Formula 1 - 2017

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ASTON MARTIN TO BE RED BULL TITLE SPONSOR

Aston Martin will become Red Bull’s Formula One title partner next season in a move that will raise the British marque’s track profile against commercial sportscar rivals Ferrari and McLaren.

The former world champions will be known officially as Aston Martin Red Bull Racing.

“Title partnership is the next logical step for our innovation partnership with Red Bull Racing,” Aston Martin president and chief executive Andy Palmer said in a statement on Monday. “We are enjoying the global brand awareness that a revitalised Formula One provides.”

Red Bull and Aston Martin, the glamorous 104-year-old marque whose road cars have become associated with fictional British secret agent James Bond, have an existing technical relationship.

Red Bull designer Adrian Newey, whose cars won four successive drivers’ and constructors’ titles between 2010-13, has been heavily involved in Aston Martin’s Valkyrie “hypercar” which will be delivered to customers in 2019.

The team, whose cars currently carry some Aston Martin branding, are powered by Renault engines branded as Tag Heuer. Australian Daniel Ricciardo and Dutch teenager Max Verstappen are the current drivers.

The sport’s engine regulations are changing after 2020, with calls for a simpler and cheaper power unit than the current 1.6 litre V6 turbo hybrid and that could be of interest to Aston Martin.

“We are not about to enter an engine war with no restrictions in cost or dynamometer (testing) hours but we believe that if the FIA can create the right environment we would be interested in getting involved,” Palmer said.

Both parties are to set up a new advanced performance centre at the team’s Milton Keynes factory in central England, working on road car and Formula One technology.

Red Bull said 110 new jobs would be created, with the centre housing Aston Martin design and engineering staff working on future sports cars from the two companies.

The team’s previous title partner from 2013 to 2015 was Nissan-owned luxury car brand Infiniti, now with Renault.

Aston Martin is owned mainly by Kuwaiti and Italian investors, with Mercedes-Benz owner Daimler holding a five percent stake, and is seeking to boost its share of U.S. markets.

It reported its first half-yearly profit in almost a decade last month and expects full-year volumes to rise by around a third to roughly 5,000 cars.

Official Statement

Eighteen months after launching an Innovation Partnership that led to the redefinition of automotive possibility with the game-changing Aston Martin Valkyrie hypercar, Red Bull Racing is set to similarly redefine the Formula One grid with the announcement that the iconic sports car brand Aston Martin is to become its title partner from 2018 onwards, with the team competing as ‘Aston Martin Red Bull Racing’.

The strengthened ties between the two brands is far more than a skin-deep exercise, with the expanded technical partnership taking concrete form in the shape of a new Advanced Performance Centre being established at Red Bull Racing’s campus later this year. The new Centre will create 110 new jobs housing Aston Martin’s design and engineering personnel responsible for future sports cars from the two companies.

The new centre will allow a closer working relationship between the two leading brands in their respective fields which will see the adoption of both F1 and road car technology.

Christian Horner, Team Principal of Red Bull Racing said: “Our Innovation Partnership with Aston Martin has been a pioneering project from day one. Having conceived and created the remarkably successful Aston Martin Valkyrie together in 2016, we extended our relationship this year and are now delighted to further strengthen the partnership and see the team competing as Aston Martin Red Bull Racing in 2018. In addition, more than 100 Aston Martin staff will service the new Advanced Performance Centre on our campus here in Milton Keynes and it will allow us to collaborate further with Aston Martin on special, equally innovative, new projects.”

Aston Martin President and CEO, Andy Palmer, added: “Title partnership is the next logical step for our Innovation Partnership with Red Bull Racing. We are enjoying the global brand awareness that a revitalised Formula One provides. The power unit discussions (in Formula One) are of interest to us, but only if the circumstances are right. We are not about to enter an engine war with no restrictions in cost or dynamometer hours but we believe that if the FIA can create the right environment we would be interested in getting involved.”

The relationship between Aston Martin and Red Bull began in 2016 after the two companies combined cutting edge F1 technology and Aston Martin’s signature sports car design to produce a ground breaking hypercar. The Aston Martin Valkyrie is set to be the first in a line of new products to be borne of this Innovation Partnership and will make its first run in 2018 before being delivered to customers in 2019.

Aston Martin will feature prominently across the Aston Martin Red Bull Racing team from the start of the 2018 season.

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What the Aston Martin deal means for Red Bull

On Monday, Red Bull Racing confirmed the rumours circulating in the Singapore GP paddock: that from 2018 onwards it will be known as Aston Martin Red Bull Racing.

The dynamics of this are based around title sponsorship, rather than engine manufacturing or branding and the team's chassis are not going to be known as Aston Martins.

In that sense, this is a very similar deal to the one Red Bull had with another luxury car maker, Infiniti, during its dominant years from 2011-13.

That deal ended when Renault started its own F1 team and Red Bull lost its status as the works-engined outfit.

One key difference is that most people who follow F1 will already know what Aston Martin is, whereas with Infiniti there were many who still didn't know what the product was after several years of being prominent on Sebastian Vettel's championship-winning cars.

The comparisons with the Infiniti partnership are even more valid when you consider that Christian Horner has done both deals with the same man: Andy Palmer was CEO of Infiniti and is today CEO of Aston Martin.

The story that Aston Martin wants to tell here is one of innovation and technology.

The company will embed engineers in the Red Bull campus in Milton Keynes, which is only half an hour's drive from the Aston Martin base, and the partnership will also work on more projects like the Aston Martin Valkyrie supercar, a limited run of 15 cars at $2.6 million apiece that was snapped up by buyers.

The Valkyrie is Aston's 1,000 horsepower V12-powered rival to the Mercedes-AMG Project One, which was announced recently and which shows a new trend for limited edition F1-inspired supercars, priced in the millions of dollars, which sell to the super rich.

The halo effect of pairing Aston's engineers and designers with Adrian Newey and his staff is clearly a compelling proposition for the Aston Martin management and it's giving some sheen to the road car brand in the eyes of buyers.

The two companies claim that a combined 110 new jobs will be created to work on new supercar projects together at a new Advanced Performance Centre in Milton Keynes.

There's only one problem: the engine

Aston Martin Red Bull Racing F1 team has a serious problem to deal with in the short term, which is to find a competitive engine.

It will lose its supply of Renault units from the end of 2018, and although it is testing out the works Honda engines in the Toro Rosso next season, few hold out much hope that this will be the silver bullet that ends Red Bull's weakness in this area.

All the noises from sources with knowledge of the Honda F1 project suggest that the fixes necessary to change the management culture and make that engine competitive are not in place and there is little sign of that changing.

Another difficult year is in prospect for 2018 and it would take a massive leap of faith - or the ability for Red Bull and its proxies (like Mario Illien) to directly intervene in the programme in the next 12 months - to make it a viable bet for the main Red Bull team in 2019.

The discussions around future F1 engine technology continue, driven by Ross Brawn and his team, but the latest noises are that the manufacturers seem to be pushing for the continuation of the MGU-H component of the hybrid system, which is the costly and complex element.

Palmer has stopped short of getting involved on the engine building side, as Aston is tiny in comparison with Mercedes and even Ferrari, but did note rather optimistically: "The power unit discussions (in Formula 1) are of interest to us, but only if the circumstances are right.

"We are not about to enter an engine war with no restrictions in cost or dynamometer hours but we believe that, if the FIA can create the right environment, we would be interested in getting involved."

The power unit has always been the weak point of the Red Bull Racing proposition and between now and 2020 (i.e. three seasons) that will continue to be the case. It is of concern to the team's star drivers, Daniel Riccardo and Max Verstappen, both of whom urgently want to win.

From 2021 onwards, there should be some form of independent engine maker, like Cosworth, able to supply competitive engines at competitive prices. It is one of the key pillars of the F1 plan Ross Brawn is trying to develop with the FIA rule makers and manufacturers.

As for Red Bull's owner Dietrich Mateschitz, he is frustrated by this hybrid power unit era of F1, by its cost and what he considers its divisiveness and lack of entertainment value.

His investment in Red Bull Racing has had to increase with the loss of prize money and the Infiniti money (from 2014 onwards): estimates put it at a net spend to Red Bull of around $40m a year now, compared to $10m in 2013.

So you can see why there was pressure from the top to bring in a title sponsor to get that net spend down.

If he ends up with an uncompetitive Honda engine in 2019 and the new rules from 2021 don't move the engine formula in what he considers the right direction, one can imagine him thinking of packing in F1.

He has threatened it in the past, but if his key indicators are all in the wrong direction, maybe this time he would quit.

Against that is the growth of the F1 business under Liberty Media. If there is more coming back in revenues, costs are brought under control so the net spend is minimised and the Red Bull brand is reaching more and younger audiences, then the decision to leave becomes harder.

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BERGER: MATESCHITZ IS NOT GETTING TIRED OF FORMULA 1

In the wake of the recent Formula 1 engine supplier musical chairs which led to Toro Rosso giving up Renault power for Honda, reports have emerged that this is the first step in Red Bull’s long-term withdrawal from Formula 1 as a team owner.

Speculation is that Red Bull are looking to sell Toro Rosso to Honda in the near future, with the senior team set to become Porsche (or a similar big manufacturer) in 2021 with Christian Horner and Adrian Newey at the helm.

Supposedly this reshuffle of their strategy, by the energy drinks organisation, comes with orders from the very top, namely Dietrich Mateschitz who, according to some reports, is less and less enthused by Formula 1.

But Gerhard Berger, the first driver to endorse Red Bull and a close confidante of Mateschitz, denies that the Austrian billionaire is looking for an exit plan when the Concorde Agreement runs out in December 2020.

During an interview on ORF TV, Berger was asked if Mateschitz is tiring of the F1 adventure, to which the grand prix winner and former Toro Rosso chief replied, “Tired of Formula 1, I think is the wrong way to put it.”

And added, “He is not happy with the current situation of his team. Red Bull is still a super strong team and even in this difficult time hardly anyone has departed, including [Adrian] Newey. Not having an engine that can bring title chances is of course frustrating in the long term.”

Red Bull Racing became a Formula 1 team in 2005 and won their first grand prix in 2009. A year later they began a four season streak in which they won eight world championship titles, Sebastian Vettel winning four drivers’ crowns and, with Mark Webber in the sister car, the team bagged four constructors’ titles.

However since 2014, with the advent of the hybrid turbo era, the team have not managed to scale similar heights as they have failed to match Mercedes and more recently Ferrari too.

During this period there was a high profile bust-up with Renault which was patched up so that Red Bull would have an engine supplier. But the damage was done and the Toro Rosso-Honda deal is a step towards a permanent split between the two parties.

Indeed 2018 is expected to be the final year of the Red Bull-Renault partnership – a scenario that neither parties are confirming or denying.

Berger pointed out, “Red Bull has always had patience and now is when it’s needed the most. It can’t always go well. It’s a difficult time now, but there is light at the end of the tunnel. Honda with Toro Rosso is the start.”

