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“DTM: Rockenfeller steals Assen victory”

© DTM Mike Rockenfeller (GER), Audi

Audi’s Mike Rockenfeller claimed his first DTM victory in two years at Assen today, heading Marco Wittmann (BMW) and Nico Müller (Audi) to the flag.

Championship leader Rene Rast led for much of the race but dropped down the order following a second stop for tyres mid-race.

From 3rd on the grid, Rockenfeller surged past the slow starting Jonathan Aberdein, to slot into 2nd place behind the polesitting Rast, who maintained a reasonable, if not overly comfortable lead in the opening stint.

With rear tyre wear a primary concern, drivers began to stop within the opening third of the race, as excessive damage to the front left took hold on many entries. Loïc Duval (Audi) and Bruno Spengler (BMW) were the first to give way on laps six and eight, while the fast starting Wittmann stopped on lap 13.

With a lead of just 1.7s, Rast stayed out for a further two tours, taking new Hankooks and a drop to 8th position. For the 2017 champion, his next set of tyres lasted only six laps, before dramatically falling off of the cliff to the point where he was losing over four seconds per lap to the chasing Wittmann and Rockenfeller.

As Wittmann also began to struggle, Rockenfeller pressed and took the BMW racer and then assumed the lead once Rast made an additional stop for new rubber, dropping him down to 10th.

Having driven a relatively uneventful race up until that point, Rockenfeller drew a solid gap over Wittmann, as the BMW-man continued to suffer on his now ageing Hankook’s. Bring the lead to just over 5s, Rockenfeller eased the pace and brought his RS 5 machine home for 25 valuable points, promoting ahead of Spengler in the standings.

Despite his slowing pace, Wittmann spread his own gap to Müller, whose championship charge is beginning to take shape.

Aberdein assumed 4th place following his torrid start. With overheating brakes on the grid, Aberdein fell from the front row to 8th by turn one. The South African set a solid pace in the opening stint, losing out only to Wittmann in the opening laps, but managed to climb up the order as pitstops played out.
On fresher tyres, Aberdein made his Hankooks keep shape and a series of moves on Jamie Green, Pietro Fittipaldi and Robin Frijns promoted him up the order, as did several 2nd stops for top and midfield runners. The Audi man had built enough of a lead to keep the charging Rast at bay come the chequered flag to score his best result of the season.

Rast had to make do with 5th come the end, but considering he was 10th with four laps remaining, this represented a key drive for the Audi racer. Despite his extra stop – which could have dropped him further down had he not stopped – Rast drove exceptionally well and fought hard to go around the outside of Frijns and Dani Juncadella on the final tour.

Frijns held on to 6th, despite losing nearly 4s per lap in the final few miles. He was challenged hard by the Aston Martin Vantage of Juncadella in the final tours, but even though he scored reasonable points, he rued a race where he had run as high as 3rd during its mid-point.
Juncadella took some good points for Aston Martin, ending the day just half-a-second ahead of teammate Paul di Resta at the flag. This was a good result for a happy di Resta, who had lost positions with an off on the first lap.

Jamie Green took 9th ahead of Fittipaldi, while Duval could not recover fully from his 2nd stop and came home 11th. Habsburg ended the day 12th ahead of Philipp Eng (BMW, 13th), Timo Glock (BMW, 14th), Sheldon Van der Linde (BMW, 15th) and Joel Eriksson (BMW, 16th).

Neither Spengler nor Aston’s Jake Dennis finished the race, with the latter suffering from brake issues.

© DTM Mike Rockenfeller (GER), Audi

“Motorsport Diaries, Episode 5 (July 20th 2019) – DTM, W Series, Assen & Super Formula”

In this episode of Motorsport Diaries, I look at DTM’s first race at Assen and a great battle between Marco Wittmann, Nico Müller and Rene Rast.

Also, I look at the penultimate round of the W Series, with its finale coming at Brands Hatch next month.

And finally, a brief look back at last week’s stellar Super Formula race at Fuji Speedway.

Don’t forget to like, comment and subscribe and then come back for more.

“DTM: Wittmann takes first blood at Assen”

BMW’s Marco Wittmann claimed the first DTM win at a sodden Assen track this afternoon, with the double champion edging Audi’s charging Nico Müller to the flag.

Rene Rast took the final podium place in his Audi RS 5, having run in 2nd place for much of the race.

With heavy rain having rolled in for the hour prior to the start, the race began behind the safety car, before finally getting going on lap four.

Poleman Wittmann kept a feisty Rast at bay, but the race was neutralised almost immediately after Dani Juncadella’s Aston Martin Vantage DTM stopped on track with a mechanical issue, necessitating another – albeit brief – safety car.

Restarting on lap six, Wittmann spun a gap to Rast, building a lead to 1.2s within a tour and then further extending it to over two seconds by the one-third marker. Rast kept the gap in and around the margin until he stopped for fresh Hankook tyres on lap 15, dropping the 2018 champion to a temporary 6th place.

Müller, meanwhile, having started 6th, gained two positions when Pietro Fittipaldi suffered a brief off on lap seven in a battle with Timo Glock, Müller assuming Glock’s place in the melee. That became 3rd when Loïc Duval pitted on lap ten, leaving the charging Müller under five seconds shy of Rast and seven behind Wittmann.

With Rast out of the way, Wittmann pitted a lap later to counteract any advantage Rast might obtain, but in doing so, Müller was released into the lead and the Swiss racer went about building a gap.

By now, the rain has eased and was beginning to filter away into nothing and the track – slowly – began to form a less wet line; however, it was by no means going to dry out. From laps in the 1’53s, the times dropped to 1’48s come halfway and a further three seconds was taken off of that as the race aged.

Sensing an opportunity, Müller stayed out for a further eight laps, building a 43s lead by the time he entered the pits, but as he stopped for fresh rubber, his stop was just slower than that of Wittmann.
He emerged from the pits some five seconds ahead of the chasing BMW man, but in cool conditions on already cold tyres against Wittmann’s warm rubber, Müller fell towards former champion, before eventually losing the lead in a helpless manner as the lap drew to a close.

