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#SJblog (source page)

Silly Season for Drivers and Teams

Eric Graciano

#SJblog 97

JT – It’s been a few months since the last #SJblog. Since then, the IndyCar, Formula 1 and sports car racing calendars have marched forward. We find ourselves in the middle of the summer break for many series and of course that means it’s silly season for drivers and teams figuring out who will be driving where in 2019.

Formula 1 has made the most news recently with driver shuffles kicking off in early August when Daniel Ricciardo made the surprise announcement that he was leaving Red Bull Racing after four seasons with the team. What do you make of Ricciardo’s move?

SJ – It’s interesting, I don’t think too many people saw that one coming. I’m sure there’s a lot more to it than meets the eye behind his decision to move obviously. Whatever the reason, it’s a major loss for Red Bull.

If you look at it historically, Renault has always won eventually when they’ve been involved in Formula 1. Of course, there’s completely different people at Renault now compared to the past but the commitment is there it seems. Just the fact that they’ve hired Ricciardo tells you the commitment is there. They’ve certainly got some good people in the team and I’m sure they will keep adding more. I am sure they must have given Ricciardo’s pretty firm guarantees that they are prepared to allocate the budget and resources required to win the championship. I see no reason why they would not fight with Mercedes and Ferrari eventually.

This situation is different but it’s not entirely dissimilar to when Lewis Hamilton left McLaren, which was then a winning team, for Mercedes who weren’t winning anything at the time. I’m sure he was shown the big plan and the commitment they had to winning the Championship. Interestingly, Mercdedes also had this driver called Rosberg, that no one was completely sure how good he really was and it ended up being a few of years with epic battles between the two. Renault has Hulkenberg that has shown great promise and great speed but never delivered the results, now he will be paired against a proven race winner, will he be able to step up and finally deliver on the promise or will this be the end of his career? I think he will keep Daniel honest and this dynamic could be great for the team if both of them push each other all the time. I don’t think this is a bad move on Ricciardo’s part, he would have always had to deal with Verstappen being favored at Red Bull, at least if what we’ve seen until now is anything to go by. Now he’s the team leader which makes a big difference also psychologically for a driver. I think there’s a good chance that Renault will eventually be on the pace of the top three, maybe not next year, but if you take a three or five year view I feel there is a very good possibility they will. There are always shifts that will come if the rules stays the same for long enough, history shows that everybody will eventually catch up. The new rules won’t be wholesale like it was when the new engine formula came in to play, where everyone’s been playing catch up to Mercedes until this year. Even when you dominate or win, like Mercedes, every year it gets a little bit harder to stay on top. So I think at some point it’s likely that Mercedes will end up with a car that isn’t the best and the dynamic will change. Ferrari is already as quick or quicker in many places.

It may take longer because a lot of things are different in F1 now. One is the massive amount of resources required to be competitive. That’s the main reason why Mercedes and Ferrari are at the front. They’re simply spending more than anyone else.

I can only assume that Ricciardo has been given pretty strong guarantees about the depth of Renault’s effort. That must have been one of the contributing factors otherwise I doubt whether he would have made the jump. He’s obviously seen what the five-year plan is.

At the same time, I also think Red Bull will be very strong with Honda power in the next five years. I think Honda is on the verge of cracking it, and when they do they are normally unstoppable.

Image by: Red Bull Racing

I think the next few years could become very interesting with both Renault and Honda catching up to Mercedes and Ferrari, it has a good chance of being more competitive than we’ve seen in a long time. I just hope they won’t tinker to much with the rules as we’re now on the verge of everyone catching up which will allow the competition to be much closer. But we should never count on the wisdom of the rule-makers, they seem to be experts at making changes where none are needed.

We all know the current set of rules are far from ideal, but at least we have gotten close to the point of diminishing return on R&D and when that happens the racing is always getting better and closer as the gap from the front to the back keeps getting smaller each year. Let’s hope it will stay this way for a while until everyone has figured out  the bigger picture of what really needs to be done. That is a subject for a whole other conversation and it’s obviously a big topic. I am actually working on a big document on that very subject which I should have ready in a couple of weeks, it’s very radical and will require a complete rethink but I hope people will like what I have in mind.

JT – Less than two weeks after Ricciardo’s announcement, Fernando Alonso announced that he would be retiring from F1 for 2019. In comments on his departure Alonso indicated he could still return to F1 if a good opportunity arose and if the series changed enough to produce a good competitive environment.

Alonso added that racing in F1 is no longer enjoyable on track, stating that the predictability of the racing was far too high with little chance to actually compete. He concluded that most of what is talked about in F1 focuses on off-track polemics and politics, not actual racing. What do you think of his decision to leave the series and the reasons behind it?

SJ – I can certainly sympathize with a driver of Alonso’s pedigree, everybody knows he doesn’t belong where he’s at, but that’s the nature of the beast in F1. It doesn’t matter how good the driver is, if you don’t have the best car you will never win or get close to the front. It’s tough to be motivated when you know before the season’s starts that you’re going to be somewhere around 8th to 12th in qualifying and get the odd point here or there.

There’s also this current obsession in Formula 1 with young, fast teenage drivers or drivers around 20 year old. For sure they’re very quick. There’s no doubt about their speed, but we don’t really know how good they are. F1 has turned into a place where driving fast is just about the only criteria that seems to matter. You can see it very clearly in the races. On Lap 1 and Lap 2 there’s more contact and debris flying off the cars – broken wing-endplates and stuff – than there is at the Formula Ford Festival at Brands Hatch every year.

There’s very little racecraft and very few of the drivers who have any racecraft. Alonso is obviously one of them, one of maybe five or six. The rest, even some of the experienced guys, I won’t mention any names but it’s pretty obvious by now, just should not have the amount of unnecessary accidents they do. As I’ve been speculating, maybe it’s something to do with these new super long wheelbase cars but it strikes me as very strange that these drivers who are supposed to be the best in the world can’t get past the first two laps without three or four cars per race getting damage in pretty much every single race.

I think one of the problems with F1 is that it’s simply too good. What I mean by that is everything is so well done from the engineering to the simulation of the races that there is literally nothing left to chance, there is no unpredictability left, except if there’s a sudden shift in weather conditions or something else that could not be planned for before the race started. We normally get 2-3 races a year like that and everybody is jumping up and down over what a great race we just had. That should tell everybody something right there. But unfortunately, it’s the engineers that are running the show now as far as the technical rules go, and they won’t back down, it’s just more and more of the same. No one’s willing to give up their toys.

