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Filtering by Tag: Juan Pablo Montoya

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!

 

Scott Dixon dominates at Watkins Glen, Mercedes wins at the Italian GP & the future of Formula 1

Stefan Johansson

JT – IndyCar returned to Watkins Glen in early September, the first time the series has run there since 2010. Scott Dixon absolutely dominated the weekend, winning the race by over 16 seconds (his 40th career win, moving him to 4th in all-time wins in IndyCar) and smashing the qualifying record by 5.6 seconds for his 25th career pole.

Scott has performed well at Watkins Glen in the past, having won three times there but looked even better two weeks ago. What did you think of his performance?

SJ – It was a very impressive display in every respect. I can’t remember anyone dominating to quite that level for quite some time. It was like he was in a different league all weekend. He dropped back a few places for the restart (on Lap 42 after a caution for a collision between Will Power and Charlie Kimball, and pit stops, Dixon restarted 4th) and within less than two laps he was back in the lead.

Everyone else was struggling to pass anywhere on track but it was amazing how Scott just pulled off passes with his incredible, fluid driving style which is just perfect on a track like that.

It’s been a strange year in that I think he’s been driving more strongly this year than any that I can remember and yet he’s come away with less than almost any year before. Even reliability issues have stopped him at places like Detroit and Road America, where it was almost certain he would have won both races.

JT – The win moved Scott to 3rd in the championship standings but it wasn’t enough to keep him in championship contention. Leader Simon Pagenaud finished 7th at Watkins Glen, putting him 104 points clear of Dixon. Even with double points (100 total) on offer for this weekend’s season finale, the Grand Prix of Sonoma, Dixon cannot catch Pagenaud. Only his Penske teammate Will Power has a chance. Power would have likely been closer to Pagenaud points-wise if not for the accident with Kimball. With a 43-point lead over his teammate it looks pretty good for Pagenaud to capture his first IndyCar title. Do you agree?

SJ – The IndyCar championship is all about racking up points at every race - being consistent. Last year Montoya kept racking up points and he was on top going into Sonoma. You never know - look at what Scott did last year, particularly with double points available - but it’s most likely that Pagenaud will score well enough to win the championship. Still, if Power wins and Pagenaud gets involved in any incident... well, that could be enough. What is amazing though is that we are again going into the final race with the championship still open, I don’t remember if the Indycar series ever had the championship decided before the final round.

JT – With the offseason rapidly approaching, speculation about the IndyCar driver-market has been plentiful. Josef Newgarden seems to be the main focus of conjecture. He could go to Penske Racing, Chip Ganassi Racing or elect to stay with Ed Carpenter Racing. Depending on what he chooses to do, other drivers might have to adjust. Do you think we’ll see much movement?

SJ – I don’t really know what will happen but I’d be surprised if we see a huge amount of movement among the drivers.

JT – Unsurprisingly, Mercedes won Formula One’s most recent round the Italian GP at Monza. In this case Nico Rosberg, starting from second position alongside teammate and pole winner Lewis Hamilton, made a perfect getaway and won while Hamilton stumbled, dropping to 6th place on the opening lap. He eventually recovered to finish 2nd behind Rosberg. As we’ve said in recent blogs, the result of nearly every grand prix this year has hinged on who got the better start – Rosberg or Hamilton.

If Rosberg starts cleanly, as he did early in the season, he wins. If Hamilton starts cleanly, as he did mid-season, he wins. It’s basically as simple as that, and again the Italian GP didn’t offer much exciting racing. However, just two points separate Hamilton and Rosberg heading into this weekend’s Singapore Grand Prix.

SJ – Yes, that’s basically what it comes down to. Whichever guy – Hamilton or Rosberg, as they are the only two with a realistic chance of winning all things being equal - gets off the line best and manages to scramble through the first few corners, it’s pretty much job done.

This last race made the championship closer and everyone keeps talking about how Mercedes might struggle again (Ferrari’s Sebastian Vettel won the 2015 race, followed by Red Bull’s Daniel Ricciardo and Ferrari-teammate Kimi Rakkionen) but I can’t imagine that they won’t have dug deep enough and found out what their tire problems were last year. They’ll be better.

