The End of an Era

Image Courtesy of BT Sport MotoGP Launch

It is the end of an era. There is nothing better than turning on your TV and being welcomed by the same voice or face, or switching over to your favourite sport and being introduced by a regular, passionate, informative presenter. In commentary, it is the same, especially when you’ve listened to the same voice for the best part of 25 years, across numerous formats. You get a sense of more than familiarity but a sense of trust, like you are one of the family. As if they are in the same living room as yourself.

There is one partnership who seemingly go above and beyond that of just being regulars. Keith Huewen and Julian Ryder were reunited in 2014, when BT Sport took over the British rights to broadcast MotoGP. Whilst some may complain at their ‘bickering’ or as I’d rather put it, ‘debating’, I believe they are synonymous with MotoGP and indeed motorcycle racing in general. For years, the partnership has brought British viewers an in-depth, passionate and entertaining outlook on motorcycle racing, which has gained both of them incredible popularity, respect and appreciation. However, this weekend will be the last time that we hear the dulcet tones of Julian, who steps away from the MotoGP paddock at the end of the season.

Whilst he commentated on the early 90s Grand Prix era, where himself and Keith first found each other in the same box, at Eurosport, it wasn’t until the two went to Sky Sports that they found big fame in the UK. Not only did they commentate on the best Superbike racing in the series’ history, on household names such as Carl Fogarty, Frankie Chili, Aaron Slight and Troy Corser etc, but they became household names themselves. They were the two most entertaining, yet informative, motorcycle racing broadcasters that we in Blighty had been blessed with.

It is sad that Julian is going but the day was always going to come in some way, shape or form. No commentator lasts forever; no iconic public figure lasts forever. However, we talk as if he is leaving the sport, sitting at home and reading The Guardian for the rest of his days. Julian is far from retiring, he’s leaving because of the amount of travel which is required to do his job. He will be heard in some form I’m sure.

A personal thank you from me too. As an aspiring commentator, it was ‘Keith and Jules’ who gave me that desire in the first place. I wanted to be able to talk about something that I enjoy watching and have a bit of a laugh whilst doing it – like them – and thankfully, that is beginning to happen – so thanks for that desire. Julian, thanks for the mentions on the TV and thanks for the wonderful insight into many things that only someone of your experience and passion could pass on.

I only met Mr. Ryder a couple of times but those couple of times were enough to confirm my thoughts that he is one of the most enthusiastic and knowledgable characters within our sport.

So, in the words of Frank Sinatra, ‘the end is near’. But only in MotoGP – the paddock may lose Jules’ services but he will be around – he really IS NOT retiring.

BT will keep Keith Huewen and the rest of the team for next season. Although, like I said at the start of this tribute, it is the end of an era. There will be no more ‘Keith and Jules’. That partnership will be done and dusted after Sunday. Just let it sink in for a moment. The irreplaceable chemistry and incomparable irrepressibility from commentary’s most dynamic duo will be in the history books. It’s a bit like a collocation – you can’t have one without the other; it just doesn’t sound right.

From the 90s to now, thanks for the amazing commentary and your excellent end of season books, Julian. It has been a pleasure to endure both. MotoGP really won’t be the same without you and I speak on behalf of hundreds and thousands of people on the UK on that.

Cheers mate.

Quick 10 With…..Josh Files

He is an exciting young talent who began his career racing historics with his father. The father-son driver pairing achieved race wins in their first two years competing together, before he embarked on a title-winning rookie campaign in the 2010 Thoroughbred Sports Car Championship.

Having discovered a natural aptitude behind the wheel of a racing car, he stepped up to the Renault UK Clio Cup. In 2011, he landed a seat with the multiple championship-winning Team Pyro outfit. He achieved podium finishes and fastest laps to become ‘Rookie of the Year’ and continued building upon that success in 2012 with additional pole positions and top three results.

A supremely consistent and mature season followed in 2013 and, having notched up ten podium finishes he was crowned the 2013 Renault UK Clio Cup Champion. In addition, he had a sensational maiden season in the Renault Eurocup Clio Championship that culminated with him winning the 2013 title at the first time of asking.

Since joining the TCR concept in 2016, he has become the only Double TCR champion. In the inaugural season of the ADAC TCR Germany Touring Car Championship in 2016, he went on to take the drivers’ title with a succession of impressive wins, pole positions and podiums. To add to that he went on to win the 2017 TCR Middle East championship with Honda, making him the only double TCR Champion of two different championships.

These are his Quick 10 questions and he is…..Josh Files

What is your favourite racing circuit?

Red Bull Ring.

 

Who was your racing idol?

Rickard Rydell.

Who would you regard as your toughest opponent?

Gabriele Tarquini.

Considering racers of all time, you are a team principal and money is no object. Which two racers would you have in your team?

Lando Norris and Daniel Ricciardo.

ADAC TCR Germany, 3. – 4. Lauf Red Bull Ring 2017 – Foto: Gruppe C Photography

If you could invite four famous people to dinner (past and present), who would you invite?

Matt LeBlanc, Adele, Mila Kunis and Lionel Messi.

ADAC TCR Germany, 3. – 4. Lauf Red Bull Ring 2017 – Foto: Gruppe C Photography

Your personal racing number? What is it and the reason behind it?