JT – Toro Rosso’s Pierre Gasly and Alfa Romeo Sauber’s Charles Leclerc are candidates for other drives. With Ricciardo’s departure from Red Bull Gasly is now seen as strong possibility to be a teammate to Max Verstappen. Meanwhile, Leclerc has been mentioned in connection with Ferrari for some time. Each is an example of the youth movement you mentioned.  Neither one has even completed their first season in F1.

SJ – There is no doubt that both of them are very good, I think they are future stars for sure. Just as with Max Verstappen, every now and then we get someone exceptional that pops through that little hole at the bottom of the funnel and I think both these guys are that kind. However, I think it would be foolish to throw them in the deep end with a top team this early, for the same reason I mentioned earlier. They would both fare much better where they are and gain another year of experience in a team with much less pressure and scrutiny than they would get at either Ferrari or Red Bull. If you don’t perform at your very best in every session and race the media is all over you and then the doubt start to creep in and it all goes sideways very quickly. There’s loads of examples of great drivers who never made it once they got the opportunity in the big teams, simply because it was too early in their careers. This works both ways, I don’t understand the rush from Ferrari to put Leclerc in one of their cars at this stage of his career, it will be much better for them to keep him at Sauber and let him gain more experience before they put him in the main team.

JT – In IndyCar news, Scott Dixon resigned with Chip Ganassi Racing. Scott has driven for Chip since 2002, scoring 43 of his 44 IndyCar victories with the team. He seems very content with the decision to stay at Ganassi despite offers from others including Andretti Autosport and the team McLaren may be forming. As his manager, you played a role in the negotiations. Obviously some work was involved despite the fact Scott elected not to change teams.

 Photo via: @scottdixon9

Photo via: @scottdixon9

SJ – Yes, there was a lot of talk and a lot rumors, I don’t know where some of these guys get their stories from but it was very amusing to hear some of it. So far from the truth that you have to wonder where the rumors started. Scott certainly had some strong offers but continuing with Ganassi made sense. You know Chip will always put a winning car on the grid, and that is in the end all that matters, the rest kind of falls into place. There’s obviously a huge amount of respect between the two of them and the great success story will hopefully continue for a while longer. And yes, there was a lot of work associated with it and it was quite stressful at times but as a manager you’re there to try and be objective and look at the bigger picture – all the different factors that come into play and I believe Scott made the right decision in the end.

F1 Azerbaijan GP, the latest on IndyCar & Racing Etiquette

Eric Graciano

#SJblog 95

JT – Formula 1 made its third stop of the season in Baku last weekend for the Azerbaijan Grand Prix, a street circuit event that has become a wild-card on the F1 calendar. The race didn’t disappoint, providing plenty of action and even some racing.

Lewis Hamilton inherited victory after teammate Valterri Bottas ran over debris while leading the final laps. Sebastian Vettel had dominated at the front until stopping for new tires just after half-distance. Bottas stayed out on his original tires longer and led but was expected to drop to second when he finally pitted. However, a collision between Red Bull Racing teammates Daniel Ricciardo and Max Verstappen brought out the safety car with 12 laps to go. Bottas took advantage of the safety car and retained the lead even with his pit stop.

 Photo via @lewishamilton

Photo via @lewishamilton

With Vettel running second and Lewis Hamilton in third, the race looked to be between Bottas and Vettel. On the restart Vettel tried to dive under Bottas at Turn 1. But he locked up and barely made the corner. Hamilton and Kimi Raikkonen got by and Vettel ultimately fell to fourth, struggling with flat-spotted tires that allowed Force India’s Sergio Perez to pass him for what became the final podium spot.

There was plenty more to talk about – from Force India’s Esteban Ocon clash with Raikkonen at the start to Fernando Alonso’ drive through the field in his heavily wounded McLaren. But the biggest talking point was the crash of teammates Verstappen and Ricciardo. Fans are already referring to Verstappen as “Vercraschen” and most observers are blaming the Dutch driver for yet another incident.  So, take a breath and tell me your thoughts about Azerbaijan.

SJ – Well, first I think it’s a great track. Every year since they started racing there we’ve seen plenty of action and unpredictable results. As I’ve said many times before, I think street circuits generally are the way to go. There’s more unpredictability than you have with the modern road courses with their big run-off areas and generally quite boring layouts. When you go off-line or completely miss a corner on a modern road course you can carry on without any real punishment whereas at a place like Baku, you get punished immediately if you make a mistake. We need more of that I feel, generally speaking most of the street circuits around the world, Monaco being the exception, produce exciting racing and unpredictable results. The atmosphere is great because you bring the race to the people rather than to a track miles away where people have to drive in order to get there. All the City tracks around the world have by far the best ambience, it doesn’t matter if it’s in F1, Indycar, Formula E or any other series.

The long straight in Baku, especially with the DRS, really encourages drivers to have a go, as we saw there was plenty of action in the braking zone. Tire wear wasn’t much of a factor in this race and if the teams weren’t required to make a stop by the rules, many of the drivers would have probably just carried on without any stops. What’s interesting is that at this race and most other races recently is that everyone goes for it like it’s a Formula Ford race on the first lap. I assume they all go mad because they’re all aware that’s their best and sometimes maybe the only opportunity to overtake during the whole race.

It’s extraordinary how many, what can we say…. more than opportunistic moves were made. People were banging wheels everywhere. You have to say, if these are supposedly the best drivers in the world and most of them are getting paid accordingly, it’s marginal at best. I mean a lot of guys just threw the race away almost before it started. There’s no excuse for putting the car in the barrier only a few laps into the race when you have a potential top-six car. Unforced errors at that level are hard to justify, I think. The track conditions were not easy for sure, but that is still not an excuse for throwing away a great result. I can understand if it happened with one of the rookie drivers but in some cases these are drivers with nearly a 100 GP’s under their belt. Not acceptable in my opinion. It’s interesting to note though that it’s almost the same in every series, where you have plenty of very fast drivers, they can all produce great lap-times and qualify well but there’s still only a handful that know how to race well, that have the race craft to win races and championships.

Lewis was fortunate to win this time, but the way he drove is how you win Championships. He didn’t try to force it when he knew he had a bad day but instead let the race come to him. He could easily have tried a move down the inside just like Vettel did but he didn’t and even if hadn’t won the race which of course was lucky, but regardless I think he made the best of what was for him a bad weekend. If Hamilton was lucky, then poor Bottas was extremely unlucky, as was Vettel who dominated the race until the safety car came out with 12 laps to go.

