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JT – Formula One has been on its summer break since the late July round at the Hungaroring where Red Bull Racing’s Daniel Ricciardo won for the second time this season. The month-long break ends with the Belgian Grand Prix at Spa-Francorchamps this weekend. This “summer vacation” has become a regular part of the F1 calendar but it seems odd to break the momentum of the season the way it does.
SJ – I don’t know how this whole summer vacation-scheduling rule came about but I think it’s turned into a bit of a nightmare for everybody. The intentions behind it were probably good at the time, but having to work around it logistically right in the middle of the season with no on-track testing allowed just turns everything around for the teams.
Ferrari has made some comments voicing their frustration about it recently and I’m sure everyone feels the same way. Typically you take your vacation at the end of the season. Trying to regulate it and create rules, as F1 does for everything, just leads to people spending even more money to try and circumvent those rules. It never used to be an issue, but with more and more races added to the calendar the gap between the final race of the previous season and the start of the new one is getting smaller, which is obviously contributing. Everybody signed off on the idea at the time but I get the feeling that most teams now regret it.
JT – Do you think anything will have changed when the cars take the start at Spa? Will any of the teams emerge from the break with improved performance?
SJ – Theoretically nothing should have changed, at all, as there is ban on even going to the factory, even mobile phones or emails can’t be used during this break. But of course, theory is one thing and reality may be something completely different. As always in F1, there is a constant development of the cars and some of the mid to lower tier teams seem to have some fairly radical changes with new noses and other dramatic differences. Whether that will change the pecking order? I doubt it. You pretty much know in F1 after the first or second preseason tests where you’re going to end up for most of the races in the season.
Obviously, the big thing to watch will be the battle between the Mercedes GP teammates for the remainder of this season. No one else is going to threaten Mercedes for the championship. That much is clear. I’d be very surprised if Red Bull or anyone else can find improvements enough to alter many things during the remainder of this season. I’m sure there will be the odd winner here or there but Mercedes will still dominate. The best intelligence I’ve had from people in the industry is that they’re still just cruising and if they need to they can crank up their performance. They still have a good margin over the other teams.
JT – Interestingly, Daniel Ricciardo and Valtteri Bottas, (3rd and 5th in the championship) have scored more points to date than drivers like Sebastian Vettel (6th) and Kimi Räikkönen (12th).
SJ – Yes, looking at the season so far there have been some good surprises but I think it goes back to what I’ve said for a long time. Every generation of car always suit some driving styles better than others. A few drivers are capable of adapting and succeeding in any type of car, Alonso is a good example of this generation, others have more problems. Look at Michael Schumacher for example, he was clearly struggling to come to grips with the new generation cars that just didn’t have the front end grip he developed his driving style around, of course, no one else could drive the cars he liked because they were to quick on turn in and required a massive amount of confidence and a very delicate balance from turn in to mid corner but it is absolutely the fastest way if the front is able to carry the speed. The modern cars are lazier on turn in and as such he had to rethink his whole approach, which made him look very human all of a sudden.
Vettel and Räikkönen are probably the best two examples this year of drivers who clearly don’t like this type of car at all. It just doesn’t suit their driving styles. But next year and going forward, if the rules stay the same, I think you’ll find that the pecking order will return to normal.
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JT – In Formula One silly-season news it appears that soon-to-be 17 year-old Max Verstappen will replace Jean-Eric Vergne at Torro Rosso for 2015. He will be the youngest driver ever to race in F1, joining the series after just one season in European F3. It’s a surprising choice seemingly. What’s your take?
SJ – Yes, it’s very interesting. I’m surprised, like everyone, at how that happened so quickly. I can’t get my head around why there’s such urgency to get him into an F1 car when you could nurture him in the junior categories for a couple years and at least help him gain some race-craft before getting thrown in the deep end of F1.
One thing is for sure, the requirement of just driving a current F1 fast is completely different today, with all the electronic aids and gizmos it makes the demands on the driver quite different, there is an enormous amount of data and simulations available to help a driver to pick out the areas where they may be weak and correct them very quickly, so the learning curve is significantly faster today than it used to be.
But, in the end it’s always the race craft that will make the difference between the really great and the also-rans. There have been thousands of fast drivers over the years that have all shown great speed and great promise, out of those there’s been a handful that have been able to race well and score points on a consistent basis.
The top guys are still very good but then you have guys a level down from that who don’t seem to have much idea of what race-craft is. Hence, you have a lot of weird accidents and odd comings-together incidents that really don’t belong in F1. A lot of this is in my opinion because they have not had the chance to do a lot of racing before they arrived in F1, and sooner or later you will have incidents. Every incident will teach you something that is stored in your memory bank and will add to the experience level. If you notice, the really great one’s race just as hard or even harder than the average ones, but they very rarely have any incidents because they have the feel, experience and know how of where the limit is, not below and not above, but on the limit. Look at the dice between Vettel and Alonso at Silverstone, it was brilliant with two great drivers both on the limit duking it out.
JT – As you often say, every era of F1 has its star drivers but there does seem to be less emphasis now on the ability to race well - to think on your feet while driving to make effective and well calculated passes.
SJ – It comes back to the previous question. To win you still need to race well and understand everything around you that is humanly possible. Rosberg is a great example of that this year; he’s been excellent at planning the races and getting the best out of the situation in almost all of the races so far this year. But with all the help from pit lane and the data available nowadays, the emphasis is definitely a lot more on interaction between the engineer and the driver. But, when you have 53 controls on the steering wheel or however many it is now it gets a bit ridiculous. But if you talk to the F1 engineers about that, they don’t want to get rid of any of it. If they could they’d like to have more.
JT – Formula One seems to go through drivers very quickly these days, despite investing effort and money in them. For instance, Jean-Eric Vergne hasn’t even completed his second full season in F1 racing for Torro Rosso and his replacement (Verstappen) has already been named. Rules seem to change very quickly as well. It seems as if Formula One has had a perennial case of attention deficit disorder over the last decade.
SJ – It’s mind-boggling. Someone recently mentioned the number of rules that have been introduced over the last few years and it’s ridiculous. As we mentioned in the last blog, the issue of respecting track limits – what is that all about?
Should you really have a guy who hasn’t sat in a race car for probably 25 years in some cases, watching a TV monitor in a scoring tower determining if a driver has gone too far over a track limit? It makes no sense to me. Obviously, you don’t want anyone to get hurt but somehow there should be a penalty or some type or consequence for going over the limit, but not imposed by another human being, rather that you either damage your car or get stuck somehow that will unable you to continue.
That’s what racing is all about – being on the limit - not over it because there are consequences, or under it because you’re too slow. Drivers strive to be on the limit, on the knife edge – that one or two percent of the unknown where you’re not completely sure what’s going to happen next but you feel you have fairly good control over it. Now, all you do is go over the limit into the blue asphalt and carry on like nothing has happened.
In three laps you’ve found your limit and so has everyone else because there’s no risk in finding it. Most modern tracks are like that now. They’re all the same because they have a formula and they just kind of shake it around a bit depending on the topography and other factors, but the formula is consistent at every new track.
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JT – Interestingly, it has also been confirmed that Audi Sport driver Andre Lotterer, the current and three-time Le Mans-winning champion, will drive for Caterham F1 at Spa, replacing Kamui Kobayashi. It’s very intriguing for several reasons. First, it appears to be a one-off appearance. Second, he’s tested an F1 car previously but it was more than a decade ago with the Jaguar F1 team. Third, he’ll be the first current Le Mans-winner to race in F1 since Yannick Dalmas did it during the 1994 season. He does have many years of experience driving in the Japanese Super Formula where the open wheel race cars are apparently as quick as F1 machines.
SJ – The Super Formula cars are mighty quick, almost as quick as F1 cars. I think he’ll do a great job, he’s very good. I rate him a lot. He’s very fast and he’ll adapt quickly, and I’m happy to see he’s been given an opportunity.
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JT – The IndyCar season is rapidly winding down with just the Grand Prix of Sonoma and the MAVTV 500 at Fontana left. Scott Dixon, Tony Kanaan and Team Ganassi seem to be performing better. Scott took the win at Mid-Ohio very impressively and Kanaan has been finishing on the podium on the ovals.
SJ – It’s been kind of an odd year in IndyCar. Until Will Power’s win at Milwaukee last weekend, it has seemed like no one wants to win the championship. All of the contenders have tripped up at one time or another more or less throwing away their chances.
It’s been a bit of a struggle this year for Scott and the team for sure, until Mid Ohio that is, where Scott did an amazing job. In my opinion, he really schooled everybody there. To run for three more laps on the same fuel as everyone else has is almost impossible, to gain one lap is already very difficult but it’s mind-boggling to get three more considering that he was still quicker than anyone else.
Realistically though the chances for Scott to win the championship are very small. He really would have had to win at Milwaukee to have a decent chance for the championship but the things have been going this year it’s not over just yet.
JT – IndyCar too has an odd schedule. The season will be complete by the end of August. Boom, it’s over!
SJ – They’ve been doing this every year lately and it’s weird. I guess it came about because they didn’t want to be interfered with by football season. But what about all of the other sports out there that run throughout the year? I can’t see that having any effect. It makes for an odd season because every week through the mid-summer there’s a race and then there’s nothing for almost six months.
JT – In sports car racing you have similarly weird scheduling with the World Endurance Championship taking a three-month break between Le Mans and the September round at Circuit of the Americas. Meanwhile, it seems that IMSA and the United Sports Car Championship are effectively killing prospects for new LMP2 entrants to the series by leaving in place their BoP which clearly favors Daytona Prototypes.
SJ – Yes, the WEC break is strange. There is obviously a reason why there is such a long break over the summer but I am not aware how they came to this decision.
And with IMSA, you could see what was going to happen before the season started with P2. That was on the cards. But at least they’ve come to their senses with GT Daytona, allowing FIA GT3 cars into the class from 2016 onwards.
As I’ve said before, why can’t all GT just be GT3? That would make so much more sense. Teams from all over the world could run the same cars on different continents and it would be ultra-competitive and a lot cheaper than it currently is. And if you wanted to, when the season is over here, you could take the same car to Asia and run the final races there or go to Dubai, Abu Dhabi or Bathurst for those endurance races.
As long as you can keep a car running, teams should be able to make money with them. It would be good for everyone. The whole operation of a team could be kept up and running throughout the year if they wish to do so.
The same thing for prototypes, make LMP1 a manufacturers championship and LMP2 a privateer championship, this way both of them would end up being more competitive in my opinion. The privateers running in P1 will never get close to the manufacturers no matter how much money they spend, they will always be the clowns that make up the show, so why not simply go P2 instead and at least have a chance of winning.
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JT – One final item you wanted to mention was the recent unfortunate incident between Tony Stewart and Kevin Ward Jr. during a sprint car race at Canandaigua Motorsports Park early this month, which resulted in Ward Jr.’s death
SJ – My first thought was that the rules about drivers getting out of their cars on an active racetrack should have been changed long ago. And I see that NASCAR has finally done that now, keeping the driver in the car until a safety crew arrives.
All these years that I’ve been watching NASCAR or USAC racing since I came to America I could never understand this mentality of walking down into the racing line and throwing helmets and making fists and pointing fingers at the driver that took you out. It was only a matter of time until someone was going to get hurt. There’s a time and a place for everything and the racetrack with 30 other cars going around does not seem a very clever place to pick a fight with someone. You can do that stuff at the back of the truck when the race is over. It may make the show great, but as almost always is the case in racing, it needs for something really bad to happen before there’s a change. The cars are still doing about 50mph even behind the pace car, all it needs is for a driver to look at his instruments or fiddling about with his drinks bottle or whatever else you normally try do while the pace car is out, all of a sudden there’s a driver standing in the middle of the road. Imagine going down the freeway at 50mph and all of a sudden there’s a person standing in the middle of the road, which is effectively the same thing.
