F1

Antonio Felix Da Costa: Proof F1 isn’t Always Right

Recent events have further reminded anyone who has carelessly forgotten that Antonio Felix Da Costa is a seriously quick young racing driver, and is living proof Formula One is not always right. The paddock deemed him not worthy of a seat at the top table of motorsport, he’s now proving them fatally wrong.

In the two years of 2012 and 2013 he set the junior single seater categories alight, with a very close third in the GP3 series being topped by an incredible partial campaign in the Renault World Series. On a grid that arguably bettered that years GP2 series, Da Costa finished an incredible fourth in the series, after missing the opening three rounds.

Replacing fellow Red Bull driver Lewis Williamson, he won four of the twelve races he competed in, he finished only 23 points behind eventual champion Robin Frijns. With a full campaign he surely would have won the championship at a canter. Completing a year unlike almost any other junior categories racing driver, Da Costa then went and won the highly prestigious Macau Grand Prix, a race graced with a winners list that reads like a who’s who of the F1 grid.

F1 Young Driver Tests - Abu Dhabi

Antonio Felix Da Costa in action for the dominant Red Bull team at the end of year young driver test in Abu Dhabi, sadly this would prove a fleeting outing just as the Portuguese driver was on the cusp of a full time F1 seat. Photo copyright Red Bull Racing/Getty Images. 

Alas, after being tipped by Red Bull for promotion to their junior Scuderia Toro Rosso F1 team for 2014, the wheels fell off in 2013. Much was expected of Da Costa but he underwhelmed as he was over matched by Kevin Magnussen and rookie Stoffel Vandoorne. Third in the standings and three wins were not enough to save him, with GP3 champion Kvyat being promoted in place of him, an offer to join BMW in the DTM his best option for 2014.

From this point onwards F1 began to leave him behind, focused on hyping the next wave of young drivers rising the ranks. Da Costa has made the transition to becoming a fully paid professional racing driver, but for some they would have foresaw him F1 this year, not the DTM.

The highly competitive German Touring Car Championship is a very tough series to master, therefore it should not be shocking Da Costa has struggled to adapt to the series and his BMW M4. He shows flashes of potential but has yet to string it together for an entire year, with one win in three years of the series and a best final finishing place of 11th in 2015.

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Da Costa accepted a factory BMW drive in the highly competitive German DTM touring car series, something he struggled to adjust too so far. Flashes of potential show he’s still the same driver who should have found a place in F1. Here he is in action in 2014. Photo copyright BMW AG.

Rising through the ranks it was clear Da Costa was a special driver. A karting series world championship runner up in 2006 first brought him to the attention of the motorsport world, before a move into cars for the 2008 season. Stepping right into the competitive Formula Renault categories, he focused on the Northern European Cup whilst team mate Valtteri Bottas fought it out for the Eurocup.

Best of the rest behind the more experienced Bottas was no disgrace for Da Costa in his first year, with flashes of good form carrying over into the partial Eurocup campaign for him. 2009 would be the year to go for it and emulate Bottas by claiming both the Eurocup and NEC Formula Renault titles, the two most prestigious of the formula itself.

A close third in the Eurocup was deemed slightly disappointing but not a career breaker, with a disqualification from the Nurburgring round for a technical issue in qualifying reining in a campaign just as he was closing in on the title. A dominant win in the NEC series was a good consolation prize and cemented his reputation as an up and coming young talent.

MOTORSPORT / WSR ARAGON 2009

Before F1 testing and the DTM was Formula Renault, where it all started for Da Costa. Victory in the NEC series and third in the Eurocup cemented his reputation as a rising star of the future. Photo copyright Renault Sport.

F3 was the next rung in the ladder, Da Costa acquitting himself well with the Motopark team. Three reverse grid wins and a solid rest of year put him seventh in the final standings, also claiming the prize for being the highest placed rookie in the series. A switch to the British Carlin team for the unofficial F3 World Cup in Macau also proved fruitful, a sixth place finish a great sign of things to come in the former Portuguese colony.

2011 proved tough as he adjusted to a switch into the GP3 category, with only one win and 13th in the final standings to show for it. A partial campaign in British F3 prepared him well for Macau, but sadly a retirement put paid to any chance of resurrecting his career on the world’s fastest street track.

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In case needed reminding of his talents in a single seater, Da Costa made a one-off return to F3 for the prestigious Macau Grand Prix. The F3 World Cup proved a commanding and popular victory in the former Portuguese colony.  This was a master class in how to win on the demanding streets of one of the worlds premier junior events, but by now the F1 paddock ad stopped watching. Photo copyright Motorsport.com

Victory on his return to the Macau Grand Prix proved a welcome fillip for him after a difficult year in the DTM, but he was quick to pour cold water on the idea this would re-ignite any F1 ambitions. He seems very comfortable and happy with his roles at BMW and in the emerging Formula E championship.