Talking about Ricciardo and Verstappen, frankly they could have easily crashed several times well before the accident if Ricciardo hadn’t given more than adequate room to Verstappen every time where close earlier in the race. It’s the same thing I mentioned in regard to Verstappen’s driving in China and Bahrain. He’s been getting away with his moves for the past three years. But now the tide has turned because every one of them is so marginal, so low-percentage. Eventually, the odds catch up with you and you can’t get away with what you’ve been getting away with forever.

I think almost every driver has been through this at some stage in their career. You do the same aggressive thing one year and you get away with every move. If you look back at all of the moves Max has made it’s been extraordinary that he hasn’t been caught out before and instead it’s been whomever he was dicing with that ended up with a broken wing end-plate or got run off the track or whatever else might have happened but Max always seemed to come out on top. But then things turn around and every move you make goes the wrong way, although he’s not doing anything different, but the tiny margins he’s dealing with all the time are now not in his favor anymore. Part of the problem when you’re constantly cutting it that fine, with one extremely low percentage move after another, is that you’re leaving your own faith in the hands of the guy you’re racing against, and none of the guys at this level will accept to get bullied forever. And, so here we are, all the “genius” moves from the past years now suddenly look clumsy and poorly executed.

At some stage I think the penny is going to have to drop for him. You’ll never ever win a championship driving like he does. He’s still young and I’m sure these past races have taught him that you don’t have to win every battle to win the war and he will no doubt win several more races and championships. But he’s got to realize that he cannot keep doing what he’s doing and hope to get away with it every time.

In this case, the crash was 110 percent Verstappen’s fault in my opinion. Once you’ve made a move in defense you can’t move again, especially not if you’ve opened the door slightly, which is what he did by swerving to the right. At that point, Ricciardo is 100 percent committed to the move on the inside, before then you could see that he was going to either go late on the outside or dive on the inside depending on the line Max chose. Once the door is open and he’s hard on the brakes at the very last moment there’s nothing he can do at that point but continue in the trajectory the car is going. If there’s suddenly an obstacle in front of you, you’re going to hit it, it’s as simple as that. And of course, Verstappen knows that, or should know that. He’s pulled the same trick several times before on other drivers, and it’s always been the guy coming from behind who got the short end of the stick, this time both were out immediately.

What I would do if was Christian Horner or Helmut Marko, instead of constantly protecting him, I would have him sit and watch every video replay of every incident or accident he’s had where he got away with it and make him see how lucky he’s been in the past. Now circumstances have changed a half-percent in the wrong direction and he’s not just costing someone else a front wing or a lost race, he’s costing himself and the team DNF’s and extremely valuable points and not getting away with what he was before. Sooner or later you will run out of luck.

JT – As a matter fact, Verstappen’s two moves in the braking zone are a violation of the FIA’s rules. And yet, the FIA stewards did not penalize him, only reprimanding Verstappen and Ricciardo, apportioning blame to both. Apparently, you’re correct. The FIA will not enforce its own rules. On the RBR team side, it seems they wanted the drivers to share blame so that Verstappen would not rack up any more points on his Superlicense.

The FIA is weak in enforcing the rules. This has been a problem for a long time now and continues to be a problem. When they issue penalties they often issue them for the wrong reasons. But when it really matters and could make people understand that “this is where we draw the line”, nothing happens. I don’t believe in the system of having a different ex driver at every race. It needs to be a consistent and well respected small group of people that are objective and firm in their decisions so the drivers always know where the line is drawn. It’s far to random the way it is now.

It’s the same on the technical side. They write a new set of rules and then three years later you have cars which have aero appendages that were never part of the spirit of the  agreement. Everyone knows this but when every team has, literally, armies of people scouring the rule book to find any loopholes and the FIA doesn’t enforce it strongly enough or soon enough, it eventually gets out of hand and then we get what we have now.

JT – One of the downsides of the race at Baku is the track organization. There were several instances where track workers looked overwhelmed trying to clear the track of cars or debris. Ultimately, the FIA’s laxness – there was a large tree branch on track for several laps, for example – cost Bottas the win.

SJ – I agree, to me it’s a mystery that Formula 1, this super-sophisticated, highest-level racing series in the world, does not have a dedicated team of track marshals that travel to all the venues. How much would it cost to do what IndyCar has done for decades where you have a well trained crew and a pick-up truck with a small jet engine on the back which they use every time there’s a safety car to make sure the track is clean and free of debris? How much would it cost to ship that to every event?

Screen Shot 2018-05-04 at 2.49.33 PM.png

In particular with modern F1 cars, it’s literally like an explosion when they hit each other. There’s carbon debris everywhere and that stuff is like a needle, the threads of that carbon-fiber. Bottas was the first one to arrive where the collision had occurred and he was screwed. You’re traveling so fast by that point that even if you see something - by that time you’ve already hit it. If there’s any piece of debris left on the track there’s no way you can avoid it.

It’s now 24 years since Senna had his accident in Imola… It’s a theory but I am convinced that he ran over the debris from the start line accident (J.J. Lehto stalled his Benetton on the grid and was hit by Pedro Lamy’s Lotus). There were shreds of carbon-fiber everywhere. It was the same thing as it was this time, some marshals picking up the debris by hand. I think he got a slow puncture which caused him to bottom out when he went through Tamburello and that’s what caused him to go off the track and into the wall. I don’t think anything broke on the car.

This is just my theory but that’s very much what it looked like to me. The point I’m trying to make is, nothing has changed in 24 years. To see a bunch of marshals running around like headless chickens at Baku, picking up debris by hand does not look good.

JT – Sebastian Vettel admitted that his attempt to pass Valterri Bottas on the late race restart wound up costing him but said it was a move he had to try. That seems a fair assessment. What do you think?

SJ – I think he knew that was his only option and in a way I admire it. I know as a driver, if you didn’t have a go, you would lie there all night replaying the video in your head wondering why you didn’t try.

Any driver worth his salt knows that if a win is possible, you have to go for it. His case was different from Lewis as he knew he had a winning car rather than just soldiering on trying to make the best out of a bad situation.

