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Former high-profile racing steward Ray Murrihy has warned match-fixing allegations in Australian sport will not be confined to rugby league.Following his decision to step down as a steward after a 46-year career in horse racing, Murrihy worked with NRL club Manly when the Sea Eagles were first linked to match-fixing investigations.And while he believes Manly now have the proper safeguards in place, he says any club or sport cant be 100 per cent certain they will be immune from further scrutiny.Those allegations certainly wont be the last of them, Murrihy told AAP.Theyll be raised from time to time across a whole range of sporting codes.Wed be foolish if we didnt think from time to time these matters wont be raised.Murrihy recommended Manly make changes to governance, dressing room access and the players codes of conduct.Manly were already compliant with their requirements, he said.But they now have a set of governances now that provide far superior safeguards to what they had only a few months ago.That has prompted calls for his return to administer league-wide issues in the wake of NSW Police establishing a strike force to investigate games involving Manly.However Murrihy is not interested in forcing rules on organisations, but suggests all sports need to continually update their protocols if they want to minimise gambling issues.Its not for me to say that every other sporting organisation should followed suit, he said.If I reflect on racing we dont apply the same standards we did five years ago or 10 years ago.Its an ongoing battle.From there on theres no guarantees. 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Pierce was ejected in the third quarter of Indianas 103-86 win Monday. George Hill stole a bad pass and was going in for a layup, and Pierce hustled back and appeared to be trying to wrap him up. One of the myths about Formula One pre-season testing in Spain is that the February weather in Barcelona and Jerez is anything approaching warm. The sun shines -- albeit low in the sky -- but often the circuits are spotted with frost in the early mornings, and track temperatures are hardly representative of those seen during the season.In 2014 F1 had two pre-season tests in Bahrain, giving teams the opportunity to get to know the new hybrid power units in representative conditions. Next year will see dramatic design changes to the cars themselves, added downforce, and a new approach to F1 rubber. But despite the logic of testing somewhere warm next winter, paddock finances point to another two weeks in Catalunya.In an exclusive interview with ESPN, Pirellis Paul Hembery talked about the challenges ahead for F1s tyre supplier in light of the changes to cars and tyres alike for the 2017 season.The good news is, we do have a test programme, Hembery said. As weve made people aware, we have started a 24 testing day programme split equally between Red Bull, Ferrari, and Mercedes, who have kindly supported us by developing a version of the 2015 car with an aerodynamic package intended to simulate what will be the effect of the 2017 rule regulations. This of course is a huge step forward. Were making such a dramatic change to the tyre width.Challenges? The downforce increases are substantial. The performance requirements are to improve by five seconds compared to the 2015 lap times. In reality, having seen maybe a two-second improvement already this season, next year it is likely that we will substantially improve on the lap time.The initial simulation data that we have would suggest, as I say, that would be easily surpassed. Of course we wont actually see the real cars until we get through to pre-season testing next year. The change is vast, increasing the width of front and rear tyres by six and eight centimetres respectively, which looks good. It makes the cars look very dramatic, with both the front and rear track increased by 20 centimetres each. The intention there is that it will make it easier for teams to overtake; if theyre following another car [we want to ensure] that the tyres wont reach a temperature peak, which has stopped the drivers from overtaking on some occasions. Of course, that will only work if we also reduce the impact of the weight of the aero of one car from another. The suggestions are that that will be improved in the aero. I wouldnt say there is universal opinion on that.Testing their tyres has long been a problem for Pirelli, thanks to the sports understandable focus on keeping costs -- and team travel time -- to a minimum. But with such dramatic changes expected for 2017, Pirelli have finally managed to negotiate much-needed days of mule car testing. But are the agreed test days the ideal solution from a Pirelli perspective?I tthink if you said to somebody, how should you do it correctly?, youd go to a circuit where you race so you have all the data, and youd go in conditions that represent the conditions that youre going to race in, Hembery said.ddddddddddddIn January and February, we will have a good indication when we do our testing now with the three teams. Weve tested at Fiorano and Mugello in early August, where the temperature at the moment is very, very warm. So we will start to get some very clear indications of testing with the mule cars that we have this year. As I said, there is no substitution for getting on the actual cars, which we will get next year and at the moment were undecided where the locations are.From a purely tyre-maker perspective it would be better to be in somewhere warm during that period of time. In the past few years we have been to Bahrain, which allowed us to have a clear indication of the tyre performance at much earlier stage. I understand that teams believe there is a certain cost penalty for doing that, but then again it is a sport that has a few billion spent on it. If the willingness is there Im sure the funding can be found.One session in Bahrain would already be a big step, so we would know where we are during the season, Hembery continued. That might not be able to affect what we do for Australia, but it means we can start working earlier if there are changes needed. Were obviously aiming not to make changes, however the changes are so important that there may well be things that we understand only by going on the track with the 10 or 11 different chassis that we have in Formula One.And if the teams decide that they cant afford a warm-weather test, and we are restricted to a fortnights pre-season testing in Spain in February, what impact would that have on Pirellis ability to test effectively?We can do a lot with simulation and indoor drum testing, Hembery acknowledged. You do the majority of work there, but the interaction between car, tyre and tarmac still requires going out and testing and looking at the tarmac. If thats all been changed, it changes completely the dynamic of the package. In reality you still need to go out on the track and do that testing.We need to have a good understanding how the compounds are working to understand if weve got the scaling right between them, if we have the degradation levels right or whether its too low or too high. [The teams] are still asking for two-stop strategy, which will become harder with less degradation -- why would you change your tyres? At the moment it is primarily due to performance.If we want to have a quicker understanding of how the tyres or compounds in particular are performing, we would need to go to somewhere like Bahrain as early as possible. ' ' '