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While Kevin Harvick was ending a 44-race winless drought, and Brad Keselowski was taking the Sprint Cup points lead, there was chaos all around them at Phoenix International Raceway.

The race was taking a measured pace with Kyle Busch, who ended up third behind teammate, Denny Hamlin, in control until lap 235 when Jimmie Johnson's car, then running seventh, slid up into the wall in turn four causing serious damage to his Chevrolet. Goodyear says a melted bead from brake heat caused Johnson's right front to go down and send him into the wall.

Jimmie Johnson's car. (Photo: NASCAR)

Unlike the miracle of Kansas; Johnson's car had to be taken to the garage for repairs. Johnson rejoined the race on lap 274, 38 laps down. Crew chief Chad Knaus said, "I don't know that we're going to get anything out of it, but what the hell."

That was only the beginning. With only a few laps to go a simmering feud between Jeff Gordon and Clint Bowyer boiled over after a minor brush.

Gordon car lost a tire and he blamed Bowyer. The four-time champion waited for Bowyer to come around and retaliated but crashed both and Joey Logano was caught up in it. But that wasn't the end.

Joey Logano caught in the fight between Jeff Gordon (24) and Clint Bowyer (15). (Caption: NASCAR)

The pit crews erupted like a bench clearing wrestling match in hockey followed by Bowyer running towards Gordon's hauler but was stopped by NASCAR officials.

Bowyer got out of his damaged car and ran over to Gordon's hauler also, but, never was personally involved in the tussle.



But he said "it's pretty embarrassing for a four-time champion and what I consider one of the best the sport has ever seen to act like that is just completely ridiculous."

Gordon said "Things just got escalated over the year, and I'd just had it. Clint has run into me numerous times, wrecked me, and he got into me on the back straightaway and pretty much ruined our day.  I've had it, fed up with it and I got him back."

NASCAR officials have said that there will be no immediate response but they will review tapes of the incident.

The race went yellow on lap 312 and was red-flagged for 15 minutes setting up a green-white checkered finish.

Harvick had taken the lead but there was a question of could he finish the race in overtime with limited fuel?

"I just wanted to get a good restart and be able to get into Turn 1 and not have any mistakes and knew if we could get through there without any mistakes that we could at least have a fighting chance of taking control of the bottom of the racetrack in Turn 3 and 4," Harvick said.

On the final restart Danica Patrick, having the best race of her ten-race foray into Sprint Cup, was clipped by Jeff Burton causing an even bigger wreck, including being struck by Paul Menard causing her to go airborne but no yellow was thrown. She wasn't injured.

"We survived," a relieved Keselowski said after finished sixth in a damaged car. "No guarantees but glad to have the points lead."

Brad Keselowski sixth alongside Ryan Newman who passed the finish line in reverse. (Photo: NASCAR)

After the race Jimmie Johnson handled the bad luck well when he said "it's way, way out of our control right now. Anything can happen. Hate for it to happen this way he said. As I was coming off turn four it went down, where it went down I had a direct line into the wall."

Harvick complained of NASCAR "they were really quick to throw the caution then they let us race through the oil. There was more oil on the track than asphalt."

Denny Hamlin said the track was "treacherous" due to hard tires. Then speaking about the condition of the track at the end, "There was a lot of stuff on the track; Ray Charles could have seen that."

NASCAR public relations tweeted "we didn't see any fluid or anything, she (Patrick) rode around on the apron, and when she pulled up on the track, there was smoke, it looked like tire smoke. It's easy to look back on it obviously and wish that you did something different, but at the time it didn't appear like there was any fluid that was coming out of the car."

All Keselowski needs to do to clinch his first Sprint Cup title and Roger Penske's Sprint Cup is to finish 15th or better at the finale at Homestead next week.

Let it be known: Today's Canadian shopper is after a flexible, upscale and highly fuel-efficient small car that has plenty of options. One of them is the Lexus CT 200h.

