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Filtering by Tag: Jay Frye

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.

F1 Singapore GP, Simon Pagenaud wins Indycar 2016 season & the #F1TOP3

Stefan Johansson

JT – Formula One’s most recent outing, the Singapore Grand Prix was once again a fairly straightforward race. Mercedes recovered from its 2015 difficulties to finish first and third this year. Nico Rosberg took the win ahead of Red Bull Racing’s Daniel Ricciardo and teammate Lewis Hamilton.

Rosberg made a clean getaway from his pole position and never looked back. Daniel Ricciardo started alongside and maintained his second place throughout the race, closing to within a half second of Rosberg by the finish. Despite brake overheating issues for both of the Mercedes, the drivers managed them. Lewis Hamilton lost third place in the middle of the race to Ferrari’s Kimi Raikkonen but pit strategy allowed him to recover his podium position. What did you think of the race?

SJ – Nico really dominated this one, no doubt. He had a flawless weekend throughout qualifying and the race and never put a foot wrong. But what’s funny is that again some of the pundits are back saying that Lewis is finished because he’s partying too hard, he’s not focused, etc. I say leave the guy alone. What we’re seeing is the normal, natural dynamics over the course of a 21-race season. You’re going to have good and bad races.

Rosberg was certainly off-the-boil too for a few races mid-season and the pundits were saying he’s not mentally strong enough and this and that. The changing of momentum back and forth is completely normal but I guess some people just don’t have enough to talk about. Because there is effectively only two of them at the moment with a realistic chance of winning and they are so incredibly closely matched all the time it doesn’t take a lot for the momentum to swing one way or the other.

And if you look at the starts they’ve both made and what’s happened in the races, who’s to say whether their performance in any race is all down to them? At the end of the day, it also comes down to what their cars are able to deliver. If either one of them isn’t comfortable with their car during a weekend or the balance is a bit off, generally speaking that’s why either driver might be slightly off the pace. It's not always because a driver is making mistakes or is not fast enough. Oftentimes the team won’t find a problem with a car until they get back to the factory after a race when they have more time to really analyze everything in detail with the feedback the driver has been giving them over the weekend. But more often than not, they will always find something that caused the driver to be a bit off that particular weekend.

Lewis was able to get third-place back thanks to strategy. Ferrari kind of blew it when they were trying to mark Hamilton after he stopped. I think if they had allowed Kimi to stay out of the pits he would have finished on the podium. But these decisions are always very tricky. When you have the mojo flowing you always seem to make the right decisions almost automatically. When you overanalyze or overthink, you tend to overreact. Then you make mistakes and that tends to spiral. You have to get back in the groove and be able to make decisions by instinct.

JT – We touched on the new tire rules for F1 next year in the last blog, mentioning that teams who make the effort to help Pirelli develop their 2017 tires will gain very valuable experience with them. You also make the point that some drivers, one in particular, may benefit hugely by being involved in testing for the new Pirellis as well.

SJ – Basically, three teams committed cars for this testing – Ferrari, Mercedes and Red Bull. For the life of me, I can’t understand why McLaren didn’t offer a car as well. I don’t know the ins and outs of it but it’s strange, assuming that they were also offered the opportunity to do the tire testing.

But what’s more interesting is that Sebastian Vettel has been doing every test lap for Ferrari that has been available. I guarantee you that this will give him an advantage next year. Every time you run a car you gain some level of knowledge. Racing and F1 in particular is no different than any other business in that it relies on human interaction and relationships to get the best results.

The fact that Pirelli has Vettel doing testing, making every single run he can make will pay off. I’ve done lots of tire testing in the past and it’s absolutely the best way to move things forward for driver or a team performance.

Pirelli will love the input that Vettel gives them because engineers want as much input as you can possibly provide. And without a shadow of doubt, those tires will be based largely on his input. As I’ve said over and over, on race day the tires are more important than any other feature of a car. If Vettel gets a tire that suits his driving style, that he’s 100 percent comfortable with, he won’t have to spend as much time getting his car to react the way he wants. He’ll be able to attack right away.

It’s an incredibly smart move on his part and incredibly stupid on the other drivers’ parts not to dedicate the time to testing if it’s available to them. That’s exactly what Michael Schumacher did. Every chance he had to test, he took it... and some.

