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Filtering by Tag: Bernie Ecclestone

The Star Drivers of the Rolex 24 at Daytona, F1 News & What to Expect in 2019

Eric Graciano

#SJblog 99

JT – The Rolex 24 at Daytona kicked off the 2019 season for many this year. The field was stacked with competitive cars, teams and star drivers from the DPi ranks down to the GTD cars. Just a few of the famous drivers racing included two-time F1 champion Fernando Alonso, five-time IndyCar Champion Scott Dixon, CART champion and F1 star Alex Zanardi, DTM champion Rene Rast, Rubens Barichello, Kamui Kobayashi, Helio Castroneves, Alexander Rossi, Juan Pablo Montoya, Simon Pagenaud, Sebastian Bourdais, Romain Dumas, Felipe Nasr, A.J. Allmendinger, Simona De Silvestro and Timo Bernhard with many more on hand.

Video via NBC Sports YouTube Page

In fact, with its early season date and the quality of competition (with very few gentleman drivers these days), it’s reasonable to argue that the 24 Hours of Daytona now boasts a higher level of driving talent than the 24 Hours of Le Mans. Do you agree?

SJ – Yes, you’re absolutely right. Because it takes place in January there is no conflict for any drivers apart from the one’s racing in Formula E, which means we get some really high quality drivers from every category of racing. Daytona is always a great way to start the season, because it’s a 24 hours race you get a lot of seat time and most of the time the conditions are far from ideal which means you have to improvise quite a lot both with the handling issues of the car and also with the constant traffic between faster and slower cars.

There’s a very good mixture of single-seater guys, NASCAR guys and sports car drivers. It’s a very strong field of drivers that’s for sure, and you often find yourself in a group of 3-4 great drivers duking it out over a double or triple stint. It’s a lot of fun and it really gets you in racing mode before the real season starts.

JT – The race itself was very interesting and very competitive throughout the field until rain began falling near 5 am. Ultimately, Fernando Alonso, Jordan Taylor, Renger Van Der Zande and Kamui Kobayashi won overall. That means that Alonso now adds the Rolex 24 to his two F1 championships and his Le Mans 24 win last year. Next up for him is the Indy 500 this year.

What did you think of Alonso’s drive and the competition overall?

Photos via @fernandoalo_oficial

Photos via @fernandoalo_oficial

Unfortunately, Scott, Ryan Briscoe and Richard Westbrook lost five laps in the No. 67 Ford GT due to early contact with the wall by Briscoe. But they rallied back to 4th place overall, just a lap behind the GTLM class-winning No. 25 BMW M8 GTE. It’s a shame the race had to end under red flag.

SJ – It was a pity the rain came, it really ruined what could have been an epic race, with great battles going on in all the different categories, but it was sort of an anti-climax at the end. Alonso had some fantastic stints and really put on a clinic at one point. Being the great racer that he is, he must have been loving it out there, actually racing hard against some of the other top guys in the prototypes. It was a tough one to swallow for Scott and the guys, fighting back from where they were laps down, had they stopped one lap later for what became the last stop in the race, they would have won. Scott had a couple similar monster stints as Alonso in the middle of the night where he was just flying.

JT – In pre-season F1 news, the Formula One Promoters Association (FOPA) recently complained that Liberty Media would significantly harm the series if it proceeds with a plan to move to more pay TV for coverage of the series globally. FOPA is concerned that such a shift will dramatically decrease the number of viewers of F1 on TV.

The group also protested an apparent deal between Liberty Media and the promoter of the upcoming F1 street race in Miami. The promoter was offered a profit share partnership rather than the more traditional model where races pay tens of millions of dollars for the right to hold the event. What are your thoughts?

SJ – I have to agree with the promoters. In terms of TV, this is a dilemma that started a while back. Now the promoters are starting to feel the crunch too but I think the teams have already felt that for some time.

It may be coincidental but since F1 started being televised on pay-TV (cable TV) rather than broadcast TV the eyeballs have dropped dramatically. So has sponsorship. What used to be a $100 million title sponsorship deal is now in the range of $15 million. It’s totally changed the dynamic because sponsorship is so much harder to come by. It has completely changed how revenue flows to the teams.

Every team, apart from the manufacturer teams, is now 100 percent dependent on Liberty Media or the series to fund the bulk of their programs. Sponsorship used to be what kept the teams going and whoever was willing to work a bit harder was able to find more money and hire the best people, etc. The money that came from Bernie [Ecclestone] at the time was the icing on the cake. That’s definitely not the case now.

A pay-wall might help the bottom line for Liberty Media short term but at the same time the whole eco-system of the series is shrinking. The more viewers you lose – at some point a line is crossed and that model can’t work, so unless they are able to find another method, whether that is through digital media or other forms of generating real interest and growth it will be problematic.

I never understood why Liberty made it public knowledge that they’ve offered Miami a race essentially for free? No wonder the promoters are frustrated. It’s inevitable that they’re now all asking “What about us? We’ve been paying you tens of millions per year to host a race with fees on top of that.” There is most likely more to this story than we know and we have to assume they are on top of this situation.

Personally, I am not convinced all the effort of cracking the US market is really worth it in the end, they have been trying for the best part of 40 years now and things have not changed a whole lot. To me it seems like a lot of heavy lifting to try and penetrate the cultural differences between US Sports and European or Global sports in general. Soccer, or football as it’s called in Europe is still minor compared to the NFL, NBA and Baseball for example. The US have always had their “own” sports that are equally minor in most other parts of the world.

JT – Looking ahead to the 2019 F1 season with rules changes going into effect what kind of impact do you think they can make?

SJ – Well, I think the 2019 aerodynamic rules which are aimed at supposedly helping more overtaking happen will make absolutely no difference – zero percent. All it’s doing really is costing the teams another 15 million Euros each to develop their new aero packages.

There was a recent article in Autosport with Nikolas Tombazis, the FIA’s aerodynamicist, where  he is attempting to explain why the FIA made this rule. And what they were trying to achieve.  I read first three paragraphs of it over and over again, and just glazed over in the end, it’s so complicated to even try to understand his explanation. I even talked to a former F1 technical director and designer and he said, “yeah I read the same thing and I didn’t understand a word of it.”

I think this sums up the current situation quite well, I am a huge fan and am trying to stay in tune with what is happening in the business from both a technical and business point of view, we have a highly qualified F1 designer and we both agree that it’s now gotten so complicated that it’s impossible to make any sense of any of it. If these are the guys making the rules, we’re in serious trouble. No one, excepts the boffins that wrote it, can understand the rulebook anymore.

JT – Since the announcement that Charles Leclerc would join Sebastian Vettel at Ferrari this season was made there has been speculation about how much Leclerc will push Vettel and whether that could destabilize Vettel or the team itself. What do you think?

Photos via @Charles_Leclerc

Photos via @Charles_Leclerc

SJ – I think he will push Vettel, there’s no doubt. The only thing that separates the really good drivers from the rest today is race-craft. Speed has little to do with it anymore because the way the cars are engineered, drivers are going to get to the limit of the cars pretty quick. I think Leclerc will be up to speed quickly, how he will go in the races we will have to wait and see. Every indication until now would say he will do a great job, but we won’t know until the pressure is on.

