F1 Crunch time for GP3 The Brits set to WEC Alonso takes McLaren in Spain battle for the crown victory on debut

BRITAIN’S BEST MOTORSPORT WEEKLY MAY 10 2018 We need to talk about Max OAngered Lewis OCrashed into Vettel OAnnoyed his own team

PLUS

TRACK TEST WE DRIVE A WORLD TITLE WINNER        

        

             

       

   

     

         

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COVER IMAGES GEPA pictures/Red Bull Content Pool; JEP/LAT PIT+PADDOCK 4 Crucial McLaren upgrades ready to go 6 Miami reveals F1 street circuit 8 eyes LMP1 project 11 Spanish Grand Prix preview 13 F1 column: Edd Straw 14 WEC column: Gary Watkins 17 Feedback: your letters INSIGHT SUTTON/SUTTON IMAGES SUTTON/SUTTON 18 COVER STORY Time for Verstappen to throttle back CAN VERSTAPPEN 26 GP3 preview: the battle of the ARTists 30 Euro F3 preview: can a rookie win? FIX THE FLAWS THAT 34 Volvo S60 WTCC track test

ARE HURTING HIM? RACE CENTRE 40 Alonso wins on WEC debut at Spa 46 very nearly topped Autosport’s Top 50 drivers of World of Sport: MotoGP; DTM; Super GT; Blancpain Sprint; IMSA; 2017, only losing out to world champion thanks Australian Supercars; NASCAR Cup; to the Mercedes driver’s superb form after the summer break. European GT4 We all expected a lot from the young Dutchman this year, and so did he, which is perhaps part of the reason why he now fi nds CLUB AUTOSPORT himself in something of a rut. It’s remarkable to note that he is 64 Extra enduro for bumper C1 entry 66 currently bottom of Autosport’s 2018 Formula 1 driver ratings BTCC racer Price joins TCR UK field 68 after serious errors in all four grands prix so far. Hamilton reunited with Le Mans Aston 69 Club column: Matt Kew This is not to say he can’t live up to the hype – we’ve already seen 70 National reports: ; enough to know that the three-time F1 winner is a potential future Silverstone; Knockhill; Castle Combe world champion. But, as Edd Straw shows in his cover interview with Red Bull boss Christian Horner, Verstappen needs to show FINISHING STRAIGHT an ability (or, perhaps, the humility) to learn from his mistakes. 78 Have-a-go hero and what’s on 80 If he can, then he and team-mate should be From the archive: 1971 Can-Am 82 formidable Red Bull-shaped thorns in the sides of Mercedes Pit your wits against our quiz and this year and beyond. SUBSCRIPTION OFFER McLaren has looked a long way from fulfi lling that role for some 83 Subscribe for £1 for first six weeks years. A lot has been made of the upgrades to the MCL33, due to and get a FREE F1 print worth £40 arrive at this weekend’s Spanish GP (see page 4). It would be great for F1 if , fresh from his fi rst car-racing victory in fi ve years at Spa’s World Endurance Championship opener last weekend, FREE INSIDE could once again mix it with Hamilton and . But in reality, if McLaren can simply move to the front of the midfi eld pack that would show progress. There’s probably a long way to go before ENGINEERING SUPPLEMENT it can really challenge the Big Three for regular victories. Why Formula E is so tough and the regulations conundrum facing the sport are two of the key themes explored in this issue. [email protected]

MAY 10 2018 AUTOSPORT.COM 3 OPINION O

DUNBAR CONTROVERSY O McLAREN: ‘REAL’ CAR, NEW

FORMULA 1 producing new parts is behind that delay. “We’re running with an evolution of last McLaren has promised that its ‘real’ year and not the new car,” said Boullier in

DEBATE 2018 car will make its debut at the China. He then downplayed hopes when O Spanish Grand Prix this weekend, raising talking about the expected step in expectations that the team will turn Azerbaijan at the end of April. around a season that has started poorly. “There is a new direction starting from While McLaren has met its pre-season Barcelona, and you cannot expect to jump expectations by being fourth in the everybody,” he said. “Everybody is bringing constructors’ championship, that’s a a package, especially for the first European Band-Aid covering the deep wound caused races. Monaco will be another upgrade, by a car that has not been competitive Canada will be another upgrade and enough. On average, the McLaren is only Silverstone as well. It is every race.”

ANALYSIS ANALYSIS the seventh fastest car of 2018, and owes McLaren has struggled for pace in

O its lofty championship position to a run of qualifying trim in particular, and has seven out of eight possible points finishes. regularly been at the bottom of the speed Given that its performance on raw pace traps. This is partly down to the car is almost identical to that of last season, carrying a little too much drag, but it despite the change from to is also understood that the gear ratios

NEWS propulsion, it’s no surprise that technical selected for the season are contributing director Tim Goss has been moved to that. F1’s technical regulations mean aside as part of what racing director teams can select only eight forward Eric Boullier describes as an “ongoing ratios, which are frozen for the season. investigation and restructuring”. McLaren’s relatively healthy points tally Comments by Boullier at last month’s Chinese GP raised hopes for a dramatic turnaround in Spain, when he said “MAYBE THE GAP the specification of car that was originally REMAINS AS IT IS, WE planned for Australia would be introduced there. A combination of troubleshooting RECOVER A BIT, OR pre-season reliability problems and some overambitious schedules for signing of and WE LOSE GROUND” Birmingham aiming for FE ‘Superprix’

FORMULA E

The Mayor of the West Midlands 2018 PACE RANKING Andy Street says he is in “advanced” negotiations with Formula E about 1 Ferrari 100.205% organising a street race that would 2 Mercedes 100.237% revive the Birmingham Superprix. 3 Red Bull 100.639% The race would form part of FE’s 2018-19 season, the first to feature 4 Renault 101.704% the series’ new Gen2 cars. 5 Haas 101.949% Street pledged to host a street race 6 102.129% in Birmingham as part of his May 2017 election manifesto. The Birmingham 7 McLaren 102.519% Superprix was a Formula 3000 round 8 Toro Rosso 102.907% (below) that took place between 9 Williams 103.255% 1986-90 using roads around the south of the city centre. Sauber 10 103.404% “Over the last year, we have been in negotiations with the organisers of the Based on taking each team’s fastest single lap of each weekend, FIA Formula E Championship about expressed as a percentage of the bringing a road race to Birmingham, outright fastest and averaged efectively reviving the Superprix,” over the four grands prix so far said Street. “We are now in the advanced stages of these negotiations. “Like many Brummies, I remember the original Superprix fondly. Photos and footage from those events have HOPE, SAME RESULTS? become almost part of folklore and remind us of how those events thrust the city firmly into the spotlight. of 36 is largely down to Fernando Alonso’s sights on catching Red Bull. During the “So much of the engineering that strong performances and the ability second race weekend in Bahrain, Alonso goes into the cars already used in of the team to execute races well. A suggested he wasn’t thinking about the Formula E racing comes from the West McLaren has yet to reach Q3 in 2018, midfield and instead was focused on joining Midlands, it makes perfect sense we and Alonso’s season-best fifth-place the big three. This now seems ludicrously should be hosting such events. If we finish in Australia was assisted by the optimistic, and McLaren’s objective now are successful in concluding the deal, timing of the virtual safety car. must be to try to climb to the front of this Formula E race will take place “Definitely not an easy start, especially the midfield as the season progresses. next summer on a route similar to on Saturdays,” said Alonso of the season. Not only will major technical- the one used in the original Superprix. “On Sundays, we did score a lot of points. department changes be disruptive, but it “Of course, there is still work to do. In Barcelona, there is a new aero package will also be a long time before they deliver Birmingham City Council have been coming, but I think 95% of the paddock is improved performance. That’s what makes supportive in our discussions and we bringing a new aero package so maybe the the Barcelona upgrade significant, if it can are working towards a deal based on gap remains as it is, or we just recover a at least work as hoped, correlate well with commercial sponsorship.” little bit or we lose more ground. Who the of-track expectations and ensure the FE evaluated adding a race in knows? It’s up to us to make that package team has something to work with. Birmingham to the end of the current work to expectations and hopefully some That it proves McLaren is working season’s calendar in place of the others don’t deliver – that is our hope.” in the right direction is almost more cancelled double-header in Montreal, Realistically, it’s diicult to see a important than the overall performance but the championship was eventually dramatic transformation in McLaren’s step. Given the huge financial commitment capped at 10 cities hosting 12 races. form at Barcelona given such turnarounds involved in changing from Honda to ALEX KALINAUCKAS are now rare, although if it can solve the Renault engines for 2018, the McLaren car’s instability problems and improve the leadership will be under severe pressure. aero eiciency this could allow the team to A solid step in Spain won’t transform emerge as a stronger midfield competitor. the team’s fortunes, but it is needed to There should also be a power upgrade steady the ship. Credibility and stability thanks to a new BP/Castrol fuel is what McLaren is looking for now. If it specification that the works Renault team doesn’t work, then there could be more and McLaren will benefit from. The key ructions to come in Woking. point of comparison will be Renault, which EDD STRAW has been ahead on pace this year. P13 OPINION Early in the season, McLaren set its SUTTON IMAGES SUTTON

MAY 10 2018 AUTOSPORT.COM 5 PIT + PADDOCK

Miami plans Formula 1 street track for 2019 GP

FORMULA 1 Miami Heat NBA team, and the pit and and back to the start/finish line. paddock area will be located adjacent to it. A similar idea to the proposed bridge- The first images of the planned Miami From the start/finish it runs down Biscayne hopping F1 layout was once discussed by Formula 1 track layout have been revealed, Boulevard, before it loops around and and original Miami GP and it uses an area previously incorporated returns on the same street. It then heads promoter Ralph Sanchez in the 1980s. into IMSA, CART and Formula E circuits. right towards a high-speed section along It is clear that the hope is that the two Plans for the race, targeted for October Port Boulevard, which crosses a bridge. long straights, both of which are followed 2019, will be considered at a meeting of After a hairpin it returns on NE 6th Street by heavy braking areas, will contribute to the city commission this week. via the same bridge to a second hairpin, similar action to that seen on the Baku The track passes around the American before a run along the waterfront around the street track used for F1’s Azerbaijan GP. Airlines Arena, which is the home of the arena, through a series of 90-degree turns, ADAM COOPER

TOP 3 MIAMI CIRCUITS

The city has a history of motorsport street racing in very different formats. Here are some of the events that have taken place since the 1980s

FERRARO

#1 THE FIRST IMSA TRACK #2 THE INDYCAR RETURN #3 SOLO FORMULA E VISIT The original Miami layout, first employed by the After IMSA and Indycar races at Bicentennial Motorsport returned in 2015 courtesy of IMSA sportscar series in 1983, also used Park – further north than the original venue Formula E, which raced on a short 1.4-mile Biscayne Boulevard and ran around the area – the CART series brought racing back to the course that went around the arena, but then where the arena now stands. won the Biscayne Boulevard area for 2002 and ’03, using swung north. Nicolas Prost scored the first of very wet race in his March-, with Bob some elements in common with the original his three career FE victories in his e. Tullius (pictured) taking his Jaguar to fifth. Brian IMSA track. won Renault car, with flying the Redman/Doc Bundy scored a Jag win in ’84; in his Newman/Haas Lola in ’02, with Mario stars-and-stripes in second for Andretti Holbert/Derek Bell won in a 962 in ’85. Dominguez (Herdez Lola) on top in ’03. Autosport, and Daniel Abt taking third.

6 AUTOSPORT.COM MAY 10 2018 PIT + PADDOCK

IN THE HEADLINES

YOUNG BRITS IN F1 TEST Following Force India’s confirmation of George Russell, the post-Spanish Grand Prix Formula 1 test at Barcelona is to feature more of the cream of current British up-and-coming talent. Formula 2 racers and will drive for McLaren and Renault respectively, Aitken getting his first run in a current F1 car. Former F2 star Oliver Rowland gets a runout with Williams, alongside . The not-anywhere-near-as-young Oliver Turvey also tests, alongside Norris at McLaren.

SAUBER TECH CHIEF OUT Sauber technical director Jorg Zander has let the team. Zander, who worked at the squad in its BMW days, returned in 2017 ater

SKIBINSKI/IMS working as ’s tech chief during its LMP1 programme. It comes weeks ater Sauber hired former , Ferrari and Audi man Fight to replace Fittipaldi Jan Monchaux as its new head of aero. INDYCAR SERIES that had wandered on to the circuit. AGAG’S €600M BID After those delays, Wickens passed the Formula E CEO Alejandro Agag has made hopes to make its test along with AJ Foyt Racing’s Matheus a surprise €600million bid for outright decision on who will replace the injured Leist and reigning champion ownership of the series. In a letter to the for the Indianapolis Kyle Kaiser for . chairman of the FE board of directors, and 500 later this month. The trio was not allowed to undertake seen by Autosport, series founder Agag Fittipaldi was injured in qualifying for the further track time in the afternoon’s wrote: “As an entrepreneur I would like to World Endurance Championship round at veteran refresher test, which featured increase my interest in the business and Spa last weekend (see p8) and is expected the return of Danica Patrick (above). influence in its future direction. I strongly to take eight weeks to recover, ruling him Like Wickens, Patrick had her fair share believe in the future of Formula E and this out of a maiden Indy 500 attempt. of problems. On her installation lap she ofer is an expression of that confidence. For While Fittpaldi’s IndyCar rideshare sufered a water-temperature issue in this reason I would like to make a proposal with Indy Lights graduate Zachary Claman the first running of her brand-new car. But to buy all the shares in the company at a DeMelo means the Canadian will drive in she eventually returned to work her way value of €600m equity value.” this weekend’s Indy road course race, DCR through the three phases and set a best lap is hesitating over giving the Indy 500 drive of 218.500mph, 1.148mph slower than SARRAZIN BACK IN FE to him. And the lowered costs of IndyCar, SPM third entry Jay Howard’s benchmark. Versatile Frenchman Stephane Sarrazin which have led to an entry list of 35 cars Dreyer & Reinbold Racing’s Sage Karam will return to the Formula E grid for this with multiple one-ofs, make DCR’s task of also completed the test, with Foyt’s James month’s Berlin round with Andretti, and finding a replacement all the more diicult. Davison a notable absentee. will complete the season with the squad. Whoever gets the nod will be allowed The first days of IndyCar’s ‘Month of Sarrazin replaces , who to do a rookie orientation programme – May’ superspeedway testing ended last is focusing on his World Endurance Fittipaldi’s was slated for May 15. Wednesday with a manufacturer test programme with BMW. Meanwhile, Luca Schmidt Peterson Motorsports star for Honda and Chevrolet that was Filippi has been given a reprieve by NIO for newcomer completed disrupted by high winds. Berlin, ater losing his seat for the Paris his rookie programme last week after One-time Indy 500 winner Tony round to reserve driver Ma Qing Hua. an unusual test that required a switch Kanaan (below) was fastest with a speed of to James Hinchclife’s car after a gearbox 226.680mph, having also topped the first PIQUET’S GP3 DEAL problem. That came after phase one of his day’s open test, which featured 21 cars. Ex-Formula 3 European Championship racer test was interrupted by a Canada goose TOM ERRINGTON has finally been confirmed by Italian team Trident for this year’s GP3 Series. The son of completed post-2017-season testing and pre-season ’18 runouts with the squad.

ZARCO GETS KTM BERTH MotoGP starlet Johann Zarco has secured his first factory ride with KTM for 2019. The Frenchman, who switches from Tech3, joins

JONES/IMS Pol Espargaro at the Austrian team, and replaces Briton Bradley Smith.

MAY 10 2018 AUTOSPORT.COM 7 PIT + PADDOCK

J BLOXHAM Manor cash ‘in place for Le Mans’

WORLD ENDURANCE CHAMPIONSHIP

The cashflow problems that prevented the Manor Ginetta LMP1 team from racing in last weekend’s World Endurance Championship opener at Spa should be resolved in time for the Le Mans 24 Hours in June, the British constructor has been promised. Funds due to the Manor-run CEFC TRSM Racing squad failed to arrive, and Ginetta prevented the cars from running in anger. The two G60s (below) each completed one in-out lap in each of the three practice sessions and took no part in qualifying or the race. “The required funds for Ginetta were due some Aston, Ferrari and time ago, and while we understand that TRS has been working with its sponsors to sort the issues, Ginetta cannot allow the cars to race,” a statement read. Ford join discussion “We have been informed by TRS [Talent Racing Sport] that the current situation is a short-term on future of LMP1 cashflow problem and that the main funds are in place for payment before Le Mans. Ginetta remains committed to working with CEFC TRSM Racing.” WEC there is a definite interest,” said The funding issues come against a backdrop of Aston Martin Racing president uncertainty over the future of team sponsor CEFC Aston Martin versus Ferrari David King. “If the Automobile China Energy conglomerate. Its staf have gone unpaid versus Ford versus Toyota Club de l’Ouest and the FIA for two months and an investigation has been launched versus McLaren. That’s the [which write the rules] allow into the financial activities of chairman Ye Jianming. mouthwatering prospect of the us to compete at a cost that Should these problems not be resolved, Ginetta new LMP1 class, dubbed GTP, is not an order of magnitude could still be on the grid at Le Mans. The #5 car is due to arrive for the 2020-21 more than a GTE programme, understood to be largely funded by Ginetta, after it World Endurance Championship. then we would look at it. stepped up its involvement in the TRSM operation They are the five “We wouldn’t be at the table when another team that had ordered multiple cars manufacturers around the to discuss LMP1 as it is now, was unable to put its programme together. table discussing a new set of because it’s too expensive, as Speculation suggests that the first team on the rules designed to maintain the it was when we dabbled in it Le Mans reserve list, 2015 LMP2 class winner KCMG, performance of the current before [in 2009-11, above]. has been told to start preparing for the race. generation of P1 cars at a much The conditions of our entry The P1 Spa field was further depleted when Pietro lower cost, at the same time would be afordability, and the Fittipaldi crashed heavily in the DragonSpeed BR as giving the manufacturers ability of a small company like Engineering-Gibson BR1 at Eau Rouge in qualifying. the chance to style their racing ourselves to compete with The 21-year-old sustained a compound fracture of machinery in the image of someone like Toyota together his left leg and a broken right ankle, and was still in their road cars. If those names with a relevance to road cars.” hospital in Liege at press time after successful surgery. weren’t sexy enough, there’s a Ferrari and Ford, current It appears that the power steering cut out when sixth manufacturer in Porsche players in GTE Pro like Aston, an electrical glitch hit and didn’t turn itself back on. keeping a watching brief on are playing their cards closer DragonSpeed boss Elton Julian would not comment what’s going on as an observer. to their respective chests. on the future of his P1 programme until a thorough How close each of the “We are around the table with investigation into the accident had been concluded. manufacturers is to making a the other manufacturers, but we GARY WATKINS commitment to develop a GTP can’t say if we are interested or car cannot be known at this not interested,” said the Italian JEP point. The regulatory roadmap manufacturer’s GT racing boss, has yet to be totally defined Antonello Coletta. “We need to and won’t be announced until understand what is happening, the week of the Le Mans 24 but if the new category is not so Hours in June. expensive, a lot of manufacturers Toyota and McLaren have could be interested.” already confirmed a firm Ford is at the table because it interest in the new category, and is trying to work out what to do now Aston has joined them. after its existing commitment “We are at the table because to the WEC finishes at the end we are interested – there’s no of the 2018-19 superseason. certainty that we will do it, but GARY WATKINS

8 AUTOSPORT.COM MAY 10 2018 PIT + PADDOCK

NEW CAR

BRABHAM When limped out of Formula 1 at the start of 1993, the BT61 was a work in progress. Step forward, the BT62! Built by Brabham Automotive under the headship of , this supercar designed for the track uses a 5.4-litre engine producing 700bhp. Just 70 will be built in Australia, with the first 35 featuring special colour schemes to celebrate the marque’s GP victories. All yours for £1million plus local taxes. “The goal is to go to Le Mans with our own race team, with our own car,” said David Brabham. “There’s a long-term plan and that’s what I’ve worked on for 12 years.”

Red Bull gives Ticktum Japanese chance

SUPER FORMULA Nicholas Latifi in a pre-season test], which is on a similar wavelength.” McLaren Autosport BRDC Award winner Ticktum’s first laps behind the wheel of has been given two races in the Honda turbo-powered Mugen Japan’s hotly contested Super Formula will come in free practice at Sugo. “I’ve series with Team Mugen. never even driven it on the sim,” he added. The Red Bull Junior, who took victory in “I’m thrown in at the deep end as usual!” last November’s , will Meanwhile, Ticktum begins his main replace Red Bull Athlete Nirei Fukuzumi at 2018 programme – the Formula 3 European Sugo on May 27, and will then compete at Championship – with this weekend’s Fuji on July 8. Fukuzumi has to miss both season opener at the . He SUTTON races because of his clashing Formula 2 lines up with the German Motopark programme with . squad with which he won in Macau. Ticktum was given the fill-in role by Red Series organisers are facing a conundrum, Bull driver chief , who placed which will likely not be resolved until (below right) at the same team Thursday, over how the 23-car field will be for the 2017 season – the Frenchman was divided into two for the first qualifying narrowly pipped to the title and impressed session. Usually this is decided by alternate enough to earn a Toro Rosso Formula 1 seat. championship positions, but with Pau “It’s something that Helmut told me to hosting the first round a new method has to do,” Ticktum told Autosport. “He’s putting be adopted. The previous system of sifting me there to see how I cope with jumping in the field by odd and even car numbers is something new and a bit quicker. The Super also not possible, as 14 cars have odd Formula car is one of the last proper racing numbers and only nine have even. cars there is, so I’m very much looking MARCUS SIMMONS ISHIHARA forward to it. I drove Formula 2 a month or P30 F3 PREVIEW so ago [when Ticktum replaced the unwell

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F1 SPANISH GRAND PRIX PREVIEW

WATCH OUR ONLINE PREVIEW AT AUTOSPORT.COM

UK START TIMES FRIDAY SATURDAY SUNDAY HIGHLIGHTS ON FP1 1000 FP2 1400 FP3 1100 QUALIFYING 1400 RACE 1410 CHANNEL 4 RACE 1800 LIVE ON SKY SPORTS F1 BBC RADIO 5 LIVE SPORTS EXTRA 1400

TYRE ALLOCATION THEMES TO WATCH

SUPERHARD HARD MEDIUM SOFT SUPERSOFT ULTRASOFT HYPERSOFT INTERMEDIATE WET BARCELONA IS CRUNCH TIME FOR McLAREN… After struggling to unlock qualifying speed from its new car in the early races, thanks to mistaken aero AVAILABLE AVAILABLE AVAILABLE AVAILABLE AVAILABLE targets, missed production deadlines and misjudged gear ratios, McLaren TRACK STATS heads to Barcelona with a big update package it hopes will narrow the LENGTH 2.892 miles The Circuit de yawning chasm between it and F1’s big three teams. NUMBER OF LAPS 66 Catalunya is the third Barcelona venue to host 2017 the Spanish GP, ater …BUT HOPEFULLY Lewis Hamilton 1m19.149s Montjuich Park and NOT FOR RED BULL POLE LAP RECORD Pedralbes, where Fangio After hauling both drivers into the Lewis Hamilton 1m19.149s (2017) took victory in 1951. Milton Keynes factory to apologise RACE LAP RECORD after their mutual annihilation act Kimi Raikkonen 1m21.670s (2008) in Baku, Red Bull is expecting Max Verstappen, in particular, to show he PREVIOUS WINNERS can drive with more poise and control. 2017 Lewis Hamilton Mercedes 2016 Max Verstappen Red Bull CAN MERCEDES PLACATE 2015 Mercedes ITS NEW DIVA? 2014 Lewis Hamilton Mercedes The Catalunya circuit will offer all 2013 Fernando Alonso Ferrari teams their first real reference point 2012 Pastor Maldonado Williams for progress made since winter 2011 Sebastian Vettel Red Bull testing. The W09 looked strong back 2010 Red Bull then, but has been wayward in using 2009 Jenson Button Brawn the Pirelli tyres since. It’s looking 2008 Kimi Raikkonen Ferrari remarkably like 2017 all over again.

MAY 10 2018 AUTOSPORT.COM 11

OPINION PIT + PADDOCK

SPANISH FLYERS: EXPLODING THE MYTH

McLaren has promised its 2018 car will finally arrive this weekend, but historic data exposes the ‘magical’ Spanish Grand Prix upgrade package as a fantasy

EDD STRAW

n illusory truth is one that’s held to be self-evident quickest. These can then be averaged out over sets of races, because it has been repeated so many times that giving equal weighting to each weekend. Comparing the average A it becomes unchallengeable. Is there any more performance over each season’s first four races with that at dependable trope of this kind in Formula 1 than Barcelona from 2010-17 gives 89 separate data points, and of the magical Spanish Grand Prix upgrade package? those only 25 show a team being closer to the outright pace in McLaren’s promise that “the 2018 car is coming to Barcelona” Spain than over the first four races. That’s 28% of the time. has raised expectations of a transformative weekend for the Barcelona is not always the fairest track for establishing the struggling team, despite other attempts out of Woking to overall order, because it’s a circuit where gaps can be distorted downplay expectations. But history shows the game-changing given the extreme downforce dependency even in F1 terms. So it’s Spanish GP update is more myth than matter. perhaps fairer to compare the four races before Spain with the There are valid reasons why Spain is a logical race for a big four that follow. Even then, the figure only rises to 36, or 40% of package to be introduced. Firstly, it’s close to home for the the time. The average performance swing at Barcelona compared European-based teams after what is usually a busy run of races. with the first four races of the season is just 0.294%. And when Secondly, Barcelona is a great test track. Pre-season testing you compare the first four races with the four-race run starting took place there, so it’s also the ideal place to compare your with Spain, the average performance swing is close to zero. car against the benchmarks established ahead of the season. Ignoring pure performance, it’s also rare for there to be It’s also a more conventional track amid a sea of outliers. substantial changes in the order. McLaren is ranked seventh for Early in the season, Bahrain’s Sakhir circuit is perhaps the most performance based on the average of the first four races, so in order to move to the front of the midfield at the Spanish GP it requires a three-place jump. These are rare. Encouragingly for McLaren, it did leap from ninth on average to “MC LAREN IS RANKED SEVENTH fourth best in Spain last year. This was down to a combination of BASED ON THE AVERAGE OF factors, including a Honda power-unit upgrade that included a new air intake, aerodynamic developments, and a track THE FIRST FOUR RACES” configuration that better suited the car. This represented a remarkable gain of 1.093% relative to the front, and over the four races starting with Spain a gain of 0.818%. So there are cases when more significant gains can be made. conventional layout, while Albert Park and Baku are highly Currently, the gap from McLaren to fourth-best Renault is unusual. And following Spain are Monaco and Canada, another 0.815%, so there is some cause for optimism there. But it should two odd tracks. There will be Monaco and Montreal-specific be added that it slipped down to eighth fastest on average during parts, and there’s six weeks until F1 visits its next ‘orthodox’ that four-race run, which supports the view that Barcelona was track for the return of the French GP at Paul Ricard. an outlier that suited McLaren’s strengths. So it’s logical that teams will bring plenty of parts to Spain, If McLaren does make some small gains this weekend, say up even though all of them had already evaluated plenty of new to 0.5% compared with the front, then it will be to its credit and components in the first four races of this year. The timing is right, should make it a more capable midfield performer. But given that the track configuration is right, the historical data for comparison McLaren has pointed to Red Bull as its benchmark, it will be the is right. But a transformative package is not necessarily so easy to gap to the big three that is more significant. Its 1.88% deficit to achieve. In order to gain ground, you not only need to improve Red Bull over the first four races is a performance swing that has your car, but also do that by more than your rivals. never been made in Spain from 2010 to ’17. But what does the historical data tell us about the chance of an Should McLaren make more spectacular gains, it will have upgrade transforming a season? Autosport’s ‘supertime’ data is bucked the overall trend and may be close enough to achieving generated by taking each team’s fastest single lap of a grand prix the performance level required to be fourth in the constructors’ weekend and expressing it as a percentage of the outright championship on merit rather than by stealth.

MAY 10 2018 AUTOSPORT.COM 13 PIT + PADDOCK OPINION

BALANCING ACT

The World Endurance Championship requires a Balance of Performance quick-fix to make GTE Pro the five-way battle that the series so dearly needs

GARY WATKINS

he World Endurance Championship got futile, at least as far as the six-hour WEC races go. the perfect result for what was – it’s easy The reason why the debate has reignited is the arrival of T to overlook – its relaunch race at Spa last the second-generation Aston Martin Vantage GTE, the BMW weekend. A Fernando Alonso victory put M8 GTE and the Ferrari 488 GTE evo. This is the first time that the series firmly in the headlines. But what new machinery has been pitched against existing cars running wasn’t quite so perfect for me were the happenings in GTE Pro. to a BoP calculated by the algorithm at the heart of the automatic Not that it wasn’t a good race down in the premier GT class. system. They have to be given a starting point, which clearly Ford and Porsche battled hard most of the way, the pendulum can’t be based on event data. swinging one way and then the other. My problem was that it was The rulemakers – the FIA and the Automobile Club de l’Ouest a two-way fight rather than one involving five manufacturers. – have to make a judgement call based on what they do know Aston Martin and BMW were nowhere, and even reigning from BoP testing at the Ladoux Michelin proving ground, dyno class champion Ferrari wasn’t really in the game. Its 488 GTE and windtunnel testing, and data supplied by the manufacturers wasn’t competitive in qualifying, though it was marginally of the new cars. That reintroduces the human decision-making closer in the race, sneaking a podium at the death that the automatic system was devised to remove. That’s a problem for the WEC, because the series needs The allegation from Aston, BMW and Ferrari is that the GTE Pro to provide some cracking racing. It should be the starting points for their respective challengers are wrong. championship’s halo class in the absence of multiple And big-time wrong. manufacturers in LMP1 or, by the looks of it, any realistic The problem is that the auto BoP takes time to work itself out. opposition for Toyota from the privateers. A car can only have its performance adjusted every two races, Alonso’s victory brought the WEC to a wider audience and the changes allowed come in relatively small increments. on Saturday night and Sunday morning. But how long That explains why the aggrieved manufacturers have been talking about writing off the 2018-19 WEC superseason. Le Mans has its own BoP courtesy of the unique demands of the 8.47-mile and the fact that each of “IN THE ABSENCE OF MULTIPLE the cars runs in different aerodynamic configuration to the LMP1 MANUFACTURERS, GTE PRO six-hour races. It’s distinct from the auto system because it relies on human interpretation of the data, including that SHOULD BE THE HALO CLASS” gathered at the pre-Le Mans races. There’s always the worry that manufacturers will try to play a long game by not showing their hand before the 24 Hours, and those with new cars are well placed to do that. You’ll find before the novelty wears off? Should the Spaniard and engineers in the paddock who will tell you that it’s a trick that team-mates Sebastien Buemi and triumph has been pulled successfully in the past, both before and after at the Le Mans 24 Hours next month, will everyone still be the introduction of the auto BoP. excited by his sportscar exploits at Silverstone, Shanghai It will become clear if anyone has been playing games at Le and Sebring? Not if the LMP1 battle turns into the Toyota Mans, and there are lots of weapons in the rulemakers’ armoury whitewash that we all expect. to penalise any offenders before and during the race. There is The inability of the new GTE cars from Aston Martin and also a two-month gap between Le Mans and the next six-hour BMW, and the evolution version of the Ferrari, to compete WEC race at Silverstone for some serious number-crunching. was placed firmly on the Balance of Performance by the The WEC must redress the problems we saw at Spa, presuming manufacturers. They suggested that it was no coincidence they aren’t contradicted at Le Mans, and there’s a mechanism that the three cars that proved uncompetitive were the three in the BoP guidelines to do it. The so-called ‘black-ball rule’ new cars, and the updated Ferrari counts as one of those. allows for a round of non-automated changes once a season. The BoP debate has been burning itself out over the past It surely needs to happen in time for Silverstone on the 10 or so months. And that’s because the automatic system – penultimate weekend of August. The WEC needs the GTE Pro introduced last year – based on data collected from the races boys to put on a show, because Toyota’s superseason cakewalk has made the bickering and lobbying of previous seasons is going to get boring pretty quickly.

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        OPINION PIT + PADDOCK YOUR SAY

I asked a lot of people in racing about Rolf Stommelen, and their eyes lit up when talking about how much of a badass he was

ALEX BASSI

Thanks for the Rolf Stommelen memories The Rolf Stommelen piece (April 26) was amazing! Thanks so much. I was at Riverside as an 11-year-old in 1983 when he was killed. As he was getting into the 935, my dad was telling me all about how crazy-fast the guy with the glasses was. We were behind the pitwall, making eye contact with him as he got in the car for the final time. My dad was telling me all the stories: 917, pole at Le Mans, Arrows F1, etc. We heard the crash as we walked towards the back straight and later saw the wreckage… After I started reading racing mags in 1985 and really getting into racing, I was always looking for a story on Rolf (right). I asked a lot of people in racing about him, and their eyes lit up when talking about how much of a badass he was. I even asked Paul Newman about him at an IndyCar race at Long Beach and my question generated a good five minutes out of him. Which was cool, because he was busting my balls about not having the correct pass and all of a sudden he forgot and went on and on and ignored all the fans that wanted to talk movies and get autographs. (Things you can get away with as a teenager.) LOL Alex Bassi Los Angeles, California It appears that he either thinks he has something to prove, or Can Button beat Alonso to the triple crown? the pressures from above at Ferrari are weighing heavy on his Brilliant to see Jensen Button will be back racing in Europe in shoulders. Wise up, Seb, or the title is yours to lose again! LMP1 WEC as well as his exploits in Japan. Do you think he Adrian Townsend can beat Fernando Alonso to the triple crown? Maybe Nico Retford, Nottinghamshire Rosberg will come out of retirement and could sign up to race at Le Mans as well. Who would be best New fencing spoils the view to follow in ’s footsteps? Having experienced the ‘minor adjustments’ to the Brands Justin Lyle Hatch Grand Prix loop during last weekend’s Blancpain GT Glasgow round, I would suggest it is now dead for spectators. What was once a pleasure to view out in the woods has now turned Vettel needs to drive with his head not his heart into a display of galvanised construction, with the sight After Azerbaijan, it seems obvious Sebastian Vettel is of racing cars somewhere behind. Brands should not have incapable of winning the drivers’ title unless he starts gone to the trouble and expense of fence erection, just driving with his head instead of his heart. All he had to do put barriers across the paths, with ‘keep out’ signs! was finish ahead of Lewis Hamilton to maintain the lead in David Connett the championship. But a bravado move cost him vital points. By email

HAVE YOUR SAY, GET IN TOUCH Correction Last week we claimed would make his Autosport editorial Le Mans debut in 2018. He did, of course, race for Ford Autosport Media UK Ltd @ 1 Eton Street E-mail Twitter Facebook there last year, finishing sixth in GTE with Joey Hand Richmond autosport@ twitter.com/ facebook.com/ and Dirk Muller. TW9 1AG autosport.com autosport autosport

MAY 10 2018 AUTOSPORT.COM 17 VERSTAPPEN’S WOES O GP3 PREVIEW O EUROPEAN F3 PREVIEW O VOLVO TRACK TEST TIME FOR MAD MAX TO THROTTLE BACK

Four erratic races have put Verstappen under pressure in 2018. Can he learn from his mistakes?

