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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.

2017: Year In Review

Stefan Johansson

#SJblog 92

JT – As 2017 comes to a close we’re going to look back at the year’s racing a bit and look forward to 2018.

In recent action, the 2017 Macau Grand Prix F3 feature race was absolutely marvelous. Sette Camara and Ferdinand Habsburg had an amazing battle for the lead over the last two laps of the race. Habsburg overtook Camara at the final corner but both carried so much speed they the barrier at the corner exit leading to the finish line. Daniel Ticktum in 3rd position suddenly found himself crossing the line first to win. Lando Norris finished in 2nd while Habsburg made it over the finish line on three wheels to finish 4th.

SJ – Yes definitely! F3 in general is just great racing and always has been. All the kids at the sharp end of the grid are all super talented with a real fighting spirit. They haven’t been jaded by the experience that every move you make may not work out so they all just have a go. There is also a great camaraderie there that seems to get lost the further up the ladder you go, with the added pressure from both the teams, sponsors and the media.

I remember when I was doing British F3 and won the championship in 1980 (driving for Ron Dennis’ Project Four team), my two golf buddies were Kenny Acheson and Roberto Guerrero, they were also my biggest rivals to win the Championship that year. All three of us were fighting tooth-and-nail for the championship. But we were all best mates and the day before the races we’d be playing golf together. Of course, on-track we gave it all we had and never gave each other an inch, but it was always very fair and whomever of us got it right on the day ended up winning the race. It was very pure and it’s the way things still are to a large degree in F3. It’s no coincidence that the majority of all the greatest drivers in recent history all cut their teeth in Formula 3 to begin with.

F3 British GP - 1980 (Archive)

JT – As a fun aside, I happened to be watching a program on YouTube recently called “Ten Forgotten Group C Racers - LM24 Legends You've Never Heard Of”. One of the cars covered in the program was the 1991 Konrad Lamborghini KM 011, a Group C racer Franz Konrad created with the same Lamborghini V12 that powered the machines fielded by the Ligier and Modena teams in Formula 1. Apparently, Franz hired you as co-driver for the season. It didn’t go too well did it?

(Time code: 8:33-9:33)

SJ -  Oh dear! I will never forget that car! That had to be hands-down the worst car I ever drove – that and the Ligier F1 car from 1988 in their respective categories. They went hand-in-hand in terms of being unbelievably bad.

It was almost comical because we had that Lamborghini engine and there were no restrictors or anything back then. It was whatever power you could get out of the engine within a certain range and it had pretty good power. But the car had zero downforce - none.

Photo: Wikipedia

Photo: Wikipedia

I think the car must’ve been 50 km/h quicker than the Mercedes (C291 prototype), which was the fastest car at the time, down the straights but about 8 seconds slower per lap! It was ridiculous! I don’t think it had ever been within a hundred-mile radius of a wind-tunnel. It was eyeball design all the way and it had no grip whatsoever. There were so many things that were wrong with this car, apart from the poor handling. The cockpit had virtually no seal to the engine compartment which meant you were constantly breathing all the petrol fumes and the heat and noise inside the cockpit was insane. After about three laps in the car you lost your will to live!

Again, in sort of comedic terms, it would be difficult to make a race car that bad today with all of the advanced tools you have available now, like windtunnels, CFD, Simulators etc, or even just armed the basic knowledge on aero, chassis dynamics etc that exist today compared to back then.  Yet, you can still end up with something like the Nissan Le Mans prototype (2015 NISMO GT-R LM) which we all know was a complete donkey but with a full manufacturer backing. If I remember correctly, someone from Nissan proudly announced at the launch of the project that this car would win the 24 hours outright in two years. Oh well…

JT – Which professional series do you think offered the best racing in 2017? Which was most fun to watch?