In the early nineties Berger won three grands prix as a McLaren-Honda driver and predicts that the Japanese manufacturer will succeed again, “I believe in Honda. They are a company with a sporting culture as well as resources and financial opportunities.”

“Toro Rosso also has a bit of a Red Bull mentality and it might well be that Honda returns to its original form and builds top F1 engines.”

In the wake of the title sponsorship deal between Aston Martin and Red Bull there have been suggestions that the British manufacturer may themselves become F1 engine builders.

Berger believes if that were to happen it will be in the long term, if at all, “We have to wait for the new engine regulations. Until then nobody will burn their fingers, because today’s engine regulations are extremely difficult to handle.” 

As for Aston Martin in particular, Berger said, “I do not know if Aston Martin has the resources and possibilities, but I doubt it.”

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BOULLIER: MCLAREN WILL WIN AGAIN IN 2018

McLaren team chief Eric Boullier is confident that Renault power will return McLaren to the top step of he podium for the first time since 2012 after three years in the doldrums with Honda, and expects to be battling for third place in the constructors championship in 2018.

Earlier this month it was confirmed that McLaren would ditch Honda power units for a preferred customer deal with Renault. For the Woking team, the second most successful in the history of Formula 1, they expect it to be a way back to glory.

Boullier told Marca, “For 2018, our goal is to fight for third place in the constructors’ championship, but I hope we can get more than this and get a win again after so many years. I will not start creating false expectations or raising hopes, but I believe that at least, we will win again.”

McLaren has not won a Grand Prix since the 2012 Brazilian Grand Prix (pictured above), while their last podium was in 2014 before the engine partnership with Honda which began a year later. 

Boullier, who joined McLaren in 2014 but has never savoured victory with the team, added, “We’ve always been in the top three, but these last three years we’ve been a long way from those positions. So we have gone with Renault to have a better engine and so we can get back to the top positions.”

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MASSA, KUBICA OR DI RESTA FOR WILLIAMS?

With the 2018 Formula 1 grid firming up there remains two – make that one and a half – question marks regarding who will be driving for Williams next year, with the Woking outfit yet to announce their driver line-up.

Lance Stroll is more than likely set to remain with the Martini backed team, his development from a raw and mistake prone rookie has been impressive. The youngster has turned around his awkward start in Formula 1 and delivered some solid results, at times eclipsing his vastly more experienced teammate Felipe Massa.

The Brazilian veteran is having a strange season, not assisted by a below par Williams FW40, he has hardly trounced his teenage teammate. The nature of his deal this year, struck after he announced his retirement, probably has something to do with his performance.

Massa seems more intent on prolonging his career in F1 rather than a hungry go-getter in the mould of Fernando Alonso, seeking to win and take the team forward.

Nevertheless the Brazilian is keen to stay and remains a candidate for the team in 2018 largely due to his experience, knowledge of the team and because he fits the criteria of a driver on which Martini can leverage their sponsorship investment.

Massa suffered with a bug during the Hungarian Grand Prix weekend and this gave Paul di Resta a chance to return to action, needless to say the Scot grabbed the opportunity with both hands.

It was a sliver of a chance (remember he did no practice and only managed a handful of laps in qualy) which he maximised to good effect. Marginalised after his spell at Force India, that outing at Hungaroring propelled him into the limelight and into contention for a drive with the team where for whom he is a reserve.

His Mercedes connections are well known and a second crack at the big time is a realistic possibility, but on the downside Di Resta does not come with huge amounts of cash or a trail of sponsors. They would thus hire him for his talents alone?

In terms of age he does tick the box, but in terms of results in F1 he has never been on the podium, let alone won a race.

With Renault opting to sign Carlos Sainz to partner Nico Hulkenberg at Renault, Robert Kubica’s adventure with the French team came to an end. Was he ever in contention for a seat in the team? In retrospect, probably not.

However the testing he did do, including his outing in the official test in Hungary, was enough for the paddock to sit up and take note.

Kubica is now being linked to Williams, aided by none other than Nico Rosberg.

The retired reigning F1 World Champion is lobbying hard, behind-the-scenes, to try and secure a drive for the Pole.

With his Mercedes connections, and also think Williams powered by Mercedes, Rosberg may have the clout to get Kubica in at Williams. But only time will tell if this is a feel good story with a happy or an an unhappy ending.

Another one lurking with intent is reportedly Marcus Ericsson who supposedly would bring along a fair wad of cash, although one would have thought that the Swede’s backers are blowing money big time with their Sauber venture.

The waters are murky in that region and it is not clear if Ericsson still has access to the $10-million or so to tempt Williams to hire him.

However Ericsson ticks very few boxes and he is hardly a driver for a team with the status of Williams, at this stage of their history, let alone a driver that can lead the outfit and mentor their teenage driver.

Another option that has been reported, mainly by German media, links Pascal Wehrlein to the Mercedes powered team. The German is unlikely to remain at Sauber beyond 2017 and the only real option of him remaining in Formula 1, thanks to the backing of Mercedes for whom is a junior driver is Williams.

Renault’s decision to take on Sainz has left Jolyon Palmer searching for a drive. The Englishman is said to have substantial backing for such an endeavour and no doubt Jo and his father Jonathan Palmer, who drove one race for Williams in 1983, have had a chat or two with the powers that be at Grove.

But the smart money is on Williams not wanting to hire another relatively inexperienced driver should they retain Stroll, which is almost certain they will do.

Finally, at one point during the height of the Silly Season (before McLaren ditched Honda for Renault) there was talk of Alonso looking to do a deal with Williams, but that link was denied by team chief Claire Williams.

Regarding the Spaniard, several sources are predicting that a deal between Alonso and McLaren will be announced very soon. Maybe even in Japan…

With Stroll a sure bet for one seat at Williams next year, there is the reality of the fact that three into one simply does not equate, thus the choice for the team is: Massa, Di Resta or Kubica. Right now, which one of the trio will be left sitting in this game of musical race seats is a good guess…

MIKA: I think time is up for Massa. I'd personally like to see Di Resta drive, he was always solid and very knowledgeable but without funds, we all know Williams like cash which I believe is half their mistake. In regard to Kubica, perhaps Rosberg will bank roll this and get him a drive? He too would be a welcome sight on the grid but does he still have it and his age?

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Sauber and Ferrari to discuss 2018 driver lineup options in coming days

Over the next few days, Sauber will hold talks with Ferrari over the prospect of Antonio Giovinazzi and Charles Leclerc driving for the Hinwil-based outfit for 2018. 

Sauber's team principal, Frederic Vasseur, told Auto Motor und Sport that talking about its 2018 driver lineup would not have been approprate when negotiating an engine deal with Ferrari, but confirmed that talks will begin soon: “We will discuss this with Ferrari in the coming days," he said.

“For us, the engine choice had priority and we did not want to mix that with the driver question. It would have taken too much time. There is now the opportunity to do that in peace.”

As Marcus Ericsson has strong connections to Sauber's financial backers, Longbow Finance, it appeared that it would be Pascal Wehrlein who would be replaced in the event of a Ferrari junior driver joining the squad.

Vasseur ruled this notion out however, and said that the team needs drivers who are quick as opposed to drivers who have the right connections: “It would be a mistake to build a team around a driver just because he has a connection to the owner," he said.

“Rebuilding Sauber will require patience, while drivers normally want results in the next race.

“So if he wants to sit in a podium car next year, he will have a problem with Sauber. We will talk with the owners about what is best for Marcus and the team," he added.

“Pascal knows our situation, and I know his skills because we worked together in the DTM.

“If you want to rebuild a team, you need not only fast drivers, but those who are willing to work with the team and push it in the right direction.”

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Honda confirms Fernando Alonso's Singapore engine can be re-used

McLaren engine partner Honda has confirmed that Fernando Alonso can continue to use the power unit fitted to his car during the Singapore Grand Prix at this weekend's Malaysian round.

Alonso was involved in a Turn 1 crash when the two Ferraris and Max Verstappen collided, taking Alonso out in the process and forcing his retirement from the race.

The Spaniard's McLaren suffered heavy damage and Honda feared his engine couldn't be salvaged, but F1 chief Yusuke Hasegawa says it has undergone a thorough check and has been cleared for use this weekend.

"We were concerned that it may have been irreparably damaged, but fortunately after a thorough check back at the factory we can confirm it is okay to be re-used," he said.

Alonso, who is on his ninth Turbocharger and MGU-H, seventh Internal Combustion Engine (ICE) and MGU-K, sixth Energy Store (ES) and fifth Control Electronics (CE), should therefore escape a penalty this weekend and is therefore hoping to make up for Singapore this weekend.

"After Singapore, I’m already eager to get back into the car and hopefully make it further than the first corner in Malaysia!

"Of course, what happened was disappointing and it’s difficult to hide your frustration when you’re the victim of someone else’s incident. I felt we had the potential to be really competitive – one of our only opportunities of the year – and it’s a shame we couldn’t bring home the points to prove it, but these things happen.

"Sepang will be more difficult for us in terms of set-up since the straights require good straight-line speed and power, but this track is a mixture of a lot of different characteristics, so we’ll see how much we can make up on the slower-speed corners."

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Romain Grosjean expects Malaysia to be 'hardest' race of 2017

Haas’ Romain Grosjean believes this weekend’s Malaysian Grand Prix will be the toughest of the season for drivers, due to the high-speed nature of the Sepang circuit, allied to hot and humid weather.

Drivers have faced a greater physical challenge this year due to the sport introducing cars capable of carrying greater corner speed, with lap times several seconds quicker than in 2016.

Grosjean expects the upcoming Grand Prix to be a physical challenge, but believes the longer straights – aiding cooling – will be a helpful factor.

“I think it’s pretty much the hardest race of the year,” Grosjean said of the event, which will not feature in Formula 1 next season.

“Singapore is a slower track with slower corners, whereas Malaysia has high speed with high loads. Again, it’s a great challenge, a great track, and when you have a good car, it’s an amazing experience

“When you are physically suffering as well, it’s more important to stay calm. It’s like riding up a hill and someone’s trying to chat to you or your phone’s ringing non-stop.

“You can get fed up with that very quickly simply because you’re tired. But we’re going to get more cooling inside the car because of the longer straights. I’m not worried.”

Haas team-mate Kevin Magnussen, though, believes the race is “a little bit easier” than the preceding event in Singapore due to the increased cooling available.

“What makes it easier is that you’ve got longer straights to help you recover and get some wind on your body,” said Magnussen.

“In Singapore, everything is very low-speed and you’re constantly working on the steering wheel, braking, then getting back on power.

“You work a lot harder in Singapore than you do in Malaysia. The temperature is worse in Malaysia but, somehow, the race is a little bit easier.”

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Wolff: Malaysia suits Mercedes’ strengths

Mercedes boss Toto Wolff is cautiously optimistic of further success this weekend as Formula 1 prepares to head to Malaysia for the final time.

