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racingedgemag.wordpress.com

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acing edge R OPEN WHEEL - OPEN COCKPIT

The Cost Cap

Can Formula One be saved from itself?

F1 Preview

2018 IndyCar

Boss GP


All text © GTR Publishing 2018. While due care is taken to ensure that the contents of Racing Edge are accurate, the publishers cannot accept liability for errors and omissions. Editor in chief - Joseph King Deputy Editor - Mick Palmer Editor at Large - Rob Andrews

Contents News and Opinion

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Burning out future F1 drivers

Design and Layout - Mick Palmer

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Photographic credits: Cover - Morio Zak Mauger (FIA Formula 2), Andrew Ferraro (GP3 Series Media Services), Mark Thompson (Red Bull Media Content Pool/Getty Images), Clive Mason (Red Bull Media Content Pool/ Getty Images), Lars Barron (Red Bull Media Content Pool/Getty Images), Lala 77, Bobby Schultz, Marion, Håkan Dahlström, Walter, Don Francis, Rick Dikeman, Penske, Boss GP, Stuart Seeger, Valder, Red Bull Content Pool, Force India, Williams, Renault, Haas, McLaren, Sauber, Paul O’Farrell, FIA F3,Toyota Gazoo Racing

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Find us on: Facebook, Twitter and Issuu racingedgemag.wordpress.com/ Email - gtr.publishing@gmail.com

Racing Mick News Alonso to WEC and Formula 2 shakedown

Durko The halo and hard compounds

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News F1 streaming services and GP3 testing

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Testing F1 heads to Barcelona for the first test

Features 8

Max Power The fans choose Verstappens top 5 moments

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The Cost Cap Can an American style cost cap work in F1?

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Can Lightning Strike Twice? The new IndyCar aero kit promises close racing

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Bossing The Circuit The BOSS GP season is almost here

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Patience Is A Virtue Why we need to give Liberty time

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Classic Single Seater The Jordan 191

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F1 Preview Team by team we rate 2018

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Life in Miniature A model like no other

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Another Second Chance IndyCar season preview

53

Puzzle Get your thinking caps on

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Book Review Mark Priestley and Adrian Newey

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GP Preview Australian GP preview

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Issue 1 Racing Edge 3


Photo: Zak Mauger FIA Formula 2

@racing_mick

Burnouts before they start?

A new wave of British drivers are climbing the ladder towards Formula One. Under pressure to succeed their every move, both on and off the track, is under the microscope. Is there too much pressure on them, and could it end a career before it even starts? Racing Mick does wonder.... For Formula One fans who follow British drivers, the 2017 American Grand Prix might be a precursor to a future that they may have to become used to. When the green lights were extinguished Lewis Hamilton was the sole representative of a nation that has imbued itself in the championship, a nation that has invested itself in the technical side of the sport, a nation that follows the sport irrespective of whether one of its sons could challenge for the title and graciously applauds those from foreign lands who succeed. Since the beginning of the world championship almost 20% of all drivers have been British. That is 161 of the 827 drivers who have entered a Grand Prix. From that number ten have taken 17 championships and battled for many more. Plenty more have won races and even some of those who haven’t tasted success have had strong support, but what does the future hold for fans of British drivers? Is it as clear cut as it at first appears? One thing that has changed drastically in Formula One in the last decade has been patience. Never a discipline to be known for its willingness to endure the attribute, the declining opportunities for drivers, and pressure to perform, has seen a huge shift in what teams will take as acceptable performance. Thanks to the reliance of sponsor related income this hasn’t meant that drivers regularly get booted mid-season (they sometimes do of course,) it has been more a case of in one year, out the next.

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In the past, for the Brits, we’ve seen both Nigel Mansell and Jenson Button become nearly men for years before picking up a first win before a championship, and we’ve seen Damon Hill enter the sport at an advanced age before taking a title. Neither route is any longer considered a feasible career progression in the sport in this age. The arrival of a 17-year-old Max Verstappen turned expectations on their head. The fact that he hit the ground running has been bad news for any other driver entering the sport. It is now considered the norm for a graduating young driver to have a skillset that means they can at least manage on ability from day one. It also means that drivers like Stoffel Vandoorne are now considered advanced in age. His 24 is the new 32 of Damon Hill from his debut season. It has set a dangerous precedent. The Red Bull junior programme has been relentless in how it chews up and spits out failed drivers, but because of the success of its top discoveries, it can be considered a success based on the returns that the company has had with Vettel, Verstappen and Ricciardo. The cumulative effect of these factors though is worrying. For the Brits there are a number of young prospects who are being groomed for F1 stardom. Depending on when the fire in his belly fades, they may yet have the chance to join Hamilton on the grid. But the eyes of the Formula One


Photo: Andrew Ferraro GP3 Series Media Services

world are on them to see where they slip up. Is this the right kind of preparation for them? Lando Norris, George Russel and Jack Aitken will lock horns in Formula Two this year. Callum Ilott and Jake Hughes will push for glory in GP3. But has the five of them already been put under the microscope to a degree that could already stunt their progression? David Coulthard was a coming man when he was thrust into the spotlight for his F1 debut. Could you have a harder way to enter Formula One? Joining a team mid-season is one thing, but replacing the recently departed Ayrton Senna must have added an immeasurable amount of pressure. His career ended with 13 Grand Prix victories and a couple of tilts at the title, but it feels like so much was left unfulfilled. His was a case in the sport of nature versus nurture. Teams like Williams and McLaren were not going to hold his hand over an extended period of time and guide him through the pitfalls. He was thrown in the pool and left to swim on his own. Admittedly teams are better equipped in this area with sports psychology these days, but the length of time that they’ll allow for development has decreased. With the five young drivers under the spotlight, that process has already begun. Norris has had a stellar junior career. Multiple titles in the last three years have seen him sign to McLaren as a backup and take a seat at Carlin for a crack at GP2. Russell took

the GP3 crown last year, tested for Mercedes and took part in a GP weekend session with Force India. His Merc contract could be leverage into an F1 seat as early next season, but are they already weighed down with expectations? Aitken, Ilott and Hughes are not in the limelight in the same respect. Nevertheless, they will come under close scrutiny in 2018 to see if they can continue ther development curve. It’s a plain fact that they have more leeway than Norris and Russell. They can, to an extent, face relative failure and still move forward, the former two cannot. Formula Two has a few new exciting newcomers for 2018, but it looks likely that the tried and tested veterans are going to rule the roost. Artem Markelov, Nicholas Latifi and Luca Ghiotto have far from set the series alight over the last three seasons, but GP2/F2 has a knack of throwing up a champion who has served his time in an unspectacular fashion every few years. Norris and Russell have to keep those drivers away from the top of the podium as often as possible to keep the forward motion in their careers. If not, there is the chance that it could be game over before they start. If Lewis Hamilton is not to be left alone as the sole Brit in F1 over the next few years, we have to ensure that future prospects are not worn down before the reach the foot of the flagpole. Give them time to breathe, give them time to live, then I’m sure they’ll be able to deliver.

Issue 1 Racing Edge 5


Photo: Toyota Gazoo Racing

Alonso ready for F1/WEC double duty Fernando Alonso will race in the 24 hours of Le Mans this season as the two- time F1 champion aims to win the triple crown of motor racing. The Spaniard has already taken the spoils at Monaco and has had one attempt at the Indianapolis 500, but this June he will line up for Toyota Gazoo Racing at the La Sarthe classic. Alonso will race a Toyota TS050 in all the rounds of the World endurance series as he dovetails his programme with that of McLaren Renault in Formula One, he said: “I am very excited to participate in the Le Mans 24 Hours for the first time. It is a race which I have followed closely for a long time and it has always been an ambition of mine to participate” An outing in the Daytona 24 hours in January was a first dip into the discipline with United Autosports for Alonso. The team, run by McLaren boss Zak Brown, placed 13th on the grid and completed 718 laps during the event. Alonso will join up with Sebastien Buemi and Kazuki Nakajima for Toyota as the trio aim

for the WEC superseason title. Alonso said: “Endurance racing is a different discipline compared to single-seaters and I enjoyed my first taste of it at Daytona. I am looking forward to working together with, and learning from, Sébastien and Kazuki, who are both very experienced endurance drivers. It will be a steep learning curve for me but I am ready for this challenge and I can’t wait to get started.” Team President Hisatake Murata believes that Alonso is capable of integrating into the team and will taste success this year. “I believe we have an extremely strong driver line-up with real strength in depth. Fernando is a rookie in WEC but he brings speed and experience gained from many years at the top of his sport,” he said. “We are all excited to work with him but endurance racing is a team effort and we know all of our drivers are performing to a very high level.” The WEC season begins at Spa-Francorchamps on May 5 with the 24 hours of Le Mans over the weekend of June 16-17.

Photo: Zak Mauger F2

Formula Two shakedown new car in France

Luca Ghiotto set the fastest lap of the Formula Two shakedown test at Magny-Cours in France as the championship prepares for its first season running a car fitted with the Halo safety device. The teams ran a car each as they adjusted to the new machine in preparation for 2018. Veteran squad DAMS were the first team to taste the car in icy conditions with Silverstone 2017 winner

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Nicholas Latifi exiting pitlane at the opening of the test. The V6 Mechachrome powered Dallara performed well out of the box with the Campos driver full of praise for it: “The conditions were not ideal when we started today; it snowed yesterday, and this morning the track was slippery and the temperatures were cold. But very quickly, it turned around. This car is a clear step from the previous one; the grip is amazing! Generally, it’s an improvement on all areas. In a cold day like today, it performed really well. I couldn’t be happier with how things went for me.” The performance levels of the car were not pushed, but the car is well on the way to meeting expectations, Ghiotto said: “The turbo engine is getting us a step closer to F1. I drove the Williams F1 car last year and I can already say that the F2 2018 car is much closer to an F1 car than last year’s machine. If any of us had a chance to drive in F1, we would be able to adapt even faster.” Pre-season testing will continue in March at French GP venue Paul Ricard with the season kicking off in support of Formula One at the Bahrain Grand Prix on April 7.


