2019 Azerbaijan GP: FIA Post-Qualifying Press Conference.

PHOTO CREDIT: FIA.com

DRIVERS 1 – Valtteri BOTTAS (Mercedes) 2 – Lewis HAMILTON (Mercedes) 3 – Sebastian VETTEL (Ferrari)

TRACK INTERVIEWS

(Conducted by Paul Di Resta)

Q: You’ve got to be the happiest man here today, Valtteri; what a sensational last lap to grab pole position. An interrupted session, you kept your composure, and I guess you stole that pole position from Ferrari, because they have been ever so strong? 

Valtteri BOTTAS: Yeah, I’m really happy for that. It was a nice feeling to get it done on the last lap – it was a nice lap. As you said, Ferrari have been really strong, so obviously Charles was out, by a mistake, and as a team we did really good to be where we are now after such a difficult practice.

Q: After everything that happened in China in Q3, it looked like you and Lewis had some traffic, but then, crucially, we heard your engineer saying you picked up a tow in the last sector, was that the difference to get it? 

VB: Well, it’s all about small margins and I did get a good tow in the last lap. Of course, the corners I have to drive as well. It’s all about fine details and I managed to hit the sweet spot.

Q: How difficult was it to get the temperature into the tyres with the cold conditions? 

VB: Yeah, it was getting trickier and trickier. We’re not supposed to race that late here but yeah, I got them to work somehow.

Q: Lewis, a Mercedes front-row lockout again. I know you always want pole position, but it’s a good job by you all to re-engineer this car and take the fight to Ferrari.

Lewis HAMILTON: Absolutely. It’s been so close all weekend. Ferrari have looked incredibly quick and Valtteri did an exceptional job in qualifying. It’s just a massively great result for us, because we came here, we didn’t have an upgrade, the Ferraris looked like they were particularly quick, also with Max, so for us to lockout the front row due to circumstances, I’m really grateful for it. It puts us in a good fighting position for tomorrow.

Q: Do you think you can continue that? What can we look forward to tomorrow? Do you think you can take the fight to Ferrari? 

LH: I hope so. I think that pace-wise we are slightly closer in race trim than it seemed in qualifying. Sebastian… I don’t know if he got a great lap but he may not have been in the right space, because it’s all about tows here. But nonetheless, we’ve got a good crowd here; I hope the weather is good. Valtteri is always quick here so I’ve had my work cut out so far this weekend.

Q: Sebastian, P3 on the grid. It was looking so good this weekend for you and Charles. An interrupted session. These guys just stole it at the end? 

Sebastian VETTEL: I don’t know if they stole it. I think they were a bit quicker than us today. For me it started a bit slow. Towards the end it was getting better, but it was quite tricky. The session was very long, the sun is going down, the track cooled down, so it was difficult to get the right balance of pushing on the out lap and playing with tow, trying to get something. I had a good lap but I had no tow to close the lap, so that cost a bit. But happy that we sort of got the maximum out, but I’m not happy that overall from a team point of view we were expecting to have a better session, with Charles and myself closer to the front.

Q: Just give us an insight: how much can the tow be worth? You were obviously at the front of the queue but that gives you the best preparation but they obviously maximized it by gaining that [tow]?

SV: Well, it depends, but up to half a second. Then it’s always a compromise, as if you are too close in the middle sector you lose out, but I would say going with the other people, probably around three tenths. So yeah, it could have been a bit closer with somebody in front, but yeah, as I said, the track was getting cooler, the car was more difficult to drive and I prioritized to push on the out lap to have the tyres in the window when I started the lap. Now I sort of regret that I maybe didn’t take the gamble on, but I still think it was probably the right call.

PRESS CONFERENCE

Q: Valtteri, your second pole position of the season, but is it fair to say this one is a little more unexpected than the first?

VB: You could say. Definitely after the practice yesterday and then this morning we saw Ferrari was extremely quick. Also Red Bull was quick. Even at the beginning of the qualifying they seemed kind of out of reach. But you never know what can happen. We don’t give up. In the end, Charles went off and it came down to one lap at the end. So I’m really happy for us. Obviously also a nice lap at the end and that really feels good.

Q: You mentioned the lap at the end. How good was your final lap and how tough was it to get that lap clean when you had Lewis behind you and a car in front as well? 

VB: Well, it’s obviously also the weather, because everything was delayed and it was a lot cooler, so the tricky bit was to get the tyres to work. When it comes down to one lap on this kind of track the tow effect is quite important and I managed to get quite a pretty good gap to the car ahead. But yeah, it feels good when you have a good lap when it matters.

Q: Congratulations. Lewis, it was so close between you and Valtteri and on your final lap I think you made a small mistake in the first sector. Is that where it got away from you, or did that help you later in the lap as you improved in the final two sectors? 

LH: Well, firstly, Valtteri did an exceptional job. It was a great result for us as a team. Coming into the weekend it didn’t look like we had the pace. The race pace looked good but the pace in qualifying we thought we might not be as close as we would like to the Ferraris. But we worked on the car and improved it today. Yeah, unfortunately my first two corners were pretty shocking. I had a small moment in Turn 1 and then in Turn 2. So already by Turn 4 I think I was three tenths down. But I recovered that in the next two sectors but unfortunately it wasn’t enough, and Valtteri did a great job.

Q: You mentioned the fact that both of you have got the job done. How big an advantage was it having two Mercedes cars in the final part of qualifying, and do you think that will help you in the race, given that Charles wasn’t in Q3 and that Pierre didn’t take part in it either for Red Bull?

LH: Sorry, I didn’t understand that…

Q: How big an advantage was it to have the two Mercedes cars in Q3? Certainly when you’re working out the tow and trying to prepare those final laps. 

LH: I don’t know that it makes a big difference, in the sense that you can still find your way behind someone else but it was definitely perfect for the team to have both cars there, and ultimately that’s the ultimate difference that Valtteri and I have been able to make at the moment, so we need to capitalise on that.

Q: Sebastian, moving on to you, a similar sort of question. Were your chances affected at all by the fact there was only one Ferrari in Q3?

SV: Well, we would have loved to have two Ferraris in Q3 but I don’t think it makes a difference obviously. You try to find a sweet spot in the track, which is always tricky and you can see everybody is just waiting in the pitlane and doesn’t want to be the first one out. In the end I didn’t have a tow on my final lap, which cost some time in the last sector but it was quite tricky; the conditions were changing; because of the long qualifying session temperatures were dropping and yeah, I think it was even more important for me to feel the tyres and make sure they are there from the first corner. So, yeah, it was a difficult session but I think having one or two cars doesn’t necessarily make a difference. It’s trying to find that sweet spot. It’s a bit of a gamble always.

Q: You mentioned on the grid that you were happy with the lap that you produced in the circumstances – but after the final practice session, did you really expect Mercedes to be able to overturn the gap that yourselves had?

SV: Yeah, I think it’s been a trend that we are a bit faster in free practice compared to them, so I think it’s just down to doing things a bit differently but… yeah… certainly I struggled a bit in qualifying. It wasn’t straightforward this evening. So, mostly I think with the track changing, going with the conditions was quite difficult. Only in the end I think it started to come back. The last two runs, and especially the last run, seemed to be a bit more straightforward in Q3. Before that obviously it was key to make it through which, with the interuptions that we had, and the cleaning going on on the track, wasn’t the most straightforward thing. Certainly not happy from a team point of view because the pace looked really, really good in the practice sessions so far – yet we find ourselves behind those two again! But, tomorrow is a long race and I believe we have a better car with continuous laps.

