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  • First for Frijns! Dutchman scoops maiden win in rainy Paris

    First for Frijns! Dutchman scoops maiden win in rainy Paris

    Robin Frijns scored his first ever win in Formula E, becoming the eighth different winner this season and keeping the winning streak intact as he triumphed in adverse weather conditions at the Paris ePrix this weekend. Frijns, the first Dutchman to win a race in the series, started from P3 but took advantage of the failures of both Nissans and fought off an attacking Lotterer and damage to his front wing from contact with Sebastien Buemi to claim his first well-deserved win of the series and subsequently took the championship lead.

    Qualifying proved critical due to the significantly narrowed streets that make up the Paris circuit. The first group again struggled to extract performance on track with previous race winner Mitch Evans languishing at the bottom of the timing screens due to a scrappy lap. The second group did not fare much better with hometown hero Jean-Eric Vergne only managing to grasp P5 and Sam Bird scrapping into P8. BMW’s heartache continued as Antonio Felix da Costa could only manage P9. However, it was Envision Racing’s Frijns who managed to snatch the top spot with a super-aggressive lap that left him as the man to beat.

    Group three benefited from improving track conditions as Oliver Rowland soon claimed the top spot by one-tenth of a second with teammate Buemi, Pascal Wehrlein and Felipe Massa all slotting themselves into superpole contention. The final group failed to threaten the top six drivers, with Dragon’s Jose Maria Lopez the only promise only to run wide at turn 3, ruining his lap, leaving Rowland, Wehrlein, Buemi, Frijns, D’Ambrosio, and Massa to snatch the pole away.

    Credit: LAT/Formula E

    Massa took to the track first in superpole, earning himself an impressive time of 1.01.217. D’Ambrosio followed, but struggled and had to settle behind the Brazilian after a scrappy lap left him adrift by a hundredth of a second. Frijns continued his impressive run of form with another aggressive lap, slotting himself into P1 before he was disposed by Buemi on his run.

    However, as the time ticked down, it once again became a battle of the rookies as Wehrlein again showed his impressive form, moving into the coveted top spot by a margin of four tenths. Only Rowland could challenge the Mahindra man, but fell short and had to settle for another front row start, leaving Wehrlein to claim his second pole of the season. However, celebrations were short-lived as both Wehrlein and D’Ambrosio were demoted to the back of the grid after failing scrutineering due to tyre pressures, leaving Rowland to inherit the top spot.

    Due to rain showers just before the start, the race began under safety car due to the adverse track conditions causing unfair disadvantages. Rowland held the lead as racing commenced and Lotterer began to pile pressure on Maxi Gunther for P5, eager to move up the standings. However, Rowland’s luck soon ran out as the Nissan rookie locked up, sending him flying into the barriers at turn 10 as his teammate Buemi moved into the lead.

    With Frijns moving into P2, he began to pressure Buemi for the lead of the race, forcing the two to make contact as Buemi attempted to activate his attack mode. Frijns expressed concern over his front wing which had become dislodged during the incident but was told to continue as Lotterer soon disposed of Gunther for P4, as the German rookie too armed himself with attack mode and immediately began to chase after Massa.

    Credit: LAT/Formula E

    Like his teammate before him, Buemi locked up two laps later on turn 8 allowing Frijns to force his way past and into the lead of the race as the heavens opened over the circuit. Rain battered the course as Lotterer forced his way past Massa and began hunting down Frijns for the lead. However, he was hindered by a series of full course yellows as the drivers struggled in the difficult conditions including a nasty shunt for BMW’s Alex Sims and Jaguar’s Alex Lynn, who was taken out by Edo Mortara in the dying stages of the race. Massa held P3 for much of the race, only to spin out losing his podium spot with Daniel Abt able to capitalise on the Brazilian’s mistake. As the rain continued, Frijns held firm from Lotterer’s attack and claimed victory at the first wet race in Formula E history.

  • Aitken survives the carnage in Baku’s feature race

    Struck with the same fever that’s become all too typical of Baku, the carnage we all bay for was present in the F2 feature race. Jack Aitken was the one to prevail amidst a tornado of carnage. Nyck De Vries and Jordan King joined him on the podium, a product of their experienced heads.