I remember the Ferrari people used to tell me that if the team had a few days off Michael used to literally call them and tell them that he wanted to test something or that he had an idea for trying something new, asking if they could have his car ready for a test in a couple days. This was back when you could test all the time and they just pounded around Maranello continually.

If you remember, the Bridgestone tires were a struggle for a lot of the teams. Even Michael’s teammates were struggling. That’s because those tires were essentially built for him. They suited his driving style perfectly. That’s the kind of advantage you’re looking for as a driver.

So it’s a really smart move on Vettel’s part. I’m really surprised that no one else seems to be noticing and that the other teams are instead using their test drivers. Raikkonen has done one test apparently but neither of Mercedes’ regular drivers have tested on the new tires, and as far as I’m aware neither has the Red Bull guys.  I’m very surprised.

JT – The IndyCar season came to close with the Grand Prix of Sonoma. Simon Pagenaud won, dominating the weekend and capturing the championship with kind of speed and consistency he showed throughout the season. His Penske teammate Will Power, the only other driver still in championship contention at the finale, experienced a clutch malfunction on Lap 36. He ultimately finished 20th.

Pagenaud’s title marks the 14th Indy car championship for Team Penske in its 50th year of operation. Team Penske won 10 of the 16 races this season and Penske drivers Pagenaud, Power and Castroneves finished 1-2-3 in the championship. Meanwhile Scott Dixon, 3rd in points coming into Sonoma had a weekend to forget. He finished 17th, falling to 6th in the championship. The 2016 season is now history and the series won’t be in action again until March 2017. Shouldn’t the series add a couple races to avoid not racing for almost six months?

SJ – Yes, I agree with you. It’s a pity that the season finishes this early. That’s not the way to keep the interest in IndyCar going. I don’t know if the reasoning behind it is the same as before. It may be difficult to readjust the schedule with promoters but it does no good to be invisible for almost half a year.

Pagenaud ended the season in a pretty impressive way. There’s no doubt that he went to Sonoma to win the race as well as the championship. He did a superb job all weekend and the Penske team definitely has the momentum now. Ganassi had the momentum for several years but it seems to have swung toward Penske now. They also have four very strong cars with any one of them capable of winning any race under right circumstances, Ganassi doesn’t have that at the moment.

Really, Sonoma was probably one of the worst outings Scott and the team have had in a very long time. From the moment they went out on the warm-up lap and the radio didn’t work, the race went from bad to worse.

As I’ve said, it’s weird but Scott had his best year for many years in some ways. If everything had gone his way, he could have won three races where he had mechanical failures which are almost unheard of now in IndyCar. But he had engine problems at Detroit, Road America and St. Petersburg. There were also a few strategic errors all adding up to a Championship finish that was his lowest for quite some time. If all that hadn’t happened he would have almost dominated the season.

What’s impressive for me more than anything is that he still seems to get a little better each year, just chipping away at the little details here and there.

JT – IndyCar offseason sees many drivers still uncertain as to who they’ll be driving for in 2017.

SJ – It’s really hard to say what will happen. There are obviously quite a few open seats and there are more than enough good drivers available to fill them. That’s true in nearly every type of racing today. It is definitely a team market more than a drivers market at the moment, there’s a lot of really talented drivers walking around without a job.

The veterans in IndyCar are still getting the job done and from a sponsor or team point of view they’re valuable. Tony Kanaan’s had a good year. Montoya has had a bit of an unlucky year, maybe he lost a bit of the luck he had in 2015. But he’s still a threat on any given day.

More than anything, I wish that one or two of the top guys in F1 would make the leap to IndyCar. That would put the series on a whole new level. That’s what it needs more than anything else - the kind of attention and exposure they could bring.

Of course you always need new, fresh blood but remember when Nigel Mansell came over (1993, winning the CART title) and we had Emerson [Fittipaldi], and myself to a much smaller degree, it was really good. IndyCar (CART) was huge back then. Drivers’ salaries were probably triple what the best guys are getting today.

JT – In racing news off-track, Formula One has led the headlines. The buyout of F1 by Liberty Media from current majority owner CVC Capital Partners has been making waves already. Liberty Media’s Chase Carey, recently appointed as Formula One’s new Chairman, has said that “F1 can't be a dictatorship, even if probably here they are used to it.” And there are indications that F1 CEO Bernie Ecclestone is not keen to be working with Carey.