EDD STRAW

F1 POINTS AFTER FOUR ROUNDS

1. HAMILTON  70 2. VETTEL  66 3. RAIKKONEN  48 8. VERSTAPPEN  18

TEE COVER STORY MAX VERSTAPPEN

MAX VERSTAPPEN stands at a fork in the road. One path leads to what he and many others who recognise a brilliant, irresistible talent regard as his manifest destiny of winning the world championship. Exactly what lies in the other direction – perhaps more wins but never STAT the grand prize – is unclear, but Verstappen must turn away from the direction he’s facing. He’s always been a lightning rod for criticism, but 2018 is the first time Verstappen has made a sustained run of 20TH errors that has blighted a campaign. Verstappen is currently last in In Australia, frustration at being mugged by Kevin Magnussen at both Autosport’s average the first corner turned to impatience as he struggled to get back past. Formula 1 driver ratings This led to a messy exit and running a kerb, picking up the floor damage and the readers’ that led to his later spin. In Bahrain he crashed in Q1 and then, in ratings forcing Lewis Hamilton needlessly wide at the exit of Turn 1 after losing the corner, hit the Mercedes and picked up terminal damage. In China he threw away victory by going off while trying an impatient around-the-outside pass on Hamilton and then clattering into Sebastian Vettel. In Azerbaijan he hit Red Bull team-mate Daniel Ricciardo and later moved twice in the braking area – earning himself, according to the stewards, an equal share in the team wiping itself out of the race. This cannot go on. That’s why we need to talk about Max. Verstappen has the air of belligerence that many, but not all, of the greats have. But he has been apologetic on two occasions this year – after hitting Vettel in China and the Baku collision. And he and Ricciardo also had to apologise to the entire Red Bull factory on Wednesday last week, a humbling experience. That’s reflected in private too. The Chinese GP, where his blunders were compounded by team-mate Ricciardo’s win – a textbook example of how to stay on the tightrope between aggression

“WHILE RICCIARDO HAD HIS STAKE IN THE INCIDENT, HIS JUDGEMENT WAS CLOUDED BY IRRITATION” POTTS/SUTTON IMAGES POTTS/SUTTON and over-aggression – is understood to have had a profound impact HONE on him. How could it not, given that it drew criticism from both Red Bull’s Helmut Marko, who said he must not overdo it, and his father Jos, who urged his son to think more in battle? “My dad is the hardest critic of everyone in the whole world, so if I can handle him, I can handle anyone,” said Max before the Azerbaijan Grand Prix. “You’re not perfect, nobody is perfect, you can always improve. I am very happy to listen and improve, like everyone else. The situation just makes you a better driver at the end of the day.” Verstappen’s contrition was genuine, hard as that may be to believe when you saw how he drove in Baku. There, it wasn’t just his trademark moving in the braking area that led to the crash, but his aggression towards Ricciardo throughout the race that led to the frustration growing. While Ricciardo had his stake in the incident, because the gap on the inside was never there and his usual good judgement in battle seemed clouded by his irritation with his team-mate, it was Verstappen who contributed the greater part to the situation. Another key player in helping Verstappen through this tricky spell is Red Bull team principal Christian Horner. You can only imagine the frustration he felt. Who knows how many conversations they must have had after China about Verstappen’s need to cut out the mistakes, only for him to overstep the line once more in Baku? “Ultimately, he will emerge from the other side of this,” says Horner. “The most important thing is to learn from mistakes. The start of this season has been tough for him. In many cases it’s looked like he’s overeager. The other thing he benefits from, or will benefit from, is that his team-mate is a very polished and finished article and obviously at a different stage in his development. He can, and will, learn a lot of lessons from Daniel because, even after the incident in Azerbaijan, there is a respect between them. Daniel provides a very good and rounded benchmark there.” It’s clear Red Bull sees the Verstappen/Ricciardo line-up as the ideal one for the team, hence the pressure it’s applying to get the Australian to sign on the dotted line of a new deal that would keep

20 AUTOSPORT.COM MAY 10 2018 MAX VERSTAPPEN COVER STORY

CASE STUDY

Perez (let) got on DUNBAR the wrong side of team-mate Button

SERGIO PEREZ 2013

During his one and only season with what was then regarded as a top team, McLaren, Sergio Perez earned himself a reputation for getting into scrapes. Ater upsetting team-mate Jenson GASPEROTTI/SUTTON IMAGES GASPEROTTI/SUTTON Stewards found both Button in Bahrain, Perez then Red Bull drivers to had another run-in with him in blame in Baku accident Monaco, also winding up both Fernando Alonso and Kimi Raikkonen. “That won’t help, maybe someone should punch him in the face,” was Raikkonen’s suggestion when he was asked if the drivers would be speaking to Perez about his conduct. The Mexican, who has gone on to become one of the most dependable and consistent performers on the grid, has clearly learned from his experience. “If I look back, that cost me quite a lot in terms of reputation,” says Perez. “Everyone saw that Jenson beat me, but everyone forgets that I outqualified him [10-9 over “I WAS QUITE the season]. Without those FRUSTRATED mistakes that I made because of being impatient… THE CAR WAS “I was quite frustrated that my NOT AS QUICK McLaren was not as quick as they AS THEY SAID” told me it was going to be. I think Max, in the last couple of races, has been quite impatient. He doesn’t have the performance in his car that he is hoping to have and he is overdoing it.” Perez claims that the criticism he received in 2013 did not concern him. But he also warns that it’s important for drivers to think about their driving when they are under fire. “It’s not something that worries me, or worried me at the time, because you just focus on your job,” he says. “That said, when there is a lot of talk about your driving, you should think about it. Max is an intelligent boy and he will look at himself and see that he did wrong. He went straight to Sebastian [Vettel] ater the race [in China] to apologise because he knew he made a mistake.” Having been in that situation himself, Perez is confident Verstappen will grow out of it – just as he did. Red Bull team principal “Most of the time he has control, but he has lost that in Horner believes Verstappen the last couple of events,” concludes Perez. “I’m sure he has looked “overeager” will grow up from this impatience.”

MAY 10 2018 AUTOSPORT.COM 21 COVER STORY MAX VERSTAPPEN

him at Red Bull for next year and beyond. Ricciardo’s ability to MAX VERSTAPPEN’S force the issue on track but not overreach (Baku excepted) is the template for Verstappen to learn from. F1 RAP SHEET But why is Verstappen trying too hard? The most logical conclusion is that, in his fourth season in F1 and as a driver with three victories and 64 In his 64-race grand prix career, Max Verstappen has been starts under his belt, he sees himself as ready for a world championship caught up in an increasing number of significant incidents. push. He certainly has the ability, but it’s important to remember Here’s a rundown of the various controversies, both those Verstappen is still only 20. Clearly, dealing with the reality that the that were his fault and those that were not. Red Bull is generally fast enough to fight for victory in the races, but almost invariably starts with a track-position disadvantage, is a factor. “Max’s hunger and determination has hurt him this year, because 1 MONACO 2015 Collides with Romain Grosjean at Ste Devote each grand prix there’s been an incident or a mistake,” says Horner. while trying to overtake. “Some of the moves that he’s pulled off, the first lap in China, are sensational. But for whatever reason the races haven’t gone smoothly 2 HUNGARY 2016 Is criticised heavily for weaving in defence and haven’t reached their potential. With Max, his raw ability is not in of position against Kimi Raikkonen. any doubt and he will learn from what’s happened – and he needs to. It’s a matter of closing the book on the first chapter, starting afresh 3 BELGIUM 2016 Collides with the at the start, then now we’ve got to Europe and put it behind you.” weaves against Raikkonen again. The experience can’t fail to change Verstappen. The question is whether it will change him enough for him to show patience at key JAPAN 2016 Mercedes withdraws protest moments in the intense pressure of battle. Out of the car, it’s easy against Verstappen for forcing Lewis to accept that you have to play it cool sometimes and show better Hamilton down an escape road. judgement. When you’re flying towards a corner at breakneck speed with cars around you, that’s when you have to rely on instinct and process MEXICO 2016 Sebastian Vettel attacks Verstappen, who decisions in split seconds. Some just don’t have the temperament for it. goes of-track to defend, and criticises both There’s only so much that can be done to knock Verstappen into shape. Verstappen and the FIA race director. It’s down to him to take the problem seriously enough to take it onboard and not let his ego prevail, then to have the temperament to lock that 4 SPAIN 2017 Tries to go around the outside of Valtteri more measured approach in his subconscious so that he processes these Bottas and Raikkonen at Turn 1 and is situations correctly in the heat of battle. You cannot teach this; you can taken out in a three-way collision. only create the conditions to maximise the chances of it being learned. There’s a risk it’s a flaw that may never be defeated, but given 5 BRITAIN 2017 Runs Vettel of the track, leading to criticism Verstappen’s age it is more likely that he will master it. from the Ferrari driver over the radio. “The only person that can work it out is Max,” agrees Horner. “We can all offer advice, feedback and guidance, but the only person HUNGARY 2017 Is branded a ‘sore loser’ by Ricciardo ater that can ultimately come to those conclusions is Max himself. crashing into his team-mate at Turn 2. And he’s smart enough to do that. “He’s been a lightning bolt from the moment he arrived in F1. He ITALY 2017 Collides with trying to make an optimistic pass around the outside at the first chicane. “WHEN YOU’RE FLYING TOWARDS SINGAPORE 2017 Wiped out in the three-way collision with A CORNER, THAT’S WHEN YOU the Ferraris at the start and is criticised by HAVE TO RELY ON INSTINCT” Ferrari, though is not to blame.

USA 2017 Launches tirade at oficials ater being turns up at Red Bull and wins his first grand prix; he’s driven some relegated from third to fourth for going fantastic races. This year, he’s got off to a bad start, so now it’s a of-track to pass Raikkonen. matter of a clean start, put it behind you, learn from those incidents, focus on where your strengths are and know that some days you MEXICO 2017 Collides with Hamilton and Vettel during are going to have to concede. initial battle for the lead, but gets away “I don’t think anything specifically has changed in his life or in his without damaging his car. approach, it’s just that a sequence of events has happened and sometimes when you get into a spiral nothing goes right for you. You have to break 6 AUSTRALIA 2018 Blames car damage caused by hitting the mould in order to change, and I think that you often see it go the a kerb for Turn 1 spin. other way – once you get right on the crest of a wave, everything falls perfectly for you. He’s got enormous ability and he can go on to 7 BAHRAIN 2018 Crashes in Q1 and blames an engine power achieve fantastic things in this sport, but only if he learns from spike, then runs Hamilton out of road in the the experiences that he’s gone through.” race and retires with the resulting damage. The point about his bad start permeating into four bad races is a very significant one. One of the cornerstones of a strong psychology for any CHINA 2018 Goes of trying to go around the outside of elite sportsperson is the ability to put errors behind them and keep Hamilton, then clumsily hits Vettel at the focused. If you make a mistake in one corner, you can’t make up for it hairpin, earning a 10-second penalty. in the next. Instead, you need to keep your mind clear, and ensure you simply drive the next turn at 100%. By trying to go beyond 100%, AZERBAIJAN 2018 Is criticised by the stewards for weaving seemingly to make up for an earlier error (be it a bad start, a qualifying against Ricciardo moments before their frustration or a previous race), Verstappen is not driving the race in spectacular collision. Red Bull also partly front of him. It’s always dull when drivers talk about taking things blames Verstappen for the incident that ‘step by step’, but that is exactly what he has to do. took both cars out of the race.

22 AUTOSPORT.COM MAY 10 2018 1

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6 ANDRE/SUTTON IMAGES ANDRE/SUTTON ANDRE/SUTTON IMAGES ANDRE/SUTTON COVER STORY MAX VERSTAPPEN

In Baku, for example, it’s clear that having Ricciardo on his case CASE STUDY got to Verstappen. He sees himself as Red Bull’s lead driver, perhaps understandably so given he outperformed Ricciardo over the course of 2017. But his team-mate has once again raised his game. That’s perhaps why what seemed to be the low point for Verstappen of China was ETHERINGTON extended to Azerbaijan. And it will have been compounded by a contract landscape that gives Ricciardo every reason to want to beat him. Red Bull remains committed to allowing its drivers to race. While Verstappen’s contract extension and the fact that Ricciardo is sniffing around other teams may suggest it’s become Max’s team, that’s not what Red Bull intends. And understandably so, for while having a clear number one and number two in some ways makes life easier, it creates its own problems. The strongest team needs to have the strongest line-up. Provided the relationship between the two drivers does not become toxic – and even after Baku it’s still good between Verstappen and Ricciardo –that puts the team in the strongest position. There was a point when Verstappen was seemingly indulged by Red Bull. He’s not being let off the hook now though. “They’ve been very expensive lessons for him, so I’m confident that he will recognise where the lines are,” says Horner. “Racing your team-mate ROMAIN GROSJEAN is very different to racing other competitors. You get criticised if you let 2012 them race, you get criticised even more if you give them team orders. One of the essences of Red Bull is we don’t have a number one or number two. Few drivers in the history “If you have a defined number one and number two you probably avoid of Formula 1 have come in some of the scenarios, such as what happened in Baku, but that’s not the for as much flak as Romain way that we go racing. We do not interfere in the way that the drivers race, Grosjean did during his other than that we request that they respect the team and respect each ‘character-building’ 2012 other, because they’re representing every member of the team.” season with Renault. Red Bull has been here before. Verstappen’s predecessor, , But when he reflects on fell apart mentally after a series of incidents culminating in Sebastian the impact that year had on Vettel branding him a “torpedo” after two collisions in three corners at

him, it’s not triggering a start IMAGES SUTTON/SUTTON the start of the 2016 Russian Grand Prix. Coincidentally, this played a crash in the Belgian Grand Prix part in Kvyat being relegated to Toro Rosso and Verstappen’s promotion. (above, which earned him a one-race ban) that he considers The team sees that as a very different scenario, though. the lowest point of that season. “My biggest mistake was not at Spa-Francorchamps, it was in Japan when I hit Mark [Webber] in Turn 2,” says Grosjean. “TO BECOME A WORLD CHAMPION, “Spa you could always argue that if Lewis [Hamilton] had moved another 50cm right, and so on, but for me it was YOU CANNOT JUST BE A MORE Japan and really, I was angry with myself. EXTREME VERSION OF MALDONADO” “The worst thing is having criticism from the drivers you are racing against. The media and the fans, especially the fans, are going to like or dislike Then there’s Vettel, who had his fair share of incidents. He triggered you whatever you do. But when “HE COULD’VE the accident that put him and team-mate Mark Webber out of the it comes from other drivers it’s Turkish GP in 2010 and later careered into Jenson Button at Spa, PUNCHED ME harder because you compete leading to McLaren team principal Martin Whitmarsh dubbing against them and we know it’s a AND HE’D him the “crash kid”. Vettel is perhaps the more relevant case study. dangerous game. It was quite hard HAVE BEEN IN “They are different characters, different personalities,” Horner says to come onto the grid knowing of Vettel and Verstappen. “They have to work it out for themselves and THE RIGHT” others would criticise me. You sometimes they’ve got to go through it in order to learn from it. really need to get a phase where “With Sebastian, it was an evolution. There’s no fast track to you are out of the incidents and then you are fine again.” experience and he worked it out. He’s far more rounded now than he was Webber’s reaction to the Japan clash made things more in the early days. He grew enormously through that time, from 2009 dificult, not that Grosjean has any problem with it. Ater crashing into Robert Kubica in Australia, spinning off in the wet in the race, Webber, his face like thunder, entered the Lotus Malaysia, crashing in Monaco. There were a lot of driver incidents that hospitality through the back door and headed straight he learned from, and he applied that through the latter part of 2010, ’11 through the door of Grosjean’s driver room – literally. and especially ’12, when he was in a close fight with Fernando Alonso.” “He broke the door,” recalls Grosjean. “He could’ve This is the hope – that having experienced the first four races of 2018, punched me right there and I wouldn’t say anything. He was this is the moment when it all clicks for Verstappen. Most likely it will, in the right. I was well aware I’d made a massive mistake. as it usually does for top drivers. Lewis Hamilton, Vettel and Michael “But ater that, in Korea, at the start I lost three positions Schumacher all had their troubles earlier in their F1 careers and emerged [from seventh on the grid] because everyone knew I was from them to become three of grand prix racing’s greatest drivers. trying to stay out of trouble. I managed to do that, and Whatever happens, there’s a feeling that Verstappen’s problems then at the start of 2013 I could attack again. But the have built to critical mass and must either be controlled or they will hardest thing is the other drivers’ comments.” destroy him. To become a world champion, you cannot just be a Grosjean did manage to turn things around, emerging more extreme version of Pastor Maldonado. in the second half of 2013 as one of the star drivers on the “Maybe we’ll look back on this one day, and maybe it’ll be a defining grid with a string of outstanding performances. moment,” concludes Horner. He’s right, it will be. One way or another.

24 AUTOSPORT.COM MAY 10 2018 MAX VERSTAPPEN COVER STORY

Verstappen sees himself as Red Bull’s lead driver ater 2017 successes

DUNBAR

Verstappen should have learned from China, where his mistakes enabled his team-mate to win GALLOWAY/SUTTON IMAGES GALLOWAY/SUTTON

MAY 10 2018 AUTOSPORT.COM 25 PREVIEW GP3

WHO WILL PRODUCE ART’S MASTERPIECE?

The dominant GP3 team is well set for another strong season, but it’s not yet clear who will lead the charge

JACK BENYON

he FIA’s decision to impose a new car – and the addition of the Formula 3 T name – for 2019 means change is afoot for the third tier on the Formula 1 support package. But that doesn’t mean GP3 in ’18, which kicks of at the Spanish Grand Prix this weekend, is a write-of. With a group of talented youngsters joining ART’s ranks to replace the brilliant 2017 crop of Jack Aitken, George Russell and Nirei Fukuzumi, the fight at the front should still be intense. and appear on good terms in testing, but crashed into each other more than once in European F3. Will we have another intra-ART fight for best Brit and GP3 champion? Not if MP Motorsport has anything to say about it – it’s going to be a team to watch. And there are other drivers who have the capability to surprise. MAUGER There’s not much change in terms of car or tyres in the final year of the series, but a trip to Paul Ricard is new for 2018 and Sochi is back on the calendar.

26 AUTOSPORT.COM MAY 10 2018 GP3 PREVIEW

ANTHOINE HUBERT THE RETURNING RACER STAT Let’s get one thing straight: I have to win if I want to 1m 31.751s there’s no reinventing the get to Formula 2.” wheel this year in GP3. It sounds simple – he The fastest lap at the The current car has been has to win. But how pre-season Barcelona in use since 2016, so any should he go about it? test, set by Anthoine experience of it is a bonus. “I think last year my Hubert There’s unlikely to weakness was qualifying be massive time found pace,” explains the 21- in the car, so the best year old. “We didn’t have returning team-and-driver a pole and in my opinion I package has to be the was not enough in control. favourite. This year that’s The race has always been Anthoine Hubert, back the stronger part for me, with ART Grand Prix but I just need to do better for a second season. in qualifying and then Last year the team won I think it will be OK.” seven of 15 races, taking There’s no doubt Hubert the top four spots in the faces tough competition, championship. Hubert and getting a pole and a will start the season with win in early would be a a huge target on his back. welcome confidence boost. And he knows, for his With a premium on career progression, that track time, he has the there’s only one acceptable benefit of a year’s outcome: to win the title. experience with the best “That’s my target,” he team. Time to deliver, and Hubert needs to improve says without a hint of follow last year’s team- his qualifying performances if STALEY pressure or concern at the mates Jack Aitken and he’s to beat strong team-mates scale of the task. “I know George Russell into F2.

CALLUM ILOTT STALEY FERRARI’S NEW HOPEFUL

It’s a big year for this team, ART Grand Prix, and “It’s quite crucial driver. A European was second quickest on that I haven’t had a F3-topping 10 poles both days of the last test. championship win yet, tells you all you need The confidence is flowing. when I feel like I’ve had to know about Callum “Within the team I the speed to,” he says. Ilott’s speed. Consider know I’m quite strong, “A win makes a big, big also that that number and I could see myself diference to your career. trumps the likes of improving through the F3 and GP3 are merging Lando Norris and tests,” he says. “I think next year and that Maximilian Gunther. I adapted well to the would make returning a There’s no doubt car, but obviously it’s backwards step. If I lost the about his pace, but more dificult when championship but drove racecrat and results it comes to the races.” very well in the season, are where Ilott’s season He joins a pair of I think it would be viewed fell apart last year, his drivers he knows very diferently. The goal for aggressive style oten well at ART. He beat me is to always win.” leaving him vulnerable. Van Amersfoort team- This year the new mate Anthoine Hubert Ferrari Academy recruit in F3 in 2016 – although STAT has stepped it up. Moving Ilott did have a year on to Italy and completing Hubert in the series – 10 a gruelling winter and Jake Hughes was Ilott has the speed, but can he preparation programme also dispatched in the The number of poles develop racecrat to match shows that the 19-year same championship last Ilott scored to top the his fellow pacesetters? old is maturing. year. So what does Ilott charts in European He joins GP3’s best make of his chances? F3 last year

MAY 10 2018 AUTOSPORT.COM 27 PREVIEW GP3

JAKE HUGHES THE (SORT OF) STAT EXPERIENCED HAND Despite being an elder “Most of us need backing 16 statesman in relative terms, to go to F2 and F1,” he says. 23-year-old Jake Hughes “GP3 is the perfect place The age Jake Hughes comes into his second stint for me to demonstrate my had his first full year in GP3 having only started talent as it’s on the F1 bill. in karting karting just before he was “Mercedes and Red Bull 16. He took two wins with in the past and now Renault DAMS in 2016 and, ater a are putting drivers onto the year out in the F3 European ladder, so GP3 is something Championship, now he’s in they look out for. GP3’s premier squad. In his “Whoever’s job it is to third year in the third tier, look for new talent in the Hughes is ready to finally F1 teams, I think the first display his full potential. place they look is the “When anyone drives support championships.” an ART GP3 car they should The place to look for challenge for the title,” says rivals is within ART, but Hughes. “That should be Hughes doesn’t care about no diferent for me. I’m the competition. He’s out very confident in the car to focus on his own racing. and the team and I expect “It’s not my job to worry to be fighting at the front about anyone else,” he from the start.” says. “I have to push the Hughes had an up-and- car forward and help the down year with Hitech team move forward as they Hughes needs a strong in European F3 last year. want to win the teams’ second season of GP3 MAUGER Why is it the right time championship. I’m quite to realise F1 dream for a return to GP3? happy with where I’m at.”

BEST OF THE REST THE CHALLENGE TO THE BIG THREE There’s no doubting ART teams and drivers is MP “We are aiming to enter for the podium.” managed, but Boccolacci Grand Prix’s credentials – Motorsport. Already the series in style,” says He enters with three and Kari both won races in you have to go back to established in Formula 2, team manager Sander intriguing propositions GP3 last year. Even so, the 2014 to find a champion Eurocup, Dorsman. “It’s always in Niko Kari, Dorian Ilott, Hubert, Hughes and run by another team. It’s and the SMP and Spanish F4 dificult to predict the Boccolacci and Will Palmer. Mazepin ART quartet still going to take a seismic shit championships, its new GP3 season based on tests. Palmer, winner of the edges the predictions. to topple ART, but there are bid completes the Dutch I wasn’t planning to run McLaren Autosport BRDC Like Ilott and Hughes, some strong challengers. team’s presence on the three cars at the back Award in 2015, graduates Mazepin also joins ART A name that continues single-seater ladder. But and this weekend I’m from FR Eurocup, so from F3. He finished far to crop up when talking to can MP really challenge? hoping we’ll be fighting expectations should be behind Ilott and Hughes in the points, but the Force Boccolacci was fast India protege showed flashes of pace. in 2017, and could STAT lead the MP charge Outside of ART and MP, last year’s teams’ runner-up 2014 Trident will again run , who was the The last time a squad other top non-ART driver in the than ART won the teams’ 2017 standings, plus Alessio championship – Lorandi and . it was Carlin (Jenzer), Joey Mawson (Arden) and Pedro Piquet (Trident) are three more who transfer from the DUNBAR European F3 field and all are capable of good performances as rookies.

28 AUTOSPORT.COM MAY 10 2018 STAT 0

The number of non- reversed-grid races Alesi won in 2017

Alesi was best non-ART PORTLOCK finisher in the 2017 season, and has the best helmet…

CALENDAR GP3 ENTRY LIST

DATE CIRCUIT DRIVER TEAM Mazepin May 12-13 Barcelona (E) 1 Callum Ilott ART Grand Prix is part of June 23-24 Paul Ricard (F) 2 Anthoine Hubert ART Grand Prix ART squad June 30-July 1 (A) 3 ART Grand Prix

July 7-8 Silverstone (GB) 4 Jake Hughes ART Grand Prix

July 28-29 (H) 5 Pedro Piquet Trident

August 25-26 Spa (B) 6 Giuliano Alesi Trident

September 1-2 Monza (I) 7 Ryan Tveter Trident

September 29-30 Sochi (RUS) 8 Trident PORTLOCK

November 24-25 Yas Marina (UAE) 9 Tatiana Calderon Jenzer Motorsport

10 Jenzer Motorsport DRIVER TEAM

11 David Beckmann Jenzer Motorsport 19 Simo Laaksonen

14 Gabriel Aubry Arden 20 Diego Menchaca Campos Racing

15 Julien Falchero Arden 22 Dorian Boccolacci MP Motorsport

16 Joey Mawson Arden 23 Will Palmer MP Motorsport

18 Leonardo Pulcini Campos Racing 24 Niko Kari MP Motorsport

PORTLOCK Mawson could surprise ater showing flashes of pace in European F3

MAY 10 2018 AUTOSPORT.COM 29 PREVIEW is ahot tipfor 2018 Renault SportAcademy, Fenestraz, now inthe EUROPEAN F3 European F3beginsthisweekend withthePau glamourround. There are plenty –alleyes ofrookies are inthefield on DO ANORRIS? them inwhat shouldbeavery openseason CAN ANYONE MARCUS SIMMONS

FIA F3/SUER EUROPEAN F3 PREVIEW

he Formula 3 European Championship, which kicks SACHA FENESTRAZ of with the historic Pau Grand Prix in South-West He’s the dark horse in some eyes. After all, you T France this weekend, features an ultra-strong crop don’t win the Eurocup without being seriously of rookies. But can anyone get close to emulating talented. Just as ADD management stablemate 2017 title winner Lando Norris? Norris did last year, he steps from Renault glory Autosport got together with three of the trackside-corner- with Josef Kaufmann Racing into a Carlin F3 lurking vultures from the ranks of the F3 managers, driver coaches seat – and is an ace at Pau from his F4 and FRenault days. and mentors to get the lowdown on who’s looked good in pre- MA From the driving side everything has been looking consistently season testing. , mentor to Estonian pair Ralf Aron good. From Carlin’s pool of drivers he looks strong – he looks and Juri Vips, needs no introduction to F3 junkies as the 2007 really good against Daruvala and [Ferdinand] Habsburg; if not the British F3 champion. Ex-Formula Renault racer Pieter Belmans quickest, he’s very close. The thing with winter tests is you don’t is a partner in the WinWay management and coaching company know what the teams are doing. Carlin haven’t looked really that has done a lot of work with over the strong, but they could do when we get to Pau and so on.” years; the Belgian is now looking after second-year F3 racer FS The Sacha we started working with at the start of last year . And Fraser Sheader, a former fierce karting was used to flying solo and getting the job done by himself. rival of Lewis Hamilton’s back in the 1990s, is part of the ADD Using the resource of the team and his team-mates is something Motorsports management company that has masterminded he’s had to work on, but he’s getting quite good at it. Sacha’s Norris’s career and is now taking care of Formula Renault up against those guys with a year’s experience on him, but Eurocup champion and leading F3 rookie tip Sacha Fenestraz. I’m feeling pretty good about him. PB Whoever comes from Kaufmann has a good package of DAN TICKTUM understanding what needs to be done and what they need to be The McLaren Autosport BRDC Award fast. My feeling is that he might be the strongest rookie, and he’s winner isn’t eligible for the Euro F3 a smart kid. He’s fast, and I expect him to be a contender for race rookie crown, thanks mainly to his GP3 wins and, if he can do that, the championship. part-programme in 2017, but Motopark-run Red Bull Junior Ticktum has never done a full season of racing at this level so he fits our criteria. Even The Russian, a new recruit to the Ferrari Driver if he’s already a Macau Grand Prix winner… Academy, is the third of the Renault Eurocup MARKO ASMER He’s won a big race already, so I’m sure he’s stars stepping up, in his case to Prema. Testing very capable of doing well. But to go for a championship over form hasn’t been startling, but he did win the year, it’s going to be a hard task. At Red Bull Ring [in testing] the in New Zealand in a he was mega-quick, but at Misano he seemed to be of before final-round battle with fellow Prema F3 rookie . they did something [to the car] and he ended up on top. He’s MA He’s quick, but he still has things to learn and I’m not sure not every time 100% – sometimes really good, other times he understands. During winter they try a lot of things at Prema not. It’s going to be hard to be consistent. in testing, he changes the driving and it goes wrong. But with FRASER SHEADER He’s strong but it looks like it’s been up a normal set-up on the car he will be fine. and down. His team-mates are slightly stronger than I expected, FS He was as quick as anybody in Renault Eurocup last year, but and that’s only going to help Dan – as long as he uses them.” he was a little bit too up and down and threw away a championship PIETER BELMANS Over the course of the year we’ll see whether challenge to Sacha. Whether he’s matured, we’ll see. I see him as he has what it takes to be there every round. Last year with a real seat-of-the-pants driver and F3 doesn’t really reward that. Joel Eriksson, Motopark had moments where they were slightly PB If he can combine some consistency with his speed, he’s less strong. I don’t think he’s a clear favourite. It’s so close capable of winning races. He’s quite young [18] and needs he could easily lead it, or be top four or five. to learn what’s needed to be fast.

Ticktum has pressure to add to Macau win with Motopark squad

TRIENITZ

MAY 10 2018 AUTOSPORT.COM 31 PREVIEW EUROPEAN F3

MARCUS ARMSTRONG Ferrari prospect In his first full season of car racing, the Kiwi Armstrong is an karting star and Ferrari protege won the Italian F4 champ at Prema Formula 4 title and narrowly lost the German equivalent to Prema team-mate Juri Vips. Now he steps up with the Italian squad. MA I know he’s quick from last year. It’s a big jump from F4, but the F4 level was very strong last year. When you jump into F3 there are things to learn, but I don’t think it will take too long. FS He comes with a punchy CV. He’s not totally startling yet, but maybe he’s not unleashed everything he’s got. PB I know Marcus from the Toyota Racing Series in 2017, when he was with Jehan at M2. He’s a nice kid, he’s fast and he can easily put it on pole and win. But a little bit like Shwartzman he can be of, and move towards being confused if that’s happened. But that’s normal for rookies. He’s supported well by Ferrari and Prema and has a good team around him.

JURI VIPS The Estonian won a hard-fought German F4 title His team-mate [Alex Palou] is a good reference, so if he’s close last year, his second season in the category. After to him then he’s doing quite well. It’s diicult to point out who’s a one-o F3 debut at Hockenheim last October doing well among the rookies. Sometimes you can’t even tell with Motopark, he joins the team full-time. who are the rookies, because they’re driving really well. MA Juri was driving really well in testing, FS I rate Palou – he’s a real pedaller, so for Enaam to be getting and sometimes he’s been consistently quicker than his team- close to him is good. I suppose Hitech are a bit underdoggy, mates. He can shunt in testing, where he really finds the limit, but Enaam will be in the mix. Ben is coming from a slightly but in races he doesn’t make many mistakes. It may be diferent diferent level, so he’s where I’d expect him to be. at Pau though – there are walls there! PB Ahmed and Palou have been quite fast out of the box. Enaam FS I don’t really know what to expect of him. Like always, needs to try to get on the podium rather than challenge for the Motopark are dangerous lap time-wise and they’ll be title. He can be fast, but he was in a low-par championship last aggressive in what they do. They can upset a few people. year in terms of competitiveness. For Ben it’s important that he PB It’s sometimes weird to see him outpacing Ticktum. I take has Palou to learn from. But Hitech don’t have a driver who’s testing times with a pinch of salt. He’s done a couple of good run European F3 before and that has to be a disadvantage for laps, but how has he done them? I do think he’s likely to get them if things don’t go 100% in free practice. Who’s going a podium, but I don’t see him winning. to lead them to a solution?