HALO AND WELCOME TO THE 2018 F1 SEASON! The original F1 armchair expert Anthony Durkin looks forward to the 2018 F1 season, with a fair bit of excitement.He talks the halo, hard compounds, and a weekend away in the south of France

F1

2018, the actual racing championship, not the

year as we say, “Bienvenue à nouveau” to Paul Ricard, and “Willkom-

PlayStation console game, will be upon us sooner

men zurück” to Hockenheim. It has been ten years since the French

than we dare believe.

hosted an F1 race, and five years since a race was held in Germany,

For this new championship, there will be some minor tweaks

due to the financial constraints associated with the cost of hosting

and twerks but most of all, the changes will be seen in other ways.

the event. It is after all essentially a European series so it makes sense

Liberty Media have been the owners for one full season now and

to again participate within the boundaries of the union.

have tried many and varied different ways to make F1 more exciting

Another new item on the agenda for the 2018 season will be an

for the fans. Some have worked and some have not, but there is only

even softer compound of tyre. It will be the softest compound yet

one way to find out and that is to test the new product and acknowl-

and after the names ‘melt in your mouth’ and ‘cuddly teddy bear’

edge the feedback. Formula One is certainly a different, more acces-

were considered and dismissed, the classification of hyper-soft was

sible and user friendly format to the days under the guise and leadership

chosen. In a recent interview, Pirelli tyre technician and jewellery

of Mr E.

enthusiast Fishel Goldenberg stated, “Yeesh, we’ll still have to shlep

Following the death of drivers in lower categories, and Jules Biannchi in 2014, safety has become paramount and the FIA in their wisdom will introduce the ‘Halo’. Shaped like the foot strap of a

Fernando Alonso gives the the hard compound around Halo a run in a free practice session. Morio to every Photo: race, you could cut

thong it is made of carbon fibre and titanium materials. It will see the cars remain as an open cockpit series, but will detract from the actual open look we have

diamonds with them they’re that hard.” To assist the teams in their

known since the inception of F1 as a racing format. Am I, as a fan for

choice of tyres for every race, Dulux have kindly supplied colour

the past thirty plus years, in favour of it?

charts with the compound type listed for the mechanics to use as a

As an armchair expert I’ll say no, not at all. The drivers are paid to drive these cars at speed and are aware of the inherit risks they face on the circuit. Two countries are set to return to the F1 calendar in its 69th

reference in the garage. So from here we look forward to the opening round and and what is the most expensive fly away test session in Melbourne, bring it on! Durko (El Presidente)

Issue 1 Racing Edge 7


Max Verstappen is quickly establishing himself as the driver to watch in Formula One thanks to some spectacular performances during his first three seasons in the sport. We asked fans of the Dutch hero what their favourite moments of his career to date are. It was pretty obvious from the off that Interlagos in 2016 was going to feature as a fan favourite. The seminal drive through the wet up to third place already has its own chapter in the F1 history books, titled “Legend.” That first win in his Red Bull debut at the Spanish Grand Prix in 2016 also featured heavily. Despite the fact that Lewis Hamilton and Nico Rosberg took each other out on the first lap, Verstappen held his own to storm to his first visit to the top step of the podium. Max hasn’t had the greatest of luck in Monaco. The streets of the principality has seen him have a few disagreements with kerbs and walls. His moves when he isn’t bashing into solid objects however have caught the attention. In the future he could rival Senna, Schumacher and Hill on the circuit. Ballsy, that’s one way to describe his wheel to wheel encounter with Felipe Nasr at Spa-Francorchamps in 2015. Back in the good old Toro Rosso days when he was proving that his place in F1 was deserved, he battled his way past the Sauber of the Brazilian in a fashion that puts your heart in your mouth. The win last season in Malaysia was another solid performance at the front of the grid without the sign of buckling under pressure. A measured and mature run to the flag was a particular favourite. It’s plainly obvious by the size of the support that Verstappen has that he has that special something. It’s not just the dedicated orange army that follows him around the globe, nor is it an age thing, although he is helping to draw a younger demographic to Formula One, the old hands who’ve watched for decades marvel at the skills he has on display. It’s only a matter of when, not if he becomes the first Dutch champion. 8 Racing Edge Issue 1

BRAZIL 2016

With M we aske Experts

NAOMI RACHAEL - Gotta be Brazil 2016, he drove in the rain like no one else. We haven’t seen driving like that since Senna. PAUL SCOTT - Brazil 2016 in general, specifically when he produced that unreal save when aquaplaning and heading into the wall.

SPAIN 201

Photo: Mark Thompson/Getty/Red Bull Content Pool

BRANDON both Rosberg handle the pr a glimpse of Photo: Lala77

MALAYSIA 2017

MARKO JACOBS - Malaysia was my best race live ever when Max won the race, I’ll forget that moment never in my life! Photo: Lars Baron/ Getty/Red Bull Content Pool


MONACO 2016

Max Verstappen gearing up for 2018, ed the fans over at the F1 Armchair s facebook group for their favourite Max moments:

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PESIK - My favourite moment was his first win in Spain. Yes g and Hamilton took each other out, but he proved he could ressure of being in front and maintaining the lead. Showed off a future champion in the making.

GUIDO MEIJERS Never seen any driver overtake that many cars after a bad weekend, they way he does it is simply magic. Sadly one lap to soon on those tires put him in the wall, but still great stuff. Photo: Lars Baron/ Getty/ Red Bull Content Pool

BELGIUM 2015

KRIS VAN DITSHUIZEN - His overtake on Felipe Nasr Spa 2015 MARKO JCOBS - Spa 2015 outsside Blanchimont overtaking Nasr that I saw live! Photo: Mark Thompson/ Getty/ Red Bull Content Pool

Issue 1 Racing Edge 9


Liberty to launch F1 streaming service

Liberty Media have began their attempt to modernise the way that live coverage of Formula One is consumed. They are launching a new over the top (OTT) digital streaming service in countries that are not constricted by the current broadcast and online streaming contracts that pre-date the buyout of CVC Capital last year. Titled F1 TV PRO, the service promises an ad-free experience for the race and all practice and qualifying sessions. With access to all 20 onboard cameras, coverage of Formula Two, GP3 and the Porsche Supercup, F1 TV PRO will be priced at around $10 (US) per month. A standard version with live timing, audio and highlights is available to subscribers in territories with existing broadcast restrictions. Frank Arthofer, Director of Digital and New Business, Formula One, said: “With the launch of F1 TV, we are beginning on the journey to build a cornerstone of our digital transformation. F1 TV subscription products are clearly and centrally aimed at our hardest core fans, and we are firm believers that while we are bringing a new audience to the sport, we must always remain focused on delivering products and

experiences that serve the most avid F1 fans.” Historically Bernie Ecclestone, who effectively ran the commercial side of F1, negotiated TV contracts. Initially dealing with Europe as a block, he split rights on a nation by nation basis with a series of overlapping agreements that end in different countries at different times over the next six years, over that time the reach of F! TV PRO will expand. Arthofer continued: “Our objective with F1 TV is simple: provide these fans with the best available service to watch live Grands Prix and provide them with the best sports OTT customer experience in the world. Our team and our partners are singularly focused on delivering on that vision: not just for launch but over the long-term. Live streaming video is an exciting space changing almost daily.” The service will not be available in the UK where Sky have exclusive live rights from next season through till the end of 2024. In response the company have introduced a £150 F1 Pass for NOW TV meaning that non-Sky subscribers can purchase the same live race and support coverage online, through smart televisions or through smart devices.

GP3 opening test dominated by ART and Hubert Photo: Andrew Ferraro/GP3 Series Media Service

Anthoine Hubert set the fastest time as GP3 got back on track for its opening test session of 2018 at the Paul Ricard circuit in France. The ART Grand Prix driver topped the timesheets with a 1:48.647s lap on the second day of the two day test. Fellow ART pilot Callum Ilott finished the test 0.87s behind with the pair a good three tenths faster than Campos driver Leonardo Pulcini. Force India Formula One test driver Nikita Mazepin posted the fourth fastest time to put three ART cars in the top four with a 1:49.180, with final ART driver Jake Hughes posting a time that was sixth fastest as the team racked up the most miles of the attending teams. Pedro Piquet, son of three-times world champ Nelson, tried out for Trident but has yet to finalise a contract. Alessio Lorandi managed a 1:49.434 for the team. The teams reconvene for their second pre season test at Jerez on March 14.

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Photo: Haas F1 Media

Barcelona testing hits the midfield hard the top ten on the timesheet in the first week. The cold weather and restricted running in unrepresentative conditions do give us a two by two order, whether that translates in warm weather is, at the moment, obviously unknown. Renault have managed to lap Barcelona 0.6s quicker than Williams with Force India a further 0.7 behind. Those times don’t tell us that much, but the gap to top teams seem to be growing. The few laps that McLaren have run point towards the Woking outfit being ready to leapfrog up the grid. When the Formula One circus hits Melbourne later this month, then we’ll have an idea of the gap between the top three and the rest. Photo: Force India F1

As we reached the deadline for this issue of Racing Edge, the first day of the second Barcelona test was just coming to a close. Thanks to colder than usual weather for a Catalan February, the ten teams haven’t as yet had the chance to stretch their legs and complete their test schedules. We find ourselves in the situation where we don’t know too much, but oddly because of that, we know more than we usually do. Pontificating and second guessing is an art that is delved into deeply in the two weeks of pre-season running. The teams, the fans and us in the media can see the obvious from that first five days of running this year. Mercedes are the team to beat. Sandbagging is a part of the game, the teams will tell you that they’re running to a programme, but they, and usually their rivals know exactly where they are. But again, the fact is we all know it, Mercedes are top of the tree. The real stories of testing this year isn’t in trying to crunch the numbers to work out how much of a gap there is between Red Bull and Ferrari, once the season starts all of those calculations go out of the window. The stories behind testing aren’t McLaren having a few mechanical gremlins, nor is it that we’re seeing Toro Rosso and the dreaded Honda engine racking up miles without a single engine failure. The intrigue is in the middle of the field. Williams, Force India and Renault have been underwhelming so far. A couple of quick laps from Kevin Magnussen is all there is to write home about after he put Hass into

Issue 1 Racing Edge 11


If the cap fits North American Ice Hockey is ruled by a salary cap. Small market teams benefit at the expense of those with deeper pockets. Can the same system really work in Formula One? Words: Mick Palmer

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Ferrari and Monaco. The most decadent pairing in F1. Photo: Mariom

I

t could be argued that when the Carolina Hurricanes defeated the Edmonton Oilers in game seven of the 2006 Stanley Cup Finals, that the finance that enabled the Ice Hockey franchise to take the premier title in the sport was not down to their own bean counting. Fans from the two most successful teams in the history of the sport, the Toronto Maple Leafs and the Montreal Canadiens, could be forgiven if they feel like that their hard earned cash helped the Hurricanes to the title. Formula One, and motorsport in general, has forever been an extravagant expression of the capitalist ideal. Whether you lean left or right in your choice of

ideal political systems, the one thing that can be agreed upon about the development of the sport over the last century is that it has, essentially, been a sport where the wealthy prosper. In the cases of F1 and NASCAR, a small number of interconnected people have placed themselves at the top of the tree and kept the money to those that their capitalist dictators deem worthy. Some see the unseating of Bernie Ecclestone and CVC Capital Partners as being some form of regime change instigated in a liberation similar to that of the Red Army in 1945. Comrades Carey, Bratches and Brawn have already been crowned as leaders of a new socialist style

movement that will bring a balance to Formula One. They believee that their mandate contains the philosophy that will turn Sauber into a championship challenging team within a couple of years, and free to air TV will come back to all and sundry. That kind of fantasy is never going to come to fruition. Liberty Media have invested in Formula One for the same reason CVC Capital did, to make cold hard cash. And lots of it. It’s just happens to be that Liberty can see a different, long term, angle to meet that end. Their plans just happen to revolve around customer satisfaction. Resource restriction and the cost cap have been dirty words at the higher end of

“Formula One, and motorsport in general, has forever been an extravagant expression of the capitalist ideal.” Issue 1 Racing Edge 13


the paddock which can be viewed in a sympathetic light, to an extent, when you consider how the likes of Ferrari and McLaren have built themselves into what they are from the ground up. They’ve earned their status, why should they suffer financial restriction just because others don’t earn the same amount of money?

