One year ago, Auto Club Speedway broke Will Power’s heart. But in tonight’s IndyCar Series season finale at the two-mile oval in Southern California, the Team Penske pilot got his payback.
Power dominated the middle stages of the MAV TV 500 and then rocketed to the front with the laps winding down. He would go on to claim what he called “the most satisfying win of [his] life” by 1.5 seconds over defending race champion Ed Carpenter.
Early in last year’s IndyCar finale at ACS, Power lost control of his No. 12 Verizon Team Penske Chevrolet and slammed into the wall, opening the door for Ryan Hunter-Reay to overtake him for the series championship by the end of the 500-mile race.
But on this night, Power got to experience the jubilation he had hoped to enjoy last fall in Fontana.
“That is the most satisfying thing I have ever done, and I wanted to do it so badly all year,” Power told NBCSN’s Jon Beekhuis in Victory Lane. “In the early [oval races] I was kind of conservative and wanted to finish every lap. But this time, I was going for it.”
Along the way, Power also had to deal with getting a new visor on his helmet in the middle of a caution period. But Power believed that he had the car to make the ground back up.
“I knew we had a very quick car, and I didn’t care – I just said, ‘Let’s fix this. We can win this,'” said Power. “This is just the most satisfying thing. I’m so stoked for [sponsor] Verizon and it’s a great way to end the season.”
With 20 laps left, Sebastien Bourdais hit the wall going down the backstretch to bring out a caution period. One lap later, Power decided to go to the pits for service in preparation of the last dash to the finish.
Charlie Kimball and J.R. Hildebrand were both ahead of Power when the green came back out with 14 laps remaining, but Power quickly dusted both Hondas to take the lead once again.
Shortly afterwards, the yellow re-emerged as Kimball’s motor let go and Hildebrand came to a stop with an apparent mechanical failure. When the race went back to green with eight laps left, Power pulled away and left Carpenter and Tony Kanaan to duke it out for the runner-up spot, a battle Carpenter would eventually take.
Power finished the 2013 IndyCar season on a high note, notching three victories in the final five races (Sonoma, Race 2 at Houston, and tonight’s triumph in Fontana).
As for Carpenter, he once again showed why he’s perhaps the top oval pilot in the IndyCar paddock, putting up a steady runner-up that marks his best result and third Top-5 of the year. He has now finished either first or second in the last three-season ending races.
Meanwhile, as Power was putting the finishing touches on a victory he’ll clearly cherish for some time to come, Scott Dixon was locking up his third career IndyCar Series championship with a fifth-place finish. Dixon finished just one spot ahead of his title rival, Helio Castroneves, but the Brazilian fell one lap down toward the end of the race; Dixon wound up earning the title by a 27-point margin.
I’ve played various roles within my near 30-year involvement with Formula 1: Race mechanic, journalist, author, television broadcaster. During these years I’ve witnessed many memorable events, some triumphant, some tragic, and I’ve seen an untold number of changes unfold within the industry, too.
Drivers have arrived in the paddock as unknowns, have won their championships and then faded away; mighty engineering empires have fought tooth and nail to claw themselves to the top, claiming their trophy only to then come slithering down the other side of the mountain. Team principals, engineers, mechanics, hospitality crews, drivers, race venues, tire suppliers, car designs, engine specifications, aerodynamic configurations, on and on and on: all have come and gone, replaced by others.
Throughout all these upheavals, and stretching back years before my time in the sport, there has always been one constant: Bernard Charles Ecclestone.
And his seemingly unstoppable 40-year reign over this mighty industry came to a quiet close yesterday afternoon, around tea time. No cataclysmic boardroom explosions, no ‘he-said-she-said’ slanging matches in the tabloid press; rather his removal from office was signaled via a simple press release, a memo announcing that Bernie is no longer chief executive of the Formula One Group.
The former ‘F1 supremo’ is now ‘chairman emeritus’, a sinecure, an honorary position to the newly appointed three-man group at the helm. And with this announcement the much vaunted Liberty Media takeover of the multi-billion dollar business appears complete.
And Formula 1 will never again be the same.
My first interaction with Bernie was back in 1990, my opening year working with Benetton. Strolling across the paddock, returning to the Benetton pits, I noticed him standing near one of our two brightly painted trucks, with Bernie’s expression suggesting he was distinctly unhappy about something. He was looking down the line of parked trucks, two-by-two, team by team, all standing in a uniform line outside the pit garages of their respective teams.