    Chaos was an ever-present, even from the start. Mick Schumacher steamed into Turn 1 with an unfruitful late-braking move, and Giuliano Alesi hit his Trident teammate Ralph Boschung, bringing a permanent end to Alesi’s race and badly compromising Boschung.

    The start of the 2019 Formula 2 feature race at Baku. Image courtesy of FiaFormula2

    A safety car was brought out, which allowed De Vries to cement a lead he had taken from experienced driver Nobuharu Matsushita and gave him hope he would be the one to prevail among the carnage.

    De Vries was in fine form after the restart, building up a six-second lead on the pack, but Matsushita’s car gave up on him and left the Japanese driver with scant reward for his fine qualifying performance.

    Not long after, the pitstops started to come to the fore, with Tatiana Calderon the only one to stay out and attempt the alternate strategy – the same move in Bahrain a month prior worked to her advantage.

    De Vries suffered a slow stop, and although it could have been much worse, the fact it allowed Aitken to get a run on him and pass into Turn 2 was a bitter blow. He also fell behind Nicolas Latifi, but that didn’t last long – he was soon back past the title contender.

    The second restart, after Schumacher dropped his Prema out of Turn 16 and into retirement, was where the real carnage happened. Sergio Sette Camara was sent into a spin by Luca Ghiotto as the cars were weaving, while Louis Deletraz bashed into the wall as a result of avoiding contact, with Aitken bunching up the field until the last possible metre of track.

    Jack Aitken, winner of the Formula F2, Baku 2019 race. Image courtesy of FiaFormula2

    This kept the safety car out for another two laps, and when it did finally pull in Anthoine Hubert took to the Turn 1 escape road and lost his shot at big points, while Mahaveer Raghunathan was unable to hold on to tenth due to the Frenchman reeling him in, to the tune of 5 seconds a lap.

    Other retirements were Calderon and Callum Ilott, and notable points finishers were Sean Gelael, who recovered well after his qualifying exclusion, Juan Manuel Correa, and Latifi, coming in sixth, seventh and fourth respectively after penalties.

  • 2019 Azerbaijan GP Review: The Beard Strikes Again

    The 1001st GP of Formula One takes place at Azerbaijan, on the very narrow streets between some old and classic buildings with the modern city centre in the background. Baku has become the scene of two classic Formula One races, in 2017 and 2018. Whereas the inaugural race in 2016 was deemed very dull. Would the 2019 race become one of the classic ones, or will it be a sarcastic ‘Well Done Baku’ again?

    Even before the start of the race drama took place. FP1 got suspended after 15 minutes due to a loose drain cover which caused major damage to George Russell’s car (and to add to that the tow truck crashed into a bridge), and qualifying almost took two hours (instead of one) thanks to two red flags caused by Robert Kubica and Charles Leclerc.

    Three drivers had to start from the pit lane for different reasons. Pierre Gasly has to start from the pits because he missed the weighbridge check at the end of FP2.
    Robert Kubica starts from the pits due to his crash in qualifying. The damage, caused when he hit the barriers at turn 8, was big and Williams decided to change the whole set-up of the car at the cost of a pit lane start.
    Third driver to start from the pit lane is Kimi Räikkönen. He got disqualified from the qualifying results after the FIA noticed that the front wing was too flexible, which is against the rules.

    With all of that cleared up, it’s time for the five red lights to come on, and off again. Hamilton gets off the line quicker than his teammate on pole, but the Finn defended his position and then drove away. Perez jumped Verstappen on the start and takes third place.

    It got worse for the Dutchman when Norris almost overtook him on the main straight after just one lap, but after a few laps he got back into the rhythm and closed the gap to Perez. Eventually after a few circuits behind the Mexican, Max uses DRS to overtake the Racing Point car for P4.

    Meanwhile Charles Leclerc charges his way through the field and gets fourth place in lap nine, starting from P8. Someone else charging though the field is Gasly – starting from pit lane he gets into P8 after ten laps.

    Lap twelve and Vettel goes into the pits from third place for his pitstop to the medium tyre. He gets back on track in P5. His teammate was going much faster on the mediums, almost 2 seconds faster than both Mercedes’ and soon Mercedes followed with a pitstop for Bottas.

