Races Watched (2019 Week 16): WEC COTA 2017

Week 16:  15-21 April 2019

A very quiet weekend in the racing world. The only active series were those I don’t follow closely, but that’s probably my fault for not following British GT as closely I should.

In the UK it was Easter Bank Holiday weekend with Good Friday and Easter Monday off work. The sun was out so I didn’t spend a lot of time indoors watching racing and I opted out of going to Oulton Park’s British GT due to other goings on.

It was a good opportunity to continue my endurance racing catch up which I did on Sunday evening. There’s little point blogging it for an audience because frankly none of you care about a race that happened 18 months ago but I did it anyway because I like the practice of writing weekly.

2017 FIA WEC – R6 – 6 Hours of Circuit of the Americas
Circuit of the Americas, Austin, Texas, USA
Took place 16th September 2017
Watched 21st April 2019

Qualifying:
LMP1:  Porsche, Porsche, Toyota, Toyota;
LMP2:  Signatech, Rebellion, Jackie Chan DC, Rebellion;
GTE Pro:  AF Corse, Ford Ganassi, Aston Martin, AF Corse;
GTE Am:  Aston Martin, Spirit of Race, Clearwater, Dempsey-Proton;

Just four cars in LMP1 for the last few races of the 2017 season and Porsche’s 919 was clearly faster than Toyota’s TS050, just as it was in Mexico. Yet the Toyotas had better low speed boost, the traction off the corner visibly better and they got past the no.2 Porsche in the early laps. Toyota then ran 1-2 by not taking tyres at the first pitstops when the Porsches did. That made a race of it for the next hour! They’d play strategy all race.

LMP2 teams were single-stinting drivers due to the high heat. Really close racing in the class. Signatech Alpine were the class of the field, though in the middle Alex Brundle’s Jackie Chan DC Racing car pulled a big lead for a while. This class was the one most affected by tyre regulations (just 4 sets for a 6 hour race) on a high degradation track, so the order changed a lot based on who was single-stinting and double-stinting tyres.

GTE Pro again had really good close, clean racing this time between the Aston of Nicki Thiim and the two AF Corse Ferraris in the first hour. Thiim had got the lead through the melee of turn one lap one when all the cars spread out wide. In the 2nd hour the Ferraris got clear. Despite qualifying last, the Porsche GTs had great race pace and caught the Ferraris.

GTE Am’s pole-sitting Aston Martin had Paul Dalla Lana driving first so we found him fall behind the Pro drivers early and the two Ferraris pull away. It turned around later when Mathias Lauda and Pedro Lamy raced through the pack.

A Safety Car just after halfway after the Gulf Porsche spun twice. That allowed the GT Porsche to catch and overtake the Ferraris for the Pro lead. But with 12 minutes to go the leading no. 51 Ferrari had a slow puncture, the pit stop put Ferrari and Porsche side by side for the lead! The Ferrari would just about come out on top.

And within 10 minutes to go the lead Porsche 919s swapped places, team orders, the No. 1 slowing to allow No. 2 to win. That gives the No.2 car its 4th consecutive win including Le Mans and a handy points lead, while No.1 failed to score back at the double-points Le Mans and so is the sacrificial lamb.

As ever in WEC the field spread out in the last couple of hours but there were stories all the way through. I was expecting to be able to F.Fwd through chunks and get the race done in 5 hours or less, I ended up not skipping any of it.

LMP1

  1. No. 2 Porsche 919 – Hartley, Bernhard, Bamber [4th win of the year];
  2. No. 1 Porsche 919 – Lotterer, Tandy, Jani;
  3. No. 8 Toyota TS050 – Buemi, Nakajima, Sarrazin;

LMP2

  1. No. 36 Signatech Alpine – Lapierre, Menezes, Negrao  [1st win of the year];
  2. No. 13 Rebellion – Piquet Jr, Beche, Heinemeier Hansson;
  3. No. 31 Rebellion – Senna, Prost, Canal  [5th podium of the year];

GTE Pro

  1. No. 51 AF Corse Ferrari – Calado, Pier Guidi  [2nd win of the year];
  2. No. 92 Porsche – Christensen, Estre;
  3. No. 71 AF Corse Ferrari – Rigon, Bird;

GTE Am

  1. No. 98 Aston Martin – Dalla Lana, Lamy, Lauda  [2nd win of the year];
  2. No. 61 Clearwater Ferrari – Sun Mok, Sawa, Griffin;
  3. No. 54 Spirit of Race Ferrari – Castellacci, Flohr, Molina;

The next WEC race was the 6 Hours of Fuji, though the ELMS 4 Hours of Spa is next on my list by calendar date.

Next Week

The weekend of 26th to 28th April, a fairly busy one depending on your interests. My pick of the week is Baku because that race is crazy fun.

  • F1 Azerbaijan GP at Baku (with F2 support);
  • Formula E in Paris;
  • VLN 3 at the Nordschleife;
  • GT Open at Paul Ricard;
  • Blancpain America at VIR;
  • WTCR at Hungaroring;
  • BTCC at Donington Park;
  • WRC in Argentina;
  • NASCAR at Talledega;

I will watch F1 and Formula E. If the weather is terrible Saturday I may stay home and watch VLN. I plan to catch up on BTCC and WTCR at the end of the year as, guess what, I’m two years behind!