Bernie noticed me and stopped me in my tracks. “This truck is out of line,” he said, “it’s too far forward, get your truckies to move it back an inch.” And with that he moved away, without another word. I thought he was joking. He wasn’t joking. I told one of our truckies what had just happened and he immediately stopped what he was doing and reversed his truck, repositioning it one inch rearward. Bernie’s word was law in the F1 paddock. Everything was carried out to perfection.
Bernie has worked tirelessly to turn grand prix racing into the highly successful, highly respected, military-type operation we see today. The professionalism of the teams, their own standards, and their own orchestration has visibly improved every year over the past decades. For an extreme example of this, compare an image of an F1 pit garage from the mid-1980s (the start of Bernie’s rise to prominence) with an image of a pit garage from 2016. In terms of cleanliness, the latter shares more commonality with a hospital’s operating theatre than a temporary trackside place in which to rebuild a race car.
Beyond his obvious entrepreneurial skills, his well-reported ability to strike phenomenal business deals, Bernie’s greatest attributes are to be found in things kept out of sight; those operational skills often overlooked by those who do not live inside F1’s microcosm. For example, take the unending international air transport of the race cars and the tons of freight that need to be moved around the world from venue to venue. The cars and equipment must arrive in their next destination on time. Each time. Every time. No hassles with customs; no cars missing from Sunday’s grid because their engines or transmissions are not scheduled to be released from border inspections until the Monday following a race. Bernie makes it happen. Every race. It was his job to make it happen. Until now.
On hearing yesterday’s news, Alan Permane, Sporting Director to Renault’s F1 team said this to me: “I’ve worked in Formula 1 for 28 years now, and I’ve seen the sport continually grow due to Bernie. I will be forever grateful to him for making the sport what it has become during my career. I’m sure he will be missed but we must now look forward and embrace a new era.”
As to this new era, I have no doubt whatsoever that F1’s new boss, Chase Carey, along with his two managing directors, Sean Bratches and Ross Brawn, are all perfectly capable of leading F1 into the future. All three men have experienced remarkable success in their respective fields.
Personally, I’ve had no dealings with Carey or Bratches but I have worked alongside Ross Brawn, Benetton’s technical director for five years. Ross is one of the most respected engineers, one of the most successful strategists in the history of Formula 1; a winner of multiple world championships, and yet he remains a firmly grounded individual, an approachable leader.
Alan Permane has also worked alongside Ross Brawn: “I don’t yet have details of what Ross will be doing in his new role but if charged with looking after the Sporting and Technical side of the Championship then these aspects are in very safe hands, and I certainly look forward to working with him again.”
A brave new world, then, and one that is all but guaranteed to better exploit social media and the ever expanding digital world, aspects of the industry that Mr. Ecclestone never fully embraced, seemingly never wanted to.
Some may suggest that Chase Carey should have cut all ties with Bernie: out with the old and in with the new. All new. Personally, I believe he has done right in making the sport’s ex-supremo available as a consultant. The first time the sport’s new management receive notification that fifty-thousand tons of F1 equipment is sitting on a runway in Paris, Texas, not in its intended destination of Paris, France, that decision to keep Bernard Charles Ecclestone close at hand might well pay dividends.
Recent GP2 race winner and Williams Formula 1 test driver Alex Lynn has joined Formula E outfit DS Virgin Racing in a reserve role.
Lynn, 23, won the GP3 title back in 2014 before spending two years in GP2, balancing his racing commitments with a test/development position at Williams.
Lynn announced in the summer that he would be exiting GP2 after 2016, and angled for a drive with Jaguar’s factory Formula E operation ahead of its on-track debut in October.
Despite testing for Jaguar at Donington Park, Lynn missed out on the seats to Adam Carroll and Mitch Evans, prompting the Briton to look elsewhere for a drive.
On Monday, DS Virgin Racing announced that Lynn would be joining as its new reserve and test driver on a multi-year deal.
“Formula E is arguably the most competitive motor racing championship in the world, with the highest caliber of drivers,” Lynn said.
“As a driver I want to be competing in the top series, which is why I’ve been trying so hard to get into Formula E, and DS Virgin was my first choice. So I’m delighted to have signed a multi-year deal with DS Virgin Racing.”
Lynn’s arrival comes at a time when DS Virgin Racing is braced to possibly lose both of its drivers for at least one event in 2017, owing to clashes with the FIA World Endurance Championship.
Sam Bird raced for Ferrari’s factory GT team in the GTE Pro class of the WEC last year, and could be forced to miss the New York Formula E race due to a clash with the 6 Hours of Nurburgring.
Jose Maria Lopez is yet to enter the WEC, but is widely expected to be signed to a factory Toyota seat in the LMP1 class for 2017, putting the Argentine in a similar quandary.
