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Filtering by Tag: Indy 500

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.

Reflections on the current state of Motorsports

Eric Graciano

#SJblog 89

JT – After several weeks off, the blog is back. Given the number of interesting motorsports stories that have made news over the last month, we’re going to focus on the racing world/industry in general in this installment.

We begin with last week’s admission by Liberty Media that not a single current F1 team has opted to buy shares which the sport’s new owner set aside for them. Liberty made 19 million shares of common stock available over a six month period but there were no takers. That’s obviously not a positive development for Liberty Media and something of a “no confidence vote” by the teams. Do you agree?

SJ – I don’t know enough about the “ins and outs” of it to really gauge what’s going on but at face value it tells me that none of the teams have enough faith in the business if they’re not willing to buy into it, or maybe the deal just wasn’t attractive enough.

When Champ Car did this (1998 CART/Champcar goes public on NYSE) it was different because at the time the teams were given X-amount of shares when the series did its IPO. A few of the team owners were smart enough to cash out after a short period. They all did very well and the rest used the stock to help keep their teams alive and eventually ran out of money when the series started to decline.

JT – As the embarrassing lack of performance by Honda and McLaren continues, it was recently revealed that the deal struck by Sauber F1’s ex-team principal Monisha Kaltenborn to run Honda power units in 2018 was canceled. Apparently, Sauber’s team owners called off any Sauber-Honda link following Kaltenborn’s departure from the team.

The reversal leaves McLaren as the only Honda-powered team. That casts further uncertainty into McLaren’s future with the Japanese manufacturer and the paddock as a whole. It’s perhaps likely McLaren will continue with Honda but not certain. Meanwhile, Fernando Alonso has said Honda must show improvement this year and real potential for 2018 if he is to remain with McLaren.

SJ – Again, it’s difficult to comment without knowing more details. You can be sure there’s more than meets the eye to this whole situation. It seems odd to me that an announcement was made by Sauber or Honda or jointly – it’s hard to say who announced it – but with that possibility now gone, it’s hard to know what to make of this. The dominoes will have to fall at some point for the teams and drivers.

But it looks difficult for anyone at the top end of the driver market to move much in the current situation. If Alonso were to leave McLaren, where would he go? I doubt neither Mercedes or Ferrari have a seat open for him, Red Bull is already full. In my opinion it would be better to stay patient one more year with McLaren as I still believe they will eventually get it right rather than go with any of the options that are left of which only Renault would make any sense. If McLaren were to ditch Honda and go with a different engine I think Hungary already showed that they will be a serious contender almost right away. Both Red Bull drivers are probably frustrated with their results and the reliability from their car, but they are both under contract, and again, where would they go. There are only two obvious teams for anyone who wants to move and the chances a seat will open in either of them are very small in my opinion.

JT – Mercedes would seem to be pretty set with their drivers currently. Valtteri Bottas may be on a one year contract but he’s done pretty darn well this year, winning in Russia and Austria and finishing on the podium regularly.

SJ – Yes, I don’t see any reason why they would want to change. I think Bottas has done a phenomenal job. He’s certainly keeping Lewis on his toes and there seems to be good harmony in the team. The love fest is still going on between the team and the drivers, which Lewis showed by doing the honorable thing in Hungary last weekend in letting Bottas by in the last corner which was agreed at some point in the middle of the race. I can’t for a moment think he would have done the same for Rosberg. That’s 3 points left on the table which could very well mean win or loose the championship at the end of the season.

JT – At the halfway point of the 2017 season, the Drivers championship battle between Sebastian Vettel and Lewis Hamilton has tightened with just a single point separating the pair. Ferrari and Mercedes are likewise locked in battle for the Manufacturers championship. What do you make of the contest?

SJ – As usual, the media is saying Ferrari is “finished” after one bad race. There’s a “crisis” and on and on. They’ve had one bad race (Silverstone) effectively. I don’t think the championship fight is over by any means which Ferrari also showed by totally dominating the Hungarian GP from qualifying to the race.

I’ve been saying since the first race of the season that thanks to Vettel doing extensive testing of Pirelli’s new tires for this year, Ferrari clearly had an early advantage. The team knew more about the tires than anyone else. It’s hard to believe they would not have learned things that others wouldn’t by being the only team with a regular driver doing all of the running.

Now that we’re halfway through the season it looks like Mercedes has caught up and understand their car and the tires much better than they did at the beginning of the season. But that doesn’t mean the battle is over by any means. I suspect it will go down to the wire.