    One lap later Hamilton comes into the pits for the same strategy: opting the medium tyres. This gave Leclerc the lead. Verstappen goes to the pits in lap fifteen, putting him behind Gasly (who still had to make his pit stop).

    The chaos never struck Baku in the first half of the race, and it seemed like strategy would make the difference today. Mercedes versus Ferrari was on again, with Mercedes looking better for the win. Leclerc in the lead on his old medium tyres was losing time to Bottas on his much newer set of mediums.

    The first bit of chaos happened when Grosjean missed his braking point and had to take the exit road. He lost three places thanks to that mistake.

    In lap thirty-two the second bit of chaos happens. Ricciardo overshoots turn three and Kvyat on his outside can’t turn in. They didn’t hit each other in that incident, but they did when Ricciardo tried to back off onto the track and then struck Kvyat who was just standing there.

    Leclerc finally comes into the pits with sixteen laps to go. He goes for the soft tyres and now has to charge through again, as he dropped back behind Gasly in P6. Two laps on his new tyres and he overtakes the Frenchman for fifth place, giving room to close the gap to Verstappen.

    Gasly drives an amazing race, his best for Red Bull yet, until in lap 39 his engine stopped. The first Safety Car is a fact, although it is the Virtual SC. Just eleven laps to go and Bottas was leading, ahead of Hamilton and Vettel. In fourth Verstappen was chasing down the German.

    For the first time this season Ferrari try to get the fastest lap. Leclerc, on P5, has a gap of 29s to Perez behind and makes a pit stop to push for four laps and get that extra point. The soft tyre didn’t seem to be the best tyre of the day, but thanks to a slipstream by Hulkenberg he managed to clinge the fastest lap and set a new lap record.

    Five laps to go and Hamilton gets closer tobhis teammate up front, trying to get DRS to pass his Finnish teammate. Hamilton pushed a Hammer time lap out for the extra point, but more importantly

    he now was within DRS range with two laps to go. In the end Bottas won the 2019 Azerbaijan GP ahead of Hamilton. Vettel would join them on the podium, with Verstappen and Leclerc completing the top 5.

    After two very iconic races in 2017 and 2018, all drama was happening on the Friday and Saturday at the 2019 edition of this race. So, well done Baku.

    Image courtesy of Scuderia Ferrari
     Baku, 27 April 2019 – The Scuderia Ferrari Mission Winnow SF90s will start the Azerbaijan Grand Prix from the second and fifth rows of the grid, when the race starts
  • Vicky Piria: W Series presents drivers with “fair and meritocratic” opportunity

    Vicky Piria: W Series presents drivers with “fair and meritocratic” opportunity

    25-year-old Italian racer Vicky Piria is one of eighteen women who recently made the final line-up of the historic W-Series, the first ever all-female racing championship.

    Testing at the Lausitzring circuit in eastern Germany concluded on 16th April, with the drivers having gotten their first chance to put the Tatuus T-318 Formula 3 car used in the series through its paces.

    Fresh from that test, Vicky was kind enough to speak to us about her career and her hopes for the upcoming season.

    Her interest in motorsport was sparked as a young girl, introduced to it through her father.

    “I became interested in motorsport in a completely casual way,” Vicky said. “I was always a bit of a tomboy and I loved horse-riding. My dad one day bought a go-kart for my brother – I was very curious and competitive so decided to give it a try… Then it all started.”

    Back in 2012, she became the first female driver to compete in GP3 when she raced for the Trident team.

    “I believe there are a lot more female drivers today, which is a good thing. When I was racing at the time it was all new so people found it difficult at times to see me as a normal driver. But, with more female examples now, it will become more ‘normal’.”

    Fast-forward to 2019 and, as mentioned, Vicky will be competing in W Series. She believes that her participation in the series has re-opened doors that she thought closed to her a while ago.

    Credit: Colin McMaster/LAT Images/W Series

    “Before the W Series opportunity came along, I was not expecting at all to get back into a single-seater – I was simply hopping in some GT rides and continuing my career in those.

    “W Series gave me the opportunity to continue what I started at a younger age: single-seater racing. At the moment I am focusing on the now. I want to do my absolute best this season and see day-by-day what the future will bring.”