The Silver Arrows have won all three races since the summer break courtesy of Lewis Hamilton, who has opened up a 28-point lead at the top of the World Championship standings.

And Wolff is hoping to put on another strong display in front of their sponsors Petronas.

"This will be a weekend with great resonance for us: we have a very close relationship with the country, thanks to our friends at Petronas, and the race has given us many moments of drama and glory over the years," Wolff said in his usual race preview.

"Our record there in recent seasons has been mixed but the fundamental characteristics of the circuit, with its sweeping corners and long straights, should mean the car is well-suited to the circuit.

“The weather conditions are challenging for the cars, the tyres, the drivers and the team personnel and can often complicate the overall picture; good reliability will be crucial in every aspect of our operations.

"But it goes without saying that our target is to deliver a winning performance to mark the final Grand Prix at Sepang – and to build on the good momentum we have enjoyed since the summer break.”

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Force India set for aero, engine upgrade in Malaysia

Force India is planning further aero upgrades, as well as a move to the latest Mercedes power unit, for this weekend's Malaysian Grand Prix.

With the team clear in its ambition to get both cars scoring points in the remaining races of the season, it is showing no sign of backing on with development of its 2017 car to focus on next year.

Technical director Andy Green said that new aerodynamic parts were being readied for the Sepang event, as the team also expressed some hope it could unleash more potential from the upgrade package it introduced in Singapore.

"We've got some new bits coming again for Malaysia," said Green. "There will be some more aero tweaks around the bodywork. There is still lots of to do. It is all relevant for next year so we keep pushing on."

"The [Singapore] package is quite new too, so there will be more refinement. We definitely didn't find the sweet spot, as we proved to ourselves in qualifying, so there is a lot more to do on it.

"It definitely changed the car, so it will need a bit of work. But there is more coming. We fully expect our target will be to get both cars in the points from every race until the end of the season."

  

As well as improvements to the chassis, Force India is likely to join Williams in getting hold of the latest specification Mercedes power unit, which will be its fourth and final one of the year.

The team had been disappointed not to have had it available for the power tracks in Belgium and Italy, with Mercedes having held back releasing it to customers while it continued to perfect reliability.

When asked if both Force Indias would get the new Mercedes, COO Otmar Szafnauer said: "That is the plan, unless they [Mercedes] change their mind between now and then."

Force India looks almost certain to finish fourth in the constructors' championship this year, even though mathematically the fight for positions is still well open.

The Silverstone-based outfit has a 65-point advantage over Williams with six races to go, while Toro Rosso is only a further seven points back.

Although in theory the gap can be closed down quickly if Williams scores some strong double points finishes, the chances of it scoring more points in the final six races than it scored in the first 14 events are slim.

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Massa: Williams the only option to stay in F1

Felipe Massa has suggested it is Williams or nothing if he is to stay on in Formula 1 for the 2018 season.

Williams convinced Massa to come out of retirement to partner Lance Stroll this season, after Valtteri Bottas moved to Mercedes to replace world champion Nico Rosberg.

The Brazilian agreed a one-year deal and though he is in talks with Williams over a fifth season with the outfit, a firm decision has yet to be made.

Massa has said he needs Williams to show it wants to keep him and that he does not want to be seen as a last resort when no other suitable drivers are available.

When asked if it was Williams or nothing next year, he said: "I think so. Or maybe something happens, a guy like [Nico] Rosberg decides to retire. But I don't think it will happen."

Massa said he had enquired elsewhere for a seat but could not find a suitable project.

  

"I look but maybe teams that I looked, maybe they had a different direction in terms of drivers," he said. "Now no [talks with other teams]. Now I check if I stay or not. "

Massa, who has previously said he will head to Formula E if he leaves F1, added he has yet to decide what he wants to do.

"I'm still thinking, I'm still talking with the team, to see if they want me or not. I need to be sure maybe I can have a better year."

Motorsport.com understands Williams has slimmed its shortlist for the seat alongside Stroll down to Massa, Robert Kubica and current reserve driver Paul di Resta, who delivered a strong performance when standing in for Massa in Hungary.

Sources suggest Williams is in no rush to make a final decision given it is in a strong position amid a lack of vacancies elsewhere.

It is also planning to give Kubica some mileage in a 2014-spec Williams in a private test.

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Haas boss says Renault still has "a long way to go"

Haas team boss Gunther Steiner has been impressed by Formula 1 rival Renault’s upturn in form but says it has a long way to go to fight at the front.

Jolyon Palmer scored his first points of the season with sixth in the Singapore Grand Prix to move Renault above Haas into seventh in the constructors' championship.

Steiner says the team is doing a good job, but given the size of the team, which at 600 rivals that of Mercedes, Ferrari and Red Bull, he feels it should be achieving more.

"They have done a good job," he said. "They are a big company, that's what they should be doing if you compare them with us. It's not a 'wow' factor.

"They do a good job, with all due respect, they haven't caught up with Ferrari. If they catch up with Ferrari and Mercedes you think 'wow'.

"That's something. but they have over 600 people now, so they are almost like Red Bull now.

"They do a good job but they are beating us, they are not beating one of the big ones. They have a long way to go."

  

The fight for fifth in the constructors' championship is tight, with Williams leading the way on 59, seven clear of Toro Rosso, which closed the gap after Carlos Sainz's brilliant fourth-place finish in Singapore.

Renault, which feels it has the fourth-fastest car on the grid, is now 10 points adrift in seventh, with Haas a further five back in eighth.

When asked if Haas could expect to reclaim seventh or move any higher, Steiner said it would be "difficult, but not impossible".

He added: "It's so tight together. If we have a good weekend, both cars in the points, all of a sudden you swap again.

"It's not like next weekend, we're going to finish fourth and fifth. But we can swap. Toro Rosso scored well in Singapore as well. You always have to push hard."

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Valtteri Bottas knows he must earn longer Mercedes Formula 1 deal

Valtteri Bottas says he understands why the Mercedes Formula 1 team has only given him a one-year deal for 2018 and knows he needs to earn a further extension.

Both Bottas and team-mate Lewis Hamilton are now signed until the end of 2018, ensuring Mercedes and its drivers have maximum flexibility in the potentially busy '19 driver market.

While Bottas's strong performances since stepping in at short notice as retiring world champion Nico Rosberg's replacement at Mercedes meant he was long expected to keep the seat, the length of his new deal had been a question mark.

"I have to say I'm happy with this," said Bottas of his one-year contract.

"I understand of course always the team's view on things, and for sure the team also wants to have options open for the future.

"I understand 100%, but with this I am very happy. It's still better than the original contract that I had.

"It's still as always before with my career in F1, it's going to be completely down to me.

"If I perform well, there's going to be no problem, and we can have a long future together.

"I believe in myself, I believe I'll continue to grow as a driver and be a better driver.

"Even this season already, I was given this one-year opportunity to make it for a second year, so that gives me confidence."

Bottas insisted he had never had any concerns about losing his seat in 2018.

"There's been no point honestly in the season where I've been in a massive panic about it," he said.

"The season started pretty well, we've got some good results together, and at no point during the year so far have I got any signs from the team they were looking somewhere else.

"That's why it's not like a massive difference, the feeling, but obviously it's all positive."

He admitted that this time around negotiations were very different, after the rush to release him from Williams earlier in the year.

"For sure in January, when I did the contract for this year, only eight months ago, it was a very different situation," Bottas said.

"Of course I was always going to agree to anything to be able to drive the quickest car, so it was a very different situation and everything had to be done quite quickly."

[MIKA27]

FORCE INDIA PREVIEW THE MALAYSIAN GRAND PRIX

Force India team and drivers preview the Malaysian Grand Prix, Round 15 of the 2017 Formula 1 World Championship, at Sepang.

Vijay Mallya: “Leaving Singapore with 11 points to help consolidate our fourth place in the championship was a very satisfactory outcome from a tricky weekend. It reminds us that even after a tough qualifying session, there is always plenty to fight for on Sunday. We also took a lot of positives from the pace of the VJM10 during the race and it’s clear that we have the potential for some more strong performances in the final six events.

“This weekend is the last visit to Sepang for the foreseeable future and hopefully we can sign-off with some points. It probably won’t be our strongest circuit of the year, but we should be competitive, especially with the updates we continue to bring to the car. The drivers enjoy the quick corners and it’s always been a good track for overtaking and competitive racing. It’s sad to say goodbye to a circuit, but Malaysia can be proud of the events it has staged during the last 19 years and Formula One has always been given an extremely warm welcome by the fans.

“We head to Sepang having recently confirmed Sergio will remain with the team alongside Esteban in 2018. I’m extremely happy with the job both drivers are doing and delighted that we have stability with our line-up. Getting this all finalised relatively early in the year is always helpful. We can simply focus on maximising the final six races and plan effectively for next year.”

Sergio Perez: “Malaysia is a place that means a lot to me. It’s where I got my first ever podium in Formula One, in 2012. After Singapore, it’s another very hot race. I think last year’s was the hottest race I’ve ever experienced during my whole career, so I expect to sweat a lot on Sunday!

“The weather is so unpredictable, you can have a big storm all of a sudden and then it can dry up again in five minutes, because it’s so warm and humid.

“Every year, Malaysia has been a special race because of the heat and the characteristics of the track. I’ll be really sad to see Sepang disappear from the calendar. I hope to see all the Malaysian fans at some other race and I hope they keep following us online.”

Esteban Ocon: “Sepang is such a beautiful track. I really love it. I enjoy chicanes and there are quite a few in Malaysia, with some nice combinations of fast and medium-speed corners. When you have a good car in qualifying, you can just feel the grip; it’s very enjoyable. On the other hand, it’s a very tough race because of the heat and humidity. The rain can play a big part – at least I am told! Last year everyone kept telling me that, but it was just mega sunny and warm all weekend. It’s sad we will be racing here for the last time because it’s such a cool track. I am going to miss it.”

Sahara Force India’s Chief Race Engineer, Tom McCullough, looks ahead the challenge of Sepang: “Malaysia is another race where the weather will be very hot: last year, we had track temperatures up to 60C. The conditions can be very unpredictable and there’s always a chance of rain showers, in particular during the early evening qualifying session at 5pm. In this regard, the conditions are very similar to what we saw in Singapore, with extreme heat and humidity; the main difference being the start time of the race, with the lights going off in the heat of the day at 3pm. The Sepang track features a good mix of low, medium and very high-speed corners, so the set-up needs to accommodate a large speed range. The track was resurfaced prior to the race last year, which improved ride response and reduced tyre degradation. It will be interesting to see how the track surface has evolved since.”

[MIKA27]

RED BULL DRIVERS PREVIEW THE MALAYSIAN GRAND PRIX

Red Bull drivers preview the Malaysian Grand Prix, Round 15 of the 2017 Formula 1 World Championship, at Sepang.

