Standpat or Copycat

An Irish poet/playwright Oscar Wilde wrote this quote: “Imitation is the sincerest form of flattery that mediocrity can pay to greatness.”

Can you imitate anything greater than 6-time double world champion, Mercedes? I’ll answer that for you, no.

For Racing Point, this is the first time since their acquisition of Force India in the summer of 2018; they seem to be embracing a new team philosophy for the characteristic of their cars. “Let’s do something different, try something different, start with a clean sheet of paper and let’s do something new.” stated Racing Point’s Technical Director Andrew Green in reference to the last year of the current regulations. “Though we were adding performance to the car [since 2014] and it was getting better, it had this underlying Achilles’ heel that we were really struggling to get rid of… the gains we were making were getting slower and slower; the fundamental characteristic of the car wasn’t changing.”

Now, referencing the featured image, I think the similarities are pretty clear. The rounded nose piece, the shape of the front wings, side pods, and even the mirrors have the same angles. The only difference I can see with my “technical expertise” is the size and shape of the rear wing.

When responding to the comparisons between Racing Point’s “RP20 and the Mercedes “W10” that won both the 2019 driver’s and constructor’s championships, Sergio Perez said, “I hope it will perform like their car, but it is still very early days.”

When questioned about the similarities, Andrew Green defended his creation by stating, “I can tell you absolutely, categorically all those designs are Racing Point from absolute scratch, there has been no transfer of information on listed parts from Mercedes. They have never contemplated it, we have never asked for it.” Green has emphasized that what is seen as similarities between the two cars is composed of photos that are accessible to everyone, and they “utilized that information.”

Racing Point has been open in disclosing that the “RP20” will be using the front and rear suspension pieces from last year’s Mercedes but assure us that the chassis is all original. Green told Autosport Magazine, “We decided that anything to do with the chassis – which is effectively a non-transferable component, a listed part – we would prefer to keep all that in house, because it’s all linked.”

This car is an original chassis that is influenced heavily by the successful Mercedes “W10” with no substantial information given to them from their technical partners of Mercedes. Now, I do not doubt that their mid-team rivals of McLaren and Renault might have something negative say about this; but if you are Racing Point, was there anything left to lose? If this works, they stay ahead of their mid-team rivals. If not, then the 2021 regulations will have everyone on a theoretical, even playing field.

The world of motorsports is a “monkey see, monkey do” business, and if the pre-season test was anything to go by, Racing Point is trying to do.

Scott Masom

photo credit: Motorsports Network

 

Death: The Inherent Danger of Motorsports

‘I didn’t have a Plan B in life.’ I was in pursuit of my dream from the very beginning. It’s all about desire and passion. At all costs.- Mario Andretti

Anthoine Hubert succumbed to his injuries after a lap-two incident during the 17th round of the Formula 2 championship at Spa-Francorchamps in Belgium. The Frenchman was 22-years old. Juan-Manuel Correa and Giuliano Alesi were also involved in the incident.

Correa’s impact of Hubert happened at high-speed after cresting the uphill turn of Raidillon. Hubert’s car careened off the wall after trying to avoid Alesi and came back toward the racing line. Correa had no time to react to Hubert, and the impact split Hubert’s car in half as the monocoque separated from the chassis. According to an FIA statement, Correa was sent to Liege hospital “in stable condition.”

Giuliano Alesi was deemed fit at the track’s medical center.

The race was not resumed and the Formula 2 race for that following Sunday was canceled out of respect for Hubert and his family. The FIA is currently investigating the incident. Hubert’s passing is the first death due to an incident since Jules Bianchi succumbed to his injuries from the 2014 Japanese Grand Prix. Bianchi passed on the following July.

Racing is dangerous. Always has been and always will be.

I admit that as a current fan who has grown-up in arguably the safest time in motorsports, I tend to forget this. The advances in safety in the last 20 years have been incredible. Unfortunately, this is a sport that is continuously reactive instead of proactive when it comes to saftey. Notable required safety items like the HANS device, SAFER barriers, and HALO have all be a direct effect from death within the sport.