Whilst at one stage he seemed destined for Formula One, Antonio Felix Da Costa is by no means a failure because he didn’t reach his goals. He can be very proud of his achievements in his career, and whilst some in the F1 paddock may have forgotten about him, victories such as his latest at Macau are reminders to the motorsport world of his talent, and that he is entirely worthy of a place in Formula One.

By Jordan Wilkins

Any thoughts on this article? Feel free to comment below and share your views, find me on Twitter @brfcjordan95 and a huge final thank you for reading!

 

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Antonio Giovinazzi deserving place in F1

Antonio Giovinazzi. The 22 year old Italian has taken the GP2 series by storm in his rookie season, but he still doesn’t seem to have been placed with the tag of an up and coming talent. Some of the rivals he has previously beaten are being linked with Formula One drives for next year, so why is Giovinazzi not yet being considered for the step up to F1?

The Italian has a stellar junior racing CV, winning at every category he has raced at. From the very beginning Antonio has not followed the traditional path, something that has served him incredibly well to this point. Beginning racing in the Formula Pilota China series in 2012, was a double edged sword for Giovinazzi. He dominated the series with 13 podiums from 18 races, however racing so far away from Europe kept him out of the spotlight.

Giovinazzi moved back to Europe for 2013, but found the running difficult in the ultra competitive FIA European F3 championship. Driving with the Double R team he struggled with no podiums in thirty races, finishing the year 17th overall. In a truncated British F3 campaign he was more successful, with two wins he finished second overall in a small yet high quality field.

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Giovinazzi in action during his dominant title winning Formula Pilota China campaign in 2012. Photo copyright Formula Pilota China.

After a year learning the circuits and adjusting to the step up in standard, he joined front running team Carlin for 2014. Helping him was support from Jagonya Ayam, the Indonesian KFC franchise. With sizeable long term support Giovinazzi was free to focus on racing. His sophomore campaign was far more successful, with two wins and five further podiums from 33 races. 6th overall was his reward and was seen as one of the top contenders for the following campaign, with the drivers ahead of him all moving up the single seater ladder.

Returning to European F3 for a third year was a risky move for the Italian, with anything other than fighting for the title would seriously halter his career momentum. Staying with Carlin for another year proved fruitful, with six wins propelling him into a title fight with the experienced Swede Felix Rosenqvist. Giovinazzi ultimately finished second, but a win in the one-off F3 Masters at Zandvoort and 4th in the Macau GP showed he was a name to watch.

Not content with having a break during the off-season, he teamed up with fellow Jagonya Ayam backed driver Sean Gelael for two rounds of the Asian Le Mans Series. Winning both rounds kept them both sharp as they prepared for the step up to GP2.

FIA Formula 3 European Championship, round 1, Silverstone (GBR)

Giovinazzi in the opening round of the 2015 FIA European F3 championship at Silverstone. 2015 would be the year he solidified himself as an up and coming driver. Photo copyright FIA F3/TSphoto.

Giovinazzi joined the Prema team for both parties first season in the premier feeder series to Formula One. Whilst both had showed well in F3, expectations were kept low with both being newcomers to the series.  Even with expectations kept low for his rookie season, he will have been disappointed with his start to the season.

With a best finish of 11th from the opening four races, any slim chance of a title challenge seemed to have vanished.So what happened at the next meeting shocked everyone in the paddock. At the all new Baku city circuit in Azerbaijan he proved the class of the field, winning both races whilst others around him struggled to adapt to the challenging street circuit. The two wins propelled him into title contention, as he sat in third position, only eight points behind title leader Artem Markelov. Winning both races of the same meeting had not previously been done since Davide Valsecchi in 2012.

Over the course of the season consistent points scoring kept him in the title chase, as one of the most evenly contested title fights for years played out. With several drivers all vying for the decisive advantage, wins for Giovinazzi in Belgium and Italy were the perfect shot in the arm for his title bid.

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Antonio celebrating his double victory in Baku. He was the first driver to do the double since 2012, and the two wins thrust him right into title contention after a poor start to the year. Photo copyright GP2series.com .

His strong finish to the season continued at the penultimate round supporting the Malaysian Grand Prix. A win in the longer feature race was backed up with a fourth in the sprint race, these results proving enough to propel him into the title lead for the first time all year.

With a month to wait until the title deciding final round in Abu Dhabi, the pressure is on for everyone involved. In theory Raffaele Marciello is still in mathematical contention, but being 39 points behind with 48 available, it will be extremely tough for him to come out as champion.

Realistically, the title is going to come down to Giovinazzi and Frenchman Pierre Gasly. Giovinazzi is seven points ahead of the latest Red Bull prodigy, and although its a cliche to say its all to play for, it really is.

Despite Giovinazzi bidding to become the series first rookie champion since Nico Hulkenberg in 2009, he has yet to receive much attention from Formula One. In September it was announced he would be joining Ferrari to conduct simulator work, but this is so far his only link to F1.

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Giovinazzi has also dabbled in sports cars over the past year, and could provide another avenue to becoming a professional driver should he be inexplicably overlooked by the F1 paddock. Photo copyright Motorsport.com . 