One would hope that Ferrari would stay away from politics and look at the bigger picture and what the best strategy would be to win the championship. Ferrari’s been known in the past to let emotion get in the way of an objective, balanced approach. Their best hope to win the title is still with Vettel, so I believe that’s where the emphasis will be.

Leclerc has had a full season now with Sauber (Alfa Romeo) so he’s not exactly a rookie. But I think race-craft will come into play at some point. It’s a similar situation to what Max Verstappen had coming into Red Bull. He was obviously mega-quick from the start but you didn’t really see the flaws until he got into a car that could actually win races.

When you throw away a race you could have won, it’s a different story than if you’re fighting for 6th or 7th place. So that will be different for Leclerc but I think his pace will spice things up a little bit. He’ll do well. He’s got good management with Nicolas Todt who knows the business very well and that will probably help him too initially.

JT – Of course, Leclerc’s signing last year isn’t the only development at Ferrari. Shortly after this year began it was announced that Maurizio Arrivabene would be replaced as team principal by Ferrari’s technical chief, Mattia Binotto. What do you think of Ferrari’s move to put Binotto in charge?

SJ – I don’t think it’s necessarily a good move. To put all of the responsibility on Binotto I don’t think is a good idea. He’s been the technical director and he’s obviously very good at that. Why would you distract him from doing what he’s good at? He’s too valuable as technical director in my opinion.

They had a car last year that was, at least for a while, the best car on the grid. Now Binotto is going to have to clutter his brain with all of the other nonsense, sitting in the FOM meetings, dealing with all of the politics and the daily dramas of running a top level F1 team. It’s a tough responsibility and a lot for one guy to handle.

JT – One of the most significant changes to the F1 grid for 2019 is the transition of Force India to “Racing Point F1 Team”. Canadian billionaire businessman Lawrence Stroll and a group of investors acquired the team last summer and are taking it into a new era with Sergio Perez returning as a driver alongside Stroll’s son Lance who moves from Williams to Racing Point. How do you think the re-made team will perform in 2019?

Image via: @thisisf1

Image via: @thisisf1

SJ – I think they will go very well. If they keep doing what they’ve been doing in recent years and just add the better resources and stability that Lawrence will bring, I think they’ll be very competitive. Lawrence is successful for a reason as he’s proven in all his other business endeavors. He hires good people and lets them get on with it – a bit like Flavio Briatore was when he ran Benetton and Renault. I think they’ll be very strong.

JT – How do you think Haas F1 will perform this season? Though they continue to receive criticism from other F1 teams for their mode of entry into the series as a client of Ferrari, they’ve been solidly in the mid-pack.

SJ – Haas hasn’t done anything that wasn’t in the rules. I’ve been advocating that path for years. That’s what I tried to do when I had a stab at creating a new Formula 1 team some years ago - the “B team” principle if you like. 

Why wouldn’t you do that if the rules allow it? I think it’s going in that direction across the board now anyway. Teams like Williams and McLaren will find it harder and harder to stay competitive being independent. When you look at the resources Mercedes and Ferrari have, not only do they have money, the best people and equipment, they now have two extra teams of cars running. That’s more data, more of everything at a time when testing is basically banned. They can utilize every possible opportunity they have to gather data.

I think Haas has the potential to improve but they’re dependent on what Ferrari gives them. If Ferrari’s good, particularly on the engine side, I’d say they’ll be good too. The engine is the big leap for Haas and for Sauber as well obviously. Last year Sauber all of a sudden leapt from the back to the front of the mid-pack.

JT – Sauber has been the stand-out of the F1 paddock since Alfa Romeo/FIAT took an interest in them and installed Frederic Vasseur as team principle. They also have Kimi Raikkonen driving for them this season alongside Antonio Giovinazzi. How do you think they will perform?

SJ – With Alfa Romeo now taking a bigger stake in the team I think they will be the favorite underdog now. Kimi has such an incredible following and his fans will be pumped up. And Vasseur is very good. He has a winning mentality and he knows the business inside and out. You can see that he has definitely lifted the whole team since he joined last season with his approach and discipline and how driven he is.

JT – Renault has also experienced significant change with Daniel Ricciardo having joined the team and the manufacturer having ended its relationship as engine supplier to Red Bull Racing. Now the team has one of the top drivers on the grid and can focus more on its own philosophy for engine development. Where do you think they will figure in the 2019 season?

Image via: @danielricciardo

Image via: @danielricciardo

SJ – I think if Renault is still committed to delivering the resources they’ve promised – and I think they are – they have a pretty good engineering group to rely on. The leadership of the team isn’t really F1 or racing people and that can lead to the wrong decision being made here or there. But I think they’ll be pretty strong.

JT – Further back on the grid are McLaren and Williams F1. McLaren made what some consider positive news with the hiring of Andreas Seidl, the ex-boss of Porsche in the WEC, as its new managing director. His arrival along with new drivers Carlos Sainz and rookie Lando Norris has created a small amount of momentum.

At Williams F1, the return of Robert Kubica to F1 alongside rookie George Russell is the main news. How do you think both teams will perform this year?

SJ – I think hiring Seidl is a very good move for McLaren. That should definitely help the whole program. But it will still take more time to rebuild everything there, even with Seidl coming aboard. An F1 team is like a big ocean-liner these days in terms of how long it takes to respond or change course. Once you make a policy decision or a philosophical decision on the design of a car it’s very hard to change direction. You kind of have to stick with what you’ve got which is what happened last year to McLaren with their aerodynamics. They discovered at some point early on that they went down the wrong avenue with aero and they were stuck.

Unfortunately, it’s hard to see Williams improving much. They made some poor decisions in previous years and I don’t think they have the resources or the budget to crawl out of the hole they are now in.

JT – Back at the front, Mercedes goes into 2019 with the same basic cast of people and will likely be strong again. Red Bull now has Max Verstappen as its clear number one driver with the departure of Ricciardo. They also have Honda stepping up, supplying them as well as Toro Rosso. How do you think these two will fare?

Image via: @lewishamilton

Image via: @lewishamilton

SJ – It will be the usual suspects up front, no question. Mercedes will be right there. Lewis is getting better and better every year and I don’t think he’s even close to his peak yet, which should be a huge concern to all the other teams and drivers. He’s the one driver who at the moment you can say with 100% certainty is really making the difference when it matters.  I think Red Bull, not necessarily this season but maybe by 2020, will be very strong. I’ve got a feeling as long as Honda is fully committed, and as I’ve been saying for three years now, they will eventually get it right. And when they get it right they will dominate.

With Red Bull it will only be a matter of time before they crack the code. I think we’ll see Red Bull, Honda and Verstappen totally dominating at some point in the next five years.

