Motorsports
Pierre Gasly explains his other job: Football team co-owner
In a parallel universe, Pierre Gasly is a professional football player often daydreaming about how far he could have gone in racing, if he had only continued his career in karting. In this universe, however, the French F1 driver every so often wonders if he could be playing for his favourite club, Paris Saint-Germain, had he made a different decision in his teenage years.
If you follow Pierre Gasly on Instagram, you know the 28 year old from Rouen is a huge fan of football. (“Don’t write ‘soccer’,” Gasly’s manager Guillaume Le Goff jokingly warned me.) The number on Gasly’s car, 10, is an homage to legendary French footballer Zinedine Zidane, who wore it for much of his international career. Gasly regularly strolls the paddock in football shirts, including Paris Saint-Germain’s and the French national team’s. He organizes matches played with Alpine colleagues to blow off steam after a long day at the track (they’ll play in a 30,000-seat stadium in Mexico City, Alpine’s press officer tells me). And in the ultimate fan move, Gasly became part owner of FC Versailles, a semi-pro club in France’s third-tier league, this past March.
Gasly started playing football at age 5. “I loved it,” he tells me with a huge smile on his face. “Honestly, I’m still dreaming about it. The sport itself, actually playing ball and being with my teammates. And the whole atmosphere of being with your team, going to places and challenging other teams from other cities. I loved every single moment of it.”
“Even this morning I was saying: I think the day that I retire from F1, I’ll enter a veteran team or an old men’s club just to play. Because it’s really a big, big passion of mine.”
Before Alpine’s PR lead snatched Gasly’s ball and pulled him away for another interview, we talked about investing in a pro team, being forced to choose between his two loves as a teenager, and having a life outside Formula 1.
You told me once that you had a “good level” when you played football as a kid. What would you qualify as a “good level”?
Well, I clearly lost it! [Ed note: Gasly’s attempts to show off his football skills shortly before the interview did not quite rise to “a good level”.] But back then, I was good with the ball. We went to the French Cup and did well in the qualifiers for just a small club.
One day we went to the formation in Auxerre, which at the time was the winner of the French championship. And they had a very famous manager back then, Guy Roux, who I got to meet. And I got in the selection for the French academy.
I always used to run a lot. I was a winger. Until 11 I was playing half pitch, and as a winger I was going from attack to defense, attack to defense. So, actually that was really good for me, because I built up a very, very good cardio. I was putting as much effort in karting as in football.
When you were 6 years old, you started karting as well. How did you manage football, karting, and school?
So when I was 6 or 7 — I can’t remember exactly — the school actually offered my parents [the opportunity] for me to jump a year, because I had very good grades and they estimated that I could go a year ahead of what I was. And I think my parents were quite smart to say: “Well, we rather want him to stick [to his current year] and have it easy at what he does now at school, because that will free more time for him to do sports.” I could dedicate the rest of my time to karting and football. And I could manage it pretty well.
When I started to do karting competitions at 9, then it started to become more complicated with football. When I was 10 or 11, I started to miss a few practices here and there. And because of the races, I couldn’t go to all of the games. I remember I came for a game on Sunday and the coach was not happy that I was focusing more on karting than on football. And he told me as a punishment he would put me in the second team. And I said: “Fuck that, I’m not playing for the second team.” And I just stopped on that day.
That must have been a hard decision.
I said to myself: OK, I basically need to choose. But in my mind it was already clear. Even though they are my two biggest passions, my love for karting and racing was a touch bigger. And also, I think I was slightly more competitive in karting than in football — the first was bringing me more trophies. It got to a point where I could see I couldn’t do both at my best. And I wasn’t fine with that.
Are there any things you’ve learned in football that you benefit from in motorsport? You mentioned the cardio…
Cardio is definitely one. But also team spirit and being supportive of each other. In football sometimes you’ve got to make an extra effort to compensate for a teammate’s mistake. Or sometimes you do a mistake and then someone needs to have your back. And then, in the locker room, even if you are kids, you start building bonds between each other and you understand that your best games are actually the ones when there is a nice synergy between everyone.