Meanwhile Anneliese Dodds, a Member of the European Parliament has raised the issue of a conflict of interest in the requirement that the FIA approve the sale of the series to Liberty Media. The FIA holds a one percent stake in the business, estimated to be worth over $40m. This means that the governing body stands to profit handsomely from the deal going ahead. Dodds wrote to the EU Commissioner for Competition to point out the conflict of interest declaring….

“The 1999-2001 European Commission investigation into Formula 1 was supposed to result in the FIA being limited to the role of regulator with no commercial interests in order to avoid any conflict of interest. Yet the current state of affairs - with the FIA standing to benefit financially from a sale which it is legally required to approve as regulator - seems to show that a clear conflict of interest remains.”

While Dodds awaits clarification from the EU, many commenters have said that they don’t expect this issue will hold up the Liberty Media deal. What are your thoughts on all of this?

SJ – Well, I only know what I have read just like you so it may not be fair to comment. But one thing I did note was that Carey said that F1 will be a more of a collective and that everybody will have their voices heard, etc. All I can use is Ron Dennis famous quote “welcome to the piranha club”!

I really can’t think of a more complicated and difficult business to run than F1 – whether it’s running the series’ business or a team. There are so many layers, so much politics and it’s ultra-competitive. You know the old saying, “sport is war without the weapons”? Well F1 takes that to a whole new level. It’s a very complicated sport due to the fact that the equipment is at least as important as the athletes performing and as such it’s incredibly complex in terms of technology and logistics and a lot more. I can’t think of any other sport that has around 1000 people working behind the scenes to prepare for 2 athletes per team to do their job at the actual sporting event. It’s massively complicated with a huge number of moving parts at any given time.

As I’ve said many times in this blog now, one of the biggest mistakes of recent years is letting the teams get involved in the rule-making process. Now they are talking about giving everyone even more of a voice? Personally I think that will become a nightmare. You need one entity that has an absolute handle on every aspect of the business. They make the rules and set the agenda. If you want to play, you play by those rules. If not, you can leave. In my view, that’s the only way it can work.

JT – IndyCar off-track news includes the series intention to freeze development of the Honda and Chevrolet aero kits for 2017 and switch to a standard kit from 2018. IndyCar president Jay Frye said, “The goal of the universal car is to be great-looking, less aero dependent, have more potential for mechanical grip/downforce and to incorporate all the latest safety enhancements.”

He added that the decision made to “produce the highest quality of on-track competition while also positioning ourselves to add additional engine manufacturers”. What’s your take on yet another change to the Indy Car aero specifications?

SJ – I think everybody has now realized that the manufacturer-specific aero kits were an experiment that didn’t work. It was expensive and there was push-back on it from every single team in the paddock I think. I just wish they would have taken that money and spent it on marketing jointly between the two manufacturers.

The only thing that IndyCar really needs in my opinion is some great marketing. Their product is already good, I still maintain that the racing is the best in the world and for me it’s a shame that they can’t project this to people more broadly and get them to tune in. It’s phenomenal racing with great drivers and teams. It’s such a pity that no one in the series seems to recognize that marketing is the primary negative that needs to be fixed – forget the cars and these complicated aero kits.

The original aero kit (2012-2014) was perfectly fine in my opinion but now teams have to purchase a completely new kit again. That will be another big spend that very few can afford. And from a safety perspective, the really bad accidents that have happened while the last couple body kit rule sets have been in place are all freak accidents. In normal accidents the cars have been pretty strong. But any modifications made to enhance safety won’t stop the freak accidents. You can’t plug every hole safety-wise.

Even with the current aero kits, I don’t think there’s much difference between the Chevrolets and the Hondas now. I think that Chevy has had the best teams and the best drivers the past few years. Honda has some good teams and drivers as well of course but if you look at the grid as a whole, it’s advantage Chevy. It’s the people that are making the difference.

And, I make the same point as I’ve done about F1 for a while, it’s now hard to tell the Hondas apart from the Chevys anyway. Cars always migrate to one shape that ends up being the most efficient. If you leave the rules in place long enough the cars will all become very similar looking. If you paint all the current F1 cars white I would be surprised if even half the people in the F1 paddock could tell which car is which.