Winner for "The Most Fun To Watch" in 2017

Winner for "The Most Fun To Watch" in 2017

SJ – I would say IndyCar again. It has always been enjoyable to watch. The series is very competitive and there’s always good battles throughout the field, and some of the races are real cliff hangers. You often don’t know what the outcome will be until the very end of each race.
I’ve been saying this for years now, IndyCar has by far the best racing overall but unfortunately only a fraction of the global race fans watch it. If they could only get more people to tune in so everyone can see how good it really is. I’m not a marketing expert and I certainly don’t claim I have all the answers, but it’s the best kept secret in global motorsports as far as I’m concerned. They need someone like Liberty to come in and really push the series to where it used to be and beyond. Of all the series out there, I think it’s one that need the least amount of changes in terms of the overall product, but they need all the help they can get in marketing themselves.

JT – The 2018 IndyCars with their now-standard lower downforce universal aero kits have received positive feedback from the drivers who’ve tested with them so far. Apparently they will force drivers used to the downforce-heavy Chevrolet and Honda aero kits of recent years to adapt their driving, requiring more finesse and patience. The cars should also move around more, making for more visually exciting racing. What’s your take?

3D Design by:  Chris Beatty

3D Design by: Chris Beatty

SJ – It certainly looks like this package will sort the level of driving out a bit more than what we’ve been used to seeing in 2017 and the last few years. It definitely looks like the cars are not as easy to drive as what we’ve been used to the past couple of years with the huge downforce cars.

They will demand more finesse and car control from the drivers and that’s good. That’s the problem with all of the high downforce cars of today. They can make an average driver look quite good. By definition, if you have more grip you don’t have to balance a car the way you would without it. It’s the same situation you have in F1 and it shows, DTM is the same as well as the WEC prototypes. Yes, the cars were quicker in 2017 and maybe fractionally more physical to drive but with all of the downforce and grip they have, they require less driving skill or feel for the car.
The new IndyCars will force the drivers to work a bit harder to get the last 5% out of the car and they will all have to develop that feel again. They’ll also have an impact on the tires. You will have to manage the tires more with your driving to make sure you don’t slide around too much but always keep them just below the point of losing the grip. This will inevitably lead to more small mistakes by some drivers which is often the chance you’re looking for when you’re battling another driver in a close race. I don’t know if the new car will make the racing any better, it’s already quite good. But I do think it will separate the good drivers from those who are average more than what we’ve been used to seeing the past few years.

And if the cars move around more, that’s what fans want to see. They want to see drivers fighting to control the cars.

JT – Looking ahead to the 2018 IndyCar season in another way, it’s intriguing to see how it’s shaping up with drivers switching teams, new drivers and new teams like Carlin joining the series.

SJ – I think it’s good. It’s probably time there was a bit of a shake-up in the ranks across the board. I think Carlin joining the series will be great. Trevor Carlin is one of the best Team Owners out there, period. They’ve won in everything they’ve ever competed in and they know what they’re doing. I think they’ll add a lot to the series.

JT – Formula 1’s 2017 season started off in interesting fashion with Ferrari able to challenge Mercedes for victory regularly. At the midway point however, Mercedes gained a clear advantage. The result was an early season that featured battles on track at times. After the early races, there was very little excitement. This was confirmed by data Pirelli released in December, showing that there were half the number of overtakes in F1 in 2017 compared to 2016. As you predicted, the larger, higher downforce cars the series switched to this year made passing more difficult.

SJ – Yes, this isn’t exactly earth-shattering news. It should have been obvious to anyone who write the rules that this was not the way to go to improve the racing. There’s no way to escape the effects of aero unfortunately.

Now they are talking about generating downforce from underneath the cars rather than from the top. That might help limit the turbulence a little bit but it won’t eliminate it. If you follow another car there will still be dirty air. As long as you have a lot of aero, you’re always going to have this problem, and the more complicated the aero is, which an F1 car is the epitomy of, the more affected your car will be from the dirty air. So unless they simplify the front wing considerably, I am certain they will still have the same problem.

