Category Archives: F1

US GP under threat as Texas cuts state subsidy by $5.5m

The future of the US GP has been thrown into doubt by the news that the Texas state government has dramatically reduced the subsidy it pays to to the Circuit of the Americas, and which in effect covers a large chunk of F1’s sanction fee.

Originally the state had made a $250m commitment over 10 years, and the race received $25m per year in 2012, 2013, and 2014, but this has been cut to $19.5m for this year. The circuit was made aware of this number before the race weekend, although the news has only just emerged.

It comes on top of the losses caused by the bad weather at this year’s event, which led to reduced sales of concessions and also had an impact on the event’s viability.

“To use a technical term, I think we’re screwed,” circuit chairman Bobby Epstein told the American-Statesman. “It hit us cold. No one could foresee this coming. But the big question now is, ‘Is the race coming back?’”

Meanwhile Bernie Ecclestone told the paper: “If it’s changed, it’s going to be difficult to continue the race in Austin.”

The whole COTA project was built around the idea that the race qualified for a subsidy that is paid to major events to reflect the income that they generate for the cities that host them. This is in effect based on how much tax revenue out-of-state visitors generate during their stay.

The Texas Major Events Trust Fund payment for the Grand Prix was approved by previous state governor Rick Perry and administered by the office of Comptroller Susan Combs, who worked closely with event founder Tavo Hellmund and Ecclestone when COTA was still in the planning stages.

However, on September 1 responsibility was transferred to the office of current Governor Greg Abbott, who took over from Perry in January this year. Following an audit by Texas State Auditor John Keel Abbott’s staff have used a different formula and concluded that the event is worth around 20% less to the state than previous figures suggested.

In his report Keel noted: “Although the Comptroller’s Office prepares post-event studies after a major event, those studies cannot accurately determine whether the estimated incremental tax receipt increases were actually collected.

“Specifically, those studies state that determining the measurable change in tax receipts due to a major event is difficult due to the size and population of the state. In addition, taxes are remitted to the State based on receipts from 30-day to 90-day periods, which makes it difficult to isolate the economic effect of a particular major event.”

He also made it clear that in the past some tax types had incorrectly been included in the calculations: “The Comptroller’s Office inappropriately implemented that methodology by including certain information in its calculations that is not permissible. Specifically, when the Comptroller’s Office used economic modeling software to estimate the incremental tax receipt increases associated with major events, its estimates included tax impacts for tax types that statute does not permit to be considered.

“Based on output from a demonstration that the Comptroller’s Office’s staff performed using the estimated direct spending amounts for an actual major event, auditors determined that 22 percent of the total funding that would have been approved for that major event was caused by the inclusion of tax types that were not permissible.”

Keel’s report can be found here: http://www.sao.state.tx.us/reports/report.aspx?reportnumber=16-001

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Alex Wurz calls time on racing career

Alex Wurz has announced his retirement from racing, and the Austrian says that the upcoming Bahrain 6 Hours will be his last event.

Wurz started 69 Grands Prix with Benetton, McLaren and Williams between 1997 and 2007, earning three third places and setting two fastest laps. Latterly he has focussed on sportscars as a mainstay of the Toyota WEC team.

He remains a busy man outside the cockpit, working with the FIA, GPDA, Williams and Austrian TV in addition to other interests.

After 12 years as a race and third driver in F1, I was lucky to indulge a passion for Le Mans Prototype racing for a further eight seasons,” he said in a statement. “That means I’ve enjoyed half of my lifetime competing at the top of motor sport and another quarter of it working my way up there, so I feel the time is right to call it a day and bring my career as a professional racing driver to a close.

I’ve a lot to be grateful for and a lot I’m proud of. My two Le Mans wins will always be the most special and unforgettable, along with the Silverstone podium in my third Formula 1 race. In F1, I feel hugely privileged to have driven for top F1 teams like Benetton, McLaren and Williams, and added a bit of silverware to their trophy cabinets. I loved the testing and development work, collaborating with the engineers to find ever more performance.”

LMP1 brought some epic battles and crushing retirements. Nothing beats the Le Mans podiums, but the Sebring 12 Hours, Petit Le Mans and securing Toyota’s first WEC victory were pretty special too. Endurance racing, especially Le Mans, has to be one of the harshest sports. I’ve led most of the Le Mans 24h races I have raced in.