This incident was a perfect storm of unfortunate circumstances. I don’t think anyone can blame Ward and I don’t think anyone can blame Tony. It’s just incredibly sad. It wasn’t like Ward Jr. was even ten feet away from his car, he was right in the middle of the racetrack. And whatever Tony did, clearly no one did anything on purpose to hurt anyone. Racing drivers aren’t violent gangsters who are trying to hurt anyone or cause any form of violence. It’s ludicrous for people to assume that Stewart was trying to hurt the other driver.
Written by: Angus Davies
Our partner Angus Davies, Site EscapementMagazine.com interviewed Stefan Johansson, the great driver that passed by Ferrari, McLaren and Ligier. Despite the remarkable racing career, Stefan has not let success did accommodate. He was looking for a new dream: to be designer watches. And with the same determination and care of the little details the Swedish driver begins to make its mark in the world of haute horlogerie. Check out:
In 2011, not long after the release of "Escapament Magazine", a message arrived in my inbox via Linkedin, the sender was from a gentleman named Stefan Johansson. In the message he congratulated our online magazine, said he had designed and created their own watches your brand name as it had curiously Stefan Johansson Växjö .
Initially I was saturated by such flattery, however, thought it best to wait diminish the excitement of the launch and save this name for a while, it seemed strangely familiar.
I remembered watching Formula 1 races, still young at 18 years old, and remember the image of a pilot named Stefan Johansson, dressed in his Ferrari overalls with blond hair typically Swedish. But could they be the same person?
In fact, the designer watches 57-year-old was even great driver who raced for Ferrari, McLaren and Ligier before migrating to Indy and then compete in Le Mans with Porsche. This designer watch was none other than racing legend that I remembered from my youth.
It seemed odd that a guy whose previous life was lived under frantic pace, worried about tenths and used to test the body to extreme limits of physical endurance, now going to take life as a simple pedestrian.
I understand that motorsport and watches possess a similarity between when we think of the mechanical components that work in harmony in order for a common goal. However, I also understand that it is difficult to reconcile the psychological prerequisites needed to be a race car driver, competing at the highest level of professional motorsport, with the patience to spend an inordinate amount of time at a desk, carefully arranging small details required for the design of watches. This was with curiosity that I contacted Stefan and asked a few questions to understand more about this unusual your choice.
The concern is that Stefan started early in motorsport, still in Växjö, a city in southern Sweden. His father, Roland Johansson, was a racing driver, who competed in touring cars such as the Lotus Cortinas. At this time Roland earned the nickname "The Leaf", ie leaf in the translation into Portuguese, as he was Leaftown.
For Stefan, the passion for racing began when participating in races with his father. "I actually grew up in racing.My dad started taking me to races when I was three years old. I won my first kart with eight years and found that I did not want to do anything else in life besides running. "
Stefan soon earned the nickname "Little Leaf", the little leaf. From there, the Swedish driver began using the symbol of a leaf on their racing helmets, this symbol accompanied him throughout his career and now, with great taste, the leaf was incorporated into the watches that bear his name.
Stefan continues competing. During our conversation, he told me he will eventually return to the Nürburgring in Germany, where he had participated in a qualifying session in preparation for the next race Nürburgring 24 hours.
This race provides vacancy for the 16.1 miles of the Nordschleife circuit previously used in Formula 1, but that is no longer part of the competition, due to lack of exhaust area of the track. I could not help but ask about the dangers aspect of this ancient circuit and the required accuracy of the pilot to take this track.
"Each lap takes about 10 and a half minutes to complete. It is fantastic. I did my last race there in 1983 in a Porsche 956 today. While I'm riding around the circuit, I can not help thinking it was crazy what we did. The margin of error is beyond small, the track is very narrow. It almost zero exhaust area are less than 3 meters. You have stuck by his side, a small strip of grass barrier, about 5-6 feet wide and that's it. Each curve is necessary to engage fifth or sixth gear. It's all very fast. Unbelievable, when I tell you, when I competed in the Porsche 959, reached speeds of 400 km / h on the straights. That's crazy when I look back. But if you want to get the most out of a race car and win all limits, then this is the right way. The circuit is just fantastic. "
Seeing all the excitement of Stefan speaking of a race it is evident that there is still a part of you will forever be a pilot.
A complete another
I must admit that before I met Stefan, I would have said that a personality test ever result in a diagnosis in which a racing driver could also have fitness required to become a watchmaker or a designer watch. However, Stefan embarked successfully on this path and produced several watches with current and carry your brand designer.
There seems to be a psychological conflict between the alpha male, testosterone driven and the ability to overcome the patience to work with the high watchmaking. I found it difficult to reconcile an innate need to be impatient, aggressive and hyper-competitive with the serenity and quietness of a development studio. However, it seems that Stefan has these two sides inside, which predisposed him to succeed in both fields.
But why watch?
Stefan, like many pilots, enjoyed access to the world of luxury thanks to the success obtained on the podiums. His interest in the world of watches began when he bought his first "decent clock", a Breitling Navitimer, and subsequently collected "one or two more."
However, when most mortals restricts their love to watch the occasional trip to a retailer of prestige to try some delicacies of watchmaking, Stefan did not feel satisfied, and decided to go much further, creating their own company and brand watches .
"The most important thing is to be moved by passions. This has always been my philosophy of life and is something I always tell my children: everything you do in life, do it with passion. I tell them 'If you're good at it, you will find a way to make money from it.' I can not remember a day that did not wake up eager to do what he was planning. For me, this is more important than having a gazillion dollars in the bank. "
"I always enjoyed collecting watches. The passion grew and eventually evolved into a desire to create my own clock. "
The creative process
Stefan draws clocks, and these sketches are done freehand. Typically, the entire process of creation and development of projects happens in his studio in Los Angeles, but it is not uncommon for Stefan to be inspired and create during a trip where you are, so it is always with a pen in hand.
"I develop a complete picture of the clock drawing in my head. Modesty aside, I'm relatively good at sketching the design. I then spend my projects for an expert in computer design, known as CAD. It "cleans" that sketch and I'm instructing: to do so .. it is not so ... Until you get to the final design. "
"We had a good exchange of ideas, making these reflections, sometimes it also suggests to me new design options, looking from the point of view of engineering."
I, in my experience in the world of watchmaking, I note that when I find some watch designers that are responsible for both the engineering process, as the creative process, they may be inhibited. In car design, for example drawings and clay models are produced by the design team, and after that, a team of engineers will be responsible for diluting the concept into a working prototype. This team is responsible for making the actual car design, the main concern to bring up any practical considerations, without losing the essence of the original design. I suggest these concepts to Stefan he shows follow suit.
He agrees, explaining practicing a healthy debate on the practical aspects of carrying out their projects. "I can even say: You can not do this, but eventually they give it right back up and manage to convince me."
"I can say that the inclusion of the CNC lathe in design, the watch industry has raised up a level. He brought us to radically modern times. "
Attention to detail
Stefan brought some features of Formula 1. When approaching a curve during a race, when Stefan expertly judged reduce nun, turn the wheel and when accelerating. This rapid response happens in valuable tenths and determine the glory of winning a race or, rather, it is better to take the day off and not estrar a dispute. It is this obsession with detail and subtle nuances that confirm the gift of Stefan as a designer watch.
Which watch brands or watchmakers are admired by Stefan Johansson?
"I'm really enjoying the work that Richard Mille has done. He raised the attention to detail to a whole new level. I believe this is what made him so successful. Each item on your watch, the shorter it is, is exquisite. The attention to detail, choices of materials, everything is in harmony ... this results in a great product in the end. "
"One of my favorites is the watchmakers FP Journe . He is creating amazing things, some striking movements as able to measure a hundredth of a second (FP Journe Centigraphe). There are very interesting creations made by him. "
What can we expect from the new?
"I am confident that with this new line, I created something that is completely different." Stefan began to explain: ". I created a perpetual calendar for the new collection" Upon hearing this, I was a little surprised to see that this relatively small company had produced such a complicated watch. However, Stefan piqued my interest even more with his next statement.
"I created my own complication. I even got the patent. I'm just waiting for the most opportune moment to launch the model. But at the moment, I can only say is that it is a 'super-cool' movement. "
I admire Stefan Johansson. He built a successful career on the track and while many men in his position could accommodate and just enjoy the trappings of success and take life a little easier, Stefan embarked on a new and successful career.
Although much personal sacrifice to achieve their many victories in the field of motorsport as adhering to a calorie controlled diet, follow a regime of intensive workouts and spend an inordinate amount of time traveling, he did not seek retirement. Quite the contrary, he is as busy as ever.
The passion for racing never waned, but his obsession in the item performance did create his own watch brand.Your company has had much commercial success, producing limited volumes of watches for a small and demanding group of customers, but Johansson is ambitious. He always exhibited a determination to achieve greater success and with a series of exciting new models in its product range, I suspect that his tenacity will be rewarded with more and more critical acclaim.
Photo by: http://www.mazdasocial.co.uk/
JT – Since we last blogged at the beginning of June, a lot of racing has taken place including your odyssey competing at the Nürburgring 24 Hours with Mazda Motorsports Team JOTA in their MX-5 along with Wolfgang Kaufmann, Teruaki Kato and Owen Mildenhall. How did the race go for you and did you enjoy it?
SJ – Well, it didn’t turn out so great in the end but I enjoyed every second of it. We knew before the race started that the traffic would be a big problem and the first problem we encountered was getting hit by one of the leading GT3 Mercedes SLS’s while Wolfgang was in the car. We don’t know exactly what happened but he got side-swiped and that cost us over two hours to get it repaired. He couldn’t get the car back to the pits because, in addition to all the chassis damage, of all things the throttle pedal broke. So it had to be hauled back on a truck.
We lost about two hours repairing the car so we where effectively out of the running already but we got back out again around midnight when I did another stint in the dark, which definitely got your attention. Nurburgring is like no other track in the world, most of the corners have a very fast and blind entry which means you have to pick your markers for braking and turn in very carefully, of course in the dark, you can’t even see half of them which made things very interesting to say the least. Then Teruaki got in and had a massive accident basically destroying the car so we were out of the race by a little after 3:00 am.
But it was fun. There’s no race track like it in the world. We knew the traffic was going to be an issue and we talked about it before the race. The GT3 cars come up on you so quick. It’s tricky deciding how much room you give them or how much you don’t give. The traffic is crazy with over 200 cars on track.
I’d love to do it again next year but in a little bit quicker car, maybe a GT3. But in a GT3 car you’re right on the limit. In the Miata you have plenty of time to sort of almost take in the scenery so it’s fun. The whole event is mind-boggling really. I arrived on the Monday before the race because I had to do the Nürburgring school as I had done only one VLN race prior to the 24. You’re supposed to do two but they gave me special dispensation if I did the driving school beforehand.
On that Monday the place was already absolutely packed! The campsites are like miniature towns with people in tents everywhere. There were 400,000 people there for the weekend, more people than at Le Mans! It’s the biggest sporting event in Europe – period.
JT – During the race it was pointed out that the GT3 cars are now laying down lap times at the Nürburgring just about as fast as those you did in the Group C cars in the mid-1980s before prototype sports car racing came to a halt there. Is that the case?
SJ – Well it’s hard to say because we now use the full Nürburgring Grand Prix circuit as well as the Nordschleife. So I don’t know how exactly you’d compare them. The lap is obviously longer because of this. The quickest guys in GT3 are doing laps in just over eight minutes. When we were running the prototypes, if I remember correctly, pole position was just over six minutes. I think that was the time [Stefan] Bellof set. So I don’t think the GT3 were going as fast, I would be surprised as we had over 1000hp and huge downforce on the GPC cars back then.
