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Filtering by Tag: Austrian GP

The Rosberg-Hamilton rivalry continues at the Austrian GP, Scuderia Corsa triumphed again & Chip Ganassi is inducted into the Motorsports Hall of Fame

Stefan Johansson

JT – Qualifying for the 2016 Austrian Grand Prix was a messy affair due to wet weather. Hamilton won the pole with Nico Rosberg 2nd. Force India’s Nico Hulkenberg and McLaren’s Jenson Button made the most of it qualifying in 3rd and 5th positions respectively.

However, Rosberg actually started from 7th after a five-place grid penalty for a gearbox change. Sebastian Vettel lost his 4th place qualifying effort due to the same penalty - a gearbox change - and had to start 9th. This allowed Hulkenberg and Button to actually start in 2nd and 3rd positions. The “penalties” for having to change a gearbox and other similar penalties for changing other components seem absurd. What’s your view?

SJ – The weather definitely helped to mix up the qualifying so it was hard to read anything into the pace of some of the cars but grid position is always important, although less so on most tracks since the introduction of DRS.  

You are correct that some of the rules they have introduced to F1 over the years are very confusing and make no sense in many ways. These grid penalties are a perfect example. I guess the intention when they introduced them was to bring costs down and discourage teams from bolting on a new engine or gearbox in every session or race, which was often the case back then. But of course, these rules make everything even more expensive because the engineering required being at such a high level to design and fabricate parts utilizing materials that last a long time.

But, what I don’t understand is that when you have an accident and damage an engine or gearbox, why should you be penalized? You’ve already suffered the penalty of having an accident. No one’s having an accident on purpose. So why should you get a penalty for replacing components damaged in an accident? This has nothing to do with reliability.

It makes no sense. If you crash in qualifying and can’t compete for the best grid position, you already have a penalty.

JT – Button ran well for McLaren finishing 6th but Fernando Alonso had yet another bad weekend with his McLaren-Honda failing to finish due to a “battery pack system failure”. Nico Hulkenberg went backward immediately, ultimately failing to finish, scored in 19th position.

SJ – Button had a strong weekend in general and McLaren is getting closer and closer although it’s taking some time. I still maintain that they will be a force to reckon with eventually. They have great people and great resources and it will all come together eventually.

Yes, Hulkenberg went backwards in a hurry. Obviously, his car wasn’t suited at all to race conditions. Perez had a tough race also.

We touched on this in the last blog also and it seems to be a very narrow window, especially in race trim, where the drivers and teams get it either right or wrong with their choice of tires, pressures and the general car set up. You’re either in the operating window or out it. Some cars just totally fall off the cliff while other cars suddenly get hooked up.

One of the Manors (Pascal Wehrlein finished 10th) for example was all of a sudden in the right range and it ran very competitive lap times. Pascal Wehrlein could not explain where the pace came from but the car was running very competitive all day. There’s a very weird dynamic with these tires and it seems much more prevalent this year than it’s ever been before.

JT – We’ve spoken about it previously but the racing in F1 remains hard to follow via television. The television broadcasts are very fragmented and the broadcasters do a poor job of keeping viewers informed about relative positions and circumstances facing cars and drivers throughout the field. Do you agree?

SJ – Yes, I find it incredibly hard to follow. With all of the pit stops and the cameras directed in what seems to be random fashion, you have real problems knowing what’s going on. There’s no real scoreboard or pit board that you can access as a TV viewer and it makes understanding the dynamic of the race very difficult. You almost need your laptop next to you with the online scoring board to be able understand the dynamics of the race. But you need to be real “anorak” to go that far.

It’s frustrating because you sit there really trying to pay attention to what’s going on and suddenly cars are missing or out of place from when you last saw them. I understand that some are pitting and others staying out but most often you don’t have any detailed information of what happened.

JT – The race’s main talking point was the incident between Lewis Hamilton and Mercedes teammate Nico Rosberg on the final lap. Hamilton had drawn to within one second of Rosberg and used his DRS to catch Rosberg heading into Turn 2. As he attempted to overtake Rosberg, the two made contact. Rosberg’s car was damaged, resulting in his falling to 4th place. Hamilton’s car continued apace and he took the victory. What’s your view of their coming together yet again?