To a bigger scale in F1, it’s the same, you know. When we are in the engineering room, it’s like a football locker room. The only difference is that everyone is dressed up in the engineering room. But also in Formula 1, you’ve got to get everyone together and very united as a team, and you’ve got to be very transparent and honest, and you’ve got to have everybody working towards the same target. So I think that team mentality was very good to have from a young age.
Karting is more individual. At the time it was only my dad and myself. So you’re not really looking after a team behind you. But on Wednesday, I would go to a game or practice and then I’d be with other kids and I had to understand that I needed to fit in and have that team spirit.
And also, sport in general just brings that structure in your life. Like, practice is at six… you have to be there at six. You have to do every exercise, follow the process and do the practice to get better and stronger. So when you’re a kid — you don’t necessarily see it then — but it does bring some structure to your work, which is essential in whatever you do later on.
“I need more than just Formula 1 in my life to get me mentally balanced and
in a happy place.”
Earlier this year you decided to invest in FC Versailles. How did that come about?
As a big football fan, I’ve always somehow wanted to be involved in the sport. Obviously, I wasn’t going to be involved as a player. But I always had in the back of my head that if one day an attractive offer would come up, I would find a way to be involved.
The owner who took over FC Versailles last year reached out to me at the end of last year because he saw that I was so into football — that I was going to a lot of games and watching a lot of football. They explained to me their project, their vision for the club, and what they wanted to do and how. And then they asked me if I was keen on coming and joining them on this project.
Obviously, football is a very complex sport. But given my knowledge of my sport and my experience of working in a high performance environment, they were quite keen to understand the standards of F1 and how things work here, and somehow use some of that knowledge and introduce some of those standards at the club.
And as an athlete, I think this is also an area where I bring them a lot. I try to put myself in the player’s position. I can say: as an athlete, me personally, I need this and this and this to be looked after. Where, generally speaking, owners probably don’t look so much at those things. They probably look at it more as a business, so they sometimes miss a little bit of the player side of things. But when you know how you can extract the maximum out of the guys, that actually brings performance on the pitch. So it’s a lot of interesting conversations. And a different angle to football, which I didn’t have before but which I actually enjoy a lot.
I think value-wise, we really matched. I had a very good connection with the two other owners [Alexandre Mulliez and Fabien Lazare]. And then I was like, OK, that’s definitely a very attractive project. And more for the long term as well. I need more than just Formula 1 in my life to get me mentally balanced and in a happy place. And this is just something that I love following, besides Formula 1.
Obviously, I’m not involved on a day-to-day basis, but every week we have a catch-up. And if they are playing, I watch the game. I’m very proud to be part of it.
Photo by: Michael Potts / Motorsport Images
What are your ambitions for FC Versailles? Can it be a success story like Wrexham A.F.C., which climbed from the fifth division in the English football league system to the third-tier League One?
I mean, we are in the third division. The target for the short term is to get into the second division, which is obviously very difficult because it’s very competitive. Football is so big, you have a lot of clubs with big budgets and big structures. So it’s a good challenge, but we’re not going to hide from it. For us, it’s clear that we want to get in that second division. And mid-to-long term, to get in the first division, which is a big jump that hopefully in a few years time we’ll be able to make.
Speaking of Wrexham: actors Ryan Reynolds and Rob McElhenney, who bought the club in 2020, joined the Alpine F1 team as investors last year. Did you seek their advice before investing in FC Versailles?
No, but I clearly got inspired by that story with Ryan and Wrexham. As a football fan, I obviously followed his journey with Wrexham. It’s a similar type of story with me. [Football] is not my industry. And I’m going in with some other people who are not actually coming from football as well. And yeah, I’d love to have a Wrexham versus Versailles friendly game at some point!
Have you also considered making a documentary series about FC Versailles, like “Welcome to Wrexham”?