99 – No reason apart from 9 is my lucky number.

What is the best race you have been involved in?

Nurburgring, Race 1, TCR Germany 2017.

Is there a race or series you have not competed in that you would like to or had wanted to?

Australian Supercars.

 

How did you get interested in motor racing? What ignited that spark?

My dad raced club level and wanted to race as father/son. The rest is history.

What is the best advice in racing you have been given?

Everything happens for a reason.

I would like to thank Josh for taking the time out to answer these Quick 10 questions, it has been an absolute joy watching his races and wins in the TCR Series and I would like to wish him the very best heading into the 2018 season. If you want to know more about Josh, visit his website at http://www.joshfiles.co.uk/

(c) Photographs – Fabian Werner – taken from http://www.joshfiles.co.uk/

Neil Simmons

Twitter: @world_racing

MotoGP Valencia Preview: The Grand Final

Image: HondaProRacing

The final round beckons for MotoGP in 2017. A season that has seen five winners and one of the best head to head duals in years has arrived at the last setting. Valencia in Spain offers the 18th and crucial conclusive meeting of the year, with the chance to witness one of the most heroic battles in a last round Grand Finale. Marc Marquez needs 11th or better to win the championship, regardless of where challenger Andrea Dovizioso finishes. The Ducati rider in turn must win if he is to stand any hope of winning the championship, something that very few people had thought about prior to 2017. Will we see the expected result or will Valencia throw up one of the all-time greatest shocks in motorcycle racing history… again – remember 2006?

Marc Marquez is in control of the championship. He has been dynamite since winning in Germany, finishing either 1st or 2nd at each GP – with the exception of two races: Silverstone, when an engine fault literally blew his chances of winning and in Malaysia, last time out – where he was 4th. Those results mean that whilst Marquez is all but champion, he is exactly that. The championship is not yet sewed up and one mistake, like we saw with Valentino Rossi in 2006, sends it all tumbling away. By mistake, I mean that it doesn’t have to be his own. Valencia has seen pile ups at turn 1, turn 2 and turn 14 before now, meaning it could be someone else’s accident that brings him down. Equally, weather could play its part and give Marc an unexpected scare. Or, dare we say it, another mechanical? However, all things look in Marc’s hands. Not only is he in control of the title race but he has great form in Valencia. In 2012, he won the Moto2 race from the back of the grid and he also won in MotoGP 2014, from 5th. He was 3rd in 2013, giving him his first premier class title, whilst he finished a close-run 2nd in 2016. Marc hasn’t crashed at Valencia in the race since 2009 in the 125cc class, when he remounted and finished 17th. Can the run continue? He hasn’t had back-to-back 4th place finishes since Silverstone and Misano last season but don’t forget, 4th is more than good enough.

Andrea Dovizioso has put in a valiant effort in 2017, emerging from the pack as the only rider able to chase down Marc Marquez. A credible threat? Absolutely. He has beaten up Marc Marquez in last-lap, last-corner fights and has the potential to do that again this weekend. Is he a realistic threat? It all depends what you talk about. I personally believe that he can win the race, to become the first Ducati winner at the circuit since 2008, in the Stoner era. However, it is a mountain to climb to win the championship. Dovi can only do what he can do, he has to go out to the front and win the race. That will be his ‘job done’. Similar to Valentino Rossi in 2015, where he did what he could and got to 4th, leaving it in the hands of the motorcycle Gods to see if he would become champion from there. Dovizioso has never won at the circuit before and his best result on a Ducati was in 2014, in 4th. If he does win, it will be his 7th win of the year, the most Ducati have had in GP since Casey Stoner, exactly 10 years ago. Can Dovi do it? Realistically no, theoretically yes. Having said that, remember 2006…

Maverick Vinales can’t take 2nd in the championship now, having had a disaster in Malaysia which saw him languish in 9th. Vinales will be 3rd in the championship, as teammate Valentino Rossi cannot catch his new partner. Maverick will be looking to achieve Yamaha’s first win in the 2nd half of the season, an astonishing statistic. The Yamaha rider has won at the Ricardo Tormo circuit before, in 2011 on a 125cc bike and in 2013, in Moto3 – the latter of which was a titanic scrap between himself and Rins for the championship.

Valentino Rossi heads to a circuit he absolutely despises. It was the scene of his big crash in 2005 during qualifying, forcing him to start 15th – he finished 3rd. In 2006, he crashed out, resulting in him losing the title and Nicky Hayden taking it. In 2007, a monumental crash in qualifying saw Rossi fracture his hand in three places. In 2011, he was taken out in a first corner pile up and in 2015, he started from the back of the grid in his quest to win the GP title – he didn’t take his 10th crown. Rossi last won at the circuit in 2004. The last time Yamaha didn’t win a race in the 2nd half of the season was in 2003, when they didn’t win a race throughout the entire season.

Dani Pedrosa is 5th but has a chance of catching Valentino Rossi for 4th overall, which isn’t actually unlikely. Pedrosa has great form at Valencia and is the only rider to have won races in all classes at the circuit. Three wins and four other podiums stand Dani in good stead for an assault on 4th in the championship this weekend. He was 3rd in 2015 – his most recent podium. His last win came in 2012, in dodgy weather conditions. Pedrosa has been on the podium at every race in Spain so far this year and if he makes it on the podium again, it’ll be the first time since 2012 that he has achieved 4 Spanish podiums in as many Spanish races in one season.