From the outside it seems a strange move, with such a remarkable debut GP2 campaign and the budget he can bring from his sponsors, the fact he’s not even being linked with any of the remaining available F1 seats seems very strange indeed. Whether the F1 paddock knows something the fans don’t is unknown, but this is a pivotal time in his career.

If the F1 community for some reason discards him, he will still have plenty of options left open to him. He could continue in single seaters and follow the path of 2015 champion Stoffel Vandoorne. He switched the the highly competitive Super Formula series before attempting the move back to F1.

He could similarly change tack and join the burgeoning sports car ranks. The World Endurance Championship and other affiliated series are enjoying a renaissance in the past half decade, with plenty of young drivers moving across from single seaters to the dream of  professional deal with a sports car manufacture.

Whatever happens in Abu Dhabi, Giovinazzi has already proved any remaining doubters wrong this season. His performances have proved he’s a very talented young racing driver who will likely succeed in whatever aspect of racing he competes in over the coming years. Watch out for Antonio Giovinazzi, this is not the last we will hear of him.

What are your thoughts on Antonio Giovinazzi? Please feel free to share your opinion below, I would hugely appreciate it. Thank you for reading. Find me on Twitter @brfcjordan95.

 

Strange Timing for Verstappen Promotion

This morning Red Bull Racing finally dropped the news many within the F1 paddock had been predicted over the past few weeks. The decision to swap Max Verstappen and Daniil Kvyat at this moment seems a strange one, especially at this early stage of this season.

Four races into the 2016 season and the career of Kvyat has taken a significant turn, after only just over a season with the main Red Bull Racing team. Many have lamented the fact that Kvyat secured a podium only two races ago in China, yet after a poor Russian Grand Prix last weekend he is being replaced for the rest of the season by Max Verstappen.

Ever since his incredible debut year in cars, where he challenged for the highly competitive FIA European F3 title, Verstappen has carried the tag of a future F1 world champion. He made headlines for being the youngest ever driver to enter F1 at age 17, after a single year racing cars.

He has been in demand since he started his career, with both AMG Mercedes and Red Bull competing to sign him in his debut F3 season in 2014. He has so far impressed in his short F1 career with Scuderia Toro Rosso, and will now have a great opportunity to compete against Australian team mate Daniel Ricciardo, arguably the best of the current crop of younger drivers some may say.

For Daniil Kvyat this must be the hardest point of his career so far, as he finds himself demoted to the junior Toro Rosso team, and it will be very hard for him to reclaim his Red Bull seat now. He knows the Toro Rosso team well from his previous stint there in his rookie F1 season in 2014.

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Verstappen in action for Toro Rosso during pre-season. He will return to Barcelona next weekend having swapped his Toro Rosso for a Red Bull. Photo copyright XPB Images.

Much like Verstappen he impressed that year and earned a promotion to the main Red Bull Racing team after quadruple world champion Sebastien Vettel left for Ferrari. At age 22 being so publicly demoted must be very difficult to deal with, and will surely be something that lingers in his mind for a long time.

He will now have to seriously impress starting with next weekend’s Spanish Grand Prix, if he wants a return to the Red Bull team. At this moment it’s difficult not to think of previous Red Bull young drivers who were discarded such as Jaime Alguersuari, Sebastien Buemi and Jean Eric Vergne and wonder if this is their plan for Kvyat too.

From the early news surrounding this story it appears this move has been discussed for the past few weeks even longer perhaps, suggesting this is not a decision the Red Bull management have taken lightly. Only two races ago team principal Christian Horner was publicly supportive of Kvyat and his podium place, however it seems a lot can change very quickly in Formula One. Some have suggested that Red Bull motorsport programme chief Helmut Marko has been looking for an opportunity to promote Verstappen this season, and Kvyat gave him the perfect chance after his poor Russian GP.

It may seem harsh to demote a driver after only one poor race, but clearly for Red Bull management they have had concerns on Kvyat in terms of long term potential. This move would appear to be thinking towards the future, as they would appear to feel Verstappen is the better, longer term option for the team.

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Daniil Kvyat celebrating his podium in the Chinese GP. How quickly things can change in F1 as two races later he finds himself demoted to the junior Toro Rosso team. Photo copyright Motorsport.com

For now the future is unclear for Kvyat. He remains in F1 and is a very talented driver, but he will likely not be given too long with the Toro Rosso team. The team is primarily a junior Red Bull team, therefore their drivers are usually not given a lot of time before they are either promoted to dropped from the team. With the likes of Pierre Gasly waiting in the wings, the future of Daniil Kvyat may not feature F1 in three-five years time.

The future is also unclear for Verstappen. Whilst his career trajectory continues to skyrocket, we must remember he is still only 18 years old, and now finds himself in the media spotlight and competing at the front of the Formula One grid. He finds himself in a car that is capable of podiums, although the team finds itself behind both AMG Mercedes and Ferrari in the overall pecking order.