Despite the fact that they are one of the big earners, it has been over half a century since Toronto took the Stanley Cup Photo: Håkan Dahlström

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In the USA and Canada over the last couple of decades the NHL has found itself to be in a similar situation to where Formula One is right now . Ice Hockey is not in as strong a position in the USA as it is in Canada and revenue sharing, combined with a

salary cap on players wages, has served to keep the league competitive across the board. A similar system exists in the NFL and the NBA, but the vast majority of teams in both of those leagues can make a profit. Right now the cheapest ticket to a Hurricanes game will set you back $35 US. For the Maple Leafs it is around $88 US. It is the case that some of that Toronto ticket revenue heads to teams


Sauber would be a key beneficiary of a cost cap. Photo: Morio

like Carolina, and helps them operate at the salary cap, as well as paying for staff and facilities. Supply and demand is one arbiter of the price difference, the Maple Leafs have sold out almost every home game since 1945, the Hurricanes (who moved from Hartford in Canada in 1997) have had to build a fanbase in an area traditionally linked to American Football and Basketball. It isn’t necessarily a Hockey region. Which is a similar situation to some of the places where F1 has tried, and failed, to penetrate over the last 20 years. Despite being the sec-

ond most successful team in the NHL, with 13 titles, the Maple Leafs have not taken a championship since 1967, the last season before expansion. In the ensuing years the league grew from six teams to the current 31. But their success off the rink has helped teams like the Hurricanes in financial terms. Some are of the opinion that teams from small market areas only win titles because of the wealth that trickles down through revenue sharing from the bigger teams. A fairer revenue sharing model in Formula One could, in theory, help some of the

smaller teams forge a solid financial base from which to build a championship challenging car. The reality is very different though. Forbes has estimated that around 67% of the revenue in the NHL comes from Canada. The country has seven teams in the league compared to 24 from the USA, but the last Canadian team to win the Stanley Cup was Montreal in 1993. In the last 23 final series Canada has been represented five times, with five losses. Not a good repayment on the two-thirds revenue that Forbes has spoken about. It is this scenario

“They’ve earned their status, why should they suffer financial restriction?” Issue 1 Racing Edge 15


that is probably most threatening to the bigger teams in Formula One. At the moment there is a working group in F1 (led by Ross Brawn) that is attempting to develop a set of regulations that would create closer racing. If they succeed, and it is combined with a cost cap, it really could be a game changer. In the NHL the big two (Montreal and Toronto, with 37 titles between them) have been abject failures over the last quarter of a century. In that time 13 teams have taken the championship. In the same period in F1, six outfits have become constructors champions (taking into account Brawn/Mercedes and Benetton/Renault being the same teams.) The reality of the situation is not that F1 will throw up more competition if the playing field is levelled. In the NHL the current salary cap is $75million per season. On top of that there is staff, travel and facilities to pay for, operating costs easily top $100million for a season. But a team earning less than that is topped up, the model used shows that the top 10 earning teams contribute to the bottom 15. The stats show though, that of the top 10 teams in operating income last season, only three of them have taken

a title in the last 20 years, of the bottom 15, four have won the cup in that time. Liberty may want to close the gaps on-track, and close the disparity between the haves and the have-nots. but it will not happen. Even if you drain a percentage of the coffers at Ferrari to put into the bank account at Sauber, the Swiss team will never be able to match the clout and prestige of its Italian rival. If a revenue based system is introduced to F1 it will only cover certain aspects of the sport. There will be areas where the richer teams will still be able to gain an advantage. Where the Maple Leafs cannot pay players more than any other team, they can

invest in superior training facilities, more convenient transport and a better experience for game day fans, things that do not make a difference to the continuing on-ice failings of the club. Ferrari and

“There will be areas where the richer teams will still be able to gain an advantage.� 16 Racing Edge Issue 1


The Carolina Hurricanes celebrate their 2006 Stanley Cup title. But did they pay for the team themselves? Photo: Benjamin Reed

the other top teams will be able to investigate and instigate new technologies that would fall outside of the remit of a cost cap or resource restriction. They will stay ahead of the game in that area. Unfortunately the egalitarian utopia envisioned for Formula One, where

everybody is equal, will not come from a level playing field. One only has to look to F2/GP2, or any other one make series to see that. Even with the same equipment, some teams always get the upper hand. Max Mosley and Jean Todt have both bandied the idea around, even

though it flies in the face of the capitalist heritage of Formula One, without being able to implement it. If Liberty Media do try to force the issue through, F1 could be drawing itself to the verge of its own cold war, as opposed to a glorious revolution. Issue 1 Racing Edge 17


Can lightning strike twice? IndyCar is making an attempt to reignite the electricity from days gone by. Will the 2018 car strike home? by Mick Palmer


The new Dallara design revisits classic cars of the past, such as the Reynard 96I. Photo: Rick Dikeman

The Dallara IR05 used up until 2011 was viewed as being an ugly interpretation of what an IndyCar should look like. Photo: Don Francis

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I

ndyCar is once again experiencing a rebirth. The American open wheel series has languished behind stock car racing in its home market, and on an international level continues to be seen as the poor cousin of Formula One. The split that divided the sport in the mid nineties may be healed, but the championship has failed to reignite the imagination of race fans in the way that it deserves. Of course the annual showpiece event, the Indy 500, continues to draw attention. The rest of the calendar, both on TV and on track, has been largely ignored for the last 20 years. The last couple of seasons has seen frenetic racing that brings entertainment to almost every race weekend of the year, reminiscent of the racing towards the end of the last century. With the launch of a new aero packaging for the Dallara DW12, the sport is building on past glories in an attempt to forge itself forward. “I think the new car is remi-

niscent of some of the old Indy car styles.” said Jim Campbell, second in command in the motorsport department of US giant Chevrolet. He can see the advantage of the looks of the new aero package, but he also knows the effect that it will likely have on the racing: “It’s a very attractive car. The aero kit has about 20 percent less downforce, so, obviously, it’s put the drivers back in the driver’s seat to show what they can do behind the wheel.” The package has gone through an extensive testing programme with both Honda and Chevy. It replaces the complicated, and ugly, individual aerodynamic designs that both manufacturers developed over the last few seasons. “We have found that the Chevrolet drivers who have been testing this kit and engine have to really re-learn how to get quickly around the road courses and ovals,” continued Campbell. “So, I think it’s going to be a lot of fun and very exciting. With less


“I think the new car is reminiscent of some of the old Indy car styles.” Jim Campbell. Chevrolet Motorsports

The DW12, with Honda aero pack, to be replaced with an all new universal package in 2018. Photo: Walter

downforce the drivers will really have to be on top of their game.” The design harks back to the Reynard machines that ran in IndyCar, Champ Car and CART through the nineties and into the early noughties. The attempt to replicate that era has resulted in a car with lower downforce, less drag and a higher speed. But unlike those manufacturer, and sponsor filled days at the end of the last century, IndyCar 2018 is not going to burn money. That cost for the development of bodywork has been seen as a preventative barrier for new manufacturers. The bodywork package for 2018 will, overall, lower costs, which is good news for the teams who shell out for replacements whenever one of their drivers puts a wheel in the wrong place. Legendary team boss Roger Penske said: “We can take our existing chassis and put this aero kit on it and, instead of spending $400,000 or $500,000 for a car, these kits are somewhere between

$100,000 and $200,000, and it gives us the ability to go to the next step. I know all the drivers that have tested it, both on the Honda side and the Chevy side, are giving us great reviews, from a cost perspective, a competitive perspective and the look of the car, it’s going to be a home run.” Safety is another consideration of the 2018 car. Reigning champion Josef Newgarden publicly unveiled the machine at the Detroit Auto Show and it’s still the same chassis that sa a life threatening accident for “The Mayor of Hinchtown” James Hinchcliffe at Indy in 2015. It’s the same car that took flight with Scott Dixon and which Sebastien Bourdais had a huge crash with last year, in both cases if it was a decade ago they may not have survived. Talking about the extra eight inches of “crushability” in the new sidepods, Newgarden said: “There’s more that has to get through this sidepod now to get to the driver, so we’re real happy

about that, that’s the biggest safety improvement we’re going to get from this new aero package.” In early testing one notable facet of the handling appears to have come forward; how unbalanced the car is after losing around 35lbs overall. “It’s very unsettled on the entries,” continued Newgarden. “The rear is unsettled, pretty much all over the place. Just trying to calm that down and figure out the setups that accommodate it, that’s going to be our biggest problem” That is partly down to the loss of the rear-wheel guards that the DW12 has raced with over the last few seasons. IndyCar president of operations, Jay Frye praised those new single seater aesthetics: “Before, if you looked at the car with the rear wheel pods, there were certain angles where it looked like it had fenders. We’re an open-wheel series. It looked like a sports car.” When the season kicks off this weekend we’ll see whether it was a painful birth or not Issue 1 Racing Edge 21


BOSSING THE CIRCUIT Imola, Zandvoort, screaming V8 engines. These are some of the things that some F1 fans are desperate to reclaim. But they are already out there. Mick Palmer looks at one series where F1 and hybrid engines are not yet bedfellows. BOSS GP.

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ecently I read ‘The Mechanic’ by former McLaren Formula One mechanic Marc Priestly (reviewed elsewhere in this issue) and the book reminded me of a common problem that, as motor racing fans, we often find ourselves facing. There is a passage where Priestly writes about being caught in the middle of the bitter intra-team war that was waged between Fernando Alonso and Lewis Hamilton during their acerbic 2007 Formula One campaign. As the top dog on the spare car Priestly found himself in the unique position of being able to observe the unpleasantness from within, from a neutral stand point. He describes the futility of trying to explain to fellow parents during the school run, that no, there was not a conspiracy within McLaren regarding the positioning of the two drivers in the team. It’s something most have us have been through, trying to open the eyes of non-race fans to

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how the sport actually works. It doesn’t end there for race fans when conversing with our stick and ball friends. I think we’ve all got at least one mate who has watched some onboard footage of an F1 or IndyCar and quipped: “That’s p*** easy, I could do that.” I think most of us know how exasperatingly frustrating it is when you try to explain to them that, no, they don’t have the experience to pull it off. It always falls on deaf ears. But if you go to a BOSS GP race weekend, you’ll meet some of the people who actually do have the skills to do just that. The European based series, whose BOSS acronym stands for ‘Big Open Single Seaters,’ features a raft of ex-F1, ChampCar, GP2, A1GP and other notable one make championship machines. These are not machines that most of us, or our over-enthusiastic acquaintances, could just jump into and thrash around a race track. Over the last few years examples of


Henk de Boer preparing for a fast lap at Zolder in a GP2 Dallara-Mecachrome. Photo: BOSS GP

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Photo: BOSS GP

ON TRACK

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mola. The Autodromo Enzo e Dino Ferrari. A track that Formula One fans around the globe feel should still be a part of the F1 calendar. A circuit that through the 1980s was ingrained into the history of the sport. Villenueve and Pironi in 1982. The race where everybody ran dry in 1985. Piquet and Berger surviving huge crashes. Prost vs Senna. And of course that was followed up by the infamous black weekend in 1994. Or how about a weekend digging through the sand dunes of Zandvoort? Tarzanbocht, that move around the outside, you know the one I mean. James Hunt and Hesketh turning the establishment upside down with an underdog victory. Fangio vs Moss in 1955, one fast on the straights, and the other with more pace in the corners. Not forgetting that Ferrari on three wheels in 1979. Zolder, less so. But still an important venue in F1 history, a memorial to the fastest man to grace the track.

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BOSS GP has kept the flame alive at some of the former haunts of Grand Prix racing over the last few years, as well as running at some of those circuits where you wonder what a full fat current F1 car could do. It may not be Hamilton in a Merc, but Gerstl in a Torro Rosso giving full beans around Brno and Assen is a sight (and sound) to behold. The grip that a first generation machine from the secondary Red Bull outfit built can still stick to the track like glue. It does get the blood flowing seeing it, or any of the other former F1 cars, through turns eight and nine of the Dutch TT venue. It is a sight that does make you think that magic, not physics, keeps these things on the grey stuff. Indeed, at Hockenheim, and the Red Bull Ring, the BOSS boys don’t match their F1 cousins, but if you want to see F1 cars in an alternative light, get yourself along. You will not be disappointed. Not at all.