THE BRITISH F3 BRIGADE THE EUROFORMULA TRIO This BRDC British Formula 3 pair have both Nikita Troitskiy, Devlin DeFrancesco and Ameya joined Hitech GP: Enaam Ahmed (left), who Vaidyanathan all raced the current-generation won the BF3 title convincingly in 2017, has Dallara F3 car in Euroformula Open last year, been eye-catching in testing, while Ben and each steps up with Carlin. Of the trio, only Hingeley was third in the same series. Troitskiy (left) didn’t do any Euro F3 races last year. MA Normally Ahmed gets better and better over the tests. FS I think Euroformula is a reasonable step below Renault Eurocup

CALENDAR Shwartzman is quick but needs to find

DATE CIRCUIT consistency FIA F3/SUER

May 12-13 Pau (F)

June 2-3 Hungaroring (H)

June 23-24 (D)

July 14-15 Zandvoort (NL)

July 27-28 Spa (B)

August 18-19 Silverstone (GB)

August 25-26 Misano (I)

September 8-9 Nurburgring (D)

September 22-23 Red Bull Ring (A)

October 13-14 Hockenheim (D)

NEXT WEEK: ALL THE PAU GP ACTION

32 AUTOSPORT.COM MAY 10 2018 there. They’re inateam withalotofgood drivers andinformation. Their goal hasto beto get inthetop 10andseewhere they go from them are good drivers butit’llbeareality checkat thislevel. in its level, sothey’ve got abitmore learning to do. Someof they didit, anditcan bediicultforthemto doitagain. them. Even ifthey get agood laptime, it’s knowing how and Fernandez issometimes fast, butit’s consistency with doesn’t makedoesn’t sense, does it? are they runningthecar? Ifhe’ definitely can drive. Fernandez hasbeenupthere, buthow come around andthink, ‘OK, that looktoo doesn’t bad’. He both have won races intheGermanseries. and JulianHanses (with minnow Ma-Con Motorsport) – PB PB FS MA EUROPEAN F3ENTRY LIST Scherer looks pretty handy –Icall himAlan! Sometimes Petrov seemsto beonit. IseeaVAR car Outofthethree, Nikita seemsto beableto bequite close. Scherer can get areally good laptimefrom somewhere, 4Jr is ooakDallara- Motopark JuriVips 44 0Rbr hatmn Pr Robert Shwartzman 10 3Mrn ao Motopark Motopark MarinoSato Motopark Motopark 33 DanTicktum 27 Jonathan Aberdein 23 13 afAo PeaPwremDallara-Mercedes Motopark Prema Powerteam Sebastian Fernandez Pr 3 Marcus Armstrong Pr Pr 8 Ralf Aron 7 MickSchumacher 4 1 9 Jehan Daruvala JehanDaruvala 9 RVRTA CAR TEAM DRIVER books, tog Aberdein, bothfrom GermanF4, onits Motopark hasFabio Scherer andJonathan Artem Petrov (left, Van Fernandez. gr F4 more Two THE OTHERF4GRADUATES ether withItalian F4ace Sebastian alnDallara-Volkswagen Carlin s quicker thanTicktum, that m oeta Dallara-Mercedes Dallara-Mercedes ema Powerteam ema Powerteam Dallara-Mercedes Dallara-Mercedes ema Powerteam ema Powerteam Amersfoort Racing) aduates are Dallara-Volkswagen Dallara-Volkswagen Dallara-Volkswagen Dallara-Volkswagen Dallara-Volkswagen

FIA F3/SUER 7BnHnee Htc PDallara-Mercedes Dallara-Mercedes Dallara-Mercedes Hitech GP Hitech GP Hitech GP Dallara-Volkswagen BenHingeley Ma-ConMotorsport 77 Dallara-Volkswagen Dallara-Mercedes Enaam Ahmed Dallara-Mercedes 65 Dallara-Volkswagen Alex Palou Van Amersfoort Racing 39 JulianHanses 18 15 Carlin Artem Petrov 12 Carlin Ferdinand Habsburg 62 Ameya Vaidyanathan 24 1ScaFnsrz alnDallara-Volkswagen Carlin SachaFenestraz 11 7DevlinDeFrancesco 17 Nikita Troitskiy 16 RVRTA CAR TEAM DRIVER Prema driversintesting,” says been themost punchyofthe Schumacher hasalways new-tyre runseach day, you seeontrack, onthefirst this. “Ifyoubase itonwhat suggests hemayhavesorted qualifying form, buttesting oten scuppered by hispoor 12th last year, hisseason with Prema ater finishing . Hestays who returns to Prema. and RalfAron (ninth), Guan Yu Zhou(eighth), Prema’s Ferrari prospect Habsburg (seventhin’17), him, team-mate Ferdinand tough to choosebetween remains withCarlin,butit’s year) holdsthat mantle,and Jehan Daruvala (sixth last staying on.Force Indiaprotege drivers from 2017whoare look to thehighest-placed would seemto make senseto beaten thisyear, thenit If therookies are going to But intrigue surrounds But intriguesurrounds EXPERIENCE COULD Hitech’s darkhorse Highly rated Palou is WIN THROUGH alnDallara-Volkswagen Dallara-Volkswagen Carlin Carlin MAY 10 2018 EUROPEAN F3 going to dowell.” more inthat direction they’re of theyear, soifthey’vefound happy withthecar at theend and better. Ralfwas really engineering anditgot better they got back into race-car computer simulations, then were relying too muchon with Hitech in2017.“They Asmer, whosedriverAron was it was wrong,” saysMarko at thebeginning oflast year, in early-season 2017rounds. the righttrack ater struggling that Hitech hasgot back on him. Furthermore, itappears F3, butalot ofpeoplerate season primarilyinJapanese while now, andheraced last been around thislevelfor a underfinanced Catalan has spearhead Alex Palou. The of thedarkhorsesisHitech most to thetable.” he looksto bebringingthe Fraser Sheader. “At corners, “The direction they had And perhapsthedarkest

AUTOSPORT.COM PREVIEW

FIA F3/SUER 33 SOKOLOVSKI BEHIND THEWHEEL OF A 34

AUTOSPORT.COM Polestar TC1 TRACK Volvo S60 TEST

MAY 10 2018 BEN ANDERSON

MAY 10 2018 AUTOSPORT.COM 35 TRACK TEST VOLVO S60

orld championships are rarely, if ever, won by accident. It’s a tricky car to get on top of, so it takes some time.” They are achieved through complete dedication This is the advice proffered by Bjork before handing the W and painstaking attention to detail. Although it’s pride and joy of his racing career over to Autosport for a special going through a rocky patch at present, embodying commemorative track test at Magny-Cours. The S60 is no this approach is what made Mercedes a quadruple longer eligible for World Touring Car competition, thanks to the double champion of Formula 1 – total, unerring focus on championship adopting new rules for 2018, so this car is embarking identifying weaknesses and obliterating them, and on doing on a farewell tour that Autosport is privileged to be part of. the things you already do extremely well even better than before. “When we started, it was a five-year commitment to the Of course, such methods do not reside only in F1. They are simply championship, and we said when we launched that we should be more visible there. But all who have tasted world championship around for the first year, try to win races the second year, and then success in one form or another will know the alchemy required have three years to hopefully get the championship streak,” explains to elevate themselves above all others. Cyan Racing owner Christian Dahl. It is something Volvo now understands, having joined the touring “It’s always like that in motorsport, like Red Bull or Ferrari had, or car world champion club in 2017, almost 20 years on from its British Mercedes now; it’s been the same in touring cars. When you look at the Touring Car title success with Rickard Rydell. The Volvo S60 Polestar trophies, it’s not one BMW, it’s three BMW championships. And then TC1 that propelled Thed Bjork to last year’s World Touring Car it’s three Citroen and three Chevy – and one Polestar unfortunately. Championship is the culmination of exactly the sort of painstaking “The plan was of course to get into a rhythm and have two or process that propelled the Mercedes F1 team to repeated glory. three of them. But that chance was fading away when new [TCR] Cyan Racing, formerly known as Polestar and effectively Volvo’s regulations were communicated. We knew we only had two years, official racing arm since the late 1990s, spent two years developing so of course we had to make changes, speed up development and the S60 TC1 to take on the world. The car made its debut in the make changes in the approach.” championship in 2016. Less than 24 months later, it was officially It is clear from glancing at the details of the S60 that everything crowned the best in the business, with Bjork at the wheel. A was carefully considered and refined, despite the need for breakneck Swedish car, built by a Swedish team, for a Swedish speed, to the point where even the seatbelts sport Velcro to pin them to manufacturer, driven to glory by a Swedish driver. the seat and prevent obstruction to the driver when they get in and out “It’s a very powerful front-wheel-drive race car, but I think you of the car. It’s a minor point of course, but there are many such details will agree when first going out with it it’s quite easy. But if you push – seating position, the make-up of the pedal box, the data-logging and want to go really fast, it starts to get difficult because you have display, as well as the meatier elements of braking performance and to balance it with the braking how you handle it into the corners. suspension settings – that all add up to better performance.

Bjork helps Anderson get comfortable

“IT’S A TRICKY CAR TO GET ON TOP OF, SO IT TAKES SOME TIME”

THED BJORK VOLVO S60 TRACK TEST

Crucially, Volvo also drafted in quadruple WTCC champion to help narrow its focus in developing the S60. And when Cyan Racing explains how it went about refining the car’s suspension, you get a better idea of how much energy was needed to transform this car into a genuine world beater. Muller helped identify the car’s start system, its lack of traction and its inability to take kerbs as the key areas of weakness to focus on. “We did kerbing for two test sessions, so two test weeks, and then it was sorted,” explains Dahl. “Basically, Yvan said, ‘If you can’t hit the kerb then you’re going 5km/h too slow through the corner – we must be able to kerb’.” To sort this major weakness, the team installed its own temporary kerbs (brought over from Sweden) onto the circuits at Algarve, Estoril and Magny-Cours, to mimic the extreme kerbing challenges faced by the WTCC at street tracks such as Vila Real and Marrakech. Refining the start system involved developing “foot clutch, hand clutch, handbrake on the clutch and the start button”, according to Bjork, who reckons being able to ace starts consistently was a SOKOLOVSKI key element of his championship charge. “And you know by digits where your clutch is, so you put your clutch on the exact position,” adds Dahl. “You fine-tune your clutch position down to a tenth of MULLER TIME a millimetre, and then you lock it.” HOW VOLVO Autosport is not required to perform a racing start at this test, which is just as well given the combination of stiffly-sprung carbon clutch BROUGHT OUT THE and long-ratio first gear. But with a helpful push from the mechanics we’re away down the Magny-Cours pitlane, careful to flick the engine BIG GUNS TO GET into ‘map 2’ to get full power once we’re up and running. Apart from the high-downforce models found in DTM and the THE JOB DONE ripsnorting V8 monsters of Australian Supercars, modern touring

ALTHOUGH THIS STARTED VERY “British engineer who worked much an in-house Swedish with us in Sweden before the

project, Volvo was not too proud world touring car [project]”, SOKOLOVSKI to absorb a lesson that Honda’s and recruited Ron Hartvelt, a Formula 1 engine programme former Red Bull F1 engineer and took a long time to digest – use leading light in the glory days of outside expertise to accelerate RML’s factory Chevrolet WTCC development, rather than rely programme, as well as drating solely on internal knowhow in four-time WTCC champion to get you there eventually. Muller to help develop the car. “For 10 years we’ve been “He’s so experienced,” says running Swedish drivers for Dahl, who describes Muller as 90% [of the time] in Sweden, “a very impressive guy”. “He’s and completely Swedish in not very high-tech, to be honest terms of engineers,” explains – he’s quite old-school, but if Cyan Racing owner Christian you’ve done it for a gazillion S60 TC1 rides Dahl. “We always said we years, you know from experience kerbs beautifully wanted to build something for ‘this is the way we do it’. ourselves and long-term, so you “We saw a huge impact don’t get Englishmen moving immediately. The biggest here for two years, then go back impact Yvan had was and you lose the continuity. confidence. Having him on “But when we only had two voicemail ater a test saying, LE MEUR/DPPI years instead of five [to win the ‘I feel more comfortable in this championship], we had to do car than in the Citroen’ is quite it like this and bring in Yvan good for the people to hear. Muller, and I think we had four “That was his third test day nationalities out of four drivers, in the car, and he said that it’s three nationalities out of three a capable car we can win with. race engineers. Instead of being It’s a good confidence boost, completely Swedish – we didn’t because we didn’t know what have a single person outside was needed to win, but he did Sweden in 2016 – I think we had it four times, so when he says six or seven nationalities in ’17.” that you think, ‘OK, speed up Cyan brought in “a Spanish now, we have a good chance.’” engineer from the Lada project”, A chance that Volvo and its Rivals Honda and Volvo a “French performance engineer cosmopolitan crew ultimately pulled out all the stops SOKOLOVSKI from the Citroen project”, a grasped with both hands.

MAY 10 2018 AUTOSPORT.COM 37 TRACK TEST VOLVO S60 SOKOLOVSKI SOKOLOVSKI

Attention to detail and thoroughness of engineering stand out SOKOLOVSKI SOKOLOVSKI

cars are usually fairly tame beasts – heavily restricted by regulation, agile as possible in the tight turns and the driver can deal with the rest. designed to be raced hard wheel to wheel and not become too far Motorsport is always a compromise between competing physical removed from their automotive cousins. elements, but it’s abundantly clear from Autosport’s short time in The initial confidence the S60 inspires in the driver has a similarity the S60 that Cyan Racing has achieved a compelling balance. But to the 2013 British Touring Car Championship-winning what would you expect? They are world beaters after all. that Autosport tested. It’s comfortable, the controls are ergonomic, Cyan threw everything it had at achieving that status, taking on the brakes produce impressive stopping power, and the lever- entries from Citroen, Honda and Lada, as well as ex-works Chevrolet operated sequential gearbox is sophisticated enough that you Cruzes. Only Honda remained as direct manufacturer opposition for don’t have to heel-and-toe when downshifting. Volvo in 2017, as the Citroens and Ladas were devolved into privateer All of which allows the driver to focus more intently on the bits that hands, but Volvo still had to push extremely hard to fettle the S60 into matter, and you do have to pay attention, because any greediness in a car that could defeat the mighty Japanese marque. trying to incorrectly use what Cyan calls “north of 400bhp” from “We spent maybe €15million [in 2017] with a lot of development, that (restricted) 1.6-litre, turbocharged Volvo engine is properly and I would guess Honda did the same,” says Dahl. “Of course the width punished by speed-sapping power-on understeer. It is heartening of the competition wasn’t as big as before, where you had four brands to find that a car so well engineered – Bjork says much effort was competing officially, but the exciting thing was Honda had been around expended on developing the engine’s anti-lag systems to aid for ages not winning, so when Citroen left they thought, ‘Shit! This driveability – still won’t do all the work for you. is our opportunity to step up’, and of course we had a five-year Lapping at speed, the effort Muller put into driving suspension programme that turned out to be only two years in these regulations development becomes clear, because the car rides kerbs beautifully – and there are a couple of pretty nasty ones at Magny-Cours. You can feel the car’s set-up has migrated to the softer end of the spectrum, to aid this function and to improve traction, which comes at a cost STAT to stability at high speed. The car is poised through the short, quick left at Turn 1, but through the long arcing right of Turn 3 (Estoril), the rear end starts to move as you €15 M accelerate and load up the outside left tyre. The collapse in support doesn’t inspire confidence, but this The amount Cyan Racing spent on is where the car asks the driver to development in 2017 to turn the earn their money, because there is S60 TC1 into a world generally far more time to be found by getting it to work most efficiently at low championship winner speeds. That is why the car also runs with a raised rear rideheight – make the car as

38 AUTOSPORT.COM MAY 10 2018 FLAMAND/DPPI Maria] Lopez, [Tom] Coronel, Tarquini, Yvan Muller, [Jose touring car drivers –[Gabriele] I came into allthesefamous familiar withhimeither. Bjork’s rivals weren’t allthat champion for Volvo in2017. became WorldTouring Car known ofThedBjorkuntilhe motorsport fans won’t have CHANCES AREMOST though neithermanufacturer brought anall-new car to thefinalround bringing “632 new components onthecar”, according to Dahl – championship, having two manufacturers that basically putallin.” team] butitwas madethesamething, areally, really exciting and go into that, we thought, ‘OK we’ve taken abigstep.’ like that, andwhen we decidedto doareally bigaero programme complex interms oftheaero insidethewheelarches andthings intense programme. Ifyou lookat theCitroen, it’s notvery together withWilliams,” says Dahl. “I thinkaero was themost of that €15m budget was spentondeveloping thewheelarches alone. in Oxfordshire, to escalate its fightwithHonda. Itturns outaround €2m aero programme, usingtheWilliams F1team’s 40%-scale windtunnel only two boats butitwas really intense.” and stepped uptoo. Itwas abitlike match racing insailing–itwas Volvo threw thekitchen sinkat thechampionshiprun-in, “Unfortunately HondainItaly [through thefactory JAS Motorsport “We hadafull-scale programme at Volvo that we didCFD Dahl says Cyan was “happy like hell” when itundertook adedicated “When I came in, in 2016, Icame in,in2016, “When VOLVO’S UNLIKELY SWEDISH WORLD CHAMPION didn’t know whoIwas!” them, driving-wise, butthey I could beamongthetop of but Ihadto learn alot. Iknew I said,‘Ican beasfast as them’, I knewtheseguys. so nice because Ifelt like running inSweden.Itwas WTCC races whenIwas “Iwatched says Bjork. many [Tom] Chilton, [Rob] Huf “I was looking around and “I was lookingaround and , ,” certainly donow. didn’t knowofhim before Those touring car aces who two races withAudi in2006). Mans, andintheDTM (for also raced intheUS, at Le Scandinavian champion.He’s where heishailedaquadruple from hisnative Sweden, worth infact –butmostly experience –twodecades’ Bjork boasts awealth of THED BJORK as anyone. TheS60TC1 willstand asalasting monumentto that. areas, which issomethingVolvo now happily knows asintimately world championshiprequires nothing shortofexcellence inall you’re quite sure you’re doingagood job.” good years andbad years, butifyou winfornineyears, Ithink No, Ithinkthey didareally, really good job. Ofcourse, they had Was World Rally low competition because Citroen won ninetimes? good job, thinkRedBullisany butIdon’t worse thanitwas before. is Formula 1less competitive now? No. Mercedes does areally, really you only have two ofthem… early seasons, regardless ofmanufacturers. Butofcourse, when lap times, we were quickest on most ofthetracks compared to the World Touring CarChampionship,” reflects Dahl. “If you lookat Bjork triumphedover Honda’s by 28.5 points. of theseason inQatar, where Mullerstood inforNestor Girolami and Which istrueeven ifyou ‘only’ winforoneyear. Winning a “But you can say that ofmost championships, Imean, Mercedes… “Last year was themost development-intense season ever inthe congratulated usonthe engineers came upand to thedrivers’ fathers and from thedrivers everyone we hadadecent budget, and was along-term project and well-communicated that it Dahl. “Ithinkitwas quite Cyan RacingownerChristian we came [into WTCC],” says beginning of2016 when “It was so funny in the “It was so funnyinthe POLESTAR TC1 Brakes front Suspension Brakes rear VOLVO S60 Max rpm Gearbox Wheels Weight Engine Power TECH SPEC Drive Body VOLVO S60 international drivers.” more established won andnot oneofthe he was. It’s good that Thed on top.’ Andoneyear later, that guyisnevergoing to be him talking like, ‘No, no, no, first test inItaly, weheard ‘but thedrivers,are yousure?’ and thelong-term [plan]– programme andthebudget 1100kg Steel andcarbonfibre pattern18in withfive-bolt ventilated discs Two-piston caliper, 280mm ventilated discs Four-piston caliper, 390mm adjustable Ohlinsdampers MacPherson front andrear, Six-speed sequential,Xtrac 8500rpm 400bhp FWD turbocharged, Volvo Drive–E Four-cylinder, 1595cc, “I thinkitwas Huf inthe TRACK TEST TRACK

SOKOLOVSKI WEC O MOTOGP O DTM O SUPER GT O BLANCPAIN GT O IMSA

O AUSSIE SUPERCARS O NASCAR Alonso’s Toyota wins a race that wasn’t

The sister TS050 HYBRID of got right onto the F1 legend’s tail after starting a lap down. And then the team called off the chase

GARY WATKINS

ALL PHOTOGRAPHY

ernando Alonso made so easy again over the course of the the result was frozen. a winning start to his 2018-19 WEC superseason. Toyota was always in control of the World Endurance Alonso, Sebastien Buemi and Kazuki Spa-Francorchamps 6 Hours on a day F Championship campaign Nakajima started with a one-lap when the new wave of LMP1 privateers with Toyota at Spa last advantage over their team-mates in the were predictably never in the hunt. Saturday as he notched up his fi rst Toyota camp. And just when it looked The same could be said of the second race victory in nearly fi ve years. like they might have a race on their of the two TS050 HYBRIDs, apart But the two-time Formula 1 world hands with the second TS050 HYBRID from a brief 15-minute period in champion is unlikely to have it quite at the death, team orders ensured the fi nal hour of the race.

MAY 10 2018 AUTOSPORT.COM 41 RACE CENTRE WEC SPA

A procedural error concerning the fuel- Alonso in a place flow meter of the sister Toyota, in which where he isn’t used Mike Conway and had to standing these days beaten Alonso and Nakajima to pole, meant its times were scrubbed and the car forced to start one lap down from the pitlane. A messy race interrupted by four safety cars, including one of the virtual kind, helped Conway, Nakajima and Jose Maria Lopez get back on the lead lap inside three hours. But they weren’t really in contention, despite an unscheduled pitstop for Nakajima courtesy of a problem with the belts and then a quick spin at La Source for the Japanese driver. That all changed with the final safety car with an hour to go. Conway had been edging towards Alonso, bringing the gap down from just over a minute to just under. But that bufer had all but disappeared when the race went green for the final 49 minutes. The Briton quickly closed down a five-second gap and was almost on the tail of the leader when the made their final pitstops with just over 20 minutes to go. This was the point at which the outcome of the race was frozen by Toyota. Conway was in the pits for 10 seconds longer than the leader, partly because the nose section of his TS050 was replaced. He did close on Alonso once more, finishing only 1.4s in arrears, but it turned out that the outcome of the race was never in doubt. “The agreement was that the cars could because of the safety car.” for Ferrari. “I was saying to the guys this race until the last pitstop,” said Toyota Conway said he believed #7 “was clearly the is so nice to feel the podium. Pick me up Motorsport GmbH technical director quicker car, especially when it was hooked tomorrow morning, I will try to sleep here!” . “We told the drivers up”. He explained that an aerodynamic Top of a privateer field – which was they could race only to the last pitstop inconsistency was the reason for the depleted by the withdrawal of the Manor because we did not want to have the change of nose at the car’s final pitstop. Ginetta-Mecachrome G60-LT-P1s for last laps with a lot of tension.” Alonso admitted that he and his team- financial reasons and DragonSpeed BRE Vasselon admitted, however, that Conway mates were always going to be conservative Engineering-Gibson BR1 after Pietro and his team-mates had the edge on the given their head start. “We took quite a Fittipaldi crashed and broke both legs in drivers of the winning car in the race, safe approach to the race, knowing that we qualifying – was . Its pair just as they had done in qualifying. were in a good advantage, but it wasn’t the of new -developed Rebellion-Gibson “The lap times show that car #7 was quickest, probably,” said the Spaniard, who R-13s finished third and fourth on the road, marginally faster, by just one or two tenths,” celebrated his first victory in a racing car albeit two laps down on the Toyotas. he explained, “but it came back basically since he won the 2013 Spanish Grand Prix Andre Lotterer, and Bruno Senna took the final spot on the podium, only to #7 Toyota was kept in be thrown out at scrutineering when the pits at the start, then underfloor skid plank was found to be raced onto leader’s tail worn beyond the prescribed limits. They had been ahead of team-mates Thomas Laurent, and until problems with the communication system that sends information back to race control. One stop to change the antenna didn’t fix the issue, which meant the car returned to the pits where a detached cable was diagnosed. The delays appeared to have left them no way to get back on terms with the sister Rebellion entry, until a lucky break near the end. The car was in the pits when the safety car was called, and the time gained leapfrogged Lotterer ahead of Laurent. The best of SMP Racing’s AER-powered BR Engineering BR1s had emerged as a contender for a podium after the Lotterer car’s issues, despite an early-race

42 AUTOSPORT.COM MAY 10 2018 WEC SPA RACE CENTRE

drivethrough. The car shared by Stephane Sarrazin, and was battling with Laurent when it sustained a puncture. GTE: A PLA TONIC AFFAIR Three laps later Isaakyan was in the barrier after going of track at Eau Rouge in avoidance of a GTE Am car and losing it on the rumble strips. Pla, Mucke and Johnson SMP’s second BR1, driven by won out in a race and , ended up fifth behind against the the ByKolles ENSO CLM P1/01 after an early-race puncture, though it didn’t have the pace of the sister car. The ByKolles machine, shared by , and , might have been nearer to the third-placed Rebellion but for two big chunks of time it lost through the vagaries of the safety car. Rebellion was pleased with the way its cars ran, given that the team arrived with one brand-new chassis and one that had tested just twice. Team manager Bart Hayden described the race as “encouraging considering our lack of mileage”, pointing out that the only problem it encountered Stefan Mucke and finally round of stops when the race went green. was the loose antenna cable. chalked up their first GTE Pro victory The Ford had been given two new What wasn’t so encouraging for Rebellion with Ford, though it looked for much of Michelins, whereas the Porsche was on old or any of the other privateers who made the race that they and team-mate Billy rubber all round. Lietz quickly lost out to the race was their lack of performance Johnson were going to be undone again Pla and then the sister car of Christensen, in comparison with the Toyotas. “The by the kind of luck that has blighted whose team-mate Kevin Estre had been disappointing part of the day is that we their previous two World Endurance penalised in the fourth hour for spinning were so far of the Toyotas,” said Lotterer. Championship campaigns. Fortune turned up his rear wheels ater his pitstop. The “Two laps down isn’t good, but that was in their favour with the final safety car, and Austrian haemorrhaged time on spent the best we could do.” Mucke had more than enough in the tank rubber and lost the final podium spot Whether or not the privateers get any to come through to take victory. to in the AF Corse Ferrari he help under the Equivalence of Technology Mucke had nipped ahead of the shared with Sam Bird with two laps to go. for the Le Mans 24 Hours WEC round next polewinning sister Ganassi Ford GT at the The second Ford, in which Andy Priaulx month, they should edge closer to their only start and held a narrow lead, first ahead of and had qualified on factory rival. The Toyotas will have less team-mate Harry Tincknell and then the pole, crashed out ater just over an hour. hybrid boost per kilometre around the long factory Porsche 911 RSR of , Tincknell appeared to sufer a let-front French circuit and there are still gains to be through much of the first two hours. The puncture at Eau Rouge, although the made by all the independents. “We’ve all race started to unravel for Mucke and team wouldn’t confirm it, and hit the got new cars,” said Gaetan Jego, technical Pla when the leader was forced wide tyres in a 29G impact from which he director of the ART Grand Prix-run SMP by an overtaking LMP2 car at the first escaped unharmed. squad, “so there’s room for all of us to get let at Pouhon and dropped behind The Ford and Porsche had a clear more out of packages. I’m confident we the German GT shortly before the advantage over the new cars that have will be more competitive at Le Mans.” second round of pitstops. arrived in GTE Pro for the superseason, and Worse still, when Mucke pitted to hand Ferrari’s evo version of the 488 GTE counts “I said to the guys over to Johnson there was a slight delay as one of those. Ferrari, BMW and Aston with a stall and an unspecified technical Martin all complained about the ‘starting it’s so nice to feel the issue that allowed the second works BoP’ of their respective machines. Porsche to get ahead. While Johnson Ferrari was definitely closer in the race, podium. Pick me up battled to find a way past Michael whereas BMW trailed home two laps down Christensen, he could only watch with the best of its MTEK-run M8 GTEs in tomorrow, I will try disappear up the fith place. The only solace Aston Martin road in the leading 911 RSR. took from Spa was the fact that its pair of to sleep here!” Johnson spent seven laps behind new Vantage GTEs ran without problems. the second Porsche, during which time Aston Martin picked up a one-two result Second Rebellion inherited Bruni pulled out a 14-second advantage in GTE Am, reigning champions Pedro podium with sister car’s exclusion and then continued to ease away. The Lamy, Mathias Lauda and Paul Dalla Lana gap stood at more than 20s when the scoring a narrow victory in the works-run Italian got out of the car. old-style Vantage from the customer Pla edged back towards Bruni in the TF Sport car of Euan Hankey, Charlie penultimate hour, but was still 15s in Eastwood and Salih Yoluc. Hankey, on arrears when the final safety car was a set of fresh Michelins at the end, was called. Lietz, however, had nothing for his all over Lamy in the final laps, but adversary when they rejoined ater the final couldn’t quite find a way past.

MAY 10 2018 AUTOSPORT.COM 43 RACE CENTRE WEC SPA

G-Drive is only doing two WEC races, but was invincible at Spa

LMP2: Vergne leads G-Drive to victory

G-Drive Racing pretty much dominated Ho-Pin Tung in the #38 Chan/DC entry, to Chan/DC cars. They had to fight back from LMP2 at Spa on one of its two planned make it two WEC wins in two years at Spa an early-race stop-go after Lapierre was outings in the World Endurance for G-Drive, whose focus this year is on penalised for disregarding instructions Championship this year. , the . about rejoining the circuit after a trip across Jean-Eric Vergne and Andrea Pizzitola Tung and team-mates Gabriel Aubry the kerbs at La Source on the opening lap. were ahead for most of the way aboard the and Stephane Richelmi battled with the He was just ahead of the #38 Chan/DC Russian entrant’s ORECA-Gibson 07, run all-Malaysian crew of Tan, car when the cars pitted for the final time, again under the TDS Racing umbrella, and Nabil Jefri for much of the race, the but a slower turnaround for the French though the late safety car resulted in an two Jota-run Chan/DC running team reversed the positions. Negrao, on unrepresentative margin of victory. very diferent tyre strategies. The fight old tyres, could do nothing about Tung Vergne built up a big lead over the course turned in the favour of Tung when Jaafar over the final laps and fell away. of a double stint from the end of the first took over with an hour to go. The revised showed its pace hour, passing Weiron Tan in the #37 Jackie Jaafar had just stopped when the safety in the hands of Chan DC Racing ORECA at the start and car was called, and was held at the end of driver . He jumped finishing it a minute up the road. Pizzitola the pitlane while the rest of the field, which from seventh on the grid – otherwise was able to continue Vergne’s good work, had yet to close up, passed by. The three known as second to last – to the front stretching the lead over Andre Negrao in and a half minutes the car spent in the pits of the P2 pack in the space of five laps. the Signatech Alpine ORECA. G-Drive’s dropped the car to sixth, though Jaafar Van der Garde held an 18s lead over lead was back at well over the one-minute was able to recover to fourth. Pastor Maldonado in the DragonSpeed mark at the safety car. The Signatech Alpine trio of Negrao, ORECA – both cars on Michelin tyres Vergne was able to control a reduced Nicolas Lapierre and Pierre Thiriet ended up rather than the Dunlops that traditionally margin, first over Negrao and then over third, half a minute down on the best of the dominate the class – before the safety car triggered by Ford driver Harry Tung’s ORECA topped Van der Garde showed Tincknell’s shunt. A 24-minute stop when battle for second place speed of the Dallara climbed aboard shortly afterwards to address alternator issues, and a second spell in the pits to fix a related problem with a gearbox seal, put the car way out of contention. The Dutch entry, co-driven by Frits van Eerd, ended up last at the finish, but van der Garde underlined the potency of the Dallara/ Michelin package with another impressive double stint at the end of the race.

