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Marko tips Vettel to beat Hamilton to F1 world title

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Red Bull Formula 1 advisor Helmut Marko has backed Ferrari’s Sebastian Vettel to come back stronger from the sport’s summer break and beat Lewis Hamilton to this year’s drivers’ championship.

Marko played an instrumental part in Vettel’s rise to F1 under Red Bull’s umbrella, the German winning four straight drivers’ titles between 2010 and 2013 for the team ahead of his move to Ferrari.

Vettel has claimed four wins through the opening 11 races of the year to sit 14 points clear of Mercedes’ Hamilton in the standings heading into the second leg of the season, starting in Belgium next week.

Speaking to the official F1 website, Marko praised Vettel’s mentality when battling for a championship, backing him to take a fifth title in 2017.

“I believe in Vettel, because I know his mental strength, and Ferrari has raised its game,” Marko said.

“Silverstone, I would say, was an exception. Ferrari was clearly the stronger car in the first half of the season and only due to various circumstances could they not materialize all their chances.

“We have been 60 points behind before the summer break, and still won the title with him. Seb will use this summer break to come back even stronger. That’s how I know him.”

Vettel’s most impressive title comeback came in 2012 when he reversed a 42-point deficit to Ferrari’s Fernando Alonso heading into the summer break to take the title at the final round in Brazil.

Sainz: ‘No intention’ of breaking Red Bull F1 contract for 2018

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Carlos Sainz Jr. says he has “no intention” of breaking his Formula 1 contract with Red Bull for 2018 despite previously suggesting he could leave its Toro Rosso B-team.

Sainz made his F1 debut with Toro Rosso in 2015 after climbing the racing ladder with Red Bull backing, and has since become one of the sport’s brightest young talents.

Sainz said over the Austrian Grand Prix weekend that a fourth year with Toro Rosso in 2018 was “unlikely” as he pushed for a move up the grid, only for his bosses to hit back hard.

Red Bull F1 chief Christian Horner and Toro Rosso team boss Franz Tost stressed Sainz remained under contract for next season, prompting the Spaniard to clarify his comments and clear the air.

Speaking to Spain’s SoyMotor, Sainz professed his happiness racing for Toro Rosso under the Red Bull umbrella and said he was not looking to break his contract for next year.

“As in life itself, a contract has a lot of importance in Formula 1,” Sainz said.

“Looking at my situation, I am happy where I am. I have no intention of breaking any contract.

“I think everything was taken out of context, both my statements and maybe the reaction on their part.

“We are all much calmer and happier now.”

While Sainz may not be looking to break out of his contract, Red Bull is willing to listen to offers for his services in 2018 should a rival team look to sign him.

Rosberg: Bottas’ mentality makes him ‘perhaps the perfect driver’

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Outgoing Formula 1 world champion Nico Rosberg has praised the mentality of Mercedes replacement Valtteri Bottas, saying his ability to concentrate solely on himself makes him “perhaps the perfect driver”.

Rosberg retired from F1 five days after winning his maiden world title with Mercedes in 2016, leading to Bottas’ arrival.

Since joining Mercedes, Bottas has claimed two race wins and charged to third place in the drivers’ championship, making himself a contender against teammate Lewis Hamilton and Ferrari’s Sebastian Vettel for the title.

Speaking to Sport Bild, Rosberg praised Bottas’ approach and mentality in the championship fight, having himself struggled with mind games against Hamilton in their battles between 2014 and 2016.

“I’m really impressed. Mentally, he is perhaps the perfect driver because he can concentrate on himself,” Rosberg said.

“That makes him consistent and fast.”

Bottas has surprised many with his performances at Mercedes so far this season, stepping out of the expected number two shadow and challenging Hamilton on a number of occasions.

While Mercedes is yet to make a firm decision about Bottas’ future with the team beyond the end of the season, contract discussions have been opened, with at least a one-year extension to the end of 2018 expected to be agreed on.

DiZinno: Reflecting on racing’s rapid month of change

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My MotorSportsTalk colleague Luke Smith and I have had an internal running joke about this year, where we insert another word in-between 20 and 17 to describe the sheer insanity in racing (among other world topics) this year has been.