JT – A related subject in the overall picture of Formula One and other series now across racing is the unprecedented number of drivers who are effectively paying to race at the professional level. In June, Mercedes boss Toto Wolff said the following regarding Valtteri Bottas.

“Today the revenue model for some of the teams, for most of the teams, is also actually to generate income,” he said. “Even if we look at a Red Bull or a Mercedes, I would rather have a driver with some sponsorship than not. Even Valtteri for example, part of his value proposition for this year was that he came with a sponsor and clearly we would rather have the money than not.”

If one of the two drivers in what has been F1’s top team in recent years is bringing money with him to the team, what does that say about F1 and professional racing in general?

SJ – I’m not sure the money Bottas brought was tied to him getting the drive. I think it’s more that he just happened to have a sponsor who wanted to be involved and that’s obviously a bonus for the team no matter how you look at it.

But yes, things have changed in general. Outside of Formula One, even the drivers who are getting paid, the money they’re getting is almost equivalent to what drivers were getting paid in the 1980s with the exception of the guys up at the very top end in F1, who get paid ridiculous amounts. So the contrast between the very few guys at the top and the back end where so many drivers now have to bring financial backing of some sort is huge.

The fundamental problem in general for pretty much every level of racing is that technology has taken over. Everything is driven by technology. Every racing series is driven by the engineering side instead of the drivers and the sporting side. The cars are far too expensive to run. All of the electronics, all of the aerodynamic development, all of the extra stuff which has become part of the cars today makes them massively more expensive to operate. Then we have all the various methods of simulation which effectively have replaced on track testing, this again is driving up the costs as all this equipment is constantly evolving, and anything involving R&D is never cheap.
Not only are they more expensive as a whole, components are more expensive and the cars require three to four times the amount of people to run compared to what they used to. In the end, there’s nothing left over due to the costs. The money’s got to come from somewhere. Teams are operating more and more in survival mode, and as such they have to rely more and more on drivers bringing money.

There’s no real sponsorship in F1 anymore, not at the level it used to be at least, nowhere close. The dynamic has shifted for a number of reasons, one of them being the introduction of pay TV which means there are significantly fewer eyeballs than there used to be. On the flip side the series is making more money because of the pay per view but the overall number of viewers is obviously a lot less.

Sponsors obviously look at eyeballs as one of the main gauges for engagement. If the number of people watching is small, the rate card (for advertising) goes down of course. Hence the constant arguing now about what the distribution of money from F1 is for each team because that is now the main source of income for many of the teams. This never used to be mentioned before, as each team had a reasonable level of sponsorship and the F1 money was almost like the icing on the cake. In addition we have all the social media and other disruptive technologies pulling people in all sorts of directions and there is no longer a fixed medium to get your information or entertainment from.

I don’t envy Liberty trying to find the right way forward, I don’t think there’s anyone today that has the complete vision to see where this is heading and what the end result will be.  There is no doubt a number of very competent people capable to put their foot down and say, “Stop. Let’s rethink the whole thing.” But what is the answer? There are so many moving parts to every aspect of this, every person you speak to have their own view of how to go forward, each manufacturer have their ideas ( biased to suit their own agenda of course), the teams have their views (even more biased), The FIA another one, and on and on it goes. No wonder the Strategy Group can barely agree on where to have their next meeting let alone agree on anything constructive.

JT – As we’ve discussed previously, another contributor to the muddle racing is in is a strange kind of political correctness.

SJ – Yes I agree, now it’s permeating racing just as it is in every other aspect of life it seems.
I think we’re at the point where we can’t defend this whole argument that racing has to lead the technology for the road car industry. In fact, right now it’s the exact opposite. The road car industry is actually far more advanced today in many ways than the racing industry, especially in the electronics/powertrain side.

Race cars are made to go fast as they always have been. Nowadays the main emphasis seems to be that road cars are supposed to save the planet, whether that’s valid or not but that’s the argument. Racing and road cars ought to be heading in two completely separate directions, if there is anything to be learned from Racing that could benefit the road car industry, great, but I don’t think the focus should be on that.

Hybrid technology isn’t particularly good for a race car. And the race cars and series using it aren’t inventing anything, they are in fact forced to use it by the rules. So even if a team wanted to develop a different concept or technology they wouldn’t be able to. They’re basically borrowing the technology from the road car industry to apply to a race car.

The whole concept with this technology – the philosophy of what race cars are meant to be now - is going completely in the wrong direction in my opinion. This insanely complicated and expensive hybrid technology really doesn’t benefit anyone in racing. The development of the technology for road cars is already as advanced if not more than what we see in the F1 or LMP1 cars. So there’s really no gain. Then you can look at the whole aerodynamic thing on top of it – useless for a road car.

