V8SP: Q&A – Bring back door numbers?

V8SP: Q&A – Bring back door numbers? The V8 Sleuth Podcast · Jul 2, 2026

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Person

James Moffat

A professional Australian race car driver who has raced in the country's top championships for many years and comes from a famous racing family.

Car

A special race-car version of the Volvo S60 sedan built to compete in Australia's top touring car championship. Unlike regular Volvos, this one had a loud, powerful V8 engine and was built purely for high-speed racing.

Car

Nissan Altima Supercar

A racing version of the Nissan Altima family sedan designed for Australia's V8 Supercars series. It featured a highly modified V8 engine and aggressive racing bodywork, though it took years of development to become competitive.

Concept

Gen 3 Supercars

A set of rules introduced in 2023 for Australian race cars to make them cheaper to build and look more like the actual sports cars you can buy in showrooms, like the Ford Mustang.

Company

Pace Innovations

An Australian company that designs and builds the metal safety frames (chassis) used by many top-level race cars to keep drivers safe and ensure fair competition.

Car

Holden Commodore (VP)

A classic Australian racing car from the early 1990s based on the Holden Commodore family sedan. It was powered by a loud V8 engine and won some of Australia's most famous races.

Person

Larry Perkins

A famous Australian racing driver and engineer who won the iconic Bathurst 1000 race six times and built his own highly successful race cars.

Term

wildcard entry

An extra car and driver allowed to join a race even though they aren't part of the regular full-time championship lineup, often used to give young drivers a chance to show their skills.

Term

Superlicence

A special racing license that drivers must earn before they are allowed to compete in Australia's top-tier Supercars races, ensuring they have enough experience to race safely.

Person

Shane van Gisbergen

A superstar racing driver from New Zealand who won multiple championships in Australia before moving to America to race in NASCAR, where he won his very first race.

Car

Ford Lasers

The Ford Laser is a small, budget-friendly hatchback and sedan sold by Ford in Australia and Asia for about twenty years. It was designed to be a simple, reliable everyday commuter car. In Australia, these common road cars were also used in special racing series where drivers competed in identical vehicles to test their skills.

Place

Phillip Island Grand Prix Circuit

A famous, very fast race track located on a scenic island in Australia, known for its beautiful ocean views and high-speed corners.

LIVE

Parramatta Toyota is Sydney's Toyota dealer with a passion for performance and

motorsport. They're your complete Toyota destination for sales, finance, servicing

and Toyota genuine parts. Whether you're looking for a new Toyota, a family SUV,

hybrid technology or the excitement of Toyota GR performance, the team at

Parramatta Toyota is here to help. Proudly serving Western Sydney for over 50

years, visit Parramatta Toyota and experience the difference.

I think all by a handful were absolute right-offs for various reasons that they

couldn't do anything with. Yeah, after so it's a big spend from a manufacturer to

go and do that. Hey everyone, it's Noons here, great heavy company gain, V8s with

podcast time powered by Parramatta Toyota, Sydney's Toyota dealer with a passion

for performance and motorsport. Now if you're a regular viewer of the

undercut, our online show, you'll know that you can watch that on our YouTube

channel but you can also listen to an audio version here on this feed as a

podcast. I've roped in my good mate and undercut co-host, Jags Mopper for this

episode of Pod which is a Q&A, a chance for us to answer questions from the

sleuth faithful. We literally get questions every day through email,

through our social accounts, they never really slow down. Now we recorded this

ep in the Roland Media Studios where we film the undercut so a big thank you to

Braden Coptini's whole team who always look after us there so well. On this ep

Mopper and I talk numbers on doors, two-day formats, the racing expense, more

main-game wildcards, celebs challenge and the big tackling issue of the day,

racetrack content. I will reveal where the good chip really are. Many more

topics have been asked, answers have been given, let's get stuck into it here on

the V8 Sleuth podcast powered by Paramatta Toyota. James Moffat, ready to

answer some questions? I'm ready, let's do it. We've got a long list here, we had to

cull, there were so many to get through. Question one from Shane Mark, put the

numbers back on doors, question mark. Is that a question or a statement?