I think Verstappen really blossomed last year. He had a couple of bad races at the beginning of the season with some silly mistakes. But along the way it seems like something clicked and he’s now kind of figured it out. I think he’s at the point now where he can see the big picture. I think you’ll find that next to Lewis he’ll be the most complete driver among the guys out there. He’s going to be very hard to beat.

JT – In more refreshing racing news, IndyCar is looking stronger and stronger for 2019 and beyond. The series has signed a new title sponsor – Japanese tech firm NTT - continues its multi-year TV deal with NBC/NBC Sports which will now televise all IndyCar races including the Indy 500 and has gained a new presenting sponsor for the Indy 500 - insurance provider Gainbridge.

Logo via IndyCar

Logo via IndyCar

There’s talk of additional races with a return to Australia in 2020 and possibly Japan as well. Car count is up with grid numbers likely to be in the mid-20s. Ex-Formula One drivers and hot-shoes like Felix Rosenqvist are joining the series, and the level of competition should be higher than ever. What are your thoughts looking ahead to the 2019 season?

SJ – I’m excited about IndyCar. Jay Frye (IndyCar president) and his guys are doing a great job. They’re racers and they know the business inside and out. They’re pragmatic in their approach and I think the competition decisions that have been made have been great. It’s going from strength to strength.

And they’re doing it in increments. It’s not like knee-jerk wholesale changes. It’s just fine tuning it a little to make it better every year. I know they’ve also been trying hard to get a third manufacturer onboard. They’ve talked to everybody and I’m pretty confident that at some stage one of them will join, which would be great.

Amongst the top level racing series in the world, IndyCar is relatively affordable in the overall scheme of things and a very attractive proposition for any team or manufacturer to join. The support the manufacturers give definitely helps. If a third manufacturer joined in, then I think IndyCar would really take off. We are seeing more and more teams joining, and the grid is now limited by the engine supply more than anything. If there was a third engine manufacturer we would see even more teams joining.

We now also have two Swede’s in the series which is great for all the fans back home, I know both Felix and Markus are both fully committed to IndyCar and it will be exciting to see how they get on.

Image via @scottdixon9

Image via @scottdixon9

Scott in the meantime is quietly preparing to defend his title for the fifth time, and I fully expect him to come out just a little better than he was the previous year. He never stops to amaze me, the discipline and work ethic is incredible after so many years. He’s definitely one of the best in history in my opinion. The competition is getting stronger every year and he just keeps grinding away, racking up points and wins.

Bernie Ecclestone leaves F1: the End of an Era

Eric Graciano

- #SJblog 82 -

JT – The New Year is underway and as the Rolex 24 have just kicked it off, we begin another season of the #SJBLOG.

We’ll continue to discuss all that is fun, fantastic and occasionally frustrating on the global racing stage. We invite you to join us for what should be a very interesting year in Formula One, IndyCar, sports car racing and more.

Times are definitely changing in F1 with the ownership transfer of the series to Liberty Media and the departure of Bernie Ecclestone as F1 CEO. It’s the end of an era and the beginning of something different. Opinions on Ecclestone’s reign vary but two things are certain:

Bernie pushed the series forward to new heights and is the one person most responsible for what F1 has become in the modern era. He also the only leader the overwhelming majority of the F1 paddock has ever known – a figure central to the environment in which teams, drivers, circuits and manufacturers have functioned for decades. What are your thoughts on Bernie’s exit?

SJ – Well, it was to be expected of course with the new ownership but it’s still a very major end of an era. Since any of us can remember Formula One has been synonymous with Bernie. It seems like nothing in modern times in almost any capacity has ever happened without his involvement. Teams, drivers, promoters, TV, you name it – every little detail and every brick in that business has been laid by him.

It was a weird feeling when I first heard of the announcement and talking with other friends from Formula One it seems that everyone agrees that it’s kind of sad, he’s been like a grandfather to all of us. The change is definitely a big deal. I can’t think of anyone in the paddock now who was there before Bernie. It will be very interesting to see what happens. Personally I feel that Liberty might have been better off by keeping Bernie on-board for a few more years and ease into the ownership by learning or studying how things got done rather than cutting the cord and starting with a clean sheet right away. If I had the opportunity to work next to what is arguably one of the best deal-makers in history, not only in F1 but in general, I would certainly jump at the opportunity. The devil is always in the detail and Mr. E was the only one in that organization that had an intimate knowledge of every little detail. Those are some big shoes to fill for sure.

JT – Indeed they are. Liberty Media has a fairly impressive team. Chase Carey is now CEO while ex-ESPN executive Sean Bratches will direct the commercial side of the series. Ross Brawn returns to F1 with Liberty in charge of the sporting side of the series as managing director, motor sports. 

SJ – I think it’s great that they’ve gotten Ross involved on the technical and sporting side. You couldn’t find a better guy as he’s probably the only designer or engineer that also has a very clear and deep understanding of the business side of F1. Hopefully he will be able to simplify many of the things that have gotten far too complicated over the past years.

On the other hand, there’s been a lot of talk that everything needs to change. But I don’t think anyone really has the answer whether it’s on the digital side, the sporting side or the commercial side. What is the actual answer to all of this?

It may be easy to recognize what’s wrong but fixing it all is something else. That’s the critical part going forward. I’m not underestimating the people at Liberty Media. They’ve been extremely successful in everything they’ve done. And they’ve have already been smart enough to surround themselves with good people so one would hope that the right decisions will be made.

But I believe F1 is at a stage right now where if you make another two or three wrong decisions in important areas I don’t know how much longer it will be interesting or relevant for the fans - or for the teams too for that matter. Aside from the manufacturers, every team is on the limit financially already. With new rules again for this year the costs will certainly not go down, most likely they will increase yet again as all the teams had to start with an almost clean sheet as far as the chassis go.  How do you control the costs? There are so many different aspects and at the same time you may not want to do too many things. Ross has already talked about a 3-5 year plan on the technical side, and that’s a good sign for sure. But then there’s all the other commercial aspects of the business that needs to be dealt with. I don’t think anyone truthfully has the correct answer or the right way forward in this area simply because things are changing at such a high rate today. It’s very tricky to say the least. All sports are dealing with the same problems, people were quite happy to sit through a 2-3 hour sporting event in the past, because it was the only game in town, not so anymore, except for the very big events like the Superbowl or the Soccer World Cup for example.

JT – Chase Carey made the comment that he wants every race to turn into a “Superbowl” with the event starting the week prior to the Grand Prix. Do you think there is enough interest in some of the markets to make this work?