Oh and it’s the London Marathon on Sunday morning and that’s often a good watch if you like endurance racing of any type.

Happy New Year!

On To The Next Lap

2017 was quite the remarkable year in motorsport.

In a way, the racing year mirrored current events outside the racing world, in the sense that any number of things happened during the year, any one of which, had it happened 5 or 10 years ago, would’ve been considered incredible, the big story of the year. And yet some of those stories barely made any headway, so much else was going on. Some was good news and some was bad, all of it made for a hell of an interesting season.

Fernando Alonso, not just an active Formula 1 driver but one who is considered among the very best, chose to miss the Monaco GP to race in the Indianapolis 500. And best of all the story came out of nowhere! That it happened at all was amazing, that they kept it a secret was incredible. This was definitely my favourite story of the year. And he took to it so well, leading for a while, running top 10 most of the race and looking likely to get a top 5 finish, before…. his Honda engine blew. You couldn’t make it up and you just had to laugh.

At Le Mans, the LMP1 Hybrid rules pushed the envelope so far that, in a very hot race which tested reliability to the extreme, all five cars suffered problems of some sort. Instead of a 24-hour sprint race, to which we’ve grown accustomed in all four classes, we instead got a more traditional endurance race in the top class: go as fast as you can without breaking down, just get to the end, the winner is the last car standing.

Except one spoiler was thrown in. The lone privateer non-Hybrid LMP1 out early, the new-for-2017 faster LMP2 cars, as fast as LMP1’s of not so long ago, marched into the picture. The second division nearly walked away with the overall win! OK so the on-track LMP1 action wasn’t a thriller, but waiting to see which car would next hit a problem – and whether the car would even get back to the pits or back into the race – and whether or not the delayed P1’s could catch and pass the LMP2s before the clock ran out, made it one of the most nailbiting Le Mans 24 Hours many had seen.

If you wanted 24 Hour Sprint you looked at the GTE field, sadly often overlooked by the TV pictures, until the end when it came down to a last lap pass for the win!

F1 cars were F1 cars again. Until the end of 2016 drivers had to nurse terrible tyres, with an oversize front wing and crazy narrow rear wing, which caused the rear end to snap around without warning and not in the fun ‘power slide’ kind of way. Drivers say it was not fun to drive, I say it was not fun to watch. Instead, we now had cars that could be pushed hard, new lap records, high cornering speeds and commitment that looked like insanity (the few times FOM used camera shots that showed it off well). That’s how F1 should be.

Unfortunately this came at the cost of less overtaking. Thankfully the overtakes that were lost were of the horribly pointless push-button-to-overtake DRS type. In effect we got the F1 of my childhood but without the refuelling. And we had genuine competition between teams at the front, for a while anyway. As such, as a whole I enjoyed the season more than I’ve done since about 2009 and some races were great tense battles. But then like the ’90s, some were just awful events, the leader driving away from the others and the field spreading out. In the modern era people expect a closer contest every week, they don’t want to watch the equivalent of a 0-0 draw and neither do they want to watch 8-0 walkovers.

The underlying problems still exist. Get some fast cars which can pass each other as a consequence of the underlying regulations, not an extra rule allowing a silly flappy wing. And we also could use Ferrari and Renault – and hopefully one day Honda – catching Mercedes.

What really needs to happen next is for everybody in racing to pay attention to IndyCar, who announced for 2018 a massive reduction in aerodynamic devices including winglets, flickups, bargeboards and so on and an increase in downforce generated from underneath the car. The percentage split between mechanical grip and aero grip has been shifted greatly to the mechanical, to the tyres. I’m fascinated by such a bold move. Many have said for years that this is the answer. Now we get to see if they were right!

F1 has been scared of under-car downforce since the “ground effect era” of the early ’80s, but with modern computer processing and analysis there really is no reason to be. IndyCar 2018 could represent the future of open-wheel single seater design.

That’s not to say the racing in IndyCar was bad with the old rules, the last year of the ‘aero kit’ experiment. I thought it was a fantastic season. Josef Newgarden didn’t wait to announce his arrival at Team Penske, he just got on with it. And it wasn’t an easy walkover, all 3 team-mates as well as others in the field made him work for it. It felt a real privilege to see it.

And if you haven’t seen both the 2017 Indy 500 and the 2017 Pocono IndyCar 500, you absolutely need to. The best car races of the year.

Formula E continued its march forward. I still think it has limited shelf life, maybe about 5 years especially with manufacturers getting involved, so the budgets are about to sky-rocket and it’ll spend itself out of existence. We see it time and again elsewhere: factories come in, spend a fortune, lose, leave. Meantime it is a good, fun series. Taking racing to the cities and proving electric cars are race-able. And the racing is generally very good.

FE too has structural problems, very rarely do you see full stands at FE events, it is as if they are more interested in the VIP tent and tech-style “influencers” than in having actual paying fans. ‘Taking racing to the people’ only works if there are people there. They are going to have be considerably less insular going forward, particular with rival electric series on the horizon.