Photo by: http://motorsport.motorionline.com/
JT – The 82nd running of the Le Mans 24 Hours took place in mid-June. Audi triumphed once again despite substantial competition from Toyota and Porsche. Toyota looked particularly strong and were it not for some bad luck, they could have won. What are your thoughts on the race?
SJ – I was really surprised that the race came down to reliability. As we mentioned in a previous blog, I thought for certain that the top teams had that covered and that the outcome would be decided more on driver error. But that didn’t happen. Aside from the beginning of the race with the rain that fell and caused the early incidents, it really came down to who had luck on their side in terms of reliability.
Toyota’s problem with their wiring loom was extremely unlucky and had the other car not made contact with the barriers early in the race, maybe that car could have won. Toyota was clearly the quickest. But I don’t think you can say it’s all down to luck. Luck is where preparation and opportunity meet as they say and Audi is always extremely well prepared.
It was interesting that the pace of the leading Porsche from mid-race on wasn’t even close which would indicate that maybe the others hadn’t shown all they had in practice or qualifying.
Photo by: http://motorsport.motorionline.com/
JT – The LMP2 battle was interesting though reliability played a role there as well. Ultimately, the #38 Zytek Z11SN-Nissan from Jota Sport won with Simon Dolan, Harry Tincknell and Oliver Turvey sharing the car. But the brand new Ligier JS P2 coupes looked very competitive.
SJ – The Jota boys did a good job – both the drivers and the team. And the Ligiers are obviously going to be very competitive. Looking forward, I think things are going to change a lot in P2. There’s a whole new generation of cars with the Ligier (OAK) and the new HPD (Honda Performance Development) Coupe as well and others coming. These are pretty serious bits of kit and the current cars are going to be obsolete very soon I think.
Photo by: http://www.racintoday.com/
JT – There have been several Formula One and IndyCar races since we last blogged. I have to say, the IndyCar racing has been much more entertaining than F1. The race at Iowa Speedway was very interesting with Ryan Hunter-Reay and Andretti Autosport making a very good tactical decision to pit for new tires during the last caution period. They basically stole the race from Tony Kanaan and Scott Dixon. Then we had the double header in Toronto that produced some very interesting and action packed racing. What are your thoughts on the last several races since The Indy 500?
SJ – I couldn’t agree more. At the moment I think IndyCar is the best racing out there, period. The race at Pocono (IndyCar 500) may not have been as good as the others but almost every race is exciting and entertaining. The season hasn’t been easy for Scott so far but at least Iowa was much better, and Toronto didn’t really show the true potential just from how the races panned out with the yellow flags etc.
They seem pretty happy with the way the cars are performing and it’s just a matter of getting all the small bits and pieces to come together. I think they’ve gone down a path on some of the development they’ve done that just hasn’t worked out like they expected early on, but they now seem to have a pretty good handle on the situation. But more than anything there has been a myriad of smaller issues that have kept them from getting it done on the weekends. In a series like IndyCar where the competition is so close and where you can’t really do anything to the cars it doesn’t take a lot to fall behind. Look at Bourdais in Toronto, he was on pole for the first race and walked away with it, in the second race he was mid pack and couldn’t make anything happen.
JT – Turning to Formula One, Lewis Hamilton pulled back to within four points of Nico Rosberg in the championship with his win at Silverstone. It wasn’t really an exciting race after Rosberg fell out with gearbox/power unit issues. In Hockenheim the order was then restored with Nico taking a very dominant win after Lewis had to start from the back of the grid.
Meanwhile, F1 itself seems to be lurching from wacky idea to wacky idea on how to make the racing more appealing. They’ve proposed a ban on the complex FRIC’ (front and rear interconnected) suspension systems most of the teams now use, citing their progression to the point where they are an active suspension. A vote is to take place this week ahead of the German Grand Prix. That seems very odd as the FIA is supposedly the rules maker/enforcer. Yet at the same time, the teams can vote on enforcement?
SJ – Yes, it’s starting to get very strange. Formula One is just so complicated nowadays. Apparently they have even called for a crisis meeting with one point on the agenda being that Formula One needs to “educate” the fans on what the “new” Formula One is all about? Surely they’ve got to be kidding.
Formula One is the longest running championship in the world, with the greatest history of the greatest teams, drivers and tracks. If they now have to educate or explain to their fans on what Formula One is then something is obviously seriously wrong. The fans should be able to sit down, turn the TV on and enjoy great battles between great drivers and great teams without having to take out a calculator to figure out fuel flows and take into account regen systems, etc.
Do we really need all that? Is F1 really that important in the overall scheme of things? They say they’re losing fans everywhere but having these crisis meetings seems like an overreaction. They seem to think they need to change the rules constantly – change this, change that, a lot of times without thinking the changes through properly. Of course every time they do that they add another ten, twenty or thirty percent to the cost of racing for the teams. The irony is that no one ever questioned the popularity of F1 before the endless tinkering with the rules started. Someone pointed out there’s been 77 new rules or rule changes introduced in the past 10 years, just like with government, I get a feeling people are somehow trying to justify their existence. Rule stability is one of the keys for good racing and also the best way for the teams to control their spending.
The FRIC controversy is a good case-in-point. As you say, it’s the FIA that sets the rules for the series. If they deem the FRIC illegal, how can you have a vote on whether it’s legal or not? It makes no sense. You either interpret the rule one way or the other. That’s the responsibility of the governing body. Everybody has been running it in one form or another for quite some time now, and all of a sudden in a middle of the season they are proposing a vote from the teams if it’s illegal or not? How does that work, do the teams then basically admit they’ve been running illegal but don’t want to any longer? Or is it because some teams have developed their system better than others and therefore the rest have been making more noise, either way it makes no sense.
Add to this the never ending policing and penalizing of everything, the scrutiny of every single incident on the track and on pit-lane. For example, in the last few races they have starting handing out penalties for going outside the track limit. Of course, I just as everyone else, don’t want to see anyone get hurt, but I can clearly remember a time when if you went outside the track limit you had an accident, big or small depending on the type of track, this is why you try to stay on the bloody race-track in the first place, and not go outside of it! That’s the beauty of being on the knife-edge, on the limit, or whatever you want to call it. But nowadays they have sanitized the tracks to the point where there is absolutely no penalty or punishment if you go over the limit. Everyone can find the limit in a few laps by simply going over it and into the runoff area which is now asphalt painted blue or whatever color the given track may have, then you just continue. Even Eau Rouge at Spa, which used to be one of the mightiest corners in the world, is barely a corner anymore, it’s flat after 2-3 laps in most high down-force cars because they moved the track limit and guard rails back which means if you go to fast you simply keep your foot down and use the tarmac outside the track to rejoin, next lap you peg it back slightly and things are great. So what happens instead now is that some bloke in a control tower decides if the driver has gone past the track limit or not, and if he decides this is the case they will issue a penalty. I am sure every driver worth his salt would love to get rid of this, it’s a sad scenario and it just makes the average drivers look even better than they really are. I could go on and on but I leave that for another blog coming up soon. Niki Lauda summed it up perfectly after Silverstone, everything is over regulated and over controlled, just let the drivers get on with it, the good guys will always make it work. The average one’s seem quite capable of making a mess of things even in the current situation.
Ferrari 312T - 1975
JT – As you know intimately, F1 has experienced periods of greater and lesser popularity. In the early 1970s sports car racing was just as high profile as F1. Even in the mid-1980s while you were a part of it, F1 was rivaled in popularity and technological sophistication by world sports car racing. Though F1 would have fans believe it has always been the top form of motorsport, it hasn’t always been the pinnacle. Perhaps we’re headed for another period where it will decline somewhat. What are your thoughts?
SJ – Truthfully, there’s one reason why F1 is so much more successful today than sports car racing or any other form of racing on a global level. Back in the early 1970s as you said, they may have been pretty even. In my opinion, Bernie Ecclestone is the one reason why F1 rose to the heights it did. He saw the big picture long before anyone else did and he created what F1 is today. He made it into the largest sport globally on a year to year basis.
Unfortunately in some ways, he doesn’t have the control now that he did back then. He and Max [Mosley] together had a bird’s eye view of the series that was brilliant and they understood that every now and then you have to throw a grenade into the room when things are starting to get out of hand. Everybody would scream and shout but when the dust had settled they would all get on with it, and they always managed to keep it going in the right direction.
Now, F1 has turned into a democracy where everything has to be voted on and as we’ve seen many good examples of throughout history, democracies never, ever work in motor racing. The only two Series that has a consistent success record are F1 and NASCAR and both have been run like a benevolent dictatorship, and this is the main reason what made them successful in my opinion. Once the teams get a say, things start to get very complicated. Most of the time they can’t even agree on what time of day to have lunch. I’ve sat in some of those meeting when I ran my Champcar team and half the time I couldn’t believe some of the things I was hearing. Now they’ve also invited the engineers as part of the rule making process, we can already see the result of that. The problem is that the teams will always have their own interests at heart first and foremost, and that typically means a short term solution to whatever the issue may be as they can most of the time only focus on what they are dealing with at the time, whereas someone who’s not directly involved in the day to day firefighting of running a team and is not trying to win a championship will inevitably have a more objective way of looking at things.
The worrying thing is that there is no other Bernie Ecclestone right now. He’s put every single brick into the business that Formula One is today. When he eventually leaves, chances are pretty good that there will be some sort of democratic management system where everyone will have to have a say, it will be an interesting transformation period with some serious growing pains I am sure.
JT – Back to the on-track action. With the championship now close once more between Hamilton and Rosberg at least there is something to watch when both cars make it to the finish.
SJ – Yes, it was inevitable that Nico wasn’t going to have a trouble free run all year. And it’s interesting actually that as the season has progressed we’re seeing more reliability issues. Everyone thought reliability would be the big story at the beginning of the year but I guess now that the teams are more familiar with the systems they’re pushing them a bit closer to the limit. And they’re also coming up against the rules in terms of the amount of time the engines, gearboxes and other systems have to last. So the reliability issue is emerging more now. What happened to Lewis in practice in Germany is worrying in my opinion as there seems to have been a number of brake related issues up and down pit lane this season. Brake failure is every driver’s worst nightmare as you are basically only a passenger at that point. Thankfully nothing serious happened to him.
JT – Many commentators continue to say that Fernando Alonso may have to leave Ferrari if he wants to win another world championship and speculate that he may depart at the end of this season. You have a different view.
SJ – I don’t think he will leave Ferrari. I think he’ll stick with it because I don’t see what other good options he has. You can be certain that he’s done the rounds of course but if you look at it, if you’re not in a Mercedes or a Red Bull what’s the point of leaving right now?
Even now with as poor as they’ve performed relative to their standards, Ferrari are still the third best team. There’s the odd occasion where Williams, Force India or McLaren can compete but they’re very inconsistent. I think [Marco] Mattiacci (Ferrari’s new Sporting Director) is a pretty sharp guy. I think he’ll get the team going eventually. I really do.
There will be some restructuring, some new systems in place and some tidying up of the team. I think they’ve already made steps toward building the nucleus - or call it a new “dream team” - of people who will bring the team forward. I have a feeling that Alonso is an integral part of that.
In a way, Alonso reminds me of Ayrton [Senna]. Ayrton made some diabolical choices in terms of teams. If you think about it, he never actually dominated any one season in his whole career although everybody generally consider him to be the best of his generation. Mansell blew his doors off in the Williams and then Prost beat him fair and square when he moved to Williams also, which again goes to show there’s never been a World Champion who was not in the best car. I think it is generally considered that Alonso is the best driver currently, yet he’s not won a championship for a very long time. I love his spirit though, he’s an amazing racer and never gives up and I hope he and Ferrari will get it together to win another championship before he stops.