The thing is though,  the tires are so marginal these days. It’s the same point I made after the race in China. I don’t think any driver really knows where the limit is on the tires at any given point, especially not on a restart or leaving the pits. They’re hard to warm up, the pressures come up differently and there’s so many factors that come into play. You can see it throughout the races, even the cars from the same team act differently, if for whatever reason one of the cars get the tires lit up, they run super competitively for that stint and then for whatever reason the next stint the tires does not work they’re nowhere.

I’ve mentioned this before and I’ll say it again, it’s ironic that teams are spending hundreds of millions of dollars on sophisticated aero, simulations, CFD and on and on. Yet on the day it just comes down to who can get their tires to work, after all that money has been spent, it literally comes down to a pound of tire pressure or 10 degrees of tire temperature on a set of tires that probably cost less than $5000 for a set. It seems like one car can make its tires work and the other can’t. Suddenly the Toro Rosso with Honda Power can hang with the top cars. This has nothing to do with either the car or the driver, but is purely down to how well the tires are working on the day. The car doesn’t suddenly improve by seconds, nor do the drivers, it’s purely down to the tires.

JT – One of the elements that makes Azerbaijan a wild card race is attrition. There were teams, from Force India and McLaren to Sauber and Torro Rosso which might not have expected a good result. But with some retirements and good driving, they were rewarded.

SJ – Yeah if you look at the results some of the drivers definitely benefitted. In Alonso’s case, yes that helped but don’t forget he is arguably still the best racer out there. What he does with the equipment handed to him is pretty miraculous. He has the ability to really maximize every situation. When he was with Ferrari, he carried the car on his shoulders and nearly won the championship with a car that was not really a championship winning car at the time.

JT – I think seeing Toro Rosso, Force India and Sauber score points is satisfying to fans because of the frustration they feel with the fact that the majority of the F1 grid never seems to make much progress. People ask, why can’t they get it together and compete for wins?

 Photo via @schecoperez

Photo via @schecoperez

SJ – They can’t get any closer for a simple reason – the cubic dollars it takes to be at the top. The more you spend, the faster you go. It’s nothing to do with innovation or cleverness anymore, it’s just having an army of people grinding away at spending money on wind tunnels and simulations, and honing and tweaking tiny percentages on the cars. That’s the only way to gain performance, because the rules prevent any radical thinking and everyone is stuck fine tuning what you’re allowed to do within this very narrow box. The only team that have been consistently punching above it’s weight year after year is Force India, which they showed again in Baku, getting a podium finish with a car that was definitely not a top three car.

It makes you smile when you hear the constant argument that spec parts becoming parts of the cars will cause F1 to lose its DNA or creativity. There’s been no creativity in F1 for over 20 years now, except innovative developments in the areas where the rules allow it to be, but as far as any new concepts nothing has changed.

In comparison, this is where IndyCar has the technical side so right. And because of that, every team has a chance to get it right on race day and actually win. If you have a top driver, some clever engineers in theory any of the teams could win.

There’s not much you can do to the cars in IndyCar but ironically, it’s very much the same in F1. The big difference is that every team in F1 has to be responsible for making everything on the car on their own. But there’s so little that you can do to the cars by the rules in F1, in terms of any new concepts, that it’s become like a spec series in many ways in as much as all the cars eventually end up looking the same as the rules don’t allow the teams to go a different route even if they wanted to. The engine rules are the same for everyone in that there’s only one concept of engine and every manufacturer have to fine tune and hone every aspect of that one concept in order to get an edge on the competition.

JT – The F1 rules for 2021 continue to be hotly debated. Recently, the F1 Strategy Group and the F1 Commission agreed to increase the race fuel allowance from 105kg to 110kg in 2019, in order to help drivers “be able to use the engine at full power at all times”.

It’s part of F1’s effort to increase overtaking and apparently the teams are also helping with “extra CFD research”. It seems ludicrous that F1 would need to conduct CFD research to understand how it might increase overtaking. A common sense reduction in downforce would surely help and be a simple low cost solution.

As a first initiative, this past week a new aerodynamic rules tweak for 2019 has been implemented which is meant to help cars following each other and improve the overtaking situation. Is this another knee jerk reaction and if so, do you feel this is a move in the right direction?

SJ – Yes, I agree it is very much a knee jerk reaction after only a couple of races into the new season.  You can see recent illustrations of that if you look at F1 going to this higher downforce formula last year to make the cars go faster because it was decided they weren’t quick enough at the time. In part, it was a reaction to the fact that the GP2 or F2 cars’ lap times were getting too close to F1.

 Photo via @autosport

Photo via @autosport

So what happened? Collectively they spent probably $100 million per team across the board – if you figure it’s $300 million for the top teams to maybe $30 million for the back of the grid - to develop cars for the new rules with more downforce. So in total it cost the entire F1 paddock close to a billion dollars for this new car to make it go about 5 seconds per lap quicker just so they have a faster lap time than a GP2 car, or to get closer to the lap times they did some years before the Hybrid Formula started.

Consider instead, if you had put a smaller front and rear wing on a GP2 car that probably would have cost less than $50,000 per car which would slow them down by 3-4 seconds per lap. So basically you’re talking a billion dollars to make the F1 cars go faster for that purpose or a couple million at most to slow down the entire grid of GP2 cars.

And in the end, who cares, the difference is completely irrelevant on track. It’s complete and utter madness. Yet no one seems to want to  budge, no one’s backing off. The part I don’t understand is if the money flowing into F1 stays the same as it is now - and there’s no reason why it can’t be - but everyone spend a third of what they’re spending now surely the other two thirds would be profit.

That would have to be good thing in my mind, and the valuation of every team would go up accordingly and actually make the teams worth something again.

JT – IndyCar returned Barber Motorsports Park for what was unfortunately, a rain-delayed race. Josef Newgarden pitted from the lead early for wet tires and that proved to be the right move. He eventually regained the top spot when late stoppers like Sebastian Bourdais and Scott Dixon couldn’t survive anymore on slicks in increasingly wet conditions.

SJ – Yes, Scott was on the right strategy and had it not started raining more heavily, both he and Bourdais would have been looking pretty good for the win.

JT - A week before Barber, IndyCar ran the Long Beach Grand Prix for the 35th consecutive time. Alexander Rossi dominated for Andretti Autosport, winning from pole position. As usual the crowds were large, proving that the event remains a highlight on the IndyCar calendar.