It's a statement with a question mark at the end. I'm a big fan of the numbers

on the doors but I understand for commercial reasons that's why the teams

want that space on the doors to be able to sell that space to potential

sponsors but visually, aesthetically, yes, big numbers on the doors is a big

tick for me. It's nearly 20 years now that we've had numbers on windows so

it's not really a new thing to get used to. We've sort of got used to it now I

guess but I would love to see the different fonts and the different

numbering and make the number more of a star for the supercar drivers of the

modern era. Robbie Snell asks about some of the shorter tracks and how can we

solve the congestion in qualifying? He reckons we could go two groups, a bit

indie car style, one car from each garage in each group, put less cars on the

track at any given time, take away the chance for 24 blokes to have a meeting

at, you know, the last corner at Wannaroo or the second last corner at

Simmons. I don't mind that, don't mind it. But then what would we have to talk

about? Well we wouldn't have people, you know, getting obliterated back in the

lawn system at Simmons and someone ending up down in the car park at Wannaroo.

Yeah, we'd like to talk about it, how bloody dangerous it is. But every year we look at it and go,

this is stupid. Exactly. And no one fixes it. Yeah, so if we got rid of it, we wouldn't

be talking about it. But that's a fair point. I take it on board but, yeah,

like there's a lot of smart people in the industry, Noons, and we haven't come up.

Well, yeah, there's always a responsibility on the drivers and there's a

responsibility on the teams, obviously with the communication that they have

and the screens that they have in front of them. But have you ever been ejected

off the road trying to miss a slow car in qualifying or a near miss? Because I

remember Perke had a big one down at Tassie one year where he ended up either

the one who went off the road or the one who was being avoided on the way

through. I'm sure I have and at the time I would have been really aggrieved by it.

But, you know, it's not, the forefront of my mind at the moment.

But, yeah, the problem when you start getting the split

qualifying is obviously the track conditions can change.

But if it's to get to the same place, if you had 24 cars and you put 12 out at

each time in the fastest six, like, I think that's what IndyCar does from memory,

and get the fastest six from each group to go through to the next group 12,

then you've got 12 cars on the track each time. Everyone's got a fair chance to get through.

Yeah. That's probably, yeah, if you, yeah, if you try to.

You know, if we isolate it, there's probably only two tracks on the calendar.

Tassie and Perth.

That are a real issue. Yeah.

Yeah, but.

Maybe sand down. Short, you know, it is a short lap time.

There's plenty of places to get out of the way.

There is, but, you know.

Few places you can get tripped over.

Nims is a great friend of ours who does the SEN Motorsport radio show.

We know Nims really well.

He wants to ask you, you've driven the Volvo and the Nissan back in the day.

I did.

Did the supercars category do anything to try to make them potential race winners more often?

Or did you feel like you were pushing the proverbial uphill in those cars?

Slightly different scenarios.

Obviously, when I stepped into the Volvo, it was its third and what ended up being its final year

in the category.

So that car was pretty well sorted.

The engine was always very competitive.

Whereas on the Nissan or in the Nissan, the engine was very uncompetitive,

especially at the beginning.

So certainly that 2013 and part of 2014, yeah, definitely felt like we were,

you know, rowing a boat that didn't really have any paddles or oars.

And there was a lot of political stuff in the background

that sort of prevented things from happening.

So, you know, there's always an argument that maybe the team didn't do a good enough job,

but maybe, you know, there wasn't enough allowances.

Certainly, you know, if I go back to that time, there was all these,

that was the first real different architecture with the engine.

So there was a big, big challenge in getting that engine to, you know, compete competitively

against the incumbents in the Ford and the Holden or the Chev, I should say.

And it took a long, long, long time.

And I'm not sure if they ever really did properly get there with the engine,

but the development and the effort and the time that went into that engine package,

oh, the spend, yeah, exactly, was out of control.

So all I know is through that three years that I was at Nissan,

it was never, the lack of results, if you want to call them that,

was never through a lack of effort from the people on the floor.