An entry-level hybrid from the world's most successful premium hybrid brand, it ticks all the mandatory boxes where versatility and efficiency are concerned. The 2012 Lexus CT 200h is also a little on the sporty side, and very lifestyle-ready.


Total Package
Over the course of a week, I enjoyed the CT's good maneuverability, great headlight performance in after-dark driving, and smooth power delivery. The nicely trimmed interior feels upscale and rich, and the modern displays and instruments and readouts create a fresh, dynamic flare.

Included in the 2012 Lexus CT 200h were a sunroof, high-intensity LED headlamps, navigation, Bluetooth, a backup camera, a full leather interior, a driver computer and a touch-pad activated central-command system. The latter enables the manipulation of hundreds of controls with little more than a few millimeters of finger movement.

Of course, the real important list of goodies for mileage-minded shoppers is largely under the 2012 Lexus CT's skin.

The latter enables the manipulation of hundreds of controls with little more than a few millimeters of finger movement. (Photo: Justin Pritchard)

Synergy Drive
At its heart is the Lexus Hybrid Drive system, which consists of both a lightweight aluminum 1.8L gasoline engine and an electric motor. This setup allows both gas and electric propulsion systems to take turns powering the vehicle, or to combine their efforts, depending on the situation.

The CT 200h can cruise in low-speed and low-load situations strictly on stored power. In drive-thru lines, parking lots, residential areas and rush-hour traffic, the gasoline engine rarely needs to run. Drivers can even engage an Electric Vehicle (EV) mode, forcing electric-only operation in anticipation of short, low-speed trips.
You get those rewarding, smugly satisfying, fuel-free moments on each and every drive in the 2012 Lexus CT 200h. With numerous displays, gauges and light-up indicators, the CT also keeps drivers well apprised of what its hybrid drive system is up to.

A generator driven by the gas engine automatically recharges the batteries as needed, as does energy captured during braking. So, you don't plug the CT in when you get home at night, and it'll never let its drive battery drain to empty.

CVT, VVT
Features like variable valve timing (VVT) work to optimize efficiency and output whenever the gas engine is running in the 2012 Lexus CT 200h. Total system output is rated at a modest, but responsive, 134 horsepower, with decent low-end torque available for on-demand acceleration.

The CT 200h's slick and seamless CVT transmission helps here, too. With no pre-set gears, it functions as an automatic transmission that delivers engine power in a smooth and endless surge. In most situations, revs stay virtually stationary as the vehicle accelerates. This enhances refinement, eliminates the sensation of shifting, and helps deliver improved responsiveness and mileage.

The drive-by-wire throttle system in the 2012 Lexus CT 200h even smooths throttle inputs in its “NORMAL” or “ECO” drive modes to run the engine more smoothly and efficiently. Dial up “SPORT” from the selector, and throttle responses are exaggerated making the CT 200h more responsive and eager. In this mode, the instrument cluster accent lighting turns red, and the power output meter changes into a tachometer. Slick.

It's a smooth, relaxed driving experience all around in the 2012 Lexus CT 200h.

Total system output is rated at a modest, but responsive, 134 horsepower.(Photo: Justin Pritchard)

Gripes
Complaints? I wished for a bit more throttle response in non-SPORT modes; wind noise was higher than expected; and the sport suspension calibrations combined with the poorly maintained roads of my home town made for an often stiff, busy ride in the 2012 Lexus CT 200h. Also, a fairly shallow rear hatch area left me wishing for a bit more cargo room at times.

After 1,400 kilometers with the CT 200h, I'd managed an overall test average of 6.2L/100km. Relative to hundreds of other vehicles tested in my locale, and with my driving habits, I was delighted with the result. Yours will vary.

The TDI Factor
Incidentally, 6.2L/100km is exactly the same as I achieved in a Volkswagen Jetta TDI -- which boasts improved fuel economy by way of the fuel itself, rather than with electric motors and batteries.