F1 cars produced by Torro Rosso, Arrows, Benetton, Super Aguri, Forti and Tyrrell have graced European circuits, reminding fans of the visceral violence that Formula One once delivered. It has become that secret championship that you keep in your back pocket, it has become that escape where you can still hear, and feel, a full on V8 F1 engine doing its thing, very loudly. BOSS is a championship that Racing Edge will be following on a monthly basis, so here we’ll have a brief explainer of what the series is, and what you can expect to see in the pages of this magazine over the next few months. The series is an FIA authorised competition that runs on European circuits. Each round features practice, qualifying and two races. BOSS is split into two categories; Open Class and Formula Class. The former, as the title suggests is the category where anything goes. This is the class that encompasses former Formula One cars and their equivalent cousins from across the Atlantic in IndyCar. There is no obligation to run the cars in their original livery, or to run the engines which were initially in the cars. This isn’t like the Masters Historic GP series where, for the most part you can run a Cosworth DFV. BOSS Open Class cars are skirting the era where F1 engines have become the complex beasts that we know then to be. But equally exciting, slightly simpler engines are, in some cases used. For example, when you’re track side and witness the howling, race winning Benetton B197 that graced F1, it isn’t the works Renault three litre V10 that is trying to injure your ears, rather a four litre Judd V10. The Formula Class is open to cars from a number of one make series. GP2, A1GP, World Series by Renault and the Superleague Formula all lend former cars to the championship. Racing Edge will bring reports of each round of the 2018 season, as well as opinion, features, interviews and a focus on the machines that make the championship so special.


Patience is a virtue


In the year since Liberty Media took control of Formula One, a few changes around the edges of the sport have taken place. Some fans are growing impatient and want wholesale change now. Steve Camp tells us why it’s imperitave we allow Liberty to take time to make the right changes.

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merican author Joyce Meyer once said: “Patience is not simply the ability to wait - it’s how we behave while we’re waiting.” This is a statement which could not be more true about the situation we find ourselves in with the current state of Formula One. In 2017 Liberty Media bought out Bernie Ecclestone and CVC Capital Partners to become the biggest majority owners of F1 to the tune of $8bn, such a huge investment does not come on a whim or nonchalant escapade by any company. There is no doubt they are here to stay and are prepared to upset the applecart in order to push through the necessary changes which F1 does need to see happen to secure a long-term and successful future. A few contentious issues have already made the headlines under their stewardship such as changing the previous logo which had stood for 23 years, the removal of grid girls, the change of starting times of races on the calendar and even the commission of an official F1 theme tune. These are minor details on the grand scale of things and will very little effect on how the sport will continue to operate, but there is more changes heading our way in the years to come. F1 is currently in a holding pattern with regards to financial, sporting and technical regulations, all of which expire at the end of the 2020 season, something which is a huge undertaking for Liberty to handle but it’s one of the reasons they came in when they did. It has allowed time to do their research, listen to the teams and fans alike in order to make the changes we all want to see. Issue 1 Racing Edge 27


The constant stream of comments which I have heard and also read on social media by many fans are always laying blame at Liberty’s door over almost every issue they seem to find no matter how small, which is quite petty to be frank. Ninety-nine percent of what we are seeing is still a result of the previous management and that won’t change until 2021 begins as there are binding contracts keeping everything where it is until then. On the financial side of F1 CEO Chase Carey wishes to create a different kind of ‘partnership’ with the teams than the Concorde Agreement currently holds them too, he said in May of 2017: “We have the infamous document called the Concorde Agreement. Which is this agreement that comes up every six to eight years, it comes up in 2020 which defines the financial arrangements with teams. “I think our goal is to create much more of a long-term partnership, not a partnership that sort has a point in time that you go out and renegotiate the next eight-year partnership, that there’s a continuum. “What I’d like to have is every-

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body’s priority being continually looking three years down the road, not looking at a specific point in time. I think they all welcome getting there, but we’ve got to drive it. Really what we’re doing is we’re saying we’re working as partners that compete on the track, but share a vision of where we’re going as a sport and share the benefits of doing that together.” With recent talks of a budget cap to go with this, it certainly could make for a much better competitive nature to the sport if everyone was able to race each other on a much more even level than what they do now with the huge disparity in financial power each of the teams currently have. By capping the budgets every team should therefore have the same opportunity to win without having to compromise the ability to innovate and create your own technologies within F1, something that is unique to the series and is part of its heritage. It’s very clear something has to change within the financial world of F1 in order to readdress the balance of power as certain teams do enjoy

a rather large majority of the money and power which has effectively created a two-tier series, something the new owners do not wish to see. They want to create the ‘Leicester City’ effect and give everyone the opportunity to succeed, surprise the top runners and be the underdog who can win the day, now who wouldn’t want to see that!? Imagine Toro Rosso-Honda being able to pull a result out of the bag on a


Top left: Chase Carey and Ross Brawn have tasks at hand to prepare F1 for a new era. (Photo: Kremlin.) Centre: Tactics used by Bernie Ecclestone to steer the sport are now a thing of the past. (Photo: Silverstone) Top right: Grid girls are one of a number of changes to the sport that have caused friction on social media.

dry weekend on pure pace, there would be shock and awe! Further changes are also afoot on the technical side of F1 with regards to the aerodynamic and power unit regulations, again, another area in need of a real shake up. Former F1 technical guru Ross Brawn who is managing director of motorsports for F1 in order to help liaise with the teams and commercial rights holder on a technical level. Brawn has set up a team of designers and aerodynamicists to work on a way to allow cars to follow each other when in close proximity on circuit, he purchased the wind-tunnel the former Manor 2017 windtunnel model and has been conducting tests in order understand the problems current cars are facing in turbulent air. By being able to do this work now, it will help him and his team come up with a set of technical aerodynamic regulations for the 2021 season, giving enough time for all of the teams to understand ahead of time how the cars will need to be designed moving forward. Power unit discussions have already been undertaken and a basic outline of what we are likely to see in 2021 has already been made public. The 1.6l V6 hybrid engine will remain, but the RPM limit will increase, MGU-H will

be removed, a single turbo will remain but will increase in size to cope with the loss of power from the MGU-H and certain parts could be standardised to save cost on development, therefore making them cheaper to create and sell on to customers. For years we have all been begging for change within F1, something to even up the playing field while being able to keep the unique heritage and identity the series is world renowned for. Something which has and continues to be no mean feat. Shouting the odds across social media is all well and good, demanding certain aspects ought to change for one reason or another, often with rose-tinted glasses and without a real grasp of what is needed for the future. I also fully understand the frustrations you all face, even as members of the media we are often frustrated by the way some decisions are made and handled in all aspects, but we have to accept them for what they are, that’s just how it goes. Just remember, there will be bumps along the way and Liberty are not going to get it right first time, but with 2021 right around the corner change is coming and your long-standing patience I’m almost certain we will all be rewarded.

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CLASSIC SINGLE SEATER Jordan 191 Ford

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uch has been written about the Jordan 191. It is regarded as being extremely pleasing to the eye, one of the most beautiful racing cars ever to adorn a circuit. It is the car that gave the world Michael Schumacher, and allowed the paddock to be enlightened by the presence of the unique founder of the squad, Eddie Jordan. That debut season for the team saw them climb out of Formula 3000 and put to shame some of the most prestigious names in the sport. Lotus, Brabham, Tyrrell - Teams with heritage, wins and multiple championships. Former giants that were struggling out of step, and from a different time in the way that they went about their business. It was a hand to mouth existence for the team over their first few seasons in the sport, but the opening marker of their 191 allowed Jordan to step up and show the world of Formula One what sheer will power could achieve. The car is always linked to Gary Anderson, the almost totemic guru of Jordan design. His aero wizardry was wrapped around a neatly packaged suspension layout developed by Andrew Green and a gearbox that was sorted by Mark Smith. Initially a Judd V8 was to be the powerplant for the little green machine, but the legendary Cosworth were strong-armed into delivering a customer Ford HB4A 3.5 litre engine. The car didn’t teeter on the edge when on the tarmac. It was a confidence inspiring, well balanced machine that laid down its power progressively well. That equilibrium may well have been down to the fact that the nimble Cossie complimented the rear packaging of the 191 better than the less inspirational Judd.

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For 1991 the team had transitioned naturally from the Eddie Jordan Racing F3000 outfit. With a few additions the team still numbered below 50 people in design, manufacturing, engineering and logistics. It was still a step up though. While F3000 was a European series with customer machines, running from late April to early October, F1 was a 10 month world tour, with bespoke machinery, and the related problems that brings. But it did not phaze the team at all. It’s often overlooked that when Eddie entered F1 with his band in tow, that he had racked up over 20 years in racing. From driving in F3 and at Le Mans, through to taking the F3000 title as a team owner, Jordan had a handle on how the sport worked. Even with the Jordan party image developing, up and down the pitlane, rivals could not deny the professionalism that was on display. A salient Jordan led his squad to fifth in the title chase, which in turn landed a works Yamaha engine deal, a move that would balance the books, but see a fall down the order in 1992. There were lessons learned in that for the future. The other lessons that the team were taught while running the 191 was to be fast, not on the track necessarily, but politically. The revelation that was Michael Schumacher left a bitter taste in the mouth of the team after being whipped away to Benetton. The speed and ferocity of the F1 paddock was a step up from the junior ranks, with one driver (Gachot) locked up, and a wunderkid kidnapped, the experience of the off track side of the sport, not the success on the black stuff is where the legacy of the 191 eventually led. Mick Palmer


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CLASSIC RACE

Photos: Stuart Seeger

t will always be remebered as the race where Nigel Mansell lost the win when waving to the crowd on the last lap, and allowing the car to drop its revs and cut the engine. Nelson Piquet inherited the victory, but for Jordan it was their first F1 points paying afternoon, and it was with both cars. The early Friday morning pre-qualifying session for the Canadian Grand Prix, at the Circuit Gilles Villenuve, didn’t shout out that Jordan could score any points on race day. The session for the lowest ranked teams saw both of the 191 machines outpaced by the Judd powered Dallaras of Lehto and Pirro. Andrea de Cesaris and Bertrand Gachot got within half-asecond of their Italian rivals and squeezed into the top 30 for qualifying proper. In a wet first qualifying De Cesaris placed his 191 in sixth with Gachot down in 13th. After the dry session they were in 11th and 14th. The nimble and sleek Jordan, with it’s customer Cosworth V8, wasn’t really a contender around the high speed track. In fairness they ran a consistent race ahead of most of their direct rivals. Stefano Modena put in the performance of a lifetime to place his Tyrrell in second, but Mansell, Senna, Prost, Berger and Alesi falling by the wayside was the main reason why the 191 had a double points scoring position. Fourth and fifth place was a sweet reward for the Silverstone based team. The points collected meant that pre-qualifying would become a thing of the past. Jordan had become, after a mere five races, part of the F1 establishment.

Photo: Valder Issue 1 Racing Edge 31


Racing Edge F1 Season preview


Lewis Hamilton Nationality: GBR Age: 33 Starts: 208 Points: 2,610 Wins: 62 Poles: 72 Fastest Laps: 38 Debut: 2007 Hamilton has a realistic chance of surpassing the win record held by Michael Schumacher. With rule stability, for the most part, over the next few seasons, it is not inconceivable to think that he’ll top the 91 wins of the German. But it all comes down to one thing - motivation. If Merc continue to deliver, so will Hamilton.

Valtteri Bottas Nationality: FIN Age: 28 Starts: 97 Points: 716 Wins: 3 Poles: 4 Fastest Laps: 3 Debut: 2013 Solid performances at Williams got Bottas the chance to prove himself at Mercedes. To be honest, despite three wins, last year wasn’t convincing. This season Bottas has to take the battle to Hamilton on a week by week basis. If he doesn’t deliver he’ll be out, and unlikely to get a second shot in a top team.