And the investment, to be fair, from the Calis.

So, you know, and they'll never get that back, really.

So, yes and no.

Is the answer nooms?

Nims and nooms.

That sounds like a good law firm, by the way.

Brendan Baker wants to ask, should supercars move to a two day weekend

for the small events to save some cash and air-frate the car to New Zealand to race more often?

Now that would save and then spend.

Yes.

That costs to air freight cars to New Zealand, but we know that that's what we'd love to

do.

But we've sort of been there on this whole two-day race meeting thing, but they still

set up on the Thursday, and it doesn't really save much in the grand scheme of things.

I like the sort of jam-packed nature of the scheduling for the two-day weekends.

For me, I'm a fan of it.

But if it's in force that the teams have to come in later, but the problem with those

two-day events is typically we've seen in the past that the sport categories still operate

and run on the Friday, which forces the main teams, the supercar teams, to have to still

come in on the Thursday.

So unless you can condense the whole weekend into just the two days, Saturday and Sunday,

and everybody comes in on the Friday, then you'll see a bit more of a cost-saving.

Probably something like Sydney Motorsport Park where you can basically run all day and

into the night.

Yes.

So it doesn't mean you have to broadcast at all, doesn't mean everything has to be what

you need.

But if you want to try to get three or four support categories in a main game, you can

do it from 9 a.m. to 9 p.m., though, I guess, but it's only one round.

But the airfraiding would certainly offset the cost of that, would outweigh the cost

savings in the two-day race meetings.

Bretton's on board, though, with what Jack and I spoke about on the last Q&A about bringing

back the V8 supercar's name, by the way, which we've had a lot of feedback since we did that

video.

Liam Briggs wants to go back in time.

1997, Moff.

Where were you?

How old were you?

1997.

I've got to think about that.

I think I was 13.

So Darren Hossack moves from John Faulkner racing to a Gibson Motorsport car with wins.

Gary Dumbrell, the late Gary Dumbrell, backed him and took the number 45 with him.

So Liam's saying, well, how did the deal to move to Gibson come about partway through

the year?

Well, this is your wheelhouse.

Yeah, this is my wheelhouse.

This is absolutely.

Going back in the vault files here a little bit, but the key element there was that Gibson

Motorsport was struggling for money, so much so that finally after a couple of discussions

in previous years, Mark Scaife left.

He took up the chance to go to HRT, to co-drive at Peter Brock for the Enduros, and in those

days, the Enduros were separate.

They weren't in the championship.

It was the sprint rounds for the Australian Touring Car Championship.

So it got to, so Hossack had been racing a wins car, run by John Faulkner racing as

a sister car to the better electrical car.

So then the opportunity comes up, though, that for Scaife's out, there's a car there

at Gibson's.

Gibson's got no money, wins want to step it up, so they do a deal then to run Hossack

in the X Scaife car at the last round of the Touring Car Championship.

So the championship wasn't even over, but Scaife hadn't been doing all the rounds.

So Gibson needed money, wins had money, Hossack was tied to the wins money.

By the way, Darren, Hossack's been on the V8Sleuth podcast before.

If you haven't had a listen, go back through the vault and check out the episode.

So he's is a great story.

That's basically how it came to be, that he was at Gibson's.

Steve Allery came on board with Connicka for the Enduros, and then Hoss was there

for the next year as well in the wins cars.

Stephen Winterton is the guy who's asked the next question, Moff.

But he's not the only one who's asked something like this or very similar.

Roland Daines came out and said recently that the cost of building the Gen 3

supercars just isn't sustainable.

So Stephen's question is, why can't supercars in, say, 2027

say that all new chassis must be built by pace innovations

to take advantage of economies of scale?

Well, Nunes, that.

Haven't we been here before?

A great question, because that is the idea.

It was the idea of Gen 3 to begin with.

So all the chassis were meant to be built by pace innovations,

which is Paul Seprinich's business on the Gold Coast, long time

motor racing engineer business that's built chassis for all sorts of stuff.