SJ – We have two very definite Superbowl equivalents in Motor Racing already, the Indy 500 and the Le Mans 24 hours, they are both massive events. Monaco probably falls into the same category although they can’t pack in the same amount of people due to the sheer size of the venue as they do at Indianapolis in particular.  I don’t know how well they have studied each individual market but in some other places it is already like a Super Bowl kind of atmosphere. The build up is starting very early and the entire City comes alive when the GP comes into town. Montreal for example is a great example of this, there’s an incredible atmosphere there, Singapore, Monaco and some others too. But there is generally a common denominator in all these cases and it’s the location of the track. If the track is located in a major city or very nearby it sort of just happens organically. But, when you have to drive for an hour or more and the hotels near the track are spread over a 100 mile radius it’s difficult to get a Superbowl atmosphere because there is no focal point. And this is the problem with a lot of the venues on any racing calendar. Indycar is exactly the same, all the city races are huge, with large crowd and great atmosphere. As for the TV numbers I am not sure they would get anything close to what they have for the Super Bowl if there was one every two weeks in F1. It’s a completely different thing and maybe that’s partly what’s lacking in F1. Monaco is for sure more prestigious to win than any other Grand Prix, but it’s nowhere close to Indianapolis or Le Mans in terms of the amount of spectators or the build up beforehand.

JT – In comments earlier this week, Liberty commercial chief Sean Bratches outlined four areas that the organization will prioritize to improve the sport. The third concerns the approach Liberty will take to managing the series.

“The third is creating a much more democratic approach in terms of how we approach our partners – from teams/sponsors/promoters and rights holders. There is a lot of opportunity to leverage the F1 IP to integrate it to their businesses,” Bratches said.

Given the view you’ve often expressed about the inefficiencies that result when F1 is ruled “by committee”, what do you think of Liberty’s notion of a “much more democratic approach”?

SJ – If you look at any championship that’s been run like a democracy, it’s failed. I think that’s true of most sports in general. I think there will be so many opinions that, again, it will be hard to get things done. But this is the “romance period” for the new establishment. We’ll see how it goes. Since F1 implemented a somewhat more “Democratic” approach through the Strategy Group there seems to be more confusion and more complicated rules every year. So far, they have not accomplished anything that has made F1 better as far as I’m aware. I absolutely think they need to get away from this Democratic approach and instead put together a small team of individuals that are highly respected by their peers, that understand the different aspects of the business and are completely independent from the pressure of running a team or promoting a race or anything else that will give them a biased view of how to run the business. You then need to let them get on with formulating a plan to go forward. If they let everyone have their view on every single matter it will end in disaster just as we’ve seen in so many other series and sports for that matter. I don’t think the guys at Liberty has any idea of what’s in store for them when it comes to dealing with the teams in particular. The best analogy would be to use the famous quote from Ron Dennis when Eddie Jordan entered F1 back in the 80’s, “Welcome to the Piranha Club”. Nothing has changed since then and that is exactly what they can expect.

JT – Drivers have now started to opine that the new 2017 cars will not only be faster but much more physical to drive with higher loads to be withstood. That’s why many have said they have stepped up their off-season physical training. In addition, many including current and former drivers are finally acknowledging what you spoke out about half a year ago - namely that the increased downforce of the 2017 cars may actually make passing even more difficult in F1.

SJ – Unless I’ve completely missed something, I can’t see how the new cars will make the racing better. I’d love to be proven wrong, seriously, but I don’t understand how it’s possible.

It was already difficult enough to pass in recent years because braking distances are already so short. With the current cars they are almost in the corner when drivers hit the brakes. They are now talking about a 40kph increase in cornering speed with most likely even slower straight-line speeds due to increase in drag from the added downforce, which means they will literally be in the corner when they brake. Unless I’m mistaken, braking into a corner is generally where most passing takes place, unless you’re on an oval track and you can run multiple lanes. Maybe these cars will have so much grip that they can run two lanes. That’s the only way I can see any passing happening.

Your exit speed from a corner will be completely irrelevant because, relatively, there will be so little acceleration taking place with a 40 kph higher exit speed on average. That means your acceleration will be even less than currently from corner exit to the end of a straight.

Apparently the FIA has already informed the track owners that they will have to modify the run off areas in some places due to the increase in cornering speeds. In fact, what is happening is that the cars have now outgrown nearly every track. With such an increase in grip and cornering speeds there is virtually not one challenging corner left on the calendar. The engineers are already talking about several corners or sections on many of the tracks being straights, as in there will be no lifting or braking as it used to be before. For example, I expect Eau Rouge at Spa to be flat on the second lap out in first practice, it will literally hardly be a corner anymore. The only place where a driver will be able to make any difference in the lap times will be in the low speed corners, and it will be even more about technique and just hitting your marks than it already is. Bravery and being able to “hang it out” won’t enter into the equation anymore.

JT - All this talk about the drivers having to be super fit this year, what are your views on that?

SJ - I don’t think it will be anything near as hard as everyone thinks or is talking about. By the time they get to the first race they will all have gotten used to it. They’re certainly not going to pull more Gs than what an IndyCar already does on an oval track. And the guys in IndyCar don’t complain too much about that. All of this is completely blown out of proportion in F1 as far as I’m concerned. The other thing is that the Indycars don’t have power steering so they are way more physical to drive than an F1 car will ever be to begin with.

In any race car these days you’re literally glued into the seat. The only things that should move are your arms and anything from the knees down and maybe your core to some degree. But your head is literally stuck in one position now because the head-rest surrounds you and you have the Hans-Device. I don’t see what the fuss is all about.

When your head was sitting a foot above the cockpit like it used to be, you really had to use your neck muscles to hold it up. Now you just brace against the head-rest and you’re fine. And in F1 it’s still nothing like the oval in Phoenix in an IndyCar for example, where you race with monster Gs lap after lap for 200 laps.

And generally speaking I think all drivers today are very fit to begin with, much fitter than they used to be and they have much more sophisticated training methods and better diets. I don’t think we will hear a word about the physical aspect after a couple or races.

JT – Valtteri Bottas has been confirmed as Nico Rosberg’s replacement at Mercedes GP since last we talked. Mercedes made quite a few deals to bring him to the team. What’s your view on his potential?

SJ – Signing him was the obvious thing to do, I guess. We’ll see how it goes but now it’s time for him to shine and become a real superstar, or fall by the wayside if he’s not able to match or beat Lewis. It’s the same for all of these guys in mid-pack teams. It’s easy to be a kind of underdog and do a great job and be recognized every time you do a good job and succeed.

And when on occasion you do an average job, it’s still ok. If you have an “off” weekend, finishing 7th instead of 4th – which has certainly been the case more than once for Bottas – it’s not that big of a deal. When you’re in Mercedes, Red Bull, Ferrari or McLaren, you’re not allowed to have an “off” weekend. In a top team there’s a completely different dynamic. You better be on your A game in every race and every practice session. If you’re not people immediately start to ask, “What’s wrong with him?”

They say you’re “finished” and this and that, and the media is all over you. The team is on you, everybody’s on you all the time. You’ve got to be at the highest level every time you step into the car. I think that will be the biggest eye-opener for Bottas. He is no doubt a super talent but trying to beat Lewis every time out won’t be easy for anyone in the paddock, we have already seen that with Alonso, Button and Rosberg. All those guys are the best in the business.

JT – Adrian Newey and Red Bull Racing seem to be more optimistic heading into the 2017 season, declaring that Renault has made progress with its power unit and that the Red Bull chassis - already well developed – will benefit from it.

