Stefan Johansson’s latest blog: F1’s power struggle, Haas’ rise

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It’s apparent that Formula 1’s qualifying format – and the debate about what it is, what it should be and what it’s changing too now – isn’t about qualifying at all.

It’s about power and control.

It was something NBCSN F1 insider and pit reporter Will Buxton noted in his latest blog and it’s a point agreed upon by one of the most salient voices in racing, in Stefan Johansson.

Johansson has filed his latest blog post in an interview with Jan Tegler, following the second rounds of the respective F1 and IndyCar seasons at Bahrain and Phoenix, respectively.

Following a look at several teams’ races – Mercedes, Ferrari, Haas (and we’ll get to them separately in a moment), Williams and Force India of note – Johansson dovetailed into F1’s qualifying mess and how it’s really about the political squabbling at the moment.

“To me it’s clear that all this has nothing to do with qualifying,” Johansson writes. “I don’t recall a single person complaining about qualifying previously. Everyone was quite happy with it, and this is pure politics, unless everyone has completely lost the plot, which I really don’t think is the case.”

Johansson, whose best years in F1 came with Ferrari and McLaren from 1985 through 1987, noted that although that era’s format of qualifying had a slow start to sessions, inevitably, the last 10 to 15 minutes was fascinating.

“I don’t see what was wrong with the qualifying format that we used for years. You had an hour to qualify and three sets of tires. You just went out to qualify whenever you wanted to, using whatever combination you liked. At every single race, the last ten minutes were electrifying.

“Senna or Prost would go out with two minutes to go with a new set and it was always a game of chess at the end of qualifying. Maybe the weather conditions were changing. What were the competitors doing? I think that was way more exciting than even the format they want to go back to now.

“Or, if you were allowed to turn the power units up to their highest output – it would be awesome to see them with 1200 horsepower just for qualifying.”

Here’s the political struggle and problem: when you’ve got 11 different teams in the room, all of whom have competing goals and ideas, you’re rarely going to reach consensus.

“My theory is that this is a political move from whatever the source is to destabilize the F1 Strategy Group (F1’s rule-making body which includes the FIA, FOM and six teams),” Johansson writes. “I think the ultimate goal is to get rid of it or break it up somehow. Since the group was formed, nothing has happened. It’s been a disaster from day one.

“To repeat what I’ve been saying forever, if you have the teams involved in the decision making nothing will ever get done. They can’t even agree on when to have a meeting let alone what they should talk about. They’re so suspicious and paranoid about each other.

“If the goal of all this is to eliminate the Strategy Group, it’s a good idea in my opinion. Doing it all publicly shows that nothing can get done as long as this group exists. It’s the old trusted “divide and conquer” idea. The fact that you have this committee that has to approve any changes instead of simply saying – “That didn’t work, let’s go back to what we had before” – shows how broken it is.

“This is a move to shake things up and force changes. When things don’t make any sense – which this one clearly doesn’t – you know something is up.”

One team that has undoubtedly shaken things up in the first two Grands Prix of the year is Haas F1 Team, who have banked sixth and fifth place finishes in the opening two races as Romain Grosjean is off to the best start of his six-year career.

While the Frenchman has delivered the results, he and the team have also acutely utilized the rules to their benefit. Between using as much Ferrari content as they are for the VF-16 chassis, then Grosjean being happy to qualify ninth to ensure he had the best tire strategy for Bahrain, Haas has gone about things much smarter than you’d expect for a first-year entrant.

“They’re very impressive. They’ve shown everyone that Australia wasn’t a fluke. As in Australia, they had real speed in Bahrain and executed their strategy and pit stops pretty well,” Johansson writes.

“It begs the question, why aren’t more people in F1 doing the same thing? Instead of spending ridiculous amounts of money to build every single part on a car, why not do a deal for a good portion of the package or as much as the rules will allow you with one of the major teams that have all the resources for R&D? Instead, focus on doing the best job you can with the race team and then have the potential to finish in the top 10 consistently.

“If you look at Sauber, Force India, Manor and the rest who sit at the back of grid and rise or fall a little bit every year and wind up being similar at the end of day, you have to ask why? What Haas F1 has done seems to me to be the obvious way to go.”

The way Haas has gone about its business is also something that stands out.

“Everyone in the paddock is well aware that the model is unsustainable, yet everyone seems shocked at what Haas has done.

“Haas has been very smart and done their homework well – shame on everyone else for not adopting the same idea.”

Further insight on the Mercedes AMG Petronas teammate battle, IndyCar’s downforce dilemma and Scott Dixon’s latest triumph at Phoenix, and how rookies Stoffel Vandoorne (first ever Grand Prix), Max Chilton (first IndyCar oval race) and Felix Rosenqvist (first ever oval race) all got on in their respective first races are all included in the remainder of Johansson’s blog.