44 AUTOSPORT.COM MAY 10 2018 POWERED BY Motorsport Stats is the pre-eminent provider of motorsport data to media owners, rights-holders, bookmakers and sponsors. Its data services are founded on the world’s largest repository of racing results dating back to 1897. For more information contact [email protected]

RESULTS ROUND 1/8, SPA (B), MAY 5 (163 LAPS – 709.380 MILES)

POS DRIVERS TEAM CAR CLASS TIME

1 Sebastien Buemi (CH) Kazuki Nakajima (J) Fernando Alonso (E) Toyota Gazoo Racing Toyota TS050 HYBRID LMP1 6h00m50.702s 2 Mike Conway (GB) Kamui Kobayashi (J) Jose Maria Lopez (RA) Toyota Gazoo Racing Toyota TS050 HYBRID LMP1 +1.444s 3 Thomas Laurent (F) Mathias Beche (CH) Gustavo Menezes (USA) Rebellion Racing Rebellion-Gibson R13 LMP1 -2 laps 4 Tom Dillmann (F) Oliver Webb (GB) Dominik Kraihamer (A) ByKolles Racing Team ENSO CLM-NISMO P1/01 LMP1 -5 laps 5 Vitaly Petrov (RUS) Mikhail Aleshin (RUS) SMP Racing (ART) BR Engineering-AER BR1 LMP1 -5 laps 6 Roman Rusinov (RUS) Jean-Eric Vergne (F) Andrea Pizzitola (F) G-Drive Racing (TDS) ORECA-Gibson 07 LMP2 -7 laps 7 Ho-Pin Tung (NL) Gabriel Aubry (F) Stephane Richelmi (MC) Jackie Chan DC Racing (Jota) ORECA-Gibson 07 LMP2 -7 laps 8 Nicolas Lapierre (F) Andre Negrao (BR) Pierre Thiriet (F) Signatech Alpine Matmut ORECA-Gibson 07 LMP2 -7 laps 9 Jazeman Jaafar (MAL) Weiron Tan (MAL) Nabil Jeffri (MAL) Jackie Chan DC Racing (Jota) ORECA-Gibson 07 LMP2 -8 laps 10 Matthieu Vaxiviere (F) Francois Perrodo (F) Loic Duval (F) TDS Racing ORECA-Gibson 07 LMP2 -8 laps 11 Pastor Maldonado (YV) Roberto Gonzalez (MEX) Nathanael Berthon (F) DragonSpeed ORECA-Gibson 07 LMP2 -8 laps 12 Julien Canal (F) Erwin Creed (F) Romano Ricci (F) Larbre Competition Ligier-Gibson JSP217 LMP2 -11 laps 13 Stefan Mucke (D) Olivier Pla (F) Billy Johnson (USA) Ford Chip Ganassi Team UK Ford GT GTE Pro -15 laps 14 Kevin Estre (F) Michael Christensen (DK) Porsche GT Team Porsche 911 RSR GTE Pro -15 laps 15 Davide Rigon (I) Sam Bird (GB) AF Corse Ferrari 488 GTE Evo GTE Pro -16 laps 16 Gianmaria Bruni (I) Richard Lietz (A) Porsche GT Team Porsche 911 RSR GTE Pro -16 laps 17 Antonio Felix da Costa (P) Tom Blomqvist (GB) BMW Team MTEK BMW M8 GTE GTE Pro -17 laps 18 (GB) (B) Jonny Adam (GB) Aston Martin Racing () Aston Martin Vantage AMR GTE Pro -17 laps 19 (DK) Marco Sorensen (DK) Darren Turner (GB) Aston Martin Racing (Prodrive) Aston Martin Vantage AMR GTE Pro -17 laps 20 Martin Tomczyk (D) (NL) BMW Team MTEK BMW M8 GTE GTE Pro -18 laps 21 Mathias Lauda (A) Paul Dalla Lana (CDN) Pedro Lamy (P) Aston Martin Racing (Prodrive) Aston Martin Vantage GTE GTE Am -19 laps 22 Salih Yoluc (TR) Euan Hankey (GB) Charlie Eastwood (GB) TF Sport Aston Martin Vantage GTE GTE Am -19 laps 23 Keita Sawa (J) Mok Weng Sun (MAL) Matt Griffin (IRL) Clearwater Racing Ferrari 488 GTE GTE Am -20 laps 24 Christian Ried (D) Julien Andlauer (F) Matt Campbell (AUS) Dempsey-Proton Racing Porsche 911 RSR GTE Am -21 laps 25 Motoaki Ishikawa (J) Olivier Beretta (MC) (I) MR Racing Ferrari 488 GTE GTE Am -21 laps 26 Khaled Al Qubaisi (UAE) Giorgio Roda (I) Matteo Cairoli (I) Dempsey-Proton Racing Porsche 911 RSR GTE Am -22 laps 27 (I) (GB) AF Corse Ferrari 488 GTE Evo GTE Pro -24 laps 28 Giedo van der Garde (NL) Frits van Eerd (NL) Jan Lammers (NL) Racing Team Nederland Dallara-Gibson P217 LMP2 -24 laps 29 Mike Wainwright (GB) Ben Barker (GB) Alex Davison (AUS) Gulf Racing Porsche 911 RSR GTE Am -26 laps 30 Francesco Castellacci (I) Thomas Flohr (CH) Giancarlo Fisichella (I) Spirit of Race Ferrari 488 GTE GTE Am -27 laps 31 Egidio Perfetti (N) Jorg Bergmeister (D) Patrick Lindsey (USA) Team Project 1 Porsche 911 RSR GTE Am -32 laps EX Andre Lotterer (D) Neel Jani (CH) Bruno Senna (BR) Rebellion Racing Rebellion-Gibson R13 LMP1 -2 laps R Stephane Sarrazin (F) Egor Orudzhev (RUS) Matevos Isaakyan (RUS) SMP Racing (ART) BR Engineering-AER BR1 LMP1 132 laps-accident R Harry Tincknell (GB) Andy Priaulx (GB) Tony Kanaan (BR) Ford Chip Ganassi Team UK Ford GT GTE Pro 26 laps-accident NS Charlie Robertson (GB) Dean Stoneman (GB) CEFC TRSM Racing (Manor) Ginetta-Mecachrome G60-LT-P1 LMP1 withdrawn NS Oliver Rowland (GB) Alex Brundle (GB) Oliver Turvey (GB) CEFC TRSM Racing (Manor) Ginetta-Mecachrome G60-LT-P1 LMP1 withdrawn NS Henrik Hedman (S) Ben Hanley (GB) Pietro Fittipaldi (BR) DragonSpeed BR Engineering-Gibson BR1 LMP1 accident

In each car, first-named driver started race. 10 Maldonado/Gonzalez 2m03.420s; 29 Beretta/Ishikawa 2m18.512s; 6 Tung/Richelmi/Aubry 8. 11 Vaxiviere/Perrodo 2m04.703s; 30 Fisichella/Flohr 2m18.917s; LMP1 manufacturers/teams 1 Toyota Winners’ average speed 117.953mph. 12 van der Garde/van Eerd 2m05.502s; 31 Griffin/Mok 2m19.445s; Gazoo Racing 26; 2 Rebellion Racing 15; Fastest lap 13 Canal/Ricci 2m05.739s; 32 Barker 2m15.332s*; 3 ByKOLLES Racing Team 12; 4 SMP Racing LMP1 Conway 1m57.442s, 133.404mph. 14 Priaulx/Tincknell 2m12.947s; 33 Sarrazin/Orudzhev no time; 10. LMP2 Vaxiviere 2m05.324s, 125.014mph. 15 Pla/Mucke 2m13.030s; 34 Kobayashi/Conway 1m54.583s**; LMP2 drivers 1 Aubry/Tung/Richelmi 25; GTE Pro Bruni 2m15.667s, 115.483mph. 16 Lietz/Bruni 2m13.034s; NS Fittipaldi 1m59.158s*. 2 Negrao/Lapierre/Thiriet 19; 3 Jaafar/ GTE Am Cairoli 2m17.069s, 114.302mph. 17 Christensen/Estre 2m13.352s; * only one driver set a time. ** excluded. Jeffri/Tan 15; 4 Perrodo/Duval/Vaxiviere 12. 18 Blomqvist/da Costa 2m14.017s; Fastest in each class: GTE drivers 1 Johnson/Pla/Mucke 25; QUALIFYING 19 Calado/Pier Guidi 2m14.385s; LMP1 Nakajima 1m54.781s; 2 Estre/Christensen 18; 3 Rigon/Bird 15; 1 Nakajima/Alonso 1m54.962s; 20 Rigon/Bird 2m15.104s; LMP2 Lapierre 2m01.476s; 4 Bruni/Lietz 12; 5 da Costa/Blomqvist 10; 2 Senna/Jani 1m56.425s; 21 Martin/Lynn 2m15.127s; GTE Pro Pla 2m12.420s; 6 Lynn/Adam/Martin 8. 3 Laurent/Menezes 1m56.992s; 22 Tomczyk/Catsburg 2m15.142s; GTE Am Cairoli 2m14.766s. GTE manufacturers 1 Porsche 30; 2 Ford 26; 4 Petrov/Aleshin 1m58.247s; 23 Sorensen/Thiim 2m16.004s; 3 Ferrari 15.5; 4 BMW 14; 5 Aston Martin 14. 5 Dillmann/Webb 1m58.697s; 24 Campbell/Ried 2m16.357s; CHAMPIONSHIP GTE Am drivers 1 Lauda/Dalla Lana/Lamy 6 Lapierre/Thiriet 2m02.405s; 25 Lamy/Dalla Lana 2m16.359s; LMP drivers 1 Buemi/Alonso/Nakajima 26; 25; 2 Eastwood/Hankey/Yoluc 18; 7 Vergne/Pizzitola 2m02.429s; 26 Bergmeister/Perfetti 2m16.637s; 2 Conway/Kobayashi/Lopez 18; 3 Menezes/ 3 Sawa/Griffin/Mok 15; 4 Ried/Andlauer/ 8 Tung/Aubry 2m02.824s; 27 Cairoli/Al Qubaisi 2m16.768s; Laurent/Beche 15; 4 Webb/Dillmann/ Campbell 13. 9 Jaafar/Jeffri 2m03.023s; 28 Hankey/Yoluc 2m17.627s; Kraihamer 12; 5 Petrov/Aleshin 10;

MAY 10 2018 AUTOSPORT.COM 45 RACE CENTRE MOTOGP

WORLD OF SPORT

HARFORD

This time Marquez is ahead of the chaos

MOTOGP ofer some clarity after a frantic start. from fourth on the grid to first at the start, JEREZ (E) Ultimately, the post-race conversation aided by the unorthodox choice of the soft MAY 6 was dominated by a huge shunt that ruled front tyre. He proceeded to hold of Dani ROUND 4/19 out the three factory riders chasing Marc Pedrosa, who Marquez admitted post-race Marquez. But the Spaniard’s form, and had been his main “worry”. Marquez thus Every MotoGP race pays the same in what it could mean for the championship, lost no time in traic relative to his Honda points, but there was a feeling that Jerez should not be overlooked. team-mate, and he picked of Pedrosa with would be more important than most. He crashed his Honda three times during a forceful move at the Turn 11 right-hander. After three diferent race winners, three practice, and was strangely subdued en Lorenzo stood his ground valiantly for diferent polesitters and three vastly route to fifth in qualifying, but he already a few laps more, only to eventually cede diferent races to kick of the season, looked to have the win sewn up by the position at the final corner. the top five in the standings were split by time the pile-up occurred behind. By one-third distance it was Marquez’s just eight points. And the Spanish venue, Marquez did not need the help. race to lose, but there was another hurdle to marking the beginning of the European It could have played out diferently overcome – a heap of gravel chucked onto leg of the campaign, was supposed to had Ducati’s Jorge Lorenzo not stormed the racing line by Tom Luthi’s crashing Marc VDS Honda. Marquez saw it “too late” GOLD AND GOOSE Lorenzo held o Dovizioso and to take evasive action. As his bike stepped Pedrosa until disaster struck out of line, he held on tight, slid, barely lost any time and continued undeterred. By this point Lorenzo was an ally once more, holding up Pedrosa and his own Ducati team-mate Andrea Dovizioso, lap after lap, as Marquez escaped into the distance. Dovizioso, who has never finished higher than fifth in MotoGP at Jerez, was suddenly looking fast. So fast, in fact, that he believed he could have followed Marquez – but for Lorenzo. Having passed Pedrosa, Dovizioso followed Lorenzo for many laps and eventually tried to force the issue at the Dry Sac corner. He dived down the inside but overshot his braking, running himself and his team-mate out wide. Lorenzo cut

46 AUTOSPORT.COM MAY 10 2018 MOTOGP RACE CENTRE

Marquez now has RESULTS ROUND 4/19, JEREZ (E), MAY 6 (25 LAPS – 68.708 MILES) a 12-point lead POS RIDER TEAM TIME

1 Marc Marquez (E) Honda 41m39.678s WEEKEND WINNERS 2 Johann Zarco (F) Tech3 Yamaha +5.241s

3 Andrea Iannone (I) Suzuki +8.214s MOTO2 JEREZ 4 Danilo Petrucci (I) Pramac Ducati +8.617s 1 Lorenzo Baldassarri 5 Valentino Rossi (I) Yamaha +8.743s Kalex 2 Miguel Oliveira 6 Jack Miller (AUS) Pramac Ducati +9.768s KTM 7 Maverick Vinales (E) Yamaha +13.543s 3 Francesco Bagnaia Kalex 8 Alvaro Bautista (E) Aspar Ducati +14.076s MOTO3 9 Franco Morbidelli (I) Marc VDS Honda +16.822s JEREZ 10 Mika Kallio (FIN) KTM +19.405s 1 Philipp Ottl KTM 11 Pol Espargaro (E) KTM +21.149s 2 Marco Bezzecchi 12 Takaaki Nakagami (J) LCR Honda +21.174s KTM 3 Marcos Ramirez 13 Bradley Smith (GB) KTM +21.765s KTM 14 Tito Rabat (E) Avintia Ducati +22.103s

15 Scott Redding (GB) Aprilia +36.755s

16 Hafizh Syahrin (MAL) Tech3 Yamaha +41.861s

17 Xavier Simeon (B) Avintia Ducati +49.241s

18 Karel Abraham (CZ) Aspar Ducati -1 lap GOLD AND GOOSE R Jorge Lorenzo (E) Ducati 17 laps-accident

R Andrea Dovizioso (I) Ducati 17 laps-accident

R Dani Pedrosa (E) Honda 17 laps-accident back sharply, and would normally have R Cal Crutchlow (GB) LCR Honda 16 laps-accident reclaimed position. Unfortunately, Pedrosa R Thomas Luthi (CH) Marc VDS Honda 11 laps-accident was already there on the inside, trying to capitalise. They collided, Pedrosa was R Alex Rins (E) Suzuki 5 laps-accident Moto2 winner Baldassarri thrown of his bike while Lorenzo went into R Aleix Espargaro (E) Aprilia 0 laps-mechanical Dovizioso. All three were unhurt but out. As Tech3 Yamaha’s Johann Zarco rode WINNER’S AVERAGE SPEED 98.952mph. FASTEST LAP Marquez 1m39.159s, 99.778mph. past the site of the incident, he was now up to second in the race – and second in the QUALIFYING 2 1 Crutchlow 1m37.653s; 2 Pedrosa 1m37.912s; 3 Zarco 1m37.956s; 4 Lorenzo 1m37.969s; championship. It was a fortuitous fi nish 5 Marquez 1m37.977s; 6 Rins 1m37.984s; 7 Iannone 1m37.987s; 8 Dovizioso 1m38.029s; 9 Petrucci 1m38.086s; for him, but then again Zarco had been 10 Rossi 1m38.267s; 11 Vinales 1m38.281s; 12 Miller 1m38.522s. the only Yamaha rider mixing it out front. Fifth for Valentino Rossi and seventh for QUALIFYING 1 1 Dovizioso 1m38.074s; 2 Vinales 1m38.349s; 3 A Espargaro 1m38.389s; 4 Nakagami 1m38.481s; Maverick Vinales desperately fl attered the 5 Morbidelli 1m38.544s; 6 P Espargaro 1m38.598s; 7 Rabat 1m38.610s; 8 Luthi 1m38.752s; 9 Kallio 1m38.759s; woeful form of the works bikes, which once 10 Bautista 1m38.838s; 11 Smith 1m38.961s; 12 Syahrin 1m39.135s; 13 Abraham 1m39.146s; 14 Simeon more struggled for grip in daytime heat. 1m39.708s; 15 Redding 1m39.918s. In fi nishing third, Suzuki’s Andrea Iannone was perhaps fl attered too, RIDERS’ CHAMPIONSHIP 1 Marquez 70; 2 Zarco 58; 3 Vinales 50; 4 Iannone 47; 5 Dovizioso 46; 6 Rossi 40; but it matters not. His seat looked 7 Crutchlow 38; 8 Miller 36; 9 Petrucci 34; 10 Rabat 24; 11 Pedrosa 18; 12 Rins 16; 13 Morbidelli 13; as good as gone a few weeks ago, yet 14 P Espargaro 13; 15 Bautista 12; 16 Syahrin 9; 17 Nakagami 9; 18 A Espargaro 6; 19 Kallio 6; he responded with back-to-back 20 Lorenzo 6; 21 Redding 5; 22 Smith 3; 23 Abraham 1; 24 Luthi 0; 25 Simeon 0. podiums. He is now right up there in the standings, whereas his team-mate MANUFACTURERS’ CHAMPIONSHIP 1 Honda 95; 2 Yamaha 76; 3 Ducati 62; 4 Suzuki 55; 5 KTM 14; 6 Aprilia 11. Alex Rins is emphatically not, having crashed for the third time in four races. Ottl leads Moto3 LCR Honda’s Cal Crutchlow crashed, on way to victory too, and this one will have been especially painful. Imperious in qualifying with a record-breaking pole lap, he lost ground early on and pushed too hard to recover. The Briton has been quick, so maybe he can still feature in the championship battle. Maybe Zarco can, or Dovizioso, or the works Yamahas. All of them are a ‘maybe’ HARFORD – the only certainty is Marquez. The title race is in his hands once more. VALENTIN KHOROUNZHIY

MAY 10 2018 AUTOSPORT.COM 47 RACE CENTRE WORLD OF SPORT

Glock’s spiel follows mega Pafett scrap

Glock and Paett battled for lap ater lap on Sunday

DTM its unclear future thanks to Mercedes’ Glock’s, and Pafett’s quickfire in and out- HOCKENHEIM (D) impending exit for Formula E. laps meant he returned to the track with a MAY 56 That Mercedes proved to be the class of one-second deficit to the BMW ahead. “I ROUND 1/10 the field last weekend only added a further started to catch Timo and my thought was, twist and, helpfully, Glock’s win prevented ‘I’m going to catch him and disappear’,” had perfectly summarised the an awkward Merc clean sweep, after Gary said Pafett. “It didn’t happen like that.” opening weekend of the most important Pafett had triumphed on Saturday. That proved to be an understatement. year for the DTM in recent memory. Having Glock set the winning foundation for Almost immediately, a truly breathtaking finally taken a decisive edge in a race that Sunday by taking pole ahead of Audi’s battle began between Glock and Pafett as will be remembered as one of the series’ reigning champion Rene Rast, who soon fell neither driver could find a one-second best ever, Glock entered the final lap and to third behind ’s rapid-starting bufer to break out of DRS range. Any began to consider his celebration. Merc. Pafett had qualified 10th and, despite time Pafett found a way past during It was an unusual one. “The best fucking the evidence that the DTM’s new reduced- their 10-lap duel – usually with the help racing,” exclaimed Glock. “Fucking hell downforce aero package has helped of greater traction, DRS and straightline Mercedes, this is why you should not leave overtaking, his climb through the field speed – Glock would respond instantly this championship, you fucking idiots.” – straight away he got up to fifth – was through the tighter corners. Disregard the profanity. BMW star unexpected. “Suddenly the whole race Some doorbanging and strong defensive Glock’s words captured the mood around a changed for me,” recalled Pafett, who was driving only wowed onlookers further and, series that feels to be heading in the right up to third by the time the pitstops began. as Glock put it, “it felt like two fighters in a direction on track, only to be hampered by The Briton’s stop came one lap after ring punching each other and no-one really says, ‘OK, I’m close to the knockout’.” Glock finds a Rather than a referee to end the bout, it way to stop was deeply impressive BMW DTM debutant himself swearing Joel Eriksson who closed in on Pafett in the final laps, having qualified third. Pafett’s experience showed when the two touched wheels as the Mercedes closed the door on Eriksson through the final sector, enabling Audi veteran to jump the young Swede and take the fight to Pafett. Rockenfeller looked set to miss out on second after hitting a piece of debris during an attempted pass through the inside of the penultimate corner but, instead, he found a way to steal a last-gasp second on the final lap. Even so, this was a rare high point for

DTM Audi, which took a clean sweep of the 2017

48 AUTOSPORT.COM MAY 10 2018 WEEKEND WORLD OF SPORT RACE CENTRE WINNERS

DTM HOCKENHEIM Race 1 Gary Paett emerged HWA Mercedes C63 DTM from fight with Race 2 Timo Glock the SARD Lexus Team RMR BMW M4 DTM

ADAC F4 HOCKENHEIM Race 1 US Racing Race 2 Lirim Zendeli US Racing Race 3 Mick Wishofer US Racing

SUPER GT FUJI Ronnie Quintarelli/Tsugio Matsuda NISMO Nissan GT-R ISHIHARA JAPANESE F4 FUJI Race 1 Yuki Tsunoda HFDP (Kochira Racing) Race 2 Yuki Tsunoda HFDP (Kochira Racing) NISMO gets Quintarelli out in front for success SUPER GT moved into the lead, chased by James FUJI (J) Rossiter (substituting for the WEC- MAY 4 committed Kazuki Nakajima with the

DTM ROUND 2/8 TOM’S Lexus team), Heikki Kovalainen (SARD Lexus) and Oshima. titles. Having excelled in the era of downforce, The NISMO Nissan GT-R proved the Kovalainen won a fantastic battle Audi last weekend battled oversteer and tyre class of the field on the Japanese Bank with Rossiter for second, and then degradation. The problem was so bad in Holiday last Friday to give Ronnie moved past Quintarelli into the lead. practice that only Rast was able to qualify Quintarelli and Tsugio Matsuda After the first round of pitstops, in the top 10 on Saturday, and Rast’s ninth victory, and move them into the Formula 3 star Sho Tsuboi – subbing place was the marque’s best race-one finish. championship lead. The success also for Kamui Kobayashi, who like Audi spent Sunday practice experimenting allowed Matsuda to increase his record Nakajima was racing at Spa – on set-up changes. And although Rockenfeller as the all-time record holder of Super impressively maintained the SARD – 14th on Saturday – saw the benefit with GT wins, with 20 victories to his name. Lexus’s lead from Matsuda as he his podium, Audi admitted it was perplexed With Fuji covered in heavy fog on completed a sparkling GT500 debut. as to where the improvement came from. Thursday’s qualifying day, the usual At the final round of stops, super- By contrast, Mercedes enjoyed being free of two-stage format was abandoned and quick pit work from NISMO got a development war, and Pafett took pole on instead a single session was held. Yuji Quintarelli out in front of Kovalainen, Saturday by the large-by-DTM-standards gap Tachikawa planted the Cerumo Lexus and the Italian pulled away. Kovalainen of 0.199 seconds. While Glock would go on on pole position, with Kazuya Oshima did his best to cut the gap, but there to defeat Pafett on Sunday, his starring role – in the LeMans Lexus he shares with was no stopping the Nissan. as Mercedes disruptor-in-chief began a day Felix Rosenqvist – alongside. The pole-winning Cerumo car of earlier. He was able to challenge the long- Tachikawa took the start for Cerumo, Tachikawa and Hiroaki Ishiura finished time Mercedes one-two of Pafett and Auer, but quickly fell down the order. It was third, with Rossiter and Yuhi Sekiguchi his pace enough to force the 2005 champion the fast-starting Quintarelli who fourth for TOM’S, Oshima and into an early stop to cover the BMW of. Rosenqvist fifth, and Daiki Sasaki and A late half-hearted move on Auer through Walkinshaw and Jann Mardenborough sixth in the Team the Spitzkehre hairpin was as close as Glock ARTA BMW took Impul Nissan. Hamstrung by their got to making a dent in Merc’s stranglehold honours in GT300 success ballast from their second place of the race, and he settled for third. in round one, Naoki Yamamoto and It was enough for Mercedes DTM boss Jenson Button took their Team Ulrich Fritz to defend his manufacturer’s Kunimitsu Honda to ninth position ambitions. “They [the drivers] really showed after Yamamoto had qualified 10th. [up] some of the messages given from other There was British success in the people saying, ‘Mercedes would not put all GT300 class, with Sean Walkinshaw the efort into DTM,’” he said. combining with mid-1990s Formula Mercedes added it was flattered by Glock’s Vauxhall Lotus racer Shinichi Takagi to radio outburst, but for now it appears his win in Aguri Suzuki’s ARTA BMW M6 winning will have to be on track, rather ISHIHARA GT3. With Takagi’s pole and fastest lap, than in changing the hearts in the it was a perfect race for the team. boardroom of a rival manufacturer. JIRO TAKAHASHI TOM ERRINGTON

MAY 10 2018 AUTOSPORT.COM 49 RACE CENTRE WORLD OF SPORT

Vervisch and Leonard lead Audi 1-2-3 HAWKINS

BLANCPAIN SPRINT to be when Dries Vanthoor and ex-Formula 1 The race was then neutralised behind (GB) driver Will Stevens converted pole to one the safety car so that both Team Parker MAY 56 half of WRT’s weekend spoils in the first Bentley Continental GT3s could be ROUND 2/5 race, following a heroic defensive drive from recovered. A congested first-lap run out Stevens to keep a train of four cars at bay. of Druids resulted in the Mercedes of Jack The most unusual aspect of Frederic Both races could have been a 1-2-3 Manchester tagging and spinning Callum Vervisch and Stuart Leonard’s Blancpain for Audi had it not been for a cruel last- Macleod’s Bentley; Macleod’s team-mate GT Series Sprint Cup victory for WRT in lap puncture that meant Kelvin van der Aron Taylor-Smith was left with nowhere the second race at Brands Hatch was the Linde’s superb drive for Attempto in the to go and shunted into Macleod’s door. controlled nature in which their Audi won. opening race was only rewarded with eighth. His stationary car was then hit by Alexey An eventual cushion of only 0.6 seconds In race two, Vervisch made a flying start Korneev, ending a woeful weekend in which to team-mates Alex Riberas and Christopher (above) and led into Paddock Hill Bend, the Russian crashed in practice, finished Mies, and the fact that there’s yet to be a while Rafaele Marciello was caught napping last in qualifying and spun in race one. repeat winner after four races, bely their from second on the grid in the AKKA-ASP When the safety car pulled in, Vervisch smooth run to the chequered flag. Mercedes-AMG GT3 by the R8 of Mies. A again made a stellar getaway and remained After topping a Sprint qualifying session lunge down the inside into Paddock relegated well clear as the pit window opened. for the first time, Vervisch acknowledged Marciello to third, and he then compounded Mies headed straight in to swap for that “pole position was definitely the key” at his error by running wide and allowing van co-driver Riberas in an efort to undercut what was “an Audi track”. And so it proved der Linde an easy ride through too. the #17 Audi. Van der Linde followed suit and, despite a momentary delay when Riberas struggled to restart his R8’s engine, the order remained as Leonard picked up HAWKINS Vervisch’s lead after pitting three laps later. Marciello ran deep into his stint in an efort to undo his troubles, but he carried too much speed into the pits and hit the barrier. He was able to continue and hand over to Michael Meadows. They took fourth. This time last season it was Grasser Racing’s Mirko Bortolotti celebrating victory. But additional Balance of Stevens/Vanthoor Performance ballast helped ensure the took narrow win Lamborghini Huracan GT3 he shared in first encounter with Christian Engelhart was down in fifth. MATT KEW

50 AUTOSPORT.COM MAY 10 2018 WORLD OF SPORT RACE CENTRE

BLANCPAIN SPRINT BRANDS HATCH Race 1 Dries Vanthoor/Will Stevens WRT Audi R8 LMS Race 2 Frederic Vervisch/Stuart Leonard WRT Audi R8 LMS

IMSA MIDOHIO DPi Helio Castroneves/Ricky Taylor Penske Acura ARX-05 GTLM Earl Bamber/ Porsche 911 RSR GTD Dominik Baumann/Kyle Marcelli 3GT Racing Lexus RCF GT3

WEEKEND WINNERS

LEVITT Penske and Acura hit the front in America

IMSA road course after a five-year absence. Acuras shortly after the first round of MIDOHIO (USA) Unencumbered by caution periods, pitstops, when Taylor encountered MAY 6 the 160-minute race provided some some diiculty in getting up to speed on ROUND 4/12 spectacular entertainment in ideal a fresh set of tyres after taking over from weather conditions. The wide-open Castroneves. He slipped briefly to fourth Helio Castroneves and reigning series nature of this year’s championship but was soon into his groove. Taylor champion Ricky Taylor combined to claim was exemplified as first-time winners regained the upper hand following the an emphatic first IMSA SportsCar victory emerged in all three classes. At the front second round of pitstops, when Juan Pablo for Acura last Sunday of the field, nine diferent prototypes Montoya relieved , and at Mid-Ohio. Yet perhaps the biggest representing six distinct chassis-engine claimed a relatively comfortable victory. winners were the fans, who turned out in combinations posted lap times within 0.3 The pursuing of Wayne Taylor droves to celebrate the return of top-line seconds of Stephen Simpson’s fastest race Racing and Action Express chased gamely prototypes to the challenging 2.258-mile lap in one the JDC Miller MotorSports but were unable to match the turbo cars team’s ORECA-Gibson ‘global’ P2 cars. in terms of top speed. Lexus RCF took first But let there be no doubt that Roger GTLM provided the usual drama as one win in GTD category Penske’s Acura ARX-05 DPi cars were representative each of Porsche, BMW, in charge. After displaying their potency Corvette and Ford filled the top four in the first three races, they were fastest places, separated by less than 20 seconds. in every session and never relinquished The Porsche of Earl Bamber and Laurens their position atop the leader board. Vanthoor led most of the way, although Penske’s cars were kept honest by the the BMW of Alexander Sims and Connor pair of Mazda Team Joest entries. De Phillippi stayed out much longer than Jonathan Bomarito and Spencer Pigot the other contenders before making its (standing in for Harry Tincknell, who was final pitstop for fuel, after which De already committed to the WEC race at Phillippi took advantage of fresher tyres to Spa) fell by the wayside at half-distance whittle a deficit of almost 10s to Vanthoor after Pigot made contact with a GTD car, to just a few car lengths at the finish. but team-mates and Tristan Kyle Marcelli and Dominik Baumann GALSTAD Nunez remained in contention to secure secured a well-deserved maiden GTD the combination’s first podium finish. victory for Lexus and 3GT Racing. The two Mazdas actually split the JEREMY SHAW

MAY 10 2018 AUTOSPORT.COM 51 RACE CENTRE WORLD OF SPORT

McLaughlin scored double to extend Supercars points lead

KLYNSMITH McLaughlin on stunning form in the west AUSTRALIAN SUPERCARS having both run a diferent style of staving of a brief challenge from David BARBAGALLO (AUS) one-stopper. They opted to make their Reynolds after the third round of stops MAY 56 single stop much later, which meant being to set up one of the most impressive ROUND 5/16 severely undercut by most of the field wins of his Supercars career. early on, but having buckets of tyre grip “I couldn’t believe it,” said McLaughlin. Scott McLaughlin took a sublime pair of for a short second stint to the flag. “The strategy was on point. We made it wins in Perth to extend his points lead, Winning on Sunday was more diicult for ourselves [with qualifying], and the second came after a stunning complicated for McLaughlin, after an but we brought it back. I joked to [Dick drive from the 10th row of the grid. uncharacteristically poor showing in Johnson] before we went out. I said, The DJR Team Penske Ford driver made qualifying left him 19th on the grid. ‘I reckon we could win this thing’. But light work of Saturday’s 120km race, using It started when he missed out on an I didn’t bloody think I was going to do it!” his superior car speed to run a standard automatic Q2 spot in Sunday morning Reynolds finished second in his Erebus single-stop strategy from pole position. practice, before a mistake on his sole Holden, despite running of the road at McLaughlin’s cause was helped by soft-tyre run in Q1 meant he didn’t the last corner on the final lap, which having team-mate Fabian Coulthard play an even make it through the hard way. he later labelled as a “dick move”. excellent rear-gunner role during the first His saving grace in the 200km race finished third, pulling of stint, which meant McLaughlin had the best turned out to be an early safety car. Having an even greater escape than McLaughlin. part of six seconds up his sleeve when he worked his way up to 12th at the start, the The veteran started way back on the last made his sole pitstop. From there he was caution and subsequent round of stops row of the grid, but the frantic opening stint able to control the gap on the high-deg helped McLaughlin pop out in fifth, on and an overcut-heavy three-stop strategy surface, cruising to a comfortable 5.6s win. the same strategy as the guys around him. helped him come home on the podium. Mark Winterbottom and Shane van He then moved into the efective lead “I said to [race engineer John McGregor], Gisbergen completed the Saturday podium, during the second round of stops, before ‘You call the shots, I’ll drive the wheels of it’,” said Lowndes. “I think we did that today.” KLYNSMITH Reynolds did his best Jamie Whincup’s title hopes took another to stop McLaughlin knock, starting with an 11th on Saturday. The in the second race reigning champion actually finished sixth on the road, but was slapped with a five-second penalty for turning Chaz Mostert around when the Tickford driver tried to get into the pits midway through the race. On Sunday Whincup led before the safety car, only to then slip back through the field as the race wore on. He was ultimately passed by Triple Eight/Red Bull Holden team-mate van Gisbergen on a four-stopper late in the race, finishing sixth. McLaughlin now leads van Gisbergen by 158 points, with Reynolds a further 10 back. ANDREW VAN LEEUWEN

52 AUTOSPORT.COM MAY 10 2018 WEEKEND WORLD OF SPORT RACE CENTRE WINNERS

AUSTRALIAN SUPERCARS Harvick leads Kyle Busch BARBAGALLO on the Dover oval Race 1 Scott McLaughlin DJR Team Penske Ford Falcon Race 2 Scott McLaughlin DJR Team Penske Ford Falcon

NASCAR CUP DOVER Stewart-Haas Racing Ford Fusion

NASCAR XFINITY DOVER Justin Allgaier JR Motorsports Chevrolet Camaro

EUROFORMULA OPEN PAUL RICARD HARRELSON Race 1 RP Motorsport Race 2 Felipe Drugovich RP Motorsport Harvick wins the SHR battle INTERNATIONAL GT OPEN PAUL RICARD Race 1 Fran Rueda/Andres Saravia NASCAR CUP “Clearly, Kevin was up front and was the Teo Martin Motorsport BMW M6 GT3 DOVER (USA) car to beat most of the day,” said Bowyer. Race 2 Andrea Montermini/Daniele di Amato MAY 6 “[That last pitstop] was our first shot at RS Racing Ferrari 488 GT3 ROUND 11/36 tyres and taking of in clean air. It makes a big diference. I knew when it [Harvick’s TCR EUROPE The NASCAR Cup series pendulum swung car] took of as good as it did and rotated PAUL RICARD Race 1 Dusan Borkovic back the way of Stewart-Haas Racing as it as good as it did, I was in trouble.” Target Competition Hyundai i30 N TCR put in another dominant showing. Thirteen laps later he was. Harvick finally Race 2 Dusan Borkovic After a 49-minute delay for rain, the race found the space to make a move stick on Target Competition Hyundai i30 N TCR became a two-car battle between the sister team-mate Bowyer, and his advantage SHR Fords of Martinsville winner Clint showed once again as he won by seven BRAZILIAN V8 STOCK CARS Bowyer and team leader Kevin Harvick. seconds after the remaining 60 laps. LONDRINA Bowyer had been sent to the back of the It was enough for the impressive Daniel Race 1 Max Wilson grid and slowly worked his way up the field Suarez, who equalled his best Cup result Eurofarma RC after a series of car adjustments. By the of third in his Joe Gibbs Racing Toyota, to Race 2 Lucas di Grassi middle of the race, he was into the top five consider Harvick as “in his own league”. Hero Motorsport and moved into the lead with 103 laps of That was often how fellow Toyota driver 400 remaining just before the rain fell. Martin Truex Jr was described last year, but EUROPEAN GT4 BRANDS HATCH When racing resumed, Bowyer and the he could only take fourth having wrecked Race 1 Nicolaj Moller Madsen/Milan Dontje leading pack, which included second-placed out of three of the last four races. Phoenix Racing Audi R8 LMS GT4 Harvick, pitted for new tyres and fuel. Points leader Kyle Busch had a suspected Race 2 Will Tregurtha/Stuart Middleton It was when he rejoined the track that driveshaft failure, having battled vibration HHC Motorsport Ginetta G55 GT4 Bowyer felt his lead was most under threat. from the worsening part, and was 35th.

