The latest in a long line of ideas to improve the ‘improve the show’ in Formula 1 has resulted in two cars running with skid blocks during practice for the Austrian Grand Prix to produce sparks from the back of their cars.
During the 1980s, cars ran so low to the ground that they regularly sparked as the bottom of the car skidded along the track. In an attempt to recreate this, both Nico Rosberg and Kimi Raikkonen ran with metal blocks on the bottom of their car during FP1 at the Red Bull Ring.
Initially, it did seem to be working. There were definite sparks coming out of the back of Rosberg’s car as he ran along the pit straight, but very few appeared at any other point on the circuit. Although it did look quite good at times, it did not seem to work as perfectly as those behind the idea may have wanted it to.
This is just the latest in a long line of ideas intended to improve the show in Formula 1. The biggest sticking point for many fans and figures within Formula 1 this season has been the sound of the new cars. Since the downsize from V8 engines to turbocharged V6 power units, the sound of the sport has definitely changed, becoming quieter.
In order to try and resolve this, Mercedes trialled a ‘megaphone’ exhaust during the post-Spanish GP test that was meant to enhance the sound. Although it did change the tone of the engine, it did not make it louder. Now, there are plans to test a ‘double megaphone’ exhaust to see if that works.
The other big sticking point is the introduction of double points for the final race of the season in Abu Dhabi. This has been widely criticized in Formula 1, and is backed by very few people. However, it does look to remain in place, meaning that, theoretically, Lewis Hamilton could win three times as many races as Nico Rosberg this year and still lose the championship.
It is expected that the team principals in Formula 1 will be asked about these changes during their press conference later today.
McLaren is “very close” to agreeing a new Formula 1 contract with Fernando Alonso beyond the end of the 2017 season, according to team racing director Eric Boullier.
McLaren announced last week in Singapore it would be splitting with struggling engine supplier Honda at the end of the season, linking up with Renault from 2018.
The decision was made in a bid to lift the team to the front of the field, having struggled for much of the past three years while working with Honda.
Alonso has made no secret of his frustration throughout the three-year stint, prompting the Spaniard to consider his future with McLaren upon the expiration of his contract at the end of the year.
With the driver market closing up, Alonso looks poised to remain with McLaren for 2018, but said in Singapore he is considering options in many series.
Speaking to the official F1 website, Boullier expressed his confidence in Alonso staying for 2018, saying a deal was “very close”.
“Fernando wants to stay. You can see it in his body language and the way he speaks,” Boullier added.
“There are marketing details that have to be sorted out, and that Zak [Brown, McLaren executive director] is working on.”
Despite suggestions of an ultimatum regarding its Honda partnership being issued to McLaren by Alonso, Boullier stressed that the team made the decision to switch to Renault by its own accord, with the drivers then fitting in afterwards for its 2018 plans.
“McLaren’s DNA is to be competitive. The team has always been in the top three and we belong there again,” Boullier said.
“Today we know that we have a decent chassis, which would allow us to be in the top three again with an equal level engine.
“So for us as a business it is important to be competitive, no matter what role Fernando plays. We had to make a decision for us.
“But if you want to be competitive you not only need an engine, you also need a driver. That is when Fernando comes into the picture.
“We did what we did for McLaren first, but the package includes also the driver.”
Behind the scenes of Pagenaud, Penske’s Sonoma strategic gem
For the first time since 2014, the winner of the Verizon IndyCar Series season finale was not also the winner of the championship as well – and the upshot of that is that the race winner got overlooked as a result.
It’s with that in mind that it’s worth looking a bit deeper at Simon Pagenaud’s win on Sunday at Sonoma Raceway, with an effort turned in by strategist Kyle Moyer and longtime engineer Ben Bretzman on the No. 1 DXC Technology Team Penske Chevrolet that would have been more widely hailed if it wasn’t in the backdrop of the championship celebration delivered by teammate Josef Newgarden.
All of Newgarden’s four wins this year, luck-aided in Barber and Toronto and via authoritative moves at Mid-Ohio and Gateway, entered the microscope in a way that shifted the focus to the bigger picture narrative of a championship pursuit in his first year.
Pagenaud’s season, by contrast, has been a series of consistently very good, but rarely great results. The Frenchman was the measure of consistency but admitted there were points left on the table when he didn’t engage the same level of aggression that served him so well en route to the 2016 title. Only at Phoenix, for Pagenaud’s overdue first oval triumph, was there that same 2016 level of beatdown this year.
This makes Pagenaud’s Sonoma drive, his second straight win in wine country, all the more noteworthy and impressive to dig into.
THE FOUR-STOP CALL
It was obvious when Pagenaud pitted on Lap 11 that he and his team were throwing a strategic gamble into the race, and as it turned out, being the only thing to spice up what would have been an otherwise straightforward and fairly dull race.