I’ve said it before but I’ll say it again, I know I’m starting to sound like a broken record. The easiest way to get more grip – and it would be so easy – is to simply improve the tires. Even on a much lower level than F1, like when we used to run LMP2 in sports car racing, you could easily spend a million dollars developing the aero of the car to gain, maybe half a second. Then you bolt on a different set of tires that cost maybe $2,000 and you pick up a second-and-a-half.

Source: Pirelli

Source: Pirelli

It’s beyond me that improving the tires is never even mentioned in F1. There are three things that make a race car go faster or slower not counting the driver of course: Chassis, Engine and Tires. The first two are open for anyone who wants to compete, yet the tires are restricted to one manufacturer, to whomever is willing to bid for the exclusivity. As it is today, I don’t think many tire companies would be interested in competing against each other in F1 with the current rules that mandate the same old 13-inch balloon tires they’ve continued to use since the 70’s or maybe even earlier, because they are completely irrelevant to any tire on the road anymore. But if they could change to tires that look at least remotely like what you see on a road car now then I’m sure the tire companies would jump right in. Michelin have already made that statement.

But it’s the Engineers that effectively write the rules today, and for them all the emphasis is on aerodynamics. So for the time being we are stuck with the current rules and the insane amount of money being spent on aero development. I guess if the focus changed from aero to tire and more mechanical grip more than half of them would be out of work immediately. That’s when you need someone with a birds-eye view who can step in and say, “This is what it is, these are the new rules. Deal with it.”

I’m sure that if you took away 60 or even 70 percent of the aerodynamic grip the cars have now and opened up the regulations to allow different tire manufacturers to compete against each other, you would easily gain back 3-4 seconds per lap, maybe more – almost immediately. Then give the cars an extra 300 horsepower and you gain another 3-4 seconds on an average length track.

There’s another thing which is curious in my mind with the current cars and regulations. Seemingly, someone in a high tower has decided that electric cars are the way to go and that’s it. Across the board, road cars, race cars, it doesn’t matter. No other alternatives are available. Anyone who has even the remotest interest in engineering knows that there are a ton of other alternative technologies out there which could be far more interesting and environmentally friendly and for sure more efficient than electric.

But we now have these so-called environmentally friendly hybrid cars with batteries that add nearly 50 percent more weight to an F1 car. The F1 cars used to weigh 500 kilograms. That alone made the cars way more exciting to watch than what we have now.  They were lively. They were moving around, twitchy and nervous all the time. You could really see the drivers working the cars.

Stefan Johansson racing Indy 500 - 1993

Stefan Johansson racing Indy 500 - 1993

I remember when I came from F1 to IndyCar. The IndyCars were quite a bit heavier. Everything happened so much slower in the IndyCar and that made it a lot easier. Now the F1 cars weigh as much as an IndyCar. In the bigger picture where F1 claims to be road relevant – which it isn’t – If you applied the concept of saving weight rather than adding it, let’s assume hypothetically, if you halved the weight of every road car and put the focus on weight loss can you imagine how much that would mean in terms of efficiency and for the environment just in terms of fuel consumption?
It would be massive. That should at least be an alternative direction F1 should be going in but they’re now doing the exact opposite.

If you allowed all the brilliant engineers in F1 to tap into the materials science that already exist out there and let the teams to focus on weight savings as an option in designing their cars. And then work out a target number for thermal efficiency and energy consumed that each car was allowed to consume over the course of a race distance. Then leave it up to the teams whether they want to run a normally aspirated engine in a car that will be lightweight and far more fuel efficient or a battery-hybrid car that’s maybe 200 kilos heavier but might also generate more power in an efficient but different way.

From an engineering point of view that’ll help sort everything out because you’d soon find out what approach was the most efficient. That would also provide interest for the fans with cars that were conceptually different from each other and that also looked and sounded a bit different. As it is, all the cars look virtually the same and truthfully F1 has been nothing more than a glorified spec series since the introduction of the latest engine formula. The rules a written so tight that each team has an extremely narrow window to work within, both on the chassis and the engine, hence all the cars looking and sounding exactly the same.

