Arise Racing GT survives tricky Queensland conditions
And while they didn't add to that tally at the Willowbank circuit, they still have a strong lead in the Pro-Am Driver's Championship.
'I think if this is a bad weekend, then it's not so bad,' said Schutte after race two.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert
'Overall we'll take this weekend and move on.'
The team's #26 crew took their Ferrari 296 GT3 to a third-place finish in the opening race of the weekend, but could only manage fifth in race two, as uncharacteristically wet weather caught out many drivers in the field, resulting in a disjointed, safety car-filled affair.
The team's second entry, the #77 Ferrari, had an eventful weekend that included a major change prior to action getting underway. Jordan Love stepped aside from his usual co-driver seat with Steve Wyatt and was replaced by his brother, Aaron. Supplied Credit: CarExpert
No stranger to racing, Aaron Love began the season in Supercars and has experience racing in Porsche Carrera Cup in Australia and France.
Despite limited time in the Ferrari, Love took little time to adapt and he and Wyatt managed to claim fifth place in the opening race. They then improved in the second race, finishing in fourth, ahead of their teammates.
'First weekend done and dusted, second race is done,' said Aaron Love. 'Second time in the car for myself in dry conditions. It was a heap of fun, managed to snag fastest lap and make up a few positions. Supplied Credit: CarExpert
'Steve jumped in the car, a good driver swap, popped out second and couldn't quite hold off a few of the cars. A few of the safety cars probably helped us out there and we came home fourth.
'A few things went our way and few things didn't go our way, but ultimately it was a good, fun weekend.'
Evans and Schutte's championship rivals, Brad Schumacher and Broc Feeney, claimed victory in race one and then backed it up with third place in race two. Supplied Credit: CarExpert
While that closed the gap in the driver's standings, the Arise Racing GT duo still hold a 22-point advantage with three more rounds to run.
The team also has a five-point lead in the Team's Championship, as it looks to add to the silverware it claimed in its debut season.
The next round of the GT World Challenge Australia series will be at Melbourne's Sandown Raceway on July 25-27.
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The Advertiser
4 hours ago
- The Advertiser
How much Volkswagen is in Lamborghini's newest supercar?
The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from:
Herald Sun
5 hours ago
- Herald Sun
McLaren forced to sacrifice one driver as Oscar Piastri-Lando Norris strategy dilemma looms
Don't miss out on the headlines from F1. Followed categories will be added to My News. McLaren faces a difficult choice of sacrificing one driver for the betterment of the team during Sunday night's Hungarian Grand Prix and it could cost Oscar Piastri dearly in his bid for a first world title. After Charles Leclerc stunned the F1 grid by claiming pole at the Hungarian GP on Saturday, world championship leader Piastri and his teammate Lando Norris had to settle for second and third, respectively. Fox Sports, available on Kayo Sports, is the only place to watch every practice, qualifying session and race in the 2025 FIA Formula One World Championship™ LIVE in 4K. New to Kayo? Join now and get your first month for just $1. With Leclerc's teammate Lewis Hamilton down in 12th, McLaren's two-against-one situation at the front of the grid gives them a theoretical advantage over Ferrari. But with the constructors' championship firmly in McLaren's grasp, it is the drivers' championship that poses the biggest headache for the team. Norris is 16 points behind Piastri in the championship standings after 13 of this year's 24 races. But this weekend's strategy could change the complexion of the championship. Given the difficulty of overtaking at the Hungaroring, the most effective way to make ground at the circuit is via an undercut – a pit stop strategy where a driver pits earlier than their rival to gain track position. That was on show last year when Norris controversially undercut leader Piastri. McLaren reversed their usual protocol of allowing the driver ahead on track to pit first to nullify the threat of Norris being undercut from those behind him, but that swapped the order of their drivers. After refusing on multiple occasions to allow Piastri to pass and return to the lead, Norris finally accepted the orders in the closing stages. But this time around, McLaren is widely expected to pit one of their cars early, which Sky Sports F1's Jamie Chadwick says will ultimately sacrifice one of them, which could ultimately turn the entire drivers' championship on its head. 'McLaren kind of needs to sacrifice one, almost, to help the other one if they really want to give themselves the best chance (of winning),' he said on the broadcast on Friday. If one driver pits early, they will be the one on the worn tyres towards the end of the race, but will likely have a positional advantage on a track where overtaking is tricky. And it appears most likely that Piastri would be the one to take the bullet, remaining out on the track, pushing Leclerc while Norris undercuts both the Aussie and the Ferrari driver. A perfect example of this strategy was at the 2019 Singapore Grand Prix, when Sebastian Vettel pitted from third place before Charles Leclerc and Lewis Hamilton, who were ahead of him. With fresh tyres, Vettel produced a quick outlap compared to the slower inlap for those ahead of him, and by the time Leclerc exited the pits Vettel was able to jump into the race lead. That one move would ultimately result in him going on to register his 53rd and final F1 win. But regardless of strategy, Piastri believes both he and Norris will be given a chance by McLaren to win at the Hungaroring. 'I think we're both going to try and win the race. I think that's our goal,' he told Sky Sports F1. 'We'll have to wait and see what the weather does. It's a place where strategy is a factor as well. 'There are a lot of things where you can win or lose, but I'm sure we'll both be trying to win the race in our own right. 'Potentially [we need to be on different strategies], it depends on what our pace is like and where we end up after lap one. 'If you pit earlier, you can get the undercut but pay for that later in the stint. If you go later, then you've got to try to overtake on track, so there are pros and cons to both.' Originally published as McLaren forced to sacrifice one driver as Oscar Piastri-Lando Norris strategy dilemma looms
West Australian
6 hours ago
