New F1 rules announced Monday create more questions than answers

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It’s obvious Sebastian Vettel and Red Bull Racing’s dominance of Formula One over the last few years has now triggered the FIA to make some changes. While most F1 fans can agree changes are needed, it’s the kind of changes being implemented that are rather stupefying at first read-through.

With history as a guide, we look back to the last time such a sweeping range of changes was implemented, during the last reign of a dominant German at the head of the field: Michael Schumacher and Ferrari. And the changes made a decade or less ago have, in some respects, led to the sweeping changes announced on Monday.

It was in 2003, after the pair had wrapped up the titles in July the year previous, and made a mockery of the sport with team order use on two occasions (Austria and Indianapolis), that F1 put in a new points system for 2003. The 10-6-4-3-2-1 – which looks better with rose-tinted glasses each day compared to further ones – was dropped for a new one, 10-8-6-5-4-3-2-1, that paid points down to eighth. Meanwhile, single car qualifying was added to replace the 12-lap, post three or four fliers, one-hour sessions of years past.

Schumacher still won out on the strength of six victories to Kimi Raikkonen’s one, but only by two points at year’s end. The single-car qualifying, meanwhile, meant you had provisional polesitters after one day that meant nothing in the grand scheme of things. Because Jos Verstappen had been quickest after running last on a drying track on Friday, he ran last on Saturday but would slot into his usual grid spot of 19th anyway while in his Minardi.

Come 2005, Schumacher had put in another banner year the season previous with 13 wins and could make either two, three or four stops to win, and he still did. So the rulemakers set out to delay him again. Aggregate qualifying was introduced for two days of single-lap running in an effort to improve qualifying, but mercifully it was dropped after just a handful of races.

During the races, meanwhile, drivers now had to race on a single set of tires for the entire race, and it spiced up the action. Schumacher and Ferrari’s dominance on the Bridgestones in years past was wiped out as Michelin, despite its Indianapolis fiasco, offered a better performing tire for the duration while Bridgestone was sent to the woodshed by contrast. Fernando Alonso and Renault emerged as F1’s new kings, and Schumacher was dethroned for the first time in six years.

The long-term result of that decision was that eventually tire changes came back into play, Michelin withdrew, and we’ve entered an era of spec tires in F1 once more. The qualifying systems from 2003 to 2005 were so forgettable but brought us the knockout system, first introduced in 2006, that remains the highlight of most Grand Prix weekends.

This all brings us, conveniently, to the present. Bridgestone developed tires over the next five years from 2006 through 2010 that were in essence, too good. Tire strategy was no longer a major part of the race because Bridgestone made tires that held up for such long periods; that even with two different compounds, you had the occasional one-stop, dreary processional race even then. But because Red Bull had not yet mastered the chassis-to-tire balance, as they have with Pirelli, you had several teams and drivers still in contention down to the wire in Abu Dhabi.

The last three years, of course, have seen drastically altered measures – many would argue gimmicks – to attempt to spice up the racing. DRS has, frankly in this writer’s opinion, run its course. After three years, passing arguably has been made easier and less exciting because drivers are too busy playing the DRS game of “am I or am I not within one second, do I need to be ahead on this corner or hang behind instead” instead of bothering to set up for precise, targeted passes that take laps to complete. There’s a reason you remember Kimi Raikkonen and Mark Webber passing at Eau Rouge, for instance, as opposed to any DRS pass of note.

Pirelli, meanwhile, can’t seem to win either way. The Bridgestones were so durable that Pirelli were told to make tires that went off – which they did, but at a seriously compromised and quick rate. The spate of tire failures that occurred at Silverstone this year meant Pirelli would have to change its construction midseason to be more conservative. The new ones suited the Red Bulls best, and ho hum, Vettel and Red Bull haven’t lost since Anthony Weiner was a daily punch line and John Oliver was having a field day with it filling in for Jon Stewart on The Daily Show.

The 2014 season was always going to be a year of sweeping changes anyway, with new eco-friendly V6 engines, KERS being implemented into the power units, lower noses, “penalty points” and a five-engine season limit all among those getting put into practice. Fair enough; that’s enough there to force you to read and memorize the rulebook.

But the steps introduced Monday – double points at the Abu Dhabi season finale, permanent driver numbers, a cost cap for 2015 and five-second penalties – all seem to miss the point. It seems the FIA has suggested these rather than fix the fundamental problem that F1’s product at the moment is often too uninteresting as it is, without even allowing the new 2014 changes to bear themselves out before putting these four ideas into practice.

