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As F1 silly season winds down, who’s in the race for the final four seats?

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The past two weeks have seen the 2017 driver markets for MotorSportsTalk’s two primary series, Formula 1 and IndyCar, develop very, very quickly.

Over in IndyCar, a flurry of confirmations mean that just two seats remain up for grabs: one at Chip Ganassi Racing, filled in 2016 by Max Chilton, and one for the street and road courses at Ed Carpenter Racing.

The F1 driver market was expected to be particularly volatile heading into 2017, but Red Bull’s early promotion of Max Verstappen and Ferrari’s decision to keep Kimi Raikkonen on for another year left it looking pretty stationary.

Things moved along quickly when Nico Hulkenberg decided to leave Force India for Renault, setting off a chain reaction that has seen Esteban Ocon move up as his replacement, Kevin Magnussen move to Haas and leave just four seats up for grabs: two at Sauber and two at Manor.

So who is in the race for the remaining seats? The names to work with here are Felipe Nasr, Marcus Ericsson, Pascal Wehrlein, Esteban Gutierrez, Rio Haryanto and Jordan King. It is likely that four of the six will fill out the grid.

Sauber F1 Team

Sauber’s fortunes for 2017 may remain bleak given the team’s decision to stick with a 2016-spec Ferrari power unit.

Yet with Longbow Finance’s takeover complete, the recruitment drive ongoing and, most importantly, the team poised for a multi-million dollar windfall all thanks to Felipe Nasr’s ninth-place finish in Brazil, things aren’t as bad as they once looked.

The result saw Sauber move above Manor in the constructors’ championship, with the difference between P10 and P11 equating to a reported $15 million in prize money.

Both Nasr and Ericsson pushed to secure a move to Force India, only to lose out to Ocon. Both bring decent financial backing to Sauber, with Ericsson also reportedly enjoying links to Longbow. As a result, it would be a big surprise to see the Swede racing elsewhere in 2017.

The question mark hangs over Nasr. He may have been a step above Ericsson on track, but off it, his reliance on Banco do Brasil and the current financial crisis facing Brazil may be an issue.

A possible option for Sauber is Gutierrez, who spent two years racing with the team in 2013 and 2014. His departure wasn’t on the best of terms, but he was spotted talking to his former boss, Monisha Kaltenborn, in Brazil; no real effort was made to hide that fact, either.

Gutierrez brings decent backing from Mexico, so would definitely be an option, relying the scars of his exit have healed for both sides.

Manor Racing

Just as Nasr’s points in Brazil boost Sauber’s fortunes, they hamper Manor’s. The British minnows will most probably need to secure a pay driver’s services for 2017 as a replacement for the Force India-bound Ocon.

Wehrlein’s debut season in F1 has been an odd one. His charge to P10 in Austria marked just the second points finish in Manor’s seven-season history, yet his failure to outclass early-year teammate Rio Haryanto and subsequent struggles against Ocon, who only made his debut in August, piqued enough concern for Force India to pass on him as Hulkenberg’s replacement.

Wehrlein will be keen to remain with Manor next year, and it could be that the likes of Gutierrez and Nasr push to join him. Both have backing (the latter’s admittedly uncertain), and both will benefit from 2017-spec Mercedes engines. It’s not unthinkable that Manor should run ahead of Sauber in the pecking order next year, making a move to the team desirable.

Haryanto was forced to give up his seat after Germany due to a shortfall in funding, but the Indonesian is apparently back in contention for a seat next year. Another option is Jordan King, who races in GP2 and is Manor’s development driver. He too would bring some backing.

Manor has no shortage of pay drivers to choose from. The big questions that will determine its decision are how crucial keeping Wehrlein is to its relationship with Mercedes, and what level of funding is now required after losing P10 in the constructors’ championship.

Perhaps the oddest thing in all of this is that both F1 and IndyCar look set to have their 2017 grids set before the end of the calendar year. As my colleague Tony DiZinno noted yesterday, Dale Coyne Racing has traditionally left things as late as possible; Manor is perhaps the equivalent in F1.

If things can be firmed up early, though, then the team will surely benefit from the stability that comes with it.

Latest INDYCAR Aeroscreen test continues to provide feedback; data to series

Bruce Martin Photo
Bruce Martin Photo
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RICHMOND, Virginia – After completing its third Aeroscreen test since October 2, INDYCAR continues to collect valuable data and feedback from the drivers and engineers involved in testing.

