Contact Us

Use the form on the right to contact us.

You can edit the text in this area, and change where the contact form on the right submits to, by entering edit mode using the modes on the bottom right. 

         

123 Street Avenue, City Town, 99999

(123) 555-6789

email@address.com

 

You can set your address, phone number, email and site description in the settings tab.
Link to read me page with more information.

johansson-eyes-helmet-cockpit-sign.jpg

#SJblog (source page)

Filtering by Tag: Alexander Rossi

Red Bull, Honda and Verstappen, Beginning of a New Era? Exciting Races in Both F1 and IndyCar

Eric Graciano

#SJblog 103

JT – Formula One has staged three Grand Prix since we last chatted for the blog. The most significant news off-track is reporting that the FIA and Liberty Media plan to adopt ground effects for the 2021 cars. The goal is to do away with many of the complex aerodynamic devices found atop the cars currently. Instead there will be a simplified, less sensitive front wing and a series of Venturi tunnels feeding a deep twin diffuser that will produce much of the car’s downforce. The concept is reminiscent of the ground effects F1 cars that raced between 1979 and 1983, and similar to what the Dallara’s currently fielded in Indy Car employ to produce downforce. 

The FIA says the combination of ground effects, simpler aerodynamics and front wheel deflectors will all work together to help cars to follow each other much closer. In addition, the series will feature low-degradation tires that have far less drop off than the current high-degradation tires from Pirelli. The changes are similar to what you have been arguing for, for several years now, though they don’t go as far. What do you think of the changes?

red-bull-ring-logo.jpg
Silverstone-Logo.jpg
hockenheim-ring-logo.jpg

SJ – Some of the points in their plan are similar what I’ve been suggesting for a while, which is not surprising as it’s just common sense really. What’s interesting is that they (Liberty Media] actually did the exercise that I’ve been asking about for some time now – which is to paint all of the cars white and then see if anyone can tell them apart. Apparently there were only three people in their office who could tell the difference between them. I think the comments I’ve made for a while are now becoming clear to lots of people, I’m not trying to say that I’m the only who thought of this as I’m obviously not, but if the engineers and technicians can’t even tell the cars apart it’s safe to assume that not very many of the millions of fans will be able to.

Their proposal to maintain the level of downforce with more ground effects rather than getting all of the downforce from the top of the car looks better but I still think as long as you have a car that relies primarily on aerodynamics for its performance – which the cars will even with ground effects – I don’t think you’ll ever get rid of the problem of turbulent air. Computer modeling, wind tunnels and everything else the aerodynamicists have can never simulate well enough what’s going to happen in the real world. Once cars are on track together there are so many factors which upset the ideal circumstances they have when they use CFD (computational fluid dynamics) and wind tunnels.

I still strongly believe that a huge reduction on aerodynamic downforce which is then countered by less weight, more tire grip and more power is the way to go to retain the same performance we see now but with much better racing and more interesting cars to watch both on the track and estethically.

JT – Apparently, F1 hopes to reach agreement with teams about the new rules by September 15. But how likely is that? And how much of what they’ve proposed will be negotiated away?

SJ – If they’re waiting for a set of rules that everyone will agree on, it will never happen. They can continue to have meetings until the year 3000, and nothing will change apart from some minor pointless details. They need to get the teams and the engineers out of the decision-making process. It should be up to the governing body and the commercial rights holders to come up with a set of fair rules that make sense to everyone who participates, not just the top two or three teams – something that’s more controllable and makes sense financially for all participants. If the teams don’t trust the people that is running the championship they shouldn’t take part in the first place. As soon as the teams get involved it’s inevitable that they will serve their own interests first and as such we end up with a grid-lock and eventually a set of rules that is full of compromises mostly in order to please the manufacturer teams. Teams and manufacturers always come and go, Ferrari being the only exception, which makes it even more important that they will come up with a well thought out set of rules that will stay in place for a considerable amount of time, as this is always the best way to control both the level of competition and the costs. Rules stability have always proven to be the most efficient way for a successful series.

JT - The races at Red Bull Ring, Silverstone, and Hockenheim featured more action than the season’s preceding eight races. Red Bull racing’s Max Verstappen took the win in Austria after overtaking Ferrari’s Charles Leclerc two laps before the checkered flag – the first victory for a team other than Mercedes in 2019.