SJ – Poor old Nico seems to come up on the short end every single time the two of them have a get together. He seems to always have his car in the wrong place. It’s tricky, Lewis obviously has terrific race-craft there’s no doubt about that. He gets in a dogfight and generally comes out ahead. I guess the fact is that Lewis will simply not back down, under any circumstance. So, the only result is that he will either come out ahead or there will be contact, or sometimes both like in this case. It could have just as easily gone the other way where Lewis would have ended up with a wounded car. This makes it even more difficult for Rosberg as he knows by now that his options are very limited and there’s a very good chance they will make contact if they are fighting for the same piece of road.

But sometimes you’re the windshield and sometimes you’re the bug. You can have a year where every time you make a move it sticks and the other guy comes out on the short end. Then you do the same thing the next year and it goes wrong every single time. You end up with a broken car or a spin or whatever.

JT – The die seemed to be cast when Hamilton got within DRS range. Rosberg was a sitting duck and you knew any pass would be contested.

SJ – It’s one thing when you’re racing for second, third or fourth place and another when you’re racing for the win. If it’s for the win, you go for it. That’s how you’re programmed as a racing driver. You either have team orders or you let the drivers have a go.

It’s incredibly difficult because you’ve got two guys who are so close competitively in the best equipment, fighting for the win pretty much every race. It’s a perfect storm really. I don’t actually remember a dynamic quite like this – having two drivers in a team who are so close, always dominating and fighting for the win.

There was Prost and Senna of course but even that didn’t get as serious apart from one occasion at Suzuka. (A collision at the final chicane between Prost and Senna during the 1989 Japanese Grand Prix put them both off the track. Prost retired, Senna continued, taking the win. Following the race Senna was controversially disqualified for using the chicane's escape road to rejoin the circuit. Thus, Prost won the 1989 title.)

But most of the time their battles sorted themself out with one or the other being further ahead and separated in the races they each won. In 1988, McLaren were as dominant as Mercedes has been but it was never quite like this. I think a lot of that also had to do with the fact that they could not use the DRS function, which effectively makes the guy in front a sitting duck if you’re within 1 second or closer.

JT – If you look at the overtaking aids in Formula One and IndyCar - IndyCar seems to have a far better solution. Like you just said, with DRS in F1, every driver is a sitting duck when the following driver gets within one second. Push-to-Pass in IndyCar seems to be far superior as not only can the driver attempting an overtake use Push-to-Pass, the driver in front can use it defensively.

SJ – The IndyCar Push-to-Pass method is 100 percent better. Without DRS, the Hamilton-Rosberg incident would never have happened. I’ve never liked DRS from its institution. It’s a strange way to try to spice up the show. I don’t really think it’s fair and it doesn’t help the racing. If the driver behind gets within a second there’s nothing the lead driver can do. It has nothing to do with skill or bravery or whatever else is required to pass the guy in front. It’s lost the art of racing to very large degree in my opinion.

The IndyCar system is as close to perfect as you can get, I think. You can defend as well as attack and you only get so many attempts in a race. It’s up to you to distribute it and decide when and when not to use it. In addition, the public is informed of how many Push-to-Pass boosts are left for each driver. That makes it interesting. But in F1 the guy in front is completely helpless, waiting for the attack. It’s not fair and it doesn’t help the show at all.

This is the irony of F1. You have these insanely complicated, technically sophisticated, ridiculously expensive cars and then you add a crude wing opening system, which dumbs down the technology the series, emphasizes.

The other thing I don’t understand, we have these cars that are simply masterpieces of engineering, so sophisticated and complicated in every way in order to optimize every half a percent of performance from both the chassis and the “power units”, and then the series mandates the tire manufacturer to effectively build a crap tire to supposedly make the races more interesting. Then there’s the radio ban. Again, they allow the teams to develop this sophisticated and insanely expensive technology with endless options on the steering wheel to adjust the cars literally from corner to corner, and then you have to ban advice from the pits about how to use them because it effectively means that engineers are driving the car. Now they can’t even inform the driver if there’s a safety issue with the car. Perez had huge off because he was not aware his brakes were about to go, his team knew but were not allowed to communicate with him over the radio.

It defies all logic. Thank god the tracks are all so clinical and safe now. You could have had at least a couple broken legs otherwise.