Wittmann made the most of Müller’s struggles and drew a lead of over 3.6s within a couple of tours and held it there as the race drew to a close on 31 laps.

Once up to speed, Müller lodged a couple of faster laps and he chased the BMW-man, but it was too late. Whenever Müller clocked a quicker lap or sector, Wittmann responded in kind, leaving to assume a 3.1s gap come the chequered flag.

In a race that marked the halfway point of DTM 2019, this was a stellar performance by Wittmann who claimed his 3rd win of the season, but remarkably he remains 45 points adrift of Rast in the standings.

For Müller, the Audi man was happy with his effort – after all, he took the runner-up spot despite qualifying 6th and it was a result that promotes him to 2nd in the standings. With this run of results, for the first time in his DTM career, Müller looks like a real championship challenger.

After the pitstops, Rast could do nothing to keep up with the leading pair, with the points leader falling some eight seconds adrift of the win come the flag. Useful points, but Rast showed some frustration late in the race, gesticulating at Müller from inside his RS 5 as the runner-up kept Rast at bay.

Philipp Eng took a confident 4th place in his BMW M4, albeit only two-tenths ahead of fellow BMW racer Timo Glock (5th). Starting 9th, Eng instantly claimed two places when he passed Bruno Spengler after the latter tapped Sheldon Van der Linde into a spin. That became 6th when Glock had a brief off on lap eight and 5th when Duval stopped for new tyres on lap ten.
The Austrian made another place when Fittipaldi ran wide on lap 12. Eng stayed out until the 21st tour, where upon he slotted back into 4th place once all the stopped panned out. Thereafter he kept Glock at bay, while Jonathan Aberdein closed in somewhat to take 6th.

Jamie Green enjoyed a quiet race to 7th, finishing ahead of Duval, who struggled for balance after his stop. Mike Rockenfeller claimed 9th position for Audi. The former Le Mans winner held Van der Linde and Fittipaldi at bay, with Van der Linde taking 10th and the final points position from Fittipaldi on the last lap.

Jake Dennis (12th) led home a trio of R-Motorsport-run Aston Martin Vantage’s. The Briton managed to stay ahead of Ferdinand Zvonimir Maria Balthus Keith Michael Otto Antal Bahnam Leonhard von Habsburg-Lothringen (the Archduke of Austria, Royal Prince of Hungary, Bohemia and Croatia) and a charging Paul di Resta – the latter of whom lost 35s during a confused pitstop early in the race.

Spengler came home a dispirited 15th having taken a drive through penalty early in the race, following his collision with Van der Linde, while Joel Eriksson was classified last in a race once again hampered by a constantly shifting balance.

Robin Frijns did not finish his home race – the Audi racer spun into the barriers after putting a wheel on the kerb on lap 22. He had some choice words post-race, questioning why his car failed repeatedly, which in this instance left him at the back of the field for the race.

“DTM: When it Rains, All Signs Point to Assen”

The TT Circuit Assen is a new one for me. Known primarily as a motorcycle track, one is met by a large sign on the way to the paddock declaring Assen to the be Cathedral of Speed.

It is a warranted designation. On a motorbike at full pelt, I can imagine that this is might be something of a daunting venue, but for DTM and its catalogue of high downforce, high speed – in comparison to Moto GP – tanks, the circuit is somewhat less daunting, but still challenging.

For many years, Zandvoort had been the base for any Dutch adventure, but with the machinations of Formula One ticking under the surface of the famed seaside venue, the winds of change were signalling.

From the heat of Friday, Saturday started bright, but come midday had turned windy, while trickles of mist took shape and began laying damp seeds. Within an hour, the weather had turned to the worse – hard rain is falling and falling harder.

So, it was a pleasant surprise that in spite of these conditions, there was a reasonable turn out for the DTM’s Saturday schedule. Not many people in the grand stands admittedly, but the foot traffic around the general admission areas is impressive and a great start for a new era of DTM in the Netherlands.

In the dry of Friday, BMW’s Marco Wittmann hadn’t fully shown his hand, but with qualifying taking place under much cooler conditions, the twice champion took charge and took pole, while Friday fast-man Robin Frijns – of Audi – was disqualified from his mid-pack position. With Frijns starting from the rear, Rene Rast assumed the mantle of leading Audi and will start from 2nd position.

Meanwhile, the R Motorsport-run Aston Martin Vantage’s continued to struggle in dry conditions, but have shown well in the damp and cooler climes, as long as tyre wear does not inhibit their progress.

But with the rain continuing to press had, now it remains to be seen if Wittmann can hold his lead…

© Leigh O’Gorman

“Motorsport Diaries, Episode 4”

In this episode of Motorsport Diaries, I talk about about the upcoming 4th round of the 2019 Super Formula Championship from Fuji and go through events in qualifying.

Also, I discuss the driver swap between Pato O’Ward and Dan Ticktum at Team Mugen and Red Bull.

Coverage starts from 5.30am (UK) at

“The Pink Cards”

Following this morning’s Super Formula race on Let’s Go Racing’s YouTube channel, I was asked about the info cards I use for comms.

It’s all quite simple really, but helps a great deal for live, fast-paced sessions, such as races or qualifying.

I always try to make the info shorthand, so it’s easy to digest in a moment. A lot of it is already known or memorised, but it is always good to have something to flick to in a moment.

In this sample are four “driver cards.”

Here are Naomi Yamamoto (reigning champion), Nirei Fukuzumi (rookie), Kamui Kobayashi (international driver) & Nick Cassidy (successful continental driver, with potential international success.

The section under driver and team names is key info of career successes and other notes.

“Best Res Track” is best results at each given circuit (denoted by a three letter abbreviation), when it was achieved, and/or how many times. Then there are columns noting 2019 Super Formula qualifying and race results.