But it was our 15 hour lead in last year’s race that ended with retirement that had to be the hardest. I’d put so much effort into 2014 and into the race preparation that I found it very difficult to move on after the DNF. In previous years, such a defeat made me come back stronger, ready to launch into the fight again, but not that time. This was the moment I knew that my time at the sharp end was coming to a natural end. The WEC Bahrain 6 Hours will mark this end.

He added: “My future will still evolve around racing, it’s in my blood after all. Anyone who knows me, knows that I always have lots of projects on the go which includes growing my road safety and race track design business. You will still see me around, just without the overalls.”

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Clock is ticking as Red Bull engine search continues

Red Bull continues to search for an engine deal for 2016 as the weeks tick away to the start of next season.

The team has had talks with Honda, who agreed with the FIA and Bernie Ecclestone that they have to supply two teams in its second season. However McLaren has a right of veto over any choice of team.

At the moment we are right on the limit to be at the first test,” said team boss Christian Horner. “The team in Milton Keynes have demonstrated their ability to work to massively tight deadlines and I am sure we will be able to meet whatever targets we need to as long as we come to a decision in the next couple of weeks.

We are working hard to find a solution and behind the scenes there is an awful lot going on to try to achieve that – certain obstacles are being placed in our way, when the time is right we will sit down with all you guys to say what we are doing.

We have a great team, we have worked really hard to build this team and I am determined that we will be here next year but we need to have a strong and bright future as well. This team is too strong to go: that has worked against us because the team is so strong.”

It looks increasingly likely that Red Bull’s only option could be to stick with Renault, possibly doing a deal to use the engine without branding. However Horner is still talking to Honda.

Honda are very keen, but unfortunately they have a contractual status that is between them and McLaren, it is nothing to do with us. It is for them to decide among themselves what they want to do.

I haven’t spoken to anybody from McLaren other than Ron Dennis who is the one guy who has the right of say there. And his views were quite clear.”

He said Red Bull would not be involved in any legal challenge from the FIA or FOM regarding McLaren’s veto.

We will not get involved. Bernie and Jean Todt have made their positions clear regarding the situation, we rely on them to deal with that. That is a discussion between those two parties.”

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Wolff on Hamilton: “Do I want to have a robot in the car?”

Mercedes boss Toto Wolff has downplayed Lewis Hamilton’s discussion with the pit wall when he was asked to make an extra pit stop in the Mexican GP.

Both leader Nico Rosberg and Hamilton were told to come in after a suitable window to third place Dany Kvyat allowed them to make a free stop and not lose position. The tyre change was essentially a precautionary one after the team inspected the option tyres that came off the cars at the first stop.

One of Hamilton’s showed excessive wear – actually 10% higher than had been predicted – and that prompted concerns about the life of the primes that the drivers had expected to run to the end.

Hamilton actually opted not to come in at the first time of asking, and he ended up losing time to Rosberg, who had two laps on fresh rubber with which to extend his lead.

“It’s emotions and a race driver in a car,” Wolff told this writer. “He needs to question and needs to ask, it’s perfectly reasonable. We have the overview out there. We were down to the canvas on the option tyre [from the first stint], we had the gap, and this is why we decided to do it.”

Hamilton’s questions to his engineer showed that he clearly didn’t understand why the team wanted him to pit.

That’s why it’s perfectly reasonable to have the discussion. Do I want to have a robot in the car? No. I want to have the best racing driver. The best racing driver is how he is. He questions things, and we saw that with Vettel. It’s absolutely no problem, as long as the team keeps the overview. No issue at all for me.”

“That’s why it’s perfectly reasonable to have the discussion. Do I want to have a robot in the car? No. I want the best racing driver. That’s how it is. He questions things, and we saw that with Vettel. It’s no problem as long as the team keeps the overview. No issue at all for me.”

Meanwhile Paddy Lowe admitted that Hamilton was at fault in not coming in when asked.

“Technically it’s incorrect not to come in when we said,” he said. “Just looking at it from his point of view he clearly just completely didn’t understand why we were doing it. When a guy is driving around at 350kph you can’t really give them a full technical explanation that takes a couple of minutes.”

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Hamilton upbeat about passing pole man Rosberg at start

Lewis Hamilton believes that he has a good chance of dragging past pole man Nico Rosberg after the start of the Mexican GP.