So that’s in the pipeline, because yeah — you need exposure, you need sponsors. The more money you have, the better infrastructure you have, the better performance you’ll get out of the guys. So we have to promote our team the best way possible. But to be fair, there is a great team looking after it and they’re doing a very good job. Hopefully the ambitions and the results can follow each other.
This interview has been condensed and edited for clarity.
Motorsports
Bowman disqualified, eliminated from NASCAR playoffs at Roval
When Kyle Larson captured the checkered flag at Charlotte, all four Hendrick Motorsports drivers managed to advance into the Round of 8. That is no longer the case.
Alex Bowman, driver of the No. 48 Hendrick Motorsports Chevrolet, has been disqualified after failing post-race weight requirements in technical inspection. The car was too light. He had finished 18th, winning Stage 2, but that’s all gone now.
Bowman has been relegated to a 38th place finish (last) and stripped of all stage points, per NASCAR officials.
This means that Bowman is now eliminated from the 2024 NASCAR Cup Series playoffs, putting two-time NASCAR Cup Series champion Joey Logano back into contention. Logano, driving the No. 22 Team Penske Ford, had missed the cut by four points at the checkered flag.
This also changed things in the owner’s standings as the No. 45 23XI Racing Toyota had missed out while Logano’s No. 22 team advanced. Both teams now forward while Bowman and the No. 48 HMS Chevrolet are out.
The updated playoff standings for the Round of 8 after the penalty: Kyle Larson (+33 points) Christopher Bell (+13), Tyler Reddick (+10), William Byron (+4), Ryan Blaney (-4), Denny Hamlin (-8), Chase Elliott (-9), Joey Logano (-11).
Motorsports
Will Bathurst throw up another classic to match 2014’s drama?
A decade is a long time in motor racing but, in the land of Supercars, it’s maybe a little bit difficult to acknowledge that the 2014 Bathurst 1000 did not happen just yesterday. Even for an event known for its great finishes, the 2014 edition was possibly the greatest. At a minute less than eight hours in length, it was certainly the longest, due to an unprecedented number of crashes, 10 safety car appearances and a 63-minute red flag period to repair a damaged racetrack.
Think of the unlikeliest of final laps storyboards you may have seen in Formula 1 history. Jenson Button winning from dead last in Montreal in 2011? Not even close. Riccardo Patrese spinning away a maiden world championship grand prix win and then reclaiming it in Monaco in 1982? Humbug.
What we saw a decade ago was the two cars that started last and second-last on the grid fighting tooth and nail for the win, with just two of the 1000 kilometres remaining – one of the teams begging, then cajoling, its star driver, after coming from a lap down, to ease off and save fuel. Right behind him, having driven from last not once but twice after the car was crashed by a co-driver twice his age, was a 22-year-old rising star, asking his team when the car in front was going to run dry. And the car that eventually did come second – which itself was crashed twice – took the flag looking more like race tape than automobile.
Times change but many of the players have not. Jamie Whincup was the man at the point of that race 10 years ago; he will be back this year, with the same Triple Eight team of which he is now a co-owner. The man who snatched the win away from him, Chaz Mostert, will be there too, now in a Walkinshaw Andretti United Ford Mustang. Second on that day, way back when, was James Moffat, then in a Nissan but now a Tickford Ford co-driver. Third place a decade ago went to Walkinshaw driver Nick Percat, who will race this time around for Matt Stone Racing.
For all those changes, and even if 2023 race winner Shane van Gisbergen has moved on to NASCAR, the name of the game remains the same: beat Triple Eight and you will likely be in the hunt for a win.
That was exactly the case at Sandown last month when the team’s Chevrolet Camaros dominated the 500km race, Will Brown and new co-driver Scott Pye edging out Broc Feeney and Whincup for a 1-2 finish. To rub salt into the wounds of the opposition, T8’s wildcard entry, piloted by the now 50-year-old Craig Lowndes and rising star Cooper Murray, finished fifth.