Johann Zarco is already confirmed as top rookie in 2017 and will be wanting to give Tech 3 their first ever podium in Valencia – a previous best result was in 2011, with 4th for Britain’s Cal Crutchlow. Johann Zarco himself has won at the track, last year in Moto2, after a thrilling battle with Franco Morbidelli in the early stages of the race. A Frenchman hasn’t had back-to-back podiums in MotoGP since Regis Laconi at Ricardo Tormo and Phillip Island in 1999 – he was the last French winner, ironically at the Valencian GP. The last back-to-back podium for Tech 3 was at Assen and the Sachsenring, in 2013 with Cal Crutchlow.

Jorge Lorenzo’s 2nd place ahead of Zarco in Malaysia keeps his hopes of a 6th place finish overall in the standings alive. The Spaniard hasn’t had a great season but he could become the first ever Spanish winner on a Ducati in MotoGP. Lorenzo has won at Valencia on four occasions; 2010, 2013, 2015 and 2016. One truly incredible statistic is that Ducati haven’t ever had a back-to-back 1-2 finish in Grand Prix.

Danilo Petrucci’s heroic ride in Malaysia from the back to 6th demonstrated just how much of a top rider he is. Danilo Petrucci is a winner at the Ricardo Tormo circuit, back in 2009 in the European Superstock 600 class. His best result at the circuit in GP racing remains an 8th place in his rookie season, in 2012. For the last two seasons, he has finished in the same place he qualified in. Petrucci is 16 points behind Lorenzo in the championship, making it hard to catch him but not insurmountable.

Cal Crutchlow is 17 points further back in the championship. The top Brit has been a bit ‘hit and miss’ in 2017 and hasn’t had a podium since Argentina, round two. Crutchlow crashed out of a safe 2nd place in the 2012 Valencian GP and has a best result of 4th at the circuit, in his rookie year in 2011. Crutchlow won the World Supersport race at the circuit in 2009 and qualified on pole for the World Superbike round there in 2010.

Jonas Folger still holds onto his 10th place in the championship but yet again is not flying the Tech 3 Yamaha flag or the Bundesflagge. He is replaced by Michael van der Mark, who is fresh off the back of a 4th place in WSBK at Losail. He was 16th in the last GP, at Sepang.

Suzuki slumped to yet another poor result in Malaysia, with no points on the board again. They have never had back-to-back no-point scoring finishes during their return to MotoGP. The last time they had back-to-back no-point scoring finishes as a two bike team was in 2003, with John Hopkins and Kenny Roberts Jr., at Le Mans and Mugello.

Aprilia will be racing in RED this weekend, a charity supported by the Gresini Team last season at the same event. Aleix Espargaro could mathematically finish in the top 10 but he would have to win. If he scores two points more than Scott Redding, then he may take 13th, however, Iannone is just 2 points behind Aleix. Teammate Sam Lowes will bow out of the team after Sunday’s race, as he hopes to get third point-scoring ride of the year.

KTM made their return to premier class action at Valencia last season, where Mika Kallio suffered an electrical issue. The Austrian manufacturer will want a repeat of Sepang, where both bikes came home in the points for a 6th time this year and a 2nd consecutive GP. Kallio achieved a 1.32.092 in qualifying last year and that will almost certainly be surpassed this weekend if conditions remain dry.

The Aspar Ducati team head to Valencia with both riders having been on the podium there at some in their careers. Bautista was 2nd in the 250cc class in 2009 and Karel Abraham won the Moto2 race a year later. Both riders have also had top 5s in MotoGP, with Bautista 4th in 2012, having started from the pit lane and Abraham in 5th in 2011, after a battle for Rookie of the Year with Cal Crutchlow.

The Marc VDS outfit continue their resurgence to form, on Jack Miller’s side anyway. The Australian was 8th in Malaysia, still nursing a broken leg. The Valencian GP will be his last race for Marc VDS, as he moves to Pramac Ducati. Tito Rabat hasn’t scored a point since Phillip Island and will be looking to bow out of the team with a good result, as he moves to Avintia next season. Both riders have won a race in Valencia before; Miller in 2014 in Moto3 and Rabat in Moto2 in 2015.

Scott Redding will make his final appearance for Pramac Ducati this weekend, as he heads to Aprilia to replace Sam Lowes next season. Redding’s best finish at the Ricardo Tormo circuit was 5th in 2010 and his best in the premier class was back in 2014, when he was 10th for Gresini Honda. It’ll be the first time since 2014 that Redding hasn’t had a podium in the season – if he doesn’t get one this weekend.

Lastly, it will be the last premier class GP (for now) for Loris Baz and Hector Barbera, as they head to WSBK and Moto2 respectively. Baz has never scored a point in Valencia in GP, whilst Hector Barbera’s best premier class result was 8th in 2010. The Spaniard has won in the 125cc class in 2004 and then in the 250cc class in 2009. Barbera hasn’t had back-to-back point-scoring rides since Mugello and Catalunya, earlier in the year.