    Selection for the championship comprised of two sections narrowing the pool of drivers down first from 60 to 28, and then from 28 to the final 18.

    “They were both difficult, tiring and the pressure was definitely on,” Vicky said, “but it was also a good opportunity to learn new things. In Melk we were driving often on snow and ice, not quite typical for me. Making it through was my main goal – I knew I could do it and it was very important for me.”

    The final 18 drivers recently got their first chance to test the series’ Formula 3-spec car, and Vicky was upbeat about how it felt to drive.

    “The car is very cool, as is any single-seater. It is very different to the F3 car I drove back in 2013. It is heavier, bigger, and it requires a different driving style just like its Hankook tyres.

    “I am still adapting, but after the first test in Lausitzring we definitely made a step ahead. I must say, it looks amazing!”

    Credit: Colin McMaster/LAT Images/W Series

    Vicky set herself the target of top-five finishes, but admitted that concrete predictions are somewhat difficult to pin down at the moment.

    “There will be a lot of attention on this championship and there are only six races, so it will be a very tough competition – all of us will absolutely go with it. It is very difficult to make expectations as it is all a totally new thing.”

    When asked whether it was fair to say there was a lot of camaraderie between the drivers, Vicky said, “It is true – I think that as we are all put constantly in the same identical situation and in a fair and meritocratic system, we all feel in the same boat.

    “There is a lot of mutual support and we push each other a lot. But, still, we need to do the first race – maybe things will change?

    Finally, Vicky had some advice to give to other women looking for a career in motorsport.

    “The series is getting people talking, a lot. This gives much more awareness about female drivers and is a big opportunity for the youngest to look up to.

    “The advice I want to give is to work hard but to absolutely not forget to enjoy it along the way – happy drivers are faster drivers. Regarding being a female: it is normal – act like it is normal.”

  • Red flags cause chaos in qualifying for Azerbaijan GP

    Red flags cause chaos in qualifying for Azerbaijan GP

    The sun was shining over the Baku Street Circuit this afternoon as qualifying for the 2019 Azerbaijan Grand Prix got underway.

    Q1 began with two brief yellow flags when Hamilton and Hulkenberg both ran off-track before rejoining the circuit, with Stroll also having a brief scrape with the wall.

    A red flag came out just moments after the chequered flag fell on Q1, with Williams’ driver Robert Kubica clipping the wall at turn eight and hitting the barriers. Kubica was okay, but Williams were left with a huge repair job on their hands.

    The first session ended with Pierre Gasly in P1, followed by Charles Leclerc and Lewis Hamilton. The five drivers knocked out of Q1 were Stroll, Grosjean, Hulkenberg, Russell and Kubica.

    LAT Images

    After a delayed start due to the recovery of Kubica’s William’s, Q2 finally got underway, but the red flag was brought out again within minutes when Charles Leclerc crashed into the barriers at turn eight – the exact same place where Kubica crashed in Q1. Leclerc was uninjured but was left understandably frustrated as he made his way back to the Ferrari garage.

    After yet another half-hour delay, Q2 finished without further incident. Max Verstappen topped the time sheets followed by Valtteri Bottas and Lewis Hamilton in P3. The five drivers out in Q2 and lining up from P11-P15 on the grid for tomorrow’s race are Carlos Sainz, Daniel Ricciardo, Alex Albon, Kevin Magnussen and Pierre Gasly, who didn’t set a time in Q2 due to his penalty for missing the weigh-in yesterday in practice. He will start tomorrow’s race from the pit-lane.

    Q3 was relatively uneventful with nine out of ten drivers out on track in a bid to get pole position. Despite having crashed out in Q2, Leclerc set a competitive time and will start tomorrow’s race in tenth place.

    Valtteri Bottas set a sensational lap time of 1:40.495, placing him on pole position for tomorrow’s race. Hamilton completed the front row with Sebastian Vettel behind in P3 next to Red Bull’s Max Verstappen. The rest of the grid consists of Perez in P5, Kvyat in P6, Lando Norris in an impressive 7th, with Giovanazzi, Raikkonen and Leclerc rounding out the top ten.