JT – The Indy 500 was a good race on many levels. Unusually, the race was caution-free through over two-thirds of its duration and the cautions that did arrive near the end were thankfully not too dramatic and brief. It was good to see Ryan Hunter-Reay out front crossing the finish line just ahead of Helio Castroneves, becoming the first American to win the 500 since Sam Hornish did it in 2006.
On the other hand, Scott Dixon’s day was going well until he spun unexpectedly. You were there for the event as usual, what did you think of the race?
SJ – Yes, it was a good race, with a very exciting finish as almost every Indy 500 ends up being. I think the decision to red flag the race when the last caution flag came out was a brilliant idea in order to give the fans a real finish, which it definitely ended up being. For me, IndyCar racing is the best racing in the world right now. Every race is exciting and the championship is wide open until the last race every year. It’s tough racing with a lot of different drivers that can win races.
Ryan Hunter Reay did a phenomenal job and I think it was a great outcome for IndyCar. Right now there’s Ryan, Will [Power] and Scott Dixon who seems to be the three guys who can deliver results on a consistent basis. The moves Ryan made to win were great and he was there at the front all day and he absolutely deserved the win.
They’re still trying to figure out what actually happened to Scott when he had his accident. Seemingly there was no warning, the car wasn’t loose and there was always a small push in it. He was just running his usual strategy of running very lean and conserving fuel, trying to get an extra lap advantage on everybody else in terms of when he needed to pit at the end of each stint and then be able to short-fill on fuel on the final stop and get out of the pits ahead of everyone else.
He felt he would have easily had the speed to go to the front if he had wanted to but he just sat there comfortably in the top-five as he’s the master of doing, waiting for the right moment and then the car just snapped. So all in all it wasn’t the best day for Ganassi Racing all around, or the best month for that matter as qualifying was not that great either.
JT – Kurt Busch’s drive was very good. What were your impressions?
SJ – I was very impressed, I think he did a fantastic job. It’s not easy to go from one type of car to another. These days, you need to be a specialist in every category of racing you compete in. Obviously, his oval racing experience helped but I think he did a terrific drive. He didn’t put a foot wrong in the race.
He had that mishap in practice but that probably helped him in a way, maybe waking him up a bit to how sensitive these cars are.
JT – The Monaco Grand Prix went pretty much as expected. Mercedes dominated yet again with Rosberg beating Hamilton to the finish line this time. Many had speculated that the street-course nature of the circuit would help the other teams close the gap to Mercedes in terms of performance but that wasn’t the case.
SJ – Yes, it was a typical Monaco race really. All the speculation beforehand about the other cars being able to get closer was just nonsense. You know, people always talk about the rain for instance, as an equalizer. Even rain doesn’t make much of a difference these days. You still need a good car under you. The best-developed cars with the best grip and drivability are still going to be quickest in the rain.
So those arguments are moot these days. Mercedes is going to be quick everywhere in every condition.
JT – With Mercedes having won all six grands prix this year and still maintaining a clear advantage, the battle for the championship looks to be between teammates Lewis Hamilton and Nico Rosberg. That’s nothing new for Formula One. I suppose it’s enough to retain fan interest.
SJ –I think it is, it’s always been this way in F1. Normally you may have two teams fighting for the championship or occasionally three but most of the time it’s just two, and often, like this year, it’s just within one team. Mercedes’ dominance is impressive but it’s also not too surprising.
When you have wholesale rules changes like they did for this year the chances are much greater that one team – especially one with massive resources like Mercedes – is going to find the magic bullet. If the rules stay the same for a period of time, everybody will eventually catch back up. As I’ve said so many times in the past, rules stability is what makes good and close racing.
JT – That’s undeniably true. What seems ridiculous is that these comprehensive rules changes in the interest of “green racing” and more relevant technology have done nothing to improve the actual racing. The racing itself is less competitive at the front this year. Clearly, Formula One is still not “green” in any way and the rules changes forced teams to spend a fortune to develop these new cars. Why go through the expense of the changes if they don’t improve the series’ main product – the racing?
SJ – Yes, that’s the point many people have made since the season started. The bottom-line I suppose is that everybody has to be politically correct these days – even in Formula One. Everybody has to be seen to be “doing the right thing” whether it’s the right thing or not.
Formula One is a very high visibility sport and I think the pressure to change came mostly from the auto manufacturers because they needed to be seen supporting something that had green technology. Again, if the rules stay in place for two or three years the other teams will get much closer. But it’s true that these kinds of very technical changes make it increasingly difficult and subsequently very expensive.
All bets are off now as far as budgets. The big teams are spending exorbitant amounts of money again – back to the levels that were in place before the cost-cap discussions began. And I just don’t know how they could ever police a cap. If they can’t even police the technical rules for the cars adequately, how are they ever going to police spending?
F1 is already massively complex and it doesn’t bear thinking about how complicated it could get if you have to enforce something like that. One of the best ways to manage it in my opinion is to look at all the parts on the cars that have no relevance to the overall performance or any technology development that could be of long term benefit to the car industry in general and make them standard components supplied by one manufacturer. This is the case in almost every other category of racing and it helps bring the costs down substantially. There will still be plenty of scope for the teams to be creative and find solutions that will give them an edge over their competitors. As it is right now, pretty much every single little bracket on a F1 car is done in house. No wonder they employ close to 1000 people now just to make the chassis. It’s crazy!
JT – Leaving aside the exaggerated press coverage of the rivalry between Hamilton and Rosberg, it is at least interesting that they are competing so strongly.
SJ – Yes, you wouldn’t expect anything else. They’re both tough competitors and they’re very close to each other in terms of their level of driving but in different ways. Their competition sort of reminds me in a small way of the Alain Prost/Ayrton Senna rivalry.
You have one guy with a copious amount of natural talent who wears his heart on his sleeve and makes comments in the press continually. Then you have the other guy who’s equally competitive but chooses to play his game more behind closed, the end result is very similar but they just have different ways going about it. Nico seems to prefer to operate more behind closed-doors and not vent in the press all the time, much like Prost used to operate. Senna, just like Lewis, used the press all the time and according to him, at every race pretty much the whole world was against him, unless he won of course. There was never a day without drama of some sort and that was the case at almost every grand prix. But in the car he was just phenomenal. Prost on the other hand worked equally hard on the team and any other angle he could think of to get the upper hand, it’s all part of the game. Sport is like war, but without the weapons.
Lewis is kind of the same as Senna in that regard. His method of mind-games is clearly to use the media to his advantage. I found Lewis’ recent comments about how Nico has led a privileged life a bit absurd. I think they have both had a relatively privileged life from a very early age. Lewis has had everything handed to him on a silver plate since he was 13 years old. He always had the talent to back it up of course but how many karters have the opportunity he had? Fully supported drives in Formula Three and GP2? I think his comments were a bit unfair.
Of course, if you give the media even half-a-percent of a story they will absolutely run with it. Just for fun, we used to play games when I was in Formula One, particularly at McLaren with Prost, where you would tell a journalist something that was supposedly an “exclusive”.
In the morning you’d say to him, “You’re the only person, I’m telling this. You’ve got to promise me to keep it to yourself.” Then we’d start a stopwatch. Most of the time, the story would come back to you by lunchtime. Before you’d get in the car for the second practice some other journalist, completely different from the one you spoke to, would come to you and tell you – “I’m the only other person who knows about this but….”
The story would have made it around the entire paddock in less than three hours!
JT – Interestingly, at Red Bull Racing it seems to be Sebastian Vettel who is suffering bad luck in terms of reliability while Daniel Ricciardo has had fewer problems with his car. Still, Ricciardo is acquitting himself well and has so far withstood the pressure of being Vettel’s teammate quite well.
SJ – Yes, it’s funny how that works. As I’ve said before, you’re either the windshield or the bug. When things go your way you can’t put a foot wrong. Every decision you make is the right one, every move you make sticks. Everything just falls into place.
Then suddenly, you’re slugging it out and everything that can go wrong goes wrong. That’s just the natural cycle. But Vettel’s a strong guy and he won’t let this trouble him. If you know the reason why things are happening there’s no reason to get beaten up. I am certain he’ll come back and be right at the front.
Having said that, I think Ricciardo is doing a phenomenal job. He’s very good in the car obviously. He hasn’t made any mistakes so far and finishes where the car allows him to finish. That’s the mark of a champion.
And he came through the Red Bull development program and had to compete all the way. Vettel did as well. From that point of view you’d have to say that the program Red Bull has in place really does work. If you’re not good enough you don’t progress and that’s the right way to get weeded out.
Marlboro’s program used to be the same. There were hundreds of drivers of different nationalities who were part of the program and only the best made it to the top. Really, Red Bull’s program is in many ways a copy of what Marlboro did. That’s how I made it. I got into their program and managed to rise through the different levels until they got me in with Ferrari and McLaren, which were both sponsored by Marlboro.
JT – Now that the season has progressed, what do you think of Ferrari’s position?
SJ – They’re struggling obviously. Both drivers are ringing the neck of the cars, you can tell. They must be an absolute handful to drive. I don’t know exactly where they lack performance but it’s probably a bit of everything and that won’t be easily fixed. It will probably be next year before they’ve fixed what they need to fix.
JT – That lack of relative performance from Ferrari for yet another year has added fuel to speculation about Fernando Alonso’s future with the team.
SJ – It’s hard to know where the truth lies. Everybody’s in love with each other when they have a car that works great but I’d imagine by now that Alonso must be extremely frustrated. Obviously, every year that goes by his chances of winning another championship diminish. Although he should rank as one of the greatest drivers in Formula One, he hasn’t been in quite the right place enough times throughout his career.
JT – The 82nd running of the Le Mans 24 Hours is rapidly approaching. The battle at the top in LMP1 looks like it should be very interesting. Audi, Toyota and Porsche will be pushing each other hard. What do you anticipate?
SJ – I think it will be great. I think it’ll be a frantic race and my prediction is that the outcome will be determined by driver error more than anything. It’s almost inevitable that the pace is going to be high and everyone will be right on the limit. The chances of someone tripping up will be pretty big.
I think you have a better chance of that affecting the outcome than reliability issues. You only have to put your car in the wrong place at the wrong time once – especially with these marginal-at-best second and third drivers in the GT cars.
Any unscheduled pit stop seems to affect the race much more than being a tenth quicker on a lap. On that note, maybe the wily old fox from Denmark (Tom Kristensen, nine-time winner) will have a chance to win again. He’s brilliant himself of course, but where he’s really good is to rally his co-drivers into a game plan and then make everybody stick to it.
JT –LMP2 drivers in the WEC, Tudor United Sports Car and ELMS series have recently echoed comments you’ve made before about the relative lack of speed of the P2 cars compared to the GTE/GTLM and GT3/GTD, and how this necessitates risky overtaking in the brake zones. What are your thoughts?
SJ – The whole rules thing is so screwed up now it’s not funny. Across the board, in nearly every top level category, the cars are just weird to drive now and they keep trying to slow them down even more! We used to do nearly 400 km/h on some straights in F1 back in the mid 80’s! The people who got killed weren’t killed because of the speed. They all lost their lives literally because of freak accidents.
Elio [de Angelis] was killed when his car became airborne after the rear-wing came off. That could just as easily happen today. Today, tracks are much safer than they were then. Ayrton’s accident was also a freak accident. The same with Ratzenberger.
The whole “slow the cars down” with horsepower mentality is just wacky. The cars aren’t even good to drive anymore because of this. The P2 cars are so dumbed down now that they’re worse to drive than a Formula Three car. They have no power, they’re all about momentum. If you even think about breathing the throttle at all you lose three-tenths in one corner. You have to carry momentum all the time and it’s now all about mid corner minimum speed. It’s a whole different driving technique.