Lastly on the bottom right is live championship position and points. As the year passes, more info will be added, but must remain as shorthand as possible.

Very, very useful aids.

Motorsport Diaries, Episode 3

Ahead of Sunday morning’s 3rd round Super Formula race at Sportsland SUGO, Racecar Engineering’s Sam Collins and I discuss qualifying, the upcoming race and other random stuff.

“Motorsport Diaries, Episode 2”


After a little bit of a delay, I finally got around to recording the 2nd episode of ‘Motorsport Diaries’ last night. In this edition, I talk briefly about last weekend’s Le Mans 24 Hour Race and the conclusion of the World Endurance Championship Super-Season.

From that, I discuss the events of last weekend’s Rally Sardinia and a surprise victory for Hyundai’s Dani Sordo.

Lastly, I look toward this weekend’s action, particularly the 3rd round of this year’s Super Formula Championship, which will shown live from SUGO Sportland at
Commentary will come from Racecar Engineering’s Sam Collins and myself and the broadcast goes live from approximately 5.50am (UK).

“DTM: Eng takes pole for Hockenheim Race 2″

Philipp Eng heads an all-BMW front row for today’s second DTM race at Hockenheim, ahead of Marco Wittmann and Audi’s Robin Frijns.

On a dry, sunny – but cold day, the team RMR driver headed yesterday’s race winner Wittmann with a late run that capitalised on improving track conditions, to earn pole by four tenths.

Wittmann had, for the most part, been the star of the qualifying and spent much of the session at the top of the standings, but once Eng jumped to lead of the times with a 1:28.972, Wittmann could take any more out of his BMW stablemate.

The pole gives Eng his first points of the season and came as a pleasant surprise for a driver who sat out second free practice and yesterday’s qualifying session, following issues with his new-spec M4 DTM.

Frijns ended the session some eight-tenths shy of the pole in his Audi RS5 DTM, but he led a close knit fight, with only half-a-second covering the next twelve drivers. Frijns has Audi teammate Nico Müller next to him on row two

Row three was an all-BMW affair with Bruno Spengler heading former-F1 driver Timo Glock, Jamie Green and Loïc Duval made the most of conditions to place their Audi’s 7th and 8th respectively.
Joel Ericsson and Sheldon van der Linde secured row five in the BMW machines, ahead of Audi duo Mike Rockenfeller and Jonathan Aberdein; however Pietro Fittipaldi recorded the 13th quickest time in his WRT-Audi entry.
It was a difficult session for Rene Rast in the remaining Audi. The former champion ran wide over a kerb through the stadium section and hit a kerb hard, propelling the front of his RS5 into the air briefly, before coming down hard on his front end. He could not improve and ended the session 16th.

This dry qualifying session proved to be a rude awakening for the new R-Motorsport team with their quartet of Aston Martin Vantage DTMs. In dry conditions, the team could do no better than 14th (Dani Juncadella), 15th (Paul di Resta), 17th (Ferdinand Habsburg) and 18th (Jake Dennis).

“DTM: Wittmann takes first pole of DTM’s Class One era”

Marci Wittmann claimed the first pole position of DTM’s new Class One era this morning at a wet and windy Hockenheimring.

The double champion spent much of the twenty-minute session at or near the top of the standings in his BMW M4, threatened only by the Audi of Mike Rockenfeller in his RS5.

R-Motorsport made an impression with their new DTM-spec Aston Martin Vantage’s, with Paul di Resta taking 3rd, and Jake Dennis eventually securing 5th having spent much of the session in the top four.

Following a wet morning, further rainfall just prior to the start of the session made conditions particularly tricky, although Wittmann made the most of the damp surface, holding the top spot with a 1:51.2s.

However, as the session aged, the rain eased and while not drying out by any stretch of the imagination, the deeper puddles of water were swept aside allowing times to fall somewhat.

Wittmann closed in on the 1:50 marker, but Rockenfeller was the first to breach it, setting a 1:49.209 inside the final five minutes, putting him some eight-tenths clear of the next fastest.
Wittmann improved to 1:49.6s, but was momentarily jumped by Audi’s Rene Rast, before the BMW retook the top spot at 1:48.9s, bringing him ahead of Rockenfeller. Wittmann then took another eight-tenths out of that to finally secure poll and the first points of the year.

Rockenfeller improved, setting a lap of 1:48.281s, but he fell just six-hundredths shy of his BMW rival. Di Resta jumped up to 3rd late on, while Rast fell to 4th in his Audi. Robin Frijns (Audi) and DTM-rookie Dennis (R-Motorsport) secured the third row.

Sheldon van der Linde recorded the 7th fastest time in his first outing in the DTM, ahead of the experienced Timo Glock (BMW). Fellow BMW racer Joel Ericsson suffered from balance issues on his way to 9th, but was quick enough to pip Nico Muller (Audi, 10th).

Outside the tip ten, Dani Juncadella (R-Motorsport) and Loïc Duval (Audi) completed the sixth row, ahead of Jamie Green (Audi, 13th), Bruno Spengler (BMW, 14th). Pietro Fittipaldi took 15th on his debut DTM weekend for WRT-Audi, but only after his earlier time was deleted due to exceeded track limits. His teammate Jonathan Aberdein ended the morning 16th, ahead of the final DTM rookie, Ferdinand Zvonimir Maria Balthus Keith Michael Otto Antal Bahnam Leonhard von Habsburg-Lothringen (R-Motorsport, 17th).

BMW racer Philipp did not set a time. His M4 stopped at the exit of the pitlane on his outlap at the beginning of the session, bringing out a brief red flag. This follows his loss of FP2 yesterday, when his engine failed before he could set a lap.

© DTM.

“DTM and Super GT joint race confirmed”

Motorsports: DTM race Hockenheimring

DTM and Super GT series’ promoters – Internationalen Tourenwagen Rennen (ITR) and GTA Co – have finally confirmed a date to hold a joint end-of-season race.