Daniel Ricciardo: “I’m looking forward to the back-to-back races and our next stop is Sepang for the last Malaysian Grand Prix. My victory last year in Malaysia was definitely unexpected. I really didn’t think our car was well suited to the track, but Lewis’ problem opened the door and then I held off Max in the closing stages to take the win. It just goes to show you never know what can happen. Set-up is always a compromise in Malaysia as you need a good car in the middle sector, but you also can’t afford to lose too much time on those long straights.”

Max Verstappen: “Last year we had a one-two in Malaysia. Daniel and I had a good wheel-to-wheel battle, we gave each other just enough room which provided some good action for the crowd and a great result for the team. Both Singapore and Malaysia are very hot and humid races, being one after the other means you can at least tailor your training for those conditions, but it will still be physically tough. It’s also challenging for the pit crew in their overalls, they get very hot and I’m sure they also lose a few kilos over the weekend!”

 

[MIKA27]

RENAULT PREVIEW THE MALAYSIAN GRAND PRIX

Renault team and drivers preview the Malaysian Grand Prix, Round 15 of the 2017 Formula 1 World Championship, at Sepang.

Renault Sport Racing Managing Director, Cyril Abiteboul: “Like Marina Bay, Sepang is a circuit which should suit the characteristics of the R.S.17 with its frequent flowing turns. The Malaysian Grand Prix has been a favourite on the Formula 1 calendar for 18 years and we hope the final race on this circuit will be special for everyone involved.”

“Looking back to Singapore, it was one of those mixed weekends which left us with bittersweet feelings. We were delighted for Jolyon to score his first points of the season. He drove extremely well in tricky conditions and remained cool amidst all the action to take an impressive sixth and bring in some big points for the team. However, we are obviously disappointed that we had to retire Nico’s car and will address the issues we faced.”

“We have extra incentive to continue to push hard to ensure both cars are in the points in Malaysia. A positive we can take from Singapore is that we have moved up a position in the Constructors’ Championship which means a step closer to our end of season goal of fifth place overall. Reliability remains our main focus, maximum effort and flawless execution is required by all in the remaining six races to achieve that target.”

“Finally, I would like to thank the Malaysian Grand Prix and everyone involved at the Sepang International Circuit. For Renault, this event has been successful and memorable. In total, Renault have six wins, six pole positions and four fastest laps across the 18 years that Malaysia has been on the Formula 1 calendar. A proud moment for us came on March 22nd 2003, when Fernando Alonso became the youngest F1 pole-sitter at the time – the rest is history, as they say!

Hot and humid

Technical Director Nick Chester talks through the challenges of the Sepang circuit as well as the extremely unpredictable weather in Malaysia which could provide some surprises.

How are things looking ahead to Malaysia?
NC: We ought to go quite well in Malaysia with the mixture of low, medium and high speed corners. We should be the fourth quickest car again. The car has good pace and it looked strong in the wet in Singapore. The wet running we had in Singapore is useful information for us, given Malaysia is known to throw up a few surprises with its changeable climate. Overall the car is working reasonably well at this stage in the season.

Are there any updates for Sepang?
NC: A few things for Malaysia are on the way including some tighter rear bodywork which is the main development. This will combine with some set-up progress we’ve been making, in particular over the past few races.

Any memories from the 18 years Malaysia has been on the calendar?
NC: I like Malaysia, it’s a good track. I did the first one in 1999 which seems like a lifetime ago. There have been many challenging races there and the climate has often combined with the circuit to keep everyone on the pit wall and in the cockpit working very hard indeed. It will be missed from the calendar.

Dusting down: Nico Hülkenberg

An unfortunate technical issue prevented Nico Hülkenberg from a career equalling best result in Singapore. But he is keen to dust himself down and prepare for the heat and humidity of Malaysia.

What are your thoughts on the Malaysian Grand Prix?
NH: It’s one of the hottest Grands Prix of the year and we are tested and pushed to the limits. We have to drink a lot of fluids because we lose so much during the race. The track is challenging with lots of high speed corners and fast combinations. I enjoy going to Malaysia. The weather is always different to Europe and takes a bit of getting used to. When you fly there you can see the rainforest which is cool. Rhythm is important around Sepang and it’s a nice feeling when it goes right.

How’s the circuit to drive?
NH: Turn one goes on forever, it’s quite tricky to get right. It’s important to find a good flow and keep a good rhythm. The final sector is slightly slower and a bit more technical with long, sweeping corners. This year’s cars will mean some of these bends will be very, very quick. It’s always hard to find the right balance and tyre degradation is usually quite high. You need to be early on the throttle for both the back straight and then the start and finish straight.

How do you reflect on Singapore?
NH: Sunday was tough to take and left me feeling disappointed. We lost a good result, and it was a case of not having a good enough reliability; that’s the way this sport goes sometimes. We lost our fourth position which is a pity especially after all the hard work from the whole team. It would have been a nice bunch of points but that’s racing and it happens! The car is looking fast and we have to build on the positives and take it forward now to Malaysia.

Season Best: Jolyon Palmer  

A classy and composed drive from Jolyon Palmer saw him secure a career best sixth place finish in Singapore. And he is ready to go on a Sepang circuit which gave him a maiden Formula 1 points finish last season.

What are your thoughts on Sepang?
JP: It’s always nice and warm there and I tend to do well in these humid races; Malaysia last year, Singapore this year so I’m looking forward to it. It’s a cool track with a good atmosphere to match. It’s a flowing circuit with some long straights, fast corners and hard braking zones. We have a bit of confidence going there. The car keeps getting better, I’m certainly improving too so we’ll aim to get another good result.

Is it a feeling of relief to get the first points of the season?
JP: Finally we had a smooth race which is ironic given what was going on with the safety cars and the tricky weather conditions. We made a good start, and the move on Bottas was fun; a lot happened in the two hours. It feels like a weight off the shoulders to get some points, I hope to push on now and get some more. I know I can do it.

What’s your record in Malaysia like?
JP: I raced in Sepang twice when I was in GP2 but for various reasons at the time I didn’t have any memorable finishes, although one year I came up to ninth from the back of the grid. Last year I got my first Formula 1 point; there are plenty of overtaking opportunities on the track so I’ll be looking to make the most of it and add some more points.

Have you seen the sights of Malaysia?
JP: I’ve seen a little bit of it but we don’t always have time to see the places we visit because we have busy schedules. Kuala Lumpur is a really cool city to explore and downtown you can visit the very modern areas with the big famous towers and then you have the more traditional areas and the markets. The city’s got a great vibe.

Track Notes:

The 5.543km Sepang International Circuit has been on the Formula 1 calendar since 1999. It features a number of medium-speed to fast curves as well as a couple of tight hairpins which means finding the right setup balance is tricky. The back straight and the start-finish straight will be a good DRS overtaking opportunity come race day. The weather often plays a part in Malaysia with rain a constant occurrence due to its hot and humid climate.

Pit straight: The ICE will be flat out for around 10secs with speeds reaching over 330kph with DRS activated.

• T1/2: The first overtaking opportunity of the lap as DRS is available on the previous straight. The track is heavily cambered into Turn 2, which is a challenge for car setup. Good engine driveability is required through Turns 1 and 2, the second of which leads to a high-speed section so a good exit is needed.
• T3: Turn three is easily flat out as the drivers fire onto a sweeping straight which leads into the heavy braking right-hander of turn four.
• T5/6: Turns 5 and 6 are two of the fastest corners on the track, taken at over 230kph. These high-speed turns require stiff suspension. The car can be run lower and stiffer as there are no high kerbs in Sepang.
• T7/8: A long double corner which is hard on the tyres after the previous high speed section.
• T9: A slow corner where the track camber makes traction tricky on the exit.
• T12: Another very high speed kink which will probably be flat out this year.
• T13/14: The long laterally loaded entry after the previous high speed corners makes this a challenging corner. It can be limited by understeer or oversteer depending on the car and tyre characteristics.
• T15: DRS on the straight leading up to this corner makes this an overtaking opportunity. Traction is tricky off this corner in qualifying as the rear tyres start to overheat.

Power Unit Notes:

• The ICE will be running at full throttle for around 62% of the lap. This is one of the higher percentages of the season, particularly when compared to Singapore which was around 47%. The longest periods of wide open throttle are the pit straight and the back straight before the hairpin, both of which are around 900m each.
• The humidity of the Malaysian climate reduces the air to fuel mix so theoretically gives the ICE an easier run as the greater the water content in the air, the less oxygen is available to burn. A turbocharged engine, however, always equalizes ambient pressure within the ICE so this effect will be mitigated.
• The hairpin connecting the two straights and the T1-2 corner complex puts an emphasis on turbo response.
• Sepang is medium difficulty for the MGU-K since the majority of corners are medium to high speed. The opportunity to recover energy through braking is therefore minimal and fuel consumption is high.
• Just under 50% of the Sepang lap is comprised of straights so the MGU-H has plenty of opportunity to recover energy from the exhaust gasses. In fact, Sepang is one of the most efficient circuits in this regard.

[MIKA27]

HAAS PREVIEW THE MALAYSIAN GRAND PRIX

As Mercedes and Scuderia Ferrari battle for the 2017 FIA Formula One World Championship, there is another spirited battle behind these two juggernauts where teams’ fortunes rise and fall with each grand prix.

Forty-two points separate fifth-place Williams from ninth-place McLaren, with Toro Rosso, Renault and Haas F1 Team sandwiched in between. These three organizations are separated by a scant 15 points, and their proximity to one another in the constructors standings is emulated on the racetrack, where the Haas VF-17, the Renault R.S. 17 and the Toro Rosso STR 12 are often nose to tail and sidepod to sidepod.

Haas F1 Team comes into the Malaysian Grand Prix Oct. 1 at Sepang International Circuit fresh off its ninth points-paying drive of the year in the preceding Singapore Grand Prix, where Romain Grosjean rallied from his 15th-place starting spot to finish ninth. The performance was indicative of the tight midfield, where even with points being tallied, Haas F1 Team fell to eighth in the constructors standings as a resurgent Renault leapfrogged the team for seventh thanks to a sixth-place run by Jolyon Palmer.

Entering Round No. 15 on the 20-race Formula One schedule, Haas F1 Team trails Renault by five points and sixth-place Toro Rosso by 15 points. It has a healthy 20-point advantage over ninth-place McLaren.

Haas F1 Team’s sights are now set on Sepang, the purpose-built Formula One facility outside Malaysia’s capital city of Kuala Lumpur. Sepang is home to what will be the 19th and final Malaysian Grand Prix, as the venue comes off the 2018 Formula One schedule. The track’s layout, which consists of two massive straights bookended by tight corners, should complement the Haas VF-17, raising expectations that another points haul is in the offing.

Constructed in an astonishing 14 months, Sepang was the first Formula One track noted designer Herman Tilke built from scratch. When the 5.543-kilometer (3.444-mile), 15-turn circuit opened on March 9, 1999, it was considered revolutionary, with modern facilities and a unique, twisting design that challenges drivers and their engineers.