In England, Lewis Hamilton won, taking his seventh victory in 10 races. Teammate Valtteri Bottas led from pole and looked to have control of the race until a safety car was called for Antonio Giovinazzi’s Alfa Romeo which spun off. Hamilton dived into the pits, essentially getting a free pit stop, and leap-frogged Bottas. Behind, Charles Leclerc and the two Red Bulls fought for the podium. 

In Germany, rain came, leading to a variety of errors from drivers and teams. Max Verstappen survived a spin and five trips to pit lane for wet, medium and dry tires to win the race. Mercedes’ Hamilton and Bottas both spun off track in the wet with Bottas’ off ending his race. Hamilton finished 11th on track after multiple offs and a penalty for entering pit road beyond a cone denoting its limit. Post-race penalties to the Alfa Romeos of Kimi Raikkonen and Giovinazzi promoted him to 9th. Sebastian Vettel stayed on track to finish an unexpected 2nd after starting from the back of the grid. Toro Rosso’s Daniil Kvyat rounded out the podium with Racing Point’s Lance Stroll finishing 4th.

Following the races, Liberty Media’s Ross Brawn said the excitement they provided was a great response to the “vitriolic criticism” of F1 this season. But of course, the only reason Hockeheim had any “excitement” was because of rain. What’s your impression of the last three races?

SJ – Yes, the last three have all been terrific races with plenty of action and some surprising results, especially the last one at Hockenheim. F1 typically has two or three great races every year – always when the unknown enters into them - weather conditions or something else that can’t be simulated or predicted beforehand. Taking the predictability out of the racing is exactly what we’re looking for. The race at Hockenheim was a classic example of this. It was simply that the rain came and went and the teams had to adjust accordingly. Most of them got it wrong at least one and some of them many times. I think they changed tires like five times. But nevertheless it turned out to be a very entertaining race to watch, with several surprises in the end result. It’s great to have a race like this once in a while regardless of what the category is, but wouldn’t it be great if every race could come down to drivers competing hard on the track in equal cars, and different strategies on both fuel and tires played a big part of the end result. 

Austria started out being kind of boring and then it came down to the tire situation. Verstappen was on fresher tires and he was catching everyone hand-over-fist. At every race, whoever can make the tires work is so much quicker than the rest. The Red Bull chassis are always very  good too and the Honda engineers are really starting to get the job done.

I think this result is the beginning of a new era. As I said a year ago when the switch from McLaren to Red Bull happened, eventually Red Bull, Verstappen and Honda will dominate, probably for four or five years once they get it right, which they will. When Honda is committed they always get it right in the end, and once they do they are very hard to stop. I think the combination of Verstappen, Red Bull and Honda might be the new Dream Team that will be very hard to beat in the next 5 year period, as long as all the main people stay committed. 

Ferrari continued having their problems at Hockenheim too. Both cars had issues in qualifying for Hockenheim and then in the race they were better. Vettel did a great job moving forward with some brilliant moves especially in the first few laps. Leclerc got schooled by Verstappen in Austria and realized he had to roll up his sleeves and get a bit more aggressive. I think he did a great job at Silverstone (Leclerc finished 3rd) but obviously he made a mistake at Hockenheim, like several others did in the same spot. I think they all got caught out by how incredibly slippery the track surface was once you got into the runoff area, under normal circumstances theirs is no real change in the grip level once you go into the runoff, but here it was like ice.

There was more dicing at Silverstone and the Red Bull Ring. Maybe it’s the nature of those tracks because they’re fast and flowing. There aren’t really any stop-and-start corners at either track. And with the amount of downforce the cars have now, you don’t really have to be on the racing line to carry the speed through the corners. It’s almost like oval racing, the way they drive around some of these corners – one car on the outside and the other on the inside, doing the same speed. Normally if you’re not on-line you lose your pace. We’re seeing some outside passes that we didn’t see before at a few of the tracks, which is great to watch, so maybe the high downforce is actually working better in that regard at these specific tracks and corners. It certainly provided some great racing and passing.

Bottas did a good job at Silverstone but the safety car just came at the wrong time. It certainly worked in Lewis’ favor and he obviously got a bit lucky which he admitted. But when things are going your way, almost everything you do seems to work. When they’re not, everything you try seems to go wrong. Vettel on the other hand is definitely on the flip side of that cycle. I also don’t think Vettel is comfortable with the car now. 