SJ – I think Red Bull will be the biggest challenger to Mercedes. I don’t think the gap to Mercedes will be as big because the huge advantage they’ve had with their engine is getting smaller. I think they’ll still have a slight advantage but whoever gets their new chassis right will be much more competitive with them and I think Red Bull will be very strong. I have a feeling McLaren will catch up quite a bit too. Ferrari is an unknown at this point, I hope they will surprise everyone and maybe the silence from Maranello is a good sign.

JT – You’ve said repeatedly in the past that despite all the resources invested, F1 cars all end up looking almost identical even after a rules change. Do you think that will be true this season?

SJ – To a large degree I think they will. The window of what teams are allowed to do is so small now that by nature they’ll all end up looking the same. There’s really no room for innovation anymore. They work in such a narrow box that it’s mostly down to the endless tinkering with the details. I noticed from what I’ve seen until now that the complicated front wings will remain more or less the same, which effectively means that any hope of a car being able to follow the car in front close up is no different from before. I thought one of the reason for increasing the aero from underneath the car was to avoid this from happening, but this will not be the case, unfortunately. As long as the main area of performance on the car is aerodynamics it’s inevitable that all the cars will eventually look nearly the same, the air only like to travel in a certain way and that ultimately determines the shape of the car.

JT – One thing not yet discussed by Liberty Media is what they might do to control costs in F1. They have proposed more evenly distributing money among the teams but that won’t help much if F1 remains unsustainably expensive. The sums spent by manufacturers, teams, etc in F1 these days are staggering yet no one seems to blink an eye or has the courage to try to control it. How is it possible for this to be ignored?

SJ – Yes, distributing money more evenly is fine but when costs are already through the roof it doesn’t help much. And with frequent rule changes you add even more expense. The best way to keep costs down and make the racing more exciting is to maintain rules stability. The ramp up in costs is always at the beginning of a new rules package for obvious reasons as every team has to develop a whole new car effectively. The longer you have the same set of rules the more the lower ranked teams will catch up and the closer the field will be and the costs will eventually drop for all teams as the trade-off between performance versus money spent decreases each year.

To make the competition closer and to control costs, more than anything, I think you need to limit what teams are allowed to do with the cars. I firmly believe that you could standardize 50 to 60 percent of the components. That eliminates the need to design, manufacture and build every single component of a car. All those components have to be run and tested, and now with limits on testing it becomes even more expensive as they have to be simulated and tested in different way which adds even more cost.

Sketch by Giorgio Piola

Sketch by Giorgio Piola

I keep repeating the same thing over and over, the biggest culprit is the aerodynamics. They must figure out a way to minimize the importance of downforce on the car, or at least simplify what you’re allowed to do on the car. I don’t see why they can’t use the same front wing on all the cars for example, issued and controlled by the FIA. No one can hardly notice the difference between any of the cars as it is now, yet they all produce their own front wings at an astronomical cost to each team, with a windtunnel and CFD programs that never ends, literally. It’s a constant 24/7 development war that never stops all year long, to find the tiniest gains. One of the top teams employ a total of 250 staff in the design and engineering department, of which half are aerodynamicists. I am baffled why they can’t all agree on this as a starting point at least.

JT – On a lighter note but also a serious one, racing in general is facing an unprecedented level of competition from other sports and new forms of entertainment. As you observe there are lots of distractions and some are a good laugh.

SJ – Fernando Alonso made a comment about the 80’s era recently, saying that people would find it boring nowadays watching those races with Prost and Senna fighting each other. He’s 100 percent right of course. But the difference is that’s all there was back them. People could understand the challenges and dangers, the spectacle. They looked up to the drivers as gladiators and thought it was fantastic. The cars were beasts and fans could see that when they were watching. But the racing was generally quite boring in fact, even more than it is today I would say.

Today, there is so much clutter and competition for eyeballs from so many different sources, especially for the younger generations which makes it hard for anyone to sit through a 2 hour race that have very little happening most of the time. Compare that to something as silly as watching these “fail” videos that are so popular now on YouTube for example with these morons from all over the world wrapping their Lamborghini’s and Ferrari’s around a tree or a lamp post, well I hate to admit it but it can be quite entertaining too at times.

It’s a silly example and as funny as that is to say, it’s true. And it can be anything. Whatever people are into, there’s instant access to as much as you want – complete sensory overload. So, in my opinion, whatever needs to be done to increase the interest from the younger generation in F1, and racing in general, it has to be something really special. It has to be something really spectacular like F1 is supposed to be, and even more. It can’t be politically correct all the time. It has to be something that people can easily understand as extraordinary and special. F1 isn’t that way at the moment.

JT – With the Rolex 24 a new era started in sports car racing with IMSA’s DPi and the global P2-spec.

SJ – We’ll see how it all shakes out. The cars at Daytona looked fantastic in my opinion, both the Dpi’s and the LMP2 cars. The racing was good and I think this format could be the way forward for Prototypes in general. Let’s hope the ACO will take a good look at this with an open mind and allow the same type of cars to run the 24 hours too eventually. With only two teams or manufacturers that can effectively win the 24 hours I think it’s time to re-evaluate the entire format for the ACO and the Le Mans 24 hour race.

JT – The 2017 IndyCar season is on the horizon. Much of the off-season talk has centered on the series “aerokit freeze” this year and its intention to go to a “universal” kit in 2018, a configuration that may see Indy Cars generating more downforce from underneath the chassis. The move to make downforce from below is intended to reduce turbulence for following cars.  What are your thoughts on these moves?

SJ – Well, moving to the kit for 2018, even if you try to make downforce from under the car instead of from the top I don’t think it will completely eliminate the problem. You might improve things a bit but you’re still going to have a high downforce configuration. Whatever the ratio is between aero and mechanical grip, you’re going to have a problem if the aero portion is greater than the mechanical no matter what.

Right now, the dependence on aero with an Indy Car is probably 80 percent or more. The cars have a crazy amount of grip. If they got rid of a lot of the aero appendages that are all over the cars and cleaned them up it would be a big improvement.

I think the best, and only way, to solve this problem for any type of open wheel car is to drastically reduce the downforce and rely more on mechanical grip and more horsepower to get the lap-times to the same levels we have now. This would put the emphasis back on the drivers and car control which is key in my opinion.

It’s the same as in F1. Why spend all of this money on aerodynamics when you can have the tire companies give you the grip and engine manufacturers make the engines more powerful? They are both very easy things to do, and at virtually no development cost to the teams or certainly nothing close to what they are spending on their aero programs at the moment. If you had multiple tire suppliers they would duke it out and spend as they used to, to develop better tires. The lap times would drop by 4-5 seconds almost immediately and probably a lot more with time. That would at least have some level of benefit for street tires too as some of the technology is eventually applied to their consumer products. Aerodynamic downforce is about as useful as an ashtray on a motorcycle for anything else but making a race car go faster.

