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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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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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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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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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Mackenzie denies Ecclestone’s claim that CVC has to sell F1 stake

CVC boss Donald Mackenzie has denied Bernie Ecclestone’s regular assertion that F1’s major stakeholder is obliged to sell its stake soon.

Ecclestone said recently that something could happen before the end of this year, with US firm RSE Ventures the entity most closely linked with the sale, in a partnership with Chinese investors.

“No, we’re not obliged to sell,” Mackenzie told this blog. “It’s unlikely that we’ll be here forever, but we’re definitely not obliged to sell. Bernie often says things he doesn’t mean…”

Meanwhile Mackenzie said that the spectacular US GP demonstrated that the sport can still put on a great show when the circumstances are right. Inevitably the recent dominance of Mercedes has put F1 in a negative light in the eyes of many observers, but the US GP did much to redress the balance.

“It was brilliant, wasn’t it? It often happens when it rains. I was pleased for Lewis, and also for the fans. I came from England, I was worried about coming all this way and it not happening! So it was great that it came off, and it was a brilliant race.

“And it also shows you that with the right ingredients, F1 is still fantastic. Close racing. You saw that the Red Bulls with less power and more grip were right up the front, until the slicks came on.”

Mackenzie is also a keen supporter of Ecclestone’s push for a budget twin-turbo V6, which was formally announced this week.

“I know Bernie would like an alternative to the big two. The current situation isn’t that healthy. If we can go to a good alternative engine at the right price, we’ll be very pleased.”

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Lewis Hamilton: ““For any driver I think it’s the pinnacle…”

Lewis Hamilton says the closing laps of the US GP were a “defining moment” as he headed towards his third World Championship.

Hamilton was behind team mate Nico Rosberg at a safety car restart with 10 laps to go, and knew that if he could get past, he would win the title today. In the end Rosberg made the job easy by running wide and leaving the door open.

The race had started with some controversy as Lewis leaned on his team mate and pushed him wide at Turn One.

The last 10 –15 laps were the tough ones,” he said. “What an extraordinary race. I just started out well, very, very close obviously with Nico at the beginning and that wasn’t intentional, we both broke very deep into it, and I understood he was on the outside and in the wet that’s where the grip is, so he was turning and I wasn’t turning so we touched.

After that just fighting for position, trying to stay ahead. Emotions were just up and down through the race because at one point I was in the lead but I knew I didn’t have it in the car. I was struggling and sliding all over the place and then I fell to fourth and the track was drying and just the most… the trickiest conditions for us.

And then, as I said, the last 10 laps really… I was behind the Safety Car and thinking, ‘OK, I’ve got 10 laps, the World Championship is right there – how am I going to get it?’. And then I was just head down, everything that I’ve got from all these years. Everything that I’ve built up, everything that I’ve learnt comes into this. This is the defining moment really.

Of course I could have gone on to other races but for me, I’m kind of like ‘now!’ It’s so close that I could smell it.”

Lewis made it clear that his third title means a lot to him.

For any driver I think it’s the pinnacle. There’s no further you can go. Your ultimate goal is to win in everything you compete in. It’s to perform at your best and hopefully better than everyone else, so when you do win a world championship it signifies at that particular time your greatness and the people around you. The whole unit. The teamwork. The greatness of that partnership as well.

“I remember when I got my first one. I was just grateful for the first one. I told Ron [Dennis] when I was 10 that I wanted to be world champion in his car and it’s kinda crazy to think that ten years after he signed me I was.”

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Magnussen “deserves to have a Formula 1 career,” says Dennis

McLaren has somewhat belatedly officially confirmed that Kevin Magnussen has been dropped for 2016 via a statement from Ron Dennis.

The Dane’s option with the team came up on September 30 but following the confirmation of Jenson Button, Fernando Alonso insisting that he is not going anywhere else, and Stoffel Vandoorne winning the GP2 title, it was clear that there was no room for him next year. He was told by email on October 5th, his birthday.

Even without Vandoorne’s emergence as the man most likely to replace ALO or BUT Magnussen was always adamant that he would not spend another year as a reserve driver. However, he could yet be on the 2016 grid as he remains in contention for a Lotus/Renault drive.

Speaking on Twitter today he said: “Shame it didn’t work out but I’ll never give up on the dream.”

In confirming Magnussen’s departure, Dennis said: “Kevin has always done a very impressive and professional job for McLaren in the five years since he joined our Young Driver Programme in 2010.

In 2014 he raced very well alongside Jenson, who is a hugely experienced and very quick World Champion. Kevin’s Grand Prix debut in Melbourne last year was rewarded with a podium that day that he, and we, can be justifiably proud of.

Kevin has continued to work hard for us in 2015, supporting Fernando and Jenson, although he was understandably frustrated not to be racing. He is extremely keen to return to racing next year, and, in keeping with our tradition with our young drivers, we will not stand in the way of his ability to fulfil his ambition and potential.

He is a very talented racing driver, and he deserves to have a Formula 1 career, as Jenson has publicly said.

Evidently, we have no space for him at McLaren-Honda as a race driver next year, but there is no shame in being edged out by two World Champions, Fernando and Jenson. We wish Kevin well, and will do all we can to help him successfully embark on the next chapter of his racing career.”

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Upgraded Mercedes engine too risky for customers, says Wolff

Toto Wolff has defended the decision by Mercedes not to make its development engine available to its three customer teams.

Wolff says that it was too risky to build sufficient new engines to supply all its customers, as it is committed to treating all them equally, and would thus have to provide them with two new units apiece.

Mercedes has always maintained that the engine, first used by the works team in Monza, does not represent a major performance gain, and thus it should not be perceived as an attempt to gain an extra advantage over Williams and the other customers.

“You’ve seen what happened to us in Singapore and Monza and all the other races,” Wolff told this writer. “The decision we took is to do an R&D exercise in order to learn more for next year, and you can’t do this kind of exercise with a customer team, because the risk of DNF’ing is there.

“If you go into a development direction you can’t make eight engines, because it could be the case that it’s the wrong direction we went. It’s as simple as it is. I can assure that there isn’t any miracle in that engine, [it isn’t] a wonder engine. We are well ahead of Williams, but we were well ahead of Williams before.”

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