Often, this reaction happens after losing the sport’s biggest names.

My thoughts are with Anthoine Hubert, his family, and friends. He was a young talent that was taken too soon.

But that doesn’t ever make the pill easier to swallow.

Scott Masom

photo credit: Anthoine Hubert’s Twitter

 

 

 

Understanding Life Through My Favorite Racing Quotes

School starts for me this week, and I didn’t want to miss a chance on creating one more post before it got going.

I love quotes. They can be snippets of clarity and inspiration or moments of cloudy judgment or anger; there seems to be no in-between when it comes to them, and that is what makes them great.

I want to share some of my favorite racing quotes that I have come across over the years that have given me some real inspiration.

“Sometimes you’ve just gotta lick the stamp and send it.”- Daniel Ricciardo

A daring move, late on the brakes to pass Valtteri Bottas for the top step of the podium during the 2018 Chinese Grand Prix is what concocted this beautiful quote from the self-proclaimed “Honey Badger” of Formula One.

This quote is my absolute favorite. It inspired me to branch out and apply for other jobs and be more daring in my writing. This quote is about having the right mentality, and when he saw an opening to pass Bottas, he took it. At the time, he didn’t know if it would work, but he took the chance anyway.

Take a chance. Lick the stamp.

“When you put on your helmet… you’re invincible.” – John Force

Is this the thing that has kept John Force racing for so many years? Achieving his 150th NHRA win at the age of 75, one might argue that it is.

When you are genuinely in your environment, whether that is as a professional or as a hobbyist, there is no better feeling. I’m starting to find mine within this blog, and it is something I hope everyone can discover for themselves.

“You will never know the feeling of a driver when winning a race. The helmet hides feelings that can not be understood.”- Aryton Senna

We revere our favorite race car drivers as genuine heroes-they are the men behind the mask that wheel machinery only a few can fathom.

We do not see the fear in a driver’s eyes, nor do we see their confidence. Only the driver knows the truth of their emotions. Winning is everything to these drivers; it is the purest form of validation.

Only you know your genuine emotions. Only you know when you’ve achieved validation.

“If you don’t come walking back to the pits every once in a while holding a steering wheel in your hands, you’re not trying hard enough.”- Mario Andretti

It is okay to give everything you have and still fail because failing is a part of life. It is better to try for more than to never try at all because being content is not acceptable when you can do more; be more.

Sometimes, you’ve just got to leave it all on the track.

“Simply racing a Formula One car is an achievement”- Sebastian Vettel

It is essential to have a perspective on life. We all have plans of becoming the best in our fields. We want to become the race winner, the champion, the legend. In our endless pursuit to try and be the best, we often forget that what we have achieved is monumental in itself.

I have a medium to express my thoughts on motorsports, and for right now, this is a considerable achievement.

Scott Masom

Is This the Way to Have Continued Growth in Formula One?

Ok, so former Formula One boss Bernie Ecclestone and I have a very similar idea. It is a shame that he was able to get it out before I did but none the less, I want to elaborate and expand upon this idea that I have.

I’ve thought about what would happen if Formula One created two separate championships for their teams to compete in. One for manufactures, like Ferrari and Mercedes, and one for privateer teams like HAAS and Williams.

Manufactures would be defined as teams that create and build their engines, chassis, and collection of assorted parts. This classification wouldn’t be limited. It could range anywhere from brakes to front and back wings. These teams would have an incredibly large budget cap to create the best cars that not only they can own, but their customers could own as well.

I mirror this to the GT system we see in place today for endurance racing. For instance, if I wanted to race a Porsche, I can buy the car and necessary parts from the manufacturer and be ready to go racing the very next weekend. In return, the manufacture gets another car on the race track to continue the rigorous Research and Development program that car manufacturers go through to find success on and off the track. Not to mention, the money manufacturers would receive from their customers would help go toward upgrades or build more chassis.