Nico Rosberg retirement, I meet an old friend at Adelaide & Felix Rosenqvist finishes 2nd at the Macau Grand Prix

Stefan Johansson

JT – It has been a couple weeks since the last blog and a lot has happened. Nico Rosberg was crowned F1 world champion at the Grand Prix of Abu Dhabi. Then late last week Rosberg shocked everyone with the announcement that he is retiring from F1. Meanwhile, Audi finished 1-2 in their final race in prototype competition at the Six Hours of Bahrain. And the Macau Grand Prix was a topsy-turvy event with plenty of carnage, controversy and a smattering of competitive racing.

While much of this played out you were Down Under, having been invited to the Adelaide Motorsport Festival to drive the No. 28 Ferrari F156/85 you piloted for Scuderia Ferrari during the 1985 F1 season (scoring two 2nd place finishes).

Given that Rosberg’s news is so unexpected, let’s begin there. Then we’ll reflect on your experience in Australia. What are your thoughts on Nico’s retirement?

SJ – It is obviously a shock announcement and a major surprise to everyone. It’s also likely a testament to how intense the situation at Mercedes has been all along. You can sympathize with him, having to go through that again is a major thing to consider.

Still, I would have thought that now having one title in the bag it would have been a lot easier to carry that momentum forward. But more than any other influence, I think it’s an acknowledgement of just how hard he had to work and how much it took out of him to win this title.

JT – In addition, I think we all recognize the maturity and guts it took for Nico Rosberg to make this decision.

"We said we'd be champions back then, now we both are! Congratulations Nico, you did everything a champion needed to do. Well deserved." - Lewis Hamilton

"We said we'd be champions back then, now we both are! Congratulations Nico, you did everything a champion needed to do. Well deserved." - Lewis Hamilton

SJ – Yes, that’s my next point. You really have to admire the strength of character it takes to make that decision at this stage of his career. You might say it’s early in his career but we can’t forget that Nico and so many of these guys started racing at a pretty high level in their early teens. (Rosberg mentioned that he has been racing for 25 years in comments on his retirement.)

So this has been pretty much all that Nico has been involved with his whole life. Since he was a little kid he’s been racing – and on a very intense level. So it may be a bit easier to understand his perspective when you think of that. However, I also think he might get the itch again after being away for a year or so, which we saw with a number of the guys who retired at an early stage in their careers. It’s an enormous hole to fill when you have been used to the intensity and focus every minute of your life pretty much for most of your life. I’ll be very surprised if we don’t see him back in some form of racing after a year or two.

JT – Nico always seems to have been a bit underrated. If we look at his time at Mercedes GP alone, realize who his two teammates have been – Lewis Hamilton and Michael Schumacher.

Source: F1 Fanatic

Source: F1 Fanatic

SJ – Exactly, it isn’t as if he hasn’t been tested. Look back to what he did while Michael was in the team. He made Michael look pretty average overall. Looking back now, Nico is probably the toughest teammate Michael ever had, certainly a lot more competitive than Eddie Irvine or Rubens Barrichello ever were.

I’d say most people have underestimated how good Nico really is. Let’s not forget that Lewis is already the second most winning driver in F1 history, and to be basically on even par with him every weekend is definitely not something that just any driver would be capable of doing. I also feel that maybe this was Nico’s way of finally sticking it to Lewis as he won’t be there to defend the title. In 2016 he was the best driver in the world, he rose to the occasion and had a string of very strong races midseason which effectively built the foundation for the Championship, when Lewis then retired in Malaysia all he had to do was drive intelligently without getting into it with Lewis every race like he was forced to do every time before that. It took him two years to figure out how to deal with that, starting with that race in 2014 in Bahrain where Lewis sort of moved the goal post and showed what he was prepared to do to win, team mate or not. I think it caught Nico by surprise and you could tell after that in both 2014 and 2015 he was not comfortable going to the length he had to do to either defend or attack against Lewis, and as such, we saw some moves that weren’t going to stick and Lewis generally seemed to come out on top. 2016 was different however, he changed his strategy and it worked out. I can sympathize 100% that it must have been difficult if it doesn’t come natural to you.

JT – Rosberg’s decision really is unexpected but as you mention, this has probably been brewing for some time. In published comments last week, his father Keke Rosberg may have alluded to Nico’s decision, saying “He has a lot of seasons behind him and I'm sure that, especially, the last three seasons have taken a high toll."

"They've been very hard seasons, because you're fighting for the championship for three years in a row, constantly." Keke said. "It's much tougher than trying to finish sixth. I don't know how much it's taken out of him."

SJ – I am sure it was not a rash decision but something that’s been on his mind for a while. I know his father Keke quite well. He’s an incredibly smart guy and has a very strong character. He’s very firm in his beliefs and if you take that into account, that could give insight into Nico’s logic.

JT – Everything is speculation at this point but the show goes on in F1. With Rosberg vacating his seat at Mercedes GP you would expect there to be a major amount of scrambling by top drivers to perhaps fill the vacancy. Of course, Mercedes has its own bench to draw from as well.

SJ – There will be a lot of action right now from every quarter, no doubt. I would imagine there are some guys, maybe like Nico Hulkenberg, who are having second thoughts about their decisions for next year. By the same token, they couldn’t have known what would happen. No one did, except Nico.

I am sure there a lot of the top guys reading their contracts with a fine comb right now to find out if there’s any way they can wiggle out of their existing deals. But more than anything the biggest dilemma is really for Mercedes to fill the gap from Rosberg, there is no one obvious to replace him with that is not already under contract, and I would imagine it would be problematic for them to put any of their Junior drivers in the car as it’s a huge step with enormous pressure. I feel for the Management at Mercedes too, they’ve had to deal with the constant battles and conflicts between these two guys in the past three year, and now they’re stuck in a situation where there is no obvious candidate to take Nico’s seat. Both Toto and Niki have certainly had their work cut out dealing with all this and when you weigh up all the circumstances I think they have done a great job in managing the situation.

JT - Returning to Australia, on the Friday before the Adelaide Motorsport Festival, you drove the Ferrari F156/85through the streets of Adelaide among the public which must have been a blast. Then on Saturday you ran the car around a portion of the Victoria Park street circuit which played host to the Australian Grand Prix from 1985 to 1995 – one of the tracks you raced it on. That must have been a great deal of fun too.

Did you enjoy driving the Ferrari again?

SJ – Yes, it was a great weekend – only there could you do something like that. It was Adelaide just how I remembered it from all those years past. It was a lot of fun and quite emotional to drive the old car actually.

I last drove that car up the hill at Goodwood a few years ago but that doesn’t really count as you can’t really lean on the car there as you do on a real race track. Apart from that my last drive in it was 30 years ago! It started to feel familiar after a few laps. It was kind of emotional when I started pushing it a bit and getting into the performance window of the car a little. Lots of memories… It was great using a manual gearbox and going through the gears and everything. By the end of day two I was getting some small blisters in my right hand from the gearshift which is how it used to be back in the day. They didn’t have it cranked up to full power but it was still enough to get a good feel for it.

