Wearing casual clothes and sipping a glass of whisky, Ricciardo addressed his F1 axing, saying: 'This is it'. 'I never thought I would have this career. I never thought I'd be here, you know? That's the truth,' he said. 'Yes, my dream was to be world champion, and there were years along the way where I genuinely felt like it was gonna happen. 'I got close, that's OK. If I were a world champion sitting here today, would it change how I feel or how I view myself, or anything like that? I don't think so. 'Maybe my ego would be big. We don't want that. I have no regrets.'