Pagenaud’s team had three sets of Firestone red alternate tires available at their disposal for the race start, and by starting on the black primary tires, could afford to run the reds in the race, before going back to blacks at the finish. The early pit stop call was the salvo that this would be a pure pace run to try to beat strategist Tim Cindric, Penske Racing president, at his own game.
“I think what you didn’t know is that probably two hours before the race, the drivers, we sat down, Tim and I sat down with the drivers and we talked about all the scenarios that could take place,” Roger Penske said afterwards in the post-race press conference.
“You’ve been here before when there’s a yellow that comes out that mixes up the field, and Simon put his hand up and said, I’ll be the guy, I’ll commit to come in on lap 10.”
Pagenaud wasn’t immediately keen on the call but trusted Bretzman to see if it could work.
“My engineer texted me when I was at the Verizon dinner, and he said, ‘We’re going to do four stops.’ I’m like, ‘What? Four stops never worked here; why would we do four stops?’ He said, ‘Well, if there’s a yellow, that’s the best way we can win the championship.’ I’m like, ‘Alright, that makes sense, but it’s a long shot.’
COMMITTING TO FOUR, THEN PRODUCING THE FIRST SIGN IT COULD WORK
Pagenaud’s early pit stop dropped him from fourth to 15th, but he was back to second and net leader by Lap 18, resuming on point once Conor Daly from the lead pitted on Lap 21.
The nine laps that followed in Pagenaud’s second stint of the race were huge. He ran six of those nine laps in the 1:19 bracket to build the gap to second place from 7.2835 seconds to 15.6117 seconds before making his next stop.
With Pagenaud on the scuffed reds while most of his rivals were on blacks in the second stint, Pagenaud parlayed Bretzman and Moyer’s strategic advantage to his benefit.
“I was really surprised on the second stint how strong we were compared to everybody. We were able to pass a lot of cars and made some very aggressive passes, and it was starting to really work,” he said.
“When I built a gap on Josef, 10 seconds, and then 11 and then 12, I was like, ooh, I think we have a chance. So then I thought, if we keep putting pressure, maybe something would happen. The strategy worked out really, really well.”
Pagenaud’s pace in the second stint was such that when he pitted for the second time on Lap 30, he only fell to 10th place, and then rebounded to the lead by Lap 40, just shy of halfway once everyone else made their next stops.
THE RACE COMES TO THE NO. 1 CREW
Once Daly pitted again on Lap 42, Pagenaud’s lead by Lap 43 was 25.546 seconds – so a net gain of 10 seconds between on-track pace, pit stops and in-and-out laps over that second stint of the race. And again, Pagenaud had the set of reds working for him and the lap times were again faster than the rest. Pagenaud uncorked five of six laps in the 1:19 range as he built the gap back up before stopping for a third time on Lap 48.
And again, because of the gap he’d built, his positions lost on track were minimal. He exited in third place and now could afford to run deeper into the final stint over the final 37 laps, needing one further stop. But they still had to guard against a yellow, because any full-course caution would have negated the progress and the gap built.
It was the IndyCar equivalent of a 0-0 soccer match where one mistake, one yellow card was all it took to have the tension boil over. Sometimes watching timing & scoring is the most thrilling part of an IndyCar race and this was one of those days.
THE FINAL STOPS, AND THAT DEFENSE
Newgarden was first in on Lap 62 and Pagenaud followed on Lap 64, with a lead of 31.1993 seconds. The pit stop delta is roughly 32 seconds and Pagenaud’s stop by his No. 1 crew was fast enough to propel him out of the pits just ahead of Newgarden, to set up the race’s lone on-track dramatic moment behind the computers. And the tire strategy was flipped too; now Pagenaud was on blacks, Newgarden on reds.
Newgarden made the pass attempt on the inside of Turn 7 but Pagenaud held tough on the outside, which set him up on the ideal line for the corner leaving it.
“It was tough, especially on the black tires. I was thinking about it before the pit stop. I was like, man, I’m going to come out on blacks and he’s going on reds. It’s going to be close!” Pagenaud said. “The in lap the tires were really starting to get used up and starting to have a lot of oversteer out of 7, was using some Push-to-Pass, and the rear end was really coming around a lot, and I was like, ‘Man, I don’t know if it’s going to be enough.’ Then when we did it, I was like, ‘Okay, now I’ve got to really be smart about how I’m going to handle this, ‘so I came out of the pit as hard as I could, took all the risks in the world, and tires came up really quick because I was so aggressive.
“After Turn 7, I knew I could keep it, so then — the nice thing is today I could be on the aggressive side and Josef had to be a little bit more on the defensive side, so I also took advantage of that.”
Newgarden, who still had the championship in his hands at this stage – he’d have needed to fall off the podium to lose that with Pagenaud leading – was still livid at his missed opportunity to pass Pagenaud anyway.
“Oh, 100 percent. I’m not joking. I was kind of steaming inside the car!” Newgarden laughed post-race.
“When I blocked Turn 7 and I saw him diving, I’m like, dude, be careful,” Pagenaud said.