Q: Valtteri, returning to you. Taking this pole position, after what happened last year in Baku, does it feel like you’ve got a bit of unfinished business tomorrow?

VB: Well, for sure it was… yeah, I kinda feel like that. Even though starting from pole, in some races it might feel like 50 per cent is done but here it’s nowhere near 50 per cent. Anything can happen here. We’ve seen that once I was one lap behind and I finished second in the race. Once I was leading three laps from the end and I didn’t finish. I’m glad, as a team, we’re at the front and it will be fun tomorrow.

QUESTIONS FROM THE FLOOR

Q: (Christian Nimmervoll – motorsport-total.com) Sebastian, you’ve had quite a moment in the same corner where Charles crashed a couple of moments before he did. Can you elaborate on just how close it felt from inside the cockpit?

SV: Well, you obviously try to go as close as you can here because it’s faster as close as you can to the wall. So, I don’t think you can seriously calculate the difference of a centimetre or two more or less. So, in the end, I think we all find ourselves in the same boat with some moments across the weekend where we think yeah, it could have gone wrong as well. I was surprised when I clipped a little bit the wall with the rear axle. Not much, but enough to upset the car – but I caught it, which was obviously crucial to carry on. But yeah, we had two incidences in the same corner now in qualifying – but there’s a lot of corners here where things can go wrong.

Q: (Luis Vasconcelos – Formula Press) Question to all three. Sebastian mentioned that it was a difficult and a long qualifying session. Qualifying has its own rhythm and you’re all used to it and prepared for it. How difficult was it keep the concentration and then have the rhythm with the two long interruptions we had today?

VB: Obviously sometimes it can be tricky but today it didn’t really seem to matter. When I was in the car and focussing on the lap it didn’t feel like we had a break. So, it’s all about trying to be on the moment. Don’t care if there was a 15 minute break or a two minute break.

Lewis, your thoughts on trying to keep the rhythm through a qualifying session that was so disjointed?
LH: I didn’t have a problem with the rhythm.

Seb, anything to add?
SV: Yeah, I think well done to those two for keeping the rhythm. Especially with doing a practice start in Q3 – that’s usually quite a rhythm-breaker – they did well.
LH: hmmm?
SV: Just on about your fake starts in Q3. Did you do a start or did you just stop?
LH: We just dummied you basically!
SV: Well, did you do a start or did you just stop?
VB: Kind of. Clutch calibration…
LH: Definitely clutch calibration.

Q: (Dzhastina Golopolosova – Youth Information Agency) Question for Valtteri Bottas. Today in qualification you were quite confident – what are your expectations for tomorrow’s race and what can you say about the eighth turn where Kubica and Leclerc made a mistake – is it a section of the track that is difficult?

VB: Like I said, here is a very unpredictable race. Obviously we are pretty happy we are starting with a 1-2 as a team. We feel we do have a strong car in the race – but here, anything can happen. It’s a very eventful race. Who’s tyres are going to last the best, who’s going to have the best pace. Also, with Safety Cars, how everything pans out. You can get lucky or unlucky. Many unpredictable things can happen, but we need to keep focussed as a team, and for me as a driver, and focus on taking it corner by corner. Where the accidents happened in qualifying, for sure it’s one of the most difficult parts on the calendar. It’s extremely tight, you’re going over the kerb. If you do a small mistake, you’re in the wall, as we saw, especially when it was getting cooler, it’s easier to lock the tyres up under braking. So, it can happen.

Q: (Zsolt Godina – F1vilag.hu) Sebastian, you said a few times that your car was working better in the winter testing. Do you think that something is missing, and if so, what do you think was the problem?

SV: Well, I think we are getting better at understanding where I think we are weak compared to Mercedes, so obviously the first couple of races have been difficult for us -- the tracks have been varying, the conditions have been varying, but I think there’s a sort of pattern emerging. I think we were in a much better place here, considering that the corners here are fairly low speed. I think we are much more competitive but not yet there, otherwise the picture today would have been a bit different.

Q: (Scott Mitchell - Autosport): Seb, you mentioned the difficulty of the track temperature dropping when the session ran on. Yesterday -- I know obviously we only had FP2 really -- you were particularly strong in the middle sector, but maybe that fell away today. Do you think that was just down to track temperature? Is that where you felt you lost car performance today, just not adjusting to the lower track temperatures as well as the others maybe?

SV: Well, I don’t know. I don’t know how it felt for the others, but I think it was tricky for us with the track conditions, with the temperatures dropping. Obviously in sector two you have more so the corners, so it’s quite normal when you struggle with the car and don’t have the confidence around here, the place you lose most is sector two. I think it goes hand in hand. Other than that, I think the car was quite good today when we were in the right place, but it was difficult to get it in the right window.

Q: (Michael Schmidt - Auto Motor und Sport): Question to Sebastian. You started in Q2, like Charles, on the medium tyre, you gave it even another go then. Was it too much risk, were you forced into too much risk in order to make it in Q3 on that tyre?

SV: No, I don’t think so. I mean, we tried, it was clear to see, but obviously by then the track has dropped already and that didn’t make it easier, so it was quite tricky the first lap but I was quite confident that the second lap will be better, so yeah. Obviously I only started it and then I was right behind Charles when it happened, so yeah. I think it’s just a tricky place, I don’t think it’s down to tyres at that point. Obviously a shame that we lost one car, that we couldn’t go through. Especially he was very quick this weekend, so. Now we look forward to the race and I’m sure we can recover.

Q: (Beatrice Zamuner – Motorlat.com) Question to all three drivers. Obviously after Charles Leclerc’s crash we all heard that he was very critical towards himself. Later he wrote on social media ‘I was just useless today’. Do you think that he was way too hard on himself?

LH: I’d be the same. That’s how we’re tuned as racing drivers -- when it’s your mistake, we’re tough on ourselves. I think probably when you’re younger as opposed to being older you’re maybe a little bit less when you’re older. But still, it’s painful. There’s a lot of pressure around a track like this, on his young shoulders, so it’s totally normal. Years and years ago I didn’t come out of my room for two or three days when I had some experience like that, so I totally understand how he feels. It’s cool that he’s open about it, because he can get it out and move forwards tomorrow.

Q: Valtteri, your thoughts on being critical?
VB: Yeah, the own mistakes you do yourself and you could have avoided, they hurt the most, I think. And it’s annoying, so I definitely can understand. Maybe Finns, maybe we don’t shout it out loud so much, but we still have feelings.

Q: Well Seb, you had a Finn as a teammate previously -- have you seen a change with Charles as your teammate?

SV: Well, I think it’s normal -- if you do a mistake, you’re not happy about it. Being critical I think is also the reason why he’s here, why we’re here. I don’t think anybody of us enjoys that part of our racing life, but every now and then it’s part of it, so. The weekend isn’t over yet, I think we have a good car, and I’m sure we can recover as a team tomorrow.

Q: (Christian Nimmervoll Motorsport-Total.com): Valtteri and Lewis, do you think -- given the potential of the tow around this circuit -- that being on the front row might actually have a downside too? And Sebastian, do you think there could be a chance in the first lap?