To compete in the privateer championship, these teams would have a low capped budget. (HAAS is documented to have a $120 million budget currently) With this budget, these teams would buy engines, chassis, and parts from a single manufacturer of their choice. This restriction would mean that there would be no need to develop, build, and produce a car from scratch.

I ask, how many new privateer teams have we seen continuously fail in Formula One in recent memory? Teams such as Virgin, Marussia, Manor, HRT, Caterham, and I wouldn’t be surprised to see the newly minted Racing Point be added to this list at some point.

Why do we see these teams continue to fail?

The cost of developing a race team and the cars from scratch to become the backmarker of a Formula One field is absurdly expensive. Couple that with not earning any constructors money within your first year(s) of Formula One and you are looking at a steep mountain to climb when searching for any compensation.

That doesn’t sound very appealing if you are a potential owner.

HASS has proven that a privateer system like this could work, albeit, it wasn’t without controversy. By having a strong technical alliance with Ferrari, HAAS bought and competed with numerous Ferrari built parts. With these parts, they were able to score points in their team debut. HAAS became the first team to secure points in their debut since Panasonic Toyota Racing did it back in 2002. Their 6th place finish awarded HAAS eight points. That is more points in one race than Virgin, Marussia, Manor, HRT, and even Caterham scored in their entire stints combined in Formula One.

See why it was controversial to other teams that HAAS bought their parts instead of following the traditional route of developing, building, and producing their own? I thought it was a fantastic idea.

I do believe that this path is the one that Liberty Media, the FIA, and Formula One as a governing body need to pursue to build and sustain healthy growth. These organizations continually express their desire to expand the field of cars on the F1 grid. They also continually sabotage themselves by not giving these privateer teams a chance to thrive so they can survive.

How would Formula One look like if we converted to this system?

Honestly, it would appear unaltered. The points system would stay the same. The drivers’ championship would still be a collection of points gained throughout the season, and there would still be an overall driver champion. The only difference would be an extra constructors championship designed to spread the wealth of constructor money and create something that drivers of these teams can compete for during the season.

The top teams like Ferrari and Mercedes would still be at the front of the field. What would change is the fight for the best of the rest (7th place) might be more of a battle for the podium and more importantly, a possible championship for themselves. Privateer teams would still need to maximize their performances to beat any of the top teams. But if one of those top teams should have a terrible day, who’s to say that a privateer team shouldn’t be in the contention for a win. Possibly collect 25 points toward their championship?

The midfield battle has been the best part of the Grand Prix weekends so far in 2019. I wish that those exciting battles would go towards something more significant than a “feel good” 7th place finish.

Scott Masom

photo credit: Getty Images

The Penalty Heard Around the World

Section 27.3 of the Formula One Sporting Regulations of 2019 reads as follows:

Should a car leave the track, the driver may re-join, however, this may only be done when it is safe to do so and without gaining any lasting advantage. At the absolute discretion of the race director, a driver may be given the opportunity to give back the whole of any advantage he gained by leaving the track.

Don’t believe me, well here’s the link https://www.fia.com/regulation/category/110

The FIA Stewards assigned Sebastian Vettel a five-second time penalty for re-joining the track in an unsafe manner. This mistake by Vettel forced Lewis Hamilton off-track, causing him to take evasive action to avoid an accident. This penalty ruined Vettel’s chances of winning the Canadian Grand Prix and handed the win to Lewis Hamilton on a beautiful and shiny platter.

I’m in the minority of thinking that a penalty should have been assigned, but I don’t believe that the time fits the crime. Get it because it was a time penalty.