His team mate Ricciardo is in top form and is one of the best drivers in F1 right now, providing a stern test for Verstappen. He will receive plenty of advice and support, and he will need to learn from the mistakes of his father Jos Verstappen. He was promoted to F1 in 1994 at a young age, and found himself unable to meet expectation as he carved out an average F1 career.

Red Bull have now put a lot of expectation and pressure on the shoulders of Max Verstappen, but will be able to cope with it and still upstage his team mate. If he can do this, then he will have lived up to his hype as a future world champion. Only time will tell whether he can produce results whilst under major attention and scrutiny.

 

 

“The Show”Turning Hardcore Fans Off

“The Show”. This term has become as ubiquitous as “falling off the cliff” and “DRS” in the past few years. Formula One has become obsessed with spicing up the entertainment on track, with the introduction of short life tyres, DRS and now a reformed qualifying session. But the real question remains, have all these changes had the desired effect or are they in fact turning fans off the sport?

Well, if you believe the results from a variety of the extensive fan surveys carried out in the past few years, these new rules to spice up “the show” have had the opposite effect. In a survey compiled last Summer with Autosport, Motorsport News and F1 Racing magazines found from their results that 73.9% of fans were against using artificial methods to tighten up the races.

These findings are supported by a separate GPDA survey also revealed last year. From over 200 000 fans took part, with the findings suggesting fans are against the gimmicks in place within the sport. Many of the fans from these survey’s were long time followers of Formula One, but in recent years an increasing number have been switching off.

The majority of fans suggested their favourite decade of the sport was the 1990’s, and as an obsessed F1 fan I can only agree with their assessment. Growing up in this decade my earliest memories of F1 and motorsport in general came from this decade. It was this era of Formula One, with the sculpted beauty of the cars matched with the shrieking V10 engines got me hooked on the sport, something that continues to this day.

It was the ferocious speed and ear splitting sounds that attracted the majority of fans to the sport, captivated with dare devil drivers peddling the fastest racing cars on earth. In the current era this no longer seems to be the case. With the continuing technological advancement in the sport, some of the old magic has been lost.

Whilst the cars are still the fastest racing machines on the planet, it no longer looks or sounds that way to some of the spectators. With the new 1.6 litre turbo engines a big criticism of the technology is the relative lack of sound made from them. Efforts have been made to address this issue, however thankfully the once tested megaphone exhaust idea never caught on.

paphoto4srl_596075Nico Rosberg testing the megaphone exhaust system at Barcelona during the 2014 season. Thankfully the idea never caught on and didn’t have much of an effect. Photo copyright Crash.net . 

The talk in the paddock currently surrounds making these breed of cars significantly faster, with a paddock held target of increasing the lap times of these cars by three seconds for next season. This is an attainable goal and would likely receive a lot of support from both drivers and fans alike.

The ongoing political side of the sport is something that a lot of fans are simply not interested in, as many teams outside the top five struggle to survive in this highly expensive sport. This creates opportunities for relative “pay drivers” to muscle their way into Formula One. This is not something new and has long played a role in the sport, but as a fan it’s frustrating if you do not feel like the grid is filled with absolutely the best drivers in the sport.

For many years the increasing quest for downforce has had a negative effect on the level of entertainment on track. The level of over taking was slowly decreasing through the 2000’s, and for many purist fans the advent of the new “DRS” drag reduction system has gone too much the other way. The sport has seemingly gone from one extreme to the other, as over taking used to be a very difficult task, it has now become ridiculously easy.

Another big talking point for fans is the Pirelli tyres. They are specifically designed to have a short shelf life, forcing a majority of the races to be run at a controlled pace to save the tyres. Whilst this is not Pirelli’s fault, they are only creating the tyres they were asked to, it has left drivers and fans frustrated with the situation in races.

It’s a cliche example but for many fans they will hold up some famous racing from the past to support their argument. Battles such as the one between the Ferrari of Gilles Villeneuve and Rene Arnoux at Dijon in 1979. Here is a link to a video of their titanic battle Gilles Villeneuve vs Rene Arnoux battle .

The constant fighting and swapping positions shown in that battle are an increasingly rare sight in modern Formula One, and that is exactly why a lot of fans are struggling to remain devoted to the sport. These fans are not simply giving up on F1, they are simply choosing to explore different forms of motorsport.

Sportscars are becoming increasingly attractive for many fans and drivers, along with GT racing, Indycar and the new Formula E championship. Speaking from a personal perspective again, I find myself increasingly following sportscars rather than F1. After catching up with the Rolex 24 at Daytona last month, the non-stop fighting for victory across the majority of the classes kept me hooked for 24 hours in a manner F1 has failed to do for a number of years.

imsa-daytona-24-2016-4-corvette-racing-chevrolet-corvette-c7-r-oliver-gavin-tommy-milner-mThis is the genuine winning margin for the #4 Chevrolet Corvette in the GTLM class of last month’s Rolex 24. To be seperated by only a matter of feet after 24 hours of racing shows how competitive sportscar racing is currently and why it’s having a resurgence of interest. Photo copyright Motorsport.com .