In the TDI, I enjoyed liquid-smooth, torque-rich performance, great ride quality, and lightning fast DSG-actuated gearshifts. In the 2012 Lexus CT 200h, the cabin's look and feel, combined with the constant, real-time stream of information about the hybrid drive system were among my favourite aspects. Ditto for the ability to dial in extra greenness or extra sportiness when desired.

Both machines are quiet; both drive and operate like normal cars; both are smooth and refined; and both are luxurious and nice to look at (depending on equipment, of course). Get a Golf Wagon, and both are flexible and roomy, too. In many real-world circumstances, both will turn in the same mileage.

Again; choices.

Which one is better? That's up to you. I recommend test drives of both to help you decide for yourself.

From GMM

Jacques Villeneuve has admitted he is no fan of 'DRS', the moveable rear wing innovation that for the past two seasons has made passing much easier in formula one.

The critics of the 'drag reduction system', however, say it only creates artificial racing, and indeed often deprives the sport of many genuine head-to-heads.

"Every time I see DRS I get angry," 1997 world champion Villeneuve told Switzerland's Motorsport Aktuell.

DRS open on Michael Schumacher's Mercedes. (Photo: WRi2)

"It destroys every good battle. What also annoys me is the rule about only changing your line once. That's the worst one of all," said the 41-year-old former Williams, BAR and BMW driver.

"The rule should be that blocking is not allowed -- that's it," added Villeneuve.

He is therefore critical of the 'new generation' of F1 drivers, saving particular rebuke for Romain Grosjean, who Villeneuve alleges is "totally of control".

"Or what Maldonado did to Hamilton in Valencia," he added.

Jacques Villeneuve blames some of that culture on the high standards of today's circuits.

"Today, where the run-off used to be grass, now it's paved. But that (the grass) often made you withdraw automatically. Now many are pushing without thinking. The young drivers coming into formula one today are not ready. Playing video games all day, they've forgotten that motor sport is dangerous."

Volkswagen patriarch Ferdinand Piech said he may stay on as VW chairman beyond his current term and he sees room for the automaker to expand further.

Volkswagen Chairman Ferdinand Piech could stay at the helm of Europe's largest carmaker beyond the term he was granted earlier this year, he told a German paper.

To win over China's affluent consumers and help establish Cadillac as a bonafide global luxury brand alongside BMW, Mercedes and Audi, GM is tweaking the venerable marque's styling.

The Insurance Institute of Highway Safety (IIHS) has released its annual list of the best-fitting booster seats for children from 4 to 8 years old.

As it turns out, 15 of the 17 new models for 2012 earn the top rating. Overall, there are 47 ''Best Bets'' among the 91 boosters rated, along with five ''Good Bets''. Two models from Safety 1st -- the All-in-One and Alpha Omega Elite -- are "Not Recommended."

The IIHS test is based on fit to a dummy that represents an average sized 6-year-old child. Criteria include support behind the child's head and the ability to correctly position the vehicle's seat belt, among others.

See the full list at iihs.org

Photo: Graco

Sébastien Loeb (Citroën) took over the lead of the rally of Spain from former leader Mads Ostberg (Ford), who had a very difficult second day of competition on Saturday.

Ostberg was leading Friday to a good starting position terrible weather. But the young Norwegian driver dropped down the order on Saturday.

First, he went off the road, then had a contact with the barrier on ES8, and eventually dropped in pace over the remaining stages, to conclude the day in 5th position, 1.30 minutes behind Loeb.

Jari-Matti Latvala (Ford) inherited second position and was the last threat for Loeb. The Finn however, who was 27 seconds behind the Frenchman on Saturday evening, admitted himself he didn't expect to to catch the nine-time world champion on Sunday.

Latvala leads his fellow countryman Mirko Hirvonen (Citroën), while Ott Tanak moves up to 4th position ahead of the third and final day of rally of Spain.