Tregurtha and Middleton Brits take it with Ginetta won on home ground

GT4 EUROPEAN SERIES tyre wall on the exit of Hawthorns. BRANDS HATCH (GB) As a result, the safety car was deployed MAY 6 for the third time in a race marred by poor ROUND 2/6 driving standards until the race ticked over to 75% completion, after which Milan Dontje A stop-go penalty for a pitstop under and Nicolaj Moller Madsen inherited victory the minimum time was all that prevented in their Phoenix Racing Audi. Stuart Middleton and Will Tregurtha from Tregurtha led from pole in race two before establishing themselves as series leaders. he struggled with his tyres and fell down Following on from their Zolder win, the the order. But a slick pitstop followed by a HHC Ginetta duo led race one as the red strong stint from Middleton was enough to flag was produced – contact with the KTM overcome the Ginetta’s extra ballast, and X-Bow of Laura Kraihamer had sent Ricardo he powered on to an eight-second win.

EURO GT4 van der Ende’s McLaren crashing over the MATT KEW

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 PRWRUVSRUWMREVFRP WRGD\ XFDQ RYHU U Good verbal andwritten communicationskills. Good problem-solvingability. Strong attention to detailandananalyticalapproach. The candidate mustalsodemonstrate: Familiarity withF1orotherhigh-level motor sport • Experience inuseofphysical modellingtools suchas • Experience intheuseofMcLarenAppliedTechnology • Experience inthephysical modellingofdynamic Experience in.NET-basedapplicationdevelopment. • • University EngineeringGraduate, withagoodgeneral • following requirements: Group, thesuccessfulcandidate willneedto meetthe Reporting to theHeadofControl Systems andModelling and off-car controllers. and real-timeembeddedsoftwaredevelopment for on-car software tools to supportanalysisofcarandtest rigdata 1. You willhave responsibilityfor thedevelopment of at atremendouslyexciting timeinourhistory withinFormula Renault SportRacinghave anopportunityto joinourteam To applynowvisitwww.motorsportjobs.com To applyforthisvacancy pleasevisitwww.redbullracing.com Closing dateforapplicantsisMonday28thMay2018 in amatterofdays. environment, onewhereyoucanoftenseetheresultsofyourworkonracetrack In returnweoffertheopportunitytoworkaspartofasuccessfulteaminanexciting a broadunderstandingofmetals,compositesandplasticswouldbeadvantageous. latestmaterialsand In ourquesttowinwe’realwayspushingutilisethevery vehicle dynamics,R&Dtesting,andtheraceteam. As aStructuresAnalystyou’llworkcloselywiththeotherdesigngroups,aerodynamics, with bothclassical‘hand’calculationsandFiniteElementAnalysistechniques. approach, backedupbyagoodengineeringqualification,andyouwillbecomfortable Based intheheartofourdesignofficeyouwillpossessapracticalandanalytical refine designstoensureRedBullRacingbalancesabsoluteperformanceandreliability. member ofourStructuresAnalysisGroup.Your rolewillbetoanalyse,optimise,and With aproventrackrecordinengineeringanalysisandsimulationyouwillbecome guide thestructuraldesignofourF1racingcars. We’re lookingforanexperiencedandinnovativestructuralanalysisengineertohelp STRUCTURES ANALYST (R0000488) activity willprovide anadvantage. DYMOLA andSimScapewillprovide anadvantage. will behighlydesirable. software andtools (System Monitor, ATLAS, vTAG, GDE) systems. the useofMATLAB andSimulink. engineering roleintheautomotive sector. Expertisein of vehicle dynamicsandprofessional experience inan technical engineeringknowledge, withasoundgrasp Senior SimulationSoftwareEngineer [email protected] Please emailyour CVandabriefcoveringletter to: and workinghoursare 9:30amto5:30pm,MondayFriday. 6\YILH\[PM\STVKLYUVɉJLZHYLIHZLKPU[OLJLU[YLVM9PJOTVUK by 1dayperyeartoamaximum of 30days You willalsobeentitledtoagenerous 25daysholiday, increasing commission –sothemore yousell, themore youearn! depending onexperienceandability, plusexcellentun-capped In return youwillreceive abasicsalaryofupto£25,000 - Sellmulti-platformcampaigns - Arrangeandattendclientmeetings 4HRLHTPUPT\TVMLɈLJ[P]LJHSSZWLY^LLR conversationsandbookingdetails - Maintainclientdatabasewithupdatedinformationon - Meetsalestargets account - Source newbusiness, maintainandgrow existing Responsibilities andDuties an impactinthebusiness. communication skills,bedigitalsavvyandhaveadesire tomake @V\T\Z[OH]LHJVUÄKLU[[LSLWOVULTHUULYL_JLSSLU[ client basebutalsosourcing newleadsusingyourowncreativity. successful B2Bteamsellingadvertisingspacetoourexisting We are looking forahighlyself-motivatedindividualtojoinour exciting products. Jobs, Motorsport.com,Motor1,Autoclassicsandmanymore including Autosport,MotorsportNews,F1Racing, global mediacompanythatownsandoperatesmultiplebrands Motorsport Networkwaslaunchedin2015andisaprivatelyheld excellent uncappedcommission Media SalesExecutive–B2BTeam –upto£25,000plus advantage. Experience inasimilarraceorrallysettingwouldbean Beableto write professional technical customer-facing • Have astronganalyticalapproachandmeticulous • Have excellent interpersonal, relationshipbuildingskills • Have goodcomputer literacy andunderstandingof • Have agoodlevel ofmechanicalunderstanding, • Have agoodunderstandingofICenginesandtheir • Be Educated to ahighstandard,preferably Degree • The idealcandidate should: Assisting withproductionoftechnical literature, Identifying andsolvingtechnical issues. • • Working aspartofateam to helpmaintainanddevelop • Providing exceptional technical supportduring both • The roleinvolves: programs. to provide engineeringsupportonourcustomer andteam An exciting opportunityhasarisenfor anEngineEngineer To applynowvisitwww.motorsportjobs.com documents andqualityreports. attention to detail. times. and capableofproviding aprofessional image atall data loggingandanalysissoftware. preferably somehands-onexperience. sub-systems. level. bulletins, presentationsandevent reports. engine performance. dyno andin-cartesting includingevents. Engine Engineer MARKETPLACE MARKETPLACE

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MOTORSPORT JOBS FEATURES O

Many more C1s will be at Rockingham than here at Snetterton last year TRACK TESTS O EXTRA C1 RACE AT ROCKINGHAM GETS LARGE ENTRY TOO

HILLCLIMB CITROEN C1 CHALLENGE Organisers have expressed disbelief at the O pace of the rise. The 53 places on the 24-hour Just over a year ago, the inaugural Citroen grid for Rockingham were filled in a matter C1 Challenge race attracted a modest grid of days, leading to a three-hour race being of 14 cars. This weekend, more than double put on beforehand to accommodate those that number will take part in the ‘reserve’ who haven’t got an entry to the main contest. race for the first Rockingham C1 24 Hours. That race is now set to feature 35 cars. @AS_National @AS_National @AutosportNational

HISTORICS O Harper wants end to bad luck

PORSCHE CARRERA CUP GB “A stone flicked up by my team-mate Lewis Plato broke the radiator. But that’s racing, it’s Porsche GB Junior Dan Harper is targeting a annoying but I know we can be up there. turnaround in fortunes at Monza this weekend “It was a massive jump up [to Carrera Cup after a diicult start to his Carrera Cup season. from Ginetta Junior] and I didn’t expect to The 17-year-old JTR driver is currently be quick so soon.” sixth in the standings after sufering bad luck The Carrera Cup will visit Monza for the in three of the opening four races of the year. first time in support of the European Le He qualified an impressive third for the Mans Series this weekend. first race at Brands Hatch but dropped to 13th “I think Monza will be very exciting,” after contact with George Gamble caused a added Harper. “A lot of drivers have never puncture. His fightback in race two was then been before so it will even things out.” limited by a red flag shortening the race. Title rivals Dino Zamparelli and Tio NATIONAL RACING NATIONAL He finished third in the first race at Donington Ellinas have both raced at the Italian Park and was on course for a strong result in circuit in single-seaters. race two when he sufered a broken radiator. “I won at Monza in GP3 so hopefully “I’ve not really had the best luck but I will carry on with the same pace,” said I’ve showed the speed, which is the most Ellinas, who trails Zamparelli by just two important thing,” said Harper. “If the speed points ahead of the two Monza races. is there, then the luck will come. STEPHEN LICKORISH Seb (l) and Andy Priaulx are among the drivers taking part this weekend

JEP STYLES

“If we were speaking this time last year ARDS test and this is his first race.” Castle Combe ace Gary Prebble, ex-Classic after our first proper race, when we had As well as Priaulx – who is sharing a car Stock Hatch champion Pip Hammond and 14 cars, and someone had told us then we with his son Seb and British Touring Car Pickups regular Nic Grindrod. were going to Rockingham next weekend series director Alan Gow – a number of past Myatt attributes a number of factors for with a full grid for the main race and 35 and present BTCC drivers are taking part. the surge of interest in C1s, including cost- cars in the three-hour race we are putting Among those on the entry list are BTCC efectiveness and closeness of the racing. on for cars who couldn’t get into the main title contender Josh Cook, fresh from his “People spend more money on hospitality race, we would never have believed it,” said maiden win in the series at Donington than we spend on a season’s racing,” he said. Philip Myatt, director of the C1 Racing Club. Park last month. Former BTCC drivers “The cars are very evenly matched and good “During last year we knew they were Anthony Reid, Lea Wood and Jim Edwards fun to drive. You look at it and think you’re selling kits for cars to be built, but during Jr are also on the grid and Richard Austin just going to drive to the supermarket in it, the year we had no more than 18 cars in – father of Rob – will make his racing but make a few diferences to the suspension any of the races before Spa. return in the event. Rob could take and it’s ready to race for under £4000. “We’ve got the complete spectrum [in part in the second C1 24-hour race Endurance racing is another factor – a lot terms of driver ability] from people like Andy at Rockingham in September. of people have only done 15 or 20 minutes Priaulx, who are respected professional Successful club racers from a diverse and people want to get more track time.” drivers, to the guy who has just done his range of series also feature, including STEPHEN LICKORISH

SPECIAL LIVERIES FOR RESTORED PORSCHES Restored by official UK Porsche Centres, 15 986-generation Boxsters made their debut at Brands Hatch wearing famous liveries from the marque’s racing history. The Porsche Classic Restoracing Competition celebrates the model’s 20th anniversary and will run a six-race calendar alongside the Porsche Club Championship. Notable designs included ‘Pink Pig’, ‘Hippie’ and Martini homages to the 917K, with which Porsche took its first Le Mans win in 1970. Photographs by Gary Hawkins

MAY 10 2018 AUTOSPORT.COM 65 CLUB AUTOSPORT NATIONAL NEWS

pretty close and I’m excited to be joining TCR UK for one of the early rounds.” Points leader Dan Lloyd is also going to BTCC driver Price to join be in the Knockhill field this weekend. He won both of the opening races of the series TCR UK grid for Knockhill at Silverstone but only had a deal to contest the first weekend with the WestCoast Racing squad in a Volkswagen Golf. That has now been extended for Knockhill and could continue further into the season. The other two WestCoast entries at Silverstone, for siblings Andreas and Jessica Backman, will also be back on the grid in Scotland. Despite the arrival of Price, numbers are expected to drop from 13 at Silverstone to 12, but organisers are unconcerned by the slight drop in entries, suggesting they always expected a decrease for Knockhill. Twelve entries are “The numbers will be lower at Knockhill expected for TCR because of the sheer cost and the geography UK at Knockhill but we have a lot of people interested [later WALKER in the year],” said TCR UK’s promotor Jonathan Ashman. TCR UK the rest of the season. “You know the numbers are going to He had already tested the car during be small in year one but TCR is a credible Josh Price will become the second current the winter and joins fellow BTCC racer proposition and it will grow and grow. British Touring Car driver on the TCR UK Aiden Mofat in the series. We’re happy for it to sit in the UK and grid when he contests the second round “I watched the opening round at let it develop. We always knew the UK at Knockhill this weekend. Silverstone and the fact that we’d already would be toughest [market for TCR to The 19-year-old, who drives a Team got a TCR car meant it was an easy crack] and that’s why we left it to last. BMR Subaru Levorg in the BTCC, will decision to do Knockhill,” said Price. I think Silverstone was positive and compete in a first-generation Honda Civic “I’m not making any predictions, but the atmosphere was good.” under the BMR banner and may contest the racing at Silverstone looked to be STEPHEN LICKORISH

Hoy to race in Masters Endurance Legends

MASTERS The LMP2 Courage contested the 2007 Le Mans, with Vitaly Hoy will compete in Olympic cycling champion Petrov – before his F1 career Endurance Legends Sir will compete in began – sharing with Liz in a Courage LC75 the new Masters Endurance Halliday and Romain Iannetta. Legends series this season. “I’m very excited to get Hoy – who has raced in a back into a proper race car number of diferent categories with a bit of downforce,” said and events in recent years, Hoy, who will share the car including in British GT and at with Mike Furness. “I’m doing the Le Mans 24 Hours – will a few things at the moment drive a Courage LC75 in the but this is going to be really Masters series for recent exciting. I used to follow Le GTs and sports-racers. He is Mans as a kid – I had a little expected to make his debut at toy set with two Le Mans cars.”

the Silverstone Classic in July. STEPHEN LICKORISH JEP

66 AUTOSPORT.COM MAY 10 2018 NATIONAL NEWS CLUB AUTOSPORT

Atkinson tested the Hesketh at Silverstone last week IN THE HEADLINES

EUROPEAN GT4 DEBUTS Will Burns and Mike Newbould made their GT4 European Series debut at Brands Hatch in an efort to learn the full Grand Prix circuit ahead of its use by British GT in August. It seemed to have been a wasted journey when Newbould sufered a first-lap retirement in race one following contact with Nathan Wolf in the V8 Racing Chevrolet Camaro GT4.R. Burns then led early on in race two but, ater the driver changes, they wound up 34th.

EDWARDS TO RETURN Two-time Welsh Sports & Saloon Car champion Blake Edwards will return to the

LAWRENCE series and competitive racing for the first time in 23 years this weekend. Edwards won a single-race shootout in 1990 to become From muddy trial to Monaco champion, and retained the title in ’91 – before retiring in ’95. He will drive a Renault Clio in this weekend’s races HISTORICS bring the car back home in one piece.” and also contest other rounds this season. Atkinson has raced on the street Isle of Wight driver Chris Atkinson will circuit at Pau and had a shakedown test CENTURY TO GT CUP realise a boyhood dream when he races a in the Hesketh on the Silverstone Grand Century Motorsport will enter a Ginetta Formula 1 car at Monaco this weekend. Prix circuit last week. “It’s certainly G55 GT4 in the rest of the GT Cup season. Atkinson, 51, will drive the Hesketh 308 lighter and more nimble than the The car will be shared by former GRDC owned by Irish racer James Hagan while Formula 5000,” he added. and G40 Cup racers David Holloway and the owner recovers from a skiing accident. Ten days ago, Atkinson and his father Phil Ingram, along with GT regular Piers Atkinson usually competes in the ex-Mike Ken competed in a Historic Sporting Trial Johnson. Holloway and Ingram are Hailwood TS8 Formula 5000 in his Cannon. “That’s the two extremes of also set to tackle the British GT finale at machine but will step up to motorsport: from a muddy trial to racing Donington Park in September in the car. DFV power for the street race. an F1 car at Monaco in two weeks,” said “I’ve been to Monaco before but never Atkinson. He also contested the 2017 GERAGHTY TO HOT HATCH to race, instead I drove the truck there London-Brighton veteran car run in Reigning Scottish Mini Cooper Cup for [historic racer] Frank Lyons!” said his 1903 De Dion Bouton. champion Mark Geraghty made his SMTA Atkinson. “James has a skiing injury and Atkinson warmed up for Monaco Hot Hatch Fiesta debut at Knockhill last asked me if I wanted to do it. It is one of by racing the Surtees in the Derek Bell weekend, claiming a brace of second places. my boyhood dreams, to race a proper F1 Trophy event at Donington last weekend, The Perthshire driver has decided to switch car, and to do it at Monaco is amazing. taking a best result of fifth. focus from the one-make series for 2018, “I just want to finish the race and PAUL LAWRENCE instead opting to take part in the 750 Motor Club Enduro series in his Mini Cooper S.

EXTRA EQUIPE GRID The Equipe GTS series has secured additional OSS gets bumper entry track time at the MG Live meeting at Silverstone after its initial 58-car grid was filled within 15 minutes. Organisers expect the second BRSCC championship, said: “We averaged about grid is likely to be full, too, by the June 2/3 28 cars last year and we’ve got a number meeting. The series (below) often attracts Forty-six cars will be on the grid for the of new guys joining us this year. large entries and always gets particularly opening round of the OSS Championship “I think the number is so high this high interest in its races at the MG Live event. on the Silverstone GP layout – with a weekend because it’s the full Silverstone further four places still available. layout. It’s a really good opportunity.

The British Racing & Sports Car Club “We can take 50 cars but four people JONES category will hold three races on the withdrew because of car problems, Northamptonshire circuit this weekend. otherwise we would have been 50. Created in 2009 for sports-prototypes, “The championship has flourished the eight diferent classes and relatively in the last three years, we’ve become open regulations mean that it has established, people like the format; continued to grow in popularity. it works.” Alan Jenkins, coordinator of the STEFAN MACKLEY

MAY 10 2018 AUTOSPORT.COM 67 CLUB AUTOSPORT NATIONAL NEWS

Hamilton was back at the wheel of IN THE HEADLINES Le Mans Aston

‘AND IT’S WALKER…’ The organisers of the Silverstone Classic presented Murray Walker with a Lifetime Achievement Award last week to mark 70 years since he attended the first Silverstone grand prix in 1948. In a ceremony hosted by fellow broadcaster Tif Needell in the pitlane, the accolade was presented by Silverstone Classic’s Nick Wigley.

BAILLIE’S BAPTISM

BRDC veteran Alan Baillie’s Lola Mk2 debut SCHERER in the Donington Historic Festival’s Formula Junior races brought mixed emotions. “It had been in a corner of my workshop for Hamilton reunited with 25 years, awaiting restoration, but needs a proper [Ford] engine,” he said. Sadly, Baillie collected Andrew Tart’s Bond, tapped Aston DBS at Donington into a spin at Redgate, in Sunday’s start. LE MANS CLASSIC plans to race it this season. TILLEY’S SWITCH TO LOLA David Jack from Aston Engineering said: Benn Tilley, class-winning runner-up to Former Le Mans 24 Hours privateer “I worked on the car when it was originally Peter de la Roche in last year’s FJHRA Robin Hamilton was reunited with built and it’s been put back to as near the Historic Formula Junior championship, his Aston Martin DBS V8 at ’77 Le Mans spec as we can. Paul bought switched from Paul Smeeth’s Lotus 22 Donington Park last week. the car in 1979 spec, but we decided to to a Lola Mk5 last weekend at the Donington Hamilton developed the car over change it back, so it has a 500bhp V8, Historic Festival. Having not sat in the Lola several years and finished 17th in the and period brakes, gearbox and dif.” until qualifying, the 18-year old finished 1977 French enduro, sharing with Chase-Gardner, who drove the car at the ninth and eighth in the races. Mike Salmon and David Preece. 2016 Le Mans Classic, added: “The whole In modified twin-turbo form, the project has been a wonderful journey and ESCORT TURNS HEADS car also contested the 24 Hours in I am looking forward to racing at Spa and The immaculate Ford Escort RS1600 of Terry 1979. Hamilton and Preece shared the Le Mans Classic.” Caton and engine builder Tim Swadkin RHAM/1 with Derek Bell, but Hamilton’s Donington run was his first turned heads in the Historic Touring Car retired due to engine failure. time in a race car for 37 years. “The brakes Challenge at Donington. Built by Greg Caton’s Its last race in period was the 1980 were good and it felt very stable, but I was G-CAT Racing team, the two-litre BDG- Silverstone 6 Hours, which it failed to rather nervous about driving it again,” he powered car is a faithful replica of Spaniard finish, but it did hold the world land- said. “It felt very much like the original, Rafael Barrios’s Garvey sherry-backed speed record for towing a caravan! still diicult to drive – especially for 24 Broadspeed original of the early 1970s. The car has been rebuilt by Aston hours. It’s a real credit to Paul, David and Engineering and restored to its non-turbo Aston Engineering for the superb build.” DEBUT PODIUM DELIGHT form, and owner Paul Chase-Gardner PETER SCHERER John Pearson was delighted to finish third on his debut in his ex- Audi A4 Quattro (below) in Saturday’s HSCC series opener at the Donington Historic Festival. “Chassis 31 Racer stopped at border was the last Quattro built and it’s fabulous,” said Dunlop’s motorsport tyre distributor, who bought the car at the RM Sotheby’s DONINGTON HISTORIC came to 10 tonnes but DFDS put the London auction in 2016. cargo only down as 10 tonnes. At Svein Aannestad was unable to race in Customs the automatic barrier wouldn’t his first Donington Historic Festival last let us out because the computer hadn’t weekend after the trailer carrying his recognised what we had declared.” race car was detained at the UK border. To add insult to injury, because The Norwegian had been due to enter Aannestad had left his racing licence his 1963 Giulia GT under in the trailer, he had to pay for tickets invitation in the Historic Racing Drivers on the gate in order watch the race Club’s Touring Greats for Pre-’60 he should have been a part of. Touring Cars race. But a weighing error The carrier did pay the £1000 by the shipping company meant he fine and will return Aannestad’s was unable to leave the docks. car free of charge.

WALKER Aannestad said: “Our total weight MATT KEW

68 AUTOSPORT.COM MAY 10 2018 OPINION CLUB AUTOSPORT

WHAT’S THE CATCH?

Regular spectators at Brands Hatch may not welcome the new safety measures. But if they attract series such as the DTM and new fans, can they be a good thing?

MATT KEW

ll was not well among the spectators at Brands Respondents covered a wide range of demographics, Hatch last weekend. That was despite the with some being more regular attendees of the circuit A glorious Bank Holiday weather, two entertaining than others. These are the kinds of people who should headline races courtesy of the Blancpain GT be returning to the track and are expecting a clear view of Series Sprint Cup, and the first competition some of club racing’s finest on maximum attack through usage of the Grand Prix Circuit layout this season. Hawthorns and Westfield. The reason for their upset was the changes made to the back Despite the thoughts of some of the spectators, it would of the circuit on the Grand Prix loop: the use of more and higher be easy to argue that the circuit actually hasn’t gone far catch fencing, and the closure of a small trackside section enough in its quest for greater safety, especially considering between Sheene Curve and Stirling’s Bend. the loop has given rise to some scary offs. A freak accident Alterations coincide with the planned arrival of the DTM at the during a 2010 SEAT Leon Eurocup race resulted in venue in August – its first time at the track since 2013 when it, Francisco Carvalho’s car rolling into an exposed crucially, used the Indy Circuit configuration. Although Brands spectator bank – incidentally on the straight between was apparently investigating safety upgrades before the DTM Sheene Curve and Stirling’s. showed interest, the arrival of the German tin-top series On Sunday a marshal was left diving for cover during the first later this year reportedly sped up proceedings. race of the GT4 European Series. When Ricardo van der Ende’s On the surface, it looks like mission accomplished for MSV McLaren 570S GT4 made contact with a KTM X-Bow GT4, chief executive as his flagship circuit attains the Dutchman was sent crashing over a tyre wall on the exit its highest-profile car-racing event of the year. of Hawthorns. Why was there not catch fencing there? The Historic Sports Car Club’s Legends Superprix, the Masters Walking the circuit, you discover that the disparity of the Historic Festival, the British GT and BRDC British Formula 3 fencing itself is unusual. Some sections remained with the old- style, lower and more-open protection, while the new fencing would start immediately after. If you’re going to commit to greater spectator safety, shouldn’t it be a uniform measure? “NOT A SINGLE FAN AUTOSPORT When asked for comment, MSV replied: “Decisions to make SPOKE TO APPROVED OF THE changes are the result of careful consideration and detailed risk assessment by experts in the field from within MSV and the REVISIONS TO THE FENCING” regulatory bodies, and it is not necessary or appropriate to provide the detailed explanation for every decision.” What stood out too was that most of the newly built fencing was on the inside of the circuit, typically away from meeting, plus two MSV Racing Club events are also on the Grand where incidents would likely end up. But, as a preventative Prix Circuit’s car-racing calendar for 2018. As is the traditional measure, it’s entirely understandable. final round of the British Touring Car Championship – the other If the improvements to the circuit were terms made by the big four-wheeled crowd-puller – at the end of September. ITR in order to finalise an agreement to host the DTM, then the But – and this is perhaps to be expected – not a single MSV’s work is ultimately commendable. It’s a safe bet that the fan Autosport spoke to at the weekend approved of the DTM will attract many new fans to the circuit – spectators who revisions to the fencing . “I’ve been coming here since 1964 won’t know any different – and that’s surely a good thing. and it’s always been beautiful out the back,” said 69-year old Most importantly, if the worst was to happen and a car was to Roger Barwell. “But this is just horrendous. Awful, I can’t see get airborne again, then more protective fencing is a necessary anything. It’s vandalism. I used to come and watch the grand evil. Fans still enter, accepting the risk, but any actions to reduce prix here because it was so nice. But to see this today, I don’t such dangers have to be welcomed. think I’ll bother coming back.” The resulting pressure and accountability should any serious In a similar vein, Simon Perry, 67, said: “It’s stupid. One thing incident occur far outweigh the initial backlash that MSV, or I’ve learned since getting older is that nothing stays the same. any other organiser, may face from spectators. While it’s It’s health and safety gone mad. You’re taking away from what impossible to entirely eliminate the danger of racing, the it’s supposed to be all about.” importance of pre-empting such events cannot be overlooked.

MAY 10 2018 AUTOSPORT.COM 69 CLUB AUTOSPORT NATIONAL REPORTS

Friedrichs’ narrow victory was closest ever at Historic Festival

Alvis Firefly shines brightest in Pre-War race

DONINGTON PARK representing dif erent marques – notably Cobra started by Mike Grant Peterkin meant MSVR HISTORIC FESTIVAL Bentley, Alfa Romeo and Maserati – fi lled Hadfi eld was in range at half-distance. MAY 46 the fi nal results in the colourful catchweight The Aston closed on Keen, then out of contest last Sunday. brakes, which forced Minshaw to abandon Evoking 1935 Donington Grand Prix winner On pole by 0.190s, Austrian Lukas Halusa it. Hadfi eld duly howled to victory from Richard ‘Mad Jack’ Shuttleworth’s spirit, led the photogenic Pre-’63 GT race until his Blakeney-Edwards and Cottingham. Alvis Firefl y ace Rudiger Friedrichs’ snarling Ferrari 250GT Breadvan started to Gary and John Pearson were overjoyed scintillating half-second victory over smoke and he parked it at Starkey’s Bridge. to win Sunday’s two-hour GT & Sports the Supersports of Patrick That triggered a safety car, by which time Car Cup enduro in their E-type. John led Blakeney-Edwards was the closest fi nish Simon Hadfi eld was already fl ying in to the fi rst stops, Gary (having started across all eight Historic Festivals to date. Wolfgang Friedrichs’ Aston Martin DB4 GT. Carlos Monteverde’s car) went top again “Not one lap more could I have kept Andrew Kirkaldy, in Sandy Watson’s as a safety car was called. With the Leo him behind,” said Friedrichs, having been Jaguar E-type fi xed head coupe, and Phil Voyazides/Hadfi eld Cobra fading, Keen hounded down by his adversary and then Keen in Jon Minshaw’s wire-wheeled brought double-stinter John Clark’s multiple winner of the race, Fred Wakeman. roadster took up the cudgels before the rebuilt E-type up to second, 12.6s shy. Gareth Burnett, driving John Ruston’s former’s gear linkage disintegrated. Wakeman and Blakeney-Edwards fi nished naturally aspirated Alta in its fi rst race since Passing James Cottingham’s E-type a strong third in the unique Lister-Jaguar 1939, completed the podium. Glorious cars roadster and Blakeney-Edwards in the AC Coupe. Martyn Corfi eld and Jeremy Welch’s Austin Healey 3000 outdistanced earlier- spec Jaguars for a resounding class win,

WALKER with Guy Peeters and Louis Zurstrassen’s Lotus 11 the fi rst sports-racer in seventh. The Pearsons’ triumph followed a ba ing third place for the duo in Saturday’s Jaguar Classic Challenge. They ended up behind Julian Thomas’ low-drag coupe – despite a 10s jump-start penalty and a drivethrough for speeding in the pits, served by Calum Lockie – and Ben Short, who had led the fi rst 27 laps. In the RAC Woodcote Trophy, Wakeman/ Blakeney-Edwards won in the former’s Cooper-Jaguar from the glorious ex-/Jim Hall Maserati 250S of Richard Wilson and Martin Stretton – despite a liberal coating in gearbox oil. Gary Pearson, in Monteverde’s ex- Jaguar D-type, overhauled the long-nosed D that he had A safety car allowed Hadfield handed to brother John for third seven laps to profit in the Pre-’63 GT race from the fl ag. A superb fi fth overall, Rick Bourne/Malcolm Paul in their Lotus-Bristol

70 AUTOSPORT.COM MAY 10 2018 NATIONAL REPORTS CLUB AUTOSPORT

Double BTCC champ John Cleland (98) WEEKEND WALKER and James Dodd (3) led Super Tourers WINNERS

DONINGTON PARK FJHRA/HSCC PRE-’61 FORMULA JUNIOR FRONT-ENGINED Race 1 Chris Drake (Terrier-Ford Mk4 S1) Race 2 Ray Mallock (U2-Ford Mk2)

FJHRA/HSCC PRE-’64 FORMULA JUNIOR FRONT & REAR-ENGINED Race 1 Cameron Jackson (Brabham-Ford BT2) Race 2 Cameron Jackson (Brabham-Ford BT2)

GT & SPORTS CAR CUP John Pearson/Gary Pearson (Jaguar E-type)

HISTORIC TOURING CAR CHALLENGE Nick Whale/Harry Whale (BMW E30 M3)

HRDC COYS TROPHY FOR 1958-66 BTCC Graham Pattle (Ford Lotus Cortina)

HRDC PRE-’60 TOURING CAR GREATS Mike Jordan/Andrew Jordan (Austin A40) WALKER HSCC DEREK BELL TROPHY Race 1 Michael Lyons (Lola-Chevrolet T400) Race 2 X topped the two-litre class. Cosworth of Dave Coyne/Mark Wright Michael Lyons (Lola-Chevrolet T400) Suspension failure robbed Olly Bryant’s wilted, /Chris Ward’s Rover HSCC SUPER TOURING Lotus 15 of Trophy race glory, Vitesse overcame suspension and braking Race 1 James Dodd () leaving a Lister-Jaguar clean sweep. Chris issues to demote Eric Mestdagh’s magnifi cent Race 2 James Dodd (Honda Accord) Ward, in a Knobbly, lucked in, with pursuers BMW CSL to fourth. Shane Bland/Andre Minshaw/Keen and Will Nuthall/Tony d’Cruze, in a BMW 635, placed fi fth ahead JAGUAR CLASSIC CHALLENGE Wood hindered by drivethroughs for of the Chevy Camaro of Alex Thistlethwayte Julian Thomas/Calum Lockie (E-type ‘low-drag coupe’) pitlane speeding. A safety car reprieved who, without pitcrew, timed his own stop. the latter duo after Nuthall stopped with a Double British Touring Car champion ‘MAD JACK’ PRE-WAR SPORTSCARS puncture. The Lola Mk1 of Keith Ahlers/ John Cleland returned in his Vauxhall Vectra Rudiger Friedrichs (Alvis Firefly SA) Billy Bellinger fi nished a great fi fth, ahead and played second fi ddle to James Dodd’s of Malcolm Harrison/Patrick Watts’ Rejo Honda Accord in both Super Touring bouts. PRE-’63 GT CARS and Costas Michael, who shot his Lotus 11 John Pearson was overjoyed with third on Wolfgang Friedrichs/Simon Hadfield (Aston Martin DB4 GT) from 19th to a class-winning seventh. his debut in the ex-Emanuele Pirro Audi Chris Drake unleashed his Terrier for the A4 Quattro. It broke on brother Gary on RAC WOODCOTE TROPHY FOR fi rst time since 2016 to pip Ray Mallock’s Sunday, when Whale grabbed third after PRE-’56 SPORTSCARS U2 for victory in the front-engine Formula Group A rival Wright’s recalcitrant Fred Wakeman/Patrick Blakeney-Edwards Junior opener. In his late father and marque Sierra Cosworth stopped again. (Cooper-Jaguar T39) founder Arthur’s centenary year, Mallock Having lent each other gearbox parts, STIRLING MOSS TROPHY FOR turned the tables on Drake in the ex-Brian Michael Lyons thundered his Lola T400 PRE-’61 SPORTSCARS Hart T4 on Sunday. Alex Morton didn’t to a Derek Bell Trophy double over Jamie Chris Ward (Lister-Jaguar Knobbly) squander excellent starts in his Condor, Brashaw’s March 73A. Best of the Formula 2 netting third both days. brigade was David Tomlin in his immaculate U2TC Both rear-engine races were dominated BDG-powered Motul Rondel M1, third Race 1 Andy Wolfe (Ford Lotus Cortina) Race 2 by Cameron Jackson in his Brabham. Jack overall on Saturday. Steve Soper (Ford Lotus Cortina) Woodhouse and Sam Wilson, driving Lotus Only Neil Brown’s Austin A35 kept 20/22s completed the podium – their order Mike and Andy Jordan’s A40 in sight in For full results visit: reversed on Sunday when Wilson prevailed Saturday’s Touring Car Greats encounter, tsl-timing.com and the clutchless Woodhouse repassed following a lengthy interlude while marshals Andrew Hibberd for third. cleared up fi rst-lap mayhem at McLeans. Lotus Cortina stars Andy Wolfe and A massive oil slick coupled with blocked Steve Soper won a U2TC race apiece. “Every pit entry for frontrunners shu ed the time I got close to Andy I made a mistake,” Pre-’66 HRDC Coys Trophy order. Long- rued Soper on Saturday. But he retaliated on time leader Julian Thomas relayed Calum Sunday as Nick Swift and the impressive Lockie into his Ford Falcon, but its engine Tom Bell shared Mini spoils. grenaded, leaving Graham Pattle’s Lotus The Historic Touring Car Challenge Cortina and Nick Swift – who started his rewarded Nick and Harry Whale with a Cooper S from the pits after its battery went wonderful victory in the former’s BMW M3 down – to bump Richard Fores in David Mallock’s U2 (let ) diced over Mark Smith/Arran Moulton-Smith’s Alexander’s Alfa Giulia Sprint to third. with Drakes’ Terrier similar E30. As the fast Ford Sierra MARCUS PYE WALKER CLUB AUTOSPORT NATIONAL REPORTS