The level of competition and the quality of the field’s in modern series such as the World Endurance Championship, WeatherTech Sportscar Championship and Blancpain Endurance Series are converting a lot of fans to the long distance element of the sport. Right now it feels like modern sportscar racing is like F1 in it’s glory days. There is a lot of high quality drivers, teams and manufacturer’s involved, with flat out racing and constant battles to be found on track. It’s refreshing as a contrast to modern F1.

By all means I still love and enjoy Formula One and always will do. I don’t intend for this piece to be a solid bashing of F1 because it has a lot of positive elements going for it currently and is deservedly the top series in world motorsport. I only wanted to express an opinion from one F1 fan that for even the die hard supporters of the pinnacle of motorsport, the increasing politics and gimmicks in the interest of “The Show” are leaving the purists feeling cold on F1.

If someone who has religiously followed F1 since a very early age can feel like this, the problems with the sport run deeper than many people will think. Without the long term F1 fans the sport is left only with casual fans who will be a lot less likely to sustain the sport in the long run. For now I will still watch F1 as much as possible, it’s just now that sportscar racing takes precedent. That shows the current relative merits of both series within the motorsport fan base.

What are your thoughts on this article? Please feel free to share your opinion and let me know. Also a huge thank you for reading this article.

Nico Hulkenberg: A future World Champion

November 7th 2010. Autodromo Jose Carlos Pace. Interlagos,Brazil. Round eighteen of the 2010 Formula One World Championship. Rookie Nico Hulkenberg has just taken pole position by over a second in the unfancied Williams-Cosworth. At this moment it seemed inevitable Hulkenberg would go on to a highly successful career with poles,wins and several world titles.

December 2015. Nico Hulkenberg is still a highly rated F1 driver. That is the only part of his career that many would have correctly predicted in 2010. Instead of moving on up the F1 grid Hulkenberg has remained trapped in the midfield, bouncing between Sahara-Force India and Sauber. Whilst he is rightly seen as one of the top drivers outside the top three teams, he is now 28 and time seems to be running out for him to get the top F1 seat his talent deserves. So why has he not yet progressed to a top team?

That is a question something plenty of F1 pundits are still trying to answer. Hulkenberg continues to produce giant killing results, yet every year he remains stuck in the midfield. The biggest factor against him is simply his height and weight. In a world where shaving every kilogram is crucial, having a driver like Hulkenberg at 1.84m tall behind the wheel is problematic.

Brazilian Grand PrixNico Hulkenberg in his Williams on the Friday before his giant killing Saturday qualifying performance in Brazil. Photo Credit LAT photographic/Andrew Ferraro.

He also cannot bring a huge sponsorship package to teams, something that is becoming increasingly important as teams continue to struggle in the current financial climate. This is why he was forced to drop out of F1 at the end of his impressive rookie campaign in 2010, being replaced by Pastor Maldonado and his Venezuelan petrol dollars. He was forced to spend a year on the sidelines as the Sahara-Force India reserve driver.

After once again showing his talents after being promoted to a race deal with Sahara-Force India for 2012, he returned to his previous heroics and almost took the midfield Sahara-Force India to victory in the Brazilian Grand Prix, only to collide with leader Lewis Hamilton when trying to overtake him. He was heavily linked with the vacant seat at McLaren for the 2013 season, although he was overlooked for fellow up and coming talent Sergio Perez.

Taking the drive Perez vacated at Sauber produced similar giant killing performances, and the historic close links between Sauber and Ferrari should have put him in the perfect position to join Ferrari, ye inexplicably he was overlooked to replace Felipe Massa for the veteran Kimi Raikkonen.

saub-hulk-melb-2013-4Nico Hulkenberg in his first race for Sauber. 2013 would prove to be a season of two halves for the young German. Photo copyright Sauber F1. Sourced from F1Fanatic.co.uk .

With the progress that the team made in 2015, it would of been very interesting to watch Hulkenberg behind the wheel. Since this snub the closest he came to a top seat was a likely move to Lotus for 2014, although the collapse of a investment package curtailed that move.

Hulkenberg continues to star in the very close F1 midfield battle, although in the second half of this season he appeared to struggle slightly against Mexican team mate Sergio Perez. With his Sahara-Force India team strongly rumored to have signed a partnership deal with Aston Martin, perhaps his fortunes in F1 are about to take a upward turn.

Arguably his biggest achievement in 2015 came outside of Formula One, as he harked back to the past by tackling the prestigious Le Mans 24 Hours alongside his F1 commitments. With the Porsche team he managed to do the impossible and win with an all- rookie line up of himself along with Porsche factory GT drivers Nick Tandy and Earl Bamber.

lemans-24-hours-of-le-mans-2015-lmp1-podium-class-and-overall-winners-porsche-team-nico-huHulkenberg celebrating victory with team mates Nick Tandy and Earl Bamber. Their victory was a deserved but a shock at the highly competitive Le Mans 24 Hours. Photo credit Motorsport.com .