The last month in particular, however, has brought more winds of seismic change to the motorsports landscape than any I’ve seen in 20-plus years as a fan, and 12 as a reporter.

No matter the discipline of motorsport, the tidal wave of change is coming – and it’s up to the series’ decision makers to work on the next steps for success.

NASCAR: Where fewer dollars make more sense in youth movement

KANSAS CITY, KS – OCTOBER 16: Dale Earnhardt Jr. talks with Alex Bowman, driver of the #88 Nationwide Chevrolet, on the grid prior to the NASCAR Sprint Cup Series Hollywood Casino 400 at Kansas Speedway on October 16, 2016 in Kansas City, Kansas. (Photo by Jason Hanna/Getty Images)

NASCAR’s silly season in 2018 combines the elements of sponsors being willing to spend less money for a certain number of races, high-priced veterans out of contract and a glut of young talent now ready to break through all happening at once.

Boiled down simply by Dale Earnhardt Jr., who will head to NBC Sports next year at the end of his full-time driving career, it’s a simple matter of economics.

“You can’t pay a driver $5 to $8 million a year if you ain’t got but $10 million worth of sponsorship. You can’t. That ain’t going to work. Guys aren’t getting $20, $30, $40 million a year on sponsorship. Owners aren’t getting that anymore,” Earnhardt Jr. said at Watkins Glen, via NASCAR Talk.

With young talent come cheaper price tags and a next generation of stars.

Kyle Larson, Ryan Blaney, Chase Elliott and Ricky Stenhouse Jr. at least have multiple years under their belts. Erik Jones and Daniel Suarez are developing in their first full seasons. Alex Bowman and William Byron arrive in their best opportunity full-time next year. One hopes others, such as Darrell Wallace Jr. for instance, get their shot as well.

The departures of Earnhardt Jr., Jeff Gordon, Tony Stewart, Carl Edwards, and Greg Biffle are there, and with Matt Kenseth, Kasey Kahne and Kurt Busch all facing free agency, suddenly there are a lot of fans that will need a new driver to support. The race will be on between these young guns to capture the enthusiasm to drive NASCAR’s major generational shift in one of the series’ grids biggest upheavals.

INDYCAR: A number of big questions loom, as internal excitement remains high

The 2018 Verizon IndyCar Series chassis in a Chevrolet livery. Photo: IndyCar

Quite how the Verizon IndyCar Series progresses for the final month of 2017 and into the start of 2018 is another big question mark.

There’s a championship to sort out first; starting with this weekend’s ABC Supply 500, there’s three races in as many weeks that should begin to sort out the realistic title contenders. With four races to play, seven drivers could lay claim to this year’s crown but there’s really four that are close, with three others on the fringe.

The title battle isn’t necessarily IndyCar’s top story heading into its final month of the year though, when looking at the big picture.

Three successful tests of the new 2018 Dallara universal aero kit have built excitement more about the future as the manufacturer aero kit era reaches, some would argue, its merciful conclusion after three years.

The question over Verizon’s continuation as title sponsor beyond 2018 lingers, and so too does the question of what the series will develop in regards to its new TV deal, which is also set to end after 2018. INDYCAR made several long-term partnership extension announcements at the start of the year (Dallara, Firestone, Honda and Chevrolet) but these two elements are ones that have to get sorted soon.

Additionally, with Long Beach now set to continue on the IndyCar calendar following a new agreement reached between the Long Beach City Council and the Grand Prix Association of Long Beach, it sets into motion the question of what tracks get renewed next for long-term deals. INDYCAR has finally, after 20 years of upheaval in the schedule, reached stability and date equity with most tracks – this needs to be a priority going forward as tracks, promoters and the sanctioning body all look to keep working together.

F1: New owners, newer stars, and the rivalry we’ve been waiting for

NORTHAMPTON, ENGLAND – JULY 15: Third place qualifier Sebastian Vettel of Germany and Ferrari talks with pole position qualifier Lewis Hamilton of Great Britain and Mercedes GP in parc ferme after qualifying for the Formula One Grand Prix of Great Britain at Silverstone on July 15, 2017 in Northampton, England. (Photo by Dan Mullan/Getty Images)

Formula 1’s major news tidal wave came earlier this year with the change at the top from Bernie Ecclestone to Liberty Media, the new group having made headlines and some interesting changes throughout the year. A focus on fans and a number of in-weekend changes have been the selling points.