That was the deal, wasn't it, that they would build them all

and then the teams would put all the bits inside them and go car racing.

The cars together and go racing.

But.

There are always teams with their own agendas, Nunes.

And really, we find ourselves in a situation now where basically every team,

correct me if I'm wrong, almost all of the manufacturing and building

their own chassis again, which is just out of control.

Yeah, given what the Gen 3 platform was intended for.

Yeah.

So teams have got themselves to blame for this

unsustainability of the costs of the cars.

But I agree, the cars, you know, we've spoken about this at length.

They are way too expensive in general.

But the teams are partly to fault at fault for this because they let it get

to this situation in the first place.

Yeah, everyone wanted their own world this way.

They want to do it this way.

They want to do it that way.

So if you can't be half pregnant, you've got to be one of them.

Yeah, and I guess it costs money to have the stuff that you need,

the equipment that you need.

If you didn't need all those things, surely it's cheaper.

And look, I'm no economist, but I would have thought it would have been cheaper

to go to space and buy it done from a place that's kitted up to do it

and doing 20 of them, 30 of them, whatever they might be doing.

Yeah, because the problem is you get into a situation where, OK, one

one team started building their own chassis.

So then another team's like, oh, well, they're allowed to do it.

Why can't we do it?

You know, and if you're not producing your own stuff, then you start

questioning the quality control and all those sorts of things that as a race

team, if you can control everything you're going to as much as you can.

Yeah, so whereas if just if it was just a flat out blanket rule that

Seppy built all the chassis, yeah, it doesn't matter.

Yeah, you know, everybody in the field and, you know, you can be unhappy about it.

But for everyone's unhappy, everybody's in the same situation.

We have seen many instances like this in the past, and I'm sure it's

certainly not the last one.

It's funny that Tom Doi's next question kind of links to what's just been asked.

He said, why is it every time that supercars go to new regs for cars?

The main talking of point is about keeping the cost down.

And it doesn't keep the cost down.

Well, Gen three was a big file in that regard.

So it had blowouts.

It had had every year has had blowouts.

Fundamentally, motor racing is expensive.

Never been cheap.

So, yep, in all the years, you can try and do it on the cheap.

And sometimes most often you'll get a cheap result.

Yeah. So.

But would we say the answer to this is a bit similar to the previous one,

where people can't help themselves or be competitive and have their own interests

at heart about what they want to have and what suits them?

Yep.

That's probably a fair point.

John Harmon's question is an interesting one.

He was watching the Sand Down sprint round from 1995.

Well, there's been no racing moth.

So if we haven't had much in the last few months, so he's been gone back to the

dug into the archives.

Right.

OK, so he's not just remembering back to 1995.

He's been watching it.

And he noticed Greg Crick.

Yep, Crickie.

Driving a Castrol.

We love Crickie.

VP Commodore.

Yep.

He said, was that run by Larry's?

And what was the history of that car?

Now, the funny thing is, when we did the Perkins Engineering book with Jack.

Yes, we knew about Greg Crick driving this car round one of 1995.

It's the VP that Larry drove the previous year.

So that is a Perkins Engineering car.

Absolutely.

That answers that question.

It was the 94 championship car that he won at Lakeside Inn.

And it's the car that he and Greg Hansford used to finish on the podium.

Third.

Sand Down 500 and then at Bathurst as well.

So it appeared as a Castrol car the next year with Greg Hansford

at the Triple Challenge because Larry had the VR, which is 95.

Started in 1995.

Yep. Yep.

So then this car, a deal's done.

Crickie drives it at Sand Down, down at Simmons Plains.

It had a Let's Talk communications, white livery.

But in the whole time of doing that book, we could never quite pinpoint.

Who ran the car?

Who ran the car at Sand Down?

Was it run out of Larry's?

Was it just left in the same Castrol livery and run by Crickie?

Why did it run?

It seemed to be able to remember.

Yeah. Why did it run in Castrol colours?

And who was a car owner?

Don't know.

I'm presuming Larry still.

Maybe it was Least.

OK. It's a great question.