Combine that with all the modern race tracks where there are mostly slow and medium speed corners now which makes the momentum thing even more important. The GP track in Austin has six 1st gear corners in an LMP2 car, really…one is OK or maybe 2, but 6 is just ridiculous. All done to make the racing more interesting, which of course it doesn’t, in fact it does the exact opposite of that because the top speed is to low because there’s no power in the cars, the aero/braking efficiency is so good on a modern prototype or single seater that the braking zones are incredibly short which all combined makes overtaking more and more difficult. Which comes back to your question about the difference between the GT’s and the P2 cars, if you’re in a P2 car and you don’t get the power down absolutely perfect on the exit of a corner there’s not enough grunt to power past the GT cars which then opens the door for a banzai late braking move to avoid getting hung up behind the GT car in yet another corner which of course kills the lap time for the P2 guys, so it’s kind of a vicious circle in a way.
JT – Lewis Hamilton won the Chinese Grand Prix in dominant fashion with teammate Nico Rosberg finishing second. Clearly, Mercedes GP still has a significant advantage over the rest of the teams in F1. After the Bahrain Grand Prix there was optimism from some observers that the racing would be more unpredictable going forward but that appears not to be the case. What did you think of the Chinese GP and which team is second best currently?
SJ – Well, China was quite a typical Formula One race really. Lewis did his job extremely well all weekend and was never challenged. It’s difficult to say which team is the closest to Mercedes right now. Every race is different but Red Bull seems to have had the best consistency of the rest. Ferrari had a good run with Alonso in China. I think the big problem for the drivers, even for Hamilton and Rosberg, is to get the comfort level they like to have from their cars. Vettel is struggling and Räikkönen is struggling. They’re struggling to get their cars to the point where they can attack with the style of driving they have.
Usually it comes down to corner entry. If you can’t get the corner entry sorted, you’re screwed the whole way through. I think that’s the problem they’re dealing with. All of the things that are going on with the cars now– the “re-gen” on the engines (Energy Recovery Systems) and all these other systems - there’s so much going on as soon as they get on the brakes that it has to be difficult to get on top of. I don’t know all of the technical aspects but listening to the comments they’re making I get the feeling that a lot of their difficulties have to do with how they interact with those systems. To get the level of comfort they need, to have the systems not getting in the way of their driving style and to be able to carry the maximum speed to the apex of a corner – all of that is really critical, if you loose even ½ tenth in each corner it soon adds up over the course of a lap.
JT – Some drivers seem to be adapting to the new cars and systems better than others. And while we speculated that drivers new to F1 this year might adapt more quickly, having never driven the previous cars, it looks like some of the veterans, including Fernando Alonso are adapting pretty well.
SJ – Different eras and different types of cars suit some drivers better than others; it’s always been that way. I’m certain that with time both Kimi and Vettel will get the cars to where they like them to be but right now the cars clearly don’t suit their style of driving. Both of them are typically the best in the whole field at making their tires last the longest for example. That’s what Kimi was so good at with Lotus in a car that was clearly inferior in many ways to the others.
Alonso however, always seem capable of getting the most out of what is given to him in every situation year in, year out. Also, he’s like a bulldog on the first two laps of any race. He always manages to pick up a few places. He still manages to make a difference in a car that may not belong in the positions he finishes each race.
JT – Interestingly, Adrian Newey was not present in China for Red Bull. Apparently he was back in the U.K. working to make improvements to their cars. Meanwhile, Stefano Domenicali left Ferrari the week after the Bahrain GP and his replacement Marco Mattiacci was on hand.
SJ – Red Bull won’t be able make up their deficit to Mercedes in laptime just from the chassis if they’re allegedly down 80 horsepower to the car that is beating them. It’s pretty obvious that all the Mercedes powered cars are strong because they currently have that power advantage. There is no substitute for horsepower. I think Newey like all the rest of them will be looking for improvements in every area they can find.
F1 today has become an insane development war. It never stops, it’s 24-7 for everybody involved. Red Bull probably decided that Newey was better being at home and just working away than staying in a hotel room Shanghai. Obviously all the team is somewhat limited during the first few fly-away races of the year. Having said that, apparently every morning there are crates full of new stuff arriving for every team. It’s gotten to the point where it’s silly.
For me at least - and I think some of the bigger teams have the same outlook – it would be better if they mandated a stricter rules criteria which would automatically limit a lot of this development, especially aerodynamics where it’s completely out of control.
I don’t think anyone for a second expects that Mattiacci coming to Ferrari will make a difference right away or expect him to come in and have the “magic bullet” that will make them a World Championship winning team again. The car, at least for Alonso, was certainly better at China but the teams are like big ocean-liners. There are so many different people involved and so many different aspects needed to get them going in the right direction. It’s really about making everyone in a team work well together and gel. Ross Brawn put a team together at Mercedes that’s now dominant, even though he’s no longer with them.
Poor old Domenicali, I think he just had enough.
JT – What do you think of the intra-team battle at Mercedes between Hamilton and Rosberg? Rosberg retains the championship lead for now but Hamilton has surged lately. The comments they’ve been making about each other have been in the press quite a bit lately.
SJ – First of all, I don’t understand why every single conversation in every team it seems is somehow aired in public. Why? This kind of thing has been going on for 30 years or more. Of course you’re going to have team rivalries, this is completely normal. The first guy you always want to beat is your teammate. These mind games have been going on forever but you didn’t need to flush them through the media.
They talk about their data. Apparently, Lewis made some comment about Nico looking at his data before Bahrain. Well of course he’s going to look at Hamilton’s data. Everybody looks at each other’s data. It’s the benefit of having two strong cars in a team. It speeds up development for everybody. There’s nothing strange about that.
I really wish we had data when I had [Alain] Prost as a teammate (McLaren 1987) to figure what he was doing that was so different on track. We had nothing back then. It had just started to creep in at that point. Senna, luckily, got it when he joined (McLaren 1988) and the data was then quite reliable even if it was still very basic compared to now. But before that, you were blind. You had to rely on whatever you could feel, and the engineers had to rely a lot more on the comments the drivers gave them regarding car behavior, engine performance and characteristics and pretty much everything that you could think of that was going inside and outside of the car. I wish I could have looked at data to see how Prost was applying the throttle, his steering inputs and much more, that would have been great. Even without all that, I learnt more from the one year I worked with Alain than all the other years combined, he was a genius in the way he worked around the car and how he dissected all the information. If you can’t figure out your shortcomings with data there’s something wrong. It’s so incredibly helpful.
It’s not only the drivers, it seems everybody in the teams has to constantly air everything in public. I guess they need to keep their PR folks busy and any little comment seems to be taken out of context and blown into some big deal as long as it makes news.
JT – Speaking of that era of Formula One, there has been a lot of reflection in media this week on it being 20 years since Ayrton Senna’s death at Imola. What are your thoughts?
SJ – Yes, it’s now been 20 years since we lost a driver in Formula One, which is a great thing; I hope it will be a lot longer than that before it ever happens again, if ever. It was truly a shock for all of us when Ayrton got killed because he was the standard for all of us, the king of the field especially when Prost retired.
I wasn’t his biggest fan in general to be honest, maybe because we were competing against each other and as such there was the rivalry that comes from that. I had and still have an enormous amount of respect for him as a driver, he was probably the fastest and most naturally talented driver the world has ever seen, but he certainly wasn’t my cup of tea. But then, I was nothing more than a minor blip on his radar for a short period of time. More than anything though, the anniversary of his loss reminds me of all of my other friends that I was very close to who died as well – Michele Alboreto, Elio de Angelis and Stefan Bellof - and of Jeff Krosnoff who I was involved with in an accident. Every time it happens it does leave a scar in the back of your mind there’s no question about it. They were all great guys, great drivers and great friends.
JT – Force India - one of your pre-season picks as a team to watch - is doing well. Nico Hulkenberg has driven pretty well consistently and Sergio Perez looks much better as well.
SJ – I have to say, despite all the grief I gave Perez last year he’s actually done a great job this year. He beat Hulkenberg in Bahrain and got a podium which was awesome. So he’s obviously comfortable in the team and with the car. I’m sure he learned a lot from the McLaren experience. And Force India is clearly doing a good job this year.
All of the teams in F1, even the smaller teams, are great teams if you think about it. The effort they put into it, even a Caterham or a Marussia, is massive but that gets forgotten because you have all of these monster teams up front. If you took their effort and ability and put that into any other form of racing they would be first class competitors. The whole level in F1 is insanely high in terms of the people they draw, their attention to detail and the resources they invest.
JT – Many have speculated about Lotus-Renault’s future in the sport, wondering how long the team will continue. What’s your view?
SJ – Well they’re not the only ones with challenges and it’s been like this for years now in F1. A lot of the teams are really scraping the barrel to find the funding. But as I’ve said before, F1 isn’t for the faint of heart. It’s the maximum you can do in our sport, or in any form of sport for that matter.
I think the view that Bernie takes is, why should these guys get a free handout? Tony Fernandes (Caterham principle) is obviously a very astute businessman. He’s got a team that’s basically been on the back of the grid since they started but I don’t see the difference between him and say, Ron Dennis at McLaren. Ron lives, eats and breaths F1. It’s his passion and the only thing he cares about is winning F1 races and World Championships.
If Fernandes put that same amount of effort into his team, I’m sure the team would be closer to McLaren but it’s not. For Fernandes it’s a bit of fun thing along with many other things he’s doing. He’s also got a football team on the side (Queens Park Rangers). He’s got an airline (Air Asia) and many other ventures. Stop complaining and get on with it. That’s my view. He’s there with one foot in the pool but not committed 100 percent. Of course, the teams that complain the most are the one’s who don’t even have sponsors. There’s not a single sponsor on the Saubers or the Marussias or the Caterhams really. They’ve got the odd little thing here or there but for all intents and purposes they haven’t been able to find one proper sponsor. So why should Bernie pay for it all, is probably what he’s thinking.
JT – Touching on McLaren, they haven’t had the best season so far. They had a podium at the Australian GP but since then have looked lost even though they have Mercedes powerplants. Do you think they might be looking ahead to 2015 and their new partnership with Honda?
SJ – No, definitely not. With the resources they have there’s no reason why they should be on half-throttle and looking forward to Honda. Really, I think they’ve just gotten the car wrong again. Like I said, these teams are a bit like ocean-liners. They take a direction and commit to it and to change course takes time because everything they do is integrated, especially the development of the car.
When you have to change the whole philosophy of how you’ve designed the car, it’s not a matter of changing on thing or another. It’s a massive undertaking. For the last four years in a row they’ve basically done the same thing. They have a car that looks promising in testing and then they struggle during the season.
JT – You’ve said that the controversy over the sound of the F1 cars continues to puzzle you. Why?
SJ – I just don’t get it. I’ve only heard the engines via TV but if anything, I actually found the sound of the old high revving engines extremely annoying because they were so loud that it was uncomfortable for the ears. It gradually ended up being that way because again the rules got completely out of control.
To me, as long as the racing is good and the cars look spectacular, that’s what matters. If you compare the cars from the 1990s with their wide track and wide tires to today’s cars, I think they just looked awesome, and they were awesome to watch with them moving around a lot more. To watch Senna’s onboard footage qualifying one of those things was spectacular.
JT – Your WEC campaign with Millennium Racing has been put on hold for now. The team hasn’t been able to access the funding it had been promised and so you’ve missed the first two races at Silverstone and Spa. Apparently, your appearance at Le Mans is in doubt as well.
SJ – We’ve been told repeatedly that the money is just days away but it’s very complicated to get it released in time and I guess it’s a sign of the times. The bottom line is that we’re not doing Spa which means we’ll probably miss Le Mans as well because our slots will be taken by a reserve team. Our only hope is that ACO has used up every reserve team it has now and if any drop out and our funding arrives we may have a chance. But we’ll need to get very lucky for that happen.