Classification after day 2:
1. Loeb-Elena (Citroen DS3 Wrc) in 3.16'14”1
2. Latvala-Anttila (Ford Fiesta RS Wrc) + 27”0
3. Hirvonen-Lehtinen (Citroen DS3 Wrc) + 1'14”1
4. Tanak-Sikk (Ford Fiesta RS Wrc) + 1'28”8

5. Ostberg-Andersson (Ford Fiesta RS Wrc) + 1'31”4
6. Weijs-Degandt (Citroen DS3 Wrc) + 9'02”9
7. Breen-Nagle (Ford Fiesta S2000) + 12'26”2

8. Novikov-Minor (Ford Fiesta RS Wrc) + 13'25”1
9. Nikara-Kalliolepo (Mini Cooper Wrc) + 13'39"2

10. Andersson-Axelsson (Proton Satria Neo S2000) + 15'45"5
Etc.

Prodrive WRC Team drivers Dani Sordo and Jarkko Nikara proved the team's MINI John Cooper Works WRC can match any car on the world rally stage by posting impressive times during day two of the Rally Spain.

Sordo posted two fastest times in three stages Saturday afternoon, his progress dampened only by a faulty injector.

"We have gone through the whole range of emotions today," said Prodrive boss Dave Wilcock.

The MINI John Cooper Works WRC in action at Rally Spain (Photo: Prodrive official)

"First we were on a high when it looked as though Dani would be second quickest on the opening stage, followed by the low of hearing the car firing on three cylinders and being unable to do anything about it until service."

After service, with the problem fixed, Sordo resumed showcasing the potential of the MINI WRC.

"I was really motivated to drive fast and show what the MINI can do," the Spaniard said. "There is still more to come from the engine and I know the guys are working on this now in Banbury.

"I will be looking to win the powerstage (Sunday)."

Adapted from Grand-Am.com

Grand-Am driver Memo Rojas Jr. experienced one of the most meaningful moments of his motorsport career Friday at the Autodromo Hermanos Rodríguez, celebrating the career of Ricardo Rodríguez.

Ricardo Rodríguez was a promising young Mexican driver who killed himself while testing ahead of an unofficial Mexican F1 race, at the age of 20. His brother Pedro also race in F1 and he too killed himself at the wheel.

The pair also raced together in endurance, at the 24 Hours of Le Mans.

The track where the Mexican F1 Grand Prix was held until 1992 now bears their name in their honour.

Commemorating the 50th anniversary of Rodríguez's death, Rojas completed laps of the Autodromo Hermanos Rodríguez aboard a Formula Junior Cooper T56 raced by the departed talent himself.

"Each lap, each turn, I kept thinking what Ricardo Rodríguez would've been thinking while driving this car," Rojas said.

"This has been an awesome experience and one of the best in my career."

Joey Logano is driving like no lame duck at Joe Gibbs Racing. Virtually untouchable he won the pole and led 168-laps of the scheduled -200 lapper of the Nationwide Series race at Phoenix. Then he held off the charge of his new and temporary teammate, Brian Vickers in a green-white-checkered shoot-out which ended on lap 204.

Ricky Stenhouse, Jr.'s  reprise of his 2011 Series championship became more of a reality when his closest challenger, Elliott Sadler wrecked on lap 198 causing a green white checkered finish.   

Elliott Sadler's wrecked No. 2 OneMain Financial Chevrolet (Photo: Tyler Barrick/Getty Images)

"I did it to myself. I put my team in a hole, qualifying like we did," Sadler said. "We tried to work on this car as much as we could, and I just got a little loose there and got into (Whitt). It was 100 percent my fault.

"I should have done a better job for these guys and I just apologize to them for putting them in this position heading into Homestead. We don't have a dog in the fight, but I definitely dug ourselves a hole."

Sadler and Stenhouse started the race tied in the Nationwide standings. Now Stenhouse has to finish merely 16th or better to clinch his second series title before he moves up to Sprint Cup full time next year.

Sadler had crashed in qualifying on Saturday and had to start in the back of the field in his back up Chevrolet.