Because if you just watched it flash past, you think there goes Larry.

It's not Larry. It's Crickie.

Crickie in his big open face, wasn't he?

Yeah, yeah, the big white open face.

Loved it. Loved it.

Targa's own. Targa's own, Crickie.

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You agree?

Shane Sawyer. Sorry, Shane, if I've absolutely decimated you.

No, you definitely have.

I did. Sawyer, you have a go.

No, you have already dazed it up.

You're not ready to help me out.

Thanks a lot.

He wants to know how can supercars sweeten the deal

and the incentive for more wildcard entries in the championship series.

And it helps super two drivers.

He thinks get more track and sponsor time.

And he would like to see Nathan Hearn in next year's super cheap auto wildcard program.

So let's rewind to the first part.

How can they sweeten the incentive?

Because doing a wildcard at any round, particularly in Juros, is expensive.

It is expensive.

And it just goes back to what we were talking about is fundamentally motor racing is expensive,

unfortunately, but I will probably answer the second part of that question

in terms of it would be fantastic to see Nathan Hearn given a go.

I think that he is somebody that hasn't had a crack yet that certainly

his ability and and what he's done up until now

sort of warrants him having a go.

Yeah.

And if you remember back to 2020, when he nearly had a go, he nearly

he was nearly there.

We were going through all that super license BS, unfortunately,

and that sort of prevented him from making a wildcard

appearance at Bathurst with J.R.M.

So he's almost got there, but he would be a very good candidate for a wildcard.

That program has always been about giving a young driver an opportunity.

And yet look, some of these guys have been able to fund their own racing

to that point, some of their own programs.

But there's a guy clearly who's got results.

So you've raised him, you've got a wheel to wheel with him

and been in the same team and raced against him as well.

So he and a bunch of others would be would be ones that would absolutely deserve a shot.

How could they sweeten the deal?

I think it's pretty hard for the supercars to sweeten the deal with you've got to enter.

Yes, that that's paying for the tie bill with Dunlop

and the various other elements that come with it, let alone before you then do a deal

with a team to run a car, lease a car, buy a car, whatever you're going to do.

And it really adds up quickly because it's not just

leasing a car.

It's obviously all the staff to run the car, get the car to the event,

transportation, meals, accommodation, flights, all those things.

It just adds up so quickly.

Yeah, but then also if you're lost a little bit of testing before

you get testing, but then also the gear that is needed, pit equipment,

those sorts of things, because even if it is a sprint round or an enduro round,

you need the pit equipment.

So some of that can be eased.

If, you know, for example, at the endurance races,

you pair up with another wildcard entry and say, for example,

if that wildcard entry was paired with team 18,

well, they have all the pit equipment anywhere.

They've got the boom.

So some of that equipment sort of expenditure is spared a little bit.

We're talking small things.

Yeah, exactly. Can they sweeten the deal?

Is there anything that can be.

I'm sure that you're sure there's always things that can be done.

But there was a superstar.

It's Max Verstappen quit Formula One next year and started racing all sorts

of stuff, a Lonzo style like Fernando did years back.

Yeah. And they went, hey, let's find a way.

Well, I think that would be the other way around, but you would absolutely go,

you know, we'll wave all this stuff to make this happen.

They'd probably because the commercial gain

an interest for the race in the category.

Far outweighs what it would cost to put this on and make it happen.

Yet on the slip side, if you were going to have a wild card for two young drivers,

that a lot of the viewing audience doesn't know who they are.

Harder sell to be able to.

You can't flip it round the other way for those ones.

I think I read somewhere about Max Verstappen

being entered into the Nurburgring 24 hour that it's a slot.

Tickets sell out.

Sold out. They sold the tickets out.

You know, which is which I don't think's ever happened before.

And you think about how big the Nurburgring is.

That's on the full track.

Exactly. I'm sure you can't stand everywhere.

But to sell that out is is crazy.

John Calarissus, and I've murdered another surname there.

Calarissus, you have not helped me here at all.

Ah, you're on your own. You've given me nothing.

You're on your own. You're the host.