JT – Meanwhile, Ferrari still struggling for pace against Mercedes, opted to keep Sebastian Vettel on super soft-compound tires for 27 laps. On lap 27, his right rear Pirelli exploded and he crashed out of the race.  It was a gamble that didn’t pay off.

SJ – We don’t know what happened yet, so it’s not really correct to comment, as it could have been something like debris or whatever that caused the tire to blow up in the first place.

JT – When you raced in F1 were the tires prone to these types of catastrophic failures?

SJ – What happened back then if anything was that tires would blister. But you could still carry on. It’s just that they lost so much performance that you basically had to pit for new tires. They didn’t delaminate or anything like that.

JT – Heading to Silverstone and the British Grand Prix, there’s an 11-point gap from Rosberg back to Hamilton. That lends some interest to the racing going forward but what gets lost is that Mercedes is still dominating. No one is close. 

SJ – A tight points battle like this is what Formula One needs… with a bit of hate and rivalry. That brings out the fans. But yes, Mercedes is still destroying everybody and it’s clear the title fight will become even more intense with every race going forward. This is all great for F1 though, all we need is for Ferrari and Red Bull to close the gap a bit more and we will have some very interesting races for the remainder of this season.

JT – Suspension failures were a recurring theme throughout the weekend in Austria. New curbing was installed at the Spielberg circuit in place of the astro-turf previously in place and it seemed to cause more problems than it solved.

SJ – Four big accidents from suspension failure is highly unusual. The thing is, every single track on the F1 schedule is like a dance floor now. There are no bumpy, rough circuits left. That’s part of how Formula One is today, every track is more or less perfect in every way. I’d like to see what would happen if they ran a current F1 car around a place like Sebring for example. It would probably have no wheels left after 10 laps! I’m only joking but it definitely adds to the challenge.

Dealing with the imperfections of all the cool old circuits used to be a big part of the racing and that’s what made them great. The fact that they were bumpy and horrible made them unpredictable and difficult. It made it a great challenge to get your set-up right and a great challenge to drive.

You had to be super precise over the bumps – to be able to feel them and lift at exactly the right moment and then get right back on power. When you felt the front tires hit a bump you mashed the throttle. By the time you got your foot down, the power would be coming on just as the rear tires passed over the bump. You could pick up two or three-tenths if you got it right. It was another added element of skill and it was a real challenge to get it right lap after lap during a race.

There are varying opinions on whether the rough circuits were a good thing or not but the current cars have been designed around these tabletop flat circuits so when they encounter taller curbs like in Austria they can’t cope.

I think Hamilton had a good point. Why not just bring back grass at the track edge like it used to be? That enforces the track limits automatically, because if you put a wheel on the grass you’re going to spin or at least loose enough speed for it to never give you an advantage which often is the case now. Just have grass for 20 feet from the track edge and then you could have asphalt and all that nonsense to catch the cars that go past that.

The point is, you won’t gain any time by going into the grass with all four wheels like you do now by keeping your foot in it over the curbs or even on the astro-turf. The Mercedes accident in Austria would most likely have been avoided as Lewis would have never attempted to go on the outside as there would not have been enough room to carry the speed through the exit.

As it is now, everyone is abusing the track limit rule and there is no enforcement. If you have all four wheels past the white line, there should be an automatic penalty as far as I’m concerned, end of story, just as you can’t cross the blend line leaving the pits. It will take a few races of screaming and shouting, but if everyone knows where the limit is, everyone will very soon fall into line and that will then become the norm. As it is, the tracks are already designed this way and I can’t see a good solution to fix the problem any other way. If the ball is past the white line in Tennis it’s out, I don’t see why they can’t enforce the same rule in motor racing.

JT – IMSA raced at the newly repaved Watkins Glen last week. Scuderia Corsa triumphed again, following up success at Le Mans with a GTD win for the No. 63 Ferrari 488 GT3. The team is really in good form.

SJ – They’re having an incredible season. It’s fantastic to see. The 488 is obviously a great car. What they’ve always been really good at is strategy. Between Giacomo [Mattioli] and the engineers, they have always done a better job than anyone else; they’re just doing a superb job. That’s how we won the Championship at Petit Le Mans last year too, by simply understanding the rulebook better than the rest and thinking on their feet during the race. They snookered everybody and won the championship.