The Reuben duo (158) sealed Swinging Sixties win with three laps to go JONES Reuben TVR wins race of family fortunes

SILVERSTONE INTERNATIONAL Reuben surged past into Village three laps tours, until backmarker traic at Stowe CSCC from home and was eight seconds clear at returned Southcott his second victory, MAY 56 the flag. James Keevill was a distant third in despite his own clutch and brake problems. his Lotus Elan, following an earlier duel The Future Classics contest had to be The TVR Griith of Nigel and Oliver with Nick and Eddie Powell’s similar car. restarted after a shunt at the first corner Reuben came out on top an all-father-and- Andy Southcott’s MG Modsport was a wiped out four cars, including the TVR son duel with the Morgan +8 of Richard and double winner in the first Special Saloons Tuscan Challenge car of poleman Bill William Plant in the Classic Sports Car and Modsports event of the season. Lancashire. Aston and Tony Blake left the Club’s Swinging Sixties Group 2 race. Southcott led race one from the start, but rest in their wake in their Porsche 911 RS, Reuben Jr stayed quite close to the younger he ceded to Ian Hall (Darrian Wildcat) on with fellow Porsche drivers James Neal and Plant in the early laps on Silverstone’s the fifth lap. Hall ran out of brakes on the Neil Harvey securing second in the closing International Circuit, until a ninth-lap last lap, though, allowing Southcott to laps when Tom Brenton ran wide at Stowe. spin at Becketts. He was still second at the snatch the win, with Danny Morris a Despite a further spin at Village, Brenton handover as both young drivers made way race-long third in his Peugeot 309 GTI. retained third in his Ford Sierra XR8 ahead for their fathers. Plant Sr retained the lead, Hall had the advantage from the opening of Perry Waddams in another Tuscan. but had the elder Reuben rapidly closing in. lap of race two, while Southcott made up for In the Swinging Sixties Group 1 race, Ian “I was running out of fuel, so I couldn’t a poor start to regain second by lap four. Everett’s BMW 1502 shadowed the Lotus defend as it was cutting out,” said Plant. Hall kept his rival at bay for another six Cortina of Richard Belcher until the stops, when Everett had to serve his win penalty Bad mechanical luck and from the previous round. Having recovered traic kept Ian Hall (17) to second, Everett was forced to retire with from Modsports victory gearbox problems, leaving Belcher well clear. Tom Parsons and Richard Mitchell in their Alfa Romeo GTV and Gordon Elwell’s Frogeye Sprite completed the podium. With Nathan and Peter Dod’s TVR Griith retiring from the lead after only six laps of the Classic K race, Peter Thompson’s similar car led for the remainder of the

JONES hour-long race. Alasdair Coates was a

72 AUTOSPORT.COM MAY 10 2018 NATIONAL REPORTS CLUB AUTOSPORT

SILVERSTONE CSCC WEEKEND WINNERS

CLASSIC K Peter Thompson (TVR Griith)

FUTURE CLASSICS Aston Blake/Tony Blake (Porsche 911 RSR)

MAGNIFICENT SEVENS Christian Pittard (Caterham CSR)

MODERN CLASSICS Dave Griin (BMW M3 E36)

NEW MILLENNIUM Graham Charman (Ginetta G55)

OPEN SERIES Tim Davis (Caterham C400) JONES SPECIAL SALOONS & MODSPORTS BAHRAIN TO SILVERSTONE Race 1 Andy Southcott (MG Modsport) Simon Harrison’s 6.2-litre Holden VXR8 has made the transition from Race 2 Andy Southcott (MG Modsport) racing in a Middle Eastern one-make championship to the CSCC’s New Millennium series. He has only owned the car for a couple of months. Overheating and a spin hampered his results. SWINGING SIXTIES – GROUP 1 Richard Belcher (Lotus Cortina)

SWINGING SIXTIES – GROUP 2 Oliver Reuben/Nigel Reuben (TVR Griith)

TIN TOPS Lee Williams ()

TURBO TIN TOPS & SMART 4TWO CUP Keith Issatt/Joshua Fulbrook (Mini Cooper)

For full results visit: www.tsl-timing.com

solitary second in his AC Cobra for the most part, with the Marcos 1800 GT of Allen Tice and Chris Conoley retaining JONES third from the closing Lotus Elan of Nick Randall and Fabio Randaccio. PINT-SIZED RACER A Renault Twingo RS is a rarity on the Tin Tops grid, which was partly the appeal Caterham team-mates Tim Davis and for novice racer Allan Walker. As part of a self-confessed midlife crisis, he’s worked on the car Christian Pittard had a terrific duel in the himself, having polished the cams and lightened it where possible. Sixth in class was the reward. Open series until Pittard dropped back, stuck in fifth gear. Davis’s car started cutting out as he pursued the Ginetta G55 of Lee Frost in the second half, but he still managed to oust the GT4 Supercup racer to take a comfortable win. Pittard finally came home fourth, losing out to Lucky Khera and Declan Jones in another Ginetta G55. Davis and Pittard were able to continue their duel in the Magnificent Sevens, with Pittard clinching victory after several close place swaps. “I got a bit wild near the end, though,” Davis admitted, settling for second, well clear of Nic Grindrod. Ginetta G55 driver Graham Charman grabbed a late win in the New Millennium race, diving past the SEAT Leon of Jamie Sturges, on the inside of Stowe, with a lap to go. Lee Frost had been in contention JONES too, until his G55 expired at Club with Declan Jones at the wheel. This left A NEW PROJECT Gary Goodyear opted to change to a BMW Z3M for this season. It’s been in his Gary Huford and Ali Bray third in their ownership for a couple of years but only over the winter did it get converted to race specification. BMW M3, only a whisker away from Valve timing, the ECU and brake vibrations have all been cause for concern, but it’s still early days.

MAY 10 2018 AUTOSPORT.COM 73 CLUB AUTOSPORT NATIONAL REPORTS

challenging Sturges on the last lap. Dave Griin converted a first-lap lead into a 51-second victory during the BMW- dominated Modern Classics race. Initial leader Kirk Armitage went of at the Vale early on, leaving Griin well ahead of Gavin Dunn and Douglas Simmen/Roland Jones. There was little to split William Hardy’s Vauxhall Corsa and Nigel Tongue’s Peugeot 306 in the initial stages of the Tin Tops race. But soon after the stops, Hardy was back in the pitlane retiring with a misfire, putting Tongue clear until his engine let go after 19 laps. Lee Williams could only look on in his Honda Civic Type R, as Tom Mensley’s Renault Clio cut out, leaving him out on his own to take the victory. Peugeot 206 crew Colin and Steven Simpson settled in second, while Ryan Colvey’s Clio ousted Dave Griin (34) didn’t have the Honda Integra of Russell Hird for third challengers for long, eventually with three laps to go. winning by over 50 seconds

PETER SCHERER JONES

TURBO TIN TOPS INDUCTED INTO CSCC LINEUP JONES

New series has attracted a diverse entry, with cars such as a Renault Megane on the grid

The Classic Sports Car Club has always been was never headed in the race. “It’s a good series excluded for unsafe driving, handing second keen to bring new initiatives to club motorsport. and although we are not the most powerful car back to Chambers, with Hosier completing Nowhere is that more evident than with its on the grid, the Mini is so well suited to this,” the podium. The Simon and John Mawdsley introduction of the new-for-2018 Turbo Tin Tops Issatt said. “We will continue to support the Volkswagen Golf GTI ousted Adam Chamberlain Series into an ever-growing portfolio. series as much as we can.” and Pete Edwards in the brakeless Vauxhall Astra “It’s a natural evolution as there are less and They did have a slight problem, however, for fith on the road on lap 19. But Edwards did less normally aspirated hot hatches about,” said when Joshua Fulbrook took over driving duties manage to hold on to finish next up. CSCC director David Smitheram. “We had some at the pitstops. “It had fuel starvation and didn’t As well as racing in the series, Edwards is also turbo versions in our other championships, so clear until the Hangar Straight,” he explained. the sponsor through his Motorsport School. we decided that the time was right to launch But team boss Kev Fulbrook feels that it’s the “This has always been a good club and we just this series. Our grids are about where we would preparation rather than power that provided happened to have a car that fit the regs to run expect [numbers to be] and it’s encouraging their success. “It’s no good having loads of in this series,” he said. “It made sense that, to that we have some newly built cars joining too. power if you can’t use it – we made sure we make it stronger and help bring new cars into I expect and hope that this will grow.” had good set-up and it handled well,” he said. it, we should back it as a sponsor too.” At Silverstone, the 13-car grid was joined by Oliver Clarke’s Ford Fiesta ST had hung on to The consensus among the drivers tended to the Smart 4Two Cup, and it was a 1.6-litre Mini Bob Hosier’s second-placed SEAT Leon for most agree with the organisers, that this inaugural Cooper S that dominated the 40-minute race. of the first half. But having damaged the rear of year, and stability in the regulations, will With experienced Mini racer Keith Issatt behind his car rejoining ater his pitstop, he hunted encourage others to prepare cars and join in the wheel, the car qualified on pole, lapping down the Peugeot 208 GTI of Carl Chambers and too – if not this year then certainly in 2019. some 1.5 seconds clear of second, and then got by with six laps remaining. Clarke was then PETER SCHERER

74 AUTOSPORT.COM MAY 10 2018 SILVERSTONE 750MC Clio honours were WEEKEND WINNERS shared by Polley (36) and Fletcher (29)

ARMED FORCES RACE CHALLENGE Race 1 Will Ashmore (Honda Civic VTi) Race 2 Ian Fletcher (Fletcher Hornet Mk4)

BERNIE’S V8/SRGT CHALLENGE/ CROSSLE RACING DRIVERS CLUB Race 1 Steve Ough (Crossle 9S) Race 2 Steve Ough (Crossle 9S)

BMW CAR CLUB RACING SERIES Race 1 Luke Sedzikowski (E92 M3) Race 2 Luke Sedzikowski (E92 M3)

CLIO 182 CHAMPIONSHIP Race 1 Patrick Fletcher Race 2 Ryan Polley

M3 CUP/330 CHALLENGE Race 1 David Whitmore (E46 M3) Race 2 Nick Williamson (E46 M3) JONES

For full results visit: 750MC’s Clio 182 title race www.750mc.co.uk building into three-way bout

SILVERSTONE NATIONAL Polley looked comfortable out front until soon followed Camp through at Copse, 750MC a patch of fluid spilled by Simon Harrison taking the lead at Brooklands with just MAY 5 forced him wide, allowing Fletcher through. over a lap to go. But Polley drew back alongside exiting “That was completely unexpected, I Patrick Fletcher and Ryan Polley took a Clio Luield on the penultimate lap, ultimately didn’t think the car had the legs for this 182 victory apiece at Silverstone in the 750 taking the lead and victory. circuit,” said the Honda Civic driver after Motor Club’s meeting. But with Oulton Kingsbury recovered to third, ahead of his win. Camp, whose car developed fuel- Park winner Jack Kingsbury twice on the Tibbs and Simon Donoghue. Don de Graaf surge issues, lost out to Ian Fletcher’s podium, the championship is developing was sixth for a second time, coming from Hornet, with Darver just of the podium. into a three-way fight. the back of the grid in race one after crank- In race two, Darver again led for the first Reigning double champion Fletcher sensor failure put him out of qualifying. half, but a gravelly excursion at Luield at struck first on the National circuit, Points for the Armed Forces Race the mid-point allowed Ashmore through. capitalising on a good start and the battles Challenge may be awarded on performance The Civic held of the rasping Suzuki in his wake. Polley left himself with a lot index, but there were still furious scraps V-Twin-engined Hornet until the exit of to do, dropping from the front row to sixth at the front of the field. Regular winner Copse on the penultimate lap, with Fletcher on lap one and later admitting, “I need Darren Berris has moved on – having “relying on other people’s mistakes” to take to learn to stop the wheels spinning.” further modified his V8 Westfield – the win. Darver was third, ahead of Mark He recovered well from the setback and, leaving the competition wide open. Inman’s supercharged Vauxhall VX220. at the second attempt, passed Kingsbury Farard Darver led a five-car lead group in The BMW Car Club Racing Series for third at Becketts. This soon became his BMW E46 M3 initially, with Chris Camp entry boasted 32 cars, including Luke second when Andrew Tibbs retired with picking his way through them in his Nissan Sedzikowski’s invitation class E92 M3. power-steering failure in the closing stages. Skyline. Camp eventually outbraked Darver Sedzikowski twice won on the road, with Having improved his getaway in race two, for the lead at Brooklands. Will Ashmore the first victory coming after a very slow start. Mike Cutt also scored an outright podium double in his E36, but registered

JONES E46 driver Gary Huford split them in the earlier race to claim the spoils. Michael Vitulli, who spun to the back of the first race after second-corner contact, later wrestled his E46 through from row five to claim the series win, passing Richard Marsh at Copse on lap 10. The M3 Cup produced two new winners in David Whitmore and Nick Williamson. Both led from lights to flag, but Williamson faced stifer competition, having to fend of three cars to triumph Williamson leads Whitmore. in race two. Matt Maxted did the double Both won M3 Cup races in the concurrent 330 Challenge. IAN SOWMAN

MAY 10 2018 AUTOSPORT.COM 75 CLUB AUTOSPORT NATIONAL REPORTS

Martin extends Scottish FF1600 winning streak

Discounting guest entries, Martin (1) has won 100% of the Scottish FF1600 races in 2018 MOIR

KNOCKHILL Round-Garrido as the pair proved the class Michael Eastwell soon joined them to SMRC of the field all weekend. In completing his create an epic four-way lead battle. MAY 6 second Scottish-points clean sweep of the Bentley-Ellis took second of Round- year, Martin extended his series lead over Garrido with an audacious lunge under Ross Martin continued his domination full-season challenger Jordan Gronkowski braking for the Hairpin and harried of the Scottish 1600 season to 55 as National guest drivers were Martin to the line, just losing out by 0.5s. thanks to another victory. But he was ineligible for points. Round-Garrido got revenge in race two, made to work hard by an array of British Separated by just 0.002 seconds after slipstreaming past Martin on the third lap Racing & Sports Car Club National qualifying, Martin’s Ray and Round- and racing clear to claim victory. Bentley- interlopers at Knockhill’s first reverse- Garrido’s Medina Sport battled doggedly Ellis used all his karting skills to dummy his layout meeting of the year. during race one. But the Kevin Mills Racing way past Martin into the Hairpin, but lost Martin shared the overall wins with Matt Spectrums of Hugo Bentley-Ellis and second place on countback after Gary Sykes’s

It was victory for Prebble First Combe Saloon success in his SEAT Leon Cupra of the season for Prebble

CASTLE COMBE Winter to fend of Charles Hyde-Andrews- CCRC Bird (out for the first time in his father’s

MAY 7 Nissan 200SX) for the final podium position JONES until the problem became too much and Gary Prebble overcame the fast-starting he dropped back. Alex Kite had made it a third successive victory in his Swift SC16, James Winter to take his first outright three-way fight until his Audi TT’s clutch with Josh Fisher’s passed by victory of the season in the Castle master cylinder failed. David Vivian’s Spectrum on the opening lap Combe Saloon Car Championship. Craig Dolby dominated the Combe GT to hit his hopes. Fisher took second back at Winter led for the first two laps in his race, taking Nigel Mustill’s ex-Dutch the Esses on lap four, a corner that was the Renault Megane, before Prebble sliced Supercar Volvo S60 to victory by 15 scene on the final tour of Fisher’s younger through on the inside at Camp in his seconds. Oliver Bull was best of the sibling Felix spinning his Ray as he mounted SEAT Leon Cupra. Easter Monday winner regulars, finishing runner-up in his a last-lap attack on his brother, Vivian’s car Simon Thornton-Norris followed but Vauxhall Tigra, although Andy Southcott having expired. The 2006 champion, Matt made a couple of mistakes over the got so close in his MG Midget that he Rivett (Ray GR10), was promoted to his first remainder of the race and could not didn’t see the chequered flag. With Combe podium in nine years. match the SEAT, but won Class B. Southcott defeating Tony Bennett’s Driving their Ginetta GT4 for the first Prebble’s younger brother Adam briefly Caterham in their class, Ilsa Cox took the time, Simon and Lucky Khera took the Dave made it to third on his first outing in a lead of the championship by winning hers. Allan Trophy mini-enduro, run in memory Vauxhall Astra before the temperature Luke Cooper was allowed to escape in the of the Synchro Motorsport co-founder. gauge rocketed, leaving a misfiring Combe Formula Ford 1600 race to record a Fittingly, the Synchro Honda Civic of Dan

76 AUTOSPORT.COM MAY 10 2018 NATIONAL REPORTS CLUB AUTOSPORT

stricken Ray caused a final-lap red flag. Impressive weekend WEEKEND Clif Dempsey Racing’s Jamie Thorburn nets Duncan (24) WINNERS and Nico Gruber opted to keep out of championship lead trouble via pitlane starts, while Jack Wolfenden cracked a sump over a kerb in KNOCKHILL qualifying to rule him out of all three races. CELTIC SPEED MINI COOPER CUP John Duncan catapulted himself to the Race 1 David Sleigh top of the Scottish Mini Cooper Cup table Race 2 John Duncan after a near-perfect weekend. Running Race 3 John Duncan fourth for most of the opening race, Duncan SCOTTISH CLASSIC SPORTS & SALOONS made the most of a safety car and on the Race 1 John Kinmond (Rover 3500) MOIR restart made assertive moves on Dominic Race 2 Andrew Graham (Triumph TR8) Wheatley and Michael Weddell into Clark’s to take second behind winner David Sleigh. V8 grunt allowed SCOTTISH FORMULA FORD 1600 The positions were reversed in race two Graham to capitalise Race 1 Ross Martin (Ray GR17) Race 2 Matt Round-Garrido (Medina Sport JL17) after Sleigh bogged down of pole. Duncan on Kinmond’s woes started the reversed-grid final race fifth but SCOTTISH LEGENDS CHAMPIONSHIP wasted little time in making it to the front. Heat 1 Dave Hunter He beat Ian Munro and Sleigh to the line, Heat 2 John Paterson with Craig Blake backing up his race-two Final Ivor Greenwood podium by taking fourth. Scottish Legends veteran Ivor Greenwood SCOTTISH SPORTS & SALOONS CHAMPIONSHIP scored his first victory of the season by Race 1 Robert Drummond (Ford Escort beating Jordan Hodgson in a frantic final. Cosworth) The Northern Irishman seized the lead MOIR Race 2 Andrew Morrison (SEAT Cupra TCR) from early leader Steven McGill exiting the Hairpin, opening a healthy margin Scottish Sports & Saloons race. Dawson SMTA FIESTA, HOT HATCH despite Duncan Vincent’s scary brake and Simpson emerged unscathed, while CHAMPIONSHIP/SCOTTISH Race 1 failure-induced crash bringing out the Cumming was treated at the medical centre. Wayne MacCaulay (Fiesta ST) Race 2 Wayne MacCaulay (Fiesta ST) safety car. Race-one winner Dave Hunter’s Robert Drummond (Escort Cosworth) and hopes were dashed when contact with Andrew Morrison (SEAT TCR) took For full results visit: Colin McNeil and race-two victor John subdued victories as Oliver Mortimer www.smart-timing.co.uk Paterson sent all three into retirement. remained unbeaten in the R53 Class. A serious crash for Ron Cumming John Kinmond’s Rover 3500 took honours CASTLE COMBE CASTLE COMBE FF1600 (Nemesis Kit Car) and a further incident in the first Classic Sports & Saloons race, but Luke Cooper (Swit SC16) involving Mark Dawson’s SEAT Leon was later stopped by gearbox issues, Andrew Supercopa and Colin Simpson’s Marcos Graham profiting in his Triumph TR8. CASTLE COMBE GT Mantis limited running in the opening STEPHEN BRUNSDON Craig Dolby (Volvo S60)

CASTLE COMBE HOT HATCH Chris Southcott (Peugeot 205 GTI)

CASTLE COMBE SALOONS Dolby’s Volvo S60 Supercar Neither Owens (ahead) nor James Gary Prebble (SEAT Leon Cupra) was punishingly eective finished the Dave Allan Trophy DAVE ALLAN TROPHY Simon Singh Khera/Lucky Khera (Ginetta GT4)

JAGUAR SALOON & GT CHAMPIONSHIP James Ramm (XJS)

MIGHTY MINI CHAMPIONSHIP

JONES JONES Race 1 Greg Jenkins (Super Mighty Mini) Race 2 Alex Comis (Super Mighty Mini) Wheeler took second, the younger sister car snatching third from new championship TRACK ATTACK RACING CLUB having led earlier but sufered suspension leader Jo Polley on the final lap. Race 1 Will di Claudio (Peugeot 106 GTI) issues, with Alyn James eventually finishing Comis went one better in the second Race 2 Will di Claudio (Peugeot 106 GTI) a lap down. The unrelated Martin James race, taking the lead for the second retired his Civic with oil-temperature time at Quarry on the final lap. Jenkins concerns after inheriting the lead from lost out, having climbed from eighth For full results visit: tsl-timing.com Endaf Owens, who crashed his SEAT Leon on the reversed grid, while Polley at Quarry when wrong-footed by traic. claimed the final podium spot. Polesitter Greg Jenkins bogged down at James Ramm’s Jaguar Saloon and GT the start of the Super Mighty Minis opener, qualifying session was truncated by a fuel Ramm returned to but retrieved the lead from Connor O’Brien blockage, but he climbed through the JONES Jag winning ways before the first lap was out. He held on field to win by over 30s in his XJS, until the charging Alex Comis grabbed the aided when erstwhile leader Alasdair initiative at Quarry on lap 10, before Macgregor lost control of his X300 at reasserting his authority on proceedings. Tower and connected with the barriers. Comis finished second, with O’Brien IAN SOWMAN HAVEAGO HERO O IN THE MEDIA O ARCHIVE O QUIZ all the steering-wheel stuf – that’s the last –that’s last the stuf steering-wheel the all getting was part toughest but the cars, those to stick. going it was that to believe brain your to you train had because fun so was “That herecalls. understand,” could brain my than more way grip having cars those wet Iremember the in car; the driving just tie-up “organic”. the as describes Andretti strings, the pulling deFerran Gil director sporting manufacturer’s the and charge his powering engines Honda With line. at the him Jr denied Hornish Sam 500, where Indianapolis at the of victory 0.0635 seconds within coming and concern Green father’s forat Sonoma his Andretti winning IndyCar, in year rookie his in Prix. Grand ’06 the in Hungarian to victory taken Button had Jenson that RA106 Honda –the F1 car an to drive family of generation his third the became at Jerez, a19-year-old Andretti Marco Meanwhile, at Barcelona. test for McLaren “Obviously there was aton of was there aero on “Obviously eye-opener for bigger mewasn’t “The felt “overdelivered” hehad Andretti Nineteen-year-old IndyCar sensationgets WHEN DRIVERSCROPUP T a (slightly sour) taste ofFormula 1 ANDRETTI Mika Hakkinen returned to announcing his sabbatical, 1.Five after years Formula for period a fascinating of 2006-07 was he winter MARCO JAMES NEWBOLD HAVEAGO HERO IN UNEXPECTEDPLACES my long-run pace was bang on and the the onand bang my long-run pacewas it’s impressive, but not very obviously can’t. you just played, being games are whenthere and job your in fun after. Youmouth able to to be have want your in awesomedon’t taste you an give that that like things little “Ithe says. was slower,” tenths eight are weights wheel the oh, and, weights wheel to test these going that’s car I’m the of asudden, in –all tyres new the to mewith happened politically years. intervening the in not changed had gamesmanship the to learn disappointed away hecame were compromised, runs to prove. new-tyrea point But whenhis felt hehad 1993, Andretti in McLaren with tenth-and-a-half, two-tenths, Ithink.” “IN THEWETI COULD UNDERSTAND” GRIP THAN MYBRAIN CARS HADWAY MORE REMEMBER THOSE “When you look at the outright pace, pace, outright at you the look “When that things unfortunate some had “I spell Michael’s father unhappy his After HIGHLIGHT OF THE WEEK 204STAT

Andretti’s number of IndyCar starts to date

TOYOTA WRC: BUILDING A TEAM This 52-minute documentary takes us behind the scenes of Toyota GAZOO Racing boss Tommi Makinen’s Finnish-based outfit over the 500 days leading up to the Japanese manufacturer’s return to World Rally Championship competition ater an 18-year hiatus. Go to http://bit.ly/TGR-Doc

THIS WEEKEND’S EVENTS

Indy Lights Super Formula Brands Hatch BARC INTERNATIONAL MOTORSPORT Rd 3/10 Rd 2/7 May 12-13 Indianapolis, Autopolis, Japan 2CV, Racing Fords, SPANISH GRAND PRIX Indiana, USA May 13 BARC Saloons/Classic Formula 1 World May 11-12 VWs, Tin Tops, DUNBAR Championship World Rallycross Clubmans, Junior Rd 5/21 European Formula 3 Rd 3/12 Saloons, Renault Barcelona, Spain Rd 1/10 Mettet, Belgium Clios, Honda VTEC, May 13 Pau, France May 12-13 Modified Saloons, wet pace was pretty awesome.” TV Live Sky Sports May 12-13 Intermarque Andretti admits that F1 “was something F1, Sunday 1230. TV Live BT Sport 1, NASCAR Cup Rd 12/36 Silverstone BARC that I really aspired for and wanted at the Radio BBC Radio 5 Saturday 1000, Live, Sunday 1400. Sunday 1000 Kansas Speedway, May 12-13 time”, but would he like another go? “Oh, Highlights Channel 4, USA Britcar, Open Sports, 100%. Any driver who doesn’t want to Sunday 1800 Formula Renault May 12 Kumho BMW, Karts, drive an F1 car, I don’t know if you could NEC TV Live Premier Caterham Graduates, call them a driver…” Formula 2 Rd 1/6 Sports, Sunday 0030 Classic FF1600 Rd 3/12 Pau, France Barcelona, Spain May 12-13 Knockhill BRSCC May 12-13 UK May 12-13 MOTORSPORT TV Live Sky Sports Nurburgring TCR, FF1600, Porsche, F1, Saturday 1540, 24 Hours Rockingham BARC Caterham Seven 420R, Sunday 1025 Nurburgring, Germany May 11-13 Caterham Seven 310R, May 12-13 Citroen C1 24 Hours, Caterham Seven 270R, GP3 Series Pickups Caterham Roadsport, Rd 1/9 World Touring Car Mazda MX-5 Barcelona, Spain Cup Oulton Park MSVR May 12-13 Rd 3/10 May 12 Bishopscourt BARC TV Live Sky Sports Nurburgring, Germany Welsh Sports/Saloons, May 12-13 F1, Saturday 0910, May 11-12 Jaguar XK, Pre-’66 Formula Vee, Formula Sunday 0920 TV Live Eurosport 2, Jaguars, Equipe GTS, Sheane, Formula Friday 1730. Eurosport Equipe Pre-’63, AMOC Libre, Stryker 1, Saturday 1100 GT, Intermarque, ’50s Sportscar, SEAT, Rd 1/9 Sports and XK Historic Racing Cars, Barcelona, Spain European Future Classics, May 13 Le Mans Series Snetterton MSVR Ford Fiesta Zetec, Rd 2/6 May 12-13 Fiesta ST, Supercars IndyCar Series Monza, Italy Mini Festival: Mini Rd 5/16 May 13 Challenge, Mini Indianapolis, TV Delayed Se7en, Mini Miglia, Grandad Mario Indiana, USA Motorsport.tv, Monoposto, Radical DUNBAR has seen it May 12 Sunday 1705 SR1, Trackday all before… TV Live BT Sport Championship, ESPN, Saturday 2030 Trackday Trophy

MAY 10 2018 AUTOSPORT.COM 79 FINISHING STRAIGHT

FROM THE ARCHIVE

The JW Automotive Porsche 917Ks of Derek Bell, and are prepped in the Watkins Glen pitlane ahead of round four of the 1971 Can-Am Challenge Cup, the day ater they had contested the world sportscar encounter at the same venue. The drivers finished 11th, 13th and ninth respectively in a race won by Peter Revson in a McLaren-Chevrolet M8F.

TEST YOUR KNOWLEDGE

QUIZ

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1DQNDQJ 7\UH 8. #1DQNDQJ7\UH8. WHY FORMULA E IS MOTORSPORT’S EVEREST

CONTENTS

12 32 READ

04NEWS Industry update The latest developments in the world of motorsport engineering

06EXPERT VIEW Why F1 designers can’t be brave Resident columnist Mark Williams gets his graphs out

11DRIVING CHANGE Cost-cap holy grail Lucas di Grassi presents his thoughts on F1’s future

12FORMULA E Motorsport’s Everest Exploring what makes Formula E such a dif icult category to master

18 S BLOXHAM HIDDEN HEROES AVL RACING Why the Austrian engineering powerhouse prefers to remain in the shadows

22PETRONAS RACING’S TOUGHEST Formula 1’s axis of success The oil and CHALLENGE? lubricant partner behind Mercedes’ title run 28NIGEL STROUD Mazda mastermind The designer of Japan’s uinness World Records Sebastien Buemi would not go down in only Le Mans winner reflects on his career credits Proust’s In Search history as FE’s fi rst double champion, G of Lost Time with being but the Swiss paid a high price for his 32RACE STRATEGY the world’s longest novel 2017 Montreal free-practice shunt that FF Corse Endurance racing is never at 9,609,000 characters, left insui cient time to rebuild the car straightforward, especially for the engineers albeit only because it for it to be weighed, resulting in his doesn’t recognise that exclusion from race one. 34BE AN ENGINEER well-known book of racing driver excuses. Talk is gathering momentum that FE Peter Wright The ground-ef ect pioneer We’ve heard them all down the years; needs to spice up the action next season explains how you can make it as an engineer from trai c in qualifying, to a lack of when mid-race car swaps are rendered temperature in the brakes and a mysterious unnecessary by the improved range of the loss of ‘feeling’, there are few that haven’t battery, but if the new car is anything like been tried in the vain hope of avoiding a as dii cult to master as the current one, stern dressing down from their team boss. then we should be in for a real treat. Racing driver excuses are alive and well Among others, one of the traits that in Formula E too, but they can at least fall has made Formula E a success is its lack back on the rationale that you have to go of reliance on aerodynamics, a point Lucas a long way to fi nd a more technically di Grassi raises in his second column for complex racing series out there. Engineering on page 11. And if you’re left SUB-EDITORS Peter Hodges, Stuart Codling As Scott Mitchell brilliantly explains in any doubt about the impact it has had CONTRIBUTORS Mark Williams, Lucas di Grassi, in his swansong as Autosport’s Formula E on motorsport, then look no further than Scott Mitchell, Alex Kalinauckas correspondent on page 12, the Alex Kalinauckas’s interview with ART EDITOR Lynsey Elliott multitude of factors that drivers Peter Wright on page 34 to see SENIOR DESIGNER Michael Cavalli have to juggle at once – giving what the pioneer of ground- ef ect has to say for himself… ADVERTISING ENQUIRIES Don Rupal energy readouts to the engineers, email [email protected] managing the brake balance and adapting to changeable grip levels – all while racing between concrete walls and with very little time to prepare, makes it a unique challenge with a knack for catching out the very best. JAMES NEWBOLD ENGINEERING You don’t have to look WHY FORMULA E IS MOTORSPORT’S back very far to a point EDITOR EVEREST when it seemed [email protected] www.autosport.com/engineering inconceivable that @james_newbold

autosport.com AUTOSPORT ENGINEERING 03 Manufacturing has a larger share of the economy than is oten quoted, according to MTA report

HONE

MANUFACTURING IMPORTANCE MTA report highlights the real contribution of manufacturing to UK economy

The manufacturing sector accounts for almost report also includes the indirect efect of supply the service sector – from logistics to research a quarter of the UK’s economy, more than double chains that serve manufacturing businesses and to catering – serves manufacturing. The impact is the figure that is routinely quoted, according to a the induced efect of the spending by people felt far outside factory gates in ofices, laboratories, recent report commissioned by the Manufacturing employed directly and indirectly in manufacturing. shops and warehouses right across the country. Trade Association (MTA). Research also found that the sector contributes “Manufacturing creates a wealth that is Entitled ‘The True Impact of UK Manufacturing’, 43% of UK exports and that another 1.8 jobs are irreplaceable and we need to make sure that the report was compiled by forecasting expert supported for every direct job within the sector. government policies promote and grow it.” Oxford Economics and states that 23% of the James Selka, CEO of the MTA, said: “This report The figures were released at the MTA’s flagship UK GDP and over 7million jobs are dependent clearly demonstrates that anyone who says that industrial event, the MACH Exhibition, which was on the UK’s manufacturing economy. manufacturing doesn’t matter much to the UK’s attended by over 500 exhibitors including Jaguar In addition to considering businesses that are economy is badly mistaken. The figures that people Land Rover, Formula E title sponsor ABB Group and traditionally considered as manufacturers – which oten quote setting manufacturing alongside the Haas Automation UK, the Norwich-based arm of equates to 9% of GDP and 2.6million jobs – the service sector miss the point that a huge part of Haas F1 boss Gene Haas’ machine tool empire.