Q: So Valtteri, you’re starting on pole -- do you think it could be a downside on the first lap?
VB: I honestly don’t think it’s going to be a downside. I think here still in the middle sector is full of corners, and it’s quite difficult to follow very close by. We hope the race pace between top teams is going to be very close, so if I could choose I’d definitely be sitting right where I’m sitting now. We’ll see tomorrow.

Q: Lewis?
LH: I agree with Valtteri.

Q: And Seb?
SV: Yeah, what to say? Obviously I’m not on pole so it’s going to be a big help tomorrow. It’s a long race, anything can happen here. Certainly if we have a good start, that might help, and then it’s a long straight after closing the first lap and we’ll see where we are. It’s a long race ahead of us. It’s definitely possible to overtake around here.a

2019 Azerbaijan GP: FIA Team Principals' Press Conference.

TEAM REPRESENTATIVES – Claire WILLIAMS (Williams), Christian HORNER (Red Bull Racing), Otmar SZAFNAUER (Racing Point), Toto WOLFF (Mercedes), Cyril ABITEBOUL (Renault)

Q: Claire, if we can start with you and the incident in FP1. What’s your reaction, and what’s the state of the car?

Claire WILLIAMS: I knew you were going to start with me! My reaction is probably not a surprising one, I’m pretty annoyed. However, we have had it explained to us, the circumstances around the manhole and what’s happened. I don’t necessarily believe it’s probably anybody’s fault, but still it’s pretty disappointing for us. It just seems like it’s one thing after another for our team at the moment. However, it’s happened, we’ve got to repair the damage. Our chassis is cracked so we have got to revert to chassis three, the floor is a write-off, and we’ve got some other small bits of damage around the car. The guys are obviously working pretty hard to make sure that we deploy chassis three; we clearly won’t get out for P2 and George will just have to get all his learnings in tomorrow.

Q: As you touched on, it’s been a difficult season for Williams so far, but you drafted Patrick Head back into the fold on a short-term consultancy basis. What impact has he had so far, and what’s the plan going forwards to turn around your fortunes?

CW: Ahead of this weekend I was kind of feeling there was a bit of light at the end of the tunnel and then this happens this morning, but I’m not going to worry too much about that. It’s one of those things. So Patrick coming in, obviously for us is a great thing. He’s acting as a guide for our team of engineers at the moment, just making sure that they’re doing everything that they should be doing. We haven’t had the best year, clearly everybody has seen that. It started with not getting our chassis to testing, and we’ve had to really play catch up off the back of that. So we are now in a position where we have all our race quantities, we have the quality on those race quantities that we needed, and now we’re looking to bring the upgrades that have literally been sitting on a shelf as we’ve cleared the backlog out of manufacturing. So there is some light at the end of the tunnel, I think China demonstrated that we’ve brought a little bit of performance to the car, but we’re still far too far behind the ninth-placed team at the moment. We’re doing a lot of work back at Williams. If anyone thinks that we’re just hoping for a miracle or that things will just go our way at some point, that’s not the case -- a lot of work has been going on to make sure that we put ourselves in the right position. Obviously Patrick is playing a role in that as well.

Q: Otmar, if we could come to you next. Baku’s been a pretty good hunting ground for you in the past, and you’ve scored points in each of the three races this year. What are your expectations looking ahead to this weekend?

Otmar SZAFNAUER: Well, we hope that we’re a bit more competitive here than we have been in the first three races, but we’ve managed to score points in every one, which is good. We want to continue that trend and maybe pick up a little bit more than we have in the first three.

Q: The mid-field battle’s once again a closely fought affair. What have you made of that battle and how hard is it going to be for you guys to get on top?

OS: Well, I believe this year it’s even tighter than years past, and for us to get on top means we have to do everything right. And you know the margins are smaller, so pit stops have to be quick and precise, the drivers have to do a great job in qualifying and the race, you know it’s just all the details you have to get right if the margins are that tight -- the little details matter all the more.

Q: And you’ve had fresh investment in the team this year. Can you talk a little bit about the developments that are coming and the updates that we can expect from Racing Point?

OS: Well, that’s the other thing. You know we had a big regulation change, so the way I view this year and probably next as well is it’s going to be a development race. The fact that we have funding now to bring the developments to the car as quickly as our internal procedures will allow is a big benefit. We won’t be hampered by not having the funds to actually buy the components. So that will be a benefit, but the real issue is bringing developments to the car that make a performance enhancement, a performance difference, and that’s what we’re focusing on doing.

Q: Christian, if we could come to you next. Honda have brought an updated engine to Azerbaijan this weekend. How impressed have you been with their reliability and performance so far, and how encouraged are you about what to expect for the rest of the year?

Christian HORNER: Well so far, the engine’s run absolutely problem-free throughout testing, throughout all the races to date. This engine’s been introduced based on an issue they saw with the Toro Rosso engine, but it also enables us to run slightly more aggressive modes in the race as as well. It’s been hugely impressive, the effort and quality of stuff that’s been coming through from Honda.

Q: Red Bull took four wins last year. How optimistic are you that you can add to that tally this year?

CH: Trying to specify an amount of wins is always going to be extremely difficult; our goal is to converge to the where the current benchmark is, which is currently Mercedes. I think we’re doing that. Obviously we grabbed some opportunistic opportunities last year, and by the end of the year we had a car that was genuinely capable of winning on merit of its own and wasn’t circuit-specific. The whole team’s focussed very hard on getting development through on the chassis, obviously engine bits are coming through as well. It’s a long season, we’re at race three, so we’ve done three races and we’re on race four obviously now and we’re confident that hopefully we can continue to close that gap to Mercedes and Ferrari ahead.

Q: Just a quick word on Pierre – it’s obviously been a difficult start to life at Red Bull, but he seems to be getting more comfortable with the car. Where is he struggling in particular, and what can the team do to help him get on top of those issues?

CH: He had a tough pre-season, two incidents in the pre-season put him on the back foot and also probably confidence wise as well, but each grand prix we’ve been through so far he’s got stronger and stronger. I think China he’ll take a bit of confidence from, getting the fastest lap at the end of the race there as well. And yeah, I think just more seat time is extremely beneficial to him, and as we come back to circuits that he’s more and more familiar with I think we’ll see him make significant further progress.

Q: Cyril, if we could come to you. Renault were really positive ahead of this season; it’s then been a difficult few races for you. How would you assess how the opening three races have gone?

Cyril ABITEBOUL: I think it’s fair to say that it’s not exactly the start of the season we were willing to have, that we’ve been working for. I think that it’s important also to take a bit of distance of the emotions and of the constant drama we are living for in Formula One. We are already sitting P4 into the championship. It’s a tight championship, but we are already sitting P4 with only two cars finishing out of the six cars that have started the season so far. So if with two cars we are capable of doing P4, that’s already an encouragement. Last year we had to do everything extremely right to be able to secure that position, so I think it does say something about the step that we’ve done. It’s not enough, it’s never enough for sure. As a starting point we clearly need to improve the reliability of the engine; as you know over the winter we have been very vocal about the expectation but also about the ambition in terms of power gain on the engine. I think we’ve accomplished that, but in order to secure that we had to on a number of occasions to fast-track some of the internal processes because it’s a Catch-22. You’re running against time, and sometimes also running against limitations in resources, and clearly every single time we could, we biased our internal processes towards performance. So we are paying a little bit for that, but I hope that it’s short term pain for long term gain. On the chassis side, I’m extremely positive about the rate of development, which is stronger than it’s ever been, which is saying something about also the new Renault that we are starting to see in action.