Elsewhere it’s been the year on-track that’s been the top story with Lewis Hamilton and Sebastian Vettel properly contending for this year’s title as the headline act. It feels as though this was predestined to occur at some point once Ferrari got its act together and now that it has, it’s forced Mercedes to raise its game after competing against each other. Valtteri Bottas has more than served as a capable replacement for outgoing World Champion Nico Rosberg, and bizarrely, Rosberg’s absence hasn’t loomed large over the season.

For the future, F1’s news peg could come with the emergence of more young – or revived – stars coming into the championship. The performances of Charles Leclerc in F2 and Lando Norris, the F3 teenager, have mouths watering; meanwhile a potential race return for Robert Kubica also has activated the hype train on full bore. Its post-2020 engine formula is also a talking point, although perhaps not immediately.

FORMULA E: The electric, supersonic manufacturer boom?

Photo: Steven Tee/LAT/Formula E

The FIA Formula E Championship has, in an incredibly short period of time, gone from a newly debuting mystery on the worldwide motorsport stage to a desired platform for manufacturers to enter into.

The recent confirmations that Mercedes-Benz (having also announced the end of its DTM program after 2018) and Porsche (having announced the end of its LMP1 program after 2017) will join the championship in future years, coupled with fellow German manufacturers Audi and BMW, and in addition to the already active manufacturers including Renault, Jaguar, DS, Mahindra and Venturi means this is now the “hotbed de jour” for manufacturers to develop electric technology to go into future road cars.

Quite how this sudden surge of manufacturer interest will further the series on a worldwide stage may come down to activation, as we’ve seen with booms and busts in other championships before. When a series has that high level of investment from sponsors or manufacturers, it takes off.

For the moment, while Formula E generates a wealth of internal buzz, it hasn’t yet ascended to the level of international consciousness beyond its hardcore participants, media and fans. The fascinating perspectives about Formula E’s evolution are outlined here in columns from Smith and Parker Kligerman, who were both in Red Hook for the New York City ePrix.

It’s a championship to watch going forward because of all this new involvement, but it must guard against a spending arms race and also find a way to make electric racing “sexy” and “cool” – a bit beyond the current product it has offered on display. It says something about the sheer shock of how different this series is when its crash compilation video for season three produces the loudest moments on the circuit, rather than the racing itself.

FIA WEC/LE MANS: Reset needed following Porsche’s LMP1 pullout

LE MANS, FRANCE – JUNE 17: (EDITORIAL USE ONLY) In this handout image provided by Red Bull, The #7 and #8 Toyota TS050`s lead the #1 and #2 Porsche 919`s at the rolling start of the 24 Hours of Le Mans, the third round of the 2017 FIA World Endurance Championship at Circuit de la Sarthe on June 17, 2017 in Le Mans, France. (Photo by Dean Treml/Red Bull via Getty Images)

The writing has been on the wall for LMP1 hybrid the last couple years, as the evolution to the category all began after a fascinating few months in 2015.

By mid-summer 2015, a new LMP2 formula was introduced to debut this year, which reduced the number of constructors down to a maximum of four, but with higher top speeds having been produced from the standardized Gibson V8 engine. At the same time, at the 24 Hours of Le Mans, the LMP1 field featured 14 cars – a grid of three Audis, Porsches and Nissans apiece with a pair of Toyotas making up 11 hybrid entries, and three more privateer cars from Rebellion and ByKolles.

It’s all evolved from there. Nissan, whose ultimately one-off front-engined GT-R LM NISMO never ran with a working hybrid system, announced the end of its efforts in December of 2015. That came as the VW “diesel gate” scandal was beginning to take earnest and take root across all the VAG’s motorsport programs. It was always unsustainable that VAG would have competing manufacturers from under its parent company racing against each other; Audi’s drawdown came first at the end of 2016 and now, Porsche has announced its to do likewise at the end of this year.