    LAT Images

    If today’s dramatic qualifying is anything to go by, tomorrow promises to be a very interesting race in Azerbaijan!

    [Featured image – LAT Images]

  • Well Done Baku? FP1 Drama for Williams

    Well Done Baku? FP1 Drama for Williams

    The Azerbaijan GP is famous for its pretty spectacular races (except for the inaugural race of 2016), but this time the drama already started after a few minutes into Free Practice 1.

    Charles Leclerc exited turn 2 and came up on the straight, driving partly over a drain cover. This caused the cover to come loose and a little  later it was George Russell who drove over it with his Williams. He parked his car just after turn 3 and looked to the floor of the car, which was damaged quite heavily.

    Immediately the red flag was dropped and the tow truck came to pick up the Williams. Track inspections under the lead of Michael Masi (which would normally be the job of the late Charlie Whiting) and it took just a few seconds before they decided to suspend the whole session. A very dramatic decision as there was more than an hour left in the session, meaning teams would lose important track time.

    The drama didn’t stop there, however. The tow truck was on its way to the pits to bring back the number 63 Williams car to the Williams box, when it hit a bridge. The tow was too high for the bridge, which caused hydraulic damage to the tow truck. The hydraulic fluid was spreading over the Williams car, whilst the team was waiting for another recovery car to take over the task of the failed tow truck.

    The damage caused by the drain cover was so heavy that the whole chassis had to be changed. Russell won’t be able to run until FP3. Sadly, another day for (one side of the garage of) Williams gone.

  • Forget Williams – Andrea Moda is F1’s biggest joke team

    From the moment Claire Williams confessed there were problems on the horizon for their new challenger, FW42, it was evident to me, and to the F1 community, that things weren’t getting any better for her team. And, lo and behold, those fears were set in stone on Barcelona’s first testing day, when every team but the 9-time Constructors’ champions were ready to go. Once they did arrive, they came to realise they’d made another step back – they were over a second off the next slowest car.

    Claire Williams (GBR) Williams Racing Deputy Team Principal.
    Azerbaijan Grand Prix, Thursday 25th April 2019. Baku City Circuit, Azerbaijan.

    So, naturally, this has got the wheels whirring in motion once again, that of the fans and media taking turns pummelling the back markers proverbial pinata with their stinging words, memes and hot takes. ‘The worst team I’ve ever seen’ has even been doing the social media rounds. The three races they’ve competed in have done scant good for fanning the flames, but I’m here to tell a little story that might just put things into perspective – the tale of Andrea Moda, F1’s true joke team.It’s September 1991, and F1 outfit Coloni are going through the wars. A Subaru engine supply scolded the team, and they switched back to customer Ford units for 1991. It did them no good, and the team consisting of just six people and even had Portuguese rookie Pedro Chaves walk out on them. They needed a buy-out to get back on their feet and grow into a respectable F1 outfit – and their prayers appeared to have been answered, when Italian shoe designer Andrea Sassetti threw his finances into the project.

    And from the off, the whole saga was a Herculean disaster. The signs, believe it or not, were initially promising – planning to field two drivers instead of the one they were limited to in ‘91, both Alex Caffi and Enrico Bertaggia would be enjoying the fruits of what was intended to be BMW’s labour back in 1990, utilising that car design and coupling it with a Judd V8 powertrain. But when the team arrived in South Africa for the season opener, they had to make do with a modified Coloni chassis from the last year, with their new (old?) design still not ready.

    Not that they’d even race it. The FIA weren’t impressed with the team’s refusal to pay a $100,000 sum required of new teams, something Sassetti disputed as Andrea Moda were bought rather than created. They were excluded from racing in Kyalami, and by the time they caved to the FIA’s demands for the next race in Mexico, they were still preparing the new cars and both their drivers were out of the door for publicly airing their annoyance at the lack of preparation going on.

    For the third race, surprisingly experienced coup Roberto Moreno and newcomer Perry McCarthy would turn up to Brazil, looking to drive the team forward. Perry wouldn’t get the chance, being denied a Super Licence to race around Interlagos, and the staggering lack of pace the car offered would deny Moreno a path out of pre-qualifying.