The unusually long run down to the first corner opens up the possibility of the car behind slipstreaming past.

“Co-incidentally I imagine it’s better just to be behind,” he said. “Coming into the weekend I thought about if I was on pole it would be very difficult to hold off the guy behind, because it’s a long, long way to slipstream someone.

“But if you look at Russia and he was just able to hold off into Turn One. I’ve got to think of a different approach for tomorrow. But I’m super wary of all the things that could happen and can happen, and I think about all the different scenarios, would I be behind him into Turn One, or would I be behind, or I’m on the outside, or whatever it is. I’ve got to look at all those and see if I’ve got them covered.”

Meanwhile Hamilton believes that the Mexico City track won’t necessarily lend itself to overtaking, except on the main straight when DRS and slipstreaming could play a role. Elsewhere on the track the biggest problem is being able to follow the car ahead

“I would be guessing, I don’t know whether it’s going to be an overtaking track,” he said when asked by this writer. Through that midfield section I don’t think you’re going to be able to follow, as little downforce as there is, and we’re sliding around like crazy as it is. But you might see more mistakes, which will enable us to, who knows?

“I think you’ll see most overtakings down to Turn One, and then after Turn One, then Turn Four probably.”

Hamilton doesn’t expect Turn 13 – the hard left in the stadium – to be a good passing place: “I don’t think you can follow out of Turn 10, it’s unlikely unless the guy’s made a mistake to be able to follow up to Turn 12. And then it’s unlikely that a guy’s going to leave the door open at Turn 13.”

Hamilton says that the general lack of grip makes life difficult for everyone.

“The car feels the same, it just feels like you have low downforce. It’s like Monza, but less. You’re just sliding around. That’s really all I can say. It still feels like an F1 car, it’s just the grip is not spectacular.

“Already when we are sliding around, so as soon as we get into turbulent air it’s going to be double that, that’s what’s making me think there isn’t going to be great racing, apart from down the straight, because you can tow someone from miles behind probably.

“But otherwise you are going to be sliding around through that middle Ess section. The guy in front, who may have clear air, is going to pull away from you. If we have more grip from the tyres this weekend, not downforce just more grip, we would then perhaps be able to still follow.”

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Bob Bell quits Manor F1 team

Manor technical consultant Bob Bell has joined the exodus from the team by resigning.

Yesterday it emerged that team principal John Booth and sporting director Graeme Lowdon had tendered their resignations, although they will stay on until the end of the season.

Bell’s arrival was announced by the team on June 1. He did not have a hands-on involvement with the car, but he was overseeing a restructure of the team, and he played a key role in putting together the engine deal with former employer Mercedes, and in securing a gearbox supply from Williams.

“He’s been really active in some of these negotiations,” Booth told this writer recently. “Of course he has close contacts at the highest level with all these people. It’s more commercially where he’s been involved. His knowledge is very valuable.”

Bell worked at Enstone for many years, even briefly holding the title of acting team principal, and his name has been linked with a return to the Lotus/Renault organisation.

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Ladies and gentlemen… It’s Esteban Gutierrez!

The worst kept secret in F1 is no more after Esteban Gutierrez was formally announced as the second Haas driver for 2016 in Mexico tonight.

Gutierrez, whose Ferrari links helped him to secure the drive, joins the previously announced Romain Grosjean.

I got to know Esteban through our relationship with Ferrari, and after looking at the success he’s had to earn his role there,” said Gene Haas. “It became clear he was an excellent choice for our race team/ He’s young and hungry, but not inexperienced. His two years running a full F1 schedule has given him some very good race experience, and having spent this season at Ferrari as their third driver allowed him to see first hand the methodology that makes Ferrari such a power in Formula One.

We’re very happy to have Esteban as a part of our race team. Between him and Romain, we have a strong driver line-up that will help us develop our car and, ultimately, score some points in our inaugural season.”

This is an excellent opportunity that builds on my time with Ferrari and I will make the most of it,” said Gutiérrez. “Gene Haas believes in me and I believe in how he’s going about competing in Formula One. To have a race seat in a competitive car with Ferrari power is very special, and I appreciate the faith he has in me. I trust we’ll be able to achieve great things together.”