For those saying it was hard racing, I’m going to disagree with you wholeheartedly. Hamilton pressuring Vettel into a mistake was good racing. Vettel re-joining the track and then coming onto the racing line in front of Hamilton who was at racing speed is not good racing; that was blocking. No, if’s, and’s, or buts about it. Vettel’s advantage wasn’t made up in time but in keeping himself in front of Hamilton’s Mercedes. It would have been different if the two drivers were side by side coming out of the chicane and Vettel was trying to attempt to squeeze Hamilton out of position. It could have been a battle of both drivers having to fight for position. Instead, Hamilton had to evade Vettel who was in full desperation mode due to his own doing. Vettel impeded Hamilton’s progress.

And I understand those that say there was nothing Vettel could do. The track is narrow, he was in the grass, the car was oversteering and unsettling, he had his hands full, but that was the price for making a mistake. For Hamilton, he ran the racing line like he was supposed to. Precedence has dictated that the driver on the racing line will get the preferential treatment from The FIA stewards.  We’ve seen this time and time again, and we saw it play out again last Sunday. Vettel’s radio transmission to his team at the end of the race, he asked them, “where the hell am I suppose to go?”

The race track. These mistakes have become a knack for Vettel as of late.

Again, I agree that a penalty should have been given, but I do not agree on the ruling of the penalty. Section 38.3 of the Formula One Sporting Regulations of 2019 states that:

The stewards may impose any one of the penalties below on any driver involved in an Incident:

a)  A five-second time penalty. The driver must enter the pit lane, stop in his pit stop position for at least five seconds, and then re-join the race. The relevant driver may, however, elect not to stop, provided he carries out no further pit stop before the end of the race. In such cases, five seconds will be added to the elapsed race time of the driver concerned.
b)  A ten second time penalty. The driver must enter the pit lane, stop in his pit stop position for at least ten seconds, and then re-join the race. The relevant driver may, however, elect not to stop, provided he carries out no further pit stop before the end of the race. In such cases, ten seconds will be added to the elapsed race time of the driver concerned.

There are no other kinds of penalties to give. I believe that this is where the frustration of the fans, drivers (former and current), and media members are left to shake their heads in disbelief. The five-second penalty had all but sealed the deal in Vettel having no chance to make up for his mistake. It took away a race that Formula One had desperately needed during this lackluster of a season. If they had made Vettel swap positions with Hamilton, that would have given Vettel a chance to fight for the win, and we would all feel different about the outcome.

But this is the box that The FIA has encased the stewards in. If you want to be technical, and we all know that Formula One is nothing but, then this was the only decision the Stewards could have made based on the regulations given to them.

I know we are getting subjective because no one knows what Vettel was thinking at the time of the incident. But in this instance, at this moment, it is where we hate the game and not the player. Hamilton shouldn’t have been booed when he took the podium.

If Vettel never made a mistake in the first place, we would be talking about a dominate Ferrari victory. Instead, we get the most significant storyline of the Formula One season.

Scott Masom

photo credit: Motorsport Images

The Other Disappointing Team of F1

With everyone writing about how disappointing Ferrari has been, I would like to take the time to write about the other disappointing team of Renault.

Renault was expected to be on the rise this season. They had a fantastic offseason were they nabbed Daniel Ricciardo from Red Bull. McLaren announced how pleased they were after their first year of using a Renault power unit. Which helped give Renault a positive image after their very public and messy divorce from Ricciardo’s former employers of Red Bull. They also restructured their operations during the winter, reworked their budget, and came away from winter testing in Barcelona as the third-fastest team based on average lap times.

The world seemed primed to be their oyster.

Instead, Renault finds themselves currently eighth in the constructors’ standings. That’s two above the bottom dwellers of Williams. Four places below their engine customers of McLaren and five places below their exes of Red Bull. For comparison, Renault claimed the fourth position in the constructors last season with 122 points.

Only 12 points have been collected between the two drivers of Daniel Ricciardo and Nico Hülkenberg. Individually, both drivers have managed a 7th place finish, but collectively, they have achieved 5 DNF’s and finished outside the points 8 times through the first five races of the season.