I don’t think he’s ever been really comfortable with the cars of this era – the hybrid cars. They clearly don’t suit his driving style. I don’t think he can get the cars to operate the way he wants them to, to have confidence and be comfortable with them. The Red Bull he had with the blown diffuser and everything, it obviously suited his driving style perfectly.

JT – You think Mercedes set up was wrong for both drivers at Hockenheim?

SJ – It looked to me like Hamilton and Bottas had very similar problems. They went off at the same corner in almost identical circumstances where the rear just snapped without even a wiggle, it just went into a full spin immediately. That would lead me to believe something wasn’t right with their cars. Whatever set-up they had was affected worse than anyone else, maybe the car bottomed out in that particular spot or something else went wrong. It seems strange though that both drivers would do identical mistakes in exactly the same place in the same corner.

JT – Whatever the case was for Mercedes and the rest at Hockenheim, the Indy Car race at Mid-Ohio was far more exciting. There was fantastic racing throughout the field. Scott Dixon won after some terrific dices with Will Power and even his own teammate Felix Rosenqvist. It was proper nail-biting racing. 

Source: @scottdixon9

Source: @scottdixon9

Congratulations go to all of the guys on the podium with Scott finishing on top, Felix in 2nd place and Ryan Hunter Reay in 3rd. But special congratulations to you. You’ve had a role in all three drivers’ careers. Of course, you manage both Scott and Felix. And though many may not remember, Ryan Hunter Reay came into Indy Car racing with your American Spirit Team Johansson in 2003. Ironically, Hunter Reay’s first-ever Indy Car podium came with your team at that season’s Mid-Ohio round where he finished 3rd! He went on to win the 2003 season-ending race at Surfer’s Paradise, Australia.

SJ – Yes, even when you have three great races in F1, you turn on Indy Car on any weekend and the race is nearly always a nail biter which is rarely over until the last few laps. Every race ends up being exciting right until the end. Mid-Ohio was another brilliant race! Felix was on a different strategy than Scott. Rossi and Newgarden and Power were on different strategies and everyone was racing hard on track, and it went right to the finish line with only 0.09 separating the first two cars. If F1 ever had one race like that people would go ballistic!

When Felix and Scott were racing each other at the end, I seriously thought I was getting a heart attack! I was freaking out but it was great! For me personally it was fantastic obviously to see them get a 1-2. And I believe that’s the first 1-2 finish Ganassi has had in Indy Car since Scott raced with Dario [Franchitti]. And with Ryan finishing third as well it was an amazing day.

JT – Even the previous round, on a completely different type of track – the short oval at Iowa Speedway – was exciting and unpredictable. Scott had a very difficult night with the car not responding to a host of set-up changes and was running in 16th place. But pit strategy and a caution flag at the right moment late in the race allowed him to charge up to 2nd place! Josef Newgarden won the rain-delayed race and was doing donuts 1:15 am central time

SJ – It was a crazy race and I still can’t believe Scott managed to pull his way back to 2nd after being a couple of laps down at one point, but again, this is what makes Indycar the best racing in the world right now, it has all the right ingredients for close and unpredictable racing. As far as the competition side of the business goes, they are doing pretty much everything right. The only thing I’m having a hard time to understand is the lapped car rule, where the backmarkers can still race the leaders even when they are about to go a lap down. I don’t think it’s fair that they should be able to effect the outcome of the race. If it’s not your day, you should just move over and let the leaders continue to fight until the end, rather than getting caught up for laps behind someone who’s over a second a lap slower. 

JT – Haas F1 continues to struggle on track. Their car, the VF-19, is obviously part of the problem. But the drivers are another liability this year. Romain Grosjean and Kevin Magnussen can’t seem to stop running into each other. They have an open rivalry of course but what’s taken place between them at nearly every race of the season seems illogical. Gunter Steiner recently said he was more than frustrated with their behavior and shouldn’t have to be mediating between them when he should be focused on making the car and team better. Why not sack both Grosjean and Magnussen and perhaps replace them with Indy Car drivers?

SJ – Unfortunately for them, the situation at Haas is almost comical. I can see it being justified if they are fighting for the lead or the championship, like Lewis and Nico was a few years back, but I think even those two had better discipline and race craft than the Haas guys do. It’s ridiculous to be fighting as teammates over 10th position and keep bouncing into each other race after race. Something’s not right there. These guys just have no race craft. And how much patience can Haas have, it’s not like either of them are World Champion material or ever will be? Haas shouldn’t have to be thinking about them in addition to making the car better or whatever else, if you are paid driver you are there to enhance the overall performance of the team, not give them an added headache to deal with pretty much every weekend. 