- West Australian
Super Netball: West Coast Fever captain Jess Anstiss laments loss of home grand final
West Coast Fever captain Jess Anstiss stopped short of blaming the venue for Saturday night's upset grand final defeat to Melbourne Vixens but admitted it 'would have been nice' to play the decider in Perth. Despite finishing on top of the ladder after winning a league record 13 successive games, with the Vixens fourth at the end of the home-and-away season, the game was played in Victoria. Netball Australia sold the decider to the highest bidder, the Victorian Government, in the pre-season and the game was played at Rod Laver Arena for the first time in front of a record 15,013 spectators. There was a swathe of green sprinkled throughout the stadium who found voice, notably when the Fever staged a thrilling comeback later in the game. 'Obviously we love playing at home at RAC Arena and having the right to potentially have that, but we know that they sell the grand final now, due to sponsorship, or whatever it is, that it was going to be in Melbourne, we knew we had to win away,' Anstiss said after the wrenching 59-58 defeat. 'It's a bit harder that it worked out to be a Vixens home game, but we had so many fans here, and it was actually insane when you walked out and you heard the green army screaming. 'It took me by surprise how many people we had there and how loud that was so that was fantastic. But yeah, I guess I don't agree or disagree whether they sell it or not, but it would have been great to have had it at home.' Anstiss admitted it was 'pretty tough' losing the grand final after their stellar form in the lead up. 'Not the one loss that you want to have,' she said. 'We've done so well all season and we really thought that we could do it (on Saturday). 'We had the belief, we had the confidence, and... we didn't show up and execute and that's what's disappointing. 'We know that if we did come and play our best game, we would have won, because we lost by one, and we did not come and play anywhere near our best level.' Down five goals at three-quarter time in a physical game in front of a loud pro-Vixens crowd, the Fever nearly snatched victory, with a 15-goal to 11 final term. Star Jamaican goal shooter Jhaniele Fowler-Nembhard shot 52 goals at 100 per cent including one super goal for the Fever. For the Vixens, Kiera Austin finished with 26 goals, including three super goals, had 23 goals assists and was named player of the match. The Fever, who had not lost since round two, trailed the Vixens at every break and Anstiss said the team did some soul searching at half-time. 'We discussed it at half-time in that second quarter we had quite a few opportunities, we had turnover ball and had opportunities to go down and convert that, and we didn't,' she said. 'We knew that after half-time we needed to get on top of that, and we tried. 'It was hard. Like every time we won ball, we felt like it was coming back down. We also knew that the opportunities were far and few in between. So we knew that we needed to convert those and we didn't. 'The Vixens were really good today in trying to stop us and they had their game plan right,' Coach Dan Ryan said the crowd was 'insane'. 'It just felt a little bit chaotic across the board today but they are the things you have to endure and keep your poise in those moments,' he said. 'Even when the the game does feel a little bit disconnected and clunky you still have to find a comfortable flow even if it's not what you're normally used to.' He said the team started to win the 'moments' in the final quarter. 'I think everyone was feeling that, and we did a much better job in the last quarter of nailing those moments, to put real pressure on the opposition to give ourselves every chance of maybe making a bit of a surge,' he said. 'It was a very high penalised game. There was a lot of contact from both teams, which took a lot of flow and tempo out of the game, and it was sometimes difficult to read which way the balls were going. 'And obviously it was chaotic, because the crowd was insane. So I think it just felt a little bit chaotic across the board out there. ' Ryan said it was a 'very different' from the home-and-away season. 'Our younger players who are just starting off their journey at this level will learn a huge amount from today's experience,' Ryan said. 'We will all be disappointed with the quality of the performance that we put out there, but experience is everything in those moments and that is probably where the Vixens had the edge. 'All their players on that court played in a grand final last year, they know how hard it is. We will learn from it and will take the wisdom and experience that we gained from it. 'But certainly over the next couple of weeks won't make the result any less challenging.' Ryan did not think super shots were the difference, with the Vixens putting on scoreboard pressure with them throughout the game, and the Fever hitting only one, in the final term. 'We were in a situation the last quarter, we had to take them because we're chasing a scoreboard,' he said. 'It's not a decision, do you or do you not? And you know, the players have freedom in the game to attack the super shot at any point in time. 'I think probably what hindered that potentially was we weren't in flow. So you don't want to be in a situation where you're forcing super shots because you feel the pressure to have to take them. 'Well, I guess we won one point netball and lost super shot netball. 'So for sure, it plays an element to it. But you know, we still had a chance in that last quarter to level the game and put them under enormous pressure and see what they were going to do. 'We had two cracks at that moment. We didn't nail it. So super shot will always be a talking point in the game, but I don't think it was the difference between either side today.' It was a redemption story for the Vixens who had lost the last two grand finals, to the Fever in Perth in 2022 and the Adelaide Thunderbirds last season. It was also an emotional farewell to their coach Simone McKinnis who is stepping away after 13 years at the helm. They did it after turning their season around from a 2-4 start - the Fever also began 0-2 before they began their winning streak. 'We feel flat, we feel lifeless ... Maybe we just need to go to to the pub,' McKinnis said at the time. Her captain Kate Moloney leaned on that comment in her post-match victory speech, saying: 'We're going to the pub.' McKinnis was not sure if she would miss the job. 'Maybe I won't miss it, maybe I'll enjoy having a life again,' she said. 'I'm looking forward to being unemployed. 'I'll be by the pool.'