JT – On the bright side, you’ll be racing with Kyle Marcelli and Scuderia Corsa in the team’s No. 64 Ferrari 458 Italia GT3 at Laguna Seca this weekend at the fourth round of the Tudor United Sports Car Championship. You’re also the team’s sporting director so I guess it was a good alternative given that you won’t be at Spa.
SJ – Yes, obviously there was a change of plan so I’ll be racing the Ferrari with Kyle which I’m looking forward to. I think it’ll be a good opportunity for us and we’ve always done well together. So, all in all, it’s not a bad change really.
JT – You were at the Nürburgring last week with Mazda Motorsports Team JOTA in the VLN series driving a Mazda MX-5. Sounds like good fun. How long has it been since you raced on the Nordschleife?
SJ – The race I did last weekend is the four-hour race which is the precursor to the Nürburgring 24 in June. Everyone at the JOTA team are all friends of mine and they asked me to join them for the race. I said, “What the hell, it’ll be fun.”
I must say how unbelievably cool the track still is. It’s weird because a lot of the drivers I’ve spoken to over recent years haven’t liked it. Then you add in the fact that you’re in a really slow car like the Miata and you’re looking in your mirrors all the time but I had the time of my life. It was a lot of fun.
You just have to have a different approach for your race strategy. I’ve always been used to being in the quickest cars where you spend all of your time anticipating the slower cars and trying to lose the least amount of time in traffic. It’s the same thing in a car like the Miata just reversed. You have to anticipate the faster cars coming up behind and be at the right place on track to give them room and not block them because they’ll block you as well. You’ve got to carry momentum and roll out of the throttle maybe 50 yards early so they have time to go by on the corner entry. Or you can stay in the middle so they can’t pass and let them get by at the exit.
But it was just great and the track is still fantastic. I loved it. It’s been 31 years since I last raced there! I did the last-ever proper race they did there in a Group C Porsche 956 with Joest Racing. Back in those days we had the 956s doing damn near 400 km/h (248 mph) on the straights on a track so narrow there’s barely enough room for two cars in some places. You can’t even imagine how bumpy it was – not harsh bumps but these long undulations where the car compresses completely. And we had more downforce in those cars than the cars have now even. It was insane! I knew it was like that in the race car back then but now having done it again I realize how crazy it was. But it was a good crazy, the ultimate thing you can do in a race car as far as I’m concerned.
The cool thing is that we’re going to do the 24 Hours in June the week after Le Mans.
JT – The American team industrialist Gene Haas is launching to race in F1 in either 2015 or 2016 has been making news lately. Apparently, it’s a serious effort and has been recognized as such by Bernie Ecclestone and the FIA. What are your thoughts?
SJ – One thing I’m puzzled by is why he didn’t just buy an existing team? There are several out there that would have given their left arm to either have a partner or sell to him. Obviously he’s a smart businessman so there’s a reason he’s doing it the way he is but to have an operation in America and, if the rumors are true, to have Dallara build the car? It will be very difficult. Remember the last time Dallara built a car? (Dallara chassis were used by the Hispania Racing F1 Team for the 2010 season) It was a disaster, and not because Dallara is a bad company with bad designers, because they are not. It’s a fantastic company with really great people.
It is simply a reflection of how massive an undertaking it is today to build a winning Formula One car. Whether you’re using a customer car or not in F1, the resources you need to build it are huge. Justifiably or not, the biggest teams have 100 people in their design offices alone. Okay, so Haas has a wind tunnel (the Wind Shear wind tunnel owned by Haas Automation in Concord, North Carolina) which I suppose many teams have already used and will be a big help. But the sheer challenge of setting up all of that from scratch rather than aligning yourself with an existing team and adding your resources seems like more of headache than you would want.
You have to invent, design, manufacture, test and then race every last component on your car – every single item. There’s nothing that you buy off the shelf. The scope of that is mind-boggling. We’ll see. It is great that the effort is being done. It’s great for racing in America. Hopefully they’ll be successful and they’ll have what’s been missing all along – a good American team in F1.
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JT – You’ve been quite busy since our last blog, getting ready for the WEC season-opener at Silverstone with Millennium Racing and working in your new role as Sporting Director with Scuderia Corsa. As things worked out, Kyle Marcelli took your place in the team’s No. 63 GTD Ferrari 458 at the 12 Hours of Sebring. How did that transpire?
SJ – As we mentioned in the last blog, the team decided we should have a fourth driver for Sebring and only one Gold-rated driver. The ratings TUSC uses mean I’m a Silver-rated driver so initially the team turned to me and said, “You can be the Silver.”
But when I arrived at the track Kyle called me and said his team basically hadn’t shown up.
(Marcelli was to drive with the No. 7 Starworks Oreca-Chevrolet FLM09 squad at Sebring but team-owner Peter Baron decided to withdraw the LMPC car shortly before the race due to previous damage at the Rolex 24. Kyle co drove with Stefan at the 2013 Sebring and Petit Le Mans races)
I had a word with my team and told them I was happy to step aside if they would put Kyle in the car. I knew he’d do a great job for them and it’s more important for him to get in the car for his career than it would be for me to do a one-off race in a GT car that I’m not that familiar with anyway.
So that’s what we did and Kyle did a great job all weekend. (Marcelli set the fastest lap in the Ferrari) Now he’s got himself pretty much sorted with the team for the season so that turned out well for him. I was happy to help him because he helped me get the drive with him at BAR1 Motorsports last year.
JT – The race didn’t end well for Scuderia Corsa. The No. 63 fell out of contention, losing several laps due to a technical problem, ultimately finishing 18th. That was particularly unfortunate because the car led the race on several occasions.
SJ – Yeah, we had an electrical issue unfortunately. We were running in the top five all day and we definitely had the pace to bother the leaders. We were saving our powder for the end of the race, resting our Gold drivers so they’d be ready to go in the final couple hours but the problems took any opportunity for a good finish away.
JT – What did you think of Sebring otherwise? Obviously, the race was marred by both poor driving and officiating.
SJ – I don’t think I’ve ever seen worse driving standards in any endurance race. Some of the drivers that were out there have no business competing at that level of racing. Their brain capacity is 100 percent used-up just to drive the car. They have nothing left even to look in their mirrors, adjust switches or do anything except to keep the car on the road. And I’m sure that can’t be fun for them either. They must be miserable out there when they’re not on top of the situation.
The low standard seemed to be particularly prevalent in the PC class. The PC cars are serious race cars – every bit as high level as the P2 cars and even more because they don’t have traction control and other systems that the P2s have to make life easier for the drivers. They’re actually a bit harder to drive but they’re only a little over a second slower.
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JT – On the officiating side, TUSC made several mistakes at Sebring including the now well documented errant penalty on the No. 22 Alex Job Racing GTD Porsche for contact with No. 49 Spirit of Race GTD Ferrari 458. The series then compounded the mistake by failing to penalize the car which actually made contact with the Ferrari – the No. 912 factory Porsche North America GTLM RSR – the car that went on to win the GTLM class.
SJ – The fact that the officials wouldn’t budge is unbelievable. If you remember last season in IndyCar with Scott’s (Dixon) penalty at Sonoma it’s a similar situation. If there’s even a shred of doubt before you hand out a penalty, why not wait until you can fully evaluate the situation?
You can always assess a penalty later - even after the race – once you’ve had a chance to objectively analyze the facts. But just throwing something out there as a penalty that you can never take back once it has been handed out, it’s simple incompetence.
I can certainly sympathize with the guys in the control tower, it’s a high pressure environment up there, but so it is for the guys at the scoring stand in the pitlane, as well as for the drivers of course. It’s a very stressful job being a steward or race official obviously and having the pressure of dealing with a situation like this one while the race is underway doesn’t make it any easier. I don’t envy them for a second but it doesn’t take away the fact that what happened at Sebring is inexcusable and to some degree unfathomable that it could down the way it did. I have a feeling that ego’s might have got hurt and somehow clouded the judgment a little.
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JT – The official WEC preseason test at Paul Ricard known as “The Prologue” took place last week and the first race at Silverstone Circuit is just a couple weeks away. The season is rapidly approaching for you and Millennium Racing.
SJ – Yes, the team was at the Ricard test and the cars are mega-quick. Everywhere we’ve been testing the cars are fast so I think we’re in good shape engineering-wise. Now we’ve got to get all the drivers together and do the final preparations.
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JT – We last spoke prior to the opening of the 2014 F1 season at the Australian Grand Prix. Since then, the Malaysian Grand Prix and the Bahrain Grand Prix has taken place as well. There has been a lot of comment about the season so far from a number of perspectives. What are your thoughts?
SJ – Well, if we talk about Australia first, bearing in mind how the pre season testing went, I was massively surprised and impressed by how many cars finished. Secondly, I was surprised by how close everyone was already. At Malaysia and Bahrain they were even closer again. That underlines again how impressive the engineering in F1 is overall. It’s incredible what all of the teams have achieved in such a short space of time. Some of the teams couldn’t even do three consecutive laps in testing so it’s very impressive how far they’ve come.
On the other hand, if I had commented before Bahrain I would have said the same as everyone else did, that the racing sadly seems to be even more boring than it was before. Then we get an amazing race in Bahrain where there is great passing and fights for position throughout the filed and throughout the race. So in the end, it seems that everything is back to normal, some races will always be boring and some will be absolutely fantastic, like the one in Bahrain. If we talk about the sound of the cars which many people seem to have an issue with, I honestly don’t see it being that much of a problem, it’s a perception based on what people are currently used to and people will very soon get used to this noise level also. If a car is performing and it looks fast whether it’s 140 decibels or 90 decibels, who cares? I really don’t see the issue.
The turbo engines we had back in the 1980s weren’t that noisy but they sure as hell performed and people didn’t seem to dislike them very much. I think it’s just a matter of getting used to the new noise.
I think the bigger issue is how complicated everything has become, particularly the whole fuel flow rule. (In addition to mandating a 100 kilogram fuel capacity limit, the FIA mandates that 2014 F1 cars must regulate fuel-flow at 100 kilograms per hour.) I’ve asked probably ten different current and ex-F1 engineers and designers to try to explain this rule to me. Honestly, I haven’t been able to get an answer that satisfies me from any of them. They say the flow has an impact on the power the engines develop and over what time. Apparently there’s some theory that drivers would lift off on the middle of the straight once they used the maximum power to accelerate out of the corners. It’s clearly obvious that no drivers were consulted on this, why on earth would you lift in the middle of a straight to save fuel if you’ve already used up to much coming out of the corner, it’s absolute nonsense thought up by some engineers who’s looked at whatever theoretical calculation will give them the absolute best fuel economy versus power scenario. Any driver worth his salt knows there are much more effective ways of saving fuel than lifting on a straight before you reach the braking zone.
Besides, everyone has the same size fuel tank (100 kg). If you use too much fuel in the beginning of the race or for that matter at any point in the race, you won’t make it to the end. Isn’t that enough? If you want to use 1,500 horsepower for three laps, that should be your prerogative. You’ll have to back off at the end of the race obviously to save fuel because you’ve used too much earlier on. That’s what we used to do with the turbo cars of the 1980s, that’s what we do in Sportscars, that’s what they do in Indycars. The races do become quite interesting from that point of view.
The FIA talks about the fuel-flow in terms of safety (limiting the power of the engines). We know the drivers can handle more power; in fact I am sure they are all begging for more power. I don’t see the safety aspect of this at all. I don’t understand why they need to complicate things so much. One of the most common complaints from all drivers currently is that all forms of racing have been dumbed down to much with engine restrictors. It used to be very common for any car in any high level of racing to be close to 1000hp, even in race trim. Indycars, Sportscar and of course also F1, now it seems they are all around the 650-800 hp mark, which really takes away a lot of the skill elements from a drivers perspective. I remember actually getting wheelspin and powersliding coming out of turn 2 at Indy in Qualifying, it was awesome!