For a look back at Johansson’s post-St. Petersburg, Melbourne and Sebring blog, click here.

Tom Blomqvist keeps eye on IndyCar during impressive rise: ‘ I would love to give it a go’

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DAYTONA BEACH, Fla. – In between two of his latest superstar-driver-in-waiting performances, Tom Blomqvist walked through the Daytona International Speedway garage in anonymity.

“Nobody knows who the (expletive) I am,” he said to a team member with a laugh (and without a trace of being miffed), evincing the cheeky humor of someone born in England, raised in New Zealand and also of Swedish descent.

The lack of recognition in the garage might have been because he was clad in a relatively nondescript shirt, hat and sunglasses instead of a colorful firesuit covered by sponsor logos. But he also was on the way to a Friday race eve media availability where his entrance was greeted by only one reporter (after a few minutes).

During a news conference a day earlier, he sat patiently on the dais while his Indy 500-winning teammates and car owner fielded nearly all the questions – even though Blomqvist had turned maybe the most impressive lap of the month to win the Rolex 24 at Daytona pole position in the debut of the Grand Touring Prototype category.

The Meyer Shank Racing driver still might lack the attention commensurate with his already world-class CV (which expanded Sunday with his second consecutive Rolex 24  victory for MSR), but Blomqvist, 29, clearly isn’t bothered by it.

He carries the quiet confidence of knowing his immense talent will ensure results that will make him impossible to ignore.

“To a degree, I guess, it’s definitely ramped up a lot for me,” Blomqvist told NBC Sports. “In America, I’m starting to get a lot more (attention). In the last year, I’ve quite often got a lot of maybe what you’d call the glory moments. It’s been fun. And within the paddock, there’s a lot of respect for me anyway. It’s been good.”

There have been several moments of acclaim since he joined MSR barely a year ago in the IMSA WeatherTech SportsCar Championship. In his first start for the team at last year’s Rolex 24, Blomqvist turned in a Herculean performance to position the No. 60 Acura for the victory (giving way to Helio Castroneves because he was too “cooked” to complete the last 74 minutes).

He was even better this year at Daytona.

He ripped off a monster “one and done” pole-winning lap to beat the clock in qualifying on the 12-turn, 3.56-mile road course. During the race, Blomqvist was as dominant in his first stint as his last in the ARX-06 while taking the checkered flag. He set the mark for the fastest time on Lap 6 that no one topped over the final 755 laps.

The 10 fastest laps in the race belonged to Blomqvist, carrying over his speed from the 2022 when he won the Petit Le Mans season finale to clinch the premier prototype championship at Michelin Road Atlanta.

A year earlier at the same track, he had burst onto the radar of car owner Mike Shank, who was intrigued by Blomqvist’s results as a BMW factory driver in the Formula E and DTM series. In 2014, Blomqvist also finished between second in F3, between champion Esteban Ocon (now with Alpine’s F1 team) and Max Verstappen (who has won the past two Formula One championships).

“He did a lot of high-level stuff, and then kind of fell out of favor, or I don’t know what happened, but he was a free agent,” Shank said. “I started looking at his numbers, and I’m like, ‘We should test this guy. So I take him to Road Atlanta in the fall of ’21, and he got in the car and just slayed it.”

Within minutes, he had called co-owner Jim Meyer.

“I’ve got our guy,” Shank said. “This is our guy. There’s no question about it.

Honda Performance Development president David Salters hugs Tom Blomqvist after the Rolex 24 at Daytona pole (Mike Levitt/LAT/IMSA).

“Now what’s happened, though, and I think if you look back at the Rolex here last year (and) what he did, he’s a gold nugget. He reminds me a little bit when (Robert) Wickens came into IndyCar out of DTM (as a rookie in 2018).

“He truly believes he’s the fastest guy out there, and he proved it (at the Rolex 24).”

Said David Salters, president for Honda Performance Development: “We love Tom. He’s the real deal, isn’t he? Immensely talented, super smart, and on it.

The great thing about our teams, the strength in depth is tremendous. But if you look through the sports car racing now, that’s the standard you have to have. Tom, brilliant, Filipe (Albuquerque), brilliant. Ricky (Taylor). You can go through that list. They’re all superstars. Tom is awesome. His lap in qualifying quite frankly was unbelievable.”


Having conquered one of the world’s greatest endurance races twice with Acura, Blomqvist could be ticketed for the world’s biggest race next – the Indy 500 — with HPD’s primary brand.

