![]() ![]() JOHOR Racing/Triple Eight Race Engineering The team’s schedule finishes in November with the Adelaide 500. The team will then take to the track for 11 rounds of GT3 racing between Australia and Asia, with the exemption of Phillip Island due to a calendar clash. ![]() ![]() The 2023 JMR campaign begins over Easter weekend, when GT World Challenge Australia kicks off with a return to Bathurst’s Mount Panorama circuit for the Hi-Tec Oils Bathurst Six-Hour. Not content to rest on their achievements, Prince Jefri and co-driver Feeney took the opportunity to visit Red Bull’s world-class Athlete Performance Centre in Austria over the off-season, eager to put in the hard work in order to reap the rewards on offer in 2023. JMR experienced a stellar season in 2022 with Prince Jefri securing the Pro-Am Championship in Asia and a competitive third place in Australia, while JMR and Triple Eight took out the Team Championship in Asia. Prince Jefri will team up with Red Bull Ampol Racing driver Broc Feeney, while Prince Abu will join forces with Supercars’ legend Jamie Whincup and Mercedes-AMG driver Luca Stolz, as they contest races across both continents.Ĭontinuing the team’s long-standing relationship with Triple Eight Race Engineering, JMR will expand its garage to accommodate four Mercedes-AMG GT3s split between the two Fanatec GT World Challenge powered by AWS categories, with the Princes’ sights firmly set on GT World Challenge driver and team championships this year. You don’t have to force it.Johor Motorsports Racing (JMR) has unveiled its 2023 season entry for Fanatec GT World Challenge powered by AWS with a brooding, sci-fi inspired video.įeaturing two Mercedes-AMG GT3s in contrasting livery designs for the Australia and Asia series, the clip reveals an impressive driver line-up headlined by Prince Jefri Ibrahim and Prince Abu Bakar Ibrahim. Because when they’re in the sweet spot with the right tire pressures, it’s really great. You need to understand every specific track, surface and conditions and hopefully and very quickly pinpoint what needs to be adjusted on the car to get it in the sweet spot. “There are many, many things we can adjust on these cars, and there are many ways to achieve a specific result. We spend a lot of time with the engineers, trying to pinpoint exactly what we need,” Davison continued. “It’s very close racing and it all comes down to the very small details. Qualifying for the non-championship, four Melbourne races showed that the top 18 cars were covered by just a second and the top 25th starter was just 1.5 seconds off the pole sitter’s pace. Today, we have an independent rear suspension, as well as bigger brakes and we use a softer compound tire for the majority of the racing, so it gives the car more grip and it means that the driving style now is not so different to any other type of car.” (Very) close racing The technique we used to have with the old car was very tricky to get used to. “Now, all the equipment is good, and the new generation car is probably a little more user friendly. “The cars now have become more even from the back to the front of the grid than it was some six or seven years ago when there were not so many good cars and there was a big difference,” the Tekno drover told us. It’s also nicely built inside with the sequential gearbox and the live telemetry with sensors on the dampers and the suspension, so we have quite some things to play with,” Davison told. It’s got quite big brakes, bigger than on a Sprint Cup car, so you can brake very late. When it’s good, we can be pretty aggressive, going over the kerbs. It’s difficult to get the most out of it, but it’s an exciting race car. With 650 bhp under the hood and a locked differential, it calls for a unique driving style. It is quite an under-tire car, which makes it quite sensitive to the aerodynamics and the mechanical balance it’s very sensitive to getting it right. The aerodynamic is still enough to make a difference, certainly because the tires we use are quite small. “The Supercar has more aerodynamics than a Sprint Cup car, but not as much as a GT car. ![]() The cars are built in-house, and although there are a lot of control components, there’s still enough freedom for the engineers to try to find an advantage here and there. The regulation controls the category, but all the small details are very refined. “They’re probably in between a Sprint Cup car and a GT car. He told us where these very unique race cars fit in the global motorsport environment. Albert Park V8s: Van Gisbergen holds of Coulthard in finaleĭavison has been competing in the Australian V8 Supercars series since then. ![]()
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