The latest test of the Aeroscreen came Tuesday, October 15 at Richmond Raceway, a .750-mile short oval. Five-time NTT IndyCar Series champion Scott Dixon has been involved in testing dating all the way back to 2017 at Phoenix with the original “Windscreen.” Tuesday’s test was the first-time two-time NTT IndyCar champion Josef Newgarden was able to test the device that partially encloses the cockpit proving greatly enhanced driver safety.

It was also the first time the current “Aeroscreen” designed and created by Red Bull Advanced Technologies, Pankl and Dallara has been tested at a short oval – a track that measures under 1.5-miles in length.

The previous tests were at the 2.5-mile Indianapolis Motor Speedway on October 2 and the Barber Motorsports Park road course on October 7.

“It wasn’t a problem getting in the car today and relearning a new viewpoint,” Newgarden told NBC Sports.com at the conclusion of Tuesday’s test. “It felt like a new viewpoint. It’s still an Indy car. It still feels like an Indy car. The car does a lot of the things it did before. It required some slight tuning differences to accommodate a different center of gravity and different total weight.

“Overall, it still felt like the same Indy car I drove three weeks ago. You get used to that new viewpoint within 30 or 40 laps. It was alien at first but halfway through the day it feels like home again.”

Newgarden’s Team Penske test team along with INDYCAR officials worked on changes to getting air into the cockpit and directing the air to the right place where the driver can utilize it.

“We’ve come up with some solutions that we like,” Newgarden said. “INDYCAR and the teams will continue to fine-tune this. That is why we are doing these tests. The main goal was to figure this out and fine-tune this stuff. We have come up with a lot of good solutions to all of the little things we have talked about that we have needed so when Sebastien Bourdais goes to Sebring (on November 5), it will just be another version.

“We are already close. Because they are such small details, it feels like normal racing stuff and we will come up with solutions for that.”

Some drivers who have participated in the Aeroscreen test has said, they almost feel naked without having the halo-like structure with a clear windshield protecting them on the race car.

“Once we got through a whole IndyCar season, if you took it off, it would feel really strange,” Newgarden said. “People adapt so quickly to a change, what the car looks like. Once you give us a couple of races and a full year, it will feel like home and something we are very used to as drivers.

“It is already starting to get that way. People are feeling more comfortable with it. The field of view is almost identical to the way it was before. Your peripheral vision is identical, the way you look out the front of the cars is identical, the way you see the tires is identical.”

Individual driver preference will allow for shading of the sun and that can be accomplished with the visor strips on the helmet and the tear-offs on Aeroscreen.

Drivers will also have a bit of a quieter atmosphere inside the cockpit. The partial enclosure makes it easier to hear his radio communication and the sounds of the engine in the driver’s car. It partially blocks out the sounds of the engines in the other cars and the rush of wind traveling at high speeds that used to buffet in and around the helmet.

“It has changed the noise level slightly inside the cockpit,” Newgarden said. “For me, it wasn’t super dramatic. It’s a slight reduction in wind noise. You’re not getting the wind directly over your head as dramatically as you would before. All that external noise has just been dimmed.

“You can hear the radio a touch better, things like that. But the engine noise is still quite prominent. It’s bolted directly behind us, so you still hear quite a bit of what’s going on in the car and the engine.”

Dixon was in the car at Indianapolis on October 2 and returned on Tuesday. The Barber test on October 7 included this year’s Indianapolis 500 winner, Simon Pagenaud, in a Team Penske Chevrolet and Ryan Hunter-Reay in an Andretti Autosport Honda.

“The only differences are the openings on the front wing that creates some more airflow around the legs and body and a different inlet in the screen that was in place today,” Dixon told NBC Sports.com. “There were helmet cooling options since the Barber test because on the road course, some of the drivers were getting a little hotter.

“This project has been very in-depth. It hit the ground running very smoothly. There are some alternate options they are trying to create, especially on the street courses where we will experience hot condition. On street conditions, your depth perception changes because of how close you are to the walls, but we should get used to that.”

Two weeks ago, Team Penske driver Will Power said it takes a different style to get out of the race car because of the added height of the Aeroscreen.

That hasn’t been a problem for Dixon.

“That’s easy, man,” he said. “Just go through the hole in the top.”