The drive for five Mercedes exposed a number of chinks in its own mechanical armour in 2018. The car that started the season had a few issues with tyre temperatures and was, at times, unbalanced. It suffered traction issues at slower tracks and in slower corners. Yet it was still the top dog. Ferrari were pretty much on an equal footing when the season started, but Merc dug in deep and dominated the development war with a number of significant upgrades. They showed that they are still the team to beat. With James Allison firmly embedded in replacing Paddy Lowe, 2018 will be the first true season of that relationship. It was a key change in personnel, showing that Mercedes are reaching further to ensure that they remain in the number one spot on the grid. 34 Racing Edge Issue 1

The team welcomed Bottas into the fold to replace Rosberg and have found a placid situation in the garage, but they need to find more from him this year. The team has never really had to manage a driver in the sense that they would need to push him on, Rosberg, Hamilton and Schumacher carried that in spades, but they need more from the Finn this year. It could have just been a bedding in process, and if it is another year of being a one-car-team, then a change will have to be made at the end of the season. Mercedes in 2018 wil once again be carrying a metaphorical target on its rear wing, but right now it is tough to imagine anyone getting a shot at it. A fifth consecutive set of titles backon. Racing Edge Championship Prediction: First


Ferrari

Sebastian Vettel Nationality: GER Age: 30 Starts: 198 Points: 2,425 Wins: 47 Poles: 50 Fastest Laps: 33 Debut: 2007 You can only do so much with the tools you have at hand. Vettel has shown signs over the last couple of years that he’s putting it all into Ferrari. The faux pas in Baku, and refusal to outright admit fault is indicative of the pressure he and the team are under. This season depends wholly on the car, not the driver.

Kimi Raikkonen Nationality: FIN Age: 38 Starts: 271 Points: 1,565 Wins: 20 Poles: 17 Fastest Laps: 45 Debut: 2001 Kimi continues to confuse most of us. Is he a worthy Ferrari driver, a seat warmer, or should he be out to pasture in a prancing horse retirement home? A late season flourish with a few podiums could be a vindication in his retention, but barring his speciality of racking up fastest laps, his position is hard to justify.

No more prancing about Ferrari looked like they had the legs over Mercedes in the early part of 2017. A good ding dong battle between Vettel and Lewis Hamilton quietly faded after the mid-season break. The Scuderia looked like they couldn’t keep up with Merc in the development war and Vettel appeared to overdrive the car at points. That pressure to rag the Ferrari beyond its parameters seem to have been compounded by the witterings of overlord Sergio Marchionne. His blunt style of politics has not endeared the current incarnation of Ferrari to the wider F1 fraternity, nor has it settled the team. Team principal Maurizio Arrivibene looks like a man awaiting his sentence as his hard-hitting boss plays with the emotions of his team. Ruling by fear brought success for Enzo Ferrari himself, but it rarely brings

success in modern Formula One.... On the driver front that seems to be reflected in the retention of Raikkonen. Yes, he is experienced and can bring the car home for points, he doesn’t rock the boat with Vettel, he is adept at giving good feedback, but his killer instinct seems thin on the ground. There have been occasions where you can see that the fire is still there, but it is a bit farcical to have him tootling around as a spare part. If Ferrari are putting its eggs all in one basket like in the Schumacher days, then they need to be all in. It is their only chance at a title in 2018 and, sadly, Raikkonen needs to be the collateral. Titlewise it looks to be another barren campaign for the dedicated tifosi. Racing Edge Championship Prediction: Second Issue 1 Racing Edge 35


Daniel Ricciardo Nationality: AUS Age: 28 Starts: 129 Points: 816 Wins: 5 Poles: 1 Fastest Laps: 9 Debut: 2011 Ricciardo must realise that he’s fighting the tide. He’s disadvantaged if he wants to make RBR his. With Verstappen and Vettel, Red Bull had their special projects who brought wider media attention. Ricciardo is just a racing driver. The upside is that the driver market is about to explode, Merc or Ferrari? Possibly.

Max Verstappen Nationality: HOL Age: 20 Starts: 60 Points: 421 Wins: 3 Poles: 0 Fastest Laps: 2 Debut: 2015 The enigma, the phenom, and to many, already a legend. But Max is still Max. He’ll be on it all year, and when he gets into scrapes he’ll stand his ground, in a more mature fashion than some who are 10 years older...... Expect more of what we’ve seen the last few years, the deciding factor for 2018 is simply the car.

Cutting the bull Two winning drivers who push each other and get along just fine. Theat status quo is only active because the team are not on top. You’d ecxpect the team to build a competitive car, and if Ferrari have put a foot wrong, then these boys could be in with a shout. If that is the case that jolly good vibe will be crushed,as easily as a Webber/Vettel, Turkish ding-dong. Christian Horner is in for a tough year. If the car is a dud he’ll be leading a firefight to regain time, if it is good, that settled driver relationship might just blow up in his face. Aside from all of that, the Renault engine contract is coming to an end, and if the Toro Rosso Honda experiment is a failure, the team might find itself in a little pickle with engines. As metal superstar Ozzy Osbourne once said: “Don’t f**k 36 Racing Edge Issue 1

with people on the way up, coz you meet them on the way down.” The moaning over Renault engines in the past, and ‘helpful’ interjections from Helmut Marko have irked potential allies, but instead of walking on egg shells, Red Bull have scraped the yolks up and made one giant messy omlette out of the whole situation. On the other hand, if the nursery squad find some reliability with Honda power unit, then the future looks bright for the team if they steal all of their offsprings hard work. It is hard to argue against the fact that Red Bull have the strongest driver pairing in F1, or that they have a number of savvy political operators in the camp, but those eggs need taking care of long term, for 2018 though, the championship is on. Racing Edge Championship Prediction: Third


Sergio Perez Nationality: MEX Age: 28 Starts: 134 Points: 467 Wins: 0 Poles: 0 Fastest Laps: 4 Debut: 2011 Perez has been looking for a second bite of the cherry. His stint at McLaren fizzled away after a year and he’s missed the steps while trying to climb back up the ladder to a top team. A fifth season at Force India indicates that a second shot won’t come, especially considering his ragged response to young rival Ocon last year.

Esteban Ocon Nationality: FRA Age: 21 Starts: 29 Points: 87 Wins: 0 Poles: 0 Fastest Laps: 0 Debut: 2016 Bang! Esteban Ocon has arrived.He made some big statements both on and off the track last season. Accusing teammate Sergio Perez of trying to kill him, banging wheels with him on occasion, costing the team victory in Baku, but scoring points on 18 occasions offset all of that. More of the same this year please!

Time to force the point Fourth overall in the constructors’ championship for a second year in a row. Not bad at all, and it wasn’t a nip and tuck battle for the place. But it could have been so much more. In 2017 Force India didn’t have a hope in hell of catching the top three, but nobody expected them to build a buffer of more than 100 points to fifth placed Williams. Across the year they amassed an outstanding 16 double points finishes (compared to seven from third placed Red Bull) and failed to score only once. The downside to all of that? Not a single podium. Oh, and Baku. The very public spat between its two drivers was dampened down in public by the PR team, but the seething rivalry cost Force India points, and potentially, a win. Smooth public relations kept the rivalry

between Perez and Ocon at a simmering heat on the outside, but inside ot was obviously boiling over. Otmar Szafnauer had the reigns of the team at the track and once or twice let slip his displeasure at the fact that the drivers abused their equal status and allowance to go wheel to wheel. Perez giving Ocon a smack in Spa, after Ocon cost the team a win in Azerbaijan led to some stern words, but aside from that, the pairing delivered. The aim for 2018 has to be to challenge for a few podiums. It seems that the top three won’t be toppled, with McLaren getting a reliable powerplant, and Williams streamlining under Paddy Lowe, they need to capitalise. Perrenial underdogs is no longer an excuse, this is their time. Racing Edge Championship Prediction: Sixth Issue 1 Racing Edge 37


Lance Stroll Nationality: Can Age: 19 Starts: 20 Points: 40 Poles: 0 Fastest Laps: 0 Debut: 2018 Lance has had a lot to deal with in first year in F1. The pay-driver tag has been thrown in his direction at every opportunity, but he has brushed it off, got his head down, and in a recalcitrant Williams FW40 scored a podium and some points. As de facto team leader in 2018, he needs to back that up with consistency.

Sergey Sirotkin Nationality: Rus Age: 22 Starts: 0 Points: 0 Poles: 0 Fastest Laps: 0 Debut: 2018 For Sirotkin see Stroll a year ago. The same labels have been applied after he beat Robert Kubica to the drive. It isn’t a fair appraisal. Sirotkin, like Stroll, managed some decent results in junior series. Having spent the last three years as a test/reserve driver, he shouldn’t be overawed by the F1 environment.

School’s out for Williams Youth over experience. Money over talent. Those accusations have been repeatedly reamed at the squad over the last year and a half. In typical Williams style the team has dug in its heels and stood defiantly in the face of it all, coming out of the other side typically emboldened. It has been an up and down couple of seasons for the nine-time-champion team. Six years in a row of finishing outside of the top ten with Renault, Toyota and Cosworth engines was bidden to the history books when the team began its current relationship with Mercedes. Two consecutive third places were followed by two fifth places in the constructors’ standings, with the team being knocked for six by fellow Merc customer team Force India last year. That simply isn’t 38 Racing Edge Issue 1

good enough for a team like Williams. Another attempt at reviving the name as a force to be reckoned with takes a chance on the unknown quantity of Sirotkin beside Stroll. But Williams has taken chances before that have paid off, an ageing Damon Hill, a mercurial Jacques Villenueve, a fiery Juan Pablo Montoya all rewarded the team handsomely. A fresh line up ready to be moulded into a Paddy Lowe car might boost the team enough to jump up a place in the title race. Williams need to take risks to move forward, otherwise they’ll start to repeat the dismal situation they found thamselves in between 2008 and 2013. The money might be nice, but to say that their tenure at Grove is to simply down to being some kind of cash cow misses the point. Racing Edge Champonship Prediction: Seventh


Nico Hulkenberg Nationality: GER Age: 30 Starts: 135 Points: 405 Wins: 0 Poles: 1 Fastest Laps: 2 Debut: 2010 The records state that Nico has started 135 GPs, and is yet to hit the podium, perhaps it’s a classic case of the right teams at the wrong time. His ability isn’t in question, his future is solid, but what of Renault itself? It’s hard to imagine that they’ll deliver a car that will make the top three, the wait will continue.

Carlos Sainz Jr Nationality: SPA Age: 23 Starts: 60 Points: 118 Wins: 0 Poles: 0 Fastest Laps: 0 Debut: 2015 Is Sainz as good as Verstappen? They were equal at Toro Rosso, but what about at Red Bull? This season he has to take charge at Renault, it’s part of his development curve to be ready for the RBR call-up, where he’ll face an entrenched Max. Sainz needs to define himself in 2018, we know what his future holds.

Laying the foundations It’s a questionable move for a full works team to take a driver on loan from a customer. In terms of image it leaves Renault looking like beggars. Replacing Jolyon Palmer with Carlos Sainz Jr is a move that any Formula One team would take based on their respective performances over the last two seasons, but Renault have ended up looking desperate. Did the decision make dividends at the end of last season? Sainz certainly raised the game and almost achieved in four races what Palmer had in 16, so yes, it did. It also allowed Renault to integrate Sainz in preparation for the 2018 season. But as it stands, his contract will probably take him back to the Red Bull fold before they have a car that they can take advantage of his unbridled speed with.