Following the conclusion of their respective 2019 campaigns, DTM’s three manufacturers will convene at Fuji Speedway in Japan over the November 23rd-24th weekend to compete against Super GT’s GT500 contingent.

With both categories either running Class One technical regulations or operating close to them, the race marks the first time a standalone event will take place to accommodate both categories.

Both categories have worked hard to come to an agreement over technical regulations since discussion began in earnest earlier this decade.
Whereas DTM exclusively uses Hankook tyres, Super GT enjoys the participation of four separate tyre manufacturers for the GT500 class; however for the purposes of the joint race, the GT500 entries will also use Hankook’s.

The Class One regulations will also see new aerodynamic and cooling packages, new underfloor, rear diffuser and a reduced protrusion from the front splitter. The rear wing width is increased and DRS will comprise of a single plane.
Although GT500 have being running variations of the engine package for some years, the new 600bhp turbocharged engine will be new to DTM in 2019. Rather than twin-exhaust outlets, the DTM will run exhausts from one side, toward the mid-section of the car.

Following its October conclusion at the Hockenheimring, Audi, BMW and R-Motorsport Aston Martin will be sending a group of twelve cars to Japan, while it is not clear at this stage how many GT500 entries will be present.
The event is to be hold two sprint-style races, involving driver changes, allowing the DTM manufacturers to be somewhat more flexible with their driver line-ups.

The race at Fuji will not strictly mark the first time the DTM and GT500 machines will compete together this year, however, as Honda, Lexus and Nissan will send a car each to enter this year’s DTM finale in October.


‘Formula E to return to London in 2020.’


The Formula E Championship announced this morning that is is to return to London in the summer of 2020.

Running over the July 25-26 weekend, the race will take place in the Docklands area of the city, with the event to be run at a partially indoor event at the Excel.

Hopefully this will mark the beginning of consistent calendar stability for Formula E – an area where the category has not quite nailed down since its inception, although events in Paris, Hong Kong, Berlin, Monaco, Mexico and New York are showing indications of strengthening foundations.

It is an interesting move for Formula E, as this announcement not only marks a return to the UK capital for the series, but it does so at a time when discussions between the BRDC and Formula One regarding the future of the British Grand Prix are at something of an impasse.

With effort – and a touch of luck – the Docklands event will avoid many of the mistakes made during Formula E’s shortlived running at Battersea Park during seasons one and two and can see out Formula E in the capital far beyond this initial five-year deal.

Ultimately, does this mean Formula 1 will be moving to London just yet? Well, no. If anything, Formula One’s toe may just have been stubbed.

“Some Small Thoughts on Rally Sweden”


Jaanus Ree/Red Bull Content Pool

Following last week’s Rally Sweden, there has been plenty of criticism both during and following the running of the event from drivers and teams as to the conditions of several stages, particularly through Friday and Saturday’s second loops.

Complaints mostly seem to centre around the running of the Historic class between the first and second loops, as the narrower track of the older machines (following on from also from both WRC2 classics and the junior category) tore through the slender sheet of ice, rendering some of the stages rugged in a Rally GB fashion.

Certainly not the best conditions for studded snow tyres.

It has been noted that the inclusion of the Historics brings in an additional financial buffer for the event promoters, helping to keep Rally Sweden alive, but it is also understandable that some drivers were left dismayed by some of the stage conditions. On the other hand, the complaints from the drivers are understandable; however they are competing at the highest level and need to drive to the conditions as such.
There needs to be compromise though between the organiser, the drivers/teams and the FIA and I have no doubt each party could concede a little to better the event, but this may be a case of watching to see who budges first.

As an aside, this was not just about the Historics. The event organiser cannot perfect the weather – February was much warmer than usual and we really saw the result of that on Saturday’s stages, but even I could tell that the conditions for the 2nd run through Karlstad on Saturday were quite ridiculous, as what little ice and sludge that was present on Friday turns into large pools come Saturday evening.

Whatever the case, a better solution needs to be found – not just in terms of the running order, but for the event itself.

That such a prodigious event is just about keeping its head above water thanks to the inclusion of the Historics is indicative that, maybe, wider reaching solutions need to found. Certainly the WRC is on something of an upward trend at the moment, but considering the difficulties faced by M-Sport prior to Monte and with teams suggesting that fourteen events in a season may be the current limit, there are indications that, in some ways, the top level of rallying is still carefully treading water.


Jaanus Ree/Red Bull Content Pool

“WRC’s Shifting Sands”


Sebastien Ogier testing the Citroen C3 WRC pre-season. © Aurelien Vialatte / Red Bull Content Pool

There was a point during last year’s World Rally Championship when it appeared as if Thierry Neuville and Nicolas Gilsoul were finally going to break Sebastien Ogier and Julien Ingrassia’s run of titles.

It came to a spectacular head come the final stage of Rally Sardinia, when Neuville overcame Ogier during the final stage to win by just 0.7s. Neuville, so confident in his resplendent Hyundai i20 WRC machine, drew a twenty-seven-point lead and was beginning to make such circumstances look easy.

Behind the leading pair, after some small errors, misfortune and unreliability, Toyota’s Ott Tänak had dropped 72 behind the leading Neuville. No way back surely…

Fast forward five months and in his final rally at the wheel of his Ford-powered M-Sport contender and Ogier and co-driver Ingrassia were celebrating title number six.

Neuville’s rally had ended prematurely, as at Hyundai heads had dropped somewhat, just as they had in Finland (9th), Turkey (16th) and Spain (4th), where a podium was lost on the final stage. A retirement on the final day in Australia merely rubbed salt into what was already a wounded weekend. Indeed, a solitary 2nd place – coming in Germany during mid-August – would prove to be the Belgian’s sole visit to the podium in the latter half of the season.