The track’s width allows for numerous overtaking opportunities, but the incredible speed that can be attained on the straights is actually restricted by the fast, flowing corners where teams have to sacrifice outright speed for aerodynamic grip and balance.

This places extremely high loads on the tires. Heavy braking increases the load, as drivers spend 17 percent of their lap under braking. Add an abrasive track surface and high ambient temperatures and you get a cauldron of punishment for the four tires carrying the driver and the sophisticated car beneath him.

But with weather often impacting practice, qualifying and the race, expect to see Pirelli’s Cinturato Blue full wet tire and Cinturato Green intermediate tire at some point during the race weekend.

Torrential rain storms are a frequent occurrence at the Malaysian Grand Prix as its tropical environment and mid-afternoon start time conspire for unwieldly conditions. This was especially evident in 2009 when the race was forced to end after only 31 laps when rain inundated the track. This prompted the FIA to award half points to the drivers participating, the first time half points had been distributed since the 14-lap Australian Grand Prix in 1991.

Rain played a major factor in the outcome of the Singapore Grand Prix, where teams’ well-crafted strategies had to be thrown out as rain introduced a new variable that hadn’t been seen in the practice and qualifying sessions in the days prior to the race.

Whether the Malaysian Grand Prix ends up being wet or dry or a combination of the two, Haas F1 Team is ready. Grosjean has five career starts at Sepang with a best finish of sixth in 2013, and teammate Kevin Magnussen has two career starts with his best being a ninth-place effort in 2014.

Points are the name of the game in Formula One, and another points-scoring execution would be the 10th of the year for Haas F1 Team, doubling the team’s tally from its inaugural season in 2016. And a double-points finish would greatly aid the organization’s cause in the constructors standing, something that has only happened once in Haas F1 Team’s history – the May 28 Monaco Grand Prix, nine races ago.

As the mercury rises in Malaysia, so does the level of competition in the midfield. With the silver and red cars duking it out at the front of the field, the grudge match amongst the blue, yellow and gray machines continues, with Haas F1 Team’s battleship gray an appropriate scheme for its midfield matchup.

Guenther Steiner, Team Principal

You scored points in Singapore, yet dropped to eighth in the constructor standings as Renault scored even more points to leapfrog Haas F1 Team. Is seventh the team’s goal this season, or are resources better spent on preparing for next year?
GS: “We decided a long time ago that we would start focusing fulltime on the 2018 car in August, and we started partially on our 2018 car in March. You have to plan it well because it’s so complex, but everyone else is working on their 2018 car as well. If you were to develop something at this point for the current car and you put it into production, when it comes out it would be too late. If you develop something now, you won’t get it to the racetrack for this year. We still want to achieve seventh, or the best result we can. We haven’t given up. Singapore was one of the worst tracks for us, including Hungary. We knew we’d be weak on those tracks, and we were. We got away with two points, so we got away better than we expected to. Hopefully, at the other tracks, we won’t be this far behind the midfield. In the midfield, anything and everything can happen. It’s up and down all the time. Regardless, we’ll work hard to achieve seventh.”

Singapore was an excellent example of why you never give up. Can you talk about how you overcame the struggles of Friday and Saturday to earn a points-paying finish on Sunday?
GS: “You just have to keep your head down and work. You always try to do the best job and keep everybody motivated. That’s how racing works. We were very honest about it. If nothing happened, it would be very difficult to get in the points. But in Singapore, things happened and we were able to capitalize. We kept on fighting, like always.”

Roger Penske is known to say “Luck is when preparation meets opportunity”. Is that what Singapore was for Haas F1 Team?
GS: “Absolutely. We had a good start. With hindsight, we could’ve had a different strategy, but I think we played it well. Our pit stops were two of the fastest in the top-10. Everybody was focused and tried to do the best. In the end, we got two points.”

When you have a difficult day on the track, you refer to the data you’re able to go through that evening to develop a better plan for the next day. What kind of data are you looking at and what changes does it tell you to make?
GS: “You do a little bit of suspension, a little bit of aero – but you have to try to understand how the tire works best, and how you can get the tire in that working range. That is the most difficult thing to achieve this year.”

When changes to the car are made, how big or small are they, or is it a lot of little changes that tend to add up to a lot?
GS: “It’s situational. Big and small are relative. Sometimes you make minor changes, and they work. Sometimes you turn the car around and nothing works.”

When chasing a problem with the car, particularly in regard to balance or handling, how can solving one problem lead to the creation of another?
GS: “We’re less into curing understeer and introducing oversteer. We’re a little bit away from that. It’s more like, when can we get the tires to work?”

Do you sometimes feel that finding the car’s optimum handling package is akin to balancing on a razor blade, where one moment you have it and the next you don’t?
GS: “Absolutely. With these tires – the type of tire, the temperature of the track, the temperature of the air, tire pressure – there are so many variables, if you’re out on one thing you can be completely lost.”

How important is the human element in making your racecar better – from a driver’s role behind the wheel to the interaction with his engineers?
GS: “Very important. The driver is driving the car, and he needs to be comfortable and confident. If he’s not, then he cannot go fast. He needs to give that information to the engineer and then the engineer needs to make the changes. In the end, it’s down to the human elements, not the computers. After all, the computers are fed by humans.”

Romain Grosjean

Singapore was an excellent example of why you never give up. Can you talk about how you overcame the struggles of Friday and Saturday to earn a points-paying finish on Sunday?
RG: “I think the conditions helped us quite a bit with the rain before the start, and the tire choice of inters for the first stint. It was pretty tricky over the first few laps, especially remembering qualifying in Monza, but I just went through that time. Then we went to slicks, maybe a lap too late, but anyway, the timing wasn’t too bad and I just pushed with the car. The car was working pretty well in the race – better than it was in qualifying. I then got stuck behind (Lance) Stroll and couldn’t really overtake. Conditions, the right tire choice, a good pit stop at the right time – that all gave us the opportunity for taking points.”

When you have a difficult day on the track, you refer to the data you’re able to go through that evening to develop a better plan for the next day. What kind of data are you looking at and what changes does it tell you to make?
RG: “There’s a lot going on after a tough day, or a day where the car is maybe not where you want it to be. Of course, you’re trying to get the best of the aerodynamics, the tires, engine, suspension, driving – all together. Sometimes little changes, but a good small change, can make a big lap time difference. That’s what we’re always looking for on a Friday evening. Obviously, once qualifying is done, you don’t have much more choice for the race, but you try to look at what you can do better with what you’ve got.”

When chasing a problem with the car, particularly in regard to balance or handling, how can solving one problem lead to the creation of another?
RG: “Racing is compromise. Very rarely you’re going to have a car that’s fine in every single corner of the track. You have to assess which corner will cost you the most lap time and try and resolve that one. It may not help other places, but the idea is to focus on where you can gain the most lap time.”

Do you sometimes feel that finding the car’s optimum handling package is akin to balancing on a razor blade, where one moment you have it and the next you don’t?
RG: “It is very sensitive, especially when a few problems come together like if you don’t have the right balance, or you’re not in the tire window, and maybe you don’t have good downforce. It’s like the equation will never work – you’re always missing a part of the puzzle.”

How important is the human element in making your racecar better – from your role behind the wheel to the interaction with your engineers?
RG: “It is very important. We’re not robots and neither are the engineers. We try to translate our feelings into words, and then those words have to be translated into data or mechanical numbers. Those numbers come back to you with the feeling you get back in the car. Sometimes data will suggest one thing, but you’re feeling something else. It’s where all the human relationships – between the driver, the engineers and the mechanics – are very important. You have to develop and find the solution.”

What do you want to feel inside the racecar to give yourself the confidence to push its limits?
RG: “You want to know what’s going to happen. Basically, you want to know that if you do something, what you’re expecting is what you’re going to get. When you get that – I wouldn’t say it’s easy to go fast – but it’s much faster. For example, if you enter a corner a bit too quick, you’re going to have a bit of oversteer, but if it’s the same thing every lap, you can try to find the right limit and the right approach and trust the car is not going to do something silly. While if one lap you go in and its understeer, then the next lap you’re going to drive to counter the understeer, but then if it’s a massive oversteer, you’re going to make it twice as worse. You really want to expect what you’re expecting.”

Despite all the technology inside your racecar, it’s still connected to the racetrack by four patches of rubber. How important is it to find a tire’s proper working range in order to know the changes made to the chassis were, in fact, correct?
RG: “It is key, and it’s something we’re improving on and learning. It’s where experience is very valuable. Of course, having only a year and a half as a team, we don’t have the experience. We’re working very hard to understand the tires, and yes, sometimes it’s frustrating to spend so much time trying to get it right, but it’s the number one key.”

Singapore, site of the last grand prix, was hot. But Malaysia is even hotter. With Singapore preceding Malaysia, does it help prepare you better for the heat and humidity?
RG: “I’m fine with it, generally. Singapore was tough, but it wasn’t too tough. Malaysia will be physically harder, but we’re going to get more cooling inside the car because of the longer straights. I’m not worried.”

In Singapore, all of your track time came either at dusk or at night. In Malaysia, it all happens in the heat of the day. Is Malaysia a more physical race because everything takes place under the glare of the sun?
RG: “It is because of that and because there are more fast corners. Fast corners are where you get the big g-force, and that’s what we have to fight inside the car.”

The weather in Malaysia is predictably unpredictable, with heavy downpours late in the afternoon commonplace. Do you go into the weekend like you do at Spa-Francorchamps, where you know a lap around the circuit can suddenly change due to weather?
RG: “Yes, we’ve had that a few times, where it starts to really rain heavily on one part of the circuit – you can be on slicks with everything going well then all of a sudden it’s wet. We know it’s tropical conditions and that it can happen on any day. You just need to get the wet tires on and go.”

The energy loads are high at Sepang. The tires take a beating, but so do the drivers. Between the heat and the g-forces sustained over the course of a race, how physically demanding is the Malaysian Grand Prix?
RG: “I think it’s pretty much the hardest race of the year. Singapore is a slower track with slower corners, whereas Malaysia has high speed with high loads. Again, it’s a great challenge, a great track, and when you have a good car, it’s an amazing experience.”

When it’s hot and the race is physically draining, how important is mental preparation prior to the Malaysian Grand Prix?
RG: “It’s always very important. Of course, when you are physically suffering as well, it’s more important to stay calm. It’s like riding up a hill and someone’s trying to chat to you or your phone’s ringing nonstop. You can get fed up with that very quickly simply because you’re tired. You just need to be ready for every race.”

Where are the overtaking opportunities at Sepang?
RG: “There are plenty. There are some big straight lines with good top speed, and then some big braking zones. It’s a track with high tire degradation. Overtaking is really good fun at Sepang.”