JT – In the GTLM class the Ford GTs dominated once again. Only the RLL BMWs could get close to them. Finally, IMSA is going to adjust the balance-of-performance, having announced additional weight and a boost reduction for the Fords while others get weight breaks and larger restrictors for this weekend’s race at Mosport.

SJ – Yes, the BoP saga continues, I so wish there was a different way to sort all this out. I hope they will eventually find a way to make everyone happy.

JT – In related news, Chip Ganassi was inducted into the Motorsports Hall of Fame last week. What a career he’s had with 11 IndyCar titles, multiple Indy 500 wins, Daytona 500 and Brickyard 400 wins, six Rolex 24 wins and now a GTLM class victory at Le Mans.

SJ – You’ve got to admire and respect what he’s accomplished over the years. His team has won pretty much every major racing event and series in the world, in every category except Formula One.

His Hall of Fame induction is well deserved. Having been able to observe his teams at close range, he’s the dream team owner for a driver. He gives you every bit of support and every tool you would ever need to be able to win. There are no compromises and no excuses.

I couldn’t think of a better owner to drive for. I only drove for him for one year (2005 GRAND-AM Season with teammate Cort Wagner) but having been around Scott [Dixon] all these years you can see it’s a really amazing operation. The people he has around him are all top talent and the best in the business. His leadership is very impressive in that he understands the business inside and out, he’s passionate about his team and he gives his people all the tools and motivation they need to perform at all levels within the organization.

To make F1 a bit more fun and engaging, we've implemented a fun game named #F1TOP3, where Formula One fans around the world have the opportunity to win prizes, including brand new limited edition Stefan Johansson Växjö Watch (valued at $7,500)! It's relatively easy: click on the black button above and submit the #F1TOP3 competition form - we give away prizes every Grand Prix!

A quicker alternative is to post on Twitter & Instagram with the following:

  1. Twit/Post a photo and list your top 3 drivers in the correct order along with the hashtag #F1TOP3
  2. TAG:

SJ chats with Jan Tegler: MAVTV 500, Austrian GP & the fantastic GT3 Series

Stefan Johansson

Jan Tegler – Scott Dixon scored well in Texas, winning on the oval. His weekend was less successful in Toronto, finishing eighth. Both IndyCar races were good however – much better than this season’s F1 events. Last weekend, Scott finished sixth in the exciting MAVTV 500 at Fontana Speedway (California).

The racing was incredible with multiple drivers racing side-by-side on many occasions and more than 70 lead changes. But it was also scary - a return to the kind of pack racing that claimed the life of Dan Wheldon at Las Vegas Motor Speedway in 2011.

Drivers warned IndyCar prior to the race that the increase in downforce mandated for the new Chevrolet and Honda aero-kits for the weekend would result in this but IndyCar paid them no heed. After the race most of the drivers voiced strong opposition to the pack racing. You were on hand at Fontana. What did you think of the race and what do think IndyCar will do to address the situation?

Stefan Johansson – Yes, Scott did a great job in Texas. In Toronto, strategy got [Joseph] Newgarden to the front which is what makes IndyCar great. You can roll the dice and sometimes-smaller teams can win by gambling a little on strategy.

At Fontana, it wasn’t just the guys in the cars who thought the racing was too crazy. Like many others watching, I thought the racing was exciting at the beginning of the race but as it got closer to the finish all I could think was, “This is not going to end well.”

With everyone getting race-y in the last 50 laps things started to get out of hand. I think on one lap there were six cars abreast going into Turn 1! It was completely over the top. All of the drivers were absolutely in unison that there’s no way they’re going to race like that again.

I think all the teams have had just about enough of these new aero-kits. One of the main reasons the series went away from the old Dallara chassis was because they said they had too much downforce. And now, with these new aero kits they change the level of downforce, again adding more? It defeats the purpose of the whole exercise.

As I’ve said before, they should have taken all the money they spent on the kits which are costing everyone a fortune and spent it on promoting the series instead. (Only a little over 3,000 people were in the stands at Fontana.)

IndyCar is maybe the best racing series in the world right now - pure racing with good battles throughout and uncertainty of the outcome. Why not direct whatever resources there are to make more people aware of that instead of petty rule changes that only the die-hard fans will even notice or appreciate?

