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Stefan Johansson’s latest blog: Addressing fixes for F1, IndyCar

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Stefan Johansson’s had a busy couple weeks as the 2016 racing season has commenced.

The F1 and CART veteran, who now serves as sporting director for Scuderia Corsa as well as continuing in his role as driver manager for Scott Dixon and Felix Rosenqvist, has penned his latest blog – an interview with Jan Tegler following the respective season openers at St. Petersburg (IndyCar) and Melbourne (F1).

Scuderia Corsa also secured its first win with the debuting Ferrari 488 GT3, driven by Alessandro Balzan, Christina Nielsen and Jeff Segal, at the Mobil 1 Twelve Hours of Sebring last weekend.

For Johansson, the big issues after the respective St. Petersburg and Melbourne races in both series were that both IndyCar and F1 are looking at the wrong fixes, making unnecessary tweaks rather than full scale changes.

“The problem is larger than F1 really. IndyCar is suffering from the same problems with this aero kit adventure that is now about to get canned. Instead of getting to the root of the problem and looking at racing from a philosophical point of view, they’re flailing around and taking advice from all the wrong places.

“They should be asking, ‘What is it we are trying to fix?'” he writes.

“But they wind up trying to fix problems they’ve themselves created in the first place rather than going to the root of their difficulties. To get things back on track, I think there’s going to have to be a big change at some stage. You’re never going to improve the racing with a bunch of artificial cures. That has been tried time after time in so many championships and it doesn’t work. All these “band aid” fixes is like trying to cure cancer with an aspirin.”

That was the bigger picture story. In F1 specifically, Johansson praised Ferrari’s start at Melbourne, although he noted their botched tire strategy likely cost them the chance at winning.

“If Vettel had been leading, I think his pace was good enough that it would be unlikely that either Mercedes could have gotten by even if they were quicker. Given Ferrari’s pace, the first few races could be more entertaining,” he said.

Johansson also praised the debut effort from Haas F1 Team, although he made a key point that points are often easier to come by in the opening races of the year.

“It was a fantastic result for Haas F1 – very impressive,” he said. “To score at all – let alone score that many points first time out – is incredible. The hard part now is going to be repeating that success. But as I always say, the easy points are scored in the first three races of the season for anyone – no matter what championship you’re in.”

He called the Fernando Alonso-Esteban Gutierrez contact a “classic case of misunderstanding” but was thankful Alonso emerged unharmed.

“I’m glad to see everybody was OK and it’s really a testament on how good the safety is in F1 now to be able to walk away from accident like that without even a scratch,” he said.

The ‘Halo’ device, which merited a lot of traction and discussion in preseason, Johansson says seems inevitable. Drivers didn’t necessarily like the HANS Device at first, either, and it has now become part of the racing fabric.

“I think the halo or some form of cockpit protection is now inevitability in F1 and also in IndyCar. If it can save someone’s life of course it’s worth doing.”

Shifting to IndyCar, Johansson praised the respective Team Penske and Scott Dixon efforts during the race, while also noting that Will Power was likely running on pure adrenaline when he qualified on pole, despite not feeling well.

“It’s amazing though, once the adrenalin kicks in it’s like the best cure for everything,” Johansson explained. “I wish we could tap into on command. I’ve experienced situations where I’ve been so sick I couldn’t even stand up but you get into the racecar and you don’t even think about it. You’re totally focused and you’re feeling completely fine.

“Then when you get out of the car you can barely stand up again. It’s the state of mind you’re in when you race – adrenalin and 100 percent focus. It’s an incredible feeling. I haven’t found anything yet that comes close to it.”

Johansson’s earlier point about the aero kits potentially going away makes more sense when he addresses what’s been the result of their presence with now two very similar looking cars. As ever, the call for more power and less downforce is the resonating message.

“I really wish they would go in the other direction. That would make the cars more interesting to drive and even out the playing field. Just like in F1, after all the money that’s been spent on these aero kits, all the cars now look the same. Unless you get really close up it’s hard to tell the difference between a Honda or Chevy car. At the end of the day, it’s done nothing to add to the show. It certainly hasn’t improved the racing, if anything the other way around as it’s now become even harder to follow the car in front due to all the aero bits that on top of the car,” Johansson wrote.

He also noted Alexander Rossi’s performance was hard to gauge, other than showing it’s difficult for an F1 driver to transition into IndyCar.

Lastly, while also touching on how Rosenqvist could have won both races in Indy Lights, he moved to Sebring and Scuderia Corsa’s win. Even with the win, which he put down to perfect team execution, Johansson asks the question whether it feels great because of BoP (Balance of Performance).

“I wish there was a different way of monitoring or policing performance. Or even, just forget about it and let everyone go at it,” he wrote. “A few manufacturers might drop out but there’s really no good answer right now with the BoP. No one’s ever happy with it unless they’re standing on top of the podium. Everybody else thinks they’re getting screwed.