This win was yet another reminder to the F1 paddock that surely Hulkenberg is deserving of a top line seat in the future. With the likes of Fernando Alonso, Jenson Button, Kimi Raikkonen and Felipe Massa coming to the end of their careers, it seems there will be plenty of drives available amongst the big teams. Hulkenberg has been overlooked by the top teams before, surely it won’t happen a second time. The German has too much talent for that to be the case.

What are your thoughts on this article? Please feel free to comment below.

Where Next For Kevin Magnussen?

5th October 2015. Kevin Magnussen was celebrating his 23rd birthday. But a good day very quickly turned into a very bad one when he checked his emails. He noticed one from McLaren team principal Ron Dennis’s personal assistant Justine Bowen. He was being told his services as McLaren F1 reserve driver would not be required in 2016 and his contract would therefore not be renewed. Even for the famously business orientated Dennis this seemed a very harsh move.

Magnussen had grew up and developed with the team since he joined their young driver programme in 2010, reaching the pinnacle with a second place in his debut for the team at the 2014 Australian Grand Prix. Magnussen showed well against experienced former world champion team mate Jenson Button. But then the big names became involved. Honda were partnering with McLaren from 2015 onwards, and very quickly Fernando Alonso fell out of love with Marco Mattiacci and Ferrari, rendering him suddenly on the market for 2015.

This brought about a scenario which seemed impossible in 2008. Fernando Alonso would reunite with Ron Dennis and McLaren. This seemed impossible after their very bitter and public falling out in their first spell together in 2007. But I guess times change and money talks in F1, all of this leaving Magnussen battling Button for the remaining race drive for 2015.

Magnussen racing his way to the Renault World Series title in 2013. The future seemed bright for him at McLaren, but this would soon change. Photo copyright Motorsport.com

What followed was a very drawn out waiting game for both Magnussen and Button as months passed whilst McLaren tried to make their decision. Whilst it’s believed many in the team favoured the younger Magnussen, it appears at the last minute experience won out and the team announced their driver line up of Fernando Alonso and Jenson Button in early December.

With very little time to find himself another drive in a competitive series, Magnussen had little other option than to accept the role of McLaren reserve driver for 2015, before finding a race seat for 2016. One thing was clear. Kevin Magnussen still wanted to race in 2015. He was in the advanced stages of securing a Indycar drive for the year so he could continue to race. Then Fernando Alonso got in his way again.

In the later stages of pre-season testing Alonso mysteriously crashed his McLaren-Honda, and whilst the initial assessment was not a serious one, it was quickly discovered Alonso had suffered a concussion and was unlikely to make the opening Australian Grand Prix several weeks later.

Magnussen was forced to end talks of an Indycar drive as he was called into action to replace Alonso in Australia. What followed was a hugely disappointing grand prix weekend where both McLaren drivers were plagued with issues surrounding the new Honda power plant. Magnussen qualified last and didn’t even start the race as his engine failed before the start to complete a miserable weekend for him and the team.

Magnussen in pre-season testing for McLaren this year. His lack of racing would prove a huge frustration to him during the year. Photo copyright McLaren/LAT.

Fast forward nine months and Magnussen is now looking for a race deal in 2016 after largely being sat on the sidelines for 2015. He came close to joining the new Haas F1 team for 2016 but lost out to first choice Romain Grosjean, and has recently tested for World Endurance title winning Porsche 919 for the team.

Magnussen will surely be a driver high in demand for 2016 with his talents, it’s now whether he wishes to try and continue in single seater series such as Indycar/Super Formula or whether he changes tack and moves over to sportscars or GT racing.

Surely Magnussen will get another chance in F1 soon, he’s too talented to only have one season at the pinnacle of motorsport. Only forces beyond his control can stop him. Yet where does the young Dane go from here? He’s looking to bounce back in big way next year after being an after thought at McLaren this year. Add the extra fire surely provided by the process of his dismissal from the team and he will be looking to prove a point next year.

He was close to an Indycar drive this year, so could he cast his eye back to the series for next year. The only top line drive available appears to be the final Chip Ganassi Racing entry, a car he could seriously impress with next year. Should he take up this seat he would surely be a dark horse contender for race victories throughout the year.

For now another possibility that hasn’t been ruled out is joining the Super Formula series in Japan. It’s highly competitive with a top quality grid which would keep Magnussen race sharp as he looks towards a return to F1. Whilst it will make it harder to gain the attention of Formula One in Japan, the series would be every bit as good as Indycar for him right now. Whilst nothing has been mentioned and it seems unlikely, it cannot be ruled out.

Or could he be eyeing sportscars next year? The WEC is building in prestige and popularity every year, with an increasing influx of young single seater drivers making the move to become professional drivers. With the level of technology in the current leading LMP1 these prototypes are arguable more advanced than current F1 cars.

Magnussen posing before testing the WEC title winning Porsche 919 Hybrid at Barcelona. Will he be racing the car in 2016? Photo copyright Porsche AG.