Although Logano will be leaving JGR for Penske Racing next year, he equaled his previous career total of nine races, winning his ninth Nationwide series event this year for a total of 18 career wins.

Joey Logano in Victory Lane (Photo: Brian Czobat/Autostock)

Talking about Vickers and Stenhouse Logano said "they didn't make it easy on me. Yeah, I had plenty of worries about him (Brian Vickers) and the 6 (Stenhouse).

"I knew I could beat him on the restarts -- I knew how to beat him -- and then when Brian got up there it was a whole new ballgame for me and I had to kind of change up what I was doing.

"And he figured out what I was doing, so I had to change it up a little bit in the last few circuits -- tried to make sure I got the nose ahead into (turn) one until I had position on him going in and tried to clear him from there."

Stenhouse, who finished third, said “we worked really hard.  Mike (Kelley his crew chief) made some good calls - changing four there, staying out and leading a lap - all the guys on the Valvoline NextGen Mustang worked really, really hard and that's what it's all about.  We've still got some racing to do.  We've got one more race left."

Although he has a large lead in the defense of his title Stenhouse is still a little cautious. "That makes us feel good, but we've given up 20 points in one race, so it's not over till it's over," he said.

If you're looking for an easy way to save on fuel without compromising performance or changing your driving habits, choose diesel. Today's turbodiesel engines provide plenty of low-end torque and excellent fuel economy.

The problem is that diesels have still not caught on quickly enough in the US and Canada, as the perception of being an environmentally friendly manufacturer is to develop and sell hybrid, electric and fuel-cell vehicles.


Volkswagen is relying on the same strategy that has served them well for decades by continuing its diesel product onslaught. The 2012 Volkswagen Passat TDI is one of them, and is the only mainstream midsize diesel sedan you can buy right now.

With a very comfortable ride, lots of interior space and a now-competitive price, the 2012 Volkswagen Passat is a worthy rival for the Honda Accord, the Ford Fusion, the Nissan Altima and the Toyota Camry. Plus, the TDI engine is a bonus for those who want great fuel economy without the extra effort.

Got guts
Although the Passat's 2.0L turbodiesel 4-cylinder develops 140 hp, a modest amount for a big car, torque is what gets it moving along swiftly. Its 236 lb-ft of torque, more than any other gasoline 4-cylinder rival, peaks at only 1,750 rpm.

Mated to VW's DSG 6-speed dual-clutch automated gearbox, the 2012 Volkswagen Passat TDI Trendline+ is generally a smooth operator, if you excuse the occasional jerky gear swap. The engine is quiet and refined for a diesel, especially a 4-cylinder diesel.

With the automatic, fuel consumption in the 2012 Volkswagen Passat TDI is rated at 6.9L/100km around town and 4.9 on the highway. In our hands, the oil-burning Passat averaged 7.2L/100km: a very good result. A similar number can be achieved with hybrid rivals such as the Ford Fusion, the Hyundai Sonata and the Kia Optima, but only if you become a serious eco-driver, which the Passat doesn't require.

Driver involvement hasn't been forgotten in the new Passat, despite it being toned down a little to please a wider audience. True, quite a few midsize sedan shoppers aren't interested in a fun-to-drive car; still, the Passat boasts precise and communicative steering, while its suspension is well controlled with unnecessary body roll. You'll surprise yourself driving faster than planned in the Passat TDI.

The 2012 Volkswagen Passat TDI gets a turbodiesel 2.0L engine, good for 140 hp and 236 lb-ft of torque.(Photo: Sébastien D'Amour)

More drivers wanted
The redesigned 2012 Volkswagen Passat TDI Trendline+ gains interior space, especially front and rear legroom and shoulder room, thanks to the increased wheelbase and extra width.

However, during the extreme makeover, the Passat lost a little distinction in favour of a more conventional exterior design. In the midsize sedan segment, most people seem to appreciate vanilla, so vanilla it is. Still, the VW is elegant, and starts to look hotter once you step up to fancier trim levels which add some chrome trim and sportier looking alloys.