To make things worse, the speed that Renault showed in Barcelona has been nonexistent. They are failing to qualify both cars within the top-ten in all five races. Renault is a works team that has been promising results with nothing to show for it. They’ve said it themselves that this is the most productive winter they’ve had in developing in an engine. The only problem is that they are proving it with their customer cars instead of their own.

This debacle of Renault isn’t as sexy or exciting when compared to Ferrari’s issues against themselves and their rivals Mercedes. But it does need to be noted that Renault is failing their 2019 season.

Scott Masom

 

 

 

 

 

 

They Say Modern Problems Require Modern Solutions

To Formula One, the FIA, and Liberty Media,

It is time to get serious about finding solutions as to why there is no overtaking. The past five race weekends have been utterly disheartening. You’re selling me this idea that these are the best racing drivers in the world that are capable of driving wheel-to-wheel.

Instead, I’m watching a procession that follows this particular order: Mercedes, Ferrari, Red Bull, HAAS, McLaren, Toro Rosso, Renault, Alfa Romero, Racing Point, and unfortunately, Williams.

Do we even need to watch the races anymore?

We all know that Mercedes have their act together while Ferrari will shoot themselves in the foot. The mid-field will not fight for a win but claim the sad title of “best of the rest,” and Williams will be two laps down.

Pretty accurate race recap for any Grand Prix this year, I know.

Fans want to preserve the tradition of manufacturers building their cars because that has been woven into Formula One DNA since their inception in the 1950s. I concede to that notion, even though I believe spec regulations would make Formula One teams closer and more competitive. The sanctioning body continues to try and reduce winglets, add or subtract downforce, and even add DRS to promote racing and it has done quite the opposite, especially this season.

So I, obviously in a place to change the rules and regulations within a F1 weekend, will give you the solution(s) that F1 needs to employ to make their racing great again.

Only have two different tire compounds.
Increase the degradation of the tire compounds.
Allow these cars to be refueled.
Make the cars smaller in width and length.
Incorporate some kind of Push to Pass option.

Yes, two and only two compounds. It always boggled my mind as to why Formula One continues to give the teams three different compounds to choose from throughout the race weekend. The strategies typically call for only one pitstop the majority of the time. Even then, teams can take a soft tire compound and manage them to last 40 plus laps, which leads to my next point.

Tire degradation needs to be more profound. Seeing drivers maintain a consistent race pace while being 25 laps into a stint is impressive in terms of technological achievement but for racing, not so much. Having varying degradation between the two tire compounds would add an element of necessary tire management that could be the difference in being within the points or not.

Are you telling me that the pinnacle of motorsports cannot figure out a way to refuel their cars? Yes, I know the potential harm. But we see IndyCar, NASCAR, WEC, IMSA and many more refuel their cars safely with relatively little to no accidents throughout their entire season. This idea would be seen as significant incorporation, as drivers could race flat out or like the tires, try to conserve fuel to stretch out a stint a few laps longer.

I believe the lack of racing could also be contributed to the dimensions of the current cars themselves. The cars have become wider and longer to compensate for the larger fuel tanks, as they have expanded from 105kg to 110kg to allow the drivers to race with “full power” without having to save fuel. Counterproductive if you can refuel, am I right? When you think about it in terms of trying to pass one another, extra inches in either direction at 180 mph might as well be a football field. Shrink the cars, and you instantly create more racing room.

Lastly, does DRS work? For passing yes, for racing, no. I want my drivers to defend from a pass, as well as attempt a pass. DRS is too restrictive. For instance, with Push to Pass, if a driver knows they quicker in sector two compared to the driver in front, why not be able to gain a little boost and push harder in that sector to try and make up some time? Why not push harder on fresher tires to do the same? Or, call me crazy, the attack zone from Formula E makes its way into the pinnacle of motorsports. Either way, give the drivers more control.

