Canadian F1 Grand Prix - Practice

Like Massa, Vergne is sitting in a shop window


After an association with Ferrari that has lasted over a decade, Felipe Massa is now entering his final four races for the Italian team. Having enjoyed the majority of his success in Formula One at Maranello – including his agonizing loss of the 2008 world championship to Lewis Hamilton – he is now facing a race against time to secure himself a place on the grid in 2014. Although seats remain at many of the teams lower down the grid, the Brazilian driver has remained defiant that he will only drive for a competitive team next season: so, Lotus. His refusal to follow team orders in Japan will have earned him some respect from potential suitors (even if Ferrari may not have been so receptive), but all the while to clock is ticking. However, he is not the only driver to be in this position.

Jean-Eric Vergne is, much like Massa, scratching his head and asking “where do I go from here?”. The Frenchman has gone through the majority of his motorsport career alongside current stablemate Daniel Ricciardo, but the Australian will fly the Toro Rosso nest at the end of a year as he steps up to parent team Red Bull to partner soon-to-be four-time world champion Sebastian Vettel. His replacement is set to be the next protégé from the drinks giant’s junior programme: Antonio Felix da Costa. Despite losing out in the race to move to Red Bull in 2014, Vergne has been assured of his future at Faenza. However, the partnership is a puzzling one.

Vergne’s F1 career so far has been good in places, but far from spectacular. His run to sixth place at this year’s Canadian Grand Prix epitomised his time in the sport: a great drive, but largely unnoticed. Whilst the Frenchman has quietly gone about his business, Ricciardo’s results have stood out more, with the Australian driver coming out the victor of some great battles in this year’s Chinese and Italian Grands Prix. His friendly demeanor in the paddock has  also made him a favorite with the fans, whilst Vergne has been more reserved. All of these factors came to the fore in Red Bull’s decision to rebuff the Frenchman and take on his teammate, leaving him in limbo.

For Toro Rosso, the main reason for keeping Vergne is loyalty. After all, he hasn’t done a bad job during his time with the team, not warranting a fate that has befallen so many of his predecessors; Scott Speed, Sebastian Bourdais, Sebastien Buemi and Jaime Alguersuari have all fallen by the wayside in recent years. Then again, in cases of Buemi and Alguersuari, it is hard to find great flaws in their performances. Continuity can be crucial to the success of a team, as Jenson Button and Brawn proved in 2009 when the Briton finally won his first world title. Although Vergne’s presence may not have as much of an impact, he will be able to guide his new teammate and the team entering a new era in 2014.

However, the very purpose of Toro Rosso – to nurture drivers that will race for Red Bull – means that Vergne is at threat. The arrival of da Costa in 2014 is an assumption, but he is widely regarded as being the ‘next in line’ to step up. Below him, Carlos Sainz Jr. and Daniil Kvyat are making a great deal of noise in an attempt to please Red Bull, and both are doing an excellent job in their junior categories. Fernando Alonso has inferred that he believes Sainz (a fellow Spaniard) is ready for F1, but a more likely debut season is 2015. However, with both youngsters champing at the bit and looking to follow in the footsteps of Sebastian Vettel and Daniel Ricciardo, Vergne’s seat is far from safe.

In fact, it’s merely a question of how long it takes Sainz and Kvyat to mature and be ready for F1. Should Sainz be in a position to be promoted at the end of next season, it is likely that Vergne would make way for him to partner da Costa. Theoretically, Vergne has a twenty-six race window (by no means a paltry number of grands prix) in which to say to the other teams on the grid “here is why you should hire me.”

However, there is something of a saturation in the sport at the moment. There are more drivers capable, willing or simply rich enough to get a seat than places available, meaning that even talented drivers such as Nico Hulkenberg appear to be at risk of not finding a spot on the 2014 grid. Having not done enough to make the jump to Red Bull and currently amid a point-less streak that stretches back to his sixth-place finish in Canada, is Vergne really a better option than the likes of Hulkenberg, Massa and Gutierrez?

For the Frenchman, the clock is ticking. Although he has a longer period than Massa in which to prove his worth, he also has a couple of young and well-funded drivers snapping at his heels. Now is the time for Vergne to establish himself as a mainstay in Formula One and secure a spot on the grid for years to come.

IndyCar CEO: No safety changes for 2016 car, despite Wilson death

indycar ceo mark miles
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An investigation into the August accident that killed driver Justin Wilson has resulted in no recommendations for immediate safety changes in race cars, IndyCar CEO Mark Miles said.

But changes could be in line by 2017, including some sort of canopy or enclosed cockpit or surrounding apron to protect drivers, Miles told USA Today.

The 37-year-old Wilson was struck in the head from a piece of debris that flew off Sage Karam’s wrecked car during a race at Pocono Raceway. Wilson died the following day in a Pennsylvania hospital.