Consistency with Hulkenberg will be a determining factor as the team gets its feet firmly back under the F1 table. But it is hard to imagine the Enstone based outfit reaching the levels of its customer Red Bull. The two are due to part ways at the end of the year, and that doesn’t leave Renault in the clear. A new partnership with McLaren for this year feels like an attempt at fixing a pothole with nothing but air. Renault as a team simply cannot compete with Red Bull on the chassis side, and it is almost certain that’ll also be the case with McLaren. Renault need support and cash from their parent company, but it will be a hard task to convince them to invest when they’re finishing behind a customer team, with a loanee driver. Racing Edge Championship Prediction: Fifth Issue 1 Racing Edge 39


Pierre Gasly Nationality: FRA Age: 22 Starts: 5 Points: 0 Wins: 0 Poles: 0 Fastest Laps: 0 Debut: 2017 Gasly it turns out has pedigree. Just when we thought that the Red Bull junior programme was beginning to bleed itself dry he was given a lifeline after being placed in Japanese Super Formula limbo. His GP2 title didn’t seem enough to satisfy Red Bull, but five solid races in F1 last year have re-ignited his career.

Brendon Hartley Nationality: NZL Age: 28 Starts: 4 Points: 0 Wins: 0 Poles: 0 Fastest Laps: 0 Debut: 2017 Like Gasly, Hartley is getting a second bite of the Red Bull cherry. The company are notorious for dumping its junior drivers if they miss targets. High profile performances at Porsche in the WEC convinced Helmut Marko to give him a second shot. If he doesn’t deliver, he’ll be gone by the halfway point of the year.

Honda test bed Be ready to for plenty of frothing and foaming from Franz Tost and Helmut Marko this year. The Austrian pair have been full of airs and graces over their tie up with Honda for 2018. There have been a few digs at McLaren along the way, but if the same problems persist from the Japanese camp that have plagued McLaren, then there will undoubtedly be a calvacade of Austrian profanity behind closed doors, and hard-faced comments in the paddock. The team will always be between a rock and a hard place while they’re part of the Red Bull family, and this year is no different. Apart from looking after the Red Bull junior drivers, the nursery stable will experiment with the Honda power unit in an attempt to get it fettled for its big brother. To add to that, the team isn’t even deemed 40 Racing Edge Issue 1

capable of looking after all of the Red Bull drivers with Carlo Sainz on loan to Renault for the year, in an attampt to placate the Spaniard. Pierre Gasly will be the main focus of the future for the Red Bull programme as a whole, but Toro Rosso have one trick up its sleeve, if Helmut Marko can keep himself from pulling the trigger. That trick is Brendan Hartley. If the Honda experiment means that the team is going to be trundling around developing the engine, then having an experienced test driver will be of added value. Miles and miles of WEC testing places him perfectly as the man to push Toro Rosso in the right direction. If they replace him with a young driver during the year, they’ll only be setting themselves back. Racing Edge Championship Prediction: Ninth


Romain Grosjean Nationality: FRA Age: 31 Starts: 122 Points: 344 Poles: 0 Fastest Laps: 1 Debut: 2009 Romain Grosjean heads into 2018 needing to dominate his teammate. We all know the Frenchman is blisteringly fast, but to put himself in the frame for the end of season musical chairs this year he needs to deliver. At 31 he can no longer trade on being a driver with potential. 2018 is crucial for his long term options.

Kevin Magnussen Nationality: DEN Age: 25 Starts: 60 Points: 81 Poles: 0 Fastest Laps: 0 Debut: 2014 Magnussen has built a reputation as being a stolid operator who won’t allow himself to be phased by what is going on around him. 2018 will be a turning point, his settling in period is over, and ridiculous as it may seem, his age is already against him i. 2018 needs to see him establish himself over his teammate.

It Haas to be now Haas did not suffer a sophomore slump in 2017. A solid and consistent campaign improved upon a 2016 where the team shot out of the box, only to spend the second half of that year hovering just outside of the points. With both drivers scoring on a regular basis in 2017, bringing home 47 points, and finishing eighth in the championship, the aim for 2018 naturally rises. It seems almost inevitable that Sauber will finish at the bottom of the table once again, and with Torro Rosso now carrying (or igniting) the Honda torch, it would appear that eighth would at least be a certainty. But with two experienced drivers driving the team forward Haas need to be aiming for Renault and Williams. Haas have shown that they can operate at

a competitive level across the entire season, but points in every race and one driver in final qualifying needs to be the target. While they are viewed as being a Ferrari support crew, Haas now have to stand out on their own two feet and climb out from the shadow of Maranello. With Gene Haas in control, and with the combatative Guenther Steiner holding the race team reigns, you know that a hard, but knowledgeable backbone exists within the team. The political animal that is Formula One has bypassed their consciousness, which is an advantage. It has allowed them the chance to concentrate on the VF-18 and the operational and manufacturing processes. Even if they stay eighth, they’ll still step up. Racing Edge Championship Prediction: Eighth Issue 1 Racing Edge 41


Fernando Alonso Nationality: SPA Age: 36 Starts: 291 Points: 1,849 Wins: 32 Poles: 22 Fastest Laps: 23 Debut: 2001 Alonso has got what he wanted. A team based around him, and an engine with a proven winning pedigree. His soujorn to Indianapolis last year, and his dip into endurance racing this season prove his versatility, but with Honda gone and Reggie in, it is up to Fernando to deliver and drag McLaren back up the grid.

Stoffel Vandoorne Nationality: BEL Age: 25 Starts: 20 Points: 14 Wins: 0 Poles: 0 Fastest Laps: 0 Debut: 2016 Scrub any information regarding Stoffel Vandoorne and his ontrack results from the books from 2017. His off-track achievements bode well for his future. He shared a team with Alonso and didn’t get wiped away, he kept his head down and got the job done. With a Renault engine he’ll show his mettle.

Making up for lost time Honda. Is there anything else to say? The recent ‘Grand Prix Driver’ series produced for Amazon gave an insight to a team in disarray this time last year. There were scenes where the team rightfully blamed the Japanese manufacturer as the single reason why they were in the position they were in. Fast forward a year and Woking is probably a much calmer place to work! There is no doubt that McLaren had all the tools at their disposal to challenge Mercedes, Ferrari and Red Bull, except for one significant factor; the engine. The team need to hit the ground with all four wheels moving forward to take advantage of their tie-up with Renault. They can be forgiven if they finish the year behind rival customer Red Bull, but 42 Racing Edge Issue 1

McLaren must outpace the works team. With Red Bull almost certain to face the chop from the Renault stable at the end of the year, McLaren should become the number one team for the French manufacturer in 2019. With Ron Dennis now gone and Zak Brown leading the way, the team seems refreshed. Towards the end of last year you could almost feel the collective sigh of relief once the Honda project was abandoned. The team are once again in a position that they should be. With a solid world champ driver partnered by a promising youngster, and the prospect of being focussed on by Renault over the next couple of years, it would seem that the nightmare is over. Racing Edge Championship Prediction: Fourth


Marcus Ericsson Nationality: SWE Age: 27 Starts: 76 Points: 9 Wins: 0 Poles: 0 Fastest Laps: 0 Debut: 2014 The overriding feeling among fans is that he shouldn’t be in F1. In three years at Sauber he’s never been able to match a teammate. His connection to the financers of the team have seen him labelled as a simple pay driver, preventing talent stepping up. His contract is up this year, it’s up to him to earn an extension.

Charles Leclerc Nationality: MON Age: 20 Starts: 0 Points: 0 Wins: 0 Poles: 0 Fastest Laps: 0 Debut: 2018 Leclerc will not have the same opportunites to overtake in F1 as he did last year n F2. His position as a Ferrari junior driver has helped in the hunt for a seat, with the team eyeing him for the future. Even a bombastic performance in 2018is unlikely to elevate him to the Scuderia. It’ll be a year of trying to outperform the car.

Not quite the Alfa male That isn’t an Alfa Romeo engine in there! Sauber were due to take the explosive Honda for 2018, but that idea was snuffed out on day one of new boss Frédéric Vasseur’s reign. The decision to scrap that project and take a re-badged Ferrari power unit won’t have been too hard. The team need to plant both feet firmly in the soil before jumping into a development programme with that kind of intensity. The re-badging of the Ferrari engine to satisfy Sergio Marchionne and his ambition to place the Alfa name in F1 changes nothing. The team maybe using the same engines as Ferrari, but only a fool will believe that they’re equal. The silver lining though is the procurement of Charles Leclerc in one of its seats. Taking Leclerc for the year could see some

exciting moments, and it may force the team to make some difficult decisions over favouritism as they push forward. If the young Monegasque delivers on his promise, teammate, and golden boy Marcus Ericsson could be left with his nose out of joint. Keeping the pair happy will be crucial for the morale of a team that will be battling at the back of the grid again. Vasseur has a challenge on his hands to lift Sauber from the bottom of the pile, but the team have a precidence in this area. Before the buy out by BMW in 2006, Sauber built its competitveness with Ferrari units, this is something that they need to repeat as the sport heads towards its 2021 tech overhaul. The team may have taken on a series of new sponsors but are still financially stifled and will have to achive this on a miniscule budget. Racing Edge Championship Prediction: Tenth Issue 1 Racing Edge 43


Life in Miniature A four year project that takes super detailing to a new level. Mick Palmer looks at the Lotus 78 built by Paul O’Farrell

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et us be honest for a moment. Modern F1 cars are at the cutting edge of racing technology, but are confined by restricted parameters. The aesthetics are similar across the field. A mixture of limiting regulations and knowledge refined over the last couple of decades have led the 10 teams currently competing up the same garden path. Yes there are flourishes of individuality here and there, and each season a couple of teams will talk about heading up new avenues with fresh concepts, but in reality they’re like 10 different breeds of dog trying to leave a scent up the same tree. You’ve heard and read it many times before, but it wasn’t always like that. Adrian Newey is deigned as the god of modern race car design, even in his most zen laden guru moments though, he craves the freedom that his predecessors were allowed - the kind of blank sheet that Colin Chapman and his Lotus cohorts were able to scrawl upon for a full quarter of a century. Newey’s creations are defined by boxes within which he is allowed to craft shapes, Chapman’s were not, but despite the ugliness or beauty of their respective designs (you can choose which is which) they were all designed with function as a priority, form didn’t enter into it. The Lotus 78, with Peter Wright at the design helm, has an easily distinguishable shape. The car, which took seven wins and carried Mario Andretti