The Fontana race was a perfect example of this, it was maybe a bit to gladiatorial, but for anyone watching it was one of the most unbelievable races ever in my opinion.

JT - The Austrian Grand Prix at the Red Bull Ring was somewhat interesting on the first lap but then settled down into a mostly processional affair. Like most of the F1 rounds this year, there wasn’t that much wheel to wheel racing. Nico Rosberg (starting second) did a good job of beating Lewis Hamilton (on pole) to the first corner and holding him off for the next few corners. Thereafter, he was never really challenged.

Meanwhile, Kimi Räikkönen somehow came together with Fernando Alonso and the two wound up in the fence with Alonso’s McLaren atop Räikkönen’s Ferrari. It was bizarre and neither driver had a good answer as to why it happened. Kimi has said he lost control of his car for some unknown reason and Fernando couldn’t avoid him.

SJ – This seems to be the norm these days, especially with the Mercedes pair. Whoever gets in front at the beginning of a race stays in front. It’s almost like they’re not even trying to race each other. They just hold position. I wouldn’t say there’s an agreement within the team but it certainly looks like no one’s even trying to race.  

It’s tricky to say what’s going on with Kimi. He’s certainly not a million miles off the pace of his teammate but it seems to be harder for him to get things right with the car than it is for Vettel or than it was for Alonso. I think he’s also had more bad luck in terms of putting everything together in the races and more importantly in qualifying. It doesn’t take much for everything to go pear-shaped, especially if you qualify poorly.

JT – There have been intra-team battles for the F1 Championship in the past of course but I don’t think I’m alone in finding the Hamilton-Rosberg rivalry a bit tepid – not really that exciting. What’s your view?

SJ – I agree. There’s certainly nowhere near the level of interest there was between Prost and Senna when they were racing for the championship at McLaren. It seemed a little better last year between Hamilton and Rosberg but clearly something’s changed within the team. Either they’ve been told not to race each other too hard or something else.

At least there was a bit of hate between them last year which made it somewhat interesting. But we don’t even have that this season. Everything’s great – Lewis says Nico did a great job when he wins or the reverse with Nico saying Lewis was great. There are a few sad faces from either of them when they don’t win but everything else is happy and chummy.

JT – There’s always gossip in Formula One but you know things are not going well overall when you hear as much comment as we’ve heard recently from drivers and ex-drivers, team-owners, and F1 chiefs about the state of the series.

Lewis Hamilton has argued that the current cars are harder to drive than they look. Meanwhile, Felipe Massa contends that F1 is more competitive than ever, maintaining that the racing during the often fondly-remembered Senna/Prost era wasn’t as good as today.

Nikki Lauda was quoted recently, saying F1 isn’t exciting now because there’s not enough danger or risk associated with it. Bernie Ecclestone says F1 cannot improve because the teams have too much say in how the sport is managed. Ex-FIA head Max Mosley opines that F1 needs to simplify its currently complex formula and that Jean Todt should be more proactive regarding the series.

What do you make of it all?

SJ – One thing is clear and we’ve mentioned it many times. You cannot run F1, or any racing series for that matter, as a committee. Especially not if the teams are to have any say in the rules or decisions being made. You can’t get the teams to agree on anything. Every single person you speak to in the paddock - anyone with an interest or passion for the business - has their own opinion on how it should be run or what rules they need to implement.

I’ll say it again, there are only two racing series that have been consistently successful - F1 and NASCAR.  Both have been run like benevolent dictatorships by people who understand their business better than anyone else. The teams should not have any say in the way the rules are written or how F1 is run.

There is a governing body, the FIA, and there’s the commercial rights holder, FOM. Between the two of them they need to come up with a fair and sensible package that’s simple and easy to understand. F1 has gotten so complicated now - especially on the technical side - that people inside the business can’t even understand it. It’s a championship for engineers and boffins today.

In terms of the racing, the art of racing is to drive a car on the limit. No one’s doing that anymore. They’re all either driving under the limit or driving over it. When you have tires that can only stand five hard laps before they go off and you have to spend the rest of the stint just maintaining enough speed to make it to the next stop while constantly taking orders from the pits on what settings to use on the steering wheel - I can completely understand the frustration we now start noticing from a number of the drivers.