Part of the problem is the PR the manufacturers produce. Their PR departments have an agenda and of course there’s the political side and that’s another agenda. There are all of these marketing efforts and the racing is just the tiny little bit at the bottom of it. Everything has to conform to all of the non-racing agendas.

From a PR point of view it may be great to talk about these amazing power unit that produce virtually zero emissions, the carbon footprint is almost nothing and so on. But all it is, at the end of the day is just that, a PR exercise. I asked someone just for fun to walk over to the parking lot at the British GP where the teams park all their transporters, there were 350 Diesel trucks there to service the 20 cars that were racing on Sunday afternoon. The top teams are using 9 trucks just to carry the Hospitality units and the equipment, which these days are essentially there to feed the journalists and team members as virtually no one else have access to the paddock area. I know this may be an irrelevant argument, but nevertheless it’s a sign of the general hypocrisy surrounding this subject.

The money being spent is crazy and that’s not sustainable. The ACO/WEC still seem insistent on having P1 and having some sort of hybrid formula for privateers. That makes even less sense than having the manufacturers do it. Why should a privateer want to run a hybrid car? There’s zero benefit to it unless it’s an open formula where that is one option of many others. But as it is, the rules are very strict and that is basically the only option which means that everyone will spend a lot of money for nothing as they will all run the same spec engine in the end.

On top of it, I was talking to a couple of the drivers in the P1 factory teams and they hate the cars. They’re just an engineering exercise. You have to memorize all of the hybrid system stuff instead of just driving the car fast and hard. You’re like an airline pilot on a passenger jet. You’re just constantly going through checklists.

In Formula One, the top teams employ 250 designers and engineers to design a car, this does not include the engine, there’s a massive amount of complexity, and costs obviously. There’s no real innovation in F1 at any level anymore, they’re not allowed to innovate anymore because the rules are so strict. So it’s just an endless refinement of what already exists, with all the teams, designers and engineers pigeon-holed into a tiny little box in which they can work.

It’s about optimizing every half-percent you can rather than coming up with something really new that while not completely developed, still gives you an advantage. That’s how the pioneering days of F1 used to be. We had Colin Chapman advancing winged F1 cars, six-wheelers (from Tyrell) and other new things and ideas tried.

Obviously, it’s harder to find really new ideas as the technology is far more advanced today but racing should always have a measure of that. And it shouldn’t have to get to the point where it is now when a top F1 team employs over 2,000 people in total.

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In a few more years, we’ll have some form of self-driving cars and where does that leave racing? Again that’s where road car technology and racing should go in totally different directions. The essence of racing should always be cars that are fast and spectacular to watch, driven by these exceptionally talented young guys that are putting it on the line.

I’m sure if you let all the clever engineers loose and give them some more freedom there will be a number of new and fresh ideas instead of them working within the narrow box they’re forced to work in now, just optimizing technologies that are already here. The entertainment side of racing comes more naturally when you make cars fast and challenging to drive, that everyone can immediately appreciate rather than having to explain what the technology is all about and a bunch of artificial rules to make the racing more exciting, like DRS and some guy in a blue FIA shirt sitting in a control tower watching a TV monitor determining when a driver has gone too far outside the track limit instead of the driver simply being out of the race because he either pushed to hard or screwed up somehow and simply went off.

Anyone, even a layman with no knowledge of racing, can appreciate the effort and skill of a driver wrestling a car to make it perform as well as possible at the limit. But a car that does almost everything for a driver, that’s stuck to the road on a track with so much run off area that is virtually impossible to hit anything if you try too hard and go off, that any driver with a small amount of skill can jump in and get within half a second of a three-times world champion - that doesn’t excite people. It doesn’t have the same appeal.

It’s now also been confirmed that the Halo head protection will be mandated. It was an inevitable decision in my opinion, once the knowledge is there and it’s for safety there’s no turning back. It’s a knee jerk reaction to something that should have never happened in the first place if any level of common sense had been applied at Suzuka when Jules Bianchi had his accident. But it happened, it was a freak accident and will in most likelihood never ever happen again, halo or no halo.