Q: And just a quick word on Daniel Ricciardo, he had a tough couple of opening races but got on the board. How much of a relief was it to see him score points in China?

CA: It’s always good to score his first points, you know, and the sooner the better. But I think more important, he now has a car in which he has more confidence. In the first race in Melbourne we finally had the capacity to understand what he wanted. We’ve made changes, we prioritised the changes that he wanted to have, in particular on the systems that are related to drivers, so that he has more confidence in the car. Not exactly yet to the level of competitivity that we want, but so that he can attack and wait for the upgrades to come and hopefully pay some dividends.

Q: Toto, thanks for waiting, and welcome back to the press conference again. I think that probably shows how successful Mercedes have been this year. When you look back on those opening three races, how pleased are you with what’s gone on, and how much confidence does that give you going forward?

Toto WOLFF: First of all, it’s always nice to be here. It was a great start of the season; we had a difficult Barcelona testing where we started to understand how to set up the car toward the end of the test only, and then we came to Melbourne and we had a very positive surprise. That was met with a little bit more scepticism then in the second race, where clearly the Ferrari package was the quickest on track. Charles, I think it’s clear, would have won the race if it wouldn’t have been for reliability, but reliability is part of the equation and part of performance. We came back in China very strong, and that is very pleasing, but three races out of 21 is very early and we mustn’t be carried away with a great start.

Q: And a word on Lewis Hamilton, who was back to his dominant ways in China. How impressed have you been with him this year and the way that he continually re-motivates himself?

TW: It’s always impressive to look at sportsmen who have been very successful in the past, been setting benchmarks that they’re always able to start a new season very motivated and very energised. Certainly the Lewis that I have seen is in a great place, he’s eager to perform at the highest level, and that is good for him and good for the team.

QUESTIONS FROM THE FLOOR

Q: (Scott Mitchell – Autosport) Claire, I know you’ve got more pressing short-term problems at the moment, but last week it was reported that there was interest in serious investment in Williams from Dmitri Mazepin, and I just wondered if you could clarify that from your position and tell us whether or not the team is for sale?

CW: Yeah, I saw those stories; I paid little attention to them. I haven’t met Mr Mazepin to talk about that. We had a brief conversation in the mid-part of last year, but subsequent to that there have been no conversations. I’d just like to be really categorical about it: Williams is not for sale. I have no intention of putting Williams up for sale. I don’t see why we would. I think certainly in times like this, that the team is going through at the moment, these rumours always come up, but with a business head on, when you’re team isn’t doing well selling at this juncture wouldn’t be the right time to do so. I think you would only investigate that opportunity if you are doing well. That’s the right time to sell. But Williams is in this sport and has been for more than four decades and we’ve never wanted to sell. This is what we do; we don’t have anything else to do. So, it is not on the market. I don’t want to sell it to everybody. I want to go out and prove that we can do what we are in this sport to do – and that’s to get back on the podium and to win races again. That may take us a long time, but it took Frank more than 10 years to do it when he first started in this sport, and I’m sure we’ll have a lot more stuff thrown our way, like we’ve had today, like we’ve had this year, like we had last year. But you don’t give up when times get tough. For me it’s a test of your character that you continue and to prove to everybody that you can do it. That’s certainly the belief everybody has at Williams: that we can do this and we’re not going to just give up because the moments have got a bit hard for us.

Q: (Dieter Rencken – Racing Lines/racefans.net) Claire, sorry to hone in on you again after the first question. However, there’s been a report floating around about gender gaps and Williams didn’t come off particularly well. As the only female leader of a Formula 1 team, this was rather surprising. Could you substantiate some of the comments or where do we stand on this please?

CW: Yes, another stick with which people are beating us at the moment. For me, certainly, the regulations by which we have to report our gender pay gap, which we have to do now in the UK, are misleading or they can bring about misleading results. Certainly, for me, the means by which you test how well you are doing to ensure gender equality within your business is firstly by the number of women you actually have and year-on-year we have more and more women coming to work at Williams and I’m pleased to say not just in the more female-dominated roles we’ve had in motorsport in the past, of admin and marketing. More women are coming up now in engineering roles; we’ve got more women in our aerodynamics department, in vehicle design, development etc. But it’s about how you support that talent as well. We’ve just recently launched, about four months ago, at the start of this year, a women at Williams network, and I think we are probably the only team to do that. It’s about not only encouraging talent to come into our team but it’s about how you support them when they are there. And secondly, the most important number for me when we are looking at gender equality is how you much you pay your female staff versus your male, and we went through a big analysis on this two years ago, before we even had to report on gender pay, and we made sure that every woman that was doing the same job as a man was paid the same amount as that male employee for doing that same job. For me, those are the three greatest measures of gender equality within a business and so I have absolutely no qualms knowing that the women in our organisation are treated on an equal standing as our men.

Q: (inaudible) A question for Toto and Christian. Toto, you said after the Chinese Grand Prix that managing the two drivers might be quite tricky for Ferrari. Do you guys think that this could be an advantage for you and as team bosses how difficult is it to manage these kind of situations and how difficult is it to explain to the drivers the different circumstances and decisions?

TW: From my standpoint, we’ve been quoted a lot about the Ferrari situation and I don’t think it’s right. We are not in the right place to comment from the sidelines about what is happening in Ferrari. What I can say is that we have been in a situation with Nico and Lewis that was tricky to manage at times, and equally not easy with Valtteri and Lewis, because two drivers that want to win races and do have the potential to win championships, that can be conflicting interests sometimes, and you just need to talk about it. And it’s not trivial. It’s a situation that certainly has an advantage for the team, because drivers are pushing each other and extracting more performance out of the car, but equally in managing personalities and strong characters is never trivial, whether it’s drivers or engineers or managers in general.

CH: Yeah I think different teams have different philosophies. Arguably having a very clearly defined number one and number two driver is almost easier to work with. That isn’t our philosophy at Red Bull. We allow the drivers to race and sometimes that can be uncomfortable, as we saw 12 months ago here in Azerbaijan. But the philosophy that we’ve always had is to give both guys the same opportunity and let them establish who is the lead driver on track. I think so long as you have clear rules of engagement then we’ve been, I would say, 90 per cent successful with that. I think in the three years that Max and Daniel raced with each other there were only ever two incidents, which considering they were starting next to each other at 90 per cent of the races is a pretty decent ratio. But each team has its own philosophy. It doesn’t make one right or one wrong, it’s just unique to each team, how they choose to racing.

Q: (Christian Nimmervoll – motorsport-total.com) Cyril and Christian, maybe we can create a little bit more fun for the Netflix people here. I recently listened to Natalie Pinkham’s podcast with Adrian Newey and Adrian basically admitted that there a bit of strategy in the criticism you did towards Renault in terms of a) making them invest more into the programme or b) making them exit altogether – I assume to get a new engine manufacturer. Christian, do you want to put any more context to that? And Cyril, obviously asking for your comment too.