Mostert led home to a stunning victory at Bathurst a decade ago
Photo by: Daniel Kalisz / Motorsport Images
Mistakes will be crucial. Some of the fancied runners – Mostert, both Erebus Motorsport and Dick Johnson Racing entries – took themselves out of contention for the win at Sandown with self-inflicted mistakes or mechanical dramas, while the previously unfancied PremiAir pair of James Golding/David Russell took third place. Youth is all well and good but, sometimes, there is no substitute for a safe pair of hands.
There will be other curveballs. This will be the second Bathurst 1000 for the Gen3 Chevrolets and Fords, introduced at the start of last season. But at Bathurst a year ago the cars raced on the softer of Dunlop’s control tyres, which led to a build-up of marbles from mid-race and a one-line race track. This time the cars will be on Dunlop’s sturdier control rubber, but there will be another variable – a new, softer wet tyre – so if it rains, the teams will be driving into the unknown.
Most teams will have to take into account new driving combinations; of the 26 cars entered only seven will feature the same pair of drivers as a year ago
Likewise, there is a new Virtual Safety Car regulation to deal with. Even though it has featured widely in other forms of the sport, the VSC for Supercars was introduced only at Sandown, and it took some of the teams time to adjust their race strategies; how will they cope on the longest track on the calendar?
And then most teams will have to take into account new driving combinations; of the 26 cars entered only seven will feature the same pair of drivers as a year ago. Those are just the known unknowns, rather than the unknown unknowns, which Mount Panorama always seems to throw up.
Perhaps we will give the last word to the co-driver who took third place in 2014. Asked if he had ever seen a race like that one, he replied: “I’ve never even heard of a race like that one!” That driver was Oliver Gavin who, in his long career, had seen just about everything there is to see in motor racing. Bathurst can be like that – roll on this weekend’s 2024 edition.
With no van Gisbergen on the grid, who will strike gold at this year’s Bathurst 1000?
Photo by: Edge Photographics
Motorsports
How Reddick survived the Roval
After winning the opening stage by staying out, Tyler Reddick restarted deep in the field for Stage 2. When Austin Dillon spun in the tight Turn 7 just ahead, Reddick was entering the corner too hot and started to slide out of control. Reddick was slowed by slamming doors with his car owner and fellow Toyota driver Denny Hamlin, an act that lifted the No. 45 23XI Racing Toyota completely off the ground and bending a toelink.
“Yeah, I thought I was gonna flip,” said Reddick post-race. “I think I was behind the No. 19 [Martin Truex Jr.] just trying to work the move to the inside. I got clear of him — I saw the No. 3 [Dillon] spun and everybody was on the binders coming to a stop. Of course, me and my boss [Hamlin] get together. Felt like I was gonna do a front flip — this thing was absolutely destroyed. Just real hats off to everybody on this Monster Energy Camry. This thing couldn’t go four seconds of what the pace was. And we just kept working on it and we made it a lot better for Stage 3.”
The team managed to keep the car on the lead lap while fixing the damage to the rear of the car, replacing the right-rear toelink. He missed out on Stage 2 points, putting him in an uncomfortable position for the final half of the race.
It looked like he would be chasing aftter Chase Elliott for the final transfer spot, but he eventually got out of reach as the Hendrick Motorsports climbed up through the field. When Austin Dillon lost a wheel late in the race, it set up the final restart with 26 laps to go.
The final charge
Reddick’s crew chief Bill Scott made the aggressive call to give up track position and pit for fresh tires, restarting the race in 26th place, 14 points behind Joey Logano. The problem for Logano is that he was already running inside the top-five, so there wasn’t much else he could do pad his margin with one position equalling one point.
To make matters worse, road course aces A.J. Allmendinger and Shane van Gisbergen ran Logano down with fresh tires and pushed him to the backend of the top-ten.
Meanwhile, Reddick was flying. He nearly spun out with 20 laps to go, instead turning Daniel Hemric as the two cars collided in the same corner where Reddick crashed earlier. This time, Reddick escaped mostly unscathed. He continued his charge without hesitation. On Lap 100 of 109, he finally passed none other than his boss — Hamlin — this time without running into the side of him, finally moving above the cut-line with only nine laps to spare.