 Photo via @scottdixon9

Photo via @scottdixon9

The race wasn’t as positive for Scott Dixon who finished 11th after starting from 4th. Scott ran 3RD and 2nd for much of the race until past halfway when a car hit the wall in turn 10. Dixon and Sebastian Bourdais immediately ducked into the pits but according to IndyCar they entered pit road just as the yellow flag flew. Bourdais was told to drive through the pits and continue around. But Scott was called in and stopped for service. That broke the rules and he was issued a drive-through penalty.

What did you think of the race and Rossi’s dominant performance?

SJ – Long Beach is always terrific. There was a great vibe in the paddock. It’s really become the number two race of the season next to Indianapolis. So many people come out for the race and the crowds are great.

The new cars are racing well and everything I hear in the paddock is very positive about them, from their looks to the sounds they make. Everything is going in the right direction in that area I feel.

Rossi has obviously done a phenomenal job so far this year. He’s got things dialed in very well right now. It’s interesting, with the new car some people seem to have found the magic bullet and others are struggling a bit more than what we’re used to seeing.

The pit stop for Scott was obviously a disaster. The sequence of events did make it difficult though. You had one second to make a decision basically with a lot of factors to consider. It was extremely unlucky both for Scott and Bourdais. The yellow came out literally as they were turning to enter the pits. They really had no choice because they were both on fumes at that point. Scott couldn’t have done another lap if he’d wanted to. Bourdais went through and had to come right back for tires but they pulled Scott in and put tires on. So he got a penalty. It just didn’t work out. If the pit stop had gone as planned I think he had 2nd place locked up.

JT – You’re part of the history at Long Beach. Your first race there was in 1993. You qualified 5th and started alongside Mario Andretti who was 6th. The field was 28 cars! That must have been amazing. What’s your memory of your first Long Beach GP?

 Photo via @sjohanssonf1

Photo via @sjohanssonf1

SJ – I loved the track from the first time I drove it. I’ve always liked street circuits but particularly these kinds of circuits (including Monaco) where there’s a lot of precision and you need to find just the right spot where the grip is, which is not always on the correct racing line. Once you find the right rhythm and the right places to be fast you pick up so much time. It’s a really fun track to drive and race on.

Yes, there were almost 30 cars out there. But at that time a lot of the IndyCar races were like that. It was great. Unfortunately Mario and I collided before we even got to the start line. I was so bummed too because we tried a really wild thing in the morning warm-up. It was something we used to do when we raced at Hockenheim before they had the chicanes in F1. We’d take the Gurney flap on the rear wing and reverse it so that you put it behind the main flap on the rear wing. It gave the car just a little more lift on the rear which didn’t affect the low speed grip that much but made it a lot faster down the long straight.

We didn’t lose much grip in the corners but the car was like 7 MPH quicker than anything else on the straights. I thought, ‘I’m gonna win this race!’ There was no question about it and what happened? I didn’t even get to the start line!

SJ – Finally, let’s talk about racing etiquette a bit. For fans, it’s fun to wonder about some of the fine and not-so-fine points of racing on and off-track. Few people race professionally and fewer still do it at the top level like you did.

Great pressure and great fun come along with that but like in any profession there’s a certain etiquette about how you handle a range of situations. Let’s start that conversation in this blog with this question:

How do you handle a situation in which your car, through no fault of your own, experiences a mechanical/electrical/software failure during a race and cannot continue? What’s the etiquette for the driver?

Do you throw your hands up in the air, pack up and bolt away from the track as quick as possible without a word to anyone? 

Do you stay and commiserate with the team/owner for a while?

Or do you find a convenient lawn chair and get a sun tan trackside like Fernando Alonso during the 2015 Brazilian GP?

 Photo via Sky Sports

Photo via Sky Sports

SJ – Usually you just want to get out of there as soon as you can and get home. That’s what you normally try to do. But I always made sure I thanked every person in the team individually before I left the track. It depends on the schedule of the race and other things but I remember when I drove for Ligier in F1, for example.

 Photo via @sjohanssonf1

Photo via @sjohanssonf1

The car was such a dog that you never knew what weekend would be like. I used to have three different flights booked at every race. One was on Saturday evening in case we didn’t qualify for the race,  another was on Sunday afternoon if the car broke down early in the race and then one on Monday morning if we managed to finish the race!

Of course everybody on a team is bummed and pissed off if something like that happens and I think everyone just feels the same way – you just want to get the hell out of there. Then you regroup on Monday or Tuesday afterwards and you go through everything and analyze what went wrong and try to make sure it doesn’t happen again.

JT - To make this extra fun, let me ask a related question.

Let’s say you’re co-driving a sports car, maybe a prototype at Le Mans, and a co-driver wrecks the car in the Porsche curves – just wipes it out. What’s the etiquette for the driver/s who were not driving in that situation?

Do you commiserate with the co-driver then leave?

Do you want to strangle him and then leave?

SJ – Ha! No… absolutely you commiserate generally, although it depends a bit on the circumstances. I’ve had some teammates who you just want to strangle of course but at the time you give them the benefit of the doubt at least.

Every driver on the grid is a different individual, a different personality. Some guys are just great and we’re all trying hard and accidents happen from time to time. Less often you have a teammate who’s arrogant and blames everything and everyone around them, and it’s never their fault. So there’s no fixed code for that. But I’ve certainly had occasions where I’ve felt like strangling my co-driver and I’m sure there’s been times where they felt the same about me! But in the end, I’ve been lucky to have been teamed with not only some of the greatest drivers in the world but also some really good human beings in general. The camaraderie when you share a car at Le Mans for example is something really special and those moments is something I will treasure for all my life.

F1 Australian GP, the 'Wow' Factor in Racing & Testing the New F1 HALO System in VR

Eric Graciano

#SJblog 94

JT – The first grand prix of the 2018 Formula 1 season is in the books. Sebastian Vettel scored a surprise victory for Ferrari at Australian Grand Prix after a virtual safety car period. Having stayed on track longer than Lewis Hamilton and teammate Kimi Raikkonen – both of whom had already made pit stops - Vettel leap-frogged the pair by pitting under the VSC. He emerged in the lead and held it to the finish. Hamilton, who had led from the start until his pit stop, was unable to seriously challenge Vettel. Raikkonen finished 3rd.

There were just five overtakes in the race with multiple drivers complaining that they could not overtake other cars because of aerodynamic turbulence and power unit/engine overheating concerns. Fan reaction has been overwhelmingly negative following the seasons’ first contest. Red Bull racing’s Max Verstappen agreed, calling the race “Completely worthless. I would have turned off the TV.” What did you make of it?