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The reality is that the only fatal accidents in F1 since the early 1980’s have all been a freak accident of some sort, as such it’s impossible to predict what will happen next time. In general terms though, I could probably mention at least 10 sports, maybe even more that are far more dangerous and have more serious injuries and fatalities per participant than motor racing and F1 in particular today. The general perception that racing drivers are these dare devils risking their lives every time they step in a car is more or less just a myth today, there is zero bravery or bravado involved in being a fast driver today and I’m sure I’m not the only one who’s made that observation. Fans are not stupid, they want to see their favorites wrestling their machines on the ragged edge, that’s what motor racing has and should always be about. Like all sports, it’s the heroes that make the fans come and watch, not the boffin in the back of the garage, or in the case of football or any other sport, the coordination trainer in the back of the changing room.
Ironically, the only level of motor racing where the danger is still a concern that’s on the back of anyone’s mind is probably Indycar, and the drivers there probably get less credit for what they do than pretty much any other series out there. When you watch the pack racing at some of the ovals it really makes you appreciate what these guys do.

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This is a very touchy subject of course, but I am convinced that every single driver worth his salt would still be out there if the tracks where more punishing if you made a mistake, the cars were far more difficult to drive, with much higher top speeds and less grip.

All drivers in the past, even those that complained the most about the safety, still kept racing and lost friends almost every weekend, for virtually no money. Today, we have a situation where other people are deciding what is safe for us. So instead we now have drivers racing cars that are ridiculously easy to drive in comparison, almost totally safe and make $40M a year. This is of no fault of the drivers but merely a reflection of society in general today.

JT – That kind of challenge – the kind which makes racing appealing broadly could return. As we’ve discussed many times, aerodynamics have had a very corrosive effect on racing. But the possibility exists that technology applied to other aspects of vehicle performance could restore the spectacle, correct?

SJ – Yes, it will take a while but I’m convinced that with a shift of development focused on better tire and power plant technology in particular, better suspension technology and better materials - all these factors – you could gain back amazing performance. The performance lost by eliminating a large portion of the aerodynamics could be found through these other areas to produce cars capable of amazing speeds and lap times. If they are worried about the lap times being much slower by taking away a good portion of the downforce, don’t forget that every modern F1 track today is built the way they are simply to slow the cars down, hence we have a bunch of Go Kart tracks on big parking lot tracks with 1st and 2nd gear corners and chicanes with only the odd high speed section that are still not very challenging for a modern F1 car. We could easily solve that problem by going back to a layout with more high speed and flowing corners, where a combination of great car control and big balls will determine the lap time. If your cornering speed is maybe 2/3 of what it currently is, but the driver has 1200-1300HP that he’s balancing on the edge in a 4th or 5th gear corner anyone can certainly appreciate that.

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They would be spectacular to watch and they would weed out the really good drivers from those who don’t have the same level of talent. You might see the rise again of all the really fast guys who disappear these days before they even get to F2 in many cases. Any average driver can be quick today in an aero car.

This is a complex subject of course and everyone has their own views on how it should be done. There’s no strict formula but that’s where I think we should head. I don’t want to sound like some old nostalgic yearning for the “good old days” because that’s not the case at all, but I really believe it’s time for a complete recalibration on nearly every level of motor racing, certainly in single seaters and prototype cars. Aerodynamics was a great idea when it was first invented, but I think everyone except maybe the engineers agree that it’s ruining the racing at every level, at an astronomical cost to everyone involved. We need to be clever and come up with a better alternative.

JT – IndyCar and sports car racing have made news as well lately in both separate and related ways. IndyCar debuted their new universal aero kit to positive reviews from teams and drivers. Juan Pablo Montoya and Oriol Servia did the first test of the new oval kit at Indianapolis and were comfortable going fast almost immediately.

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On the sports car side, the long awaited announcement was made that Team Penske would field Acura-powered DPis in IMSA. Another announcement which came as something of a surprise was made when Mazda revealed that it would end its relationship with Speed Source and withdraw from IMSA competition for the remainder of the 2017 season. In 2018, famed sports car team Joest will become the Mazda factory team.

The announcements add some momentum on the American sports car side for the DPi prototype formula and show the way for coming years in IndyCar.

SJ – Estethically the new car certainly looks a lot better than the previous ones, it would have been nearly impossible to design one that could look any worse though. I guess this also fixes the disparity between the Chevy and Honda aero but what a pointless exercise the manufacturer aero kits were.

As we’ve discussed before, the total cost of this very bad experiment must have been somewhere in the range of 30 million dollars cumulatively. Imagine if they had spent that money of marketing instead. They already had and still have a Championship with the best racing out there, but sadly it seems they are still incapable of getting the message out there to the general masses. IndyCar can fiddle with the cars till they’re blue in the face but it won’t matter if there’s only a relative handful of people watching. The die hard fans are always going to have a point of view and they’ll also turn up no matter what. Consider for a moment the reception of the new car design compared to the first test Alonso did for the Indy 500 this year, where more than 2,5 million were watching the live stream online. This should tell you everything, and if the penny hasn’t dropped that maybe it’s not new car designs we need, but instead a much bigger focus on the drivers, who are the heroes that people want to watch. The value of Fernando Alonso racing at Indy this year is probably the best marketing IndyCar has had for the last 20 years.