What is lacking within Formula One is the strategy, and these components provide not only that but actual racing. Can you imagine if McLaren or Renault sneak their way onto the podium or possibly a win by having a great strategy? If Formula One looked across the pond to IndyCar and took a couple of pages from them, they could see lower-tiered teams like Harding-Steinbrenner Racing winning their first race in Austin, Texas. How about Mayer Shank Racing coming away from the Indy Grand Prix with their first podium because of great a strategic call.

Don’t be like Ferrari and underestimate how important a great strategy can be.

Scott Masom

 

 

 

 

Like Father, Like Son?

What images do you see when I write the name Schumacher? Go ahead, reminisce.

For me, it’s a glorious blur of a Ferrari whizzing past the TV camera. It has that high-pitched V10 whine that we all hold so dear, as the car climbs the hill and heads into Massenet, centimeters away from the Armco railing that defines the circuit of Monaco.

Mick Schumacher, son of Michael, is following his father’s footsteps by joining the Ferrari Driver Academy. Mick was able to participate in his first Formula One test session at the Bahrain Circuit. He drove the prancing horse his father took to five consecutive Formula One Championships.

AND THE MEDIA BLEW UP!

Everyone was analyzing, deciphering, and breaking down his every move. His time during the session was second to only Max Verstappen by .597s but was 2.11s slower than the pole time set by current Ferrari driver Charles Leclerc for the Bahrain Grand Prix. Now, testing times aren’t an accurate representation to the pace of a race weekend, but Verstappen did his test session time on a compound of tire that was reported to be two steps harder than Mick’s. Again, we don’t know what Ferrari was testing, and that could have accounted for the slower times, but I say, can we pump the brakes on this kid?

Yes, he is a Formula 3 champion, and yes, his father is Michael Schumacher. Yes, he was driving a Ferrari. Yes, he did say all of the heart-warming things he could about Ferrari but did he prove anything during that test? Other than he can drive a Formula One car around a circuit, I don’t believe so.

I write this because I want to protect all the Schumacher fans that are expecting the championships, the pole positions, podiums, and the victories because they will undoubtedly set the bar incredibly high. The Formula One world is already expecting Mick to do extraordinary things because his father did and frequently, that isn’t the case.

Examples? Well, I’m glad you asked.

Dale Earnhardt Jr.
Marco Andretti
Kyle Petty
Nico Prost
Gary and David Brabham
Paul Stewart
Steve Wallace
Graham Rahal
Nelson Piquet Jr.
Can it be like father, like son? Sure it could.

Is it possible that two generational talents can come from the same bloodline? Absolutely.

Should we pump the brakes on this kid? I urge that we all do.

Scott Masom

 

 

 

The Field of Play

Every sport has a defined field of play.

Whether it is the foul line in baseball, the goal line on a soccer pitch, or even the sideline of a football field, those lines are absolute. The purpose of those lines are defined in their rule books and not up for interpretation. Unfortunately, this isn’t true for racing and it’s beginning to bother me.

Racing doesn’t have set standards because each series has their own interpretation of  what is legally “out of bounds”. No bigger example of this than the IndyCar race at COTA. Series officials decided to lift the track limits at turn 19, while also easing track limitations around the track. IndyCar’s reasoning wasn’t for drivers to gain speed though the turn but for safety, as the wear on the alternate compound Firestones were a concern.

In a Motorsports.com article about the new track limits written by David Malsher, Max Papis explains that the “intent of IndyCar has been to not have to enforce track limits when it’s not needed.” He and Arie Luyendyk assist series race director Kyle Norvak in race control.

I understand IndyCar’s want to not enforce track limits because these kinds of penalties can become subjective depending on the opinions of the officials but what determines if proper action is needed or not? When someone gets ran off the track? It is difficult to determine intent and when there isn’t any track limits, how do you know where the track ends? The wall?

There were two instances that stood out to me during the IndyCar Classic that highlighted the necessary need for track limitations. The pass Rossi completed against Herta along the backstretch on lap 22 and the wreck between Hinchcliffe and Rosenqvist that occurred on lap 44.