On that note, that’s one of the ironic twists of F1. All the teams are spending copious amounts of money on car and aero development in particular yet every race it basically comes down to the tires and who can manage them best for optimum grip, especially with the crazy pressures they’re required to run now.

I keep joking about it but at the sharp end of the grid they spend well over $300 million a year, of which most of it is development. Then they bolt on a set of tires for a couple of thousand dollars and that makes more difference than just about anything else they do with the car. If you can get a second from the tire by being able to get the most out of it, and manage it correctly over the stint, it’s probably equivalent to $50-100m worth of development on the car to gain that same second!

JT – Ferrari managed to get one of its cars on the podium at Monza with a 3rd place finish from Sebastian Vettel. Kimi Raikkonen finished in 4th place. The team seemed to be pleased with the result and team manager Maurizio Arrivabene stated that while Ferrari has “failed to achieve its target” this year, the team is making progress and the atmosphere inside Scuderia Ferrari is “very positive”. With the departure of some of its key personnel and Ferrari’s inconsistent performance something about Arrivabene’s comments rings hollow. Do you agree?

SJ – It’s a difficult situation for them at the moment, and I don’t envy Maurizio Arrivabene for one second as he was basically thrown in the deep end with all the wholesale changes that took place when Montezemolo left. As we have seen with almost every team at some stage, once you loose the momentum it takes years to gain it back to a point where you can consistently be challenging for wins. Mclaren is a perfect example, Red Bull has had their slump and they were both dominant teams not that long ago. Ferrari still have a lot of challenges ahead, there is no doubt about that, let’s hope that the people at the very top of the company will stay the course and make the right decisions going forward.

JT – The biggest news for Formula One was made off-track last week when it was finally confirmed that Liberty Media, an America conglomerate which owns the second largest U.S. cable television company and has holdings in Sirius/XM radio and Live Nation, a large event promotion company, will acquire F1 from current majority owner CVC Capital Partners.

Bernie Ecclestone will continue in his role as F1 CEO but will now work under Liberty Media’s umbrella. There seems to be some optimism that Liberty can bring more energy and direction to the series and attract more viewers globally. What’s your take?

SJ – I don’t know anything more than what has been covered by the press but one would hope that they’ll look at the business more pragmatically. I think that’s already starting to happen and maybe they’ll bring more of a clean sheet approach to it.

Let’s not forget that F1 is still a hugely popular sport globally, but I think they know they can make it significantly more popular. With the speed at which the world moves today in terms of social media and other digital platforms there are definitely ways to monetize those outlets. Bernie says he’s never made any money on the Internet but I don’t think he’s been dealing with the right people. Certainly not if you look at the F1 website which is full of broken links and quite clunky in general, you can tell that very little effort has been spent in this area.

You see others doing well in that area. NASCAR, for instance, is doing very well in that space. They’ve figured out how to monetize the digital side of their business and they’re making money.

Liberty has already made noise about offering the opportunity for teams to buy into Formula One. I don’t know exactly how that would work but it could potentially be a good move. If you look at other sports, certainly football and soccer, every franchise is worth a fortune. They also spend big money but F1 is still in the stratosphere in terms of the resources associated with it.

If the series, together with the FIA can work out a way to control costs by focusing on areas of development which are prohibitively expensive like aerodynamics and maybe standardize some components, it will immediately be on a better business footing.

For example, the other day I was visiting a new racing simulator here in Los Angeles. There was a two-year old Williams chassis there that a group bought to transform for the purpose of making it into a simulator. They were showing me simple things like the car’s power steering rack. It’s an absolute work of art. That piece alone probably required 50 people to engineer and build. It’s absolutely exquisite, but for what?

I don’t see why you couldn’t just use a standard steering rack that all teams would have to buy from one single supplier that is the same for all the teams. It would cost a tiny fraction of that custom piece Williams built. That piece alone probably cost them more than a million dollars all told. And that’s just one component of the car – a piece the fans will never ever see or understand.

Look at the insanely complicated brake ducts the teams create now… for nothing. Why can’t the teams all agree on standardizing some components and save themselves millions of dollars?