“The GT cars would be much quicker if you simply unrestricted them. A GTLM Ferrari has almost 200 less horsepower than the road car counterpart you can buy at a dealership. It’s ridiculous. Give the cars that horsepower back and you would be able to run at the speeds the ACO says it wants to restrict prototypes to at Le Mans – these random lap times that they say are “safe”. I don’t understand who decides what lap time is safe and what they base that on but it’s a silly argument in my opinion.

“The cars are so good today, they can go much faster if they unrestrict them. If you’re instead going to restrict the Prototype cars that much (to be in the “safe” laptime zone), why not get rid of them altogether and just run GT cars at those target lap times? Let the GT cars be the main class for manufacturers with a set of rules that were the same for everyone with no BoP or other gimmicks – the quickest car wins, end of story.

“In every category there are these crazy-sophisticated, expensive cars with terrific performance potential and then they slow them down to a point where they become ridiculous to drive. They have monster grip and no power so it’s all about corner speed. You’re literally in the corner by the time you have to brake and none of it makes any sense.”

Why it’s important for Fernando Alonso to be in the Indianapolis 500

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It seemed so natural, so logical that Fernando Alonso would be part of McLaren in the 104thIndianapolis 500, it likely could have been announced last August.

NBCSports.com gave all the reasons why an Alonso reunion with McLaren at the Indianapolis Motor Speedway made the most sense last week.

Tuesday afternoon, it became official.

Arrow McLaren SP announced the two-time Formula One champion as its third driver for the Indy 500. He joins full-time NTT IndyCar Series drivers, rookies Oliver Askew and Pato O’Ward, on the Chevrolet team.

In a world where social media allows everyone to voice an opinion, there have been some who have asked, “Why is it so important that Fernando Alonso compete in the Indianapolis 500?”

To back up their point, the 33-driver starting lineup already includes many legendary names of the NTT IndyCar Series. From five-time IndyCar champion Scott Dixon to three-time Indy 500 winner Helio Castroneves, to Indy 500 winners Alexander Rossi, Will Power, Simon Pagenaud and Ryan Hunter-Reay to two-time IndyCar champion Josef Newgarden, the lineup is full of big names.

On the grand scale of international motorsports, however, Alonso has the charisma and star power that transcend into the mainstream of popularity.

“Having Fernando in the Indy 500 is going to be great for IndyCar, for the Indy 500 and for the fans,” Arrow McLaren SP co-owner Sam Schmidt said. “I can’t wait to see that get started.

“On behalf of Ric (Peterson, another co-owner of the team) and myself, Fernando needs to be in the 500, he needs to have an opportunity to win and that would be mega for IndyCar. For all of those reasons, we kept our foot on the gas and tried to position our team as the team of choice. Although we haven’t won, we have shown pace there and ran at the front. Now that we are with Chevrolet, we feel that we can get it done.

“Our team of guys is fantastic. We have been preparing for this for a long time, and we are poised to get it done. Ric and I are very excited about this.”

McLaren CEO Zak Brown has a long and close relationship with Alonso. Brown was in charge of Alonso’s Formula One program. Last year when Alonso did not compete in F1, he remained under contract as a McLaren “Ambassador.”

His contract with McLaren ended on Dec. 31, 2019. He officially rejoined the team with Tuesday’s Indy 500 announcement.

“He creates a tremendous amount of attention wherever he goes,” Brown said of Alonso. “When we did the first test at Indy in 2017, the live digital feed got over a couple million followers. Fernando will draw a lot of global attention to Indianapolis, to IndyCar, to our partners and to the sport as a whole.

“He is a great addition. He is an ambassador to the sport. He very much enjoys the way he is embraced in Indianapolis.”


With so many obstacles in the way of Alonso competing for any other team at Indianapolis Motor Speedway, it just made sense that his best (and essentially his only) option come with the McLaren-backed operation.

But it was certainly a long, strange trip to get there.

“Clearly, Fernando was deep in conversations with Michael Andretti,” Brown said in a response to a question from NBCSports.com in a Tuesday teleconference. “Short of Roger Penske’s team, he believes Michael’s team is the most successful team at Indianapolis, certainly in most recent times.

“If you are Fernando Alonso, and you want to win Indianapolis, then Andretti is clearly on your short list.

“We had a strong desire to run him. Fernando didn’t want to take a decision until after (the Dakar Rally) because he wanted to be very focused on that event. had two good opportunities. We kept him informed of some of the offseason moves we made. We secured Craig Hampson (as technical director after a successful term as Sebastien Bourdais’ engineer). When he was ready to make his decision, we had all of our pieces in place.

“He chose to move forward with us.”

Alonso’s best days at Indianapolis Motor Speedway came in an Andretti Autosport-prepared Honda in 2017. He got up to speed quickly, qualifying fifth and leading 27 laps before his Honda failed with 21 laps remaining.

Alonso’s worst days at Indianapolis Motor Speedway came in a McLaren-prepared Chevrolet. That was last year when one mistake after another showed how unprepared the McLaren operation was to take on the Indy 500 on its own. The list of faux pas was so long and legendary, there is no reason to recount them.

It all added up to one of the biggest names in international motorsports getting bumped out of the 33-car starting lineup by unheralded Kyle Kaiser of Juncos Racing.