Take away a lot of the downforce, add an extra 300 horsepower, lighten the cars by 200 kilos and put some proper tires on them. You could soon be back near the same lap times they run today but with cars that were mega-exciting to watch. They would run close to 400 km/h down the straights, have much longer braking distances which would encourage more overtaking under braking, and the cars would move around a lot more so you could really see the drivers trying to tame their beasts. It would be awesome!

Another thing with all this, and maybe the most important aspect of all. Every single race track today, is either modified or built to specifically suit these high downforce cars, full of low speed corners and boring chicanes, in order to slow the cars down because of the high grip they generate from the downforce. If the cornering speeds were lower, but straigthline speeds were much higher we could gradually go back to the type of tracks that were far more exciting to watch, where you could really see a drivers laying it on the line with great car control in a series if medium and high speed corners, but with the modern safety standards applied. Yas Marina in Abu Dhabi is a perfect example of this, how is it possible to build something that awful when you have a clean sheet of paper, it’s probably the worst race track I have ever driven on in my entire career. It has 3 chicanes, and 4 first gear corners! Why would you even put one chicane when you build a new track and you have an endless choice if options.

JT – 2017 featured lots of sports car racing with GT racing remaining strong globally while top tier prototype racing gasped for air. The LMP1 class of the WEC looked less vibrant on and off track than it had for several years, demonstrating that the championship had finally drained the resources of the category’s remaining manufacturers, Porsche and Toyota, with its hugely expensive hybrid-prototypes. Porsche announced its P1 exit in late summer.

The situation was brighter in IMSA with the series’ DPi/P2 class gaining entrants even in a transitional season. IMSA’s GT classes remained strong and the outlook for 2018 looks very good with new teams and cars joining . Contrast that with the WEC where the LMP1 class will consist of Toyota and several privateer squads running non-hybrid ICE-powered machines. There’s little doubt Toyota will dominate.

The upcoming 24 Hours of Daytona should be one for the books with a historic line-up of star drivers and teams that will surpass what Le Mans can offer in the 2018/19 “Super Season”. What are your thoughts?

SJ – I agree. The formula that IMSA have come up with for prototypes is great and it’s clearly working, with more teams than ever joining the series. It’s just a shame that there can never be an agreement between Europe and America on the overall rules for prototypes.

It’s sad that egos have to get in the way all the time because I think they have the foundation here in the U.S. for something could be fantastic for everybody. Now the ACO is talking about a silhouette GT formula which is just going to be another money pit for a few manufacturers as far as I’m concerned.

Source:  Scuderia Corsa

As we’ve discussed before, my point has been for some time now, why not just unleash the current GT cars? If you take the restrictors off them they would have another 200-300HP or more in some cases, then give them maybe another 10 percent more aero and some wider tires and wheel arches that would make them look more aggressive also, and they’d be flying around Le Mans. They’d be in the mid to low 3:30s in no time, and that’s always been the target lap time the ACO wants to see for them to feel the track is safe. Make every manufacturer that wants to compete homologate a car to those specs, the road car version of the Le Mans spec car would be sold out in no time and every manufacturer competing would have their own version of the LM supercar. Each manufacturer would be spend serious money on activation if they were competing for the overall win in the 24 hours. So instead of Audi, Porsche and Toyota being the three manufacturers that had by far the biggest presence for years at Le Mans, you would now have maybe 10 or more manufacturers really using the event as a major marketing tool. The costs would of course go up from the current GT development programs for the cars, but this would be amortized over a period of time by all the private teams buying the same cars and spares as the factory teams were using. Even so, it would never get anywhere close to the money that was spent on the current LMP1 cars over the past 4-5 years. You would have the entire field racing with the same cars you can effectively buy, with the best drivers racing them.