SJ – Yes unfortunately, it was just more of the same thing we’ve had for the last few years. And why wouldn’t it be? Nothing has really changed. The cars have even more downforce than they had in 2017 and the formula remains the same, so it’s inevitable that there will be less passing.

While the result of this race may not have shown it due to other circumstances, the worry is that Mercedes looks even stronger compared to the rest than they did last year. It seems like they’re almost back to the advantage they had in 2016.

 Photo: @ValtteriBottas

Photo: @ValtteriBottas

Track position is everything now, even more than it used to be, and there’s no doubt that the Mercedes are the quickest cars. But no one, no matter how much quicker they were than the car in front, could pass. [Valtteri] Bottas for example struggled to pass even the much slower guys in front of him. It’s a real problem and anyone involved in the decision making process of the new rules should have seen this coming. Which ponders the question, how did they arrive at this solution as the final answer to whatever the problem was they were trying to fix in the first place. Was it the trade-off between faster lap time and less passing? And if so, why did faster lap times win over less passing. Or could it have been that they simply didn’t know that more downforce will produce less passing? Hard to believe, but not impossible. Unless they forgot to ask any driver who’s ever raced high downforce cars, that it becomes almost impossible to pass? It seems incredibly obvious to me that more passing and subsequently more interesting racing to watch would have won that argument hands down, but it didn’t and here we are, with everyone now complaining about the lack of passing.

 Photo: @ScuderiaFerrari

Photo: @ScuderiaFerrari

JT – The track position point you make is on target. Bearing in mind Mercedes’ performance advantage and the continuing difficulties drivers are having overtaking other cars because of turbulence, fuel-saving - and now it appears, power unit temperature management issues - in the likely event that Mercedes qualifies up front they will just walk away from the field consistently. Do you agree?

SJ – Yes, at this point this isn’t exactly news to anyone. For several years now it’s been evident that the ever-increasing downforce just isn’t the way to go. It ruins the racing. You can get to within three or four car lengths of the guy ahead and then you’re basically stuck, no matter how quick your car is. As soon as you get any closer you lose all front grip and it’s now so bad that even when you’re within DRS range you still can’t get close enough to have a go at the end of the straight. The problem is worse in F1 than any other category because the aerodynamics are so sophisticated.

 Via @F1Circle

Via @F1Circle

And the engine issues, well, I could never understand the logic of only being able to use three engines per season. I don’t understand what purpose this serves in the bigger picture of Formula One racing, I assume the original intent was to cut the costs, but as we have seen so many times before, all it did was the exact opposite, making the costs go through the roof. When Lewis saw he couldn’t have a go at Vettel, he simply backed off to save the engine, effectively giving up trying to win the race with some laps to go. It was the right thing to do in the circumstances, but had there not been the issue of the engines having to last he could have kept pushing as hard as possible right to the end in the hope that Vettel would have made a small mistake which would have given him the chance to pounce on him with a lap or two to go. But with the risk of getting grid penalties towards the end of the season teams now have to weigh up the pros and cons of having a go, or to wait for another day. It’s hard to understand the logic behind all this at times.

 Photo: @MercedesAMGF1

Photo: @MercedesAMGF1

It has never been more expensive than it is now for the smaller teams to buy an Engine program. If there had been a simpler engine formula there would have been several companies capable of supplying a competitive engine. But with the combination of the Hybrid component and the fact that the engines have to last so much longer which means the use of extremely expensive materials and subsequent development cost has made it impossible for any independent company like Cosworth, Mecachrome and several others to even contemplate to compete. This in turn have given even more power to the big manufacturers as they now literally control the entire grid. And as history will tell you, sooner or later they will ruin every championship they compete in, as when it doesn’t serve their purpose any longer they’ll be gone, literally overnight.

We can see the start of this happening now, with the big boys starting the posturing with Liberty about the new rules, and the deals they all want going forward. It will be interesting to see how all this unravels during the course of the year.

The main priority in my opinion though, is to make sure the engineers are not involved in the decision making of the technical rules. Otherwise, nothing will change. They just want more of the same.

They need someone who really understands Formula 1, both from the FOM (Liberty) side, but more importantly also from the FIA side, someone who has a complete handle of the bigger picture and who is respected by everybody to formulate a new rules package that makes sense from a sporting, economic and technical point of view and then just say “these are the new rules, take it or leave it.” From the Liberty side Russ Brawn is, obviously the right person for this job, he seems to have assembled a great team of very competent people around him so let’s hope that the decisions they eventually come up with will take things in the right direction. I have my doubts however, that they will go all the way needed and it will end up being some form of a compromise as there will be pressure from the manufacturers and the FIA to stay politically correct and relevant to their agendas. The most important aspect of all this, and I think this is where it’s often failed in the past, is that the FIA have simply not been strict enough or fast enough to enforce the rules when someone is pushing the envelope on what is allowed or not. Every one of the top teams have several people doing nothing but scan the rule book to find loopholes in the rules in order to gain an advantage.

The danger is that there will be a combined knee-jerk reaction by the FIA, the teams and Liberty. The increase of downforce for 2017 was kind of a knee-jerk reaction to the fact that the GP2 cars were nearly as quick as the F1 cars at some tracks in the previous years and they felt they had to do something to make the lap-times look more respectable. The Halo was a knee-jerk reaction to the accident of Jules Bianchi.

So now the cars are several seconds per lap quicker, but who cares? It’s irrelevant because they’re only quicker mid-corner and actually a little bit slower on the straights. So the spectacle is no different, in fact it’s worse as all they’ve done is making the passing even more difficult, and the cars look more and more ugly each year because that’s what the aerodynamics dictate.

I think what is missing more than anything right now is the “Awesome Factor”. I feel that’s what’s needed more than anything in motorsport in general but particularly in F1. They need to somehow get the “Awesome Factor” back. Right now it’s only awesome in the sense that the technology is absolutely amazing, but unless you’re a complete geek no one can appreciate it and you certainly can’t see it when the car is running.

People who aren’t die hard motorsport fans need to be able to see right away, cars that will blow them away and when they watch the racing, it should be “Wow! This is something else!”

At Indianapolis for example, you go to the 500 for the first time and you’re just blown away at the speed the cars are doing. They come by you so fast that you can’t even focus on one car easily. You have to kind of lock-in on it and follow it with your eyes as they’re all ripping by in a blur. That’s cool!

Every person I’ve taken to see the Indy 500 for the first time – including myself - they’re all like “Wow! That is unbelievable! Holy s___t, that is fast!”