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The racing is still the best in the world as far as I’m concerned. The formula works as it is – in fact, it’s one of the few that works in all of auto racing. Stop tinkering with something that works and try to market it to the biggest audience you can. That would help teams attract more sponsors which would allow them to hire more high profile drivers. If I were Indycar I would do everything possible to lure Alonso over to the series for 2018. Look at what happened when Mansell moved from F1 to Indycar in the 90’s, in one year it catapulted the series and it was actually a minor threat to F1 until the split came which of course killed it immediately. If Alonso would come over to Indycar, he would soon be followed by other F1 guys who are equally frustrated by the current cars in F1 and the lack of real racing and real race tracks.

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With the sports car end of things, the DPi is a great concept which I think any manufacturer could embrace. With both Penske and Joest now joining it will give IMSA a huge boost without a doubt. It would be great if the ACO would accept it too, if they did you could have a global prototype formula that could be affordable enough for both manufacturers and privateers with privateers able to buy the same cars the factory teams used. It would be brilliant and you’d have a natural feeder system.

JT – Porsche confirmed what most expected at the end of last week when they formally announced that they would be leaving the World Endurance Championship at the end of the season. This obviously is a significant blow to the WEC and could spell the end of the LMP1 Hybrid category for now. The question hanging in the air is whether Toyota will return for 2018. It’s hard to see any incentive for their continuing.

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SJ – I can’t see the WEC surviving. If Toyota follows Porsche what is there? What they should do is a pan-American/European championship of some kind. They should create some kind of hybrid series that brings IMSA and the ELMS together, spanning both continents.

And get rid of the LMP1 and LMP2 categories. Simplify it and make it one category. You don’t need both. Teams that are serious will hire the best drivers they can and for drivers that will pay to drive there will always be a team that will take them. And this will be at a reasonably affordable level unlike the P1 Hybrid class.

Look at Le Mans this year. The race was almost won by an LMP2 car at almost exactly 100 times less than the budget of the P1 teams – 100 times less! That should tell you something. Sports car racing has to be much more reasonable in terms of the costs. Look at the LMP3 class.

They’re fantastic cars and you can run them for a full season for about $700-800,000. The grids are full. And if you unrestricted the engines or put different engines in them they could be 10 seconds per lap quicker than a GT car in no time. The cars could handle that easily. It’s do-able if they try.

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JT – The other racing force looming on the horizon is Formula E. Manufacturers from Audi, Renault and BMW to now Mercedes and Porsche are jumping into the series. This despite the fact that recent reports in a number of financial publications reveal that Formula has a total net loss of $110.5 million currently.

SJ – Formula E definitely has momentum. With the latest announcement from Mercedes and Porsche not only joining but also pulling out of the other major series they were competing in before this, following Audi’s decision to do the same earlier in the year, it definitely looks like the series is set to grow significantly in the next 3-5 years. I think the budgets will probably triple in the next three years, maybe even more. You know that the manufacturers are going to spend a fortune coming into the series. Once they’re committed to any series all bets are off and the technology will improve drastically in the next three to four years.

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The battery specifications are fixed which is kind of strange because that’s the only thing you can gain significant performance from. But there are some interesting developments in the drivetrains otherwise.

Obviously, there are a number of reasons why the racing format is the way it is now in Formula E but having been to a few races now, the racing is tight with plenty of action. The cars are relatively slow but there are some tough battles on track and because the tracks are small so it doesn’t look that slow. It’s possibly the only series in the world where not one driver is bringing any money to race, every driver on the grid gets paid and the level of the drivers is very high.

It is extraordinary how far the series has come in just a few years. Alejandro Agag and his team have done an amazing job so far to get it where it is today, and they have great momentum now. In a way, Formula E is everything that Formula 1 is trying to be right now, in terms of being with the times and doing the right thing for the environment etc. Maybe this is the opportunity F1 need, to leave Formula E, the Manufacturers and the FIA with the political agenda to save the planet and instead go back to basics with brutally fast, noisy and spectacular cars and tracks, not worrying so much about the political side of things. Wouldn’t that be something!

 

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

Eric Graciano

#SJblog 86

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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