Everyone’s using the track width and then some. If they lose a little time it doesn’t matter. They just go on. The fine art of keeping a car on the limit whether you’re racing or on your own is kind of gone now. That’s because you don’t have to be on the limit most of the time and you’re not really penalized even if you go beyond it. I think the public can see that too.

Who wants to see a guy blow a braking zone by 20 yards, lock up, miss the apex by a country mile and then just carry on? A lot of guys aren’t even on the racing line anymore. You couldn’t do that in the past because you risked damaging the car or yourself or both. Few tracks had any form of run off area. If you went out past a curb, you were either in the wall, catch fencing or a sand trap. The asphalt in the huge runoff areas we have now is much safer but it allows people to be careless or just ignore the track limits completely.

Spa is a perfect example. Pouhon, the downhill double lefthander, used to be a mighty corner. It’s off-camber, super-fast and getting it right was a balancing act every time. Now, you just hammer a car in there and if you go too fast, you don’t even go over a curb. It’s just kind of a painted suggestion and you don’t even notice it. You just drive outside it.

In the middle of the night during the 24-hour race (the Spa 24 Hours) everybody is just going flat through there. They don’t even lift. You’ve got the track and another track width on top of that and you just keep your foot down. Eau Rouge is the same now. It’s all asphalt to the outside so if you go too fast there’s no real penalty. It used to be one of the most awesome corners at any race track in the world. You don’t even think about it anymore. On the third lap you’re flat – easy.

I don’t necessarily agree that F1 should be more dangerous because racing is still dangerous when the circumstances line up against you. But there has to be some form of punishment or consequence for going over the limit. It should also be more difficult to find the limit.

All the modern tracks are too sanitized in a way. If you took away the concrete wall that follows the Porsche curves at Le Mans for example and made huge run off areas instead, that whole sequence of corners would be a no brainer. Configured as the Porsche curves are currently, it’s a matter of digging as deep as you can to keep your foot in it the whole way. If you get it right and are able to stay flat throughout, the time you gain is massive. You can lose a couple of seconds through that section alone if you don’t get it right from the start.

JT – The recent FIA Formula 3 European Championship round at Spa-Francorchamps is another example of drivers having little regard for track limits. It was nearly as fraught as the races which preceded it at Monza. There were multiple accidents and incidents of contact with many of the drivers behaving poorly or inexplicably. You were there in-person. What’s your take?

SJ – It was pretty bad, I don’t think I’ve ever seen a worse standard of driving - certainly not at the level of where Formula 3 is. Some of the drivers are just clueless when it comes to race craft. It’s one thing to be racing hard and have incidents but what’s happening right now in F3 is just stupid and completely unnecessary. The guys are making moves that don’t gain them anything and they’re certainly costing the teams a lot. It’s weird. It’s like some of the drivers have zero race craft.

Some of them may be coming directly from karting but I think most have had a few years in the junior formulas that follow karting. It’s bizarre. Aside from the big crashes we saw at Spa, there was one guy who must have gone across the chicanes ten times – just straight through them. He never got penalized because he didn’t gain anything I guess. But he also didn’t lose any positions. He just kept his foot in it and rejoined after the chicanes, and just flew out into the middle of the pack about where he was before. It was like watching someone playing a video game.

Again, there’s no penalty anymore for going over the limit so everybody’s on the limit or a little above it. It’s odd that you can now exceed track limits and it’s become the norm. In the past, if you blew a chicane at least you’d have to stop until the rest of the field passed through it. Then the marshals would wave you out onto to the track to rejoin, meaning you effectively had blown your race. There has to be some kind of punishment for going over the limit.

Worse, the same kind of thing was going on in Austria during the F1 race. Cars were leaving the track completely but just kept going. They lost maybe half a second but just carried on.

JT – The 2015 edition of the Le Mans 24 Hours was a good race with interesting battles in just about every class. Scuderia Corsa did very well on debut with Townsend Bell, Bill Sweedler and Jeff Segal finishing on the podium in GTE AM with the Ferrari. You were there with the team throughout the week. It must have been enjoyable. The battle between Townsend and Patrick Long in Patrick Dempsey’s Porsche late in the race was very good.

SJ – That was a great battle – very professional from both drivers, very fair. Patrick was a little defensive but didn’t block, used his mirrors well and drove with full awareness. Townsend had some fantastic stints as did Jeff and Bill and it was terrific to watch. It was a great result for the team, being on the podium on the first trip to Le Mans. Everybody was over the moon.