The double points idea is ludicrous, plain and simple. At no time in F1’s 60-plus year history has any one race ever carried more points prestige than another. Whether it’s Abu Dhabi or Monaco misses the point. For any one race to have a greater championship impact than another negates the other 18 races as a result. It almost makes you want to see someone wrap up the title with a lead of more than 50 points going into Abu Dhabi anyway, so they don’t lose it on a fluke.

The permanent numbers? If F1 really wants to recapture its past, perhaps a return to the iconic team numbers, Ferrari 27/28, Williams 5/6, McLaren 7/8, Lotus 11/12, Mercedes (nee Tyrrell) 3/4, what have you, would have been a better step. No one associates F1 drivers with any car number and to build the brand awareness takes time; it’s not going to make a permanent impact in one year.

The cost cap? This almost brought F1 to civil war a half decade ago and further details are needed before I could make a truly qualified comment on this one. As for the five-second penalties, that’s probably the most sensible of the lot.

But all of the four won’t do anything against the more underlying factors of keeping F1 races interesting past the start of the race. Drivers should be able to push full stop if they want on a set of tires, regulations be damned. It’s why the Spanish Grand Prix this year carried so much intrigue; Alonso pushed and made four stops but still won over those who opted to run more conservatively to save time in pit lane.

F1 has always stood for technological innovation, drivers pushing at the maximum at all times, the build-up to a pass, the iconic sounds of Ferrari V12s or screaming V10s, and consistency in its points system. Regulation changes that come closer to recapturing those ideals, rather than the ones put forth on Monday, could do more to keep F1 on the right track.

Hunter-Reay released from hospital; not yet cleared to drive at Pocono

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Ryan Hunter-Reay has been released from a nearby hospital at Pocono Raceway after his accident in qualifying for Sunday’s ABC Supply 500 (2 p.m. ET, NBCSN) but has not yet been cleared to drive. He’ll be re-evaluated by INDYCAR Sunday morning.

The full release from INDYCAR and Andretti Autosport is below:

Verizon IndyCar Series driver Ryan Hunter-Reay was evaluated at Lehigh Valley Hospital – Cedar Crest in Allentown, Pennsylvania, on Saturday for injuries to his left hip and knee sustained in a crash in qualifying for the ABC Supply 500 at Pocono Raceway. Hunter-Reay was treated and released but has not been cleared to drive, pending a re-evaluation Sunday morning.

“During qualifying today, out of nowhere, the car stepped out on me,” Hunter-Reay said. “It was a bit of a wiggle, which I caught. The second time it happened, it came with no warning – which is a bit confusing. I hit my hip pretty bad as well as my knee, so the doctors thought it would be best to go in for further evaluation. After a CT scan and MRI, I am able to go and get a good night’s sleep. I’m sure I’ll wake up sore, but will hopefully be able to get back in the DHL machine tomorrow.

“I know the entire Andretti Autosport team worked hard to get the car put back together and with 500 miles, there is still a chance to win from the back of the field. I can’t thank the Holmatro Safety Team enough for their quick response along with the medical staff at INDYCAR, Pocono and Lehigh Valley Hospital – Cedar Crest. Also, thank you to the fans for reaching out with their support.”

IndyCar Paddock Pass: Pocono (VIDEO)

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NBCSN’s coverage of the Verizon IndyCar Series continues this weekend with the series trip to the “Tricky Triangle” for the ABC Supply 500 (Sunday, 2 p.m. ET, NBCSN).

The NBC Sports Group original digital series Paddock Pass also continues for another episode from the three-turn oval, Pocono Raceway, in Long Pond, Pa.

NBCSN IndyCar pit reporter and Indy Lights analyst Anders Krohn checks in for the latest edition of the show, which you can see above.

On tap in this week’s episode are interviews with Team Penske teammates Josef Newgarden and Will Power, and Andretti Autosport’s Ryan Hunter-Reay.

Hunter-Reay led first practice; however was involved in a heavy accident in qualifying later Saturday afternoon and transported to a nearby hospital.

His status is unclear for Sunday.

Newgarden leads the championship but had a tough qualifying run – he was only 14th Saturday afternoon – while Power was second among Chevrolets and starts fifth. He is the defending Pocono race winner.