The Mexico ePrix also clashes with the pre-season WEC test at Monza on April 1, but it is thought that drivers with clashes would split their duties between the two series – and two continents – over two days.
Berlin’s Formula E race is set to change venue ahead of its third edition in June after the city senate voted against keeping it in a downtown location.
Berlin featured on the first Formula E calendar back in 2015, hosting a race around the site of the disused Tempelhof Airport.
When the site was turned into a refugee camp following the migrant crisis that hit Europe last year, an alternative location was found in the city center.
A circuit was constructed in downtown Berlin around Strausberger Platz and using Karl-Marx-Allee, with the race and location proving popular for the Formula E fraternity.
However, the race caused disruption for local residents, prompting city officials to vote against the event staying in the same location for its third edition on June 10.
“We are in constant dialogue and cooperating with local authorities to determine the final location of the race and are thankful for the continued interest and support shown from the mayor to host a race in the city of Berlin,” a spokesman from Formula E told NBC Sports.
This is not the first time that Formula E has been forced to change the location of a race due to local pressure, with the London ePrix dropping off the calendar at the end of season two after multiple court battles to keep the event at Battersea Park.
LONDON (AP) Formula One’s new owners plan to add a street race in the United States in an attempt to improve a sport which they feel stagnated under Bernie Ecclestone’s control.
Chase Carey, who ended Ecclestone’s four-decade reign as F1’s chief executive, told The Associated Press on Tuesday that the sport will no longer be run as a “one-man show.”
Carey, though, will be as dogged as the 86-year-old Ecclestone in negotiations with circuits, insisting that less-lucrative races in heartlands like Britain will have to prove they can become more profitable rather than being allowed to renegotiate hosting fees.
International sports and entertainment firm Liberty Media, which is controlled by 75-year-old tycoon John Malone, completed its takeover of F1 on Monday from investment fund CVC Capital Partners.
Driving growth in the United States is seen as a priority for Liberty, which also owns baseball’s Atlanta Braves and has investments in cable TV companies. F1 currently only makes one stop during the season in the United Sates – to Austin, Texas – but adding a street race is high on Liberty’s agenda.
“We would like to add a destination race in the U.S. in a location like New York, L.A., Miami, Las Vegas,” Carey said in a telephone interview. “We think we can create something that will be a really special event. Obviously the U.S. is all upsides for us. We haven’t invested in the way we need to build the U.S. market.”
The sport has remained stuck in the past, making “events feel a little tired,” while the modern media landscape was not grasped by Ecclestone, according to Carey.
“Bernie really ran a one-man show,” Carey said. “I don’t plan to run a one-man show.”
Although Ecclestone remains on board as an honorary chairman and will be an F1 adviser, power clearly now rests with Carey, who is a veteran Fox executive.
“The last half dozen years I think the business has not reached its potential,” Carey said. “With all the things you need to do to be competitive in an increasingly fragmented online world, you need an organization doing many things at the same time.”
Ecclestone was criticized for overlooking historic popular race venues to move into new, wealthier markets including Abu Dhabi, Bahrain and Azerbaijan, which held its first race last year. The German Grand Prix has been dropped from the 2017 calendar because of Hockenheim’s financial difficulties, while the British race at Silverstone is at risk because of hosting costs.
“Western Europe is important for us and to some degree we have to engage to make those races bigger and better than they are while respecting their heritage,” Carey said, while ruling out cut-price deals to keep historic races.
“We are willing to invest in the sport but we are the new guys so everyone wants to come in and figure it’s a chance to renegotiate. So I don’t think that’s the right mindset. We think these races (in places like Britain and Germany) should be bigger and more profitable and we are willing to work with promoters to figure out how to achieve that. That’s our goal.”
The takeover, which gives F1 an enterprise value of $8 billion and an equity value of $4.4 billion, comes as the series is poised for a shakeup.
Changes such as wider tires, car design, louder engines, and more overtaking opportunities are set to make F1 more exciting in a bid to win back a large chunk of unhappy fans amid flagging attendances at some races.
“We can certainly do things to make the race day more engaging, more exciting – make the race itself more exciting,” Carey said. “I have gone around and talked to lot of people and hear many of the same things about predictability, rules too complicated, engineers overtaking drivers, the engines could be faster, louder, cheaper.
“And so there are a number of things we can do to improve the race, the race day.”
Such as tapping into the “excitement and buzz” found at the NFL’s showpiece game and turning races into week-long festivals in host cities.
“What I would like to have is 21 Super Bowls,” Carey said. “Priority 1 is to make the races bigger and better. We have some great races like Singapore, Mexico and Abu Dhabi but we have to make all the races have an energy and excitement that really makes them unique events.”