CH: Well, I read with interest Adrian’s comments about that and I think what he is referring to is actually back in 2015, where we’d had several conversations, we’d been to Paris, we’d seen Carlos Ghosn, we’d presented what our concerns were and I think by 2015, when the engine was arguably worse than it was in 2014, then frustration boiled over to the point that it was like ‘OK, if we are more open about what our frustrations are, maybe it will force a reaction’. It didn’t! I don’t think you were even involved at that stage were you Cyril?

CA: I was just on my way back. I don’t know if that was a good thing or bad thing!

CH: So Cyril came back into the full brunt of it. You were a customer the year before! So yeah, it was one of things that you try every mechanism that you can to try to generate competiveness and at that time it was felt that maybe Renault couldn’t possibly afford the embarrassment of these engines not being competitive and not being reliable and not delivering, but yeah, unfortunately, it didn’t work.

CA: How to respond? It was very good until the last word – it didn’t work. One thing we can give credit to Christian and Red Bull is that they are fantastic at communication strategy and communication is part of this world, it’s part of Formula 1, it’s part of your strategy and your tactics. It’s not the first team and it’s not the last team to use all the weaponry of this world, and frankly you guys, to influence what is going on. I was reading yesterday that Max is happy to take an engine penalty – amazing! You know, that’s part of this world, but I don’t want to lose sight of the fact, and I would concur with Christian in relation to that, our engine was not at the required level in 2014 and 2015. There are mitigating circumstances. You know, we were extremely happy and Renault has contributed to making Red Bull what it is today by winning four championships in a row – from a financial perspective with sponsors, from a technology perspective with talent, recruitment – Red Bull is what it is today thanks also to Renault. Thank your for giving me the opportunity to say that. But then, later on, indeed we lost a little bit the momentum and sight of what needed to be done for 2014 regulations. The rest is history and we;’ll see what the future is holding.

Q: (Julien Billotte – Auto Hebdo) A question to all five please. What’s the latest on the 2021 regulations? There was a big meeting one month and ever since we haven’t heard much more. Do you have any more details and generally how pleased are you with the way F1 is moving forward?

OS: Well, I think with every meeting we iterate what the regulations are going to look like. I believe there is a deadline of med-year for something to be published and I think we’re getting closer now. The FIA have asked the teams for feedback, which we’ve given. There are still some outstanding issues on some components that will either be supplied or not and when we know more information then I think we’ll get closer to that but mid-year something should be published.

Q: Christian?

CH: Yeah, it feels like we’re converging. There are still a few elephants in the room but yeah, it feels generally like on all front we are converging in the right direction, so hopefully over the next few months something can get sorted.

Q: Toto, do you have anything to add?

TW: Yeah, as Christian said, it’s difficult because there are so many important balls in the air, whether it’s prize fund redistribution or the cost cap, technical and sporting regulations and it is progressing slowly. We’d like to have it done sooner rather than later and this is the joint objective of all stakeholders involved – the FIA, Formula 1 and the teams.

Q: Cyril?

CA: Nothing much to add. Maybe just on timing, we really see the end of June as the deadline. That is a necessary deadline for the sport, for the OEMs and for all teams really, to know what the future is holding and to start to make plans accordingly.

Q: And Claire, anything to add?

CW: Yeah, I would agree. I think that the versions that FIA and FOM presented to us a few weeks, we were really pretty happy with. I know that there are a few things still being discussed at the moment, to clarify, but we’d be very happy when they come out to sign them.

Q: (Dieter Rencken – Racing Lines / racefans.net) Further to my question to Claire earlier on about the gender pay gap, how comfortable are the other four teams that you’re actually fulfilling the moral obligations in this regard as well – not only the legislative ones. And then Christian, I see you were asked to comment on Adrian’s comments. Would you like to comment on Dr Helmut Marko’s comment that he didn’t think a women driver was up to Formula One?

CA: I think frankly it was extremely well put by Claire and there is little that I can add. I think those indicators are good, because we live in a world of indicators but there are quantitative and we live in a Formula One world which is much more qualitative. Statistics are, in terms of quantity, pool of resources is much lower. I think really what matters is that, for a given position, there is equality and parity of treatment for a given position. And that’s basically, the hurdle. As far as we are concerned, we are obviously very keen. We go up massively in terms of resources, that’s given us the opportunity to attract with equality – but also our executive committee, our management committee is almost 50:50 between men and women, so I think it’s a clear demonstration that we are serious about that. And I will leave Christian to comment on Dr Marko’s point…

Toto, do you want to give a Mercedes standpoint?

TW: I think a lot has been said within Daimler. Within the Daimler board there is more female representation and when you look at the motor racing side, Britta Seeger who is on the board for sales & marketing and Bettina Fetzer, vice-president for marketing, they were strongly behind us going into Formula E and they are very engaged, also they are at Formula One very often and they are there on merit. The same in small is within the F1 team. I’m really happy to see that, from the young ones that are going us, it looks like the proportion of young ladies is much higher than it was in the past. Being an engineer, technician or mechanic is more of a career route than it was in the past. As you know, my wife has done a programme that was called ‘Dare to be Different’ and has joined forces with the the FIA now, in order to promote young women into the sport, so I’m the first one to have seen how powerful that can be and I think the proportion of females in our organisation will grow, or is growing as we speak – and that’s good.

Otmar, do you want to answer that question?

OS: Well, at Racing Point and Force India before, we don’t really differentiate by gender at all. So, we differentiate by the ability to do the job. There are many – well, not many – but a few departments that I can think of now where we have both men and women and they’re led by women and that’s just because they’re better at what they do. I think if that’s the philosophy, the gender pay gap should naturally become zero, so that’s how we go about things. The only other thing I’ve got to say is that, in my household, there are more women than men. You’ve got to try to treat everybody like you would want another boss to treat your daughter. So, if that’s the case, I think you get to the right place.

Christian, thanks for waiting, and to deal with Dr Marko’s comments as well.

CH: Well, as you all know, I’m all for Girl Power. I think it’s quite obvious that Claire should be paying herself significantly more than she obviously is. But, again, within our team, somebody that performs a role, it’s irrelevant whether they’re male or female. They’re paid the same for the role that they perform. We have some great engineers, some great designers, a growing contingent of more and more females coming into the business, which is great to see. Quite often we have a strategist on the pit wall that’s currently on maternity leave, in key and prominent positions. As far as Helmut’s comments were concerned, I think they were off-the-record comments, I think they weren’t… maybe they’ve been converted slightly. From a Red Bull perspective we’d be delighted to see more girls coming into the sport; we’d be delighted to see a girl get into Formula One and ideally be competitive. I think what he was alluding to is that there is nobody in a position to be competitive in Formula One at the moment and I think what that needs is for more girls to get involved at the grassroots, to get involved, to go karting and there needs to be a bigger pool of them coming through the sport. I think that way more opportunities will present themselves. There’s obviously a Formula W category now that starts shortly but again, where will that lead on to? They need to be able to move on from there. I think from a Red Bull perspective, we’d be totally in favour of seeing girls in motorsport come through – but I think it needs more involvement, and to appeal more as a sport where girls can get involved at a grassroots stage.

Q: (Rebecca Clancy – The Times) To Claire. I appreciate it’s only a couple of hours old but do you have an idea of the scale and the cost of the damage, and will you be seeking compensation as Haas did when Grosjean hit a drain in Malaysia in 2017?