    Their former fired driver Bertaggia came back to the attention of Sassetti with significant funding, but as the team had already made their two designated driver changes he was prevented from reversing his decision. The sheer ineptitude of Sassetti’s grasp on rulebooks led him to resent McCarthy from then on in, blaming him for failures and blatantly disadvantaging him for the benefit of Moreno.

    It took until Monaco for things to get better – and even then, it was only by their and Coloni’s lowly standards and not those of a standard F1 team. Moreno managed to get through pre-qualifying, due to attrition in the session more than anything else, but his skill did keep his qualifying time within the threshold needed and actually pipped Eric Van de Pole to 26th and second last on the grid.

    This was celebrated like a victory by the team, which given in its former guises the last time they did this was 1989 was at least slightly understandable. It only took 11 laps for Moreno to retire from the race, but participating at all was at least something to build on.

    Build on it they did not. Out of the paddock, Sassetti’s unprofessionalism was laid bare when his Italian nightclub was burned down to the ground by an attempted killer, who then attempted to shoot him dead. Yeah, that really happened. Andrea Moda were taking bullets left right and centre on the track too, if they were ever to go out on it. They withdrew from the next race in Canada due to their Judd engines not being there – the cars were present, yet the unit that makes them go was not. Only Brabham lending an engine allowed Moreno to take part in another fruitless pre-quali. And it still got much, much worse.

    French truck drivers protesting prevented the parts needed at Magny Cours arriving, so once again they couldn’t run. Sponsors eventually got to the end of their tether and jumped, Sassetti was having to cut costs more and more, and eventually things spiralled into the dangerous. Only one car’s worth of parts were ready for Britain, but Andrea Moda would swap parts between the machines in a quick rush, hoping both drivers could set their times without farce. Speaking of farce, even that word isn’t strong enough for a team sending their driver, McCarthy in this case, out on wet tyres on a dry circuit.

    Before long, the team was rightfully barred from taking part in the World Championship. Constant no-shows, not one clean-ran race, and the constant unprofessionalism and anarchy of Sassetti left the FIA with no choice to bar the outfit, and given Andrea Moda were found to be putting a damaged steering system in McCarthy’s car, it was best they weren’t able to race. The final nail in the coffin for the team? Sassetti’s arrest in Belgium over forging invoices. As bad as Claire and the Williams gang have been over the last eighteen months, they have a long way to go before they match the biggest joke team of F1.

     

  • BSB: Mackenzie takes first BSB win… and keeps it

    BSB: Mackenzie takes first BSB win… and keeps it

    A few hours on from being handed his first win in British Superbike courtesy of a Tarran Mackenzie (McAMS Yamaha) penalty, Josh Elliott (OMG Suzuki) lined up on the front row as he eyed a dream double.

    He did not make the start he would have wanted, though, and his poor launch ensured it was Mackenzie who made the holeshot.

    However, running wide at Brooklands meant Mackenzie lost out to Dan Linfoot (Santander Salt TAG Yamaha) who took the lead, and led the first lap.

    Throughout the opening stages of the race, the front group was quite large, despite retirements from Jason O’Halloran (McAMS Yamaha) who suffered a mechanical problem and Scott Redding (Be Wiser Ducati) who fell after contact with Andrew Irwin (Honda Racing).

    By lap nine, though, there was a distinctive front four of Josh Elliott, Dan Linfoot, Danny Buchan (FS-3 Kawasaki) and Tarran Mackenzie.

    Tommy Bridewell and Josh Brookes. Image courtesy of Ducati

    Another quartet behind was led by Andrew Irwin, from Luke Mossey (OMG Racing Suzuki), Tommy Bridewell (Oxford Racing) and Josh Brookes (Be Wiser Ducati), with the #18 Fireblade bringing the trio behind up to the front group.

    This charge was halted, though, for the Northern Irishman when on lap twelve he was handed a long lap penalty for the previous incident with Redding.

    Irwin took the penalty at his first opportunity, on lap thirteen, and the following lap Mackenzie passed Elliott for the lead. Elliott’s pace to that point had not been so electric, and with the trio behind of Bridewell, Mossey and Brookes closing in Mackenzie was seemingly intent on keeping the fight for the win to as few contenders as possible.

