Floyd on F1
But potential sandbagging could ruin anticipated show if played out. POLE POSITION: FERRARI THE CAR TO BEAT, SAYS LEWIS HAMILTON
It will not be accepted by society, and we have a responsibility to run an organisation monitored by global society.
Jean Todt
FIA President
The pre-season testing is over and we are still wondering who will set the pace when the lights go out in Melbourne. Mercedes certainly achieved the greatest number of laps, as was expected, while McLaren clocked up the lowest test mileage due to a power unit that lacked pace and reliability.
The surprises came from the Williams and Ferrari, both showing an unexpected turn of speed.
In fact, the latest incarnation from Maranello really upset the apple cart. Vettel with a 1m 19.024 was reported as tapping off at the end of the straights, indicating there was more to come.
Proof came on the final day, when team-mate, Kimi Raikkonen, set a time of 1.18.634, advising that the SF-70H is yet to show its true potential.
Whether that is a bit of gamesmanship will only be known in a few weeks, as will Lewis Hamilton’s statement that the Ferrari could be the car to beat, rather than his Mercedes.
His new team-mate, Valtteri Bottas, seems to have acclimatised quickly to the W08.
It is shaping up to what could be an epic season, if testing sandbags are not in play.
It never fails to amaze me how those in authority can drift off the radar in troubled times, but suddenly pop up when they feel the need to assure everyone that they are still around.
I am sorry to say that seems to be the case with FIA President Jean Todt.
Monsieur Todt generally keeps himself occupied with road safety, an admirable cause, but seems to have lost control and perspective of motorsport.
Since the sell out to the Strategy Group, the running and forward planning of F1 have become a free for all.
But every now and again, the “governing body” will decide to flex what muscles it still has.
Last week, Todt informed the organisation’s publication, Auto, that F1 will never see a return to V8, V10 or V12 engines.
He said “It will not be accepted by society, and we have a responsibility to run an organisation monitored by global society.”
I am confused. Who makes up this “global society” and what percentage of the world’s estimated 7.5 billion people do they represent?
They must surely be a significant number to be the raison d’être for the FIA’s statement that such a group will not accept a change to the type of power unit used in a F1 car.
It is strange that this group’s primary concern is F1 and the belief that this branch of motorsport needs to be cured of its unsocial behaviour.
The myriad forms of motorsport both two- and four-wheeled, staged every weekend around the world, do not appear to concern the global society.
The controlling body is placating the concerned parties by assuring that hybrid F1 power units are employed to ensure a “greener” approach and, of course, the new technologies applicable to everyday motor vehicles, further increasing F1’s global acceptability.
Is F1 the ideal arena for such research?
After all, 20 cars employed for approximately 20 long weekends per annum is not exactly the ideal proving ground for the automotive industry.
Todt was a major protagonist for the move to the current V6 hybrid power units – apparently the reason that manufacturers became involved in a sport now more relevant to the global market place.
But he also believes that retro moves would have a detrimental effect on the sport, saying: “I am sure if we go back to engines from 10 years ago, many manufacturers would not support the move.
“I am convinced a minimum of three out of four would leave.”
I do not believe that anyone would consider using engine technology from a decade ago, but the use of V8, V10 or V12 engines is not the dinosaur intimated.
Manufacturers such as Ferrari, Audi, Aston Martin, Pagani and Mercedes still manufacture and sell road cars with highly efficient multi-cylinder engines, most with a considerable waiting list before delivery.
The development of that more acceptable V6 power unit has been an extremely expensive move for F1, not just in direct financial terms but even more significantly, the resulting loss of teams such as Marussia, Caterham and now Manor.
All were misled when promised a cost cap within the sport and did not expect a new engine format that would inflate costs to ridiculous levels, precluding them and any new entries. But, at least, those remaining are globally acceptable.
One has to ask whatever happened to the man who became a world class rally co-driver and, as director of racing, took Peugeot to two WRC titles, four victories on the Paris Dakar and two victories at Le Mans.
Joining Ferrari, his leadership resulted in five championships for Michael Schumacher, before taking his skills elsewhere.
His new position appears to have changed his perspective on the very passion that resulted in him becoming one of motor sport’s most successful and respected managers.
But then, at least, those globally monitoring F1 are happier.