At times, Neuville made his i20 sing on the stages, but too often following Sardinia mistakes and a difficult road position got the better of him. Had he lost his lead in one-foul swoop because of an accident, that would have been one thing, but the reality was far more demoralising. Neuville’s lead was whittled down gradually over five gruelling months, piece-by-piece, point-by-point until Ogier edged ahead at the penultimate round. By year end, Neuville had fallen eighteen points adrift of a triumphant Ogier.

The gap between the leading two might have been greater had it not been for Tänak’s near dominant form through the Finland-Germany-Turkey events, that brought stoic Estonian into the title fight late on. He was also leading with ease during both Wales Rally GB and Rally Spain when a couple of mistakes coupled with a rather frail Toyota Yaris dropped him down the order.
Ogier seizing the day ensured Neuville took the runner-up spot in the championship for the third year in a row and the fourth time in six years. It is a statistic that will gnaw at him, but also kicks life into the questions as to whether he truly has the strength to beat Ogier over a whole season, rather than a portion of year.

Whatever the final result, the three-way battle for ultimate rallying honours marked 2018 a standout year for the championship, helped too by the introduction of WRC All-Live format.

Rally Australia does not actually seem that long ago. The season ended in mid-November, just a week before Formula One wrapped things up for the year, but whereas F1 will wait until March before that revs up once again, the WRC hits the roads in a few days having launched at the Autosport International Show at the NEC in Birmingham last week.
There are expectations that this year could produce a repeat of 2018, and while it might to a degree, I cannot help but feel that the field may spread slightly once again, although that is not to say there will be a repeat champion, nor does it forecast an easy run to the crown.


Neuville lost out in the latter half of 2018. He will need consistent form to win the title this year. © Jaanus Ree/Red Bull Content Pool

While his efforts to overhaul Ogier were valiant last year, it is possible that Neuville may have missed his best opportunity to take the WRC crown, but situations change.

The Frenchman has moved back to Citroën and where that settling-in period and a tricky C3 could hamper Ogier’s immediate challenge. However the oft-criticised C3 was still a winner in 2018, albeit at the hands of the legendary Sebastien Loeb, himself on the move following a decision to take a part-time season with Hyundai.
Over at Toyota, Tänak will need no such bedding-in period. In his first year with the Japanese manufacturer, Tänak showed plenty of pace in the early part of last season, taking an impressive win in Argentina, despite an early mistake in the event. However, while the Yaris was designed with a nimble, but delicate front end – particularly the around suspension system – it failed too often from seemingly minor hits and bumps, costing the Tänak / Toyota pairing victories and points.

Looking at the form over the course of 2018, it is not unreasonable to think that Tänak could have taken the title with a reasonably handsome margin had some silly errors and repeated mechanical failures not got in the way.
But Toyota are constantly improving, and in the second half of 2018, it was clearly the fastest car. If they continue to strengthen the front-end of the Yaris, while maintaining its nimble response and without adding undue weight and shifting the weight distribution significantly, then it could place the Estonian in an enviable position come Australia this November.

Tänak is maturing as a driver. The fast, but crash-prone driver of 2011-2015 has had the rougher edges smoothed down and now the 31-year-old is looking more like a driver who can take the challenge to Ogier and maybe jump ahead of Neuville in the process.
Alongside their driver, the Toyota team continues to mature, and this could prove problematic for Neuville and Hyundai, particularly if the former’s resources outstrip that of the latter. If Ogier and Citroën gel, could he prove a potent mixture in the fight too..?

These are all questions that must wait and while there is little doubt that we will see this trio fighting it out again, I have a niggling feeling that maybe Neuville’s best chance for the WRC title may have just passed him by.


Could Ott Tanak leave the field in his dust? © Jaanus Ree/Red Bull Content Pool

‘When No News is News’

Just remember this thing for today; this is December the 26th.

Any motorsport “news” you see today was most likely jotted by a desperate or bored peddler trying to keep their site’s hit rate up, while meekly discarding context and intelligent framing.‬

A large number of these stories will probably have been clawed from interviews conducted toward the end of the traditional racing season, in order to safeguard against an empty winter.

Others will be pulled from poorly translated stories, often of questionable source.

All one can ask would be use one’s judgement and absorb these tales with a pinch of salt.

Such is the way of the world.

“Defining Valtteri”

Valtteri Bottas finished 5th in this year’s Formula 1 Driver’s Championship, a long way distant of team leader and champion Lewis Hamilton.

Has the highly rated Finn been broken or is something else holding him back?

2018 Bahrain Grand Prix, Sunday - Steve Etherington

© Steve Etherington / Mercedes AMG F1


“When it’s so close, you start to think about every lap and every corner after the race, trying to figure out if there is something you could have done better. But I feel like I did a good race, I didn’t make any mistakes and I gave it everything I had.”

It was close. Valtteri Bottas’ efforts to catch and pass Sebastian Vettel in the closing laps of this year’s Bahrain Grand Prix were certainly tense, but in the end, the Mercedes driver could not finish the deal and in doing so, probably cast the die for his 2018 season.

Admittedly, I saw all of the Bahrain Grand Prix from my living room {note 1}. It was an interesting race, that only really came to life in the final fifteen laps, as Bottas chased down race leader Vettel in his Ferrari SF71H machine.
Truth be told, the fight between began silently, earlier in the race. Following the opening stint on used super-softs, Vettel was made his stop on lap 18, changing to new softs, while Bottas pitted two tours later, but took on fresh medium Pirelli’s. In between their respective stops, the race’s other major story came to be when Kimi Raikkonen received an early signal to leave the pits during his tyre change. In the brief confusion, a poorly positioned Francesco Cigorini {note 2} had his left leg trapped under the rear tyre of Raikkonen’s moving Ferrari, leaving the mechanic with a horrific break.

For a seemingly long time, the gap between Vettel and Bottas hung at around five-to-eight seconds, particularly as lapped cars began to intervene. Yet in this area Vettel showed his aggression, whereas Bottas took slightly longer to force his way through. It was not until lap 45 of the 57 did Bottas’ charge begin. Crucially for the leading Ferrari, Vettel maintained a solid pace – first in the mid-1’34s, before wear dragged him into the early-to-mid 1’35s. Bottas’ pace, meanwhile, was erratic, although the fluctuating traffic did not help his cause.