JT – As usual we begin with Formula One, however let’s rewind to the penultimate race of 2016, the Brazilian GP – a race held amid off-and-on rain showers. It was notable mostly for the stop-start nature of the racing, a few on-track incidents and lucky escapes, and Max Verstappen’s drive.

He was widely lauded for his march through the field in the wet after good fortune in not wrecking somehow when his Red Bull spun on the on pit straight early in the race. During the last safety car period Red Bull Racing pitted Verstappen to fit extreme wet tires, changing from the intermediate wets he had been running on. He made a succession of passes, going from 14th to 3rd in the final 15 laps.

It was certainly an impressive drive though his cause was aided by having newer tires than any of those he passed. As you mention, there was also another key advantage for him.

SJ – There’s no question, he drove a fantastic race. His car control is amazing and he absolutely deserved the podium finish, but the thing I absolutely cannot understand is why no one else drove on the wet racing line? That’s racing in the rain-101.

In every category I’ve ever raced whether that’s sports cars, Indy Cars or F1 and all the way down to Karting, if it’s raining hard you never drive on the dry racing line. It’s full of rubber and it’s always way more slippery. I just don’t get why everyone else was on the regular line – it’s fundamental.

Verstappen was passing guys like they were standing still and you’d think the penny would drop and they would all start doing what he was doing. It boggles my mind. I don’t understand what the rest of them were doing.

Toto Wolff said what he did “defied physics”. It didn’t really defy physics. Verstappen had much more grip out there off the regular line – simple as that. There’s always more grip on the outside line in the rain. He was carrying more speed than anyone else and you would expect that the other drivers would have thought, “Hmm… maybe I should try that.” But in the end, it was a very impressive drive by Verstappen in extremely difficult conditions. His race craft is already up there with any of them and he showed an incredible amount of car control especially on that save he did where everyone else ended up smacking the wall.

Among all this everyone also seemed to forget what Lewis did, he had the entire field completely covered and drove an incredible race in very difficult conditions. The situation for him was far worse than any other driver in the field as he basically had no option but to win in order to keep the championship alive, so the pressure on him was immense.

The race management was also odd. I’ve certainly been in races where conditions were way worse and these are supposed to be the best drivers in the world. You’d think they should be able to handle it. If it’s gotten to the point where the cars are un-drivable in that kind of weather then maybe it’s time to go back to the drawing board, at least with the tires.

If there is a problem with the wet tires, the testing ban probably accounts for a large part of that. There’s no doubt that if there was still competition between tire suppliers in F1 none of this would happen. Wet or dry, the tires would be way better.

JT – The Abu Dhabi Grand Prix was interesting chiefly as the deciding race for the 2016 championship. What drama there was stemmed from Nico Rosberg and Lewis Hamilton, and their duel for the title. The race marked the last outing for Jenson Button and Felipe Massa but they were largely overshadowed by the title fight.

Rosberg prevailed in the championship, finishing second to Lewis Hamilton in the race. Sebastian Vettel came home 3rd. One big talking point afterward was Hamilton’s attempt to back Rosberg up, slowing his pace so much that Rosberg would be vulnerable to those behind. Hamilton has drawn both criticism and support for his tactics.

Meanwhile Rosberg held his nerve, passing Max Verstappen to reclaim 2nd position on lap 20 after his first pit stop. He also fended off Sebastian Vettel in the waning laps.

Though Hamilton said prior to the race that he wouldn’t slow his pace if he led Rosberg during the grand prix, he did exactly that. I don’t think anyone was particularly surprised by his decision apart from Rosberg perhaps, and it’s debatable whether he should or shouldn’t have done that. But his comments in response to team orders seemed a bit petulant.

What did you think of the race and Hamilton’s conduct?

SJ – It certainly got a bit exciting when Lewis started backing Nico up to the rest of them. Any little mishap and the race could have gone pear-shaped for Nico or for both of them. So the last portion of the race was very exciting and in many ways the scenario that most people probably was hoping for in a weird way.

Lewis’ tactics were to be expected despite the strict orders from the team. In the heat of the battle you can react in many different ways. It seems that in all sports today it’s gotten to the point where the moral side of things is almost irrelevant. Winning at any cost is the course of action most often. What was interesting to me was the parallel between this championship and the one in 1984 where Prost and Lauda had a similar situation. They were team mates at McLaren and if Prost won I think Niki had to finish 2nd to clinch the title.

I don’t recall one single person ever mention or speculate about Prost backing up Lauda into the pack, the term “backing up” didn’t even exist. No one thought of doing that, Prost basically disappeared into the distance and Lauda as it were had a big dice with me for most of the race for 4th place. I eventually got a slow puncture and had to pit, and then Lauda managed to pass Senna for 3rd and then inherited 2nd when Mansell spun towards the end of the race. I honestly don’t think it ever entered anyone’s mind, that Prost backing Lauda into the pack was even an option.

As it were, it all worked out ok and I think Nico very deservedly won the championship. He rose to the occasion more than once this year and did an excellent job overall.

JT – Rosberg’s title clinch also made history and positive headlines for F1. He and his father Keke (1982 World Champion) are just the second father-son pairing, along with Graham Hill and Damon Hill, to win the F1 driver’s championship. It’s a warm and welcome story for a series that has had so many negatives recently. In addition, you’ve known Keke for a long time so it’s a nice thing to see from that perspective as well.

SJ – Yes, for sure. As I mentioned earlier, Keke’s a very old friend of mine – since we were teenagers when we first got to know each other. I’m really happy for him and I’m sure it must be an incredible feeling to see his son repeat what he was able to do.

JT – On the other hand, much of the talk following the Abu Dhabi GP tends toward how glad fans are that 2016 is over. There’s a natural tendency to look toward the future of course and the new style of F1 cars next season. But 2016 was widely seen as a boring season with a lack of competition on-track and leadership off-track that doesn’t seem to know what to do next. In fact, F1’s principals still seem to have difficulty acknowledging that there are big problems.

SJ – Yes and this has been a trend for some time now. You really can’t control the domination of one team because everyone is and should be doing their best to win consistently. But any time you have one team being dominant for a number of seasons it’s generally not a good thing.

Unfortunately I’m not sure if next year and going forward is going to be any better. I think the outcome of the races may change somewhat with the new cars but I think the racing won’t be any better with the new rules package they’ve chosen. The cars will be much faster, but only in the corners, which will make it even more difficult to pass than it is already.

We’ve gone over the issue of having all of this downforce and how that kills the racing several times already. This is true across most all categories of racing today, and especially in single seater formulas where the front aero is critical to how the car will perform.

JT – It’s not easy to say with certainty what the pecking order will be next season in F1 given the new format for the cars. What do you expect?

SJ – I don’t think Mercedes will have the advantage that they’ve had over the last couple years. They’ll be at the front no doubt but I think Red Bull will be very strong, Ferrari will hopefully improve and I am certain that McLaren will catch up and close the gap to the front teams. As usual we can probably count on one of the mid-pack teams getting their cars somewhat right and they’ll be there fourth or fifth in the points. That includes Williams and Force India, maybe Sauber.