Yeah. Well, sometimes the host needs a hand.

A real help, a real helping host.

Chameleon Gisburgen going well overseas.

Who would we like to see go to the US and give racing over there a crack?

Quite a few have already done it, though.

Yeah.

Brody's had a crack. Will Brown's had a crack.

What is that a crack?

Yeah, but, you know, I suppose the only difference is being out of crack,

but not in stock cars.

Obviously, he's done a bit of himself and really successful.

Yes. Yeah. Yeah.

Really any time he jumps in sort of GT3 machinery, particularly overseas,

he's always super competitive.

But I know who I'd love to see go on.

Reynolds Reynolds, yeah, because I'd love to see the Americans

go, who is this guy?

Who have you seen over?

What's he all about?

Yeah, I reckon I'd love to see the look on their face.

Really, the big difference there, though, Johnny's,

Shane has been the one that's committed full time over there.

All the other guys obviously Brody's stuff was largely before he came back

to Australia.

And a little bit of NASCAR.

It's all been cheating, go over, do a bit, come back.

And then you see the, you know, the guys like Will Brown and Cam Waters

have just been going off and sort of doing a race here, a race there.

So yeah, not like Marcus Ambrose, who obviously he went the whole hog

and right a year early, quit his deal at Stone Brothers and did have

the link through Ford to help him out a little bit to get over there.

But obviously Shane Chicago, when just rocketed him into

that potential possibility of going doing that, which has been amazing

for for the sport and for what he's done.

Gridline Australia have a question here.

Should this this is good?

Should the celebrity challenge make it come back at the Melbourne Grand Prix

or the Adelaide 500?

It feels like Australian motorsport is missing a bit of that chaotic,

slightly unhinged fun.

Now, well, the key is here, unhinged fun.

It might be for us watching, but which manufacturer is the one

who's going to decide that at the end of all this, those 20 odd cars

that we've just let these people lose in are absolutely decimated.

And there's two of them that we can resell and there's 18 that are junkers

because that's what's happened in previous.

I think in the year, I think in the Mazda, did the Mazda six?

I think celebrity challenge for a few years, the Grand Prix.

I think Brad Hodge, one of those, 11 of them from memory.

Whatever amount of cars they had, 20 odd cars, I think all by a handful

were absolute right offs for various reasons that they couldn't do anything with.

Yeah, after.

So it's a big spend from a manufacturer to go and do that.

It doesn't feel like the car market's probably got it in it.

Not and then it came with all these other things.

But what if your cars crashed?

Does that look bad for your brand?

Does it look like it was it was great?

I mean, remember the lasers?

It was great viewing.

Oh, yeah, great for us.

In terms of your question, would you like to see the unhinged fun?

Absolutely.

And remember the days when Daryl Eastlake was commentating it

and he was really, you know, lifting it as well.

It was just some of the stories to watch.

It was good to watch because you never knew what you're going to get.

But some of the stories about the driver training back in the day.

Crampo tells a great story.

It's in his book, available now in the V8 Superstore.

Oh, see, there you go.

Chiching about getting doing the hold of driver training.

Obviously, the Dame Eddard average story about racing at

Adelaide Grand Prix in the Calibra was was a good one.

But taking Dame's Dame Eddard and his alter ego, Barry Humphries,

go driver training and not going driver training in the lead up was

probably one of the best stories in the book.

And it's even better when Neil tells the story because he does

put on a really good Dame Eddard voice.

I'm not even going to try to do it, but he does a pretty good one.

So, yes, celebrity challenge races would be a pile of fun.

But it's a good point.

Something like the Adelaide event is maybe where you could see it happen

because it's a government funded event.

And if the government saw, well, the Grand Prix government funded,

but there's no money left for the government here.

So, but, you know, they seem to find a way to Adelaide.

If there's a government in Australia that makes things happen.

It's Adelaide.

So, you know, if they saw value in it and they could sort of

half fit the bill for it and the manufacturer didn't have to be lumped

with the whole bill, then maybe. Maybe. Maybe. Yeah.