2018 Bahrain Grand Prix, Friday - Steve Etherington

2018 Bahrain Grand Prix, Friday – Steve Etherington

With the laps counting down, urgency gained momentum and the Finn found more pace, as Vettel’s continued to fall away. Despite closing to less than a second in the final few laps and despite the available of a quicker car and DRS, Bottas could not make the move for the lead. If anything, there almost seemed to be a touch of hesitancy that just gave Vettel the vital tenths. In following the Ferrari, Bottas did not show enough of a threatening hand, particularly on the run into turn one on lap 56 and a slight mistake in turn ten later that tour ensured the race was gone.
It is true that overtaking is difficult in modern Formula One – when has it not? – but sometimes it is not just the passing that counts, but rather the aggression and the threat to overtake that places you in the category. Max Verstappen is wonderful example of a driver whose threat to overtake can sometimes destabilise an opponent – in 2018, Bottas rarely displayed such attacking vigour.

Bottas repeatedly does well at circuits like Sochi, Montreal and Red Bull Ring, but there needs to be more. To be world champions, it is necessary to get the best results possible at every track.
But when your teammate wins eleven Grand Prix in twenty-one, taking takes his 5th championship in the process, then scoring eight podiums and 5th in the championship by comparison is not enough.

The question becomes ‘Does Bottas have that fighting, killer spirit to overcome his opponents and teammate?’ If Bahrain is an example, then the answer may sadly be no. Although he gave up a certain victory in Sochi to aid Hamilton’s title run-in, that is simply the position the Finn finds himself in at Brackley.
As long as he is that far off of Hamilton in results and the time sheets, his job will be to aid his British teammate , while also delivering the maximum possible score for Mercedes.

{note 1}
A confession. I did not attend this year’s Bahrain Grand Prix, nor have I attended any other Bahrain Grand Prix that have taken place. This is nothing to do with any political or moral stance or anything along those lines; it is simply everything to do with business. Or the occasional lack thereof. It is unfortunate that this particular race has a habit of falling into a period where the headlines for the early season Grand Prix have subsided somewhat and no particular storyline has been defined, while also occurring too early in the season for there to be major technical upgrades worth writing about.
Financially, it can be a bit of a dead end. Others make it work, particularly if on full season deals, but opportunities are limited. It’s not a complaint, merely a reality of my position in life and everything else right now. Long ago, it became necessary to enter the phase of having to pick races and events that would best be able to pay my bills. That is life – and work.

{note 2}
For some reason, Word wants to correct the spelling of Cigorini to figurine. Go figure…

2018 Bahrain Grand Prix, Sunday - Steve Etherington

© Steve Etherington / Mercedes AMG F1

“DTM: Rast takes record sixth straight win, but Paffett claims title”

Rene Rast remarkable end-of-season run continued at the Hockenheimring today when he took his sixth consecutive victory, but it was not enough to wrestle the title from Gary Paffett.

BMW’s Marco Wittmann came home 2nd, with Paffett securing 3rd to ensure all three marques appeared on the podium – an ideal result for Mercedes, who depart the series following eighteen years in the category.
Paul di Resta – the final championship challenger – struggled in the pack after qualifying 11th.

Rast made a dream start from 2nd to jump poleman Wittmann, with Paffett keeping 3rd ahead BMW pairing Bruno Spengler and Augusto Farfus.

Behind the leading group, Edo Mortara lined up 6th, ahead of Joel Eriksson (7th), Nico Müller (8th), the quick starting Di Resta and Philip Eng (10th). Di Resta was unable to keep Eng at bay, however, and he fell behind Eng on lap three.
With the most to gamble, the Scot was the first stop for his mandatory pit maintenance lap seven, but upon returning to the track in clear air, his times proved no quicker than those battling at the front.

Meanwhile, Rast held a small but confident lead ahead of Wittmann and Paffett and the Audi man seemed content to extend the gap by small tenths in the opening stint, rather than unnecessarily pushing his Hankook’s over the edge.

Although 3rd place would be good enough for Paffett to win his 2nd DTM title, Mercedes elected to bring the Englishman in on lap twelve in an effort to undercut the leading pair. Rast came in two laps later, but if anything the gap to Paffett extended in the early stages out of the pits; however Paffett did enough to get ahead of Wittmann, once the BMW man came in on lap 18.

It would not last, however, as Witmann on fresher tyres and Paffett taking things relatively easily passed the Mercedes racer to regain 2nd place on lap 25. It mattered little though, the fifteen points for 3rd place was enough to give Paffett the crown by four points.

Out front, Rast – hardly seen on screen for the most part – built a 3.7s gap to claim his sixth consecutive win, but just fell short of retaining his DTM crown; however it was valiant effort by the Audi man.
Wittmann’s 2nd place in the race was enough for him to secure 4th in the championship and while the former-champion will be reasonably happy with that, he knows BMW can come back stronger.

Nico Müller took 4th at the flag and drew quite close to Paffett in the later laps, thanks to a stellar stint in the 1’35s – running between 0.5s and 1.5s per lap quicker than Paffett, but the gap was just too big to bridge.
Robin Frijns secured 5th to end his rookie year as a DTM racer. The Dutchman took the flag ahead of Spengler, who lost time in the pits), Farfus, Eng, Eriksson, while Timo Glock rounded out the top ten.

Mike Rockenfeller ended the day a muted 11th, just ahead of Audi Loïc Duval. Mortara and Spengler stopped on lap 13, with Mortara earning a drive through penalty for an unsafe release, as he was launched right into the path of Spengler, as the BMW ran down the pitlane exit, leaving Mortara 13th at the end.