WILLIAMS BATTERIES RECOGNISED WITH AWARD Wilson accepted the Williams Advanced Engineering might have the NETficient energy storage system for homes Queen’s Award lost the Formula E battery tender to McLaren and its lightweight EV concept, the FW-EVX. Applied Technologies for season five, The battery was the first lithium-ion device but the company’s contribution to the to pass stringent FIA crash testing regulations championship has earned it the coveted and was required to last two full seasons. Queen’s Award for Enterprise in Innovation. “We are honoured to have been recognised WAE has designed, developed and delivered by Her Majesty with this award for the industry- the batteries for every Formula E car since the leading work of Williams Advanced Engineering championship began in 2014, and has adapted in delivering a world first that will light the way FERRARO the technologies involved in racing for various for future sustainable transport,” said managing applications, including Airbus’s Zephyr drone, director Craig Wilson.

04AUTOSPORT ENGINEERING autosport.com NEWS

LMP1 privateers could run hybrid units next year IN BRIEF

ASI will return on January 10-13

JEP

MECACHROME EXPLORES LMP1 HYBRID EXPANSION ASI TICKET SALE DATE French engine builder Mecachrome wants to would allow us to work with manufacturers, who Pre-sale tickets for the 2019 Autosport supply manufacturer and private LMP1 teams with might not have the facilities to produce their own International show will be available from June 18. hybrid powertrains to compete on an even keel hybrid powertrains, but would be open to a The show, which has been held every year since with Toyota in the World Endurance Championship. potential partnership for its implementation,” said 1991, will retain its customary pre-season slot Mecachrome, which powers the Ginetta Mecachrome Motorsport director Bruno Engelric. at the Birmingham NEC from January 10-13. G60-LT-P1s due to be run by Manor in the WEC, “Our other objective with hybrid technology has developed a hybrid-powered motor yacht is to make it accessible for privateer teams. FORMULA STUDENT TO in partnership with ENATA Marine and believes Currently there is no option for teams with INTRODUCE AI CATEGORY the technology can be adopted for motorsport smaller budgets in the hybrid market and The annual Formula Student challenge for teams applications. It has an eye on the 2020/21 LMP1 Mecachrome wants to work on producing a of university students will expand to include a new regulations, which will be announced at Le Mans. package that is afordable and also ofers driverless category this year, providing students “Mecachrome’s expertise with hybrid systems worthwhile performance advantages.” with experience of integrated electronics, sotware and systems engineering. Teams will design a cost-efective sotware package to enable an Capello put Audi concept Artificial Intelligence (AI) car to make decisions through its paces in Paris WATKINS SCHOLARSHIP and evolve to improve its performance. A total of WINNER ANNOUNCED 130 teams from over 30 countries have signed up Dr Naomi Deakin has won the 2018 Watkins for the event at Silverstone on July 13-15. Scholarship, which ofers a one-year funded research position with the Global Institute for NEW V2V APPLICATION Motorsport Safety, the FIA’s research partner. TESTED ON TRACK Deakin, a clinical research associate Fledgling single-seater manufacturer Griiip in the Department of Neurosurgery at the has tested what it claims to be the world’s first

AUDI University of Cambridge, is the first doctor motorsport Vehicle-to-Vehicle (V2V) application to be awarded the prize in its three-year on a race track. The technology was developed by ALL-ELECTRIC AUDI GETS history. Previous winners Sameer Patel Autotalks, a global leader in V2X chipsets, and is FE RACE TAXI OUTINGS and Nikil Abraham were both engineers. intended to improve motorsport safety by alerting Audi publicly showcased its futuristic e-tron Deakin has extensive experience of the driver with a flashing yellow light and buzzer Vision Gran Turismo at the Rome and Paris motorsport medicine, having been involved sound when on-track hazards are detected. Formula E rounds, with three-time Le Mans in research at Silverstone since 2012 and winner on chaufeuring duties. worked as part of the TOCA Safety Team ‘MAC’ TILTON (1937-2018) The electric concept car was originally at British Touring Car Championship Tilton Engineering founder McLane ‘Mac’ Tilton developed for virtual races on the popular meetings last year. died in April at the age of 80. Tilton is best known PlayStation game, but has been brought to life She hopes the Scholarship will improve for producing the first carbon/carbon racing clutch in the space of 11 months as a prototype model. understanding about the threshold value used in Formula 1. It took its first win at Detroit in It will reprise race taxi duties at the Berlin and for concussions, an area about which 1987 with ’s Lotus. Tilton had been Zurich rounds of the Formula E championship. comparatively little is known. a crew chief for the 1971-72 Trans-Am class “Although the design of a virtual vehicle Deakin said: “What this project will title-winning Brock Racing Enterprises outfit allows much greater freedom and the creation hopefully achieve is to help provide insight before starting up his own business specialising of concepts that are only hard to implement in into that engineering data and link it to in driveline and braking components, which are reality, we did not want to put a purely fictitious the medical data that we collect.” widely used across all forms of motorsport. concept on wheels,” said Audi chief designer Marc Lichte. “Our aim was a fully functional car. The Tilton helped Senna Audi e-tron Vision Gran Turismo shows that to Detroit 1987 win electric mobility at Audi is very emotive.” Powered by three electric motors, each with an output of 200kW, the four-wheel-drive machine pays homage with its livery to the Audi 90 quattro that Hans Stuck and Walter Rohl took to seven Deakin will work IMSA GTO wins in 1989. with Global Institute Among the passengers in Rome were Formula E CEO Alejandro Agag and Audi CEO Rupert Stadler.

autosport.com AUTOSPORT ENGINEERING 05 EXPERT VIEW MARK WILLIAMS

WHY F1 DESIGNERS CAN’T BE BRAVE

The ex-McLaren Formula 1 engineer on why the current racers look so similar

s each new season of this, and, in my opinion, have a signifi cant arrives, many bemoan ef ect on the way Formula 1 cars are A the fact that Formula 1 designed, was the windtunnel cap. It limited cars look the same, only the amount of time you could spend in the distinguishable by windtunnel and thereby the number of runs their liveries. Is it you could do in a day. On the basis that because of the extremely Computational Fluid Dynamics is used to prescriptive regulations, or is there more to fi lter parts before they go to the windtunnel, it? The former has clearly been responsible this was also capped. Teams could trade for a general coalescence of aerodynamic windtunnel hours against CFD usage. trends but I believe the real reasons go Now evolution rather than revolution deeper. In my opinion, F1 has an added became the way forward. Quite simply, dimension – risk management. if you got it wrong and slipped back in When I started in F1, sponsorship was performance terms you couldn’t catch dominated by tobacco advertising and the back up again. Let me explain why. value of that increased as other avenues of Let us assume a typical average aero- exposure were removed one by one. Teams development rate of two points per week Current F1 cars look similar were awash with cash and it was ploughed during the season. Some will be slightly for a reason – and it’s not as into product. In the late 1990s, McLaren better and others worse. But let’s say your simple as you may think would make up to eight chassis per year. closest competitors are doing this, so they The race team had three complete cars and a chassis in a box; there were two cars for the test team, and one in paint. That’s a lot of money just tied up in chassis. Now they GRAPH 1: FALLING OFF THE CLIFF are down to three. If you had a good idea C and could justify it in terms of increased vehicle performance, it got made, no matter how extravagant the idea was. The test cars ATTEMPT TO did more than double the race-car mileage. INCREASE RATE Now there are only two in-season tests and OF PROGRESS CAR A the race cars have to be used for those. D If you ever found yourself falling behind A in terms of aerodynamic performance, you simply hired another windtunnel CAR B and a whole team to run it. We typically ran three shifts in our tunnel, simply to get through the volume of ideas we B could generate. F1 was an arms race and your budget would dictate your pace. GROUND LOST (Pts) When tobacco advertising was banned at IF RISK FAILS the end of 2006, budgets had to get realistic. Then in 2010 came the cost cap, ’s proposal to entice new squads and clip the spending of the grandee teams. DOWNFORCE The most far-reaching change to come out TIME (months)

06AUTOSPORT ENGINEERING autosport.com downforce than your old car? your than downforce less significantly has newcar your if bits together? the What putall you finally to when deliver newconceptfails that if concept.But what develop awhole newcar to Sonow you start promising. look they and windtunnel, the in CFD, afew parts in ideas test afew of these and direction team’s of another look aero-developmentthe post-GP ‘spy photos’, you like you decide for simplicity. line astraight it as I’ve viewers. for the shown interesting racing the makes this race by–and changes eventat each –henceperformance teams the between vary will performance aero few so every races, bin newparts your into generate You newideas. dip only can you onhow well based fluctuations be will there week, per averages points two aero development 1).(see graph While shown development line upthe track So one day, while trawling through your your through trawling So oneday, while

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HONE Newey is a master of in-season development

Well, you drop from point A to point B. terms of a downforce cap. There are other they can still race competitively and get Horrors of horrors. Now, do you carry on factors you can tune to limit performance ahead on the new car. The team that fell developing this awful car, hoping to find – power and tyres – but for the moment of the clif, desperate to get better results in the error of your ways, or do you cut your let’s just consider downforce. the current championship, often can’t bring losses and run the old car? A similar Capping absolute downforce is one itself to switch development to the new car, dilemma was faced by McLaren in 2013. way to prevent the cars exceeding the so falls further behind for the new season. If you don’t find the problem, you track safety limit of the circuits and a lot easier To avoid falling of the clif, it is better to from B to D – instead of C – and remain than redesigning tracks or moving the concentrate on making sure you always get underperforming all season. You can’t spectators further away. That’s why every those two points per week, never 1.8. increase your aero return beyond two points few years the aero rules are normally Don’t try and make that big jump – unless per week, as your resource has limited you rewritten to reduce aero performance. you find a loophole in the rules, such as the to that rate of development. Ouch. So the This is when evolution is rarely an option double difuser in 2009. But it’s not going to moral of the story is evolution rather than and a new concept is called for. It’s also happen now – the rules and knowledge of F1 revolution. It’s akin to playing ‘Snakes a great opportunity to stop developing teams mean that there are fewer loopholes and Ladders’ without any ladders. Just the current car and focus on the new one, than before. When nobody had optimised make sure you avoid the snakes. which can give you a head start on your their development – and it was more hit and The only other way out of such a rivals and perhaps help you close any deficit. miss – you could aford to take a chance, and nightmare is a rule change. Graph 2 shows But the people most likely to do this are the rewards were bigger when you could come a hypothetical circuit safety limit set in those with current performance in hand – up with something such as ground-efect. What you may be able to do is to make the progress slightly steeper – perhaps 2.1 points per week – by being eicient and GRAPH 2: LIMITING CAR PACE improving your ideas generation. Adrian UNOFFICIAL CIRCUIT SAFETY LIMIT Newey realises this. He is very good at making sure the in-season development is always to target, always striving for a little more. That’s how Red Bull made such progress last season. If you pull enough ahead of the opposition, that can buy you a little time to try something diferent. But that is rare and is a luxury that only a top team can aford. It’s now got to the point where it’s the REGULATION REGULATION same in-season development rate whatever RESET RESET the regulations, although a rule change gives greater scope for improvement during the of-season. But again, the bigger/leading teams tend to benefit, so the best thing (Pts) to do to get the field to close up is to leave FIA CUTS the aero regulations the same for as long DOWNFORCE as possible. Until the cars get too fast, of course. One thing you can guarantee is that DOWNFORCE aerodynamic development, while regulated, 12345678YEARS continues relentlessly and always will. Q

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MAUGER

DRIVING CHANGE LUCAS DI GRASSI

FINDING THE COST CAP HOLY GRAIL

A cost cap in the region of $150million could be part of Liberty’s post-2020 vision for Formula 1, but Doubts persist that an F1 cost cap would work such a move might prove difficult to police

hen it comes to things overtakes that are exciting for the public For example, imagine in F1 if the first like cost caps, for me, to watch. You need technical development session of the weekend was qualifying, W they never work. This is to keep the manufacturers interested, and instead of FP1 – which would come later on. because it is impossible cost control so the marketing value for This would probably make the qualifying to police what each team sponsors attached to a championship is order more random than the current system, is spending. Instead, enough to compensate for investment. due to the fact that teams would have less it is vital to come up If you let technical development get time to optimise. With this scenario, you with clever, creative solutions that allow too open then costs go high, and the increase entertainment without touching technical development alongside marginal diferences between the teams increase, technical rules and at the same time it pace gains. And this only applies for all which means entertainment goes low makes the driver more relevant. professional motorsport that needs OEMs and it’s not sustainable. If technical Another example would be in Formula E to develop commercial technologies – so development is tight, the entertainment – if you said the battery technology is open not Formula 2, Formula 3 or categories goes up because cars are more equal, but and free, team budgets would explode into such as TCR – but Formula 1, LMP1, in that case manufacturers lose interest hundred of millions and the diference Formula E and WRC/WRX. because they cannot do what they want between the cars would increase massively. For a professional motorsport in terms of research and development. Nobody wants that. But instead, if you say championship to work, three pillars must If you open up technical development batteries are free but they must fit the same be balanced: overall cost, entertainment and push entertainment high as well, then dimensions, have the same mass, energy and technical development. If any of those costs also go high and it doesn’t work. and power output as current ones, the pillars takes priority over the rest, the So, the big question is: how do you do it? gains if somebody tried to develop championship will fail in the long run. There are many ways of achieving it. their own would probably be marginal You must keep a good balance between One is to use sporting rules to overcome and the costs would stay in control. cost control, technical development and the technical gains. Second, is to tighten The clear bad example is free entertainment. Entertainment is the show up development ‘boxes’ that give the aerodynamic development. We should – how you create an environment where right technical freedom but with only never open aerodynamics rules in the races are interesting, close and have marginal performance gains. Formula E. It is totally commercially irrelevant and the more a team spends, normally the more they gain performance. Formula E is a successful model But for what purpose? None really, apart of controlled development for some engineering egos. When it comes to the issue of control in motorsport, we need to find ways of opening up areas that are very relevant for the automotive industry, but at the same time these developments must have minimal impact on track performance. This is the holy grail of professional motorsport because you attend to the manufacturers’ needs of having an R&D platform, but at the same time you keep the competitiveness between teams in such a way that a squad with a smaller budget also

AUDI has the possibility of scoring a victory. Q

autosport.com AUTOSPORT ENGINEERING 11 WHY FORMULA E IS SO HARD

The electric racing series has a justifiable claim to be the toughest out there for drivers and teams to master BY SCOTT MITCHELL

ou would not say a GT3 car is slow as it blasted Y past you. You would not say a Formula Ford 1600 is easy to drive. You would not say Macau is a simple circuit. So why do some people feel compelled to consider Formula E anything other than one of the world’s toughest categories? The electric single-seater series has been defying critics and sceptics since its birth, and it is undeniably diicult. Anybody who has watched a race, or even half of one, will have noticed a top driver locking up, or spinning, or hitting the wall. Mistakes are commonplace, and it’s not because the field is lacking talent. “I haven’t come across a championship as hard as this one,” says championship challenger Sam Bird. “It’s got everything. Try to name a championship with as high a level of driver – I can’t. The engineering level is incredibly high. And OK, the cars aren’t quick, but I don’t think they need to be to give good-value-for-money racing on street circuits. “I think we’re giving some amazing racing. And it’s such a high level, and super challenging. To extract the maximum out

MAUGER Street racing ace gets it wrong in Santiago MOTORSPORT’S EVEREST

Jerome d’Ambrosio ponders how to make up ground in Paris “I haven’t come across a championship as hard as this one”

S BLOXHAM

of this car all the time is extremely diicult. It’s a tricky car to drive. To execute quick lap times compared to these other guys and only do it in a certain amount of power output, it’s a tough skill.” The first-generation FE car is at the end of its lifespan, and will soon be ushered into retirement to make way for the ‘Gen2’ machine. That Batmobile-inspired racer will have huge shoes to fill when it comes along. Even in FE’s first season, when power levels were limited to 150kW in the race and 200kW in qualifying, the cars were dramatic. Certain circuits, particularly those with chicanes featuring high kerbs, proved punishing on the suspension of the SRT_01E, the inaugural spec car. This led to sudden failures, and drivers also complained about the feeling of the carbon brakes. The suspension breaks were partly caused by higher-than-expected loads from the heavier-than-expected base chassis, which ended up at a whopping 888kg. The braking problem was because the speed of the car was too low for the quality of the brakes, which led to struggles to get them up to temperature. A heavy car with a lack of feel in the brakes was a recipe for mistakes. Though the carbon brakes were refined thereafter, and the suspension was also beefed up, FE never got any easier. The car’s weight hasn’t helped that. It’s been trimmed slightly since its 888kg peak but only to 880kg, and it has a rearward weight distribution that, combined with the high torque from the all-electric powertrain, makes it tail-happy. FE has never relied heavily on aerodynamics, thanks to a combination of a low-powered car and tight street courses packed with slow corners. Though the aero does contribute something, it is far more aesthetic than in Formula 1 and STALEY other high-downforce categories. However, that benign aero has also helped facilitate close racing, and the car is far from on

autosport.com AUTOSPORT ENGINEERING 13 rails, particularly as FE races take place on bumpy, dirty, temporary circuits. Ex-Honda F1 test driver-turned-Japanese racing ace has tested for the Techeetah and squads this season and came away with a renewed appreciation for the driving challenge. “The weight management on a bumpy circuit I found challenging and fun – the car moves around a bit, you’re in between walls, the kerbs can be taken at the apex,” he says. “With the bouncy track, the weight of the car and the lack of grip, if you go over the limit and the car starts sliding, it just carries on sliding. “If you brake too late or carry too much speed, there’s nothing you can do as a driver to recover it. That’s what struck me most. “It gives a huge respect for the drivers who are good at it. You have to be so strict with yourself, you have to be so controlled not to overdrive it, to be too greedy.” A senior team figure once got his nose out of joint over the suggestion FE should trumpet more how diicult its cars are to drive. “We don’t want people to think S BLOXHAM electric cars are tough to drive,” was his logic. But the simple fact is that the electric element of FE ofers a significant portion of the driving challenge. “The car is not the quickest but it’s extremely diicult to drive,” says reigning ofering 100% energy harvesting to zero, Communication with FE champion Lucas di Grassi. “The level to usually over the course of three or four laps. engineer Lugg is one get everything correct is very, very high. The While regen is active, it is the electric of Bird’s key strengths car is changing all the time and you have to equivalent of engine braking. So, the brake be really aware of the energy and regen.” bias is set more to the front to counter the Di Grassi’s ‘regen’ comment refers to the stronger braking performance aforded by energy harvesting that takes place between energy being recovered from the rear axle. the powertrain and the battery. This is Teams then have to factor in the changes where energy can be recovered into the that need to be made in brake bias to ofset battery under deceleration by the driver the subsequent reduction during a race stint. manually activating a paddle or button, “Your brake bias changes massively,” says a software map that automatically engages Bird. “If the temperature has risen by one the motor or a combination of the two. degree, you might be 5-10% out on your Such a technique has two key impacts brake bias going into the next braking zone on driving an FE car quickly. First, it afects and you won’t even know – it’s that critical the braking performance. Bird tells a story you’re on target every time in Formula E. from FE’s first season, when this process When you lose regen, you have to turn the was at its most immature, of him spinning brake bias to the rear and do it quickly, after braking in a straight line because the otherwise the front locking will be severe.” ratio was completely out. That is not very Word on the street is the new McLaren common, but regen can lead to braking Applied Technologies battery for the problems, which is the second point. second-generation car has ultra-impressive Presently, when the battery hits 55C it thermal degradation (for that read ‘very starts to lose regen linearly until it reaches little indeed’). This could mean even more 60C. At this point, the system goes from aggressive energy harvesting in the future

Di Grassi relishes Battery temperature FE’s challenge requires constant care

S BLOXHAM WARNER

14AUTOSPORT ENGINEERING autosport.com MOTORSPORT’S EVEREST

Rossiter was impressed ater Techeetah test in Marrakech

– especially if the series opts to allow cool and calm, doing the driving on autopilot energy recovery from the front axle, which and being able to have conversations. is currently illegal. Conversely, a move to We’re chatting about strategy, temperature allow all-wheel drive – motors on each management, things like that. There’s wheel – would facilitate torque vectoring. a lot of back and forth.” This would reduce the challenge, as adapting Lugg reckons that one of Bird’s best the power going to each wheel based on attributes is that “when it comes to which phase of a corner the car is in would the crunch, you can rely on him” – and be an incredibly sophisticated driver aid. he knows the diference between relaying The management involved in executing information and getting too involved. an FE race is complicated by the lack of “He’s happy that his job is the driving data available. Energy consumption and bit and he gives the feedback and leaves harvesting numbers are not transmitted it to me to look into stuf,” says Lugg. via telemetry during sessions, so drivers “When he’s in the car, he’s quite decisive. must relay this information to their When things do go wrong or things change, engineers. This forms the crux of the he’s good at immediately jumping on the strategy: how much can they push, do they new target he has to achieve. need to save, when is regeneration likely to “A lot of that comes from us spending cease, are they marginal on temperature? a lot of time on the simulator and going Season-two champion Sebastien Buemi through all possible scenarios, so he knows calls it “one of the biggest challenges” that if something happens, he does ‘this’.” and reckons the communication is “vital”. Bird says he has no trouble driving while Patrick Coorey has engineered Bird, Adam on the radio because “the more information Carroll and Nelson Piquet Jr across the I can give and they can give me, I prefer it”. DS Virgin and Jaguar teams. He says that “I don’t drive any slower if I’m on the the importance of feedback is amplified radio, it doesn’t afect me,” he says. “In further by the lack of track time available this championship you need to adapt, thanks to FE’s (usual) single-day format of the steering wheel’s not straight very often. two practice sessions, qualifying and race. I want to know what the guy behind is like “We have to draw conclusions and make on energy, what his pace is like, if we think the right decisions very, very quickly,” he they’ll go a lap longer or shorter, if I need says. “You’ve not got a lot of time to go to look after temperatures – whatever I away and spend hours analysing data.” need to have a better race than I’m having.” Bird’s current engineer at DS Virgin, The single-day format poses two other Mike Lugg, ofers a stark insight into how challenges. First, as di Grassi notes, it much conversation this can mean in FE: tests the drivers much harder. S BLOXHAM “Sometimes we might talk non-stop for an “If we stayed here for five days testing, entire lap. There’s a lot to manage and he’s drivers who take longer to find the limit really good at that side of things, keeping would be closer,” he says. “But because we

autosport.com AUTOSPORT ENGINEERING 15 have one hour of free practice and one lap purer street tracks, this was something Da Costa took his only win in qualifying, either you find the limit halfway between Tarmac and concrete. It’s so far in season one without crashing or you’re nowhere.” quite similar to Long Beach – big patches It also gives teams a tiny window of of this kind of concrete. The rear suspension track time to engineer their cars. FE’s is diferent across the powertrains so there early circuits were a bit samey, but variety could be some diference there and maybe has crept in since, with the now-absent also in the weight distribution.” Montreal and stellar Rome layouts ofering Castillo also highlights how some venues, cool gradient changes, Berlin Tempelhof like Paris, can be “non-energy” circuits. providing completely diferent asphalt/ This completely alters the teams’ strategic concrete surface changes, and there is an preparations, the demands on the drivers

“Racing on a street circuit at high speed STALEY with walls everywhere is really tricky” abundance of other challenges, such as the and the nature of the racing we see – as “Racing on a street circuit at high mega-bumpy and dusty Santiago track. does the FIA’s push to make the second speeds with walls everywhere, and trying Last year’s Berlin double-header is a half of a double-header, of which FE has to overtake at the same time, is really fine example. Mahindra’s ability to get had several, a lap or two longer. tricky,” points out Buemi. “Unlike a normal the all-weather Michelin tyres – which are “Paris is so twisty and has so many circuit that has been purpose-built, there super-resistant and rarely show thermal corners that the diference in pace between is not a lot of grip on everyday roads, so degradation – to perform over the entire lap a flat-out and coasting lap is not huge,” he we must adapt. Plus, almost every track of the disused-airfield venue was key to Felix says. “In Berlin it is big and then on day in Formula E is completely new.” Rosenqvist’s breakthrough 2016/17 win. two, the race is two laps longer. It makes As FE has matured, it’s become envied. “The tyre deg [in Berlin] is high, the tyre the coasting points and use of the regen Earlier this year Bernie Ecclestone declared heating is high, the tyre grip is high – higher functions diferent. We have to learn F1 needs to become fully-electric, citing the than usual,” Rosenqvist’s engineer Andres again in FP1 and FP2 about how to popularity of Formula E and the automotive Castillo notes. “Normally we’re racing on manage energy for the race.” industry’s trend of switching to EVs. However, he missed the point. Switching to electric cars would not immediately transfer FE’s best qualities to F1. Gasly impressed on debut in There’s a lot more to FE than the fact it New York subbing for Buemi is electric, even if it is a core part of what makes it challenging. Since FE opened up powertrain development for the 2015/16 season, two and a half years ago, each of the current 10 teams has scored a podium. F1 isn’t even close to that kind of statistic over the same timeframe. Daniel Abt’s victory in Mexico took the tally of winning drivers on the grid to 10 (of 20) – F1’s number over the same time is five race winners from three teams. That is a recipe F1 would dearly love, electric cars or not, and that’s a testament to a few key variables that ensure it remains challenging and, by extension, produces good racing. The cars are low-grip, with less aerodynamic dependency. They are tricky to master and are raced on challenging circuits. FE’s new car has a lot to live up to (see right) when it is introduced next season, and everything about it seems impressive on paper. Under the skin, it has a 385kg battery capable of storing energy for twice the range of its predecessor to eliminate the need for mid-race car-swaps. It will have maximum power of 250kW, with 200kW available during races, a maximum speed of 280km/h (174mph), and a minimum weight of 900kg, up from the current 880kg limit. FE has constantly pushed teams and drivers to learn more in the face of new TEE challenges. If that continues into its next era then the series really can withstand the test of time. Q

16AUTOSPORT ENGINEERING autosport.com MOTORSPORT’S EVEREST

THE BIG CHALLENGE FOR FE’S NEW CAR

FORMULA E’S SECOND- before connecting to an an area of low pressure, isn’t all at the rear. a bespoke assembly, and generation car design has angled, single-plane front pulling the air from the rear What that means in racing utilises a structural element substance as well as style. wing. This contains two of the car so it hunkers down terms is that if a car is of the chassis, increasing A move to anywhere near simple wing elements, to the track. The floor begins following another, it will not rigidity. But the battery has F1 levels of wing-derived and the wing itself is before the sidepods, so it’s be so badly disturbed by always been on top of the aerodynamics would lead to connected to a wide, pulling air under the car wake – the disturbed air chassis, whereas on the new cars being unable to follow very smooth nosecone. from as far forward as is from the car in front. That FE car it will be integrated within a couple of seconds Closed wheels, smooth realistically possible. should help keep racing lower. This will help improve of each other and be very body surfaces and simple Working together with close, even though speeds the car’s centre of gravity. negative for the spectacle. wings enforce a low-drag the rest of the floor, the are increasing. Protecting the core A desire not to do that, allied philosophy. It’s a key diuser will oset the loss The layout of the current values that make FE with FE being a spec chassis/ principle for an electric car, of a traditional rear wing car places the battery such an entertaining aero formula, has given because using less energy and then some. It also behind the driver in a racing spectacle is as those that worked on this to push it through the air to creates less drag. Having position traditionally important to its success second-generation car a certain speed will mean the front of the floor ahead occupied by the engine and as the ‘green’ image it more freedom, hence a more eiciency. It will also of the centre of gravity may fuel cell on most single- lets manufacturers flaunt. design that is creative and improve the liting-and- also help with the balance, seaters. This saves weight, The early signs are that FE’s doesn’t have top-surface coasting process because because the downforce because it doesn’t require new car will do just that. aero at its core. the faster the car slips Out has gone an through the air, the less it Audi’s Daniel Abt puts the extremely plain rear wing, is slowed by air resistance. new car through its paces replaced by something Despite the reduction in more akin to an aircrat’s downforce that comes with tailplane. The wings attach reducing drag, the new FE to either side of the spine of car will need to improve its the car to form a dihedral levels of grip. To control its angle, with simple wing 25% power hike, the car elements sat on the outside packs a monster diuser. and endplates that connect That is more eicient to more bodywork. This than using front and rear swoops down and connects wings because it’s easier to the sidepod, covering the to control the airflow. This rear wheels, and runs all the will increase downforce by way up the car, doing the accelerating the flow of air same to the front wheels under the car and creating AUDI

autosport.com AUTOSPORT ENGINEERING 17 INSIDE AVL RACING MOTORSPORT’S HIDDEN CHAMPION

Austrian engineering giant AVL RACING has all the skills and clout to take on Formula 1 teams at their own game, so why does it prefer to remain in the shadows as a supplier? BY JAMES NEWBOLD

n argument lifted from testing services, but that only scratches the with fresh ideas, prove them, make a Rev W Awdry book surface. Such is its vast scale, with more them into a business opportunity A this author read as a boy than 9500 employees worldwide applying and do this on a global scale.” came to mind during a those areas of expertise to multiple diferent Founded by Dr Hans List in 1948, recent tour of the Austrian applications, that many who have been AVL (List Internal Combustion Engine engineering powerhouse working with AVL for a number of years Institute, to give it its full title) began as AVL. It goes like this: don’t realise the full extent of its scope. a modestly sized consultancy specialising “I remember going to London. Do you And as the business is constantly evolving in diesel engines and was, according to know it? The station is called King’s Cross.” to anticipate the needs of the market (see Resl, “basically a shed with a couple of “King’s Cross? London’s Euston, everyone page 21) and avoid being pigeon-holed, desks” until List’s son Helmut took over knows that!” there is no easy way to encapsulate what as chairman in 1979. Under his leadership, “Rubbish, London’s Paddington. I know, AVL does – even for the man in charge it grew from a company of around 220 I worked there!” of its dedicated RACING division. people with virtually no presence outside Visitors to AVL’s 3km campus in the heart “It’s diicult to put into one sentence!” Graz to a global entity boasting a wide- of Graz will have some sympathy with that agrees Michael Resl, Director Motorsports ranging portfolio, extending from hybrid confusion. The company bills itself as the Marketing and Lead Development. “It’s a powertrains to precision manufacturing world’s largest independent supplier of company that has been run for years like of sensors, CFD modelling and calibration. powertrain development, simulation and a start-up that allows you to come up Ex-Cosworth man Resl admits that he

18AUTOSPORT ENGINEERING autosport.com AVL RACING

NKP AVL RACING supplies teams across many areas of motorsport

TEE MAUGER

Driver training sim is connected to testbed for improved data correlation

too was initially surprised by the full provided cover from the biting cold – AVL manufacturing, if customers decide it breadth of the company and how it could be RACING is well-placed to service the top is more cost-efective to work with a applied to motorsport. In 2012 he oversaw flight of motorsport from Formula 1 to strategic partner such as AVL RACING the creation of a formalised RACING NASCAR and Formula E. In fact, its biggest than to invest in its own in-house assets. department to consolidate AVL’s sub- competitors are the race teams themselves, Although F1 teams must design and structures – including linking up a driver each looking towards the future and the build their own cars to be classed as a simulator with a vehicle dynamics testbed most cost-efective areas to invest in. constructor, Appendix 6 of the Sporting to replicate the stresses on a power unit in a “We’re on the one side engineering Regulations permits outsourcing the competitive environment – and streamline providers and then on the other side tool manufacture of Listed Parts – including communication, as representatives from providers, so we’ve got our own biggest the survival cell, front impact structure, diferent departments that “stumbled into customer in-house,” says Matthias Dank, roll structures and bodywork – to third each other at the customer’s door was Global Business Segment Manager Racing, parties, provided the constructors have the rule rather than the opposite”. Instrumentation and Test Systems. “If I as sole rights to use them and the third party “I didn’t know that AVL was so deeply a test systems provider need an outlook on concerned is not a fellow competitor. involved in racing when I joined,” he says. the future, I have people who work in these Non-listed Parts, ranging from power “There were basically no cross-division fields that can give me an insight into the units and suspension to bearings and activities and opportunities. Imagine a components I want to design test systems pedals, can also be outsourced, so AVL Formula 1 pitstop and everyone does what or tools for. No matter if it’s simulation, RACING has to be responsive to all his best intention is, but they are not process tools or crash-test system manner of demands. aligned – evidently two seconds will be instruments, everybody has his expertise. “It depends on what they define as diicult to achieve to change the tyres. “If you have a problem where you’re their core business,” explains Dank. “A “I was fascinated by the diferent really stuck, it’s not necessarily that we good example of this is vehicle dynamic segments and I joined vehicle dynamics, have the answer, but we are more than simulation. A top Formula 1 team defines then moved into testbeds, then interested to discuss it and find out what vehicle dynamic simulation as their core manufacturing and looking after we can do better in future. With this input, competence, so they will never outsource marketing. What I did not know customers telling us ‘in the next three that to a third party, whereas NASCAR before turned out to be the biggest years I will get this problem and I don’t teams don’t do that. strength of AVL.” have a solution’ might trigger with our “At the same time, there are race classes With all its competencies working R&D activity to find a simulation, a where the engine is just a commodity and harmoniously under one roof – Autosport tool or a method. We are constantly there are classes like F1 where the power was thankful for the warren of underground broadening our portfolio on what we do.” unit is a brand diferentiator, so there you tunnels connecting the complex that This can also extend to cover will always want to do your own engine.”