    The pace dropped when Mackenzie hit the front. Elliott and Buchan were able to go with him, but Linfoot dropped off the back of the leading three, and into the clutches of Bridewell who went past on the Wellington straight on lap eighteen.

    On lap twenty, as Mackenzie and Elliott were beginning to stretch away from Buchan behind, Josh Brookes brought the safety car out as his Ducati expired for the third time in the weekend. There was plenty of oil pouring from the Australian’s V4R, and the retirement meant that Brookes left Silverstone with zero points.

    The safety car worked to bunch the field up, so on lap twenty-five of what was now a thirty-three-lap race there was all to play for.

    Mackenzie held the lead on the restart, although Elliott piled the pressure on through Woodcote and Copse.

    Once again, though, it was Mackenzie and Elliott with a small gap behind to Buchan, who in turn had a small lead over Bridewell behind. By the end of lap twenty-seven, Bridewell had caught Buchan, who in turn had caught Elliott, and so there was an eight-wheeled fight for the win.

    As the final lap started, though, the clear battle was for second. Mackenzie had worked a bit of a gap for himself out front, and Bridewell had dropped off a little in fourth place. Buchan was close, though, to Elliott in second, but was unable to make a move before the line.

    It was Mackenzie who arrived at the flag first, for his first BSB win, and this time he kept it. With Elliott finishing second, the two winners from Silverstone leave round one joint on points at the top of the championship.

    Whilst Mackenzie was somewhat expected to fight for wins this season, perhaps not so many believed he would achieve his first victory in the first round. In comparison, few probably thought that Josh Elliott would take a podium this season, but he as come away from the first round with a win and a second. For the pair of them, there are many positives to take from this first weekend of the season.

    A similar situation exists for Danny Buchan, who was the only Kawasaki rider to make the top ten in the second race, and one of only two ZX-10RR pilots to finish inside the top ten across both races. It was a Saturday night turnaround which proved pivotal for Buchan’s weekend, after a difficult Saturday with a poor qualifying. A step in warm up allowed him to make a good race in the first outing – despite running on in Brooklands early on – and to set a good lap time allowing him to start further up the grid for the second race, which in turn enabled him to claim his first podium since Knockhill last summer.

    Luke Stapleford. Image courtesy of Suzuki racing

    Fourth place went to Tommy Bridewell who was the top Ducati, ahead of Luke Stapleford (Buildbase Suzuki) who once more impressed on his first weekend as a full-time BSB rider. Two top tens – including one top five – from the first weekend of the season is a strong return for the 2015 British Supersport Champion.

    Sixth place went to Luke Mossey, meaning it was three Suzukis in the top six, making the GSX-R 1000 the most populous bike in the top six in race two.

    Andrew Irwin recovered from his long lap penalty just before half distance to take seventh place, a couple of tenths clear of his rookie teammate Xavi Fores (Honda Racing) in eighth; whilst Dan Linfoot and Bradley Ray (Buildbase Suzuki) completed the top ten for the second race of the season.

    Glenn Irwin ended a difficult debut weekend for Quattro Plant JG Speedfit Kawasaki with an eleventh place, ahead of Keith Farmer (Tyco BMW Motorrad), Ben Currie (Quattro Plant JG Speedfit Kawasaki), Peter Hickman (Smiths Racing) and Ryan Vickers (RAF Regular and Reserves Kawasaki) who completed the points in his second career BSB race.

    Claudio Corti (Team WD-40) and Fraser Rogers (Gearlink Kawasaki) were the first two retirements, both out on lap one. The aforementioned retirement of Jason O’Halloran came a couple of laps later, and a lap before Scott Redding was out. Conor Cummins (Milenco by Padgetts Motorcycles) was the next to go on lap ten, before Shaun Winfield (Santander Salt TAG Yamaha) on lap sixteen. Both Dean Harrison (Silicone Engineering Racing) and Josh Brookes retired on lap twenty, and James Ellison (Smiths Racing) was the final retirement a lap later.

    Featured Image courtesy of Dutch Photo Agency/Red Bull Content Pool

  • How Ferrari has lost out in cornering speed

    How Ferrari has lost out in cornering speed

    Images courtesy of Scuderia Ferrari

    Ferrari seemed to be the car to beat after pre-season testing, but 3 races into the season, Mercedes has dominated, taking 1-2 finishes right from the start. How did the Italian outfit lose all the ground it had, and why is it difficult to come back?