In a smaller way, IndyCar essentially made the same mistake as F1 in allowing the engineers to write the rules for these cars. I think the team they have put in place now on the technical side is very good so let’s hope they can come up with a clear, simple set of rules that will make sense for everyone and that will stay consistent for many years.


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SJ chats with Jan Tegler: Abu Dhabi GP, Felix Rosenqvist's GP2 test, Haas F1 & IndyCar

Stefan Johansson

Abu Dhabi GP 2015 - Rosberg.jpg

Jan Tegler – The F1 season concluded with the recent Abu Dhabi Grand Prix. Nico Rosberg beat teammate and 2015 World Champion Lewis Hamilton for his third consecutive win. You were on hand at Yas Marina, what was your impression of the race and the championship this year?

Stefan Johansson – It was a typical Yas Marina race I would say, this track doesn’t seem to lend itself to great racing for some reason. The combination of its layout and the aerodynamics of the current F1 cars makes it very difficult to get close enough to someone to get a good run on them.

The season overall was pretty much as expected with just a few exceptions. Mercedes totally dominated the competition again. Lewis did a superb job the whole year until he won the championship (at the USGP). What happened after that is hard to say, whether it was his performance falling off or maybe Nico found the magic bullet on his car set up towards the end of the year. We won’t know that until next season starts I suppose.

I think Ferrari had a better year than many people expected. Aside from that, Force India would be the team that stands out. I think they did a fantastic job under the circumstances they were in. They were probably the only team that made a really big improvement over the course of the season. And as critical as I’ve been of Sergio Perez in the past, I thought he did a very good job and blossomed together with the team. He made [Nico] Hulkenberg look pretty average in a lot of the races from mid-season forward.

Also, you have to admit that Max Verstappen did a very good job as a rookie. The Toro Rosso car was obviously very good too because Carlos Sainz was equally quick in the car as well. He just had a lot of bad luck. Had his luck held, I think he would have had equal results with Verstappen. 

JT – What did you think of the quality of racing in F1 in general in 2015?

SJ – In a lot of ways it’s the same as it’s always been. Out of the whole season you get maybe four races that are exciting, usually when something happens that’s unexpected – when weather conditions are weird or something else unpredictable influences the racing. But if things are as normal, i.e. racing on a Tilke-designed circuit with normal weather conditions, the races are mostly processional events.

Unfortunately, F1 has become an engineering race. It has always been about technology of course so someone’s always going to have an edge. But now engineering is at such a premium that if you get one thing wrong with design of your car, or it’s not fully optimized, there’s no way to recover quickly. It’s fascinating if you’re an engineer and also as a driver inside the sport to be part of this never ending development war, but it doesn’t make the racing compelling for the fans.

JT - You remained in Abu Dhabi for the week following the grand prix to be on hand for the GP2 test with 2015 F3 champion and Macau GP-winner Felix Rosenqvist. Felix had a fairly good test and seeing the GP2 series up close again gave you an interesting perspective.

SJ – Yes, to start with, the cost is very high for a feeder series, something like $2 million per year in competitive team. Stoffel Vandoorne absolutely cleaned up this year (Vandoorne captured the 2015 GP2 championship by a wide margin) and will end up doing Super Formula in Japan next year under a testing contract (Vandoorne is part of McLaren’s Young Driver Program). But those contracts have little meaning these days.

Another thing that struck me while attending the test was the tire situation in GP2. They are using Pirellis just like in F1 and for some reason that is beyond me whoever is in charge of the series has decided the GP2 tires should mimic the characteristics of the F1 tires.

Basically, the tires are good for about 5 hot laps then they just fall of a cliff. So all these young drivers who need as much seat time as they can get and need to hone their race craft by racing hard from start to finish are basically cruising around - several seconds off the pace - for most of the race trying to save their tires. It doesn’t make any sense to me on any level and I feel sorry for these guys. I spoke to a couple of the current GP2 stars and they all agree. One of them is 20 years old and very promising and he told me he’s sitting there in the middle of a race asking himself if this is really what he was hoping to do when he became a professional driver, cruising around at eighty percent just to make it to the end of the race?

JT- So, if you have to spend two years in GP2 to have a chance of winning the Championship - which equates to around $4 million - and have very little to show for it at the end of the day, what do you do as a driver?

SJ - It’s a big dilemma. I talked to several driver managers and F1 managers while in Abu Dhabi and it seems the general consensus is that most of them have in fact given up on the idea of pushing their drivers all the way to F1.