With silhouette GTs, what happens to the existing manufacturer-based GT class? You’ll have the current GTE/GTLM cars and then these similar silhouette GTs? I think It’ll be very confusing.
For this year, unless the Toyotas break in one race or another, no one else has a chance of winning in LMP1. Of course, Audi won lots of races when they were the only manufacturer in P1 years ago but even that was a little different. The technology gap wasn’t as big as it is now and the amount of money the manufacturers have spent in P1 in recent years is on a completely different level.

JT – Still, there is a good level of excitement in sports car racing domestically and we even see the emergence here of touring car racing with TCR-spec cars slated to race more extensively in IMSA and with Pirelli World Challenge in 2018. In some ways, the possibilities for racers are opening up, even as the economic climate for racing remains challenging.

SJ – There’s definitely some exciting stuff and I think it’s great what [Fernando] Alonso is doing, trying other categories. That opens up the eyes of all the guys around him. All of a sudden they realize what’s possible. Alonso is maybe the most respected driver in the world, so when all these other guys in F1 especially see him trying these other categories it will for sure make them curious if nothing else.

Source: Fernando Alonso (Instagram)

Source: Fernando Alonso (Instagram)

I know for a fact from a couple of drivers I’ve talked with in F1 that they hate the current format. They’re just not having fun. The cars aren’t fun to drive and they’re not finding the whole experience enjoyable. Even some of the young drivers who are just getting started are seriously contemplating doing something other than F1. They just want to go drive something they can enjoy.

On the other hand, after having gotten a taste of what Super Formula and Super GT in Japan are like working with Felix [Rosenqvist], I think Japan has got it right on many levels. Both their series are full-on racing with no restrictors or BoPs, etc. You have brand new tires every time you leave pit lane and everybody’s going for it, all the time. It’s really good, hard racing. And now Jenson [Button] is there (in Super GT) and that’s going to open the eyes of a lot of European drivers and others. There are definitely some good things happening.

Source:  felixracing.se

JT – Formula E built some momentum over 2017 with the defection of Porsche from the WEC LMP1 ranks benefiting the electric championship and other marques joining as well. It’s not the most compelling racing but it has drawn the interest of manufacturers.

SJ – Yes, in a way Formula E isn’t really a series for the crowd on-hand at any race, not yet anyway. The tracks are relatively small so it’s not that easy to pack in a huge crowd even if you tried. The manufacturers are really what will drive the series in my opinion. They will no doubt start spending serious money not only on the racing but also on activation, as they always do when they get involved with a new category.

You’re going to have a war between Mercedes, Audi, Porsche and BMW – all the German makers who have mostly left DTM and will use this as their new arena to compete. You can already see it starting. And then you have Jaguar, Renault/Nissan and Citroen already there and several other car brands looking at it. It’s definitely the place to be at the moment. Typically, the manufacturers go for it while they are in and committed and then there’s a board decision by one or more of them and boom, they’re out. As quick as they arrive, at some point when it doesn’t serve their purpose anymore, they’re gone. It will be interesting to see how all this will develop.

From a driver’s point of view like Felix’s, it’s an interesting place to be, the teams are starting to get serious and as such they want the best drivers they can get their hands on. That’s why there are so many of these great drivers in the series already.

JT – Looking back at the global racing landscape in 2017, which driver do you think did the best job? Which driver from open wheel, sports cars, NASCAR – you name it – which racer performed best?

SJ – It’s always a very difficult questions because each championship and car requires you to become an expert in that particular category. Take a championship like the Australian V8 for example, it’s super competitive with some really great teams and drivers, I mention it just as an example, because they don’t get the recognition over here or in Europe because it’s a local championship. Any driver that do a guest appearance there generally speaking are nowhere. Indycar is a bit the same, it’s so hard to win consistently because the cars are so close and the race strategy plays a huge part in the overall results. We often see drivers qualifying in the back and then roll the dice on pitstops and end up winning races because they got it right. But in the end it will probably have to migrate back to F1 and Lewis Hamilton, he’s now getting to that point where he’s starting to break one record after the other, and that never happens by accident. He’s always had the ability to dig just a little deeper when it matters and this year he had to dig a lot deeper than usual when the car was not always underneath him.