“What the report provides is a lot of technical data about the energy involved and the forces and exactly what happened and all of that,” Miles told USA Today. “I don’t think there were any revelations. I think for everybody, with or without the report, all of us hope to be able to make progress in finding ways to make the cockpit safer and to reduce the risks.

“So for example, there may be some short-term measures like tethering some parts that weren’t this year, but could be. That’s a work in progress. But I don’t want to give the sense that was because of anything revealed in the accident investigation. What you think happened, happened there.”

One area that has received considerable discussion is the potential for enclosed cockpits or canopies in Indy cars. But the development of such a device will take time, prompting Miles to predict that if canopies or capsules are ultimately added as a safety precaution, it likely would not occur until at least the 2017 season.

“You’re not going to see a change to the car for next year in this regard just because I don’t think it’s possible,” Miles said. “… These are technical challenges and it’s hard to imagine that anything transformative will happen this year. At this point, I wouldn’t rule out 2017, but the research has to be done, the development has to be done to answer the questions as to what can be done by when.”

Addressing specifically the investigation of Wilson’s accident, Miles said, “It reinforces the risks, I think, of the open cockpit and further energizes efforts in motorsport to try to reduce those risks.”

But devising a cockpit or canopy – if either is adopted – will take considerable development and testing time. Miles said he’s had lengthy discussions with officials from groups such as NASA and the aerospace industry that provide cockpits for entities such as jet fighters.

He added that Formula 1 officials have also been studying enclosed cockpits for quite some time, particularly things such as ingress/egress from within the cockpit, as well as heat buildup inside.

“Obviously, the foundational point is whether there’s a solution which protects the driver and there may be no solution which provides complete protection if you get into a situation like in Las Vegas (where driver Dan Wheldon died as a result of head injuries when he stuck a catch fence support),” Miles said. “But it’s how much more safe can you make it while proving for not having unintended consequences.”

Miles said that in addition to canopies and enclosed cockpits, IndyCar is also looking at other variations and the potential risk vs. rewards of those as well.

“This is not necessarily about a completely closed cockpit,” Miles said. “It could be more of an apron. If something hits that … it’s possible (the object) could be propelled higher and further and an unintended consequence could be the risk of something going into the crowd.

“It doesn’t necessarily knock it down and put it on the track if something was coming at a car like that, especially something like a tire that has energy in it.

“What is clear to me is we’ve got an outside perspective as do our safety people, on the long list of things you have to address. … Hopefully something meaningful can happen.”

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IndyCar 2015 Driver Review: Luca Filippi

Josef Newgarden, Luca Filippi
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MotorSportsTalk continues its look through the Verizon IndyCar Series field, driver-by-driver, in 2015. Luca Filippi ended 21st in the No. 20 car, running the road and street course races for CFH Racing.

Luca Filippi, No. 20 CFH Racing Chevrolet

  • 2014: 28th Place, 4 starts
  • 2015: 21st Place (10 starts), Best Finish 2nd, Best Start 6th, 1 Podium, 1 Top-5, 4 Top-10, 2 Laps Led, 12.4 Avg. Start, 13.9 Avg. Finish

After part-time runs with Bryan Herta Autosport and Rahal Letterman Lanigan Racing in 2013 and 2014, likable Italian Luca Filippi finally got his first full part-time season as the road and street course replacement at CFH Racing, replacing Mike Conway. Having won twice last year, Conway left some decently big shoes to fill and Filippi did a fair job throughout the year more often than not.

Filippi had a slightly better grid position average than did Conway, 12.4 to 13, and was slightly better overall in the races. In 10 races (including one with double points), Filippi scored 182 points and four top-10 finishes (including one top-five). A year ago, Conway scored 252 points from 12 starts, but only two top-10 finishes (both were wins). Broken down, Conway averaged 21 points per race (about a 10th place result) and Filippi 18.2 (about 12th).

Thing was last year, Conway didn’t have a measuring stick as ECR was a single-car team. In the combined two-car CFH Racing organization, Filippi had Josef Newgarden as a teammate, and that provided a more accurate measuring stick. In their 10 races together, Newgarden finished ahead 7-3, and also qualified ahead 7-3.

Filippi felt more comfortable as the year progressed – keep in mind this was the first time he’d seen most of the tracks – and at places like Toronto and Mid-Ohio where had had past track experience, he shone brightest. It was no coincidence his lone Firestone Fast Six appearance and first career podium came at Toronto, and at Mid-Ohio he was also very quick but caught out by strategy in the race.

During the year, Filippi also had two other key moments of note, one personal and one professional. He became a dad prior to Mid-Ohio, and was embracing his newborn shortly after the race not long after. Professionally speaking, he made his oval test debut at Iowa, which was important to note in case CFH wants to continue on with him next year, as seems possible. It was a good year that planted the seed for further success in the future, provided he continues in North America.