Every season one of these teams seems to hit the right combination whether they know it or not beforehand. They go out on a limb between seasons and try to do something clever. Usually it doesn’t work and they lose all the momentum they had and fall back to the back of the pack. But every now and then they hit on something good or they carry the momentum they’ve managed to build over a few seasons of rule stability.

JT – I guess Haas F1 could be considered among the mid-pack teams now. Though their performance suffered from mid-season forward, you’d have to say that 2016 was pretty impressive for Haas given that it was their first year in F1.

SJ – Very much so, I think everyone will agree it was unexpectedly good for them. They did particularly well at the beginning of the season. As I’ve always said, the early races are the easiest ones to score big points in. The fact that they were able to do that with a brand new team was very impressive.

And the way they came into F1 was very intelligent. They made use of available resources allowed by the rules from an already established team and why wouldn’t they? Why would you employ a huge group of people and spend an enormous amount on development if you can purchase intelligence that already exists from someone else. That’s something you’d want to leverage as much as possible in my opinion.

Ferrari struggled this year but they’re still a top-three team so making use of their technology and expertise made a lot of sense.

JT – In off-track news, Zak Brown has been appointed executive director at McLaren while long time McLaren Group chairman and CEO Ron Dennis has been dismissed. Presumably Brown’s role will be to exercise his considerable marketing expertise (Brown is the founder and CEO of JMI, the world’s largest motorsport marketing agency) to bring sponsorship and financial resources to McLaren – something the team/Group have fallen behind with in recent years.

You know Zak well and have raced with him for his United Autosports team. I imagine he’ll be working hard in this capacity while Eric Boullier continues as Racing Director for McLaren. How do you see it?

SJ – Yes, I assume that’s what he’ll be doing and I’m sure he’ll do a terrific job. The momentum for the team and the car next year seems to be going in the right direction. With the new rules there’s a better opportunity for McLaren to get the car right or “right-er” than it has been, assuming that Honda make similar improvements as well.

JT – Bernie Ecclestone recently floated the idea of having Formula One chop the length of its races in half, effectively going to a format where there would be two sprint races per weekend. This is something IndyCar has already done with varying degrees of success. It’s hard to tell what Bernie’s real reasoning is but what do you think of this idea?

SJ – The correct answer is somewhere out there. The problem is that the teams don’t seem to be able to agree to change the things that aren’t working, whether it’s the way races are run or the technical regulations or the format of the points system, whatever. They always seem to want to come up with their own answers rather than looking at other successful series and simply copy what’s good and what works. So inevitably, we end up with some odd experiments from time to time. 

I actually think that NASCAR’s Chase format isn’t a bad way to go. It makes the racing pretty exciting towards the end of the season. Certainly it engages fans right up to the end of the year and ensures that the championship isn’t over until the last race. Of course, everyone in F1 says it isn’t fair. But of all the systems out there I think it’s the one which retains the most excitement over a whole season and keeps building momentum up to the last race.

It may be worth trying a different format at one or two races to see what the reaction is. I think the idea of two sprint races over the course of the weekend would be great at places like Monaco and Singapore for example.

JT – The 2016 Grand Prix of Macau was a pretty fraught event. There was some good racing here and there but there were also a lot of wrecks and lengthy delays caused by them. That interrupted the racing to a great degree and made the individual races less enjoyable. There were also incidents in the F3 race but Felix Rosenqvist drove well to finish second behind Antonio Felix da Costa.  Is the Macau GP outgrowing itself?

SJ – I saw the F3 final. I didn’t see the GT race. Felix did really well but yes, these are the usual issues at Macau. The track is seriously dangerous and accident-inducing but at the same time it’s one of the best tracks in the world for the same reasons. I hold Macau as one of the top 5 tracks in the world, maybe even higher. It’s an awesome and very challenging and difficult track to do well on. Felix did a great job again and had it not been for the exact reasons you just mentioned he would have most certainly qualified much closer to the front which then would have made life much easier to get to the front than what was the case now. To work your way up to 2nd from 8th is extremely difficult there.

JT – The finish of the FIA GT World Cup race at Macau was bizarre. Porsche factory driver Earl Bamber passed Audi factory driver Laurens Vanthoor cleanly after a restart on Lap 5. Vanthoor then clipped curbing, hit an Armco barrier and wound up on his roof.

The race was immediately red-flagged. Bamber was leading when the race was stopped but Vanthoor was awarded the win as per FIA rules that revert to the running order on the previous lap. In most series, the driver causing a red flag is excluded from the results. It’s seems illogical that Vanthoor would be awarded the win for a race he failed to complete after crashing while in 2nd place. What are your thoughts?

SJ – Yes, I can’t understand that one. I saw Bamber at an event after that and he was understandably unhappy.

JT – Early testing of the new global LMP2 cars has shown them to be significantly faster than their predecessors. Rumors are already circulating that the FIA/ACO may step in to slow them down, fearing that gentlemen drivers will not be able to handle them properly. The speed of the new P2 cars has also rekindled ongoing concerns about the FIA driver rating system.

Wouldn’t it be sensible to simplify the ratings system and have just two categories? The Pro category would include anyone who makes their living racing professionally. The Am category would include everyone else. Or how about just doing away with the highly abused ratings system altogether? If gentlemen drivers choose to race in categories where Pro drivers compete shouldn’t they accept that the results? They didn’t seem to have a problem with this in the past.

SJ – Yeah, that’s how it used to be and it was just a process of natural selection. Teams that weren’t as eager to win took on drivers who could pay a bit. And teams that wanted to win put the extra effort in to find a way to pay professional drivers to drive for them.

That was simple and it worked. It was a natural and I think fair way to go about it. You’re never going to have a fair system with driver ratings. As we’ve seen far too many examples of already, some drivers have made getting downgraded to Silver status into an art form.

JT – Following up on the new LMP2 machines, why slow them down? In fact, wouldn’t it be reasonable to shed the LMP1 class? P2 could be the premier class using the DPi formula that IMSA will use. That way you have the potential to attract manufacturers while having a limited number of platforms and a chance of controlling costs. Done right, it could lead to large, competitive prototype fields. They might not be as fast as current P1 hybrids but the racing should be much more competitive.

SJ – I keep saying that and I think many people agree. But the ACO and FIA don’t seem to agree with anything IMSA proposes, and vice versa. In WEC, seemingly they really only care about LMP1. It’s clear that both the ACO and the series need the big manufacturers involved and have them spending very serious money not only on the cars but also on the activation around the Le Mans race and the series events.

But maybe they could shift the manufacturers to GTE instead. I think they’d have a lot more participation from a lot more manufacturers. If you take off the restrictors and open up the GTE cars the lap times could improve by 10 seconds almost immediately - even more after another year or two. By then they are down to what they seem to consider the ideal lap time around Le Mans, somewhere in the 3.30’s range. I personally can’t see any new manufacturer wanting to step into the LMP1 category right now, the commitment is huge and the chances of succeeding against either of the two that’s left (Porsche and Toyota) will take several years.