On the track, FE provided some of the worst – and best – controversy. Not least of which was Buemi nearly being robbed of his points lead when he had to race his Toyota elsewhere, though he’d done enough to win the title if he finished well in Montreal. He didn’t and blamed others for it. Cue meltdown. In many ways it was fitting to see Lucas di Grassi take the title, the man who first tested an FE car and who is such a passionate ambassador for it.

Over on two wheels, has MotoGP has had one of the best seasons ever? It seemed nearly every race was a nailbiter. Phillip Island I think takes the award for Best Race Anywhere (That I Watched) in 2017 and there were several almost as good through all 3 classes, all year long. Marquez we knew about as the favourite, but who really expected Dovizioso on a Ducati to be the one to take it to him? Good rider but not a title contender, was the thinking until now. Well, he proved that wrong! And I do love it when people perform above expectations.

On dirt, the WRC brought back scary-fast cars. Probably too fast. But fun. I must admit I haven’t paid it much attention, it is still difficult to find. I miss the nightly recaps or 1-hour weekend recaps on a Monday night on terrestrial TV. If those are still around I need to find out where they are.

I was watching BTCC again but I was disappointed in the contact. Yes it is very hard to race closely without contact and some is unavoidable, unfortunately some took it too far, as they always do in BTCC. Sorry, not good enough. There’s a reason why some people refer to the championship as ‘bumper cars’.

My plans for 2018?

I’ll keep following F1 but this will likely be my last year watching live, it goes exclusively to subscription TV in 2019, which I cannot afford. I await with interest to see what FOM plans for their ‘over-the-top’ direct package.

IndyCar as I say above will be something to watch with the new aero package. I hope it works. For me this’ll be one of the long-running stories of the year to follow.

Formula E is definitely worth watching.

WEC switches to a winter/summer schedule via a 14-month ‘Super Season’. With the loss of manufacturers there is a push to bring in more privateer LMP1 cars which appears to have been successful. BMW joins the GT ranks, too.

Make sure you watch the Bathurst 12 Hour in February, an annual highlight.

And IMSA will likely have the best prototype sports car racing on the planet this year. Action Express and Taylor Cadillacs and ESM Nissans are being joined by Team Joest (yes, them, who used to run the LMP1 Audis) taking over the Mazda project, and also Team Penske (yes, them) entering with the Acura/Honda prototypes complete with Montoya and Castroneves. Throw in quick LMP2 cars and it’ll be a great season.

Oh and to the last point, also throw in Fernando Alonso at the Daytona 24 Hours. It might not be as big a story as when he raced Indy, but it’s still kind of a big deal.

 

IndyCar Recap: September 2017 – Watkins Glen & Sonoma

The finale!

2017 Verizon IndyCar Series

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The final two races of 2017 were held on a pair of road courses. The great Watkins Glen in upstate New York started the month, with the double points season finale at the undulating Sonoma circuit in California two weeks later.

Going into Watkins Glen, Josef Newgarden held an advantage after 3 wins in the last 4 races, but with double points on offer the title race was wide open.

Continue reading “IndyCar Recap: September 2017 – Watkins Glen & Sonoma”

IndyCar Recap: August 2017 – Pocono & Gateway

August’s Oval Double

2017 Verizon IndyCar Series

2015_Verizon_IndyCar_Series_logo

After a couple of weeks off we saw three races in three weeks, though the third was in September so will follow next time.

The last two weekends in August saw very different oval races:  the long, incredibly fast, wide open three-turn Pocono Raceway was followed by the short, tight, technical Gateway Motorsports Park.

Continue reading “IndyCar Recap: August 2017 – Pocono & Gateway”

IndyCar Recap: July 2017 – Iowa, Toronto, Mid-Ohio

3 races in July

2017 Verizon IndyCar Series

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July features three rounds, by the end of the month we’ll have 13 of 17 races done.

First is the short oval at Iowa, followed a week later by the streets of Toronto, then a week off before the road course at Mid-Ohio.

Continue reading “IndyCar Recap: July 2017 – Iowa, Toronto, Mid-Ohio”

IndyCar Recap: June 2017 Pt.2 – Texas and Elkhart Lake

Texas 600 and Road America

2017 Verizon IndyCar Series

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The 600km oval race at Texas – just one week after the Dual in Detroit – then a week off followed by the Grand Prix at Elkhart Lake’s Road America.

Continue reading “IndyCar Recap: June 2017 Pt.2 – Texas and Elkhart Lake”

IndyCar Recap: June 2017 Pt.1 – Detroit Belle Isle

The Dual in Detroit

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The Dual In Detroit: two Grands Prix in one weekend on the challenging and bumpy Belle Isle street course, just one week after the Indy 500. Find out how the points race changed during this difficult double.

With 4 races in June being too many for one post, I’ll look at the Texas oval and Elkhart Lake road course races in the next recap.

Continue reading “IndyCar Recap: June 2017 Pt.1 – Detroit Belle Isle”