McLaren officials knew the best way to succeed at Indianapolis was to join forces with a full-time IndyCar Series team. The main obstacle was Honda teams were ordered by corporate headquarters in Japan that the company’s days of doing business with McLaren were over because of disparaging and critical comments about its engine by Alonso and the team.

Under no circumstances would American Honda and Honda Performance Development be allowed to make a deal with McLaren.

Brown found a partner at what then was known as Arrow Schmidt Peterson, but that was a Honda team. To make the deal work, the team had to break the final year of its contract with Honda and switch to Chevrolet.

When the Arrow McLaren SP deal was announced on Aug. 9, 2019, Alonso still was attempting to negotiate an Indy 500 deal with Andretti Autosport, and the team was willing to make it happen. Sponsors were signed, and decisions were made leading to an expected announcement of an Alonso-Andretti combination for the Indy 500.

Honda Japan said no and held firm against doing business with Alonso for the same reasons as with McLaren.

Alonso would have to find a Chevrolet team for the Indy 500. Team Penske wasn’t interested in increasing to five cars at Indy. Ed Carpenter Racing also said no to expanding to four entries.

All paths led back to Arrow McLaren SP.

“It’s a great day in the history of our team,” co-owner Sam Schmidt said. “We’ve had a lot of changes recently. Arrow McLaren SP is a fantastic cooperation of the future of our company. This just raises the bar.

“Fernando Alonso, two world championships, two WEC’s, Le Mans and the Rolex 24 Hours of Daytona. He has made it perfectly clear the Indy 500 is the missing link there. We all know how competitive he was previously.

“For our team, we want to tap into his experience. We have two exciting rookies with Oliver Askew and Pato O’Ward. We really think being around him for the month of May will help them raise their game and understand what it takes to be a true, top-level, world-renowned driver.”


Though it appeared this deal was put together quickly, Brown and Schmidt emphasized they had been wooing Alonso for several months.

The addition of Hampson, who oversaw a car Bourdais qualified for the Fast Nine in the past two Indy 500s, and a solid test at COTA helped make the case.

“These were things as Fernando made his final decision helped get him over the hump,” Brown said. “There was speculation he would go elsewhere with parallel conversations that were going on.”

Said Schmidt: “It seems like a bit of a whirlwind announcement, but we have been talking since November. We’ve always run a third car at Indy. This will be a very, very well-prepared, thought-out deal.”

In a separate interview with Leigh Diffey of NBC Sports, Alonso admitted he had several teams to consider and McLaren was always in that group.

“We had some conversations,” Alonso said. “I already said last year I wanted to explore more options. I’d been talking with Andretti as well and some other teams. Andretti and McLaren are the ones I feel in my heart are like family. At the end, it was the natural choice to go with McLaren, especially after last year and give the fans something back after the disappointment of last year.”

Alonso has long dreamed of winning the international “Triple Crown” of motorsports — the Grand Prix of Monaco, the 24 Hours of Le Mans and the Indianapolis 500.

Alonso behind the wheel of the famed Marmon Wasp, the first winning car in the 1911 Indianapolis 500 — INDYCAR Photo

Having conquered Monaco and Le Mans, Indy remains the final event to master for the Spaniard.

“The Indy 500 completes the big three races in motorsports, and three completely different disciplines,” Alonso explained. “It makes you quite a complete driver. That’s what I’m looking for in this stage of my career. The Indy 500 is probably the biggest priority for me now.

“Oval racing is unique, but the Indianapolis Motor Speedway even more. It’s a huge place. There are four corners but all very different. The traffic, the slipstream, the strategy, the tire degradation. The downforce you run differently from practice. The race, you are adjusting downforce. Even if it seems a simple way to drive, over 200 laps, you never repeat the same line or speed in any laps. It’s quite difficult to adjust the minimum settings in the car.”

The key to completing the deal was Michael Andretti allowing mortgage firm Ruoff to follow Alonso as his Indy 500 sponsor to Arrow McLaren SP after the deal with Andretti Autosport fell through.

“Ruoff is a partner of Michael’s, he’s a good friend of mine and a partner in Australia,” Brown said, referring to the Virgin Australia Supercars team. “As he was having his conversations with Fernando, Ruoff was looking for something with big impact and exposure. When Michael and Fernando were unable to get their deal together, Ruoff asked Michael if he would mind going where Fernando goes. Michael gave his blessing, he cut a deal with Ruoff, and we are excited to have them.”

Alonso is just as excited to return at Indy despite last year’s disappointment, gleefully describing the Brickyard’s appeal in his interview with Diffey.

“Definitely. once you experience the Indy 500, it’ll remain always in your heart,” Alonso said. “I think the Indy 500 is on top of all the events I’ve ever participated. The atmosphere, the adrenaline, the traditions all the celebrations before the race. Even the milk! It arrives in a fridge Sunday morning and goes to the Pagoda.

“There are things as a driver you understand the importance of the moment and how big that race is worldwide.”

And that is why it is important that drivers such as Alonso compete in the Indianapolis 500. It’s an event that is bigger than the sport itself.

Follow Bruce Martin on Twitter at @BruceMartin_500