    2019 started with a really positive vibe for Ferrari. Mattia Binotto, a man who has earned the utmost respect of everyone in the team, was appointed team principal, and Charles Leclerc, a driver who knows Scuderia inside out and has been part of it since 2016, replaced Kimi Raikkonen and brought something unprecedented for the Italians, optimism.

    Chinese Grand Prix 2019 – Charles Leclerc

    All they had to do was get the results on track, a feat that seemed really difficult for them in 2018. Even though Sebastian Vettel started the season strongly, dominating the early part of the championship, the slump that followed was devastating for him and his team, resulting in another lost title.

    It’s fair to say that the SF71H was the better part of the championship, the best car out there. It was fast in the straights, rapid in the corners, managed the tires better than its counterpart, the Mercedes W09, and it proved to be the most reliable car only for Ferrari to spoil it with a misjudged upgrade package after the Singapore GP.

    The foundation was there for the 2019 car, though, and that seemed to be the case in this year’s pre-season testing. The SF90 was tremendous, toping the timesheets, with experts (and the teams themselves) arguing that this was the car to beat.

    Lewis Hamilton’s remarks may have been the most graphic, and possibly exaggerated:

    “I think it’s potentially half a second, something like that. But we will be analysing a lot from this test and there will be some mods that we’ll try and implement before Australia. There’s obviously not a lot of time, but over this next week, hopefully we’ll gain another tenth at least just in our understanding of the car.”

    And they gained, not just a tenth, but seemingly 8 tenths of a second against Scuderia, which seemed to have taken a huge blow in Melbourne. Set-up problems, cooling issues, all sorts of things happened to the car that was meant to be the winner at the season opener.

    Set-up woes and a key factor that changes everything

    Right from the start, Binotto emphasized on the set-up issues his team faced in Australia, saying that this was a one off thing, downplaying the importance of this problem, or even worse not fully acknowledging its full extent.

    “You’re always hoping to address and improve the situation through the weekend when you’ve got some issues with balance and the set-up,” he said. “It didn’t happen. We need to bring all the data back home and try to analyse it.

    “That has to remain an exception all through the season. But I think it will be a good lesson learned.

    “If we may identify where the issue was, we can be back even more stronger.”

    This year’s aero kits are a very different kind from those of 2017 or 2018. Simplifying the front wing and the bargeboards, widening the rear wing and its effect on the straight line speed messed with the balance of the Italian car, more than any other on the grid.

    Ferrari tried to maintain a more aggressive approach with its front wing design, with the inner part of it being taller than the outer, meaning that towards the endplates, the outwash would still be the same as it was with the 2018 wings – and that is the main issue with the set-up changes.

    Simplifying aero parts has an effect on the things a team can ‘tweak’ to get the most out of its car, because the operating window of it is really decreased, and every detail has a bigger impact on the car’s performance.

    Mercedes tried to be more conservative with its front end design, and that enables it to make changes to the set-up without compromising its all around performance as much as Ferrari.

    The Maranello squad tried to push for the straight line speed not only by making big gains in the ERS deployment (with the MGU-K being at full power for the better part of the lap), but with its aerodynamic components, in order to have as less drag as possible. But, less drag means less downforce around the corners, and I don’t know any track which is composed only by big straights.

    Even Baku has a very tricky middle sector, full of mid and low speed corners, and Ferrari addressed that by bringing its first upgrades there, per Binotto:

    “We are bringing a few updates to Baku, as the first step in the development of the SF90.”

    It is almost certain that Ferrari will bounce back and sort these problems out. It is only a matter of ‘when’, not ‘if’. And this cannot come soon enough.

  • From Karting To F1 – Red Bull’s Pierre Gasly Reflects On His Early Career In Racing | M1TG

    From Karting To F1 – Red Bull’s Pierre Gasly Reflects On His Early Career In Racing | M1TG

    Check out the latest Mobil 1 The Grid video with Red Bull Racing’s Pierre Gasly  who’s reflecting on his early career in racing.

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