Our Trendline+ tester, with its plain-Jane 16” alloy wheels and burgundy paint, seems dressed for an older, more conservative crowd. Park it beside a 2013 Ford Fusion, and it looks 10 years older.

The VW is elegant, and starts to look hotter once you step up to fancier trim levels which add some chrome trim and sportier looking alloys. (Photo: Sébastien D'Amour)

More room for everyone
Inside, the 2012 VW Passat sports a serious, classy, well-finished cockpit that managed to escape VW's cost-cutting team unlike the Jetta. The car also boasts a good driving position, comfortable seats, good all-around outward visibility and, as I previously mentioned, more space than before.

At 450 litres, the Passat's trunk is huge and deep -- so deep, in fact, that objects will require you climbing in to fetch them.

You also get the basic necessities in the Trendline+ trim, such as dual-zone climate control, Bluetooth connectivity, cruise control, heated front seats, alloy wheels, a 6-speaker stereo, and keyless entry. With the TDI engine, fog lamps and lower-body chrome trim are also included on the 2012 VW Passat.

The Passat's interior is nicely finished and elegant. (Photo: Sébastien D'Amour)

Worth the extra cost?
Equipped with the automatic transmission, the 2012 Volkswagen Passat TDI Trendline+ costs $27,475, or $1,200 more than its gas-powered equivalent, which includes a 170-hp 2.5L 5-cylinder. It'll take roughly two years to recover the extra investment if you drive 20,000 km a year. If you're a sales rep who works on the road, you'll likely start saving before the first year of ownership passes.

Less frequent fill-ups are nice. If you've never tanked up a diesel vehicle in your life, know that the fuel itself is oily, smelly and foamier than gasoline; diesel service station pumps are usually filthy and often surrounded by puddles caused by tank overfill spills. Bring gloves and don't step in diesel fuel, or your work buddies will ask if you changed your cologne while pinching their noses.

From Ferrari

Friday November 9th, the Vallelunga circuit provided the backdrop to a prize drive organised by the Ferrari Driver Academy, which saw Spain's Daniel Juncadella, winner of the Formula 3 European Series and the new FIA European Formula 3 Championship get behind the wheel of an F60, Ferrari Formula 1 car.

Also slipping into the cockpit were Riccardo Agostini and Eddie Cheever Jnr, who finished first and second in the Italian Formula 3 Championship. This prize has been given out since 2008 by the Ferrari Driver Academy, along with the ACI -CSAI, working together to evaluate young talent in Italian motorsport.

Juncadella was the first on track this morning, doing five runs as planned. The 21 year old from Barcelona took both titles after a tight year long battle with his Prema Power team-mate Raffaele Marciello, also a Ferrari Driver Academy student.

Next up was Eddie Cheever Jnr, born in '93 and the son of former long term Formula 1 and Indy Racing League racer Eddie Cheever, while in the afternoon it was Italy's Riccardo Agostini who tackled the Roman track.

“This was a really interesting day that confirms the worth of this initiative,” commented Luca Badisserri, head of the Ferrari Driver Academy.

“I hope this programme will continue for many years.”

First Drive: 2013 Mini John Cooper Works GP

Much has changed at Mini since we last saw the John Cooper Works GP, the hardest-core, racing-oriented version of the basic hatchback.

Much has changed at Mini since we last saw the John Cooper Works GP, the hardest-core, racing-oriented version of the basic hatchback. Back then, the brand still subsisted on its basic two-door models. Now, the brand offers crossovers, coupes, and lots of odd stuff in between. As we pull into the Circuito Mallorca RennArena (yes, there's a racetrack on Mallorca), it's easy to forget all those less-than-pure models: we're about to drive the new GP, the ultimate distillation of the Mini brand's motoring mission.