CW: We obviously know what damage has occurred. To actually quantify that cost, it’s a little premature to do that but we will be doing it and we clearly will be discussing that with the FIA.

Q: (Christian Nimmervoll – motorsport-total.com) Toto and Cyril, the two of you came forward last year with the suggestion of, in terms of the race calendar, probably doing less races rather than more. The idea, I believe, being more exclusive events and probably promoters paying more. Cyril, you also mentioned something about being fresher. Maybe the two of you – also anyone else who wants to comment, can elaborate on whether that has gone any further, and add your opinions to that at the end?

TW: The balance you need to strike is between understanding that Formula One is a very aspiration and glamorous sport and obviously less can be more. But equally, as a company, we want to grow our revenue and the obvious revenue trigger is doing more races. I think FOM is pretty clear that, if more races are being added to the calendar, they need to be creative and they need to make all the way down to the bottom line or be very attractive races, tapping new markets. I think the mix at the moment and the discussions we are having is right.

Cyril, do you have anything to add?

CA: No, I think it’s that balance between quantity, quality, being aspirational, being something special but still being capable of existing enough in that world that is full of content and proposition in terms of sports properties. We need to make sure that we are different in the space that exists right now, and the media focus for Formula One. In the current business model the only way to grow the revenue indeed is to add up more races – or at least to keep the current number, so if we really think that it needs to be changed in future, we need to change our business model, so that we don’t need to keep on growing the revenue – and that means reducing the costs, reducing the necessity to spend to be competitive. That’s maybe one of the positives for the budget cap. Maybe not for the next cycle but maybe one cycle from now, have the ability to reduce that cost so that we can think a bit more strategically, rather than being a slave or revenues.

Claire, how would affect an independent team like Williams?

CW: I agree with what Toto and Cyril have said around striking a balance, and maybe wanting to go to fewer because of the aspirational side of Formula One. I think you add more races and if you don’t get that balance and don’t get the necessary income in for going to four or five extra races, the pressure that it puts on our team… our guys are already going around the world 21 times a year, plus the tests. That’s a long time to expect people to be away from home. Great if you’re a team that can afford to have a support team, or a support structure that you take personnel in and out, or if you’ve got a second race team that you can send around the world – but clearly for smaller, independent teams, that’s a much harder piece of work and just puts far too much pressure on the system. Not just from a personnel perspective but also from how many additional parts we’re going to have to manufacture etc., So there’s a whole series of considerations around it.

Christian, do you have anything to add from Red Bull’s perspective?

CH: I think it’s been pretty well summed up. I think what you have to appreciate is that a grand prix weekend. Not for us but the people down in the garage, it’s a week-long event and for many other functions that are involved in going to grands prix. 21 is already a big ask. Going beyond that is, I feel we’re a tipping point. You then have to look at the construction of the grand prix weekend. Do we need to do as much testing as we do? The duration of the season. All those factors and what impact it has on cost and budget caps and so on and, is ultimately it going to make a better show? A book can only have so many chapters and we want to make sure as many of those chapters are as entertaining as possible and it crescendo’s to something. What you don’t want to have is saturation. And I think it’s finding that balance of what is the right number and what is the right construction of a race weekend.

And Otmar, Racing Point is obviously a team that’s growing, new factory is coming on. How does it affect your team?

OS: We are growing and we’re recruiting now – but not at a pace where we’d take a half-step backwards. We’ve got to really be careful that the new factory that’s being planned now as well as our recruitment drive and some other things that are changing  don' affect the performance at the end of the season. So it’s a fine balance to strike but it’s one we’re conscious of and working hard to make sure we get right.

Kevin Hansen feeling confident after maiden World RX win.

PHOTO CREDIT: Red Bull Content Pool

Team Hansen MJP's Kevin Hansen remains grounded after claiming his maiden World RX win in Abu Dhabi.

Hansen claimed his maiden World RX win in Abu Dhabi after Niclas Gronholm was awarded a three-second time penalty for unsportsmanlike behavior in the final after pushing and overtaking the Swede. 

“After winning in Abu Dhabi, it’s great to start on the right foot," says Hansen. "As the for the rest, now we just have to keep pushing."

In 2018, the Swede qualified for the semi-finals but was forced to give up his position to teammate Sebastien Loeb. He claimed twelfth overall in 2018. 

"We know what we’ve got, and I love the Barcelona circuit. I won the European title there, so I’ve got some good memories of the place, and last year I got to the semi-final, but I had to give my place up because of team orders." 

"However, it’s going to be very difficult to compare to last year as in 2018 it was mostly raining." he adds. "This time, we expect it to be dry, so there’s going to be more rubber on the gravel and the line will be different too: everything will be faster." 

"I’m feeling confident but once again it’s hard to know what to expect."

TEXT: Junaid Samodien

PREVIEW: World RX takes on Circuit de Catalunya.

PHOTO CREDIT: FIA World RX Media.

The FIA World Rallycross Championship heads to Barcelona this weekend for the World RX of Catalunya, the second round of the series.

After a heated affair in Abu Dhabi three weeks’ ago the action at the Circuit de Catalunya-Barcelona is set to be another thriller.

Kevin Hansen claimed his maiden World RX victory in Abu Dhabi after the stewards' handed initial victor Niclas Gronholm a three-second time penalty after pushing and passing. 

Two of the leading protagonists – Timmy Hansen and Andreas Bakkerud – had a high-speed collision at the joker merge in Q3. Timmy’s Peugeot suffered chassis damage while Bakkerud was disqualified for his part in the incident.

Timmy’s mechanics have worked tirelessly in the time since Abu Dhabi to have the No.21 Peugeot re-built, including repairs to the chassis and reconstructing sections of the roll cage in readiness for Barcelona.

There is some tenseness between Bakkerud and the Hansens, as witnessed in the pre-event press conference in Abu Dhabi. That carried over to the race track and is likely to continue this weekend.

Kevin leads the way in the drivers' standings at the top of the pile with 30 points, Niclas Gronholm second on 26 points. The Finn drove strongly all weekend in his GRX Taneco Hyundai i20 including a semi-final win en route to the final.

Team STARD's Janis Baumanis and Timo Scheider in the ALL-INKL.COM are locked together on 20 points and likely to be among the challengers this time out.

Scheider was the top qualifier in 2017 eventually finishing second to Mattias Ekstrom in the final. Barcelona was also the scene of Scheider’s World RX debut in 2015.

Krisztian Szabo, made an impressive World RX debut in Abu Dhabi, in his EKS Sport Audi, with fourth place. He lies fifth in the championship.  

Liam Doran took his first World RX podium in Abu Dhabi, and is likely to be a contender again. The Briton prepared for the second round of World RX with victory in a Group B Retro Rallycross Championship race at Lydden Hill on Easter Monday.

The 19-car field will also feature cycling royalty in the shape of Sir Chris Hoy. The six-time Olympic gold medallist will pilot the Xite Racing-prepared Ford Fiesta.

Following a recent test at Pembrey in Wales, Hoy, who has competed in the LMP2 class at the 24 Hours of Le Mans in 2016, and European Le Mans and British GT racing, is relishing the latest motorsport challenge.

