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#SJblog (source page)

Filtering by Tag: Crash

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.

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.


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