But again, I don’t see what this whole fuel-flow thing is about. Aside from the fact that teams are having issues with metering the fuel, why is it even necessary? I’m not able to understand why the rule is there and I’m not the only one. Again, I’ve spoken to some highly qualified former F1 chief designers and technical directors, and they’re all shaking their heads just acknowledging that it’s a rule and that’s the way it’s written. That’s the only answer they can give me.
Whether you’re talking about F1, IndyCars or sports cars, you’re always marginal on fuel. You only have so much. At Le Mans you drive on the limit but you drive smart. If you drive smart you can actually get an extra lap out of a tank of fuel. You pick a point to brake at and then coast into the braking area, and all of the other tricks you learn over the years. I’m sure today’s top drivers in F1 would learn how to do that too very quickly, and most of them already do. If someone has chosen to run an engine at, let’s say 1,200 hp, for a period of time then so what? That’s what they chose to do. More power equates to more fuel. You don’t get something for nothing. You burn more fuel to make more power. It should be a choice teams can make, knowing they will have to conserve fuel if they do that.
Normally, you have a fuel number on the wheel. That’s the number you have to stick to. If you go over for a lap or two, you have to back off for a bit to bring your consumption back to that number. There are some very interesting ways to achieve that through the way you are driving. But unfortunately the drivers have nothing to do with that now.
So you keep coming back to the thought, why don’t you just fill the cars with fuel, have them go as quick as they can and may the fastest man win? That’s what I always thought racing was all about.
Also, the fuel mileage these new engines make is 5.3 miles per gallon. They’re about as far away from being “green” as you can be. The whole environmental, green aspect of this is complete nonsense. This is racing – 22 cars competing every fortnight around the world, trying to put on a good show with supposedly brave young men risking their lives to be the fastest man in the world. That’s it, or at least that’s what it should be all about.
JT – Agreed. And that doesn’t even take into account the fact that the whole F1 circus travels by air and by sea to these races across the globe. A Boeing 747 burns approximately 25,000 pounds of fuel per hour. The sport is not environmentally efficient in any way. And despite the money spent and effort that has been made to comply with the radically different 2014 rules, it doesn’t appear to have made the competition any better so far. It may not be as good actually. What’s more, the same basic four teams – Mercedes, Red Bull Racing, Ferrari and McLaren - are at the front of the grid.
SJ – Exactly, there has been a tremendous amount spent on this new formula – new engines, hybrid systems and chassis designs – for what? As far as I can see nothing’s really improved.
If anything, the advantage the best-funded teams have is bigger now. Whenever you introduce new rules, obviously the teams with the best resources are going to succeed faster and react quicker to changes or problems than teams with smaller budgets.
I keep saying the same thing over and over - rules stability. That’s the best way to improve racing. The trade-off between the money spent and the performance increased levels out more and more every year you have the same rules. Those are times in Formula One when a team like Jordan [Grand Prix] could actually win a race. The same rules year-in and year-out allowed them to catch up and narrow the gap to the big teams.
In IndyCar now, the rules are very stable and there’s very little that teams are allowed to do. The racing is generally very good and very close. Last year, IndyCar was by far the best racing in the world in my opinion. Theoretically, every team has the ability to win if they have a decent driver. Mike Conway cleaned up at Detroit last year, winning in a Dale Coyne car. Something like that will never happen in F1.
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JT – Mercedes has been dominant in the first three races. It looked like Red Bull had closed the gap in Malaysia but then slipped back again in Bahrain. Team boss Christian Horner now says Red Bull/Renault main challenge is to achieve the same straight-line speed the Mercedes Powered can achieve.
SJ – One thing I’ve managed to learn from the people I’ve spoken to is that the Red Bull cars are already miles quicker than any other car in the corners. They just don’t have the power they need yet. If Renault solves that problem they’re probably going to be right up there with the Mercedes guys. That’s what competition is about. Sometimes one engine is better than another. Right now it’s evident that you need a Mercedes engine to stay up front, they seem to have a very significant power advantage at the moment, which showed up even more clearly in Bahrain with both the McLaren and Force India cars being very competitive this time.
Bahrain certainly had a very interesting mix of teams upsetting the status quo with both Force India and Williams running upfront most of the race.
JT – You’ve commented previously on the fines and penalties Formula One levies. For 2014, the penalties seem more frequent than ever.
SJ – Yes, there’s a constant handing out of penalties and fines. Like the incident with [Daniel] Ricciardo at Malaysia – surely he was penalized enough by some poor mechanic making a mistake and not securing his left front wheel, costing him a massive amount of time in the pits. (The FIA deemed Ricciardo’s release from his Red Bull pit box with the unsecured wheel “unsafe” and he received a stop-and-go penalty and a 10-grid-spot penalty for the next race, the Bahrain GP)
Apparently no one’s allowed to make a mistake without being punished anymore. Look at Kevin Magnussen - he gets into the back of Kimi [Raikkonen] at the start. (The FIA handed Magnussen a five-second stop-and-go penalty) That was a racing incident, pure and simple. These things happen all the time. Throughout the history of racing you’ll find that in almost every race someone will have contact with someone else in the first couple of laps in a tight corner where everybody’s climbing on top of each other and scrambling for space.
Why the penalty? Magnussen’s race was over anyway. Unfortunately he screwed up Raikkonen’s race as well but that’s racing. If a driver did that on purpose and drove into another car to retaliate or something that’s one thing. But this was a simple mistake, a driver error. The same is true with Ricciardo’s mechanic. He just made a mistake. He wasn’t trying to harm anyone. And Ricciardo… what could he do? It wasn’t even his mistake.
The situation with penalties now is completely over the top. It’s like we’ve talked out about before with all these ex-drivers at every race as “guest stewards”. It’s like these have to justify themselves being there somehow. I guess they don’t feel like they’ve done their job unless they’re handing out useless penalties. They need one guy who goes to all the races doing this job, rather than some of these random ex drivers who really shouldn’t be up there in the first place.
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JT – The IndyCar season got underway at the Grand Prix of St. Petersburg last weekend. What did you think of the race?
SJ – It wasn’t the most exciting race and an unusually uneventful for IndyCar there. It was interesting however because while watching it in the pits on the scoring monitors you could see that every single car in the race was doing the same lap time. They were within three-tenths of each other top to bottom.
The race was all about track position. And when everyone’s doing the same lap times it’s impossible to gain time on your competitors or try to pass. It’s not an easy track to pass on anyway.
JT – Will Power won for Team Penske but caused some controversy with his very slow restart 28 laps from the finish. The field stacked up behind him and the accordion effect of his slowing pace led to cars swerving and an accident between Marco Andretti and Jack Hawksworth. Power didn’t receive a penalty. What’s your take?
SJ – Well, I give him the benefit of the doubt in that apparently there was some confusion about what they were told regarding restarts in the drivers briefing. But it sure looked to me like he was pulling a bit of a naughty-one on Castro Neves in particular because he was just behind Will.
When you do that of course the whole field has to check up and the accordion-effect typically hits the midfield cars. Everybody has already gotten on the gas and then those following are later and later on the brakes and you see what happens.
Can you imagine if something like that had happened in F1 - the talk that would have been flying? The world media would have been all over it.
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JT – Scott Dixon finished in fourth place for Target Chip Ganassi Racing. I suppose he was somewhat satisfied with the result?
SJ – Yes, it was a weekend of damage control more than anything really. The team wasn’t generally on the pace the whole weekend. They were hanging around in the top six but they were never really hooked up. Scott was never really happy with the car. It was always a bit on the limit the whole time so in the circumstances fourth wasn’t a bad result at the first race of the year.
There was a good buzz in the paddock the whole weekend, and I feel Indycar is gaining some momentum again. Let’s hope they can get the message out to more of the fans that this is maybe the best racing in the world right now.
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JT – Since our last blog you’ve been busy preparing for the upcoming WEC season and you’ve taken on a new role with Scuderia Corsa, the 2013 Rolex GT champions. The team now races its Ferrari 458s in the Tudor United Sportscar Championship’s GTD class and has Ferrari Challenge Series programs as well.
SJ – Yes, I’ve known Giacomo Mattioli (team principal) for almost 30 years now and just before the Daytona 24 he asked me to join them. I’ve been appointed “sporting director” for the team this year. I’ll be at most of the [TUSC] races this year and I’ll be overseeing the drivers, doing a bit of coaching for their Ferrari Challenge drivers and with the GTD drivers as well. I’m looking forward to it.
JT – Apparently you’ll also be doing some driving with the team.
SJ – Yes, after I joined the team we started having discussions about which Silver-rated drivers to use for Sebring. I didn’t really say anything but almost inevitably they all said, “Well, what about you?”
That’s how it came about and I was testing one of the 458s this week at Buttonwillow [Raceway] ahead of Sebring just to get familiar with the car. I’ll be driving with Alessandro Balzan, Jeff Westphal and Lorenzo Case’. The GTD class is very competitive and Sebring should be a good challenge.
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JT – You’ve also been testing with Millennium Racing ahead of the WEC season, most recently at Motorland Aragón in Spain. You’ll be driving the No. 23 Oreca 03 Nissan with Mike Conway and Shinji Nakano. The P2 class should be very competitive this year. How did testing go?
SJ – It was quite good. The cars are really well prepared and very fast in comparison to our competitors, the engineering level in the team is very high, I have been very impressed by the detail and intensity so far, everybody in the team really wants to win. It was a good test for me as I got to spend more time in the car than the last test we did in Bahrain, and little by little it’s getting closer to where I want to be. I ended up the test about a half-second off Oliver Turvey. I’m quite happy with that because he’s probably the standard of the P2 category in terms of speed right now. He’s the third driver (test driver) at McLaren and a super fast young driver who’s knocking on the door to F1.
We’ll have one more preseason test at Magny-Cours in March right after Sebring. The P2 category looks like it will have very strong driver lineups and strong teams across the board so I’m looking forward to it.
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JT – Testing for the 2014 Formula One season has continued with the second and third of three on-track tests having concluded last week at Bahrain. The Renault-powered teams are having significant reliability and performance issues with four-time constructor/drivers champions Red Bull Racing being the most notable squad affected.
It looks now as if RBR’s quest to win its fourth title last year had negative consequences for the development of its 2014 car. Together with the issues Renault is having, they seem to be in real trouble ahead of the opening Australian Grand Prix. What are your thoughts?
SJ – I am not sure if the 2013 season has had any bearing on the new car, I think it’s a combination of possibly pushing the envelope just a little further in terms of trying to optimize the new package, with all this new technology there are so many things that can go wrong and every single failure no matter how minor it is, it will still have a huge effect on the overall running of the car.
Generally though, to have this little time of actual running on-track with such a new concept is crazy. Sure, some teams seem to have gotten their cars more right than others and can run more laps than others but I don’t think you can truthfully read anything into the lap times yet. Literally everyone is still at such an early stage of their car development.
I think once Red Bull irons out the problems that have prevented them from running their cars in anger – they’ve been four seconds off the pace so they’re not really even running their cars hard yet– they’ll be ok. The rumblings I hear are that their car looks mighty on-track even with the lack of pace they have now. Once they solve their reliability issues I think they’ll be right back at the front.
All of the Renault teams are struggling obviously and correcting any problems with the power-plant will be much more difficult than with the chassis. You’re only allowed to do development up to March and then you have to present the FIA with a defined engine spec. After that, you’re only allowed a few adjustments to aid reliability. It’s only the chassis that can receive further development and all of the teams continue that through the season of course, as they always do.