The 2017 Malaysian Grand Prix marks the last Formula One race at Sepang. In the 18 grands prix the track has hosted, is there one that stands out? If so, why?
RG: “I’ve always loved the track. It’s been my favorite track for a very long time. I just love the layout. There’s no one particular race that I remember significantly, except maybe (Fernando) Alonso’s race when he won and couldn’t stand on the podium because he was completely dehydrated. For me, I just love the track.”

Do you have any milestones or moments from your junior career that you enjoyed at Malaysia?
RG: “I remember GP2 Asia in 2008. I had the pole position in Sepang by around a second or something like that. It was a very fast time. I stalled on the grid, came back from last and almost climbed back up to first, but I was pushed out by a backmarker. I finished ninth, while the top-eight were then reversed on the grid for the second race. I started the second race from ninth and finished second. It was a weekend where I should’ve won both races but, unfortunately, didn’t. I love the track though.”

What is your favorite part of the Sepang International Circuit?
RG: “I’d say turns five and six – very high-speed corners.”

Describe a lap around Sepang International Circuit.
RG: “Big braking into turn one – it’s very similar to China, both turns one and two. Long right-hand side corner, then a left hairpin. You need good traction. Then you have a long straight line going to turn four. Big braking, 90-degree right-hand side corner going up a crest. Then you have very high-speed corners going through turns five and six, almost flat out. Then it’s a small brake for the double right-hand turn eight. It’s a mid-speed corner with very tricky traction going through to the next turn, another left-hand side hairpin. The right corner is very long. It’s quite good fun when the car is well balanced. You then have a bit of straight line going to turns 12 and 13. Flat-out left corner, big braking, with g-forces from taking the corner. Then it’s a long straight line approaching the final corner. Big braking to carry minimum speed, then it’s full throttle as early as you can to finish the lap.”

Kevin Magnussen

When you have a difficult day on the track, you refer to the data you’re able to go through that evening to develop a better plan for the next day. What kind of data are you looking at and what changes does it tell you to make?
KM: “We’re looking at the telemetry from the car, trying to spot any balance issues. We’re seeing if the data is aligned with my own feeling and feedback. There’s lots of discussion. In the end, you reach a solution, or at least a direction, to go to try and fix the issues.”

When changes to the car are made, how big or small are they, or is it a lot of little changes that tend to add up to a lot?
KM: “It could be anything. It varies depending on what your issue is. Sometimes the change is a massive one, and sometimes it only requires a small change to something like the rear camber, or a diff setting.”

Do you sometimes feel that finding the car’s optimum handling package is akin to balancing on a razor blade, where one moment you have it and the next you don’t?
KM: “Yes, it’s like that.”

How important is the human element in making your racecar better – from your role behind the wheel to the interaction with your engineers?
KM: “It’s very important. There’s no theoretical best way to set up a car. It has to suit the driver. You need to know what you want as a driver, as well as what you need from the car. Then, obviously, you need to work hard with your engineers and your team to try to get the car to behave as you want.”

What do you want to feel inside the racecar to give yourself the confidence to push its limits?
KM: “Most drivers are generally the same in what they need. Some drivers like a bit less, or more, of things like understeer or oversteer. Generally, you want overall grip, but then you want to have stability to be able to push the car and brake later in order to carry the speed through the corners and get early on power. Most of this requires a good rear end. Obviously, if you can’t turn the car, if you can’t rotate the car mid-corner because you’ve got too much rear grip, then that’s no good either. So you need that front-end grip as well. You find yourself, nine out of 10 times, saying that the car is unstable on your way into a corner, then understeer on mid-corner, and then oversteering on exit.”

Singapore, site of the last grand prix, was hot. But Malaysia is even hotter. With Singapore preceding Malaysia, does it help prepare you better for the heat and humidity?
KM: “I don’t really feel like I’m better prepared because of Singapore. We only spend a short time in Singapore. To acclimatize to the weather, you need to be in those conditions for a lot longer time than the four days we spend. So, it doesn’t make a big difference.”

In Singapore, all of your track time came either at dusk or at night. In Malaysia, it all happens in the heat of the day. Is Malaysia a more physical race because everything takes place under the glare of the sun?
KM: “It’s pretty hot there. What makes it easier is that you’ve got longer straights to help you recover and get some wind on your body. In Singapore, everything is very low-speed and you’re constantly working on the steering wheel, braking, then getting back on power. You work a lot harder in Singapore than you do in Malaysia. The temperature is worse in Malaysia but, somehow, the race is a little bit easier.”

When it’s hot and the race is physically draining, how important is mental preparation prior to the Malaysian Grand Prix?
KM: “I don’t really do anything particular for mental preparation. It’s physical training, then your mental performance improves accordingly.”

Where are the overtaking opportunities at Sepang?
KM: “Into turn one is a good one. The hairpin after the double right-hander is another one. The last corner as well, but usually it’s into turn one.”

The 2017 Malaysian Grand Prix marks the last Formula One race at Sepang. In the 18 grands prix the track has hosted, is there one that stands out?
KM: “I’ve always enjoyed the track. It’s not a bad circuit. It’s got some high-speed corners and that’s always what drivers enjoy. I’m a little bit sad to see it go as it’s been on the calendar for so long.”

What is your favorite part of the Sepang International Circuit?
KM: “Turns five and six, as they’re quite quick, and then seven and eight, the double right-hander as well. Any high-speed corner in a Formula One car is always exciting.”

Describe a lap around Sepang International Circuit.
KM: “Hot, humid and fast.”

[MIKA27]

HAMILTON: FORMULA 1 IS LOSING ITS TOUGHEST RACE

Formula 1 is losing one of its toughest grand prix with the departure of Malaysia from the World Championship calendar after this weekend’s race, triple World Champion Lewis Hamilton said on Tuesday.

The current contract at the Sepang circuit had been due to expire after next year’s race but the Malaysian government and Formula One said in April this year’s would be the last.

Malaysian Prime Minister Najib Razak said then that declining ticket sales, viewership and tourism were behind the decision. The circuit has been on the calendar since 1999 and produced memorable races including Hamilton’s win in 2014.

“It is definitely sad to think this is the last race,” the Briton told a news conference organised by his Mercedes team’s Malaysian oil sponsor Petronas.

“It’s the most challenging for the car and the team, so they are taking away one of the toughest, if not the toughest, Grand Prix of the season, which will be hard to replace.”

Some drivers liken the race to sitting in a sauna while wearing overalls. Cockpit temperatures approach 50 degrees Celsius and ambient humidity levels of around 70 percent.

A driver loses around three litres of body fluid in sweat during the 90 minutes of an average Malaysian Grand Prix, according to Mercedes’ data.

Hamilton had a nightmare at Sepang last year (pictured above) when he suffered an engine failure while leading the race from pole position.

The 25 points that slipped through his fingers ultimately proved crucial at the end of the season, when he lost the championship to team mate Nico Rosberg by five points.

MIKA: A typical Herman Tilke boring track if you ask me...

[MIKA27]

TORO ROSSO: KVYAT OUT, GASLY IN!

French driver Pierre Gasly will make his Formula 1 debut at the Malaysian Grand Prix this weekend after being drafted in by the Toro Rosso team in place of Daniil Kvyat, as Red Bull’s patience with the Russian has finally run out

The Red Bull-owned team said the switch, for an unspecified number of races, “gives us an opportunity to make a more informed decision regarding our 2018 driver choices”.

“This is not a case of goodbye for our Daniil, as he still remains part of the Red Bull Family,” the team added in a statement, although the future does not look bright for the Russian.

Gasly, the 2016 GP2 champion who is currently racing in Japan’s Super Formula series, is the leading contender to replace Carlos Sainz when the Spaniard leaves Toro Rosso on loan to Renault next season.

Kvyat could be retained but has scored only four points in 14 races compared to Sainz’s 48, with the team locked in a tight midfield battle. They are sixth overall, seven points behind Williams and 10 ahead of Renault.

Renault had hoped to secure Sainz before the end of the season but Tuesday’s move indicates the departing Jolyon Palmer will now see out 2017 in that seat.

Toro Rosso, who are switching from Renault to Honda engines next year, can ill-afford to lose Sainz with six races remaining.

Gasly is already under contract to Red Bull who use Toro Rosso as a feeder outfit for their main factory team. Japan follows immediately after Malaysia and is familiar territory for the 21-year-old.

He may miss the United States Grand Prix on 22 October, however, since that clashes with the final round of the Super Formula championship at Suzuka, where he has a good chance of winning the title for Honda

“He [Gasly] is the next in line at Red Bull for this opportunity and he has shown that he deserves it,” team boss Franz Tost said.

Kvyat has already been through the process, moving up to Red Bull Racing in 2015 and suffering a demotion last year when he swapped places with Dutch teenager Max Verstappen.

“For a variety of reasons, some of them due to technical problems, but others being mistakes of his own making, Daniil Kvyat has not really shown his true potential so far this year,” Tost said. “This will give us the opportunity to evaluate Pierre on track during a proper race weekend.”

Gasly’s arrival means France will have three drivers in Sunday’s race at Sepang, the newcomer joining compatriots Romain Grosjean (Haas) and Esteban Ocon (Force India).

  

Official Toro Rosso Statement

For the next Grands Prix, Pierre Gasly will be driving for Scuderia Toro Rosso, standing in for Daniil Kvyat, alongside Carlos Sainz.

Gasly, one of the Red Bull Junior Programme drivers, has been racing in Japan this year in the Super Formula category. The 2016 GP2 Champion finished second in last Sunday’s race, having won the two previous rounds. The 21 year old will therefore get his chance to prove himself in F1. This is not a case of goodbye for our Daniil, as he still remains part of the Red Bull Family.

Franz Tost: “Scuderia Toro Rosso was established by Red Bull to bring youngsters from its Junior Programme into Formula 1 and that’s what we are doing by giving Pierre this chance. He is the next in line at Red Bull for this opportunity and he has shown that he deserves it, having taken the 2016 GP2 title and this year being very competitive in the Super Formula series in Japan. He really has a valid chance of winning the title, as he is only half a point behind the leader. The driver switch gives us an opportunity to make a more informed decision regarding our 2018 driver choices.”

“For a variety of reasons, some of them due to technical problems, but others being mistakes of his own making, Daniil Kvyat has not really shown his true potential so far this year, which is why we are standing him down for the next races. This will give us the opportunity to evaluate Pierre on track during a proper race weekend.”

Pierre Gasly: “I would like to thank everyone who has helped me get this chance in my motor racing career and specifically, Red Bull, Dr. Helmut Marko and Scuderia Toro Rosso…this is a great opportunity for me. I feel as ready as I can be, having had to be prepared for anything in my role as Red Bull Racing’s third driver this year. I will do my best to perform well with Scuderia Toro Rosso during these coming races.”

[MIKA27]

WHO IS PIERRE GASLY?