SJ chats with Jan Tegler: the F1 revolution & Lewis Hamilton’s off-track lifestyle

Stefan Johansson

f1-abu-dhabi-gp-2015-stefan-johansson

JT – Last week Motorsport.com ran commentary from you on the current problems of Formula One and motorsport in general, and your proposed solutions.

Stefan Johansson's F1 revolution, Part 1 - Problems in philosophy

Your views were overwhelmingly well received, echoing many of the issues we’ve discussed in this Blog over the years.

SJ – Yes, it was great to have the positive feedback. I think everyone feels the same way, the last few major rule changes have definitely sent F1 in the wrong direction. My proposal is only one of many out there and it’s only a generalization of some of the basic things that I feel we really need to have a close look at.

Rather than attacking Formula One’s fundamental problems it seems the focus is either on being politically correct or some form of band aid solution in order to spice up the show. Apparently they were discussing changes including refueling? How many times have we been down that road and what good would going back to refueling do? If this is the best they can come up with it will only prolong the pain before the inevitable will happen. 

Bringing back refueling would just add more cost to something that is already straining the limits financially for most of its participants. New fuel rigs would be exorbitantly expensive. Anyway, it’s an irrelevant argument as it’s nothing more than another poor band aid to a much more fundamental problem.

f1-renault-1.6-turbo-engine-designboom

JT – Apparently F1’s four manufacturers have a preliminary agreement in place this week to reduce engine supply costs and guarantee that no team is left without power units in exchange for keeping the current V6 turbo formula until at least 2020. The manufacturers were solidly against the less expensive independent or “customer” engine that had been proposed. To cut costs the manufacturers are said to be planning for more standardized parts in the makeup of their respective power units by 2018. Do you think this will be of help?

SJ – It will help the customer teams of course. It will drop the cost by about $6 million apparently, which is great, but in the end it amounts to less than 10 percent of even the smallest team’s budget. No one seems to want to rock the boat and really attack the problems from the bottom up. All we see are little snippets of this or that in the interest of either improving the show or reduce the costs. As I’ve said over and over, I don’t believe you can have a democratic system of governing F1. It just doesn’t work.

The rules being talked about for 2017 are just nuanced adaptations of the ridiculously costly format they use now but they’re enough to make team budgets go through the roof again as they reset. The big teams will spend a fortune and the small teams will struggle even more as they will all have to basically design brand new cars to suit the new rules.

If things continue as they are F1 could end up like DTM (the German Touring Car Championship) - run by three or four manufacturers with six spec cars from each brand using their respective engines and drivers chosen by the automakers.

f1-spanish-gp-2015-nico-hulkenberg-sahara-force-india-f1-with-fans

JT – The madness we’ve been talking about in the blog here for at least three years now is unquestionably harming F1 and racing in general. Fans have strongly expressed their displeasure and, worryingly, that fan base is aging. Younger racing fans are not being made in significant enough numbers to replace those that will depart in coming years.

SJ – That’s an interesting feature of all this. I don’t know the exact data on this, but if you read the racing blogs and comments from fans you realize that basically it’s the racing “anoraks” who are still engaged. You rarely hear a comment from 20-year-olds or teenagers. Fans are getting older and the younger generations seems completely detached from racing, not just F1.

JT – Ironically, that’s occurring at a time when modern motorsport - particularly Formula One - is more technologically complex and technologically-driven than ever. It demonstrates that despite the fascination of younger consumers with technology, they don’t view technology in racing as relevant or interesting.

SJ – Exactly, the entertainment side of F1 is difficult and very complicated right now. Think about it. The drivers are in ultra-complex, ultra-sophisticated cars now yet they get radio messages from their teams in the pits telling them to drive way below the limit to save the tires. Engineering is taking the driver right out of the equation.