It is advantage Marquez at the head of the field, as he pursues title number six. Dovizioso hasn’t won the MotoGP title before but it could all change on Sunday. One of the biggest climaxes to a season before, the 2017 Valencian Grand Prix is arguably the most important race in the history of Ducati in MotoGP. Yamaha will want to end the season on a high, having won the last two Valencian GPs. One thing that we must remember about MotoGP is this: the only thing predictable about MotoGP is that it is totally unpredictable – Charlie Cox, on many occasions.

The Factory – Alfa Romeo

(c) Logo courtesy of and licensed to Alfa Romeo part of the Fiat Group

In my second The Factory feature I will take a look at Alfa Romeo. I can feel the confusion from you the reader now at the fact that this feature is supposed to concentrate on current constructors in the world of racing. Alfa Romeo aren’t racing next year! Some cry – I wouldn’t be so sure about that. Read on…..

It was in 1911 when Alfa Romeo first began to race competitively, the Targa Florio. Two years later they would finish second in the Parm-Paggio Berceto race with Nino Franchini.

During the 1920s and 1930s Alfa Romeo received success, Giuseppe Campari would win at Mugello in 1920 with Enzo Ferrari finishing second in the Targa Florio that year also. There was another Mugello win the following year with Campari at the wheel and in 1923 Ugo Sivocci won the Targa Florio.

Alfa Romeo wanted to press forward, they knew that they had to keep developing and improving to make their mark in the racing world and so in 1923 Vittorio Jano moved from Fiat to the factory to design their Grand Prix racing cars.

In 1925 they would win their first world title, the first AIACR World Manufacturers’ Championship with wins at the European Grand Prix at Spa and the Italian Grand Prix at Monza.

The factory continued to be competitive moving into the 1930’s, in 1932 Tazio Nuvolari and Rudolf Caracciola won five Grand Prix’s between them, but it was in 1933 that Alfa Romeo would recall all its racing cars, close the factory doors and transferred all their assets, with the insistence of the Italian government, to Enzo Ferrari who was now running a privatised factory team called Scuderia Ferrari.

With the cars moved to Ferrari Louis Chiron went on to win the French Grand Prix in 1934 and the Alfa car won 18 or 35 races in Europe. The Silver Arrows were beginning to outclass Alfa Romeo but Nuvolari did hit back by beating the Germans in the own backyard at the Nurburgring in 1935.

Alfa Romeo commanded the Targa Florio, winning six times in a row during the 1930s and also taking the Mille Miglia, with the exception of 1931, every year from 1928 to 1938.

With their 8C 2300 car, Alfa Romeo would also win the 24 Hours of Le Mans from 1931 to 1934, moving them swiftly onto the sportscar scene.

They developed their sportscar programme in 1963, taking class wins in races and developed a new 90 degree V8 engine, designed by Carlo Chiti and this was to compete with the dominant Porsche team. They raced in the World Sportscar Championship from 1967 to 1977 taking two world titles (1975 and 1977).

As a Formula One constructor and engine supplier Alfa Romeo took two Drivers’ Championships (1950 and 1951) and would compete in F1 from 1950 until 1988. As a constructor Alfa Romeo pulled out of Formula One at the end of 1951, after their second title, but would supply F1 teams during the 1960s, with their V8 engine run by McLaren and March during the 1970s. Brabham took Alfa Romeo engines from 1976 until 1979 and they also supplied Osella from 1983 until 1988.

They did re-enter Formula One as a constructor themselves from 1979 until 1985 and in 1987 had struck a deal to supply Ligier until Fiat took over Alfa Romeo and that contract fell through.

As a constructor, Alfa Romeo entered 110 races, winning 10. They attained 26 podiums, 12 pole positions and 14 fastest laps to go with their two world titles. Drivers to have raced for the team include, Nino Farina, Juan Manuel Fangio, Bruno Giacomelli, Mario Andretti, Andrea de Cesaris, Eddie Cheever and Riccardo Patrese.

The factory has had major success in Formula Three, Michele Alboreto for example won the European F3 title in a March-Alfa Romeo and from 1980 to 1984 they won four consecutive Italian F3 titles.

In 1989 Alfa Romeo entered IndyCar, the engine developed using the unraced Ferrari 637 indy car. They recorded no podiums, no poles and no race wins, eventually pulling out of IndyCar in 1991.

They skirted with rally, the Giulietta won the 1958 1000 Lakes Rally, they also went on to secure victories in the Elba and Costa Brava rallies in 1975 winning the Group 2 category in the WRC Tour de Corse. They produced the GTV6, one of the fastest Group A rally cars, but this was reclassified as a Group B by the FIA at the end of the 1986 and was less competitive.

It was in Touring Cars where Alfa Romeo found most of their success, taking numerous ETCC titles, Trans-Am Championships, BTCC, DTM and winning the Bathurst 12 Hour.

Now part of the Fiat group, there has been much talk over the last few years of an Alfa Romeo return to Formula One, but nothing concrete and no deal with the FIA was forged to see the marque return.

Alfa Romeo are now again competing in the new TCR Series where the Giulietta has taken race wins during the 2017 season.