That’s what people dig. They don’t care if a car is a few kilometers quicker in a hairpin or a chicane, no one can appreciate that, except maybe a few die-hard fans but they will show up no matter what anyway.

JT – F1 is experiencing a quantifiable decline in viewership and a palpable decline in interest from people who were once enthusiastic about it – never mind the series’ challenge in attracting new fans. As mentioned, the reaction from fans and drivers alike to the first grand prix of this new season has been overwhelmingly negative. Do you have any hope that Liberty Media and F1 will create a new formula that solves the problems we’ve discussed for several years now?

SJ – I just want to say first of all that it bothers me that we have to always sound so negative, I’m a very positive person as anyone that knows me will agree to. But unfortunately, if we are to have an open and honest dialogue about these things, it inevitably ends up this way. To answer your question, at this point no, and it worries me a great deal. No one in F1 seems to be willing to take their foot off the gas in terms of the crazy aero development war that has been going on with increasing lunacy for years now.

No one, or at least very few, care about sophisticated aerodynamics or hybrid powerplants? What’s important is good racing and spectacular looking cars, where people can visually see and appreciate the skills of the best drivers in the world giving it all they’ve got. Having all this technology constantly and needlessly applied to the cars over several years has killed the racing and sent the costs through the roof - absolutely unnecessarily. There’s no benefit to anyone from it, there’s no innovation involved, no creativity. It’s just pounding away at the same old worn out concept, gaining a tenth of a percent here or there.

Especially as there are so many different and far more relevant ways that they could achieve speed or make progress. That’s what’s so annoying. When you have road cars with more horsepower than F1 cars now, with higher top speeds, with other aspects of technology that are more advanced in many areas – F1 isn’t the ultimate anymore.

Instead it’s going down a path of political correctness that will eventually ruin the sport if it’s not careful. The key point in every one of these discussions about new rules, sporting regulations etc, should always be; will this improve the racing, will this make it more exciting to watch. If we loose the main ingredient of why people tune in to watch, it’s difficult to make anything work from there.

JT – A story this week quotes Mario Andretti as saying that F1 missed out on the opportunity in 2017 to adopt “pure” open wheel cars as IndyCar did for 2018. Referring the decrease in downforce and simplicity of design of IndyCar’s universal aerokits, Andetti said…

“They’re doing the right thing with the aerodynamics of the cars and coming back to a more of a pure-looking single-seater, open-wheel car which I think was something all of the open-wheel aficionados wanted to see.”

 Photo: Mario Andretti (Facebook)

Photo: Mario Andretti (Facebook)

SJ – Mario’s is absolutely right. He’s saying the same thing I’ve been saying all along. Everything IndyCar’s been doing in this regard lately has been great. The cars look good and the racing, as we saw in St. Petersburg, (the 2018 IndyCar opener) is terrific.

Can you imagine if the Australian Grand Prix had the same amount of action IndyCar had at St. Pete? People would have gone bananas. IndyCar provides the best racing out there, no question.

They’ve done the right thing with the cars and it doesn’t need a lot of thought. Limiting downforce is the obvious first thing to do and it has to be done in nearly every category. I’ve been saying it for years now and I’ll say it again, aerodynamic downforce has run its course in racing. I don’t know why it’s taking so long for the penny to drop and for everyone to realize that it ruins the racing, at a cost that makes nearly every form of motorsport several times more expensive than it needs to be.

Not only that, it creates ugly cars. The current F1 cars are just not attractive looking cars. They look weird with their long wheel base, little balloon tires and aero bits hanging off the sides everywhere you can find a space to hang something. Just like the previous Indycars did.

So well done to Jay Frye and his team at Indycar for listening to the right people and making the right decisions, Indycar is on the right path and I sense a lot of positive momentum in the series at the moment.

JT – Speaking of looking ridiculous, there has been widespread criticism of the “Halo” safety device now mandatory for F1 cars.

Fans detest it and it makes identifying drivers more difficult because the Halo blocks any view of their helmets. But you did a test with CVC Simulations recently (watch video bellow), driving a virtual F1 car with the Halo and concluded that it doesn’t hinder driver visibility. Apparently that’s correct because as yet there have been no complaints from drivers following the Australian Grand Prix.

SJ – Yes, from the driver’s point of view it’s really not a problem. The Halo does make it hard to see who’s in a car though. The drivers may as well not bother painting their helmets. They’re just not visible anymore. It’s there for a good reason of course, but I wish as time goes by they will be able to come up with a better and more esthetically pleasing solution.

JT – Looking at the performance of the rest of the grid apart from Ferrari, you’d have to conclude that no one is even within shouting distance of Mercedes. There was improvement from some of the mid-field runners including McLaren.

Fernando Alonso finished 5th with teammate Stoffel Vandoorne coming home 9th. The Haas F1s of Kevin Magnussen and Romain Grosjean were looking very good in 4th and 5th until identical mistakes in pit lane ended their races.

 Photo: @McLaren

Photo: @McLaren

Meanwhile, the mid-field standout of the last few seasons – Force India – looks to have declined the most in performance. Williams and Toro Rosso Honda are now back-markers along with Sauber Alfa Romeo.  What are your thoughts on these teams?

SJ – Force India has kind of been the miracle team of the last three years, punching well above their weight each year. Teams always rotate from year to year in the midfield group. Every now and then a particular team gets it right and sometimes they themselves don’t necessarily know why they got it right. The chances that Force India would be the leader of that pack yet another year with their relatively limited resources are slim and it seems that Haas may now be in that situation this year. They definitely look like they’re the closest mid-pack team to the front runners. They were very impressive throughout the pre-season testing and again in Australia until halfway through the race when everything came apart for them. It’s looking very encouraging for them going forward, although the first 3-4 races are always the “easy” points as everyone eventually catch up as the year goes by.

 Photo: @ForceIndiaF1

Photo: @ForceIndiaF1

Of course, now everyone’s moaning about them being a Ferrari “clone” but as I’ve said from day one of their program, so what?

If I was to start a Formula 1 team, the way Haas has done it is absolutely the way I’d go. If the rules allow it, why wouldn’t you do that instead of throwing away tens of millions of dollars on hiring people and doing your own development when you can get the same or most likely a much better solution from one of the best out there. I’m just surprised more teams aren’t doing the same thing.