Yeah. We had the Ford lasers, remember?

Nat Lowndes, Julie Johnson, Tatiana Grigori over the Polevolta.

And that was Ford, wasn't it?

That was Ford. Yeah.

And they had those little lasers, but they painted them up with the same

supercar livers. Yeah, yeah.

And some of those cars are still around in the liveries, which is which is quite cool.

But yeah, there were quite a few celebrities who had their egos

added to them in some of the celebrity races and some manufacturers

who had some steaming poles of metal headed back to them at the end of it.

David has a great question to wrap us up here on our Q&A undercut episode.

This is potentially the most important question when you go to a race track

in Australia. Right.

And you might not have experienced this for a while because when you go,

you're there to race generally. And you've got catering and you've got people

looking after you and getting your lunch and having you all sorted.

What's the best racetrack canteen in Australia, Moff?

Yeah, well, I am actually, you know, I'm the wrong person to ask

just because of the details that you said.

The best one to you when you walk past.

Well, if I'm being completely honest,

I don't really take too much notice of them, Moff.

You need to be mad at people.

So we need to take you to around and stand on the hill.

Cannot. What about speedway? You're a speedway.

Speedway, yeah.

Well, yeah, I can't really recommend any of them that I've been to

that would would circle in the or sit in the best category.

May I offer you a suggestion?

Right. I go ahead.

Yep. I'm all ears here.

Phillip Island, Island's canteen is very good.

The service is fast.

There's a nice wide array with the likes.

And I'm not on the take with Phillip Island, by the way,

but there's always something healthy.

I could be.

If you if you feel like a sausage roll or a pie or something or a burger,

they're good, please.

There's something to sit down inside.

There's a bar.

I don't reckon I've ever stood in a line for way too long there,

and they have the best chips.

Right. OK.

There's chill up on there.

We go. Yeah.

And look, let's face it.

I have sampled a couple over the journey.

Sometimes back in the supercars broadcasting TV days,

they used to bring around a plate like, you know, the little tray.

Tasting tin foil tray.

No, it's not a taste.

Well, I tasted it more, right?

But they used to bring around like a tin foil tray

that would just appear in the commentary box of party pie since party sausage rolls.

And of course, they got obliterated by everyone, commentators,

strategists, producers, everyone just decimated them pretty fast.

So then I think they started up the ratio of how many were coming around.

I eventually got to the point where, right,

oh, everyone's getting lunch bags after that.

And you're not going to get to just go absolutely nuts.

But Phillip Island chips for me, David, are the ones to go and check out,

depending on and that's not a slide on any other canteen in the country.

I feel like I need to go and test drive a few others.

But yeah, further to that.

And you said it at the start of that question is in race team land,

we're all very fortunate that we are catered for.

Yeah. So do you put in a special order?

Yeah, generally lunch order.

Go to lunch order on a race meeting is just a chicken, rice, avocado,

a little bit of lettuce wrap.

Yeah, so it's nice and simple, simple as simple as, you know,

lettuce, I know, waters and Randall, for example, they will have steak and rice.

Really? Yep.

Steak for lunch.

Yeah, is that in their contract?

I haven't read the details of their contract,

but it's certainly in the contract that they have with the chef at the track.

I know that much.

He's the chef.

He or she is the person that you need to look after most.

Absolutely. They're one of the most important people on a race weekend.

You always use your manners around the chef and please and thank yous.

They can create a tough weekend.

Exactly right.

Create a tough weekend for you.

Thank you for answering some good questions there.

Well, thank you.

Some curly ones, some good answering.

And that's our Q&A ep on the V8Slith podcast, powered by Paramata Toyota.

Thanks for sending in your questions.

We really appreciate that.

Keep them flowing.

We'll get to do this again at some stage a bit later on in the year.

But if you missed my big two part chat with Mark Scaife, go and have a listen now.

We'll catch you next time with another new edition here on the V8Slith podcast.

Go and have a listen to Scaife, as he talks about those later years with HRT

and all sorts of other topics.

I'll catch you next time.

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Original notes