That was the dramatic moment for the race. The strategy play had worked and Pagenaud had his second win of the season, and a fully earned one in his last race for now with the No. 1 adorning his car.
LESSONS LEARNED IN TITLE DEFENSE YEAR
Pagenaud spoke openly at the final two races about how he learned a couple key things this year: sustaining success is harder than achieving it in the first place, and aggression is always needed, particularly when you don’t think your teammate will try a move that’s risky.
The Frenchman was a great ambassador for the series all year as champion, if slightly off a step on-track on pure pace compared to his incredible 2016. Still, completing all laps in the season was incredibly impressive, and that fire to return to the top will only fuel him into the offseason.
“You know, at the end of the day, I think what is important to me is to perform at your best in those conditions. I think to me, the final champion is someone that can bring his A game or extra A game on a given time. I thought we did just that today as a team, myself as a driver, my engineer, my strategist, my guys, my crew in the pit stops. I think we did just that,” he said.
“And to me, when I look at Schumacher, Ayrton Senna, Alain Prost and all these guys that really — obviously those guys are Formula 1 drivers, but think about some IndyCar drivers, Franchitti, these guys, when you think about these guys that have really marked the sport, the sport in general, Motorsports, I think today was one of those days for us.
“If you live in the past, you’re not going to improve yourself. Whatever happened there happened. I think Josef obviously won the championship, and that move was critical to his championship. Hat off to him. Next time I’ve got to be better. That’s it.
“Overall, the best man won, and Josef did. On the whole season, he was the strongest. I miss being the strongest, and I will come back next year, and I’m going to try to be the best.
Since returning to the Formula 1 calendar in 2015, the Mexican Grand Prix has already established itself as one of the sport’s most exciting and vibrant races, with hundreds of thousands of fans flocking to the Autodromo Hermanos Rodriguez in Mexico City.
In order to get a flavor of Mexico’s rich racing heritage, NBCSN pit reporter Will Buxton took time out of his summer break to explore Mexico City and also take part in the famous Carrera Panamericana road race.
The Carrea Panamericana is Mexico’s equivalent of the Mille Miglia, initially acting as a border-to-border sportscar event before being cancelled in 1955.
The race was revived in the 1980s, and continues to this day, offering drivers a gruelling, week-long challenge against the clock at high speed on public highways through the mountains of central Mexico.
2017’s Formula 1 race is set to be a poignant one for Mexico following the devastating 7.1 magnitude earthquake that struck earlier this week, claiming the lives of over 200 people.
With the race set to go ahead as planned, it will be an important statement of unity from Mexico when it welcomes F1 at the end of October, the grand prix taking place on October 29 and acting as another chapter in the nation’s steeped motorsport history.
Mexico’s only F1 driver, Sergio Perez, has set up a fund through which donations can be made to help those affected by the earthquake with full details below.
The latest meeting of the World Motor Sport Council may not have yielded much in the way of groundbreaking news, but the confirmation of Formula E and the World Endurance Championship’s 2018 schedules did help us get a grip on next year’s racing calendar.
Of the 2018 WEC rounds, there is just one clash with another FIA track championship: between the 6 Hours of Fuji and the F1 United States Grand Prix on the October 21 weekend.
While the more pressing worry for drivers is between WEC and Formula E after the July 16 debacle this year, no WEC and F1 clashes is good news for Fernando Alonso, who could well appear at Le Mans next year as part of his Triple Crown bid.
Formula E does have a number of F1 clashes, albeit not until the sixth event of its season, with the Rome race being held on the April 15 weekend where the Bahrain Grand Prix also sits (for now – China is due to swap dates).
Other Formula E and F1 clashes come on April 29 (Paris/Azerbaijan), June 10 (Zurich/Canada) and July 29 (Montreal/Hungary), although by shifting the New York City ePrix back one week to July 14-15, a gap has been found in the schedule.
For those operating across all three series (including yours truly), there is now a busy run between the start of the F1 season in Australia and the start of the summer break in Hungary with just three empty weekends.
As for IndyCar clashes? The condensed nature of the series’ schedule and the expansion of F1’s calendar to 21 races means they are inevitable. That said, as IndyCar is outside of the FIA’s realm of control, it was never really in the mix for its harmonization plans.
Yet again there is a clash between the Indianapolis 500 and the Monaco Grand Prix, sadly something we have become accustomed to in recent years, but over half the IndyCar calendar faces an F1 clash next year. There may be further ones to come when a couple other race dates get announced.
Here’s a full run-down of the F1/IndyCar double dip weekends thus far:
April 7-8: Chinese GP, Phoenix Grand Prix April 14-15: Bahrain GP, Grand Prix of Long Beach May 12-13: Spanish GP, Indianapolis GP May 26-27: Monaco GP, Indianapolis 500 June 9-10: Canadian GP, Texas 600 June 23-24: French GP, Road America GP July 7-8: British GP, Iowa Corn 300 August 25-26: Belgian GP, Gateway 500 September 15-16: Singapore GP, Sonoma GP