2015-usgp- ferrari

That’s why when F1 has a race affected by weather like we had in Austin (USGP) last year the racing suddenly improves. The teams probably had every scenario for a dry race already mapped out and simulated in minute detail. But it was such a terrible weekend weather-wise that no one could simulate the race beforehand and plan for every eventuality. That’s why it became a good race. It was unpredictable.

The racing doesn’t have to go back to what it was 30 years ago but somehow the driver has to be brought back to the center of it. When you can take an 18-year-old test driver, bolt him into an F1 car and he’s within two-tenths of Fernando Alonso’s best time in less than 20 laps, something is seriously wrong.

Sadly, this world of political correctness we now live in has well and truly found its way into Formula 1 and motor racing in general. In the interest of saving a planet that’s been around for something like four billion years we have super-efficient engines - but at a cost that is about to drive half the F1 grid out of business.

We now have race cars that are incredibly sophisticated and advanced technically, but as a result, they are boring to watch as the drivers don’t have to fight the car to get the most out of it. That’s done by the engineers in the pit lane - again, at a cost that is mind boggling to anyone outside of F1.

cota-f1

We have race-tracks which are so sanitized that there is literally no punishment for going over the limit. All this has crept in little by little over a period of time. So now we are in a situation where we have to create artificial ways to “improve” the show. This is done by creating even more expensive and complicated systems, and worse of all, by mandating a tire that essentially is bad from the beginning.

Think about it, all this insane money is being spent on producing amazing cars that can then only be driven at 80 percent or less of their potential. It’s a bit like buying the most beautiful Siamese cat in the world then taking it home and strangling it!  None of it makes any sense.

Somewhere along the way it seems that everyone forgot what it is that makes motor racing so attractive to a lot of people around the world, to watch a group of the most talented and brave young men in the world, fighting each other in cars that are visibly fast and outrageously difficult to handle. I don’t care what anyone says, the gladiatorial aspect of our sport is definitely one the main things that people associate with auto racing in general.

Lewis-Hamilton-GQ

JT – There’s been much made of Lewis Hamilton’s off-track lifestyle and activities lately. Your view is that he’s simply doing what drivers have done over many eras of the sport, correct?

SJ – As far as I’m concerned, if we didn’t have Lewis enjoying his life away from F1 we’d have no one interesting to talk about off-track. He does a flawless job on the race track and has the guts to do his own thing and live his own life away from it.

I think it’s great. Really, he’s getting better and better each year and I don’t think he’s even close to hitting his peak just yet. He’s one of the very rare drivers capable of digging a little bit deeper when it really matters. The fact that he’s able to combine that with his very high profile private life makes him a true Mega star. We haven’t had a World Champion that had the level of publicity that Lewis is getting in a very long time. I’m sure both his team and F1 in general are grateful.

Felix-Rosenqvist-f3

JT – You have been helping current FIA F3 champion and fellow Swede Felix Rosenqvist. Any news on his plans for 2016?

SJ – He’s going to drive a PC (prototype challenge) car with Starworks Motorsports at the upcoming Rolex 24 Hours of Daytona. He’s working hard to find the right place for 2016, looking at a range of alternatives. But unfortunately, unless you have a decent budget to bring there is not a lot you can do. It’s a sign of the times today.

ford-gt-imsa

JT – Speaking of Daytona, there will be a number of significant debuts at the 24 Hours including the first race for the new Ford GT program. What are your thoughts on their effort?

SJ – It looks very impressive. There’s the BoP (balance of performance) under which everyone has to work but if it weren’t for that I think the car would be blindingly quick. They will do well.

I really wish sports car racing could come up with a better formula than the BoP. I was chatting with Sebastian Bourdais recently and he’s in agreement with my contention that we should just un-restrict the GTLM cars and they would easily go ten seconds per lap quicker than they do now with the restrictors they have to use.

Give them just a little bit more aero and better tires and they would be awesome. If the ACO wants to get lap times at Le Mans back into the high 3 minute-30s/low 3:40s, the GTLM cars are already doing high 40s. You’d be in the 30s in no time if you just took the restrictors off those cars.