If any of these guys were to race in Indycar, not just the Haas guys but in general, they would have to make some major adjustments in order to be competitive. Execution is everything in Indy Car. If you or the team get one thing wrong you lose several positions immediately and fighting your way back from that is almost impossible as close as the racing is. And at most of the tracks you don’t have run-off areas where you can rejoin the rack after bouncing off someone else or missing the apex, so if you tangle or have to go off track for any reason, your day is pretty much over. 

The irony is that F1 teams are now considering guys like Pato O’Ward who left to join Red Bull in Super Formula in Japan and Colton Herta is being considered by a number of teams. Both of them are super talented but if you look at what they have done in Indy Car – for an F1 team to consider them kind of sums up the mentality of Formula 1. Neither one of them is ready for F1. They have one good race in Indy Car and then a series of others with mistakes or poor execution. It’s the most bizzare situation at the moment, where Formula One has now become some kind of training ground for young talented drivers. Every now and then you will find a Unicorn, like Hamilton or Verstappen for example, but for everyone of those there’s a graveyard of other really talented drivers that got spat out of the system very early on for a variety of reasons but primarily because they simply weren’t ready either mentally or technically. 

But this is how they think in F1. It’s all about really young and fast drivers. If you’re over 20 years old, no one in F1 will even look at you it seems. I don’t understand why they wouldn’t be patient and take a driver who’s 23, 24 or 25 years old who’s had four or five years of hard racing behind them duking it out in other series and has shown that they’re a proven winner. 

JT – That’s a great point. Why wouldn’t F1 teams be looking at relatively young Indy Car drivers like Josef Newgarden or Alexander Rossi? Rossi’s been in F1 before but only with a back-marker team. Both guys are proven winners. Newgarden already has an Indy Car championship under his belt (2017) and Rossi is a threat at every race. Both are competitive with the series’ most decorated and experienced racers like Scott Dixon, Will Power, Ryan Hunter Reay, etc. Felix Rosenqvist is another possibility. He’s really beginning to show his talent in Indy Car. 

SJ – Absolutely, I couldn’t agree more. These guys have been in Europe in the early days of their careers and now they’ve been racing hard for a few years and have a lot more experience. Now is the time that F1 teams should be looking at them not when they started their careers over there and had virtually no experience with either the tracks or the people they were racing against.

The 101st Running of the Indy 500 & the F1 Grand Prix of Monaco (Recap)

Eric Graciano

#SJblog 86

JT – The 101st running of the Indy 500 was another great race. Andretti Autosport’s Takuma Sato claimed victory after a 10-lap dice with Team Penske’s Helio Castroneves.

Takuma-Sato-indy500.jpeg

Andretti Autosport’s drivers and their Hondas looked good all day, occupying most of the top positions through the race but engine failures for Ryan Hunter Reay (leader of the most laps) and Fernando Alonso combined with pit-crew mistakes for Alexander Rossi and Marco Andretti took several bullets out of their gun. Ultimately Sato came through for the team, giving Andretti Autosport its second consecutive 500 win.

Fernando-Alonso-Indy500-2017-1.jpeg

Scott Dixon was one of the other Honda-powered drivers who ran at the front until lap 53 when Jay Howard’s Schmidt-Peterson Motorsports Honda hit the wall in Turn 2 and slid back across the track into Dixon’s path. Scott had nowhere to go and hit Howard’s car (Howard’s last IndyCar start was in 2011). The contact launched his Ganassi-Honda into the air and the catch-fence between Turns 1 and 2. The car also contacted the wall below the catch-fence before landing on its wheels on track.

It was a scary accident which Scott is fortunate to walk away from. Apparently, his left foot was has a compound fracture. How did he view the race and how’s he feeling?

SJ – Scott started the race with the car pretty trimmed out in preparation for the last 20 laps shoot out. That’s really what you have to prepare for and you’ve just got to hold onto the car for the rest of the race and get it as balanced and dialed in as you can for the gun fight at the end. I have no doubt he would have been right there.

He was very loose during the first stint and they took some downforce off the front wing at the first pit stop and the car started to get pretty decent. One more stop and a further tuning of the aero and I think he would have the car where he wanted it to be.