The other factor is that it has become so incredibly complicated just to operate these cars now. There are the batteries and hybrid energy-recovery systems and power transfer systems – it’s insane. Is it really necessary one may ask? Pretty much everything on the car is managed by electronics now, and to make everything work in sync is a monumental task for the engineers, I would not be surprised to see a lot of cars retiring in the first 2-3 races from this alone before everybody will gradually start to figure things out. I spoke to one of the drivers after the first test and apparently there was a small sensor that failed on his car, which then caused the entire brake system to fail. Thankfully he wasn’t going very fast at the time, but still fast enough to go off the track. The cost for the manufacturers to develop all this new technology must be astronomical, yet there is all this argument for a cost cap. It doesn’t make any sense to me, but maybe I’m missing something…
JT – We’ve spoken previously about this complexity and as you point out, it’s not just the cars that are complicated. Formula One itself has been complicated by rules designed to supposedly improve the racing.
SJ – You’re absolutely right. We now have so many artificial elements that have been inserted into the racing. There are at least five factors that are now in the rules that the drivers have to consider all the time in order to get the most out of the car.
You have the DRS (drag reduction system), the KERS (Kinetic Energy Recovery System), the tire regulations (For 2013 tires were designed to degrade rapidly, causing some tire failures and controversy. For 2014, the tires have been designed to last longer), the fuel limitation and the double-points rule. All of these things are there to spice up the show supposedly. In addition we then have these 2-3 second pit-stops which have very little or no bearing on the end results of the race unless there’s a mechanical malfunction in the equipment somewhere. If they eliminated the crew to one person per corner the stops would take around 8-12 seconds instead and they would most likely have a bigger effect both on the outcome of the stop but also the strategy the teams would choose as it would mean the time saved by not stopping would possibly alter the strategy if you choose to stay out rather than stopping.
Most of the races are now on “Sanitized” tracks where there is no punishment if you make a mistake or go to fast in a corner, all the tracks have very similar characteristics and there are very few “knife edge” corners left where you can “hang it all out” and it will make a difference on the lap time. The cars are so good now and the braking zones are so short that there is very little opportunity to out brake an opponent. So, it all has to happen with a push of a button instead, which is a pity. I really feel that a huge part of what used to be the “art of the game” is gone. I remember many times where you would literally fight with another driver for the entire duration of a race, one in front trying everything he could to keep you behind, without blocking, and the other trying everything he could to get past, the racing was great and the crowd could really appreciate what was going on and how hard both drivers were trying. If you compare to Soccer for example (or football as we call it in Europe…) it’s an amazing game and it hasn’t changed since forever, there are many games that end in a 0-0 draw but it was still an incredible game and the crowd could appreciate that all the players used their skill to the maximum.
I don’t understand how these things really improve the racing. With the fuel economy now required it’s possible these guys may be crawling around during portions of the races. Not only have the drivers been complaining about the tire situation over the last couple years, now they may have to go half-throttle because they don’t have enough fuel to get to the end of a race.
All the teams have been keeping very quiet about the fuel limitation so we don’t really know how that’s going to play out until Sunday afternoon in Melbourne. One hundred kilograms for an hour and forty-minute grand prix isn’t a lot of fuel. That’s another reason why it’s kind of pointless reading anything into the lap times in testing.
Firstly, who knows what kind of fuel loads different teams are running during the tests? Secondly, no team has been able to run their cars in anger for that many laps. And how do they know what kind of pace they will be able to run over a race distance with that amount of fuel?
-------------------- Photo via: www.speed.com
JT – Granted, it’s hard to judge testing times but Mercedes GP have been quickest and seem to have better reliability than many other teams. What are your thoughts on their form?
SJ – They have been able to do more of their testing program, undoubtedly. And it’s clear right now that the two teams with the deepest resources in Formula One are Red Bull and Mercedes. Mercedes has been chipping away at it over the last years. They were already second-best last year.
They have good momentum going into this season and Ross Brawn obviously put a good infrastructure in place with their technical team before leaving at the end of last year. I think they’ll be tough to beat for sure. I have a feeling Mercedes might be the team that will ride the next wave of domination in F1. They certainly have the resources and all the ingredients in place to make it happen.
JT – What are your thoughts on Ferrari?
SJ – It’s hard to say. Their car seems to be ok but the one thing we know is that they probably have two of the best racers in recent history in their cars (Fernando Alonso, Kimi Raikkonen)., and with these new rules that will probably have a lot of bearing on the end result, at least until everybody starts figuring out how to distribute a race in the most effective way. If their car is near good enough and they have reliability then you know they’ll be near the front or at the front in every race.
JT – How about McLaren?
SJ – McLaren seemed to start out pretty well in testing but they’ve stalled a bit in the later tests. You just don’t know what kind of program they’re running. They may not be so interested in lap times. They may just be trying to build an understanding of their car and optimizing race set-ups. I am sure that Ron Dennis will have a positive effect on the team, even if it may not show immediately. Eric Boullier is a racer by heart and have shown that he’s very good at managing the race weekend to the fullest effect.
JT – Williams F1 seem to be fairly strong in testing.
SJ – I think Williams are the dark horse this year. They’ve hired a lot of good people and Pat Symonds (Chief Technical Officer) is without a doubt one of the best guys in pit lane. He was behind Renault’s success when they were winning championships. He’s a protégé of Rory Byrne who’s with Ferrari now and he’s put together good personnel at Williams. The team really looks like it may be getting back to its glory days again; the have a new sponsor with Martini and the cars looks great. It would be a great story and everybody in the pitlane will be over the moon to see them back again.
Felipe Massa will be hungrier than ever and was always very quick anyway. He’s been quick in testing and don’t forget, he was quicker in qualifying than Alonso at Ferrari several times last year but couldn’t quite put it together in the races. Now he’s sort of number one in the team again, which will be good for his confidence after being beaten up and playing second fiddle to Alonso for a few years.
JT – Like Red Bull, Lotus-Renault looked to be suffering in testing from the power unit problems that plagued the other Renault-powered teams – perhaps even more so.
SJ – It’s hard to get a reading on Lotus. They’ve lost so many people over the winter, good people. I can’t imagine they can continue the momentum they had last year. A great Formula One team is basically made up of the people in it and the chemistry between them. Having lost many of their key people is going to have an effect.
JT – If the top teams are facing significant challenges developing their new cars, the rest are in even tougher circumstances with the possible exception of Force India.
SJ – That’s true. For instance, the Caterham cars look worse this year than last year. But Force India does look pretty good with both Nico Hülkenberg and Sergio Perez doing good laptimes, and it looks like their car isn’t too bad. They could be another surprise this season.
JT – For Marcus Ericsson, the first Swedish driver in F1 since you left the sport, the Caterham’s lack of pace is not the best news.
SJ – That’s right but despite what we have to assume will be a pretty bad car, at least he’s in the team with Kamui Kobayashi. That will give him a yardstick of some merit to measure himself against. The question is how long Kobayashi’s motivation will last. Having been there and done that already in F1 (2010-2012 with Sauber), the last thing he would want is to be in a terrible car.
JT – Who among the rookies set to race this year do you think might impress?
SJ – Well [Kevin] Magnussen certainly looks very strong so far. But we all know that it’s one thing to drive these cars fast and another thing to race them well. They’re two completely different issues. Until the racing starts it’s hard to judge. Magnussen will be very quick I’m sure but when he comes up against some of the big boys it’s going to be a new challenge for him.
The one thing in his favor is youth. Youth is a benefit in this case and especially if you’re in a quick car because you don’t have any fear and you don’t care really who you’re driving against. You just go out with one thing in mind – to win. That could be good for him. It’s exactly what happened to Hamilton in his first year with Alonso as his teammate. Every trick Fernando tried to pull on him was like water of a goose.
JT – Might he and the other rookies also benefit from the fact that their first drives in F1 coincide with this new-generation car? They don’t have as fixed an idea of what an F1 race car should be as the veterans so maybe they’ll take to it more quickly.
SJ – Yes, I think that’s definitely the case. Throughout testing and the early part of the season everyone has to adapt to these cars and the rookies may be comfortable more quickly.
JT – IndyCar has been in winter testing-mode as well. Have you heard much news of note?
SJ – Again, it’s tough to get a good read on what’s happening. None of the teams have really been running much together so it’s hard to say. Scott (Dixon) has been pretty happy with his progress so far. He thinks the engine from Chevy is great. (CGR switched from Honda to Chevrolet for 2014) and he’s looking forward to the season.
JT – Some of the more sensational off-season racing chatter involved Danica Patrick and Richard Petty prior to the Daytona 500. Petty opined in a pretty forceful way that he didn’t think Patrick was capable of winning in NASCAR. Many, including her team owner, Tony Stewart, leapt to her defense. It all amounted to nothing much more than entertainment but it is a point for debate. What are your thoughts?
SJ – Yes, there was the silent camp and then those who were having a go at Petty for his comments. I like Danica a lot. I think she’s got a great spirit and she’s a great racing driver.
But the bottom line is that she’s had the best equipment you can get your hands on in IndyCar and NASCAR for a good part of ten years now and she’s won once in Indycar when everyone else ran out of fuel. It’s as simple as that. Those are the facts. It’s not that she has been in a position to win races and been unlucky and dropped out. It’s just that her record of where she has finished so far seems to be the limit for her.
That doesn’t mean she’s not a great driver but she’s not a race winner or a championship winner and that’s a big difference. That’s not mean-spirited criticism, it’s just the facts. The political correctness is getting more and more annoying in general I think, no one is allowed to voice any opinion just about anything anymore without getting slammed by someone. If there were as many women racing as there are men, there is no doubt in my mind that there would be several female drivers winning consistently in all categories of racing, it’s pure statistics. The same way we now have four German drivers in F1, it’s because there is a huge amount of young drivers from Germany coming through the ranks inspired by the success of their heroes like Schumacher and Vettel. We don’t yet have many great drivers from China for example, due to the simple fact that there is no racing culture or any real infrastructure in place yet for the younger drivers to develop their talent. Once it takes off there we will no doubt have several great drivers from China also.
Author: Fabrizio Crescenz - March 10, 2014
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Photo & article via: www.autosport.com
Article link: http://www.autosport.com/news/report.php/id/112513
By Gary Watkins
Former Le Mans 24 Hours winner Stefan Johansson will return full-time to the cockpit in the 2014 World Endurance Championship at the age of 57
It will be the first time that Johansson has contested a full season since his assault on the 2007 American Le Mans Series with the Highcroft Racing HPD squad.
Johansson said: "I've been dabbling for the past few years, but I suddenly realised that I haven't done a proper programme since 2007.
"I'm really excited about this and I can't wait to get back in the groove.
"If you had told me when I was young that I would still be racing at 57, I wouldn't have believed you, but as you become older you realise what is important to you.
"Racing is a way of life that I enjoy."
Johansson will be the silver-rated driver in the second Millennium entry alongside team returnees Mike Conway and Shinji Nakano.
He has links with Delta-ADR courtesy his participation in the Grand Prix Masters series in 2005-06 and with Millennium through Fabien Giroix, for whose Gulf Racing Middle East P2 team he was entered in three rounds of 2012 WEC.
Conway is returning to the Silverstone-based team despite becoming Toyota's test and reserve driver for 2014.
Dowson said: "It is good that Mike has decided to keep working with us despite all his other commitments [which include an IndyCar road course programme with Ed Carpenter Racing]. We regard it as a bit of a coup."
It appears likely that Conway will miss at least one race with Millennium to drive for Toyota when Kazuki Nakajima is racing in Super Formula in Japan.
The first Millennium car will be shared by Delta-ADR regular John Martin, European Le Mans Series stand-out driver Oliver Turvey and Giroix, who is part of the Millennium Development investment group.
Turvey, who notched up four poles in the 2013 ELMS with the Jota Zytek squad, joins Millennium after a successful try-out with the team in Bahrain in January.
McLaren Formula 1 development driver Turvey said: "After last year, I wanted to step up to the WEC and I'm really excited to be with Millennium.
"It has a really strong engineering set-up, and if we all work well together, we should be in with a good chance."