Di Resta finished a disappointing 14th, having not featured at all through the final Sunday. Dani Juncadella came home 15th, heading the rearguard of Lucas Auer (16th), Jamie Green (17th) and Pascal Wehrlein (18th).
There were no retirements and relatively few incidents on track, beyond the occasional track limits notification.

“Thoughts on The Peter Principle and Ferrari”

Sebastian Vettel’s and Ferrari’s descent from Formula One championship contenders to also-rans since July has been painful to watch. But is this form truly a surprise or the reality of a team and driver combination having reached their Level of Incompetence?

There is a concept known as The Peter Principle, more commonly known today as the Level of Incompetence. Written in 1969 by Raymond Hull from research by Laurence Peter, The Peter Principle relates to employees promoted to roles based on previous successes, until they reach a level at which they are no longer competent.

At this point the employee hits a ceiling of ability, as skills in one position do not necessarily translate to another and their incompetence become apparent. Some bumble along struggling to manage, while others are often moved sideways or to a similar, but less challenging role in another department or organisation, where their limitations better suit their professional qualities.

In the case of Formula One, this applied not only to designers, team managers, engineers, PRs and catering staff, but also to drivers and in this, Ferrari may have a problem.

Admittedly considering the roll they were on come the end of 2017 and the driver line-up in their roster, it is unlikely that one would have received particularly high odds of Lewis Hamilton and Mercedes claiming another brace of titles this year.
They have been the strongest package in the sport for nearly half-a-decade and even within that, it took an almost superhuman effort from Nico Rosberg to wrestle the Driver’s crown from Hamilton two years ago. So overwhelmed was he by the experience, Rosberg retired a few weeks after taking the crown. Beyond that, Hamilton has excelled and has added three titles to the one he earned with McLaren back in 2008.

Yet Ferrari had shown signs of closing in on the silver cars. Last season, Ferrari were clearly getting more from their power unit than in previous years, but their challenge fell apart during the Italy-Singapore-Malaysia-Japan batch of races from September to early-October, when a mixture of mistakes and component failures killed the title run-in. In the end, Lewis cruised to his fourth championship with races to spare and Ferrari were made to lick their wounds and contemplate how they would come back stronger.

Initially they did.

Despite a jaw-dropping “qualifying” mode used during Saturday’s grid-forming session in Melbourne, Vettel took wins in both Australia and Bahrain. A safety car miscalculation in the former and five-place penalty in the latter for Hamilton eased the path to victory for Vettel, but even when one takes these into account, the initial signs were that Ferrari had the race pace.

The pack leader pushed and pulled through the year, with Ferrari enjoying the quicker package during the summer, with the red and silver cars offering up the battle that Formula One had been waiting for, for so long, such was the anticipation of a Hamilton vs Vettel battle. But like 2017, it just fizzled out… so disappointingly.

Without a car, and one may dare say regulations, that play to his strengths, Vettel has far too often driven like a racer wringing 9/10s out of a machine, but then falling into desperation and disarray for that final one-tenth. And when mistakes come – and they have so readily this year – he has been punished in the strongest possible way.

From hitting the rear of Bottas in France, to sliding off the track in the damp while leading in Germany, an ill-advised defence in the Roggia chicane against Hamilton at Monza, to a and a poor qualifying in Japan, followed by another ill-advised and poorly timed overtake, this time on Red Bull’s Max Verstappen. Of the races listed above, Vettel has taken the following results: 5th, retirement, 4th and 6th. Hamilton, meanwhile, has won them all.

Since the British Grand Prix in mid-July, Vettel and Ferrari have only won once – at Spa-Francorchamps, in Belgium – and it was one of Vettel’s few fearless and determined drives of late. Now even that tide has turned and it appears as if the strength of pace once again lies with Mercedes, but the German squad are not making mistakes and Hamilton is crushing the opposition. Even when Ferrari perform well, they now fall some way distant of the lead.

On their behalf, Ferrari must share the blame for what appeared to be a confused and headless qualifying strategy at Suzuka, coming only two Grand Prix after they incorrectly positioned their drivers during qualifying at Monza, which resulted in the other Ferrari driver Kimi Raikkonen taking pole position. Ferrari too have struggled to find a way to properly use Raikkonen during Grand Prix, often resulting in a poor result for the Finn and a half-baked strategy for Vettel.

So has the combination of Vettel and Ferrari reached its level of incompetence? Is their erratic form a sign of The Peter Principle at work? Possibly. During his Red Bull years, Vettel did face pressure from speedy opponents – particularly in 2010 and 2012, but in hindsight maybe it wasn’t quite as intense as the pressure applied by the Hamilton/Mercedes combination.
With opponents ramping up the competition to a level he has never quite experienced, it is not inconceivable that Vettel and Ferrari will just fall short, no matter what they attempt and that the only way to change the result may be to change the building blocks that make the team.

There has been some conversation from the Formula One media that the hiring of Charles Leclerc for 2019 onward has less to do with Raikkonen’s performance and more to do with the Scuderia losing faith in Vettel. If that is the case, then it could soon signal the end for the German racer who so effortlessly secured four titles with Red Bull Racing at the beginning of this decade. But that seems so long ago now.

True champions – the ones so often recalled by fans – rarely make so many mistakes so readily and when history looks back at this period of Formula One, it will be curious to see how Vettel is judged in the reckoning.

There is little doubt that Sebastian Vettel is a an excellent driver with immense speed and intelligence, while Ferrari a high achieving team with the loftiest of goals. But against the Mercedes juggernaut, both have been found wanting and come Abu Dhabi, it seems certain that the combination of Lewis Hamilton and Mercedes will have pummelled them – again.

“FIA F3: Schumacher wins again as title rival crashes out”

Mick Schumacher took his 5th consecutive FIA F3 race win this morning in dominant fashion, despite repeated safety car interventions.

Schumacher led an all-Prema Powerteam podium, with Marcus Armstrong and Robert Shwartzman taking 2nd and 3rd positions.