 All along we said we were looking for experienced drivers, and we have that with Romain and Esteban,” said Guenther Steiner. “Romain has more starts, but Esteban has a deep knowledge of Ferrari and how they do things. He’s learned from the best in his role as their third driver, which means he knows how they’ve developed their current cars. He’s been a big part of that and he’ll be a big part in the development of our cars at Haas F1 Team.”

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Booth and Lowdon set to leave Manor F1 team

It’s understood that both John Booth and Graeme Lowdon have resigned from the Manor F1 team.

There has been no confirmation from the team, and both men are still working in Mexico this weekend and will stay until the end of the season.

It’s believed that the pair have lost faith in the ability of current owner Stephen Fitzpatrick and his business partner Abdulla Boulsien to keep the team alive long term.

While the team has created a potentially attractive package by signing contracts with Mercedes and Williams (for gearboxes and other technology) the financial future remains uncertain.

Aside from the $50m of ‘Bernie money’ there has been very little investment from Fitzpatrick this year. Meanwhile the owners have turned down offers from at least two new investors – sources suggest figures of $50m and $40m respectively – presumably on the basis that they can hold out for more.

Given that most of the staff have long links with Manor and have stayed loyal to the current management it remains to be seen how many will opt to stay on.

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Nico Rosberg: Wind caused mistake in US GP

Nico Rosberg says that Mercedes has determined that a strong gust of wind triggered his off track incident in the closing stages of the US GP.

Rosberg lost the lead and this any chance of keeping the title battle open until Mexico.

“It was gust of wind, a big one,” he said. “I’m serious! But everybody has it, and so you can’t really use it as an excuse, It’s still a mistake, but I understand my mistake now, and that’s important, for me to understand it. It was a very unusual scenario which happened only once in all those laps. I understand the mistake and that helps me a lot moving forward. I lost a lot of rear downforce as a result.”

Asked if he hoped the team might not focus on getting him second place he said: “I don’t think it’s going to be such a clear change, it’s still going to be fighting for the win out there, OK, the constructors’ is done, the drivers’ is done. I want to win, I’m sure Lewis wants to win, Vettel wants to win, so I think it’s going to be a battle pretty much as usual, I don’t think it’s going to change much.”

Meanwhile the German didn’t want to talk about how he would adjust his approach after the first corner incident with Lewis Hamilton, or the team’s plan to get the two of them together.

“Sorry I’m not going to go into details about what my approach is going to be or if I’m going to think about my approach or not. It’s not the place to do that.

“The discussion still remains to take place, it’s not happened yet. I don’t want to say every single detail, so let’s see.”

Asked I he needed to get the gloves off he repeated: “Sorry I’m not going into those details. I’ll leave it up to you to make your opinion.”

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Bumpy track triggered Williams failures in Austin

Williams believes it can find a solution to the unexpected suspension problem that caused both Valtteri Bottas and Felipe Massa in Austin.

Bottas suffered a failure of the centrally-located rear inertia damper, or i-Damper, in Sunday morning qualifying, and in the race both drivers suffered repeats. The problem only emerged on race day as the drivers did more laps, and at higher speeds.

“There’s a really, really severe bump in Turn 11,” Rob Smedley told this writer. “Which is caused by the track subsiding over the last two years. As the car went over there the i-Damper saw a very high impact load, and basically locked up. It was massively severe, double the severity of anything else we see.

“Once we had Valtteri’s go again in the race, we spoke to the drivers about whether or not you could stay to the left or the right, but it was across the whole track. There was nowhere to go, so either you had to stop the car at that point or wait for it to fail on Massa’s car, which it did.”

Although the Austin bump was an extreme case the team is not taking any chances, especially given that Mexico is a new track.

“First of all you have to understand the problem, we’ve done that, we know exactly what the problem was, and we’ve got a series of measures in place. We’ll be running through those tomorrow in free practice, and seeing what is necessary and what is not around here.

“We’ve had a look at the design itself. Whatever is necessary from a reliability point of view, and whatever isn’t we won’t, because we don’t want to give away performance unnecessarily. There are a few ways to approach the problem to find a solution.”

In effect Williams has a beefed-up component that is potentially more reliable, but could cost lap time: “Something like that, and also in the actual settings of the car. It’s perhaps the way the suspension settings themselves and the way we run, the heave stiffness and the normal viscous damping levels that we run.”

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