Oliver Bennett will combine mentoring duties for Hoy with racing the Xite Racing Mini Cooper, repaired after a roll in Abu Dhabi.

Guerlain Chicherit and Anton Marklund narrowly missed the final at Yas Marina Circuit and will look to go make amends while the GCK Academy duo Cyril Raymond of France and Belgium’s Guillaume De Ridder will take learnings from their maiden World RX outings in the Renault Clios.

ESmotorsport - Labas GAS's Rokas Baciuska, will look to build on the semi-final placing of his World RX debut in Abu Dhabi. 

Timur Timerzyanov, partnering Gronholm in the GRX Taneco squad in the Hyundai i20, has a Barcelona podium on his CV from 2016 and is expected to run at the sharp end.

Hungary’s Tamas Karai will be at the wheel of the Karai Motorsport Audi A1 while Frenchman Herve Knapick competes in a Citroen DS3.

Also joining the line-up in a second Team STARD Ford Fiesta is the former works WRC driver and European Championship competitor Jani Paasonen.

2019 Azerbaijan GP: FIA Drivers' Press Conference.

PHOTO CREDIT: FIA.com

DRIVERS – Antonio GIOVINAZZI (Alfa Romeo Racing), Nico HÜLKENBERG (Renault), Kevin MAGNUSSEN (Haas), Lance STROLL (Racing Point)

Q: Kevin, we’re going to start with you. We’ve seen dramatic races in each of the last two years here in Baku. How much do you as a driver enjoy the challenge of racing here?

Kevin MAGNUSSEN: I think it’s an exciting race. As you said, lots of action, lots of safety cars, and stuff like that in previous years. We’ll see -- this year everyone is trying to go conservative, and maybe we’ll have a boring race. I don’t know. It’s a cool track, it’s fun to drive, and lots of good opportunity to overtake and race people, so yeah. A good place to go racing.

Q: We’re going to get all of your thoughts on this place. Lance, you’ve obviously had a podium here in the past -- is it a place that holds fond memories for you?

Lance STROLL: Absolutely. A very memorable day -- being on the podium was extremely special. Kevin said it -- every year here there’s opportunity, the races are pretty chaotic, especially the last four or five laps. Last year, with the safety car restarts, there’s always positions up for grabs, so we’ll see what this year has to offer.

Q: Nico, you obviously haven’t had the results at this venue, but do you enjoy the challenge of racing here?

Nico HÜLKENBERG: I do. It’s a spectacular track, it’s super fast, it’s massively challenging, a little bit crazy as well, in a positive sense. Racing’s good with all the towing that’s going on, obviously into Turn One that’s your best shot, but the scenery, the setting, just makes for good racing. It’s pretty entertaining from inside the car as well here.

Q: Antonio, moving on to you. This will be your first time racing in Formula One here, but you had a double win in what was GP2 in 2016. How excited are you to get out there in an F1 car?

Antonio GIOVINAZZI: Yeah, it will be my first time in F1 but like you say I have good memories here. Back in 2016 I took my first in GP2 and then double win for the races. So I’m looking forward to it; I know it’s a difficult race, like Kevin said a lot of safety cars and a lot of things during the races, so yeah, looking forward to race here in F1.

Q: We’ll stay with you, Antonio. Frédéric Vasseur, your team principal, said he felt the team let you down in China. You’ve had three difficult races to start the season -- do you feel that so far you haven’t been able to show your true potential this year?

AG: I think we are only in the beginning of the race, we are a team, and like the team is believing in me, I believe in the team. We need to just keep working and I’m sure the results will come.

Q: Nico, if we look at things from a Renault perspective, you’ve had a couple of DNFs, which you say are frustrating, but is it more a feeling of frustration at those results or encouragement at the pace the car has shown?

NH: A bit of both, to be honest. Obviously you have to have the hiccups and the DNFs, it’s not great. Especially in the early part of the season -- it’s good to get points under your belt, just get them on your account. But on the good side, the pace has been there. At every track that we’ve been to either both or one car has been in good positions and managed to score decent points, so we feel we have a strong baseline. Obviously the midfield is still very very tight, and the top three still seem well ahead. It’s about maintaining that, keeping momentum, and making sure we make the car faster week by week.

Q: Lance, moving on to you. Racing Point, or Force India as it was, has traditionally developed its car very well and come on strong during the season. What’s the atmosphere like in the team at the moment as you look to chase the pace of Renault and Haas?

LS: Yeah, that’s the goal. It’s a development race all the way to the end of the season. The midfield’s very tight; it’s not a secret. Every tenth counts at the moment, so that will be the focus for the rest of the season -- to develop the car, try and pick up as many points as we can over the course of the year.

Q: Kevin, returning to you. Haas has shown some great pace in qualifying but struggled in races. Guenther Steiner seems a bit pessimistic about chances this weekend. Are you a bit more optimistic that you can be fighting for points here?

KM: I would say you always go into the weekend hopeful and positive, looking forward to it. Theoretically, it’s not a track that will in theory help our issues, or at least the issues that we think we have. But, again, we’ve scored points here with a slow car, and I don’t think we have a slow car this weekend. We have a fast car, it’s just that… You know, we’ve had both cars in Q3 at all three races this year and then we’ve been kind of like the second-slowest team in the race almost in all three races also, so there’s clearly an issue there that we need to fix. I hope and think that it will just be a matter of time until we find that problem.

QUESTIONS FROM THE FLOOR

Q: (Christian Nimmervoll – motorsport-total.com) Antonio, you mentioned during winter testing that you’re going to drive as much as possible like Kimi’s driving style in order to help the engineers with setup and development direction. Do you think that did any damage to your performance in terms of you not being able to follow your natural instincts?

AG: I don’t think so. I think in Melbourne we were fast and I just had an issue in the race with a crash on Turn One. Then in Bahrain I was just a half-tenth from Kimi and in China was just a difficult weekend – but so far I think it’s not to the main issue, I would say. Of course, Kimi has a different driving style from my one but, to be honest, we’re quite on the same way and so far we’ll keep working like that and I’m sure when the luck is also on our side, the result with come.

Q: (Valentin Khorounzhiy – motorsport.com) Question to Kevin. There seems to have been the suggestion that already there are some fixes in pace for your problem of tyre warm-up on the car in Baku. Can you elaborate what those fixes are – and do you expect a real, tangible impact from them here already?

KM: Well, we can’t say there’s been a fix. We’ve changed stuff and tried to come up with some things that could be the fix but it’s not like… it’s one of those things where you try to figure out what is the problem, and why it’s happening, and then you find solutions. I think we’re still in the process of understanding what exactly is the problem, and then after that we need to find a fix. So yeah, we have come here with some things that we hope can help the situation – but we will see how it goes.

Q: (Hector Sagues – Diariomotor.com) How much of an advantage has it been having Daniel Ricciardo in the team, compared with other team-mates at Renault in the last two seasons?

NH: Well, obviously he’s a very strong, good driver. Another thing in China, you saw he has arrived at Renault, feels more at home and can extract everything from the car. Obviously also very experienced and he has some real good feedback so far. Good thing is we feel the same way about the car and what we look for from the car and from the team, so I think it’s been fairly positive and very productive – so a good strong addition.

Q: Just on the topic of team-mates, for two of you it’s a new team-mate this year. Lance, what’s it like working with Sergio and coming to a circuit that he’s been particularly strong at in the past?