The path to get there is too expensive and it’s getting more and more difficult to find sponsorship for both the teams and the drivers. Instead people are starting to focus on DTM and sports cars as alternative routes for a career as a professional driver. It’s a sad situation when even the people in F1 admit that the best drivers don’t have a chance to ever drive an F1 car, or at least not race one.

The only open wheel series that makes any sense in my opinion right now is IndyCar. There is a good ladder system in place in America where the winner in the Indy Lights Championship will get a good portion of the budget towards an Indycar program plus a guaranteed drive in the Indy 500 as the reward for winning the series.

The racing is outstanding in Indycar. Every race goes down to the wire and you can never count out anyone until after the last pitstop. Six drivers had a chance to win the Championship going into the last round this year, I don’t know any other series that comes even close to that. But as I’ve said so many times, unfortunately the IndyCar people don’t seem know what a great product they have and they certainly don’t know how to market it.

JT- So, if you have to spend two years in GP2 to have a chance of winning the Championship - which equates to around $4 million - and have very little to show for it at the end of the day, what do you do as a driver?

SJ - It’s a big dilemma. I talked to several driver managers and F1 managers while in Abu Dhabi and it seems the general consensus is that most of them have in fact given up on the idea of pushing their drivers all the way to F1.

The path to get there is too expensive and it’s getting more and more difficult to find sponsorship for both the teams and the drivers. Instead people are starting to focus on DTM and sports cars as alternative routes for a career as a professional driver. It’s a sad situation when even the people in F1 admit that the best drivers don’t have a chance to ever drive an F1 car, or at least not race one.

The only open wheel series that makes any sense in my opinion right now is IndyCar. There is a good ladder system in place in America where the winner in the Indy Lights Championship will get a good portion of the budget towards an Indycar program plus a guaranteed drive in the Indy 500 as the reward for winning the series.

The racing is outstanding in Indycar. Every race goes down to the wire and you can never count out anyone until after the last pitstop. Six drivers had a chance to win the Championship going into the last round this year, I don’t know any other series that comes even close to that. But as I’ve said so many times, unfortunately the IndyCar people don’t seem know what a great product they have and they certainly don’t know how to market it.

JT – In off-season Formula One news, several ex-F1 team principals including Colin Kolles, Norbert Haug and David Richards have suggested that Gene Haas’ new American F1 team, Haas F1 is in for a “rude awakening”. They contend that Haas will face financial strains quickly, struggle to find sponsorship and have problems a result of their operation being split between England, Italy and the UK.

David Richards said, “It's December now and the first test is at the end of February, but we haven't seen anything yet. We haven't seen the little snippet picture you normally see of a wind tunnel model. I haven't really heard of a group of people behind it all either. It's been very quiet and they definitely have a rude awakening coming up about what F1 is.”

What are your thoughts?

SJ – I think Haas has actually done his homework remarkably well. So far, I’d say everything they’ve done has been done the right way. By going the route of shared resources they are reducing the financial strains. If you can outsource aspects of the operation, why not do that? There’s no need to reinvent the wheel with every single part of the car as most teams do. All the other start-up teams and even the smaller teams that have been bought by various entities over the years, they all have their own facilities and they choose to build everything themselves.

I actually think Haas F1 could surprise a few people. They have the powertrain sorted (with Ferrari) which is crucial these days. If they keep their package relatively simple I think they could do a very good job and I have a feeling they may do a lot better than people seem to think.

JT – Revisiting the subject of McLaren Honda’s lack of form, do you think they will make progress and be competitive in 2016?

SJ – Yes, I think they will make a big leap next year. Their performance has been so bad in 2015 that it’s not going to be difficult for them to make a pretty giant gain. With their combined resources I am sure they will bypass a number of teams to get back to being one of the top five teams easily.

I think they’ll be regular points-scorers next year but then of course the closer you get to the front, the harder it gets to be a regular winner like they used to be.

JT – The FIA recently released the latest update to its controversial Driver Ratings. The update applies to 2016 and has come under heavy criticism. Well known sports car stars like Scott Pruett have had their ratings downgraded (from Gold to Silver in Pruett’s case). Many, including pro drivers, have opined that the FIA’s system is flawed, open to manipulation and is hurting the careers of both experienced and up-and-coming drivers. What’s your view?