And every category was pretty tight. The P1 duel between Audi and Porsche was great, and although it didn’t go down to the wire it was still pretty tight all the way.

It was somewhat disappointing to see Toyota being completely off the pace this year. It’s hard to understand the reason after they had the fastest car last year pretty much everywhere. It seems they’ve done almost no development on their cars at all. I can’t imagine they just sat still and expected the others to do nothing, so maybe there were other reasons why they didn’t make more progress.

P2 went right down to the wire. The JOTA Sport car (Gibson 015S-Nissan) was catching the KCMG car (ORECA 05 Coupe), having gained three laps back on them on pure speed. The GTE Pro fight between the Corvette and the Ferrari was great too until the Ferrari lost its gearbox.

JT – Nissan’s debut in P1 was not good. Only one of their three GTR LMs was running at the finish but didn’t complete enough laps to be classified. None of the cars ran with their 2-megajoule hybrid system functioning. They had numerous problems including braking issues and massive understeer. They claimed they would easily out-qualify the P2 cars but only one of their cars managed to post a time faster than the fastest P2 car. Even then it was only a few tenths quicker and more than 20 seconds slower than the lead P1 cars.

SJ – The bottom line is that their performance shows a complete lack of understanding of the business. Any engineers you talk to whether they’re in Formula One or sports cars unanimously agree that this car will never work. It will never be a competitive proposition.

To claim that they would easily out qualify the P2 cars is a very odd statement considering they’re not running in that category, so who cares? The fact that they not only did not do that but they were over 20 seconds slower than the cars they were competing against?  I can’t imagine Audi, Porsche - or any other manufacturer for that matter - showing up to the biggest motor race in the world that far off the pace - and unreliable on top of it.

Having something different may get Nissan noticed and maybe they can market that. But aside from it being cute just because it’s so different or the political correctness around their effort, racing is still about winning. That’s why we go racing – to win races.

To think that you’re going to win - and claim that you’re going to win - with this design against Audi and Porsche and Toyota is not realistic. I can only imagine that someone sold the executives a bill of goods and none of them understand enough about racing to say, “Hang on a minute!”

The way racing is today, everybody operates in a pretty narrow box to be competitive. With the big role that aerodynamics in particular plays now, everyone eventually migrates to the best solution and the best solution usually leads to cars that look a specific way.

Look at the cars in F1. They all look the same because that’s what works. The same holds true for prototype sports cars. They all have very aggressive, stubby front ends and similar aero shapes as you go to the rear of the car because that’s what works.

JT – GT3 racing continues to impress globally. The Blancpain Endurance Series round at Paul Ricard boasted 60 entries. That follows earlier rounds which had similar size grids. It remains a good formula.

SJ – It’s fantastic. When you look at Blancpain and the GT3 regulations, you have to say that [Stefan] Ratel (SRO Group principal) has done a terrific job. The racing works brilliantly, very even. It’s just a shame that Le Mans couldn’t apply the GT3 concept.

P1 has what, eight cars maximum racing right now? And they’re going to slow them down again  because somehow they’ve determined that their lap times are too quick. I don’t understand how that’s determined. Historically, a certain lap time is too quick? Who says so, whether it’s sports cars or F1?

There was a time when F1 cars had aerodynamic side skirts that basically sealed them to the track. Their ultimate speed was determined by how much the drivers could withstand before they started to blackout. That should give you an indication of how far you could possibly go speed-wise. You wouldn’t have to go that far but why not go as fast as reasonable?

My point is, if you took the GT cars, whether they’re GTE or GT3, and let them run without  restrictors they would have all another couple hundred horsepower at least because that’s how much they’re strangled now. Their lap times would be right down in the mid 3-minute, 40s. In 1997 when we won the race (Stefan won with Joest Racing in a Porsche TWR-Porsche WSC-95) our pole time was a 3:47 in the Porsche prototype.

You’d be right there in terms of good, fast laps and then you’d have effectively 56 cars with almost identical performance racing each other. I think that would be pretty cool. And I think they should just make GT one category. The whole division of GTE and GT3, it’s just nonsense. Everybody has to make a special car for Le Mans. It’s ridiculous.