Photo Gallery: First Drive: 2013 Mini John Cooper Works GP - Automobile Magazine

Photo Gallery: First Drive: 2013 Mini John Cooper Works GP - Automobile Magazine

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Whenever Fiat-Chrysler CEO Sergio Marchionne appears in public, television crews jostle to beam his words around the globe. Amid the push and shove it's easy to miss the tall, curly-headed young man who often looks on from the sidelines.

Almost two decades after entering India, here's what GM and Ford have to show for their efforts in Asia's third-largest automobile market: combined market share of about 6.5 percent and falling.

Whenever Fiat-Chrysler CEO Sergio Marchionne appears in public, television crews jostle to beam his words around the globe. Amid the push and shove it's easy to miss the tall, curly-headed young man who often looks on from the sidelines.

From GMM

Nico Hulkenberg has left open the door to the 2014 season, intensifying rumours he could be paving a road to Ferrari.

Some have interpreted the German's move from Force India to Sauber for next year as a sideways step, while others think Hulkenberg is laying down a path to his future with the small Ferrari-powered Swiss team.

Indeed, the 25-year-old was linked with Ferrari's works team before Maranello decided to keep Felipe Massa in 2013, but the Brazilian - like Hulkenberg - has only been signed up for a single season.

"I cannot tell you where I'm going in 2014," Hulkenberg told Germany's Auto Bild Motorsport.  "Formula one is a fast-moving business."

He did admit: "In the long term I want to drive for podiums and race wins and become world champion.

"Which team it will be with is located in the stars," added Hulkenberg.

From GMM

Martin Whitmarsh says he suspects Lewis Hamilton already regrets accepting a bigger-money offer to switch to Mercedes next year.

The McLaren chief answered "I don't know" when asked why he thinks the 2008 world champion decided to leave his boyhood team, but thinks a big factor is Hamilton's desire to spread his wings after six years with the famous British outfit.

But Whitmarsh told F1's official website that money was probably another factor.

"We made Lewis an offer -- an offer which I believe is more money than any other driver at the moment is being paid," said Whitmarsh.

"That leads us to suspect that our competitor and our partner Mercedes-Benz offered a bit more money."

Whitmarsh said he is also concerned for Hamilton that he may have made his decision hastily, after retiring from the lead in Singapore recently.

"I think it is always bad to make a decision in the aftermath of a bad race," he insisted.

"He was pretty sure that he was going to win that race and it was a disappointment and as I just said it is never good to make a decision in such a situation."

Whitmarsh also said he thinks Hamilton has already regretted his decision "on occasions", but doesn't think the 27-year-old will admit it.

"He is not going to say 'hey, they offered me more money'. He is also not going to say that he's made an awful mistake.

"I hope he thinks today that he's made an awful mistake and I hope he thinks that next year," said Whitmarsh. "He's made that decision and he has to live with that decision."

German rally ace Armin Schwarz and his All German Motorsports team are gunning for a top three result at the 45th edition of the Baja 1000.

The Baja 1000 is a non-stop 1,500-mile race across Baja California, taking place this year November 14-17. It is also the finale of the 2012 US-SCORE season.

"You have passes with hairpins, then dead straight over flat terrain for over 200 miles but with the most bone rattling bumps, gravel, sand tracks and dry lakes," explains Schwarz.

Atmosphere at the Baja 1000 (Photo: Armin Schwarz)

For such an occasion, the AGM-Jimco X6 SCORE Trophy Truck might just be the perfect vehicle. It has the necessary wheel travel to reach almost 200 km/h over the desert's trails.

"The performance window of our track is surely wider and more open than that of a conventional trophy truck," declares Schwarz. "This allows us to be very fast not only on the incredibly tough terrain but also through the technically challenging and winding passages where we should even be as agile as the buggies."

Therefore, it is logical for the team to aim for a top result.

"It has always been our goal to win this race. But we've got to be realistic. By now, the season has not always run according to plan. Hence, our plan is to achieve an average that puts us in the top three. A podium would be a great result for us when you look at our season to now."

Armin Schwarz and his AGM-Jimco truck (Photo: Armin Schwarz)