SJ – I think they should throw the whole ratings system out the window. The main purpose of that ratings system when it first came out was to give gentlemen drivers with funding a chance to race and to help teams attract funding. It was also supposed to generate bigger grids.

But all of that tends to work itself out naturally just as it always has. Now all of the teams are vacuuming the market for 18-year-old drivers with talent and a bit of money who haven’t been graded yet. So the purpose of their idea is completely out the window. In the process, there are a lot of unfortunate guys who are now Gold rated that simply can’t get a drive as the rules require at least one Silver driver per car. Their careers are completely screwed up. Most have little chance of getting a drive anywhere.

As a result, you wouldn’t believe the lengths some of these drivers go to get downgraded to Silver. You need a degree in understanding the system to know how to submit the 30-some pages of evidence they send to the FIA, making the case why they should be a Silver, not a Gold driver. 

The bottom line is, driver ratings should be thrown out. It was dumb idea to begin with and it didn’t exist in prior decades and there was never a problem. A journalist I was speaking with said, “But what about gentlemen drivers? They want to have a certain amount of seat time.”

I replied that it will sort itself out naturally. If a team only puts a gentleman driver in for half an hour under a full course yellow, that driver won’t be happy and he’ll leave that team for another. If he is happy with the decision the team made then there is no problem to begin with. The free market will always work these things out by themselves. The more rules or gimmicks you put in place the more complicated it gets and it rarely ever works.

The rich guys have always been around in racing. They’ve always funded teams and naturally they like to surround themselves with guys that make them look good. This is completely normal. They race for a while then they either get bored or the money runs out and there’s another one that comes along. It’s never been any different, particularly in sports cars – it’s always been a mixture between manufacturers and rich guys.

Seldom do you see a big sponsor that entirely funds a privateer team with pro drivers. Rebellion is like that in WEC but they’re the exception. Even when you have a team like that, most of the time the owner is driving one of the cars and funds the rest of the program.  There are plenty of teams in sports car racing that operate this way, and always have been, long before the driver ratings system was put in place.

For most private teams in any category of racing, it’s a matter of survival today. The manufacturers are throwing obscene money at every level, whether it’s F1, WEC, etc. The money’s getting completely out of hand. The rest are trying to keep up and are picking up the straws. The cost for those who aren’t manufacturers is so high now that it’s just about impossible for any privateer team to make decent money. If you can get by and break even you’ve done a pretty good job.

JT – IndyCar named a new president of Competition and Operations in November. Jay Frye was tapped to fill the role vacated by Derrick Walker in August (Walker has now taken the helm at SCCA Pro). Any thoughts on the change?

SJ – It’s hard to say. All of this is just moving pieces around in small circles. Personally I don’t think there’s that much wrong with the Competition and Operations to begin with. What IndyCar needs to do more than anything is to have a good look at the bigger picture and figure out how to market itself. They have the best competition of any racing series in the world in my opinion but they are still struggling to get a decent TV audience.

I think all of their effort should be put on marketing and figuring out how to attract a much broader audience. The rest of the package is adequate. Whatever they’re doing now is just polishing and fine-tuning what’s already a good product.

JT – Audi has been testing their latest R18 e-tron Quattro LMP1 racer, updated for 2016. Both Porsche and Audi have confirmed that their efforts at Le Mans in 2016 will be scaled back to two cars apiece for the 24 hour race. Toyota meanwhile is at work on their 2016 P1 car, a platform that will move up to the 8-megajoule class with a new turbocharged engine replacing the TS040 Hybrid’s naturally-aspirated V8. What do you think of these developments and what of Nissan?

SJ – Audi’s gap to Porsche wasn’t particularly big this year. Yes, Porsche dominated but I think Audi’s new car looks like a weapon. These P1s are the coolest looking cars out there. The Audi looks so aggressive and futuristic like a race should. I love it.

It’s hard to say if Toyota has the right combination to get back to the front. I guess it depends on whether they’re willing to invest the same kind of money Audi and Porsche are investing, which is now in F1 territory.

It looks like Nissan are definitely going ahead with the project (the GTR-LM) again. They seem to be committed for 2016 so I guess we’ll see what they come up with. I don’t think the car will ever be competitive though. They will probably close the gap which is not hard considering how far behind they were this year but they will never be in a position to win.