IndyCar has great racing with a basic, standardized package. The best teams still work their butts off and find an edge over their competitors by refining the components they have to work with. Why make every single piece of every car a custom-made item? I’m not saying that F1 should copy Indycar, because I personally think Indycar has gone to far in the other direction where you basically can’t do anything to the car anymore, except the dampers. But, there are several things on any racecar that is just a pointless and extremely costly exercise to make in house, assuming the parts were available to buy off the shelf. To make this work there needs to be firm rules in place otherwise every team will still go their own way even if the parts were available to buy off the shelf, because the engineers are very competitive by nature, just as the drivers, and everyone thinks they are more clever than the other, and that their solution is much better than anything else out there.

The teams all seem to be addicted to their toys, even the smaller ones. It makes no sense. Each team will apparently be receiving something like $100 million from F1 in the next year or two. If you can’t run a team for less than $100 million, something’s fundamentally wrong. If you bring spending down to more sane levels, every F1 franchise should be worth serious money, just as they were for a brief period when Eddie Jordan sold his team for example. Nowadays most teams that are potentially for sale are lucky if they can walk away with new owners clearing their debts.

There are extremely clever people in F1 and the cleverest will still produce the best results even if the series goes to a much more basic formula. Just start fresh. As Flavio Briatore says, F1 is so complicated now that no one understands it, not even the people in the business.

The fact that Bernie [Ecclestone] will stay on is positive. Some people gripe and moan about him from time to time, but deep down, everybody loves Bernie. He’s like the grand-daddy for all of us in the business in one way or the other. Everyone knows that without him F1 wouldn’t be anything near what it is today. I believe that 100 percent. He’s laid every single brick in that business and has a personal relationship with every promoter, TV Network, sponsor, team owner, driver, you name it. There is not one deal going down that Bernie does not have his hand in. I think he should be applauded for what he’s done, not just for F1 but for motorsport in general, because everything filters down from Formula One.

JT – In other off track news, McLaren announced that Jenson Button would be taking a “break” from F1 in 2017 but that his two-year deal with the team means that he could drive again in 2018. He will be replaced next year by GP2 sensation Stoffel Vandoorne. Team principle Ron Dennis insists that Button’s “deal” is not a “retirement”. But everyone understands that Button is basically leaving the sport. Why does McLaren not want to state the truth? Their version of this sounds nuts. Do you agree?

SJ – Well, If Jenson now suddenly feels “like a kid again” because he’s effectively been pushed aside or whatever you’d like to call it then you obviously have to question why he didn’t make this decision on his own rather than wait until he was basically told he’s not driving next year. Can someone please fire me! I want to get fired too, if that’s how it makes you feel. Joking aside, it’s just seem like a very odd statement to claim that this is a new and innovative solution to effectively fire one of your drivers, or at least demote him to reserve driver. It’s good news though to see that Vandoorne has a permanent drive based purely on merit, he deserves it, and the timing could be perfect for him as it’s almost certain that McLaren will be back fighting for wins in the next few years. I am sure he will be one of the superstars of the next generation drivers that are now filtering through.

JT – Much has been made lately of the new, wider tires the 2017 rules will allow for F1 cars. Together with other changes this should give the cars more interesting appearance and may make them significantly faster but as you’ve already noted, it probably won’t improve the racing.

SJ – I would say it’s almost a certainty that it will make passing even more difficult than it is now because the cars will be so fast in the corners and even slower on the straights because they’ll have more drag from both the increased downforce and the wider tires. This will result in even less difference between mid-corner speed and top speed on the straights. Braking distances will be even shorter and grip levels will be much higher. So in other words, the exact opposite of what you want to make the racing more exciting. I hope I’m wrong but I don’t think I am.

The cars will look much better though, lap-times will be much faster but once you get used to watching the cars cornering a lot faster then everything will be back to normal again.

It’s been interesting to follow the tire testing for the 2017 cars that has been going on, or at least the little information that’s been made available. The teams doing the testing will without a doubt have an advantage next season. Tire testing is the key to performance. In every team I ever raced for where we were able to do a tire test before a race, or where the designated test team, we were always much better off for having done it.

Just the sheer fact that you’re running a car helps already as you’re always picking up little bits of information every time the car is on the track. Even if a team isn’t told which tire it’s testing – the fact that you’re running on a tire of the same general specification to what you’ll be using next year will already be a big advantage. Watch this space, there will be a lot of moaning about this by a lot of the teams as the new season unfolds.

Bottomline though, overtaking will only get harder next season.


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