LS: So far, so good. He’s a very experienced driver, he’s been with the team a long time. We share a very similar opinion of where the car stands at the moment, and that’s always good to help the team develop for the future. So yeah, early days but we’ve been having a good working relationship up until now.

…And Antonio, you knew Kimi from your time working at Ferrari but any surprises racing alongside him in the same team?

AG: No. I think the same. To have Kimi as a team-mate is just a help for my side. He’s a World Champion driver with a lot of experience so it’s just good for me, good for the team as well for the feedback and the development of the car. Really happy to have him as my team-mate.

Q: (Jens Nagler – Bild) Question for Nico. We’ve seen you adopted a puppy. You posted it on your social media. Is that kind of a mascot because of all the bad luck you had in the last races?

NH: I think you want me to say yes – but not really. It’s just one of those things. I’ve been a dog fan for a long, long time and now felt it was time to get one. Not adopted, just got it.

Andreas Bakkerud explains Q3 crash in Abu Dhabi.

PHOTO CREDIT: FIA World RX Live Coverage.

Monster Energy RX Cartel's Andreas Bakkerud hit the ground running in Abu Dhabi.

The Norwegian claimed a fifth-place finish in Q1 and second in Q2. 

On the Saturday morning in Q3, Bakkerud got off to a strong start and began to challenge Timmy Hansen for the lead of the race. He took the joker lap on lap two, and Hansen covering him off took the joker lap on lap three... The two collided at the joker lap exit. 

Team Hansen MJP's Timmy Hansen was forced to withdraw from the weekend after the Q3 crash with chassis damage on the Peugeot 208 WRX Supercar. 

Following an investigation, the Stewards deemed that Bakkerud was at fault, and he was disqualified from Q3. 

Seconds before the crash.
IMAGE CREDIT: FIA World RX Live Coverage.

Andreas Bakkerud took to his youtube channel #BakkerudLife to explain the incident and talk about the overall race weekend. So, let's hear from the man:

"I am going to tell you guys, how Q3 was in Abu Dhabi. I guess that is the main question and the most craziest crash ever. I've had." 

"So, I had a pretty decent start. I was behind Timmy [Hansen] just following him for one and a half laps, it was pretty easy. He was sliding and drifting all over the place, and I was ready to attack when I got the opportunity. I went to the joker [lap] and unfortunately, I out-braked myself in the joker a little. Then he went to the joker after I was chasing him."
"Then I was 110% sure it was the finish line. So, the thing was we a huge crash." 

"This track a little bit longer, and if you take a normal rallycross track like Hell. Four laps there was the same time as we spent in Abu Dhabi on three laps. So, I think my inside stopwatch told me that "hey, now is the finish line". 

The impact with Timmy Hansen
IMAGE CREDIT: FIA World RX Live Coverage

"You see drivers when they cross the finish line, they went all the way to the right. All the way out to the fence. I saw him maybe a split of a second before the crash." 

"I was really sore in the neck and the back the day after, my tum and my knees. But, I'm overall happy that it wasn't any personal damages."

"My limited budget is very limited. To get to the first event of the year, and crash the car and have the damage of €60,000 wasn't the way I would like the season to start."

"At the end of the day, we got disqualified from Q3. So, from that moment on Liam [Doran] asked me, if I could be his spotter in the semi and the final. Even though it was a bad weekend for me. I needed him to have a good one. Liam got to the final. It was a big win, and we decided that "Hey, everything can happen now!" And, I think you just have to be smart about it in the final. Which he was..."

WATCH the FULL EPISODE below.

#BakkerudLife - Andreas Bakkerud talks preparation for Abu 

Dhabi and the incident with Timmy Hansen.

TRANSCRIBED - Junaid Samodien

GRX Taneco conscious of challenges in Barcelona.

Niclas Grönholm powering around the circuit in his Hyundai i20 Supercar.
PHOTO CREDIT: FIA World RX Media

GRX Taneco heads to round two of the 2019 FIA World Rallycross Championship with renewed energy having claimed a second place finish in Abu Dhabi, but the team remains cautiously optimistic about the challenges facing them in Barcelona. 

The Hyundai i20 Supercar proved to be one of the fastest cars around the Abu Dhabi circuit, but the Team Manager Jussi Pinomäki remains conscious of the challenges his team faces in Barcelona.

“For me, Barcelona feels almost like the real beginning of the season, because for the first race everything is always prepared in a little rush and there is a lot of unknown about your own team and your competitors," says Jussi Pinomäki, GRX Taneco Team Manager.  


"Now everyone had the first real test and had enough time to draw conclusions out of it and improve where needed. But still, even though we had a decent pace in Abu Dhabi, I am sure that Barcelona will provide us with new challenges." 

While Niclas Grönholm momentarily claimed the win in Abu Dhabi. The Finn was handed a three-second time penalty for a "pushing and passing" incident with Kevin Hansen. Grönholm secured a second place finish.

“I think we can expect to carry the momentum with us from the exciting first race of the season. As long as we don’t lose our focus, we can achieve great results, and this is a key for our future success,” says Niclas Grönholm.

The 1,135 km rallycross circuit in Barcelona consists of 60,4% tarmac and 39,6% gravel surface. 

In 2018, Niclas claimed a fourth place for the GRX Taneco team in their debut race outlining the potential of their i20 Supercar. 

“In dry conditions Barcelona track is very enjoyable, but can turn into a very tricky one with just a slight rain, so I hope for sunshine,” Grönholm adds.

The teams' second permanent driver Timur Timerzyanov did not have the cleanest of weekends in Abu Dhabi. The Russian suffered from punctures and also having to take avoiding action in the semi-finals. In a tussle with Liam Doran in the semi-final, he ran wide and lost third place.

“I was really happy with our pace in the first round of the season, and now we will be pushing even more to beat our opponents in the run to the finish line and to be on top," said Timerzyanov. 

"Barcelona is a nice track and I have great memories from it as I scored my last podium there in 2016."

TEXT - Junaid Samodien

The FIA approves Titans RX name change.

The Titans RX Pantera Supercar.
PHOTO CREDIT - Titans Rallycross Europe

The FIA has approved the Global Rallycross Europe (GRC) series name change ahead of the seasons maiden race in France on June 29-30.

Titans Rallycross Europe is the new name for European series sanctioned by the FIA.

The name change has been made apparent on the series’ social media accounts in recent weeks.

“The past few months have been both challenging and exciting,” said Max J. Pucher, CEO of MJP Promotions. “Now all pieces have fallen into place and we have received FIA International Series status for TitansRX.”

The driver-focussed series will solely focus on the PanteraRX6 Supercars developed by MJP Racing for the series.

“TitansRX Europe will be a single-make series using the specially-developed Pantera RX6 machine – a car that delivers rallycross supercar performance, but for a fraction of the cost,” said Pucher. “The series is set to host races on classic rallycross circuits in France, UK, Portugal, Austria, Hungary and Germany."

“The performance of the PanteraRX6 Supercar has convinced drivers since the world premiere last October. It shows that controlling cost for exciting rallycross supercar racing works,” he adds. 

“TitansRX will excite the fans with 500bhp plus rallycross cars in dynamic sprint races in stadium settings providing the best in racing entertainment.”