autosport.com AUTOSPORT ENGINEERING 19

AVL RACING

HOW AVL STAYS AHEAD OF Testbed pushes new parts to their limits THE CURVE

A researcher first and businessman second, AVL chairman Helmut List With it’s fingerprints present across basis with the majority of the customers, has retained his father’s strong the spectrum of motorsport, you could be it racing or non-racing, because they emphasis on innovation, and to this forgive AVL RACING for shouting about trust what AVL does, what it protects day reinvests 10% of the company’s its achievements, but the requirements and what it stands for. I would rather annual turnover into R&D. of non-disclosure agreements ensure work with the majority of people than With this in mind, it’s no it remains firmly in the background. have a very exciting project just for coincidence that AVL RACING has No matter how hard you look, you will one customer.” a knack for pre-empting the needs never see an AVL logo on an F1 car, and Would an AVL RACING team ever be of its customers. When Formula 1’s its employees are accustomed to shying on the cards? AVL has all the constituent new era of V6 hybrid power units away from the spotlight. parts it would need to become a constructor was first announced in 2011, “If you join AVL, you know that you are in its own right, but Dank points out that AVL RACING predicted systems not on television, you’re not on the radio, competing against its customers would integration could become you’re a hidden champion,” says Resl. “It’s not make business sense. problematic, so developed rewarding that sometimes the customer “We would cut one of our good legs of!” braking competencies that taps on your shoulder and says, ‘Well he laughs. “Even if we could do our own race attracted F1 customers to use done mate’, but that’s as far as it goes.” engine, we would never do so because we their testbeds. When the brake-by- Although they can’t join in with the would never compete with our customers.” wire systems proved unreliable in celebrations, there are advantages to the As a company that prefers to remain a ’14, AVL RACING’s approach was sworn code of secrecy. AVL RACING has silent partner in success over claiming validated and it is now working on the satisfaction of working with “the glory for itself, what does Resl want a new generation of dyno-testing majority” of teams on the F1 grid, which people to know about AVL RACING? system in advance of the new- keeps Resl’s days varied and has a healthy “It depends who this is,” he admits. for-’21 engine regulations. implication for the company’s cofers too. “If it was an F1 team boss, I want them Nobody is under any illusions “We call it ‘the three Ms’ – media, money to know that AVL wins races and wins that AVL RACING’s research-led and manufacturers – and wherever these championships. If it’s a student, I want approach – oten in tandem with the three Ms come together is where we are,” them to know that AVL RACING is a Technical University in Graz – will laughs Resl. “We are very careful in our fantastic workplace with loads of personal always yield a profitable outcome, messages to the outside world and when growth opportunities, and if it’s a journalist, but by starting development for you see an outside image there will never I don’t want them to know anything!” what will be needed rather than be only one car or two cars, otherwise we It was ever thus, but for motorsport’s waiting on customer requests, would be in breach of our NDA’s. hidden champion, this tried and tested it has hit on the right course. “It allows you to work on a confidential approach shows no signs of changing. Q “We try to think ahead for the requirements of the future, what the future technologies might be HONE like,” says Matthias Dank, Global Business Segment Manager Racing, Instrumentation and Test Systems. “Batteries are a good example. It is not enough to know what today’s battery technology is, or what in the next one to three years battery technology will be, you also need to have an idea of what is physically possible. Maybe if we don’t have a solution for you today, AVL works with the we might have tomorrow.” majority of the F1 grid

autosport.com AUTOSPORT ENGINEERING 21 PETRONAS FUELLING F1’S MOST SUCCESSFUL PARTNERSHIP

Hamilton and Bottas paid a visit to PETRONAS’s new R&T centre

Mercedes success has been a constant feature of Formula 1’s hybrid era, and this is underpinned by the contribution of PETRONAS fuel and lubricants BY JAMES NEWBOLD

n the end, talk of doom his corner, lubricating his path to success. second only to McLaren in 1988. and gloom at Mercedes As if anybody needed reminding, Against this backdrop of success, I AMG PETRONAS with four world championships in as PETRONAS could be forgiven for sitting Team many years shared between Hamilton back and taking the plaudits, but that proved premature. (three) and Nico Rosberg (one), tallied with would do it a disservice. A company with After a winless start to four constructors’ titles, the collaboration more than two decades of motorsport his title defence in the between Mercedes’ chassis arm at heritage dating back to 1995, PETRONAS opening three grands prix, Lewis Hamilton Brackley, Mercedes AMG High Performance began its partnership with the reborn righted that statistic in Azerbaijan when a Powertrains in Brixworth and PETRONAS Mercedes team in 2010 and built a close puncture denied team-mate has been F1’s gold standard. Hamilton’s working relationship that meant both parties victory, and seized the championship lead Baku breakthrough took Mercedes’ win were well-positioned to capitalise when F1’s in doing so. And, just like his 40 previous tally to a remarkable 77.1% since 2014, a new power unit regulations were introduced victories since the advent of F1’s V6 hybrid period in which it has broken the record for ’14, placing a premium on eiciency. era – enough to tie him with childhood idol number of victories in a season, matched And it’s not only Mercedes that reaps the Ayrton Senna on post-2013 wins alone – it, then broken it again with 19 wins from benefits from the collaboration. PETRONAS Hamilton had PETRONAS fuel and oils in 21 races (90.5%) in ’16 – a conversion rate recently opened a $60million Global

22AUTOSPORT ENGINEERING autosport.com AXIS OF SUCCESS

Hamilton opened his 2018 account in Baku

ETHERINGTON

PETRONAS fluids are the Wol has forged close lifeblood of Hamilton’s W09 working relationship

ETHERINGTON ETHERINGTON

Research & Technology centre in Turin, engine facility, Brackley as the chassis and Bottas manage their allowance of Italy, where technology developed in the facility and Stuttgart as the mothership, PETRONAS Primax fuel, if they don’t have fast-paced and high-pressured F1 arena we could speak about PETRONAS and the correct oil, there’s only so much they will inform the development of oils that its facilities as an additional part of the can look after the highly complex engine you can use in your everyday road car. jigsaw that has made us successful. before it will cry enough. Without the All told, it amounts to far more “Now that we’ve been so many years with diligence of PETRONAS technicians than simply having its name adorn each other, on all levels the collaboration working to hone the formulations down to the side of the racing car. is great. The mindset is very similar; we the last molecule, the constituent parts of “PETRONAS is not only a brand on the are all a group of perfectionists that strive the W09’s hybrid would grind themselves car, PETRONAS is the lifeblood of this car,” together to achieve the unachievable, it is to pieces during the combustion process. says PETRONAS Lubricants International a constant battle to have the best product.” Just as the power unit has to emulate Group Chief Commercial Oicer Giuseppe It sounds obvious, but the quality of Usain Bolt over a single lap in its qualifying Pedretti. “PETRONAS is inside the fuel and lubricants has a clear and direct ‘party mode’ before adopting the stealth engine, inside the brake fluid, inside impact on performance. Both are tightly of Mo Farah for the race, PETRONAS too the transmission and inside the coolant. governed by the FIA. Fuel is limited to faces a continual balancing act. While The success of the team is our success.” 105kg, up from 100kg to compensate for a lower viscosity oil – that flows well “I’m not sure title sponsor is the the increased lap times and drag resulting and produces less friction – will improve right word – we call it like this, but we from the 2017 aero regulations, while oil thermal eiciency, and thus give more didn’t come up with a better word for it. is restricted to 0.6 litres per 100km, down energy to the wheels, it will also expose PETRONAS is much more than a sponsor,” from 1.2l last season, all of which means engine parts to higher wear because the agrees Mercedes team principal Toto Wolf. the more eiciently each is used, the layer of protection on the surface is thinner. “They’ve been with us for a long time and more power the drivers can access. The job is complicated by the highly almost like we speak of Brixworth as the But no matter how eiciently Hamilton intricate nature of the hybrid powerplants,

autosport.com AUTOSPORT ENGINEERING 23 PETRONAS helps Cowell package the power unit GORIA/SUTTON IMAGES GORIA/SUTTON

F1 is ideal arena to develop products for the road GALLOWAY/SUTTON IMAGES GALLOWAY/SUTTON

which means PETRONAS 80 has multiple formulations “We are integrated, countries with to perfect. In addition to Petronas technical the fuel and oil for the centres we are part of the team” 1.6-litre internal combustion engine and turbocharger, the power unit also has an energy recovery system comprising two motor generators – the MGU-K and MGU-H – that require 77.1% $60M oil and coolants, plus an energy store of wins new global and control electronics, all of which since 2014 R&T centre must be integrated and working PETRONAS harmoniously to ensure peak IN performance over its lifespan. NUMBERS A far cry from the days of qualifying engines that 220 would last no more than 50km before expiring, a fuels developed 5 fluids in the W09, including fuel, lubricants and functional fluids

100 lubricants part of the same team and that’s extra life it would be easy to make bearings developed the only way it can work,” says bigger, but the aerodynamicists would frown Dr Andrea Dolfi, Global Technology at that, so it’s two prongs of attack. One is Manager – Engine, Fluids and Motorsport to make sure that we keep performance at for PETRONAS Lubricants International. high life and the other one is to increase modern hybrid “We work in a set-up that we call performance in the ‘party mode’ and the engine must now ‘continuous improvement’, it’s like really race mode, by making sure that the space endure seven full grands prix weekends – refining and moving forward to the finest that we occupy inside the car is narrower.” practice, qualifying and race – to avoid details. We are looking for any gains that As Cowell indicates, PETRONAS incurring a grid penalty, following the can make the car faster and the fluid is technicians also hold an important reduction to three power units per season. super-customised for that hardware remedial function, analysing fluids As Wolf puts it, “we could easily have the configuration. The competition is so to identify problems with the engine best engine for one single grand prix and tough and the performance you need before they result in a costly failure. blow everybody away, but it wouldn’t last”. to reach is so high that you need to PETRONAS Motorsport Technical Support This means there can be no secrets co-engineer and tailor-make the fluids Engineer Salvatore Schembri is embedded between the partners. PETRONAS engineers to bring out the best performance.” within Mercedes and travels to every hold quarterly meetings with Mercedes This joint efort even applies to grand prix with a mobile lab, complete personnel, including Wolf and Mercedes the packaging of the power unit and with state-of-the-art spectrometer, to test AMG HPP Managing Director Andy exhausts, as Cowell explains. for disproportionate levels of aluminium Cowell, to discuss areas for improvement “The work that we do together at elements in the oil. Using this data, and work closely to find the optimal blend PETRONAS on both fuels and the fluids Mercedes engineers can make assessments of performance and reliability. within the engine enables us to make and, if necessary, make precautionary “We are very much integrated, we are everything more compact,” he says. “To get changes to high-wear components.

24AUTOSPORT ENGINEERING autosport.com AXIS OF SUCCESS

Tiny molecular formulations invisible to the naked eye make all the dierence

There are little tricks the drivers can title, which would put him equal with road-relevant implications. While the employ to reduce stress on the power unit – who helped the formulations used on the road and in – Hamilton is excellent at giving accurate to glory in 1954 and ’55. F1 are refined for diferent applications, feedback during practice without using up “In today’s world, no-one wants to stand Dolfi explains that “the building blocks all the engine mileage available to him – still and if you’re with a company that are roughly the same”. but it’s a point of pride for PETRONAS wants to stand still then you’re probably “What varies is the way you mix them,” to ensure that it plays its part too. in the wrong place,” he says. “PETRONAS he says. “It’s like when you go to a grocery As Mercedes buckles down for what and Mercedes, they’re all about moving shop and you buy your stuf for cooking, promises to be the closest title battle of forwards, pioneering and trying to be a you can cook a fast food type of meal or a the V6 hybrid era so far against a resurgent couple of steps ahead of everyone else. Michelin star type of meal depending upon Ferrari and Red Bull, the unseen arms “When you come and see what’s how you put the things together, and that’s race of fuels and lubricants suppliers will happening [at PETRONAS], when you what it’s all about with the fuel as well.” be intensified once again, searching for see what’s happening in Brackley and With its new R&T Centre in Turin posing marginal performance and reliability Brixworth, it’s no coincidence that we’re a “tangible sign” of its commitment to gains through molecular changes that are world champions, but the great thing is motorsport, PETRONAS has no intention impossible to detect with the naked eye. we’re always willing to move forwards. of departing the scene anytime soon. “The challenge is getting higher and I have absolute confidence in these “We have already more than 20 years’ higher because the other teams are getting guys, because we all want to win the history in supporting motorsport closer,” agrees Dolfi. “But believe me, still world championship again.” applications within PETRONAS as a like the first days, there is a lot of excitement But even if Hamilton succeeds in his company, I wouldn’t see why we should and a lot of hard work going through.” goal, the job of PETRONAS is never done, quit now when we are having fun,” Dolfi That’s a source of great comfort to as every molecular compound that is says with a grin. “For sure, we don’t want Hamilton in his pursuit of a fifth world developed in the F1 arena will have to spoil the fun.” Q

autosport.com AUTOSPORT ENGINEERING 25 ADVERTISING FEATURE HOME AWAY FROM HOME

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autosport.com AUTOSPORT ENGINEERING 27 THE DESIGNER OF JAPAN’S ONLY LE MANS WINNER

Toyota could finally break its Le Mans hoodoo this year, but it will come 27 years too late to be the first Japanese winner. Meet Nigel Stroud, the man who penned the iconic Mazda 787B BY JAMES NEWBOLD

he screaming rotary- to podiums at Zandvoort and Watkins Glen. engined Mazda 787B, At the same time, Stroud took a step back T which remains the from trackside operations to set up a only Japanese car to business designing furniture. win the Le Mans 24 “I didn’t want to go racing anymore,” he Hours, is rightly regarded says, “so I only did that first year and then as one of the most iconic got involved helping build the new cars. I sportscars of all time, and unsurprisingly did the odd race, but I was part-time then.” stands as designer Nigel Stroud’s favourite Hesketh continued to punch above creation. He has a 1:43-scale model of it by its weight into 1975, but Hunt’s popular way of a memento in his house. But that victory at Zandvoort was not enough for ainity is not simply because it beat the the eccentric Lord Hesketh to keep the fancied Jaguars and Mercedes to score a team afloat. After it invested in a new shock victory in 1991. Rather, it’s because it 308C for the final two rounds of the season, successfully applied the lessons learned in the squad’s assets were sold to Walter Wolf three previous iterations of Mazdaspeed’s and Postlethwaite followed with them, but Le Mans programme dating back to ’86. Stroud stayed behind for ’76 and toiled away “It’s the one I spent the most time on, for little reward with an upgraded 308. put it that way,” he says. “I never stick Stroud collaborated with up-and-coming with anything for very long!” a success, as the Austrian was plagued by engineer Frank Dernie – who introduced An alumnus of March, Hesketh and Lotus numerous mechanical failures while works CAD to F1 with Williams 10 years later who worked with Harvey Postlethwaite, driver Ronnie Peterson romped to the title, – on a new Hesketh 308E for 1977, but Colin Chapman and Adrian Reynard during but Lauda certainly made an impression. with a succession of paying drivers and a colourful 30-year career, Stroud flitted “I remember he said, ‘Nigel, one day I will zero development budget, the team was a around the edges of Formula 1 before later be world champion. So you see, you must try shadow of its former self and folded in ’78. finding success as a race engineer in harder.’ You couldn’t argue with that, could “They had sold the 308C to Wolf, so and a freelance pen-for-hire in sportscars, you?” chuckles Stroud. “He was good value.” we were stuck with the 308 and then we where he carved out a niche making Away from the circuit, Stroud worked designed the 308E, which wasn’t a great improvements to substandard chassis. under Postlethwaite in March’s production success,” says Stroud. “We were strapped Starting out as a mechanic at Cirencester shop developing F2 and F3 cars. Money was for cash by then. It was pretty hopeless.” agricultural college, he was given a job at always tight and, when Postlethwaite moved Having now abandoned his furniture March as a fitter by Bill Stone – who teamed to head up the technical department at new venture, Stroud was introduced to Gunter up with Reynard to found Sabre in 1973 – entrant Hesketh for 1973, he took Stroud Schmid’s ATS team by former Hesketh chief and engineered a young in the with him to work on the team’s customer mechanic Dave ‘Beaky’ Sims. He designed ’71 Formula 2 championship. The year wasn’t March 731 chassis, which James Hunt took the D3 that Hans Stuck took to fifth at

Stroud’s first F1 design was Hesketh 308E, driven here by Ian Ashley at Watkins Glen

28AUTOSPORT ENGINEERING autosport.com NIGEL STROUD

“It’s the one I spent the most time on, put it that way”

autosport.com AUTOSPORT ENGINEERING 29 Stroud engineered Mansell at Lotus, but came away feeling unimpressed

the 1979 US Grand Prix, but optimism invariably wasn’t to last as he came to “I found the whole Lotus team to loggerheads with the headstrong Schmid, who had used seven drivers in ’78. be quite a disappointment really” “He was just crazy really, you could wind him up beautifully,” Stroud recalls. “We went to Belgium and he was on to me from its dominant ‘78 campaign, with that Mazda duly won out. about spring rates, so I said, ‘We need to go year’s champion only “One of the reasons for giving up F1 stifer, not softer.’ We were in the middle managing a single point all season. was to have more time at home, as I’d of this when [then-Ligier designer] Gerard “I found the whole Lotus team to be just had a family, but in fact I spent Ducarouge came over and asked me, in quite a disappointment really,” he says. more time on a jumbo than I would front of Schmid, ‘Have you got any 1500lb “When I went there, I tried to find proper have done if I had stuck to F1!” he says. springs?’ His face was an absolute picture. records of previous races and it was so “Mazda was a design job and I had to They were running double what we were!” badly documented, you couldn’t just open be around to make sure it worked; that Stroud’s next stop was as a file and look up what they ran last year.” was far more important than doing chief race engineer for F1 rookie Nigel When Peter Warr rejoined the team race-engineering work.” Mansell in 1980, but he had joined a team following Chapman’s death, Stroud went The 757 had to accommodate Mazda’s in decline. While impressed by the famously on his way again and headed Stateside to high-revving Wankel engine, originally meticulous Chapman – “You could see why perform race-engineer duties for Galles a three-rotor unit that soon expanded to he had achieved what he did” – the various Racing, which had rising star Jr four. As a result, the monocoque had to be buisness interests that increasingly occupied on its books in a Cosworth-powered March. designed with a view to accepting more his time meant Lotus had fallen a long way “The first time I went over there, I was power, but this meant the whole concept walking through the restaurant at the hotel wasn’t significantly changed through the when Mario jumped up and said, ‘Nigel, evolutions of the 767, 787 and 787B, Time at ATS was welcome!’ He thought that [March boss] meaning the Mazdas were usually overshadowed by had arranged for me to be the reliable, if not always the fastest. volatile owner race engineer for his son Michael, so I said, “One of the reasons why the Porsche ‘Actually, I’ve come to see Rick Galles.’ was so successful was the fact that it was “All hell broke loose after that – they racing for five or six years, so they knew flew Robin out next day on Concorde!” the thing inside-out; it was always going It was around this time that Stroud to be reliable and efectively that’s what began his foray into sportscars, lured by the happened with the Mazda,” Stroud says. prospect of greater design freedom. Having “It was essentially the same car and just assisted Jo Marquart on the Argo JM16, he the detail got better over the years.” designed a new honeycomb monocoque for Stroud maintains that the normally Richard Lloyd’s before joining aspirated 26B rotary – which produced Mazdaspeed to design its new 757. up to 700bhp at 9000rpm – did not give Flying back and forth from Japan to enough torque, which is supported by the the US, something had to give and 787B’s meagre results in 1991, the first NIGEL STROUD year for the new 3.5-litre engine rules. Aside from Le Mans, it only managed a best result of sixth in the World Sportscar Championship and a single podium in its domestic All Japan Sports Prototype Championship, in spite of “tidied-up” aero and braking upgrades. “The engine was always going to be a problem to package because you couldn’t put any stress through it and it was too long – it was only four rotors, but it was as long as a straight-six almost,” he says. But for the one race that really mattered, it was an altogether diferent proposition. Nissan had become the first Japanese marque to take pole in 1990, but was hampered by unreliability in the race and subsequently withdrew for ’91, leaving the accolade of first Japanese Rotary-powered Mazda winner within reach of Mazda. was a shock winner “I couldn’t understand why they couldn’t at Le Mans in 1991 make the engine shorter, but for Le Mans it was a good package,” says Stroud. “That was the only race that we really stood any chance of winning. Give Mazda their credit – at long last they agreed that at least one car “That was the only race that we really should go flat-out the whole way and [team consultant] was a great help in stood any chance of winning” helping me persuade them. Anything he said was gospel and he agreed with me and the drivers that we should go for it.” brought the car home to secure a victory wings of, boost it up a bit. I don’t think Ickx’s charms also worked on the ACO, that marked the pinnacle of Stroud’s career. they capitalised on that win at all.” which handed Mazda a substantial weight “It was a bit unreal really,” he says. After Stroud joined Reynard’s special- break. Having been co-opted into the “Obviously it was a big deal, but it didn’t vehicles division as a consultant, a litany of class for non-3.5-litre entrants with really hit home until a few days later. The projects came his way, with varying success. Mercedes and Jaguar – which both used car went pretty much like clockwork.” After working on the quirky front-engined turbocharged V12s – Ickx successfully But hopes that it would mark the start Panoz Esperante GTR-1 – “Another fighting lobbied for rotary-engined cars to run at of a significant chapter in Mazda’s Le Mans match with the principal: Don [Panoz] was 830kg, instead of the mandated 880kg, history proved misplaced. With rotaries adamant it was going to be in the front” – while the V12 cars weighed in at 1000kg. banned for 1992, Mazda was forced to Stroud made substantial structural revisions Although the Mazdas couldn’t match the source an underpowered V10 unit to the flawed Reynard 2KQ prototype, before turbo cars over a single lap, their greatly and a rebadged Jaguar XJR-14, branded the performing a similar function on ’s reduced brake and tyre wear meant they MXR-01, to accept the engine. Without the Northstar LMP, which was originally built would be in contention over a race stint. same funds for development available to by Reynard subsidiary Riley & Scott. In the lead Mazda, single-seater hotshoes Peugeot and Toyota, fourth at Le Mans and Tasked with designing a brand-new car for , and second at Silverstone were the only results the 2002 , Stroud’s screeched through the night of note before Mazda pulled the plug. Northstar LMP02 ended the year with four without a hitch and were lying second when “It was a bit annoying after Mazda straight podiums, but frustratingly he was the water pump on the race-leading C11 of finished – I said, ‘Why don’t we go for the unable to see the fruits of the programme Jean-Louis Schlesser, and Alain land-speed record with a rotary-engine car?’ because canned the project Ferte gave up with three hours to go. Despite but they didn’t want to know,” says Stroud. after finishing third at . sufering from severe dehydration, Herbert “It would have been so easy, just hack the “The Cadillac thing was knocked on the head after two years when it should have been a three-year deal; it was just a waste of everybody’s time,” he says. “It was quite sad really, it was a good bunch of guys and the car was beginning to come good.” Now aged 70 and retired as a designer, Stroud has returned to his agricultural roots and settled down in Oxford, but has lost none of his passion for motorsport. “I’ve just got my racing licence!” he says. “I’ve done a few sprints in the past couple of years, but I might have a go at some races. I’ve got a couple of old MGs which keep me Ickx (centre) was an important out of trouble, or in trouble actually!” Stroud ally in convincing the Will he be watching Le Mans this year top brass to go flat-out to see if Toyota can finally join Mazda in the winner’s circle? You bet. Q

autosport.com AUTOSPORT ENGINEERING 31 READ READ

FF CORSE BEHIND THE SCENES OF AN ENDURANCE RACE

Autosport was the fly on the wall at the Silverstone 12 Hours to see how strategy unfolds in endurance racing BY JAMES NEWBOLD

here’s a frustratingly lazy had to contend with rain of near-biblical misconception that, with proportions, but as FF Corse team boss Sander (right) and Slater T more time to make up for Anthony Cheshire puts it, “when you follow the Ferrari’s any ground lost, the job run an endurance race at Silverstone progress at Silverstone of an endurance racing in March, what do you expect?” strategist is less pressured FF Corse is used to dealing with than their counterparts in misconceptions of its own. Although it sprint formats. But, as anybody who’s spent started as a trackday car management University of Cranfield, Sander’s 9-5 job at hours upon sleepless hours calling the shots organisation, Cheshire’s outfit is well-versed data-logging specialists Influx Technology from the pitwall will tell you, it’s no picnic. in race operations too, racking up honours made him the best-qualified to step into There are any number of variables that can across British GT, International GT Open the breach as race engineer for the 12 Hours decide the final outcome, from the obvious and Ferrari Challenge competition with a when a family emergency forced ex-Lola such as fuel calculations and tyre wear to fleet of the Italian machines maintained and Penske man John Travis to withdraw. those unique to sportscars – namely, driver at its Silverstone base. Sander’s fellow Cranfield MSc alumnus stint-length – and the ever-present threat On a race weekend it’s a finely tuned Ben Slater, a design engineer working under of Code 60 slow zones. All this combined orchestra, with performance engineer Travis at Wirth Research, sits alongside ensures teams are kept on their toes – and Tom Sander conducting proceedings from jotting down lap times in a notebook, the that’s even before inclement weather is behind a bank of screens on the pitwall. pair in constant radio contact with team factored into the mix. A Masters in Advanced Motorsport manager Jamie Collins, a 10-year veteran At the recent Silverstone 12 Hours, teams Engineering postgraduate at the of Carlin’s World Series and GP3 teams, and #1 mechanic Pete Dillon in the garage. Although decisions on strategy are reached Sander watches on as collectively between this core group before the team sets to work being relayed to the driver, it’s the driver who has the final word when changing conditions raise the prospect of an of-sequence tyre change. Sander’s role extends to keeping the driver calm over the radio and dissuading them from making knee-jerk decisions, particularly important when they aren’t experienced professionals. FF Corse’s Ferrari 488 GT3 was entered in the A6-Am class at Silverstone, with sportscar veteran Johnny Mowlem joined on the driving roster by gentleman duo Ivor Dunbar and Bonamy Grimes. It was the first time on the 24H Series’ control

READ Hankook tyres for drivers and team alike,

32AUTOSPORT ENGINEERING autosport.com third casualty of the treacherous right- treacherous of the casualty third the became whenGrimes light failing in halt. overnight to the car the to take Grimes 60for Code opportunely-timed an during in called was –and onit Ispun!” I leaned –“every temperature time tyre maintain to struggled Dunbar deteriorated, steadily returned. rain when the to back wets 17 later swapping laps slicks, to to revert before pitting overall third as high as ran outand stayed had that cars the than 15 quicker seconds lapping soon was Mowlem wets alive, to the keep were dry too Collins set about organising the troops. to for box where wets, call the made Grimes afew “sketchy” moments, following and to materialise began long-threatened rain the tyres, onwilting stint second of his end Towards the a spate of punctures. left-rear his following tyre after to look Sander from instruction heeding start, the top of 10 the at fringes onthe held position Grimes byanti-rollbar tweaks, brought pre-event the in test. after rain disrupted the team’s running so qualifying was an exploratory exercise first-ever GT3, the Grimes’ racein and Just 25 minutes were left on the clock clock onthe were 25Just left minutes temperature track and visibility As conditions that sceptical initially Although stability for increased the Grateful avoided any major damage. damage. major avoided any had and class in CorseFF held third but,despite delay, gravel the the from to retrieved be had and at Becketts hander basically,” says Slater. second-guessing be to always need you area, fuel the 60orin out byCode caught not being and time right at the weather. changeable of the astep ahead stay to trying while of survival, acase hours seven remaining the made wet –and the in of short-shifting consequence unfortunate –an pressure turbo in spikes for illegal down handed was to byCheshire, two A five-lap down later negotiated penalty, sullen. was team the atmosphere in the but morning, following the grid on the download adata to perform chance the took Sander conditions, ferme parc in overnight else.” have donemuch we could don’t think I so point, right at pretty the much tyres we switched and went well pretty Strategy it. enjoying hewas Idon’t well, think as safe being Bon and onepiece in back car the to were get they just as conditions the with Sander. of “There’s relief feeling amassive jokes worst conditions!” the outin him Sander was disappointed with a spate aspate with disappointed was Sander tyres you’re sure right onthe “Making to car touch the unable been Having Ikeptputting hate mebecause must “Bon autosport.com autosport.com READ certainly never boring.” never boring.” certainly It’s exciting. so motorsport makes I think that’s and what day diicult orareally day “You good Cheshire. have areally either then!” doit after we’ll first, sleep I need but to doit again, opportunity the take onit. back I’d looking fun great but it was achallenge, definitely was he says. “That I’ve doneyet,” anything completely trumps engineers. and drivers the at everything thrown had event that an at after to snif nothing was class in fifth Mowlem’s and butatop 10 finish stint, neutralised 60sthat Code of ill-timed “That’s sport for you“That’s isn’t it?” sport adds of shadow adoubt,that any “Without with partner teams. 12 monthsater furthertesting commercially available inthenext but Cheshire plansfor itto bemade the flow ofinformation.” of theiraccounts andimprove Book willhelpteams keep track programmes to soTrack survive, and oer theircustomers dierent “Teams have to bemultifaceted a season isoutdated,” hesays. two cars inonechampionshipfor multiple championships. for teams withcars entered in expects itto beespeciallyuseful accident damage. replacement parts intheevent of team to logfuelandtyre usage, or can beaccessed inthe by everybody final Britcar event of2017,theapp keep tabs onexpenses incurred. app called Track Bookto helpteams FF Corse hasdeveloped anewmobile anadjunct toAs its racing schedule, TRACK WITHTRACK AUTOSPORT ENGINEERING Track Bookisstill indevelopment, “The oldmodelofateam running Team bossAnthonyCheshire Used for thefirst timeat the NEW APP NEW KEEPING STRATEGY Q

READ 33 BROUGHT TO YOU BY

HOW TO BE AN ACE ENGINEER

Ground-effect pioneer Peter Wright shares his experiences BY ALEX KALINAUCKAS

started not knowing much and ended up “I knowing a bit,” says Peter Wright of his time working in motorsport engineering. Given the length and variety of his career, plus the innovations he contributed to automotive and Formula 1 projects, this FERRARO is somewhat of an understatement. Straight after graduating from Cambridge University in 1967, Wright joined BRM where he “built the engine, the gearbox, the chassis – the lot”. It was a period of technical advisor to the FIA, and today is the time who went, ‘We’re not going to waste “learning, learning, learning, bearing president of the FIA Safety Commission our time doing that’, but he went, ‘Nope, in mind that when you come out of and a senior research advisor to the we’re going to persevere’ – and developed a university, you don’t know anything”. Global Institute for Motorsport Safety. basic data system with Cranfi eld University. When John Surtees arrived two “I’ve had 50 years and when I started “That was the most exciting time,” years later, Wright left BRM to work for at BRM there was no aerodynamics, no Wright recalls. “The real excitement is Specialised Mouldings where he designed computers – we developed a very early when you get into work, the driver comes a quarter-scale windtunnel. After learning data system – all the technology was in in and his eyes are up on stalks and he says, “a lot about composites and carbonfi bre its infancy,” says Wright. “I’ve seen all ‘Bloody hell, what have you done? It goes a there”, Wright was invited by his former that coming through to now. It’s fantastic, second and a bit quicker!’ That was a really BRM mentor Tony Rudd to join him the most exciting period in motor racing, exciting period, getting the 78 to work.” at Lotus in 1974 to run the composites technically, if not necessarily the most But despite the pioneering nature of research company, “developing processes exciting racing period. the 78, Wright reckons the success of for production cars and production boats, “In those 50 years we’ve gone from its engineering had a harmful overall which Colin Chapman was into at the time”, narrow tyres, no aerodynamics, no infl uence on motorsport. working on aerodynamics in his spare time. computers – just classic engineering, or “Ground-ef ect destroyed motorsport as He spent the next 20 years at Lotus, industrial engineering, seat of the pants far as I can see,” he says. “I cannot believe developing the fi rst ground-ef ect grand stuf – right up to this high technology that people haven’t got rid of it or got rid of prix car – the Lotus 78 – and pioneering state, so it’s been a very good period.” downforce because it has destroyed racing. active suspension, before becoming Of all the engineering innovations Wright People go, ‘You can’t say that’, but it has. managing director of Lotus Engineering worked on during his career, he highlights “From a racing point of view, it’s and going on take over the F1 team in the the ground-ef ect development as the irrelevant whether they pull 5G or 2G. fi nal years of its original iteration with Peter greatest. He worked closely with Chapman, I don’t get why it’s so necessary to have Collins. Tired of “front-line stuf ” after who saw the potential in the project he had all that downforce, high G, high speeds. the team ran out of money, he was made fi rst started at BRM – “there were people at I don’t think it makes the racing better.” Q

Wright (wearing headset) pioneered ground-e ect TOP TIPS FOR ENGINEERS

Q Put yourself out stand back and there and get into think, ‘What do motor racing I want to do?’ however you can. Q You’ve got to be Q Get into a team, committed. It’s not get your hands on something to play a car, find out what with; you’ve got to it’s all about – then really want to do it.

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