He tested a Dallara-Honda for MSR last October at Sebring International Raceway, and while he plans to focus solely on IMSA this season, he remains very intrigued by IndyCar.

And with Castroneves, 47, beginning a one-year deal with MSR’s IndyCar team, there could be an obvious opening in 2024.

“Obviously, it’s not in the cards this year,” Blomqvist told NBC Sports the day before the Rolex. “Yeah, I would love to give it a go. To be honest, I think that would be an amazing step for me in my career. I enjoy the sports car stuff so much. It’s been really good to me lately. I really enjoyed the style of racing.

“But I feel like IndyCar would be a step up for me and my career. It would be fantastic if I could get that opportunity. But yeah, I guess I have to keep pushing Mike or something to give me a shot. But obviously for now, the focus is here in the sports car stuff. It’s not really down to me at the end of the day. And I’ve got to do my job and then the people who pay the bills and make the decisions obviously have to decide if that’s something worth pursuing.

“But yeah, I’d love to give it a go, and I definitely would be up for it.”

Tom Blomqvist after winning the Rolex 24 at Daytona pole on the final qualifying lap (Mike Levitt/LAT/IMSA).

A transition from IMSA to IndyCar naturally would be easier than switching teams, but it also would be comfortable because Blomqvist already seems such a good fit at MSR.

It might have seemed an unusual pairing given his European-heavy background, but Blomqvist likes the Midwestern culture that’s been built at MSR. Based just outside Columbus, Ohio, the team’s shop has “no egos, and that just enables each and every one of to reach our potential.

“Obviously, with Honda, we obviously have some great resources, but we’re up against Porsche, BMW and some big heavy hitters in the motorsports world,” he said. “I wouldn’t say we’ve got a huge team compared to them, but we’ve obviously got a very capable team, and I think that’s what has been so impressive and really, really nice to see about the work that’s been done. No stone has been left unturned.”


Blomqvist still is living in Europe and planning to commute for the nine-race GTP schedule (which has a nearly two-month break after the Rolex 24 until the Mobil 1 Twelve Hours of Sebring). But though he’s “got good friends in America, so I do have places to stay,” he seems open to being based more permanently near MSR in America.

“Let’s see what the future brings, and if that means me spending more time over here,” he said. “It’s a fantastic team. It’s a different environment to what I’m used to. It’s obviously now a hugely successful team, but it is a small team. It does feel like a very small family-operated team, which it is.

“I think Mike’s really just built this thing. It hasn’t happened overnight. Mike’s a great guy and put a lot of trust and faith in me, and I played a relatively good part in some of the success last year. I was able to reward him and give him my all every time I’m on track, and he respects that. But we are still a small team. In the grand scheme of things, we still are a really, really small team.”

Blomqvist said the BMW factory program would have two or three times the staffing of MSR – just on one of its two GTP cars.

“But it’s not the number of people that makes a difference, it’s the quality of people, and obviously Mike and HPD are a fantastic operation to go racing,” Blomqvist said. “We’re racers at heart.

“I’ve been part of some big outfits, and the European way of working is very, very different to how people go about racing in America. I’d say it’s more seat of your pants. A lot of emotion and kind of rides on that competitive spirt, competitive nature and on their personalities. It’s a lot more pure. It feels very pure. You want to win, so we go out and don’t cut corners on trying to win.”

Though it’s aligned with Liberty Media and has big-budget backing and support from Honda Performance Development, MSR also is much less corporate than most GTP teams.

A longtime and respected team owner who has built a sponsor portfolio, Shank also describes his maniacal dedication to success as “messed up,” and he’s known for dropping vulgarities into postrace interview with his blunt and self-deprecating sense of humor.

Meyer Shank Racing co-owner Mike Shank congratulates Tom Blomqvist on the Rolex 24 at Daytona pole position (Mike Levitt/LAT/IMSA).

With a more laid-back but sometimes just as biting demeanor, Blomqvist has become the team’s unquestioned leader behind the wheel

“I definitely feel a lot more immersed,” he said. “Within the team, I was a bit more of an unknown quantity the start of last year. Obviously after last season, the team trusts me a lot. And that gives me a lot of pleasure, pride and confidence. In this sport, confidence is a huge aspect of drivers’ psychology in a way. We’re in extremely high-pressure moments where my job is to perform under the pressure of these organizations and the brand as well.

“It’s just a good, healthy team to be a part of. It’s a high-pressure environment, but the team obviously have put a lot of faith in me, and I’ve been able to deliver for them on occasions.”

Rolex 24 starting lineup
Tom Blomqvist celebrates after winning the pole in the No. 60 Acura ARX-06 (Mike Levitt/LAT/IMSA).