Despite overnight rain casting a damp (but drying) patch around his grid box, the German teen led from start, swatting Armstrong’s initial temptation for the lead, offering Shwartzman a shot at 2nd place.

Their brief fight for an early lead was halted Keyvan Soori Andres clattered into the rear of Sebastian Fernandez, ending both their days. Stranded, a safety car was required to clear the circuit.

Following the restart on lap five, Schumacher cleared away from Armstrong, setting four fastest laps in a row in the process and eventually extended his lead to 1.8s when the safety car was called for a second time.

This time the incident involved Artem Petrov and Alex Palou, with Petrov colliding with  Palou in an attempt to take the Spaniard around the outside of turn three right-hander.

The race would restart for a final time on lap 21 with Schumacher continuing to lead from Armstrong and Shwartzman, only to be neutralised again a lap later when Sacha Fenestraz (returning to the track following a turn two off) went side-by-side with title protagonist Dan Ticktum and Carlin’s Jehan Daruvala.

Creating a carbon sandwich on the long run to turn three, Ticktum touched the right rear of Fenestraz, sending both into a spin, while Daruvala spun on his own attempting to avoid the melee, only to collect an styrofoam advertising board before touching the barrier.

The race would continue under the safety car, with Schumacher tamely rolling his Mercedes-powered machine to the flag, extending his lead over Ticktum to a mighty 43 points, with only 100 still on the table.

With each restart, Schumacher truly looked under pressure and the German calmly and serenely went about its business.

Armstrong drove a strong race to claim his first podium since Misano Race 1. It is a result that allows the Kiwi to close to with 18 points of Ticktum at a track where Prema are showing some astonishing strength.

It was no easy feat however. Armstrong was forced to defend hard from Shwartzman during the race, particularly following the lap 19 restart, when the Russian attempted a move around the outside of his Prema stablemate, but it was not to be.

Jüri Vips secured 4th place, despite falling to 5th at the start. Overtaken by Jonathan Aberdein, Vips surprised his Motopark teammate on the first restart to steal 4th place back. Thereafter Aberdein challenged Vips for the position again, only to fall behind as he faced a late threat from Ralf Aron.

Having followed Fenestraz for much of the race, Aron capitalised when Fenestraz ran wide at turn two from the final restart. Thereafter, the Estonian made quick work of Aberdein to secure 5th place, with the latter settling for 6th.

The late Fenestraz/Ticktum/Daruvala debacle promoted Fabio Scherer to 7th, while Ferdinand Habsburg took 8th at his home race. Guanyu Zhou made a seemingly rarer visit to the top ten by ending the day 9th, while Sophia Flörsch finally scored a point for van Amersfoort, following her series debut at Zandvoort in a July.

Schumacher has another pole position for race 3 later today and on current form of seven wins in eight races, it is looking increasingly unlikely that the Schumacher train will be stopped.

“FIA F3: Schumacher wins again to take points lead”

Mick Schumacher’s rich vein of form continued at a wet Red Bull Ring this morning when the German soared to a fourth FIA European F3 win in a row.

The Prema racer finished ahead of teammate Robert Shwartzman and Hitech’s Alex Palou.

Schumacher led from the start, but had to defend hard on the opening pair of laps to keep Shwartzman at bay, with the latter switching focus to defend from Ferdinand Habsburg.

Amidst the thick spray, the gap between the leading pair draw out to just over a second by lap four, until Shwartzman clawed four-tenths back thanks to three successful purple laps.

Showing supreme confidence, Schumacher once again built the gap to Shwartzman and then began to extend it to approximately two seconds, defeating his teammate’s charge in the process.

There was still plenty of pace in Shwartzman with the Russian registering a brace of fastest laps in the final two tours, but the leader at this stage was content to bring things home.

It proved a far more eventful race for Palou. Starting 13th, the Spaniard navigated his way around the melee caused by the slow starting Dan Ticktum and Jehan Daruvala to rise to 7th on the opening lap.

From there, Palou swept by Jonathan Aberdein (lap 2), Jüri Vips (lap 3), Habsburg (lap 5) before assuming a very hard fought place from Marcus Armstrong on lap 9. It was a position he would not surrender.

Armstrong had a late battle with Habsburg to hold 4th. Having deemed to have passed Armstrong for 3rd illegally on lap 2, Habsburg allowed the Kiwi to retake his position on lap 4, only to also allow Palou and Vips through in the process.

Now 6th, Habsburg repassed Vips one tour later and set about chasing the Armstrong/Palou battle, registering a blistering pace in the process. Once Palou had moved to the podium spot, Palou closed in on Armstrong and took 4th on lap 12. But having taken too much from his wet Hankook’s, Habsburg faded in the later laps, allowing Armstrong to catch and retake 4th position three laps from the end, with Habsburg settling for 5th.

Vips secured 6th after a tussle with Aberdein. The Estonian fell under pressure from Aberdein immediately after losing 5th to Habsburg and Aberdein wasted little time doing the same again to Vips. Despite initially pulling away from Vips, Aberdein fell back toward the Motopark racer, with Vips snatching the position back from the South African on the last lap.

Former championship leader Ticktum’s poor start dropped him from 6th to 10th by turn one and there was slow progress from there. The Briton spent several attacking Daruvala for 9th, before Daruvala made a brief escape by passing Fabio Scherer on lap nine.

Ticktum followed through two laps later and quickly restarted his attack on Daruvala, finally grabbing place with an audacious move on lap 16 to snatch 8th. Once taken, Daruvala fell under pressure from a resurgent Scherer, but was unable to hold off the Motopark man with Scherer assuming 9th on lap 17, relegating Daruvala to 10th place the final point.

The result was more than enough to gift Schumacher an 18-point lead over Ticktum with five races to go; however following race one, Schumacher claimed a further two poles for races two and three. While Schumacher cannot win the title this weekend – it will be decided at Hockenheim – he can certainly do a great deal of damage to Ticktum’s chances tomorrow.

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