It is, however, returning to touring cars for 2018, be it through a dealer team entry. An Alfa Romeo Giulietta will once again be on the British Touring Car grid next season with Handy Motorsport. The front-wheel drive Giulietta will be fitted with a BTCC TOCA engine in its first season, but a bespoke unit could be developed in the future. The last time Alfa Romeo appeared on the grid in BTCC was 2007. It is not a full factory entry but Alfa Romeo’s 62 strong dealership network in the UK have been encouraged to support the project.

So we have an Alfa Romeo, semi-factory, car back on the grid for next season. It is hoped that this is just the beginning of a return to racing for this historic marque. 

“La meccanica delle emozioni” 

Alfa Romeo has won the following major victories and championships:

5 – World Championships (1925, 1950, 1951, 1975, 1977)

11 –  Mille Miglia (1928,1929,1930,1932,1933,1934,1935,1936,1937,1938,1947)

10 – Targa Florio (1923,1930,1931,1932,1933,1934,1935,1950,1971,1975)

4 – 24 Hours of Le Mans (1931, 1932, 1933, 1934)

17 – European Touring Car Championships (1966, 1967, 1969, 1971, 1972, 1976 (Divisions 1 and 2), 1977 (Divisions 1 and 3), 1982, 1983, 1984, 1985, 2001, 2002, 2003, 2004)

9 – Makes Championship

4 – Drivers’ Championships

10 – Italian F3 Championships

10 – European F3 Championships (1980, 1981, 1982, 1983, 1984, 1985, 1986, 1987, 1989, 1990)

5 – European F3 Cups

7 – French F3 Championships (1981, 1983, 1984, 1985, 1987, 1988, 1989)

2 – German F3 Championships (1984, 1989)

3 – Giro Automobilistico d’Italia (1954, 1988, 1989)

2 – Trans-Am Championship (1966, 1970)

1 – Deutsche Tourenwagen Meisterschaft (DTM) (1993)

2 – British Touring Car Championship (BTCC) (1983, 1994)

5 – Spanish Touring Car Championship (1988, 1991, 1994, 1995, 1997)

2 – French Touring Car Championship (1983, 1984)

6 – Italian Superturismo Championship (1988, 1992, 1998, 1999, 2003, 2004)

7 – European Historical Gran Turismo Championships

4 – European Classic Touring Car Championships

3 – Bathurst Unique Fuel Championships 

Neil Simmons

Twitter: @world_racing

 

 

 

 

Exclusive: Joe Francis Q&A

Image by Peter Backhurst

Back at Brands Hatch, I spoke to Joe Francis of the Movuno Halsall Racing Team, on his return to action after a month and a half away from racing through a back injury. In this exclusive interview, Francis talks about nearly being left without a ride in 2017, how his season has been this year and how the Halsall Racing Team possibly saved his career.

How has 2017 been for you?

It has been a great year but tough at times. We have been fast at every round this season and we could say that we’ve had a lot of bad luck. However, all in all, it has been a mega season. It was a shame to miss Silverstone, Oulton Park and Assen with my injury but that is racing. Considering we secured the deal late on, I think we have really brought the bike together and made it into a competitive package.

 

How different is the Halsall Racing Team Yamaha compared to the TTC Yamaha you rode last year?

Both bikes are very similar. The only major difference is that at Halsall Racing, I have no Motec. The engine is better at Halsall Racing but the chassis is the same, purely because it is the standard R6. Both of them parts of the bike are still exceptionally strong. We have been progressing with each round, getting used to the bike and basically, just refining it to suit me a fraction more. I think our progression has been clear for everyone to see. We started slow in 2017 but over time, have got nearer to race wins and have been solid podium contenders.

Is it annoying that you still haven’t won a race this year and that Andy Irwin has?

In all honesty, we have been in positions this year where we have had better pace than Andy and on a few occasions, we have had the pace to win. Unfortunately, we have been very unlucky. The engine blew up in one round and that is no fault of mine nor the team’s. There’s been places where we should’ve won and could’ve won but unfortunately, things just didn’t quite fit together.

You was let down extremely close to the season starting in 2017 – explain what happened.

Just two weeks before the start of the season, a team that promised to come together for me actually didn’t come together, which left me without a ride. We don’t exactly know why they didn’t come together and in all fairness, I couldn’t dwell on it too much because I needed a ride! We had to take it on the chin and thankfully, at the last moment, Martin came up with a package. Martin without doubt saved my season and probably even my career and I can’t thank him enough.

The team on a whole are amazing. I have more than enjoyed 2017. They are a great group to work with and we have had a lot of laughs along the way. Everyone works so hard and it is a great environment to be a part of. Every negative result we have had and all the downs we have had have been turned around and it has been a really fun team to be in. There’s a lot of teams around the paddock that don’t look like they are enjoying themselves but with Halsall Racing, it is like being part of a family and it really is one of the most professional and fun teams to be in and in all honesty, it is the best team I’ve been in.

To what extent did your wildcard at Donington Park help you in 2017?

That wildcard turned our season around. It made us go straight to the top three over in the UK, which kickstarted our season proper. We went to Donington Park, a track we had been to already in 2017, with some confidence. However, we had to push so much harder. I never realised until I got to the race just how hard the World Supersport guys push.