The accident was crazy and scary. Indy is always a dichotomy. It’s the hardest race to win and in some ways it’s also the easiest race to win. You can have speed all day long like Scott did a couple years ago and then a trash bag ends up in the radiator inlet with 10 laps to go and his engine just shuts down on him. Or you can come from seemingly nowhere all day and win if you’re on the right fuel strategy at the end, like Rossi showed last year.

I’m not saying Scott would have won this year but I think he would have definitely been in the mix at the end. I think Alonso would have been there too and for sure, Ryan (Hunter Reay) would have. There were a lot of strong cars up front and it would have been a mighty ending if Scott, Alonso, Rossi and Ryan had all been there together with Castro Neves and Sato in the last few laps.

Takuma-Sato-Indy-500-Win-2017-2.jpeg

But coming back to the accident, unfortunately you’re always going to have a few guys in the field who really aren’t quite up to speed no matter what the category is. The lack of race craft some of these drivers have is a mystery, it’s like they lack all common sense.

If you’re not on the pace for whatever reason or you are already laps down it really isn’t that hard to just gently roll out of the throttle before you get to a corner? You lose a few tenths on a lap, maximum. You let the faster car go by and continue instead of charging into the corner and then end up fighting for a piece of real estate in the middle of a corner – and then blame someone else for pushing you up into the grey. He should have never put himself in that position to begin with, at that point he was already up the track in the grey and it ultimately it’s what caused his accident. All he would have had to do is roll out of the throttle by four or five MPH before he got to the corner and those guys would have gone past and it would have been fine.

If you’re already two laps down you have no business trying to meddle with the race leaders, as you have no chance of making up the lost time on speed, the only chance you have at that point is to hope for a yellow and use clever strategy to gain you laps back. As it were, Scott ended up being the front runner who got caught up this time, it could have been anyone who happened to be in the wrong place at the wrong time.

JT – There’s always excitement at Indy but it seemed to have even more energy this year with Alonso on hand, another huge crowd and lots of notable people there. What were your impressions?

SJ - Indy was tremendous as it always is. I think it’s getting better and better, it’s really starting to get the buzz back that it used to have in the days before the split. Few places in the world, if any, no matter where they are or what event they have, have the energy and electricity that Indy has. When you stand on the grid before the race it’s something really special.

Andretti’s probably the best team at the Indy 500 right now. They had six potential winners. Every one of their cars could win the race. No other team had anything close to that. Whatever it is they’ve done to their cars they definitely seem to have found the magic bullet for that track.
Alonso’s presence was great and added a lot of extra buzz and excitement from the F1 community also, hopefully it will open the eyes to a lot of his fellow drivers how great this event is and how good Indycar is in general.

JT – I think it was a unanimous view that Fernando Alonso did a great job at Indy and raced very well.

SJ – Yes, there’s no question he did very well. But to be honest, I didn’t expect anything else. I would have been surprised if he didn’t do a great job. I think he’s maybe the best driver in the world still, at least in terms of his race-craft. In the early stages of that race, everyone is fairly polite. But after the last pit stop – that’s when it starts to get a bit dicey. That’s when the racing really starts, it would have been great to see him duke it out with all the other guys at the end.

You have to get the car right to start with, and if you do that – I mean, I qualified 5th my first year (1993, Stefan out-qualified fellow rookie Nigel Mansell who started 8th) there in the old Bettenhausen car with a fairly stout grid. There’s no doubt that the Andretti cars were the class of the field so Alonso had a good car and he made the most of it in a situation where you really have to race.

I think Lewis Hamilton’s comments about Alonso were ill informed (Hamilton said of Alonso’s qualifying 5th … “A great driver, if he cannot win in Formula 1, will look for other races to win. But to see him fifth against drivers who are [in the series] all year is… interesting.”).

It just shows the ignorance and arrogance toward anything outside of Formula One that most people in the F1 paddock has unfortunately. They don’t even have a clue how hard some of these other championships are. In F1, if you’re in the right car, it’s easy. I can’t think of an easier championship to be good in. If you’re in the best car, you’re going to win – simple as that or at worst finish 2nd. And just because the top drivers in all these other categories of racing never made it to F1 doesn’t mean they’re not any good. A good indicator of this is when the F1 teams put some F3 kid in their cars for the end of season tests and within less that 30 laps they are doing lap times that are the same as the regular drivers who in some cases are world champions. The cars are simply too easy to drive and have too much engineering and technology for the drivers to make any real difference.