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through the first few rounds of his championship winning season, followed the wedge shape lineage of its predecessors. The stand-out feature was an airbox that wrapped around the roll hoop, giving it a low-lying, muscular stance. Ensconced in the tobacco livery of the John Player Special cigarette brand, it became an instant classic. JPS and Lotus frequently feature towards the top of favoured liveries in motor racing history. The combination has borne a slew of oil paintings, posters, books, clothing and model cars, both die-cast and in kit form. The latter has been an industry in itself for over 40 years. Corgi, Scalextric, Minichamps and Tamiya have led the field, and motor racing fans have seen all the iterations of the JPS/Lotus marriage be served up constructed in various scales, from different materials. You’d think we’d seen it all, but you’d be wrong, there is one individual labour of love that I think you will agree puts every other miniaturised JPS Lotus Formula One car to shame. The Lotus 78 built by Paul O’Farrell. “I have been interested in building models ever since I was a young child,” comments Paul. “Of course, life got in the way and there were several years in my teens and early twenties where other interests (sports, school, work, socialising etc) took precedence with my spare time. I gradually got back into


modelling in my mid-twenties. I’m now 52 years old so you could say I have been modelling for approximatley 40 years or so.” Having emigrated to Australia as a child, Paul followed the route that many modellers follow when first sampling the hobby; building Airfix and Matchbox kits, before progressing to Monogram and other, more exotic ,manufacturers: “Revell and AMT were other players at the time and a little-known Japanese company called Tamiya were quite prolific with

their range of kits as well.” Of course Tamiya has become the most prolific of Formula One kit manufacturers, the company of choice for those entering the field of modelling race cars. Although most of their products have a number of mistakes that the untrained eye may miss, they are not by any means an entry level manufacturer. “My first ever kit (from memory) would have been a 1:72 Matchbox kit, possibly a WWII Hurricane. I do clearly recall that my first ever car kit was Tamiya’s 1:20 Ferrari 312T3. No particular reason for attempting to build the 312T3, I just liked the look of the car from Tamiya’s box art. Of course, that initial foray into car modelling ended up being an incomplete project which didn’t end well, however building these early kits was where my basic foundations of scale modelling skills were formed. Over the following years, skills with basic modelling tools were developed and refined, new techniques were learned and the quality of my modelling steadily improved.” Paul moved onto building American Hot Rod kits in his twenties, where detailing became an integral part of his skillset: “By that stage I had acquired

a decent collection of kits as well as the basic modelling tools required and was gradually comfortable enough to delve into customising car bodies and swapping around running gear from several donor kits. I began stashing away items for future detailing use – cards of fuse wire, pieces of sheet styrene and unused parts from previously completed models, knowing that they might come in handy someday.” The spark that led to Formula One modelling was lit by a classic British GP Williams intra-team Mansell/Piquet face-off: “Being British myself, Mansell’s fabulous drive had me punching the air when he took the chequered flag, and the euphoria from the massive crowd at Silverstone, as well as the utter joy from Murray Walker

really struck a nerve with me. Subsequently, I began paying a lot more attention to F1 and my interest in the sport still remains as enthusiastic today. “That fateful Sunday evening was a defining moment. My interest in Hot Rod modelling switched immediately and I concentrated on F1 modelling instead. I was aware of Tamiya’s 1:20 F1 range by this stage and I soon discovered that a model of the Williams FW11 that Mansell drove to victory at Silverstone was available in Tamiya’s range. I simply HAD TO have that model. And so the FW11 became the first F1 car that I built and completed. By today’s modelling standards, the final result is decidedly average, but I’ve kept that car along with all my other completed 1:20 F1 cars.” After honing his skills in the 1:20 scale, Paul took the decision to step up to the plate in the big leagues. The 1:12 scale was the next step, and the associated problems became immediately obvious: “It soon became apparent that the scope of detailing for a 1:12 car is far more than a comparative 1:20 scale

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car. I planned to challenge myself and have a go at a 1:12 car someday. “Around 8 years ago a Japanese company named Model Factory Hiro released my all-time favourite F-1 car in 1:12 scale. This particular car immediately shot to the top of my wanted list and I sold off a sizeable amount of my Hot Rod collection in order to finance the purchase of MFH’s simply gorgeous Lotus 79. On first inspection, this kit was above and beyond anything I had ever experienced in 1:12 scale. Beautifully cast resin bodywork pieces, several bags of wonderfully cast white metal components, machined aluminium wheels rims, anodised wheel inserts and perfectly cast rubber tyres was all very jaw-dropping and quite intimidating at the same time. “As much as I wanted to launch into the Lotus 79 kit immediately, practicality settled in and dictated that I needed to get comfortable with 1:12 modelling and all the extra details which a kit of this scale demands. What better way to prepare myself for this magnificent MFH kit than to build a 1:12 car which is as close as possible to the Lotus 79? It seemed to be a perfectly reasonable conclusion that I should ease myself into the 1:12 arena with a Tamiya 1:12 kit first, and that is how I decided to build my first ever 1:12 car Tamiya’s JPS Lotus 78. “Having studied Tamiya’s Lotus 78 kit components, a few shortcomings were soon discovered and I began researching the car to find more info about where certain hoses and electrical wiring began and ended. Being an active member of the F1M modelling forum (www.f1m.com) was a great help in this aspect, and it soon became apparent that MFH had a series of detail books available for various F-1 cars. Amongst this range of Joe Honda books was one title which was exactly what I needed: Lotus 78 / 79 / 80. Arming myself with this particular book was a revelation as it contains several clear images of otherwise hidden areas of the Lotus 78. “It also helped me discover that Tamiya had cut a few corners with detailing aspects. For instance, there was a cable for the rear torsion bar which was not included in the kit. Other missing items like seat

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belts, dashboard wiring and ancillary pumps were items which I wanted to gather further info about and add these missing items to the completed model. Alas, not all these items were readily available as after-market items, so ideas of modifying existing parts or even scratch-building some of these items were researched.” Paul set about creating the super-detailed model with some gusto and dedication. A number of painstakingly accurate modifications were made to the kit. The rivets that you see on the upper side of the model are not the originals. These were drilled out one by one and replaced with 0.5mm resin replacements, the engine inlets were stripped and scratch built, the covers being made out of gauze from an Ikea frying pan lid! By no means does the genius end there. The “snap-on” joints which are standard in most model kits were replaced for accuracy, using styrene tube to complete the circle. The suspension arms were replaced with scratch built items. “From the outset, I had no intentions of replacing all the cast rivets with resin-cast after-market items,” Paul said. “Nor did I plan to change the JPS decals or relocate the rear torsion bar and scratch-build all the suspension arms, but with each successful result I began to appreciate the benefits of scratch-building” The finish of the car is glorious, it really does encapsulate everything about the iconic John Player Special liveries that bedecked Lotus machines through the seventies and up until 1986 (later to be hijacked by the “new” Lotus in 2011.) The deep gloss black and the contrasting gold decals were not simply achieved with a dollop of black paint and the supplied decal sheet. The paint process for the gloss black moved from primer to sanding to base layers that were left to cure over a couple of days. I would imagine that a level of patience and self restraint that most of us could only dream of was needed to avoid prodding the paintwork as it settled, there are more than a few of us who’ve succumbed to temptation after five


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minutes, only to leave a a large fingerprint across the bodywork!! The provided sheets of decals and logos for many Tamiya models are not up to scratch for those who want to go the extra mile. The colours and sizes of the stock sheets leave a lot to be desired, the set featured for this model were designed by the company to fit both the Tamiya and Academy models, with the correct sizing and shade. Unfortunately Paul had a bit of a mishap with some masking tape, the removal of which undid some of the hard work around the paintwork and decals which necessitated some restoration. Extra finely detailed components were then manufactured to add to the authenticity. Scratchbuilt items, such as a re-purposed fuel filler inlet, catch can and oxygen bottle were mounted behind the roll hoop. A rebuilt gear shift mechanism and new guages improved the look, along with a newly modelled torsion bar. A cooling system, fuel lines and even insulation were among the additions not available in the original kit. “I like a challenge and the deeper I got into the details of the 78, the more I enjoyed discovering how to work around these shortcomings. In the end, the final outcome for my Lotus 78 was far greater than I had originally planned. I didn’t set myself any time limits because I wanted to see how far I could go with the extra details of the car, so it came as no surprise when I recalled the starting date and found that the 78 had taken over four years to build.” The end result is an astounding piece. I’ve seen many high quality models in my time having worked in the industry for a couple of years after leaving the world of motor racing, none have matched this. For those who want to attempt to emulate this level of

model making Paul has some sage words: “Having access to the Internet is absolutely crucial for research purposes. Acquiring a steady pile of reference material ( books, saved images etc ) is also a great help and I willingly delve into each area extensively for research purposes. I have collected 30 years of Autocourse annuals and refer to them quite a lot. I recently completed my first ever kit conversion ( I converted a 1:20 Ferrari F2001 into a Jaguar R3 ). I don’t think I’d be able to complete my models to the standards I aim for without having sufficient reference material available.” As for right nowt: “My current project is my first ever dabble into MFH kits. It’s their 1:12 Lotus 77 which utilises quite a few components from Tamiya’s Lotus 78 kit. This is a whole new ball game for me as I have never built a kit which comprises of white-metal and resin cast items. However, given my experiences with the Lotus 78, I feel prepared for the challenges which this MFH kit will present. Naturally there are a few changes required.” And the future: “I would love to see a fully detailed Maserati 250F in 1:12 scale. I also quite like the Bugatti Type 35. I have recently fallen for MFH’s 1:12 Alfa 159, such a glorious looking car. I really would like to have a far more accurate rendition of the 1:12 Lotus 49. Tamiya do have theirs but it is well out of scale in several crucial aspects and that is preventing me from building mine. I could rattle on for ages but I would like to see a fully detailed kit of the Lotus 25 in 1:12 scale too. Perhaps MFH are still listening they did produce a Lotus 79 and that was a very popular choice.” Maybe in four years we’ll feature the Lotus 77 that is currently under construction, I’m sure we’ll be knocked out by that too!

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Photo: Penske Media

Another second chance? After a number of years in the motorsport wilderness IndyCar is taking on the world, not just with all guns blazing, but with a battery assault that should send shockwaves through the sport. Mick Palmer previews 2018 to see if this year is the year that IndyCar really does re-kindle former glories.

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ndyCar has a new found self-confidence heading into 2018. It’s nothing new of course, every year seems to see a rebirth of sorts, with positive comments coming from every area within the sport itself, but those comments usually fall upon deaf ears if you translate that into race day attendance and viewing figures. What proof is there that this will be the year where the championship ignites the dormant passion it believes that resides within domestic fans across the USA? Will the sport capture the attention of those fans whose appetite for top level single-seater racing needs more then just Formula One? As explored elsewhere in this issue, a new set of aerodynamic packages for both road and oval tracks promise to bring equality to the field. That parity is a key selling point for the series, but unlike other championships, IndyCar has not been hampered by only having a small selection of drivers who are able to challenge for race wins. Eight winners from the first eight races, or ten overall across 17 events last season prove that it is

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a highly competitive series where almost all of the drivers have the opportunity to be competitive on any given weekend. In terms of having the consistency to challenge for a title, as opposed to going for individual race wins, it is all about two teams. Since the IRL/Champ Car merger in 2008, only Andretti (in 2012 with Ryan Hunter-Reay) have managed to wrestle a drivers crown away from Penske and Ganassi. The two mega-teams have dominated the standings over the last decade with Scott Dixon and Dario Franchitti taking six titles for Ganassi, and Will Power, Simon Pagenaud and Josef Newgarden taking three for Penske. The two squads have been running four cars each. Combined with the four that Andretti run it has been tough for any other teams to get a foot in the door across a whole year, but that has changed for 2018. The level of exposure that IndyCar has not been able to garner over the last few years has had an effect on sponsorship. For this season Penske are dropping to three full season cars, while Ganassi


2018 IndyCar Schedule St Petersburg (St) Pheonix (Ov) Long Beach (St) Alabama (Rd) Indy GP (Rd) Indy 500 (Ov) Detroit 1 (St) Detroit 2 (St) Texas (Ov) Road America (St) Iowa (Ov) Toronto (St) Mid-Ohio (Rd) Pocono (Ov) Gateway (Ov) Portland (Rd) Sonoma (Rd)

March 11 April 7 April 15 April 22 May 12 May 27 June 2 June 3 June 9 June 24 July 8 July 15 July 29 August 19 August 25 September 2 September 16

Rd = Road Track St = Street Track Ov = Oval

Photo: Penske Media

have halved their involvement. Suddenly those eight cars become five. The shrinking of the top tier teams, you’d think, would be a reflection of the series as a whole, but Andretti will continue to run four cars, and the championship will have 22 cars at the season opener in St Petersburg, which is one more than last season. Adding to that security is the entries for the Indy 500. Over the last few years it has been a tight call to get 33 machines on the starting grid for the May classic. This year IndyCar is in the lucky position of already having 32 drivers entered and a further three cars waiting for occupants. This small upward swing is a positive, and hopefully an indicator of confidence for the future. The main thrust for the commercial side of the sport this year is to secure an agreeable broadcast contract for next year. CEO Mark Miles said: “We’re encouraged that there are a number of parties that want everything, and/or pieces of our schedule. So that gives us the chance to look at it every way and see what’s strongest in terms of exposure and economics.” While the future looks bright, IndyCar must once again deliver a high quality product this season to keep the

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upward momentum on track. Apart from the multiple winners last year, the spotlight on the 500 was shone from Europe as Fernando Alonso tackled the event, and Josef Newgarden became the first American champion since 2012, both factors that IndyCar needs to build upon. On track have no doubt that the reduction in the amount of cars that Ganassi and Penske field will have no effect on the quality of their output. Dixon will certainly be on the pace and the Penske trio will be in the hunt. As for the rest, Andretti must be on form from the start. Hunter-Reay and Marco Andretti have the talent, the team have the experience and need to be on the ball from day one. Alexander Rossi looks like the ace in their hole. With two seasons and an Indy 500 win under his belt it’s time to shine.