Pierre Gasly has been knocking on the door of Formula 1 ever since winning the 2016 GP2 series in dramatic fashion, taking the title at the final round in Abu Dhabi and now he has been given a break with Toro Rosso whereby he will make his debut at the Malaysian Grand Prix.

Actually, you could say he started knocking at the age of two, when he first used to go to kart tracks to watch his elder brothers.

The talented 21 year old has petrol in his veins, given that his grandfather used to kart and his father tried his hand at a variety of motor sport disciplines. He hails from the city of Rouen, famous for a race track that used to host the French Grand Prix in the sixties.

Like all his peers, Gasly’s racing began in karts, in which he competed from 2006 to 2010.

Pierre’s first taste of single-seater racing came in the competitive French F4 Championship in 2011, when he finished third in the championship before moving up to the 2 litre Formula Renaults the following year.

He came third that season before taking the title in 2013. By this time, his speed and determination had caught the eye of the Red Bull talent scouts and he was signed for the Junior Programme, moving up to the 3.5 Renault series in 2014. He was runner-up behind another well known Red Bull Junior, none other than Carlos Sainz.

That year, he also got his first taste of GP2 before tackling the whole 2015 season, with mixed results. However, last year, it all came good when he joined the Prema Power team, bringing home the Champion’s trophy at the end of a thrilling season.

Since 2015, Gasly has combined racing with being on duty as the reserve driver for Red Bull Racing. However, with no seats available in Formula 1 at the end of 2016, he was given the chance to broaden his experience, by racing in the uktra-competitive Japanese Super Formula Championship.

Driving for the Honda backed Team Mugen, Gasly has been impressing in Japan, taking two wins so far in his maiden season in the series and as a result lies second in the championship, trailing series leader Hiroaki Ishiura by half a point, with two rounds rounds remaining in the title race.

Next year Toro Rosso will be powered by Honda.

Gasly is already familiar with the Toro Rosso team, having tested for them at Circuit de Catalunya in 2015 and 2016.

This latest opportunity confirms the faith that Red Bull have in the youngster and is a way for the him to rack up valuable experience ahead of what is expected to be a full season with Toro Rosso in 2018.

For now look out for the driver in the number 10 car who makes his debut at Sepang this weekend.

[MIKA27]

MCLAREN PREVIEW THE MALAYSIAN GRAND PRIX

McLaren drivers and team preview the Malaysian Grand Prix, Round 15 of the 2017 Formula 1 World Championship, at Sepang.

Fernando Alonso: “After Singapore, I’m already eager to get back into the car and hopefully make it further than the first corner in Malaysia! Of course, what happened was disappointing and it’s difficult to hide your frustration when you’re the victim of someone else’s incident. I felt we had the potential to be really competitive – one of our only opportunities of the year – and it’s a shame we couldn’t bring home the points to prove it, but these things happen.

“The conditions in Malaysia will be very similar to Singapore – hot, humid and challenging for the drivers and the car. The configuration will work less in our favour, but of course we will still fight for everything. There are six races left and we are still putting all our energy in finishing every race in the best possible position we can.

“Sepang will be more difficult for us in terms of set-up since the straights require good straight-line speed and power, but this track is a mixture of a lot of different characteristics, so we’ll see how much we can make up on the slower-speed corners. The 2018 cars will definitely be faster through there, which will surely be fun to experience, and I hope we can avoid any drama and have a solid race.”

Stoffel Vandoorne: “After Singapore, I’m looking forward to heading to Malaysia on the back of a positive weekend on my side of the garage. I felt strong all weekend and we were able to put in consistent performances in every session. It’s a shame we couldn’t score points with both cars as we all felt it was really deserved; Fernando was very unlucky, but we head to Kuala Lumpur with a bit more confidence and the objective of keeping this momentum going.

“Like Singapore, Malaysia will be a first for me as I’ve never raced there before. It’s a shame it’ll be the last time we’ll be racing there for a while, but that’s all the more reason to make the most of it. It looks to be a pretty cool track – challenging and similar conditions to Singapore – but hopefully potential to show what our car can do.

“It definitely won’t suit us as much as the Singapore track did, so we still need to be cautious about what’s possible, but having watched races there in the past, there’s always some kind of drama and the risk of a shower or two, so we’ll have our fingers crossed for an opportunity for us to mix it with cars a little bit further up the field.”

Eric Boullier, Racing Director: “There’s no denying Sepang will be tough for us – both for our package and for our drivers – as we often see the hottest temperatures and highest humidity levels of the year. Our two drivers are among the fittest on the grid, so I’ve no doubt they’ll approach the weekend fully prepared as usual. The conditions present a pretty unique technical challenge for our engineers too, as we try to find the best compromise in terms of performance and cooling over the whole weekend.

“As for performance, we will of course be pushing for Q3 on Saturday – as we have done over the past couple of races – but this circuit is unlikely to be as kind to us as Singapore in terms of outright lap-times. As ever, reliability will be key in these tough conditions, as points are only ever possible with a reliable car, as will avoiding any first-lap chaos, which is always easier said than done.

“Nevertheless, our drivers report that the MCL32 has good balance as well as strong traction on slower-speed corners wherever we race in the world, both of which factors will be a benefit on a track of this nature. We’ll aim to bid a fond farewell to Sepang International Circuit after 19 great years, and I hope we can put in a fitting performance in front of our Malaysian fans.”

Yusuke Hasegawa, Honda R&D Co. Ltd Head of F1 Project & Executive Chief Engineer: “We’re heading back to Asia for the Malaysian Grand Prix, and we expect it to be another challenging race with extremely hot and humid weather conditions.

“Last time out in Singapore we had mixed fortunes. Fernando was involved in an unfortunate incident and ultimately retired, while Stoffel’s pace was competitive and he drove incredibly well, eventually crossing the line in P7. Overall it was positive that we were competitive throughout the weekend and came away with some precious points.

“Regarding Fernando’s Singapore power unit, we were concerned that it may have been irreparably damaged, but fortunately after a thorough check back at the Sakura factory we can confirm it is okay to be re-used.

“The layout of Sepang International Circuit is a mixture of long straights and sweeping corners, which will no doubt make for an exciting race. Despite it being a power-hungry track, the changeable conditions mean anything can happen, so hopefully if we prepare well we can capitalise on any opportunities that come our way and break into the points. After 19 fantastic years, this year’s Grand Prix will be the last in Malaysia, so we’d like to thanks the fans and treat them to an exciting race weekend.”

[MIKA27]

SAUBER PREVIEW THE MALAYSIAN GRAND PRIX

The Sauber F1 Team continues its travelling in Asia for the Malaysian and Japanese Grands Prix – the fourth back-to-back race weekend in this year’s Formula One calendar.

The next stop is Sepang near Kuala Lumpur, where the final Formula One Malaysian Grand Prix will take place. The Japanese Grand Prix will then follow one week later, an event famous for its great atmosphere created by the fans, as well as for the popularity of the Suzuka Circuit with the drivers.

At the Malaysian Grand Prix, Charles Leclerc will be driving the Sauber C36-Ferrari for the first time in FP1 on Friday at the Sepang International Circuit. Regular driver Marcus Ericsson will take over the car from FP2 onwards.

Marcus Ericsson: “Another tough race ahead of us, with very hot and humid conditions in Malaysia. The track is a challenging one – it has both fast and slow corners, so it will be critical for us to get the tyres to work properly. I used the past week to recharge, and will do my best to come back stronger at the Malaysian Grand Prix. As for Japan – it is a very special race for me, as I lived and raced there in 2009. I have great memories of my time there and the atmosphere is always great. I feel like I am in my second home.”

Pascal Wehrlein: “I look forward to the Malaysian Grand Prix. Like Singapore, the temperatures as well as the humidity are quite high, so it will be challenging both physically, in terms of enduring the heat in the car, and technically in terms of managing the tyres. Another special aspect of this race weekend is the unpredictable weather. After Malaysia we are heading to Japan – I am excited to go back there. The fans at Suzuka are real racing enthusiasts, so that makes it even more fun to race there.”

Track facts Sepang International Circuit:

The climatic conditions at the Sepang International Circuit are usually extreme for both the drivers and the teams with no way to accurately predict the rain. The track is challenging, offering more racing lines than on other circuits due to its width. Despite two long straights, downforce is important, as the track has a mix of low to high-speed corners. Having a stable car in the high-speed corners, as well as traction in low-speed corners, is also crucial.

[MIKA27]

Malaysian GP preview with F1 Experiences

How quickly things can change in Formula 1. Ferrari’s Sebastian Vettel should have been heading to the Malaysian GP having taken back control of the fight for the world championship, but instead he trails Mercedes rival Lewis Hamilton by a 28-point margin.

That’s the largest points difference we’ve seen between F1 2017’s two main protagonists all year. Back in May, Vettel led Hamilton by 25 points after beating team-mate Kimi Raikkonen home in a Ferrari one-two at the Monaco Grand Prix. It took Hamilton seven races of hard grind to turn that deficit around, and now there are only six left for Vettel to attempt similar.

Singapore should have arguably been Ferrari’s strongest race of the season bar Monaco. Vettel said he didn’t really know what happened in the split seconds that led to the disastrous startline crash that took him, Raikkonen and Red Bull’s Max Verstappen out of the race.

But what Vettel does know is that he should have won that race easily under normal circumstances, and now has a mountain to climb if he is to deny Hamilton a fourth title, and claim a fifth crown for himself.

Vettel’s aggressive defence of the lead after a slow start from pole was most likely born from desperation. Ferrari does not have the quickest car at most circuits, despite what Hamilton often claims, and Vettel knew he needed to absolutely maximise his result at a place where Ferrari was unquestionably strong, and Mercedes particularly weak.

The picture is likely to be far less clear cut in Malaysia. Vettel won this race for Ferrari in 2015, but with help from a wet qualifying session, Mercedes mistakenly giving up track position behind the safety car, and struggling to keep its engines cool in the searing heat.

On pure pace, particularly with Hamilton at the wheel, Mercedes has tended to be very strong at Sepang in F1’s V6 hubrid turbo era. The circuit features several long straights where F1’s class-leading engine can really flex its muscle.

Hamilton said after his unexpected victory in Singapore that he expects Mercedes “should be OK” in Malaysia. His confidence will stem from the fact the Sepang circuit’s layout is not dissimilar to Silverstone, where Mercedes utterly trounced Ferrari in the British Grand Prix.

Hamilton has to start as favourite at Sepang, on a circuit where he has claimed pole for the past three consecutive seasons.

Ferrari will hope that its unexpectedly strong performance in August’s Belgian Grand Prix at Spa, where Vettel finished only a couple of seconds shy of victory after a race-long pursuit of Hamilton, will carry over to Malaysia.

Spa is another circuit with a good blend of long straights, fast and flowing corners, and some slower-speed stuff, so it seems Ferrari has corrected some of the reasons it was so far off the pace at Silverstone.