There’s never ever been a world champion who wasn’t in the best car. It’s the nature of the beast. Everyone in F1 builds their own cars so there will always be one or maybe two cars that are better than the rest. In IndyCar, nearly anyone can win at any race depending on how they play strategy and who gets it right on the day. At the end of the day, you have to become a specialist in every category you race in. It’s relatively easy to get to 95 percent but it’s that last five percent that makes the difference between being really good and winning.

JT – Interestingly, apart from Castroneves’ good performance in the race, Team Penske was off the pace all weekend.

SJ – Yes, I was surprised that Castroneves managed to pull himself up that far. Penske was struggling the whole time, really. It’s strange. Ganassi was a bit like that last year too, I think the Chevy package in it’s current format is very difficult to get right around there.

On the other hand, you have to admire Andretti Autosport. They’ve come a long way as a team in recent years and have turned into a very impressive organization. They have a good number of cars and sponsors. It’s impressive.

JT – The Monaco Grand Prix was, as usual, a largely boring procession. Ferrari’s Sebastian Vettel won by staying on course longer than teammate Kimi Raikkonen and emerging from the sole pit stop in front. A similar scenario took place at Red Bull Racing where an early pitting Max Verstappen lost his position to teammate Daniel Ricciardo when the latter stayed on track longer. Why would anyone pit early and give up track position at a grand prix where track position is everything?

SJ – Yes, it was the usual Monaco snoozefest. The layout of the track is such that we know it’s never going to be any different unless it rains or something unexpected happens that the boffins behind the computer screens can’t plan for. The only interesting bit was that Ferrari and Red Bull got the strategy wrong for the drivers who should have had a choice of strategy – Raikkonen and Verstappen.

It’s clear that staying out longer before stopping was an advantage this time. It’s interesting to follow and it seems that there is less and less of the “seat of the pants” race strategy calls that we used to see from Ross Brawn and Schumacher for example where there used to be a constant dialogue and decision were made depending on the conditions as the race unfolded.  It would seem that none of the people doing the engineering today in F1 have that type of race experience or race-craft. They’re all brilliant and geniuses in their own way but when it comes to race strategy it’s all theoretical for them. And it seems that the drivers are simply following a set plan and have very little room to maneuver in terms of how the race is called. Only the driver can feel how the tires are holding up and how hard he can push, if the car feels good and you can go hard you want to stay out as long as possible, especially if you have a clear track and there’s no cars to lap in front of you, but it seems the strategy was already set and both Kimi and Verstappen came in on whatever lap was already determined before the race even started. In this case it lost them a win and a podium. I would have been pissed off too!

A couple years ago I was in the Ferrari pit with the radio headphones on during qualifying and what really surprised me was that the drivers don’t say one word when they return to the pits. The engineers are effectively telling them what the car is doing and what changes they plan to make next. I didn’t listen during the race but if I’m the driver in Monaco and the car still feels alright and the tires aren’t going off, and I’m still doing good lap times, I would say, “I’m staying out”.

If the tires are still performing that gives you way more leverage toward the end of the race and you can monitor what other people are doing. If no one’s going faster – they were all slowing down actually – you stay out. The only reason you would pit early there is if you were stuck in traffic. That’s all the more reason why Vettel and Ricciardo with a clear track after Raikkonen and Verstappen pitted went faster. Of course they would. The only danger is a full course caution if everyone else has pitted and you haven’t.

JT – Jenson Button substituted for Fernando Alonso with McLaren at Monaco and qualified well, starting 9th on the gird ahead of teammate Stoffel Vandoorne. He crashed out of the race attempting to overtake Sauber’s Pascal Wehrlein but adapted to the new car pretty quickly.

SJ – I think he did a great job. He qualified quicker than his teammate and in the circumstances he performed well. Unfortunately he had to start from the back and starting from the back at Monaco it’s near impossible to do well. You can be five seconds a lap quicker than the guy in front of you, literally, and there’s still no way to pass. The whole track curves the whole way around and there’s only one line so there’s almost nowhere to get a run on someone ahead – even on corner exit.

JT – Ferrari’s performance at Monaco showed their continuing improvement. Meanwhile, Mercedes GP struggled. Adapting to the 2017-spec Pirelli tires is an ongoing issue for Mercedes. Again, you point to Sebastian Vettel’s preseason tire testing as a big part of the difference in the two top teams’ performance.