After testing the Porsche 919 Hybrid at Barcelona, he raved about the car calling it “the most advanced race car in the world”. Should the European Grand Prix in Baku remain clashing with the Le Mans 24 Hours, that would leave a seat available in the Porsche team for their warm up events and the 24 Hours itself. Porsche say their considering several drivers, could Magnussen be one of them?

He would make a big impact for the Porsche team and would likely prove very fast in the WEC next year. The series would also be the perfect shop window for him to try find a way back into F1 when he feels the time is right. Porsche won both the championship itself and the marquee Le Mans 24 Hours, an opportunity to make your debut for Porsche contending for victory would be a dream for Magnussen.

From here who knows where Kevin Magnussen will be racing in 2016. The only thing we know is that whatever he’s driving, he’ll be going flat out and racing at the front.

Where do you think Magnussen will be racing next year? Let me know in the comments section and thank you for reading.

Susie Wolff a Role Model For Future Generations

Yesterday morning the motorsport world woke up to the news that Williams test driver Susie Wolff would retire from the sport at the end of the year. Whilst this may not seem that groundbreaking, the impact she can have on future generations of female racing drivers means her announcement is a big potential step forward for the sport.

Whilst throughout her career some may argue that her racing achievements do not merit her all this attention and scrutiny, but the very fact she was able to achieve what she did is noteworthy in itself. She is certainly not the first female racing driver and she won’t be the last, but she is one of several women drivers who can be a role model for future generations of young girls who dream of becoming racing drivers.

From an early age Susie Stoddart as she was then known had a deep passion for motorsport. She began go-karting early on and achieved some success as she was growing up. For four years in a row starting from 1996 to 1999 she was named the British female kart driver of the year, a good indicator of her talents early on. She was not just winning awards because of her gender however.

Susie Wolff began karting from an early age. Her she is aged eight. Photo copyright Susie Wolff.com .

She was both the Scottish Junior Intercontinental A and Junior Open Intercontinental A champion for 1997, before switching to the British Intercontinental A series for 1998. She finished 10th in the series, also finishing 11th overall in the European Intercontinental A series. For 1999 she moved up to the British Formula A series, finishing the year a respectable 13th. Whilst she struggled in the Formula A World Championship, finishing 34th, her progression and talent were clear to see.

2000 would be her final year in karting, whilst also managing to be her best year too. She improved to 10th in the British Formula A series, whilst also improving to 15th overall in the Formula A World Championship. Her achievements were recognized as she was awarded a prize for being the top female kart driver in the world.

From here on a progression to cars was inevitable, as she moved up to the competitive Formula Renault UK series, competing in the winter mini series initially. She joined the Motaworld team, although naturally her results were nothing groundbreaking as she acclimatized to the series.

For 2002 she made her debut in the full series, although with DFR racing she once again failed to post any notable results in a difficult season for her. 2003 would prove to be her breakthrough year, as she achieved her first podium in the series and finished the year 9th overall. She was nominated as a finalist for the prestigious BRDC McLaren/Autosport Young Driver of The Year Award, whilst also being recognized as the BRDC Rising Star of the year.

Wolff in action during her third and final Formula Renault UK campaign. Her she drives at Brands Hatch. Photo copyright Susie Wolff.com .

Stoddart returned to Formula Renault UK for her third year in 2004, joining the successful Comtec Racing team. She improved with three podiums during a year in which she finished 5th overall in the category. It was time to move up to British Formula Three for 2005, as she joined the established Alan Docking Racing team. Unfortunately for Stoddart her season was ruined by an ankle injury she suffered from the previous winter. She would only compete in the opening two round of the series. With her career momentum in the balance, her future looked precarious going into the 2006 season.

A rare shot of Susie in action during her injury plagued British F3 year in 2005. Photo copyright of SusieWolff.com .

Salvation would arrive from an unusual source for Stoddart, as she was signed by the Mucke Motorsport team to compete in the German DTM touring car championship. It was always going to be tough for Stoddart to make an impact in the series considering she was a rookie, and was driving a two year old spec Mercedes also. She managed to show some form with a strong ninth in the final round at the Hockenheimring.

Stoddart in action during one of her seven years in the DTM touring car series. Photo credit thanks to SusieWolff.com .

2007 was much a repeat of 2006 as Stoddart stayed with Mucke in a two year old car, with her best result a tenth at Mugello halfway through the season. With little progress in her first two years, Stoddart moved across to the Persson Motorsport team for 2008, although despite having former champion Gary Paffett as a team mate her best result was again a tenth, this time at the Norisring.

Wolff remained with Persson in 2009, and amazingly her best result all year was once again a tenth overall at both the Norisring once again and Oschersleben. After four difficult years in the highly competitive category, Stoddart would make a breakthrough in 2010. Once again with Persson she scored her first points in the series, with two seventh place finishes at the Eurospeedway Lausitz and Hockenheimring circuits. At the end of the year she was 13th overall in the category with four points.

Stoddart standing out in one of her DTM seasons. Photo sourced from SusieWolff.com .