The Scuderia has also tended to do well in hotter conditions, and races don’t come much hotter or more humid than Malaysia…

This year’s race will be the last Malaysian Grand Prix to be held, as the Sepang event will fall off the F1 calendar next season. If you want to experience the full force of F1 2017 in the flesh and get as close to the action as possible, your best bet is to book a tour with F1 Experiences, the official ticket and tour provider for Formula 1.

As well as witnessing the latest chapter in the Hamilton versus Vettel title battle, you can enjoy privileged off-track access totrackside hospitality (including Paddock Club parties), pit lane walks, walking tours of the paddock, expert-led driving tours of the circuit, podium ceremony access and photo opportunities, and exclusive meet-and-greets with F1 drivers past and present.

Previous appearances have included double world champion Fernando Alonso, 1990s F1 champions Damon Hill and Jacques Villeneuve, and rising stars like Sergio Perez, Nico Hulkenberg, Esteban Ocon, Romain Grosjean, and Max Verstappen.

Verstappen is sure to be another key player in the Malaysian Grand Prix. The fearless Dutchman and his Red Bull team-mate Daniel Ricciardo finished one-two in last year’s race and can never be discounted – especially if conditions are wet (always a possibility in Malaysia).

But ultimately, this should ordinarily be another chapter in the Lewis Hamilton versus Sebastian Vettel saga at the front, with Valtteri Bottas and Kimi Raikkonen right with them and the Red Bulls battling to get somehow get their cats among the leading pigeons.

Vettel will be hoping Bottas, Raikkonen and the Red Bulls are on top form, because his ailing championship aspirations could really use some help after what happened in Singapore.

[MIKA27]

McLaren open to compromise on special payment

McLaren would be open to compromising on receiving its special payment as part of an overhaul of Formula 1's revenue distribution, according to its executive director Zak Brown.

Ferrari, Mercedes, Red Bull and McLaren agreed deals for constructors' championship bonus (CCB) payments from the commercial rights holder.

In 2017, McLaren's payment is around $30million, compared to $35m for Ferrari and $39m each for Red Bull and Mercedes.

Brown said McLaren backs the idea of a budget cap in order to level the playing field, even if that means it may have to give up its bonus payment.

"Speaking for McLaren, we're a fan of budget caps," he said. "We think it's important. Most other sports have it and it will equal the playing field.

"And we recognise that means we're one of the four teams that get special payments, [and] that might mean some compromise – but we feel if the sport is healthier ultimately that will benefit all of us.

"We're a great racing team. There's lots of great racing teams and we want to race and have the same chance as everyone else."

  

Ferrari had a budget of around £330m in 2016 compared with £265m for reigning champion team Mercedes. In contrast, Sauber had a budget of just £95m.

When asked if he felt the likes of Ferrari and Mercedes would kick back regarding a budget cap, Brown said: "I think those that can afford to raise the budget levels they are at will do everything they can to maintain that, because that gives them a competitive advantage, but it is a bit like having two extra players on the field in a football match.

"We need to get into a scenario where we are playing with somewhat the same sized bat."

Brown suggested a budget cap of some form was inevitable, but the figure needs careful consideration.

"I think there will be some sort of budget constraint/cap," he said. "I don't think it is a random number you put out there. I think you need to help the teams get down to a more management level.

"So I do think, unlike has ever been done in this sport, I think there will be some budget management put in place – whether it is a cap in certain areas. I do think budgets will come down which is long overdue."

[MIKA27]

How Paul di Resta staked his claim for a Williams F1 seat\

Paul di Resta has put himself firmly back in the frame for a full-time Formula 1 return with Williams in 2018 following his star cameo in Hungary earlier this year. Adam Cooper caught up with the Scotsman.

The sport of F1 moves so quickly that drivers easily fall off the radar once they no longer occupy a race seat. Teams are always looking for the next big thing, and the chances of anyone who hasn't competed for a season ever returning are slim indeed, unless there's a commercial imperative.

Paul di Resta hasn't had a full-time F1 drive since 2013, and yet the Scot now has a serious chance of returning with Williams in 2018, thanks to being in the right place at the right time to state his case at the Hungarian Grand Prix.

He first accepted the role of reserve driver with Williams, taking over from his former Force India teammate Adrian Sutil, early in 2016.

There was no testing involved, and as with Sutil, di Resta might never have sat in a contemporary car, and would perhaps been replaced by someone more "current" next year, or the year after.

However, Felipe Massa's illness gave him a chance in Budapest, and what could have been nightmare circumstances worked in his favour. By jumping straight into the car in qualifying, with no practice at all, he faced an incredibly tough challenge – but equally expectations were low.

Against the odds he did a superb job, picking up pace with every lap he did. The race was more of a challenge, in a car that he was not fully comfortable in, and ultimately he retired.

It was enough to make him a serious and unexpected candidate for a 2018 race drive. Consider that until Hungary, di Resta had not raced an F1 car in the hybrid turbo era.

As such there are many drivers with more recent and thus relevant experience – the list includes the likes of Sutil, Pastor Maldonado, Felipe Nasr, Kamui Kobayashi, Jean-Eric Vergne, Esteban Gutierrez, Max Chilton, Alexander Rossi, Will Stevens, Rio Haryanto and Roberto Merhi.

The chances of any of those guys ever returning to F1 would appear to be slim, and yet at 31, di Resta now has a serious shot with one of the longest established teams in the business. And that one qualifying session in Hungary made all the difference.

"I was in the deep of all deep ends," he told Motorsport.com. "When I let go of the speed limiter at the end of the pitlane, that's when I felt comfortable, actually.

"Everything in the hour-and-a-half before that it felt like you were a bit out of your depth, but as soon as you let go of the speed limiter down the end of the pitlane, it just came back.

"It's natural ability, you kind of feel like you're back at home. I was somebody sitting watching the TV, that's kind of where it had got to, but it just builds with confidence.

"I didn't do anything silly that day, but more importantly there was plenty still in reserve. I was trying to manage it, that was the best way to learn. Should you get another opportunity, you can stand on it again…" 

DTM to F1, and back again

It's easy to forget that, not so long ago, di Resta was regarded as a guy with serious potential. He won the 2006 European F3 title, beating the likes of Sebastian Vettel, and having been diverted into DTM by Mercedes he secured the championship in 2010.

The Stuttgart connections helped to propel him into Force India, where he spent three seasons. He scored a lot of points, but he fell out of favour towards the end, and was dropped at the end of 2013.

"I could always have done things differently," di Resta reflected. "But I guess at the time…

"They are a great team Force India, there were some difficult things going on in the background, it was never easy within that team and that's what made it a little more difficult.

"But the actual race team, the people you were dealing with day-to-day, were great, I think that's why they outperform what people expect."

DTM provided a safety net, as there was no opportunity to stay in F1, but he hoped to at least be in the frame for reserve or testing role at Mercedes.

"It was a very different end of the business back then I think," he added. "This new generation of engine had come in, budgets had shot up. I guess I wanted to actively stay involved as much as I could, I was hoping to do something with Mercedes back then.

"I guess it lets you reset and look at other avenues, and that's why I ended up doing the Sky TV thing. And obviously that put me in the frame, and Williams got in contact with me at the beginning of last year, quite late on actually, before the season started. From there the relationship has grown massively.

"I'm very respectful of what Claire is doing, and I get on very well with her. I don't think we quite expected the relationship to be as strong as was so quickly. It's 10 years ago as well that Frank was trying to sign me to drive with Williams. It didn't happen for different reasons back then, because I'd basically started in DTM.

"It was strange to come back, having sat with Frank 10 years ago, and be sitting in the same room with Claire, and doing a different deal."

Neither di Resta nor Williams could really have envisaged that he would soon become a contender for a race seat, but thanks to Hungary, that's what happened. He'd done a bit of running in the 2014 FW36, but that wasn't much preparation.

"I'd had a few laps… I guess that's where simulators help," said the Scot. "To me the workload is very much the same as when I was still here.

"It's still the same engine people. The engine guy at Williams is the guy who was in charge at Force India. Just with the conversations you have when you're having lunch, you're kind of up to speed with it all, and it's all very well-managed.

"From a team point of view what I ensured was anything that couldn't be actively coached, and I had to learn, I did. Anything that they could coach me into I had a basic understanding and I could deal with that in the race when they instructed me to do it, and that was the way we went forward." 

Back in the spotlight

The chance to race in Hungary proved something to di Resta himself, as well as the outside world.

"It would be wrong to say I lost my appetite for it," he insisted. "The longer it went on [being absent], the more difficult it was becoming. I think more so, it proved to myself that I can certainly still do the job, although you always believed it.

"And maybe it showed the outside world a bit more that given the opportunity again, that was only a sniff of what you can do, given a proper chance."

Felipe Massa obviously remains in the frame, and Robert Kubica is the other high profile candidate for the vacant Williams seat next to Lance Stroll, although creating an opportunity to properly assess the Pole in the FW36 hasn't proved to be easy.

Marcus Ericsson and Jolyon Palmer, both of whom come with financial backing, have also pitched their hats into the ring, although their chances are slim.

And then there's di Resta, who is working as hard as he can to get the job.

"They know me well enough now," he said. "I've been here over a year and a half. I've very actively tried to get as involved as I can here, as I will continue to do.

"It shows how important it was when I got the chance, how well I know everyone, the difference it made by doing that, by paying attention and integrating yourself as much as I can.

"I combine it with doing TV, so it is quite hard work. It's quite labour-intensive when I'm working over a weekend. But it was important that any time I got a glimpse of getting in that car I was aware of the controls and so on. As time goes on I've made it very clear what a dream it would be to get in the car.

"I'm racing DTM alongside what I'm doing, but being here and under people's faces is obviously the biggest thing. It was a nice reception that I got from the whole paddock, and more importantly Williams, when I did drive the car. I think I'm at a very good age as well.

"Plus I've learned from my mistakes in the past, and I can try and put it to rights. It's a bit of a waiting game. I'm actively trying to do as much as I can to try and put myself in contention for it, because it is there, and it's an important time for the team as well." 

A different driver

Di Resta is a different person than he was in 2013, when at times he had a frosty relationship with Force India's management.

The passing of time and the growth of his family have seen him take a more relaxed approach to his job and life in general, and forging a career after F1 makes any driver appreciate how lucky he was to be there.

"I'm in a better place," he said. "You're always in a better place, the older you get and the wiser you get. I had three years out of it, a lot's changed in my life since then. I've got married and had two kids. That doesn't change how ambitious I am at my job, and I think they fully understand that.

"Especially my wife, she was actually calmer than I was when it happened, she was, 'You just have to do it, your best is normally good enough Paul. Why worry about it? Just see how it goes, you can't really lose by doing it.'

"I like to think I'm still young, and I feel it! I've got a lot of responsibility on my shoulders, obviously, with the family. But that doesn't change the fact that I'm out there to do the job I love doing.

"They are fully behind everything I've ever done, and anything I do, and I dedicate my time accordingly to ensure that they get the perfect balance of both."