Toyota now stands alone within the LMP1 hybrid space, still devoid of a Le Mans overall win and even if it achieves one next year, with the asterisk it will have come only against privateer competition within the category. It’s an unfortunate spot for the likable German-based team and Japanese manufacturer to be stuck in.

In its sixth season, the FIA WEC now meets a sincere fork in the road, with its road map to be announced next round at Mexico City a critical one to determine the next course of action for the championship without the majority of its marquee class present. Those next steps will determine whether the championship progresses forward down a sustainable, viable path or meet a similar fate as prior world sports car championships in the past.

IMSA, PWC: American sports car series look to seize their chances domestically

Photo courtesy of IMSA

It’d be hard to chronicle a better month for IMSA, and its headline IMSA WeatherTech SportsCar Championship, than what has taken place in its last month. The confirmation of two marquee prototype programs in Team Penske with Acura and Joest Racing with Mazda add an extra degree of legitimacy after what’s already been a successful debut year for the Daytona Prototype international (DPi) platform. A return to Mid-Ohio also is a strong news peg.

Meanwhile North America’s primary sprint race sports car series, Pirelli World Challenge, has grown its car count by leaps and bounds – but it’s also made a good thing that was easy to follow a bit more complex in recent years. As it continues to develop as a championship, it has to be careful not to loose the roots that made it so rich for growth in the first place, as it maneuvers or positions itself towards having more standalone weekends and SprintX races away from its classic, single-driver, 50-minute format.

The nice thing for both these series is there is room for both, and is avoiding overlapping, as they continue to evolve for 2018 and beyond.

Jones claims he was paid to fake illness, miss 1985 South African GP

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1980 Formula 1 world champion Alan Jones has revealed in a new autobiography that he was paid to fake illness and miss the 1985 South African Grand Prix in order to avoid sparking controversy with chief sponsor Beatrice.

The 1985 grand prix at Kyalami was staged in the height of apartheid in South Africa, prompting a number of manufacturers and teams to boycott the race in protest. Jones raced for Haas Lola at the time, the team enjoying backing from American company Beatrice Foods.

“US civil rights activist Jesse Jackson had said that if a Beatrice car raced in South Africa he was going to get all of the black workers – thousands of them – at Beatrice around the US to go on strike,” Jones wrote in an extract of his autobiography published by news.com.au.

“Beatrice couldn’t be seen to be backing down to an individual like him, but if they didn’t back down there was a chance of the strike.”

The solution? An idea thought up by F1 ringmaster Bernie Ecclestone in the days leading up to the race.

“During the Friday I was summoned to see Bernie Ecclestone in his penthouse. Not sure what I had done this time, I fronted up. As I went in the door Bernie said, ‘How do you feel?’ Standard greeting, although he had a look in his eye, I gave him a standard reply, ‘Pretty good, thanks,'” Jones wrote.

“‘What do you think your chances are of winning the race tomorrow?’ he asked.

“Again, I felt no need to be subtle: ‘Bernie, I think you know the answer to that question. If I start now, probably pretty good.’

“‘Well, I’ve got a bit of an idea. If you pull up sick and can’t run again this weekend, we’ll give you first-place prize money. Go home and visit Australia.’

“‘If the driver falls crook and can’t drive, then the Beatrice car doesn’t race. It’s a force majeure. Jesse Jackson can’t get on his soapbox and say, ‘I forced that company to withdraw,’ and he also couldn’t call a strike because the car didn’t race,’ [Ecclestone said].

“The idea was that I would wait until Saturday morning when everyone went to the circuit. I would quietly check out, and jump on a plane to Harare to get home (because Qantas wouldn’t fly to South Africa).

“And so, on the Saturday morning I was gone. I just didn’t turn up. They had the car out ready to go, when they were told, ‘AJ’s been struck down by a virus and we are not racing.’

“I made a miraculous recovery for the Australian Grand Prix, which was just as well.”

Minus Jones, the race went ahead with 20 races, with Nigel Mansell leading Williams to a one-two finish.

F1 did not return to South Africa until the end of apartheid, the next grand prix taking place at Kyalami in 1992.