Unfortunately, we tried to take that ‘push like crazy’ style back to the UK and as you’ve all seen, it hasn’t worked out. The smaller British circuits are very different to the likes of Donington Park and circuits used by the World Championship and more often than not, we have crashed. It is a massive shame about the injury because we missed out on circuits where we knew we would be strong at.

How have you got over the amount of crashes this season – including your big one at Cadwell Park?

Most of the crashes have been OK to get over. Some of them have been silly little mistakes and the others have been strange and unexpected. It is all part of racing; I am still young so I am learning all the time and still have a lot to learn in the future.

My injury was enough to put me out for a few rounds. We don’t know what caused the crash but we just got unlucky I guess. I am glad to be back and whilst I may not be the fittest I’ve ever been, I was able to show at Brands Hatch that we can be competitive and that is a really good sign for 2018.

How serious were your injuries?

It was a lot more serious than I ever thought it would be. The doctors were extremely concerned about me but thankfully, it will have no long-lasting effects. When I had the time off the bike, I didn’t do anything too stupid which could possibly harm the injury further or extend the recovery period. The doctors did an amazing job and they also said that we should be alright for the future! It could’ve been a lot worse but we will just have to have a few weeks off and rest properly but like I say, we will be fine in the future.

It wasn’t as bad as some other riders have had. I was told straight away that I would be able to ride a bike again. It was a compression fracture of the L1 vertebrae – talk to other people and you’ll soon find that it is a common injury. The doctors always said that I’d make a full recovery and I’d be back to normal life, as long as I am sensible.

Has Brands Hatch’s results given you confidence for 2018?

I think we already had a lot of plans and confidence heading forward anyway. As for outright speed and pace, I believe that we are one of the fastest, definitely in the top 4. Some riders have to build up to that point where they are at their optimum whereas we seem to have that pace straight away. We just need to put the last few pieces together and hopefully, we will be standing on top of the podium very soon.

What are your plans for 2018?

As I am quite tall, Superbike would be a good route. I think my particular riding style will suit the Superbike. If Martin was to run a Superbike, then that’d be perfect for me. I want to remain with the team and if possible, move up. If he ran the Superbike team, it is the team I’d want to be part of.

Obviously, Supersport is still an option and I think it’d be good to stay here again. Overall, I am looking at the Supersport and Superbike classes. Whatever class we end up in, we will have to do a good job in. In Supersport, I would be expecting to win whereas I would change my plan for the Superbikes, looking at learning the basics in the first season and become consistent. If I was to go to Superbikes, I would be looking at treating it as a three year plan. A learning year, a better year and then hopefully, a big breakthrough year. Of course, as we all know, plans are just that and they could all change year after year so it is best to maybe just wait and see.

Image by Peter Backhurst

 

Brazilian Grand Prix Preview, Obrigado Felipe

GP BRASILE F1/2016 – INTERLAGOS (BRASILE) 12/11/2016
© FOTO STUDIO COLOMBO PER PIRELLI MEDIA (© COPYRIGHT FREE)

In Mexico, Lewis Hamilton celebrated his fourth title in his Formula 1 career, a title which Lewis had to fight hard with the four time world champion, Sebastian Vettel, especially before the summer break. Hamilton showed a “winner” character and managed to overcome all his difficulties, both psychological and driving, but at the end Lewis became the first British driver who has ever won four world titles in Formula One.

Next stop, is Brazil, with only two races to go, until the season’s chequered flag, teams are travelling to Sao Paulo, for one of the best races in the Formula 1 calendar. Red Bull will try to win another race and be considering their current form, they have many chances to achieve that. The Bulls, are fast and compatible, both Verstappen and Ricciardo, will fight for a place on the podium and of course not in any place, but the highest one.

GP BRASILE F1/2016 – INTERLAGOS (BRASILE) 12/11/2016
© FOTO STUDIO COLOMBO PER PIRELLI MEDIA (© COPYRIGHT FREE)

Ferrari is facing their own problems, Asia was a difficult chapter for the team, which cost them the chance to fight for the drivers’ and constructors’ championship, they didn’t have many chances for the second one, only if Raikkonen was able to move faster and improve his results.

In Brazil, the Scuderia has to fight for the best possible result, personally I don’t believe that Ferrari will win the race, Red Bull is faster and more reliable from the Scuderia Ferrari, at the moment, Verstappen is getting better and better, and I assume that he wants to close this season with two more victories.

AUTÓDROMO JOSÉ CARLOS PACE

Laps: 71

Circuit Length: 4.309 km

Total Length: 305.909 km

Lap Record: 1:11.473 (Juan Pablo Montoya – 2004)

Supersoft, soft and medium tyres are available for the drivers in Brazil, a circuit which the brake demand is low there are fifteen corners, 44 gear changes per lap and the average lap speed which the drivers will reach is about 220 km/h.

Three current drivers on the gird have won the Brazilian Grand Prix at Interlagos, Lewis Hamilton and Kimi Raikkonen has won one time, whilst Sebastian Vettel has two victories in Interlagos. It is mentionable that only three drivers have exceeded the two victories in the Brazilian Grand Prix history. Alain Prost won six times, Michael Schumacher four times and Carlos Reutemann three.