Williams seems to be just continuing its downward spiral. It’s sad because they have such great history. But it doesn’t look like their performance is going to change much any time soon. Toro Rosso is struggling although I still believe that Honda will eventually get it right as long as they stay committed, and when they do I think they will be very strong. I was hoping Sauber would be the team to make the big jump this year with the Alfa Romeo connection and I’m sure increased technical support from Ferrari. Maybe it’s too soon for whatever changes they’ve made to take effect, but it doesn’t look great judging by the pre-season testing and the first race.

I think Bottas is really starting to feel the pressure now at Mercedes. And I think it emphasizes again how good Nico Rosberg was. People are still reluctant to give him the credit he deserves. Lewis is clearly one of the best the sport has ever seen and for Nico to be so close to him all the time, and then to do what he did - to beat him - was impressive.

I think Bottas is in a situation now in which a lot of guys have found themselves over the years. The difference between being a really promising driver in a midfield team and a proven, top line in a top team – you never see that until a driver gets thrown in the deep end at places like Ferrari or Mercedes or Red Bull and previously, McLaren. It’s not enough to be promising when you’re in teams like that.

You can’t just have the odd great practice session or qualifying or a few great races. You have to deliver every time you step into the car, you’re expected to be right at the top of your game every session and every race. So we’ll see if Bottas can raise his game and match Lewis speed in the coming races.

JT – As we’ve already mentioned, the IndyCar season is now underway as well with the first race, the Grand Prix of St. Petersburg, having run in mid-March. It was very competitive with not only the established star drivers running quickly but a very fast group of rookies pushing them and sometimes surpassing them.

The new drivers and teams in IndyCar are creating excitement alongside the new universal aerokit and it looks like there should be a very intense, very interesting fight for the championship this season. Do you agree?

SJ – Yes it’s definitely exciting with some fresh blood and a pretty good shakeup among the ranks. Ganassi had issues with maybe not playing strategy quite right during qualifying and Team Penske wasn’t really where you’d expect them to be either all weekend. The powerhouses of the past weren’t really where you might have expected them to be, but the thing is there are really no weak teams in IndyCar anymore. They’re all pretty damn good. They’ve all improved and what you’re allowed to do to the cars with the new kit is limited, which means that any of the teams who get’s it right on the day has a chance of winning. That’s a good thing and the racing shows it. It really is a case of who can get things right on race day, which Bourdais showed again winning from way back on the grid in the Dale Coyne car.

JT – That parity among teams together with the fast crop of young drivers coming into the series is creating competitive pressure on all of the drivers. Routine decisions about qualifying, racing or passing aren’t quite as routine as they were and it’s challenging even the best drivers. You could see that at St. Petersburg with the mistakes that top guys like Scott Dixon and Will Power made.

 Photo: @ScottDixon9

Photo: @ScottDixon9

SJ – Yes, absolutely. It’s going to be a good fight as you say and the cars look like proper race cars again. I think it caught everyone a bit off guard at St. Pete how difficult and different the cars are to drive now compared to what they were. It’s definitely going in the right direction.

JT – In addition, to St. Pete you were also on hand at Sebring for the 12 Hours with Scuderia Corsa. Cooper MacNeil, Alessandro Balzan and Gunnar Jeanette in the #63 Ferrari 488 GT3 had a very good race. They pushed hard to finish 2nd in the GTD class, beating some very strong competition. Unfortunately their teammates – Townsend Bell, Bill Sweedler and Frankie Montecalvo in the #64 sister car – were out of the race early when a P2 spun in front of Montecalvo in Turn 17, leaving him nowhere to go.

 Photo: @ScuderiaCorsaFerrari

Photo: @ScuderiaCorsaFerrari

What did you think of the team’s performance and the race in general?

SJ – The guys in the #63 did a great job. The accident for the #64 was a strange one and the damage was pretty significant. It was a very unfortunate thing to have happen that early on in the race. It was no fault of anyone really, just one of those bad luck situations where everything went the wrong way. There was really nothing Frankie could have done to avoid it.

The prototype battle was pretty good and the pace was quick. It was close too although the P2s seem to be behind the DPis with the BoP. The cars that came from Europe and the P2s that are in the series with the Gibson engine – they just can’t run with them.

The GTLM BoP was a bit ridiculous too. The car that hadn’t been anywhere near the front at Daytona is now the fastest all of a sudden? It’s the same old problem with BoP. There’s only ever one car or team that’s happy and they normally stand on the top of the podium, everybody else feel they’ve been screwed. There has to be a way to create a formula where you build a car, have competitive racing and may the best man win. If you want to compete, you’ve got to build a car you can compete with, period. I know some manufacturers that’s just stopped doing any form of development work as it makes no difference any more, if they go faster they just get slapped with another BoP penalty.

I’m repeating myself again, but why not un-restrict the GTLM cars and just forget the prototypes. The GT cars are so good now and their speed unrestricted would be more than sufficient even for a place like Le Mans. You’ll easily get a ten second improvement per lap the ACO keep talking about if you let the cars run to their full power potential, give them some better tires and maybe 10 percent more aero. The Ferrari 488 have nearly 300hp more in their road-car than the race car, that alone is probably worth close to 6 seconds around a place like Le Mans.

Put all the top drivers in them and it would be awesome. You would have just about every manufacturer of sports or supercars there and they would all have to build a road-car version of the car they compete with, that would be homologated accordingly. They would sell out that Le Mans limited edition street cars they build easily. For instance, there’s a three-year wait list for the Ford GT. They could all do the same thing. Aston Martin, Ferrari, Porsche, Audi, BMW, Lamborghini, McLaren, Corvette – they could all build a Le Mans based supercar and go for it big time. It would make a lot more sense in my opinion if any of those cars could win outright than the few prototypes that are now competing for the overall win.

Everybody would compete under the same rules, no BoP, and may the best man win.

JT – Formula E reached the halfway point of its season with the recent Punta Del Este E-Prix in Uruguay. Jean-Eric Vergne won, taking his second victory of the season and stretching his points lead in the championship over Felix Rosenqvist who took the checkers in 5th. Felix struggled with technical problems during the race, correct?

SJ – Yes, he had some problems in qualifying but he drove a good race. The sensor for the beacon which relays his energy state to the pit wall broke. So he had no idea where he was in terms of battery power consumption and he had to be very conservative.

He reckoned he could have gotten a podium finish if he had been able to attack all the way through the race and not lift and coast so much. When they got the car back in the pits after the race they looked at how much battery he had left and there was plenty left. He could have gone much harder if he had known.