SJ – It’s clear that it’s all down to the tires right now. Again, it boggles my mind that teams like Red Bull and Mercedes didn’t force their regular drivers to do all the tire testing. How can you put a junior test driver in a car to do just about the most important testing you do all year?

You are strictly limited on any test days to begin with and tires are the most critical component you have in terms of getting the car dialled in. You can simulate most of the engine and the chassis to a pretty accurate level these days but the tires is as much about feel as anything else and variables change all the time due to track surface and conditions.  What else could the regular drivers possibly have to do that’s so important that they can’t attend those less than 10 days total of testing?

There’s no doubt in my mind that whatever input Vettel gave Pirelli is directly translated into the tires on the Ferraris. Of course they’ll suit the Ferrari better because he’s the one who gave them input! How can you expect a 17-18 year old F3 driver to figure out what’s going on with a tire. It’s mind boggling and inexcusable in my opinion.

JT – As you mention, another element of Ferrari’s improvement in 2017 may be the return of Rory Byrne to the team last year and his input on the design of this season’s car.

SJ – Rory is one of the top designers ever in F1 history and he’s never received enough credit for what he’s done. He was responsible for every Ferrari Michael Schumacher won with. He designed the winning Benetton’s before that. Rory is a genius. I think his influence is a significant part of why Ferrari is doing so well again.

JT – With the injury to Sebastian Bourdais at Indy, Ganassi Racing has tabbed Tony Kanaan to replace him in the No. 68 Ford GT for the Le Mans 24 Hours. Given Kanaan’s experience and the fact that he raced the GT at Daytona earlier this year, he should have no problem being up to speed at Le Mans even though he hasn’t raced there before, correct?

SJ – He’ll be fine. I don’t think his preparation will be any problem with simulator time and by the time you get into the race you do a few double stint and that gets the rhythm going. Looking at the testing times from last weekend at Le Mans it looks like the Ford’s might have a battle on their hands for this year. The BoP (Balance of Performance) changes seems to have slowed them down significantly. I just wish there could be a different way to balance the cars than this BoP that will always benefit or slow down one car more than the others.

JT – The laptimes during the testing were the fastest we’ve ever seen around Le Mans until now, in all categories from LMP1 and especially the LMP2 cars who were almost 10 seconds faster than previous years.

SJ – Yes, the LMP2 cars in particular are now extremely fast, what was interesting is that they were actually faster than the LMP1 in straight line speed too. I’ve said it for some time now, it would be so much better if LMP2 became the main category and they just scrapped the LMP1, with only 2 teams competing for overall victory it’s become a bit flat. The ACO always seemed to want the fastest cars to be in the 3.30 min range, they seem to think that’s a safe zone somehow. I’m repeating myself again, but I don’t think it would be that hard to make even the GT cars do a high 3.30 if they took the restrictors off and gave them a little wider tires and some more aero. Get rid of the BoP and let every manufacturer make a car that is within the rules and that fits whatever they need to do win but without the BoP. In other words, may the best man win, period. We would see some incredibly cool looking cars, like the Ford GT, that would be offered to their respective road customer to fill the production to meet the homologation standards. I bet you every car from every manufacturer would be sold out before they start production, just as the Ford is.

JT – We also had the double header Indycar race in Detroit this last weekend. Graham Rahal scored a double win and is the first driver this year to win more than one race. Scott finished a gritty second in the first race and despite a fuel rig issue in the second race finished a good 6th. What do you make of the weekend?

SJ – I think it was a great weekend with some good hard and very competitive racing again. Graham was clearly hooked up the moment they rolled the car of the truck, quickest in nearly every session and walked away with both races. I think every driver dream of those days when your car is just perfect. He didn’t put a foot wrong all weekend and drove with a lot of confidence. Scott did an amazing job in the circumstances, to have a fractured foot and clearly in a lot of pain there is probably no worse track than Detroit to do a double header race. In the second race, had it not been for the fuel rig problem on his first pitstop it’s safe to assume he would have been 2nd in that race too as he was in front of Newgarden who was on the same strategy and eventually finished 2nd.

There are so many good teams and drivers in Indycar now, that it’s impossible to predict the outcome in any of these races before the weekend starts. Apart from Graham’s double win, there’s been 7 different winners so far, and Scott who is leading the Championship has yet to win a race.  I think that says it all as to how competitive this series is. I’ve said it many times before, but there is no other championship in the world that is close to the racing that Indycar produces. If they could only find a way to market this it would be huge.