“It’s very special for me and one of my favourite places and races on the calendar. Sao Paulo is a crazy city and there’s something I really like about it. The food, the people, it’s all really engaging and a highly unique experience.

 

Nico Hulkenberg – “The track itself has so much history especially when you cast your mind to all the stories and championships won there. You can feel the history and the emotions that belong to racing and I really like that. It’s a reason why I usually perform quite well there. The circuit is short and can be quite tricky to get right. It’s anti-clockwise, very bumpy and extremely tough on the neck! It’s all about confidence, especially the in-field middle sector.I have special memories around Interlagos! My only Formula 1 pole position to date came in my rookie season, which was awesome. I put a perfect lap together at the right time in changing conditions and poled it by over a second; that’s a real standout moment in my entire racing career. In 2012, I led for a large part of the race and was unlucky not to get a podium. I have a decent record there and I will be pushing to make sure I continue that.”

Toto Wolff admitted that Mercedes will test new parts for the 2018 season in the two remaining races in Brazil and Abu Dhabi.

“The final two Grands Prix thus present the first two test opportunities ahead of the new season, trialling new and interesting concepts that the competitive landscape on track simply didn’t allow for earlier in the year. [We] will be running a series of experiments over the final two Fridays – with the option for race day, too, if the team feels that the risk connected with any idea is manageable and there is valuable learning for 2018 and beyond.”

GP BRASILE F1/2016 – INTERLAGOS (BRASILE) 10/11/2016
© FOTO STUDIO COLOMBO PER PIRELLI MEDIA (© COPYRIGHT FREE)

Felipe Massa announced that he will retire, for the second time in the last two years, after the end of the 2017 season and that will make the Brazilian Grand Prix a very emotional race, full of Brazilians who will be cheering for Felipe.

Future Stars – Introducing F1’s Next Generation: George Russel & Arjun Maini, Mobil 1 The Grid

Twitter @FP_Passion

Racing In The Rain – Max Verstappen Relives His Epic Drive At The 2016 Brazilian Grand Prix | Mobil 1 The Grid

Check out the newest video from Mobil 1 The Grid in which Max Verstappen previews the Brazilian Grand Prix, during which he recalls his epic drive at last year’s race in the rain at Interlagos.

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The Factory – Renault

(c) Logo is copyrighted to Renault Sport

In my first feature of “The Factory” I will take a look at the manufacturers in motor racing and have a look at where they are potentially heading. In this first segment I take a look at Renault.

As an entity, Renault Sport Racing was officially established in 1976 after the merger between Alpine and Gordini.

They have a long history involved in different areas of motorsport, in WRC they won the Constructors title as Alpine-Renault in 1973 and had relative success with their R5 Turbo and the R17 Gordini, until they departed from international rallying in 1994 , though supplied cars in the European Rally Championship which won three times in 1999, 2004 and 2005.

They have competed in and run their own events in Hillclimbing, Off-Roading, Formula 2, Formula 3, Formula Renault, Touring Cars (who could forget the Laguna dominance of Alain Menu in 1997) and Sportscars where they won the 24 Hours of Le Mans in 1978 with Didier Pironi and Jean-Pierre Jaussaud bringing home the Renault Alpine A442B, ahead of the dominant Porsche’s of the time.

Those competition entries aside it is Formula One and more recently Formula E where Renault have concentrated, be it they are now transitioning away from the latter for next season.

Renault have been associated with Formula One as both a constructor and engine supplier since 1977, having secured two constructors’ championships in 2005 and 2006. They entered F1 as Equipe Renault Elf from 1977 to 1985 as a constructor. As an engine supplier they worked with teams such as Lotus (in various guises and names), Ligier, Tyrrell, Williams, Benetton, Red Bull, Caterham and Toro Rosso. It has recently been announced that they will now supply McLaren for the first time.

This brings us nicely up to date with their involvement in Formula E, their return to Formula One and what does the future hold for the French manufacturer.

Renault have won all three team titles since the inception of Formula E, the first two drivers championships were won with Renault engines and the dominance of the team in this new era of motor racing seemed set to carry on for some time to come. Then came the announcement that as a ‘constructor’ Renault would be leaving Formula E to make way for Nissan, who are part of the same motorsport group with Renault owning around 45% of Nissan. It is e.dams who own the Formula E entry and so Renault would transition over to Nissan for 2018.

Why?

A very good question, when you are a front runner in your series. The very simple answer which stares back is – Formula One.

In this era of hybrid technology and electric cars the script was written and the stage was set for Renault to coin a Star Trek quote, ‘boldly go where…..’ and send motorsport into a new time with a new series. Formula One is to take a back seat now, said some, it won’t be at the forefront of their plans, said others. Renault is saying something completely different.

That is the thing with Renault, they take chances, they take risks and they don’t mind the competition. Renault does what Renault wants to do and I for one applaud that adventurous bravery.

It would be easy for Renault to come back into Formula One, as they did in 2016, bumble along and put their brand name out there. They have made some brave decisions which they are not afraid to stand by. What is brave about it? I here you ask.

Renault having supplied competitors Red Bull and Toro Rosso will now supply McLaren, yes not the force in recent years which it had been but a sleeping giant ready to wake up and claim back some pride and honour. For Renault to let a team like McLaren, who could potentially be better than them and also have Red Bull scampering off into the distance and challenging for titles, that is brave.