You can see the episode above. Past IndyCar Paddock Pass episodes are below:


Chaves, Harding continue to shine at Pocono

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LONG POND, Pa. – In two previous starts in the 2017 Verizon IndyCar Series season, Gabby Chaves and Harding Racing have been shining stars, finishing ninth at the Indianapolis 500 and fifth at the Rainguard Water Sealers 600 at Texas Motor Speedway, avoiding several crashes and incidents in both races to do so, and advancing from 25th and 20th on the grid, respectively.

Returning to the series for this weekend’s ABC Supply 500 at Pocono Raceway (Sunday 2:00 p.m. ET, NBCSN), the combination continues its remarkably strong form, qualifying eighth for Sunday’s race, third fastest of the Chevrolet runners.

And with the goal of turning the team into a full-time effort next year, Chaves and the team appear to be picking up right where they left off.

“We’re just here to improve our team, get it ready for next year,” Chaves told NBC Sports. “We’d like to go home with a great result of course, that’s always the aim. But I think the work we did throughout the practice improved the car enough to wear I was pretty comfortable at the end.”

Of course, even though the team is still very new to the world of racing (their first race was this year’s Indianapolis 500), it doesn’t stop Chaves from having lofty expectations.

“You always want to shoot for the win,” he asserted when asked about expectations for this weekend’s ABC Supply 500. “Obviously it’s never easy – with the limited time we have on track, it just makes it even harder on top of it. We’re always trying to keep our expectations high and do the best job we can to accomplish them.”

Gabby Chaves and Harding Racing have been very impressive out of the box. Photo: IndyCar

And perhaps Chaves is right to have big expectations given the team’s first two races. Ninth at Indianapolis and fifth at Texas are genuinely impressive results for the brand new team. And on the surface, they are a surprise, given the organization itself hadn’t run any races at any level prior to this year. But, Chaves explained that the people involved in the team are more than familiar with the sport and know how to build a successful operation.

“It’s just a matter of having the right people involved,” Chaves said of their early success. “Our team owner, Mike Harding, is very dedicated to making sure that we have the means to go out and hire the best people we can. It’s hard to do when the full-time teams have already got most of those guys, but there’s a few guys left out there who are very quality guys. Then that comes down to our team manager, Larry Curry, who has been able to track down these guys and give them a good offer to come on board with us. We’re just going to get better from here.”

Specifically, team manager Curry has been instrumental in recruiting talent and helping the team get ahead of the game, as Chaves explained.

“When it came down to our Indy deal, we started getting our car ready, and a little bit through his connections, we were able to get our mockup engine a little sooner, our body fit sooner – enough that we had the time to go out and test and do a shakedown run at Texas before Indy. It’s that type of experience and knowledge that Larry brings to the team that helps us out.”

NBCSN’s Robin Miller reported earlier this weekend in a piece for RACER.com that the team is ready for a full season in 2018, with Harding also telling the Advance Auto Parts IndyCar Radio Network’s Jake Query that “100 percent number” Miller cited is closer to 95 percent.

Chaves stopped short of going that far, but feels confident that a full-season effort will come together.

“Obviously, our plans are still to go out and run the full season. I’d say every day we get closer and closer to that. I’d say it’s looking really good. I know (Robin Miller’s report) mentions 100% – I think we’re close to that. But, it’s not done until it’s done. So I’ll just keep focused on my job here this weekend.”

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Power tops final practice at Pocono

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LONG POND, Pa. – Team Penske’s Will Power topped final practice for tomorrow’s ABC Supply 500 from Pocono Raceway. Power’s best lap of 216.294 mph was turned late in the session and pipped teammate Simon Pagenaud for the top spot, making it a Team Penske 1-2 in final practice. Chip Ganassi Racing teammates Max Chilton and Tony Kanaan were third and fourth, the best of the Honda teams, while Helio Castroneves rebounded from his earlier qualifying crash to end the session in fifth, putting three Penske cars in the top five.

Of note: pole sitter Takuma Sato was 11th quickest and Ed Carpenter was 16th, Carpenter having missed qualifying as Ed Carpenter Racing made repairs to his No. 20 Fuzzy’s Vodka Chevrolet and missed the lineup time for pre-qualifying inspection by only a few minutes.

Also: Andretti Autosport’s No. 28 DHL Honda, usually piloted by Ryan Hunter-Reay, did not venture onto the track for final practice, with Hunter-Reay currently being evaluated at a local hospital following a qualifying crash.

Times are below. Tomorrow’s ABC Supply 500 begins at 2:00 p.m. ET on NBCSN.

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