IMG_3305.jpeg

Coming out of the hairpin of turn 11, Herta (black) positioned himself to the left side on the backstretch to defend the inside line going into the left-hander of turn 12. His choice of positioning is perfect according to the “Racing 101” textbook. Herta leaves half a car width between himself and the white line that would have marked the track limits. Leaving no room for Rossi (blue) to advance along the left side, one would assume that Rossi would be forced to take the outside line to if he wants to attempt a pass into turn 12.

IMG_3306.jpeg

IMG_3307.jpegWithout track limits, the white line becomes obsolete as Rossi bullies his way inside of Herta and completed the pass for second place. I have to ask, what else does Herta need to do to defend his position from Rossi? Drive all the way to the narrow piece of grass by the wall? My answer, he shouldn’t have to. The line should be a tool for a defending driver because the field of play should be set to the line. Much like a defensive back can use the sideline as a tool to help defensively, a driver should be able to use it in the same context as well.

Turn 19 brought out the only caution of the race and that again, was due to the lack of track limitations. Look at this gaggle of cars below. All of the cars are running different lines, gaining an advantage by not having to stay within the white lines.

IMG_3302.jpeg

The contact between Hinchcliffe (gold and black) and Rosenqvist (blue) happened due to several factors:

1) Hinchcliffe saw an opening on the inside of Rosenqvist and drives over the curb, upsetting the car, causing him to sweep the car wider than he intended.

2) Rosenqvist, trying to carry speed through the corner, goes wide. When trying to reset his car for the final corner, he is trying to cut back onto the racing surface before coming in contact with the grass that is quickly approaching ahead of him.

IMG_3308.jpeg3) Both drivers make contact as Hinchcliffe is trying to gather his car and Rosenqvist making his efforts to get back onto the racing surface.

Image-1.jpeg

Would the provided boundaries in the pictures above been able to deter the caution? I believe so. The curb wouldn’t have been hopped to upset Hinchcliffe’s car and the grass wouldn’t have limited Rosenqvist’s path. The proper track lines would have provided an understanding to the limits of the racing surface for both drivers.

No action was taken by race control for this incident. This was the correct call in my opinion, as it was a direct result of race controls decision to let the drivers run wide through turn 19.

Not to mention the hip-checks in turns 1 and 12 that pushed drivers wide into the run-off area. I’m all for a little argy bargy but when it is done with no regard to the racing space of the other driver, then we might need to reconsider what we find good and fair.

Is there a way to have a uniform regulation on what is and isn’t out of bounds throughout motorsports? No, but I think there could be something close if tracks would be more rigid to the various series that visit their tracks about wanting to keep the integrity of the racing surface they provide. Whether turn 19 at COTA was made specifically for Formula One or not, that corner is unique to that track and the field of play is clearly marked.

Let’s start abiding by those white lines around the track, shall we?

Scott Masom

 

Article: https://us.motorsport.com/indycar/news/new-track-limit-rule-cota/4357246/

Video: https://www.youtube.com/watch?v=dStwHNH0Vs4&t=233s

 

 

 

 

 

The Racing World is Already Watching…

Humans are curious creatures and IndyCar’s spring training session at the Circuit of the Americas (COTA) did nothing to squander that curiosity.

 

This video has been shared around the racing world, comparing a “flying” lap between the two series of F1 and IndyCar around COTA. I use quotation marks because I doubt that Hinchcliffe was even close to testing the actual limit of his car at any point during his testing sessions.

But this didn’t stop the F1 fanboys from puffing out their chests and declaring themselves superior…STOP IT! All just because F1 cars lapped COTA faster? Are you serious? We already knew that to be true.

I want my readers to understand this statement loud and clear:

Speed does not equal great racing. 

This statement is why the racing world is already watching, comparing, and contrasting far before the green flag waves on the 24th of March for the IndyCar Classic. I’ve been predicting that IndyCars will produce a better show than their open-wheeled counterparts at COTA.

Yes, even without all of that speed.

Scott Masom