Rahal and associates will hope for a consistent Takuma Sato to emerge alongside Graham Rahal and push for more than a couple of wins. Expectations outside the team don’t add up to a championship charge, like so many of the entrants. Carlin arrive as an experienced rookie team with Chilton and Kimball and should be able to challenge on occasion. James Hinchcliffe still has a lot to prove, and Sebastien Bourdais has seen some of his magic return. Almost every driver has a shot at a win this season, and with that kind of open competiton it should once again be compulsive viewing on a weekly basis. A return to Portland brings the sport back to the race-starved North-West after a break of 11 years. It is the only addition to the calendar which once again benefits from races at Road America and Long Beach. The only track that could see racing impeded by its layout is the Gateway oval which produced a dull encounter in 2017. Hopefully the new bodykit will alieviate that and Indycar will deliver the goods once again, 52 Racing Edge Issue 1

IndyCar 2018 Entry list J. Foyt Enterprises (Chevrolet) 4 Matheus Leist 14 Tony Kanaan Andretti Autosport (Honda) 26 Zach Veach 27 Alexander Rossi 28 Ryan Hunter-Reay 98 Marco Andretti Carlin (Chevrolet) 33 Charlie Kimball 59 Max Chilton Chip Ganassi Racing (Honda) 9 Scott Dixon 10 Ed Jones Dale Coyne (Honda) 19 Zachary DeMelo/Pietro Fittipaldi 18 Sebastien Bourdais Ed Carpenter Racing (Chevrolet) 20 Jordan King/Ed Carpenter 21 Spencer Pigot Harding Racing (Chevrolet) 88 Gabby Chaves Juncos Racing (Chevrolet) 32 Rene Binder/Kyle Kaiser Michael Shank Racing (Honda) 60 Jack Harvey Rahal Letterman Langian Racing (Honda) 15 Graham Rahal 30 Takuma Sato Schmidt-Peterson Motorsport (Honda) 5 James Hinchcliffe 6 Robert Wickens Team Penske (Chevrolet) 1 Josef Newgarden 12 Will Power 22 Simon Pagenaud Indy 500: Wilson, Munoz (Andretti) Mann (Dale Coyne) Patrick (Ed Carpenter) Lazier (Lazier Partners) JHoward (Schmidt) Castroneves (Penske) To be announced; Rahal Letterman, Dreyer & Reinbold (x2), Dale Coyne


Crossword

Down 1) Slot car company who sponsored British F1 championship 2) Not toe-out 3) The last racetrack where a 3 car F1 team ran 6) Zanardi vs Herta 7) The team that Adrian Newey began his career with 8) British driver, won Japanese F2 title 11) Defunct oval track 12) Emmo didn’t want milk

Across 4) The main part of the chassis 5) Built the 2175A FORMULA ONE engine 9) Italian constructor in F1/F2 and F3 10) Jonathan - had his own single seat championship 13) Last circuit to host a Saturday F1 race 14) Nickname of infamous Motor Sport F1 scribe 15) Italian F3000 title winner in 2000 16) Mike “The Bike”

Coming this March

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Review

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n ‘The Mechanic’ Marc Priestly delivers a riotous and succinct recollection of his 10 years at McLaren as a member of the race team. Priestly is unabashed and open in this book which covers the first decade of the current millennium. Crucially it serves to deliver an unbiased, inside line, on the 2007 McLaren season, where an incendiary combination of Lewis Hamilton, Fernando Alonso and ‘Spygate’ created some of the biggest headlines in the sport over the last 20 years. It is also the nearest that an F1 book will probably come to the hedonistic, gonzo writings of Hunter S Thompson in Rolling Stone magazine or his classic tome ‘Fear and Loathing in Las Vegas.’ Priestly is more than competent as a wordsmith, as we have seen at numerous times over the last few years, although the antics of the McLaren race crew don’t quite match up to the misdemeanours of the father of the gonzo genre, a surprising amount of extreme (for modern F1) pranks is listed time and time again, delivered candidly (and at times remorsefully) for the reader to choose whether to respond with laughter or disgust (Admittedly it was al laughter for me.) The work hard, play hard ethos of the team, which contrasts wildly with the grey image of the team through the decade, is accompanied with an appraisal of the internal structure and perfection that McLaren espoused from Ron Dennis all the way down through the factory.

Aside from the wild parties, fuelled by alcohol and the occasional bag of sniff, the book tells the story of how Priestly made his step up to F1 via the junior fomulae. It gives an insight to the pressure, and self-doubt, that a young mechanic feels when making the transition to the big time. There aren’t many secrets given away about the technical side of the McLaren/ Ferrari war of the era, but the odd revealing titbit really does make the reader sit up and say ‘oh.’ that’s what was going on. A large portion of the book is given over to Priestly’s time working on the McLaren of Kimi Raikkonen. The picture he paints confirms, from the mouth of the horse, what we already know about his seemingly lackadaisical demeanour. The commitment and speed of the Finn is also confirmed along with the obvious declaration of his apolitical nature. Something which does not carry on to the pièce de résistance of the book. The in depth examination of how intra-team rivalries, and underhanded tactics, affected the Hamilton/Alonso battle is taken from the unique position that Priestly had as chief mechanic on the spare car. It builds, forcing you to turn page after page to discover what really happened in one of the most contentious rivalries in Formula One. Something that all fans of the sport must read. The book doesn’t flow like those of some of the more esteemed writers in F1, but Priestly delivers on a plate one of the more readable books of the last few years. 7/10 MP

Among fans of motor racing this was one of the most anticipated books of 2017. Following on from the publication of ‘Total Competition from Adam Parr and Ross Brawn the year before, it has become fairly obvious that even some of the most mainstream fans of the sport have a higher knowledge base that what was once assumed. The format for the book is a mix of an autobiography, and a succinct explanation of some of the tricks of the trade that Newey has developed in over 30 years in designing, and race engineering in the sport. The story progresses from Newey as a youngster growing up in a house where cars are an important part of the family (what most of us wouldn’t give to have a father who decides to kit build a Lotus at home!) to an uninspiring secondary education, and on to University, where surprisingly the future design Guru had to play catch up. The book also covers the trials and tribulations of an, at times, difficult personal life. The grounding of a young Newey serves to show us how the man has been made, and some of the reasons why he has become a leader in Formula One design circles. One of the striking features of the book is the honest, open and at time vehement way that Newey discusses some turning points in the way Formula One design has developed since his days as the new kid on the block at Leyton House. The courting and divorce with Williams and McLaren should be required reading for any fan of motor racing. There are plenty of revealing books available published by drivers, and others in a privileged position, but it is rare that someone with such a

high standing in the sport would reveal many of the issues from behind the curtain while they are still involved, and those who are the subject are still alive. Yes, I’m talking about Patrick Head, Frank Williams and Ron Dennis. Newey does deliver praise where it is due with the trio, but that isn’t the case with those who have ruled the FIA during his career. The disdain that Newey has for the politicking from the likes of Mosley and Todt is printed plainly for all to see. The thrust of the book, aside from who Adrian Newey is via a series of anecdotes, revolves around the design and operation of the racing cars he has designed. In clear layman’s terms he skilfully describes exactly how things such as the double diffuser and FRIC work, as well as describing the concepts and practicalities of designing and developing them. Newey does not let the genie out of the bottle, but a series of hand drawn explanations really does justice to the theoretical side of racing car design, satisfying both those in the know, and those without a clue about the technical side of the sport. Newey has had first hand experience with the most intriguing drivers of the last 30 years, and is full of praise, and criticism, of most. There are many insights into the workings of champions Vettel, Hakkinen and Hill, as well as an honest appraisal of ‘The Enemy’ - Michael Schumacher. Of course there is the story of Imola and Senna, with the most open and accessible description of the data that Williams recovered laid bare yet. The only problem with the book is a few confused dates and venues, barring that it, is the most revealing racing autobiography out there. 9/10 MP

54 Racing Edge Issue 1


Grand Prix Preview: Australia

Photo: Force India F1

Last Year

Sebastian Vettel picked up the first Ferrari victory at Albert Park for ten years after a race long battle with the Mercedes of Lewis Hamilton. The Ferrari was much more sympathetic to its tyres than the Mercedes. As Hamilton tried to build a gap the Ferrari sat just behind eyeing up an opportunity to go for the lead. After an early stop due to a loss of grip, Hamilton re-appeared behind the Red Bull of Max Verstappen and lost ground on the Ferrari.

This allowed Vettel to build a margin of almost 10 seconds by the end of the race to take his first win in over a year, it also ignited an early season title battle between the pair. Valtteri Bottas came third in his three-pointedstar debut, having been thoroughly outclassed by his teammate. Local favurite Daniel Ricciardo was out by onethird distance with fuel problems, his teammate Verstappen came fifth, behind Raikkonen.

It’s fairly obvious who the frontrunners are as the Formula One tribe heads to Melbourne. Mercedes, Ferrari and Red Bull lead the way in a continuation of how 2017 went. All three are in with a chance of victory, but while Mercedes and Ferrari have the stronger cars, Red Bull have two hungry drivers who will be set to take their machines to the edge of their operating window to reach the checkered flag first. Merc and the Prancing Horse would appear to have a

Circuit Name First Grand Prix Track Length Number of Laps Lap Record Most Wins (Driver) Most Wins (Team) Last Year Pole Time Last Year Winner Last Year Second Last Year Third

season long advantage over RBR in this ridiculous era of three power units per season. It’s hard to imagine that those two will lean on their engine as much as Red Bull in the early rounds, unless one suddenly displays a turn of pace in qualifying that is unexpected. Even during the first race of the season this new tactical battle may influence the outcome if one team is still holding some in reserve. The race will be a litmus test for the new McLaren/Renault

: Albert Park : 1996 : 3.295 miles : 58 laps : 1:24.125 (2004) : M Schumacher (4) : McLaren (11) : 1:22.188 : Vettel : Hamilton : Bottas

combo as we see how the pairing slot into the pecking order. Nobody really expects McLaren to be on par with Red Bull yet, but the expectation will be that they’ll outclass their engine suppliers. The customer Mercedes battle has went in favour to Force India over the last two seasons, but at Albert Park Fellipe Massa has outclassed the Pink Panthers on his own. With the veteran Brazillian gone, can the young pairing of Stroll and Sirotkin replicate that this year? Issue 1 Racing Edge 55


THE BACK PAGE

Callum Ilott (Prema Powerteam) Silverstone April 2017 Photo: DTM/EuroF3 Media

Racing Edge Mgazine Issue 1 March 2018  

Issue #1 of Racing Edge magazine. Covering Formula One, IndyCar, Formula Two and other single seater championships, Racing Edge brings you...

Racing Edge Mgazine Issue 1 March 2018  

Issue #1 of Racing Edge magazine. Covering Formula One, IndyCar, Formula Two and other single seater championships, Racing Edge brings you...

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