After this breakthrough year Stoddart was expecting to step up again in her sixth year driving in the DTM. Unfortunately for Stoddart it would prove to be another frustrating year as she struggled as she had done before. Her best result was 11th at Valencia, leaving her unclassified at the end of the year with no points.

2012 would prove to be the now Susie Wolff’s seventh and final year in the DTM series, although she failed to go out with a bang. She once again struggled in a series where a tenth can decide the top six. Her best result would prove to be two 12th places, although by now her priorities had somewhat changed.

In early April 2012 it was announced that Wolff had joined the Williams F1 team as a development driver for them. Whilst some within the motorsport community questioned the team’s motives considering her husband Toto Wolff was a shareholder in the team, she would prove to everyone that she was ready to handle a Formula One car.

Wolff receiving instruction for her first F1 test with Williams in October 2012. Photo credit thanks to SusieWolff.com .

Wolff made her test debut for the Williams team at the Silverstone circuit in October 2012. She drove a 2011 Williams FW33-Cosworth and impressed the team with her driving. For 2013 attention increased on Wolff when she drove for the team at the mid-season young driver test. Her performance was scrutinized, as she finished the test 23rd overall from the combined times out of 33, although she was only a second off regular race driver Pastor Maldonado in the same car. It’s also very hard to read too much into testing times, considering they drove the car on different days.

It’s also worth considering that Wolff was not racing in 2013 at all, and besides her sole test run the previous October she had not driven a single seater since 2005. For Wolff her role within Williams stepped up in 2014, as it was announced she would compete in two practice sessions for the team across the year. This sparked a lot of media attention for both Wolff and the team.

Wolff showing her talents in the 2013 F1 mid-season F1 test at Silverstone. Photo credit goes to SusieWolff.com .

At her home British Grand Prix Wolff duly made history, as she became the first female driver to compete in an F1 weekend since Giovanna Amati over two decades before in 1992. Unfortunately for Wolff she was not able to fully enjoy her day as an engine failure ended her session after only four laps. Things went much more smoothly in her second practice run for the German Grand Prix.

After overcoming a first lap gearbox issue, Wolff was able to complete a good number of laps as she ended the session 15th overall, only just over two tenths of a second behind team mate Felipe Massa. This was a very impressive result for Wolff considering her lack of experience compared to Massa, an 11 time race winner in the sport.

At the end of 2014 Wolff’s efforts were rewarded by the team, as she was announced as the team’s test driver for the upcoming 2015 season. Her role increased with the team as she completed a day with the team in the second pre-season test in Barcelona, before she once again completed the opening free practice session for the Spanish Grand Prix.

Wolff steps out after one of her many practice runs for the Williams team. Photo sourced from SusieWolff.com .

Wolff ended the session 14th this time,only 0.9 of a second behind regular driver Massa. This was once again a noteworthy performance once again considering their relative experience in F1. Wolff would only have to wait a few months for her next run in the competitive Williams FW37-Mercedes, as she drove the opening day of the in-season test at Austria. After 39 laps in a rain affected day she finished ninth overall with a 1m13.248 lap time.

Whilst this was not necessarily was Wolff was hoping for, she had a chance to redeem herself with another free practice run for the upcoming British Grand Prix. Once the session had been completed Wolff would find herself 13th on the timesheets, with a time only 0.8 of a second behind Felipe Massa. Unfortunately for Wolff this would be the last time she would drive for the Williams team, as she announced her retirement from the sport only a few days ago.

Wolff leads team mate Felipe Massa during free practice one for this year’s Spanish GP. Photo sourced from SusieWolff.com .

The news of her retirement at age 32 has garnered a lot of press attention, now seems like a perfect time to look towards the future and to what her legacy can be for a future generation of female racing drivers. Whilst the results in her career may suggest that she is not possibly worthy of this role, the very fact she was able to establish herself a genuine F1 affiliated driver irrespective of her gender shows what she has achieved in the last few years.

Whilst she initially was questioned based on her relative merit for a role within F1, by the time of her announcement yesterday she was a fully fledged Williams test driver. Along with other female drivers such as Danica Patrick in Nascar, Pippa Mann in Indycar, Katherine Legge in Sportscar’s and Simona De Silvestro in Indycar have all greatly raised awareness of female racing drivers and have showed that they can be successful irrespective of their gender.

This wave of increased awareness of female drivers needs to continue, if the sport is to full shake it’s current tag as a male dominated sport. The seeds of change have been planted with the likes of Leena Gade, Audi sportscar race engineer, have shown that women can be just as successful in all aspects of motorsport as men. Wolff has already said she wants to work with the grassroots elements of the sport to promote female participation in sport.

For the likes of Wolff she has a great opportunity now to interact and help develop a wider female generation of racing drivers, therefore Wolff can act as a great role model for any future wannabe racing drivers. They can look of the example from the likes of Wolff and aspire to match or even surpass their achievements in the sport. The future could turn out to be very bright for the next few female generations of racing drivers.

What are your thoughts on the career and potential legacy of the likes of Susie Wolff? Please feel free to give your comments below and thank you for reading.