Would another engine supplier, for instance, Mercedes or Ferrari, be extremely happy with say Force India, Williams or Haas beating them or even challenging them during the course of the season? Of course they wouldn’t, the technology shared would be pulled back. Renault has intimated that with McLaren this won’t be the case.

McLaren have also said that they are interested in a return to sportscar racing, which seeing the length of deal they have signed with Renault and the potential that they could have a better power unit than recently used to could be a possibility that a McLaren with a Renault engine could once again roar at the big sportscar races.

The decision for Renault to move away from Formula E to concentrate and put its resources into Formula One shows in which direction this factory is heading. To supply engines to competitors, not afraid if they are beaten or challenged shows the bravery of this factory.

Will Renault be challenging for titles and race wins in Formula One? I personally can’t see it over the next couple of years. Will a team with a Renault engine be challenging for titles and race wins in Formula One?

Now that is a very good question.

Renault is truly back. Renault isn’t afraid. Renault could possibly, without realising it just yet, change the face of Formula One over the next few years.

Or maybe they do realise it and this is all just a cunning plan.

Just remember, Mercedes returned to Formula One in 2010 and it took them four years to win a Constructors’ Championship. Renault could be on the verge of something similar.

Neil Simmons

Twitter: @world_racing

 

You keep me coming back for more

The things you do for love… early mornings, late nights, moments of utter joy tempered with moments of abject sadness. It is an inexplicable bond, this thing called love, that causes a person to stand by the object of their affection in bad times and to celebrate the good times with an air of reckless merriment and joy.
No, you have not accidently stumbled onto a “how to fix my love life blog” or a tribute to some mysterious love. What you have found is my story on this love affair with Formula One that, as the Brothers Johnson would say, keeps me coming back for more. A few weeks ago my Crew colleague, Aaron Irwin, invoked the Righteous Brothers as he described losing that loving feeling he has for the sport of F1. He inspired me to examine the reason why I am still in love with F1 and keep on tuning in for more regardless of time differences.
I will be honest, much like a relationship with an actual human, there have been moments of sheer frustration that have made me stop and question why I still have this feeling for the sport. My friends, the non-F1 crowd that is, have a hard time understanding F1 to being with and so you can imagine their confusion when I vent about “the silly grid penalty nonsense and artificial feeling tracks”.

Credit: Pirelli

It was Michael Schumacher who cemented my attraction to the sport but it was Ayton Senna who formed its foundation. I loved how drivers as openly emotional and passionate as Senna and one who as passionate in a more clinical and equally brilliant manner that Schumacher possessed, could drive beyond what even their cars technically allowed. Schumacher battling with Mika Hakkinen and later Fernando Alonso would result in my family waking up at 5am on certain Sunday’s, due to the time differences to Australia and Japan, to the sound of Murray Walker saying “GO GO GO!”.
But with good times, comes the bad. F1 saw technical changes which resulted in certain teams finding loopholes well within the laws, giving them a technical advantage and negating any real competition for many years. Slowly the personalities of drivers were being controlled and the days of free speakers like Juan Pablo Montoya were ending, (although Kimi will always thankfully be Kimi). F1 was slowly feeling a bit too artificial with even drivers being told what to say and do and how to say and do it so as not to create a PR disaster. Tracks felt more like pandering to big money instead of reaching F1’s heart and soul… its fans.

Credit: Pirelli

Right about now, you would be staging and intervention trying to reason with me….
Yet I did not miss a race… not a single one. There were the little things that kept me there, Jenson Button’s empathic maiden championship win, Alonso joining Ferrari, Sauber staying in F1, Schumacher coming back and then breaking my heart by retiring.
You see the uncertainty of F1 is like nothing else. Take this year’s Singapore Grand Prix. It seemed to be all Sebastian Vettel for sure, many online said they would not even watch the procession, but then the first corner happened and changed the 2017 championship forever, similarly the resurgence of the Red Bull team, when many had written them off. You cannot predict an F1 weekend outcome. I still have that feeling, as the lights are about to go out, a nervous excitement and elevated heart rate, which prima facie sounds silly because, after all, I have nothing personally invested in the race. Lately, however, there has been a swing back to more openness and a nostalgic feel to things, the talent of a driver seems to be allowed more room and teams are closer, technically, to each other.

Credit: LAT Photographic/Williams F1

Like any relationship, my love of F1 faced some introspection, what kept me loving the sport? Perhaps Liberty Media have been the correct relationship counsellor? Let us examine that for a quick second. It is evident that fans are less critical of the new regime when compared to that of Bernie and Co. It seems that the more open approach, such as the access to the F1 drivers meeting and more access to the track, have given the fans more of a hands on approach to F1. It is all of that and more. It may sound a bit dramatic, (I am a lawyer, drama is pre-requisite), but my heart and mind and truly invested in F1. While there may be other motorsports that I enjoy, I love F1 and will continue to do so if the ethos remains.
What is this you may ask? For me it is the authentic feel of the F1 of old remaining and the marriage of driver and machine reaching the peak of human physicality and performance, tempered with the emotional and visual entertainment that only F1 can bring.

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