Tyler Reddick, 23XI Racing, DraftKings Toyota Camry
Photo by: Nigel Kinrade / NKP / Motorsport Images
At the checkered flag, Reddick had driven from 26th to 11th on track while Logano fell back to eighth. By just four points, the driver of the No. 45 moved onward to the penultimate round while the two-time Cup champion was eliminated.
“It’s tough but you just got to stay calm, stay focused,” said Reddick. “In those moments, it’s so easy to lose track of what you can control. Either way, I was going to drive the car as fast as I could. It just worked out for us. This thing was able to get back up through the field and get us to the good side of the NASCAR cut-line.”
23XI Racing co-owner Michael Jordan, as well as Hamlin were right there to congratulate Reddick on his strong charge to the flag and surviving yet another week of playoffs eliminations.
Motorsports
Ex-team-mate Rowland “easily on a par with Verstappen”
Sacha Fenestraz believes one of the reasons his time in Formula E came to a premature end is because he failed to match team-mate Oliver Rowland, who he claims “is easily on a par” with Max Verstappen.
The French-Argentine endured a difficult sophomore season in the all-electric championship for Nissan, claiming only five points finishes from 16 races and ending the campaign 17th in the drivers’ standings.
This was in stark contrast with Rowland, the Briton claiming two wins in Misano and London and being a championship challenger for much of the season on his return to Nissan.
Speaking to exclusively to Motorsport.com’s Latin American edition, Fenestraz said several factors meant he was unable to showcase the same flashes of speed seen during his maiden season, including being up against Rowland, whom he compared with three-time Formula 1 champion Verstappen.
“I came into the season saying to myself ‘I want to be the leader of the team, I want to beat him’ but I think it was unrealistic because we are talking about Rowland, who was in his seventh season in Formula E,” he said.
“For me it was only my second season. It’s a championship that if you look at it, all the drivers at the front are drivers who have been in Formula E for years, they have a lot of experience, they are also much older drivers.
“And me, at 24 years old [at the time], I don’t have the same experience as a driver like him and also, Oliver at his best is easily on a par with Verstappen.
“He’s very good friends with Verstappen and this year Verstappen was telling Oliver that it’s a pity he’s not in Formula 1 because he’d be overshadowing him, so people inside motorsport know the potential he has.”
Oliver Rowland, Nissan Formula E Team, 3rd position, with team mates including Sacha Fenestraz, Nissan Formula E Team, celebrate at the podium ceremony
Photo by: Simon Galloway / Motorsport Images
Fenestraz also revealed he had been assured by Nissan’s management that he would be retained for the 2024/25 season at the start of August and see out the final year of a three-year contract.
But he claimed he found out through social media less than a month later he had been let go, having been replaced by former team-mate Norman Nato, and that he “didn’t take it well”.
Fenestraz had also turned down another team’s offer to drive in Formula E prior to being let go by Nissan but with testing for the new season commencing in less than a month and only two spots yet to be announced on the grid, both at ERT, he has had to turn his attention to other championships.
This includes a return to Super Formula, where Fenestraz was prior to his two-year stint in Formula E after finishing runner-up in 2022, as well as the World Endurance Championship, having been offered a works drive with an unnamed team.
“Fortunately, I have offers, there are opportunities out there,” said Fenestraz. “The truth is that we have the possibility of returning to Japan with Nissan or Toyota.
“Also, now I received an offer for a double programme with WEC and IMSA, with a LMDH car, with a manufacturer.
“I have a meeting with my manager in London and from there we will say what to do and announce. I think it will be announced between now and November or December for sure, but the decision from my side will be very soon.”
Motorsports
Kyle Larson wins Charlotte Roval; Logano eliminated from NASCAR playoffs
Kyle Larson took a commanding victory at the reconfigured Charlotte Roval, ahead of Christopher Bell and William Byron. Larson then took daughter Audrey for a ride around the track in his No. 5 Hendrick Motorsports Chevrolet after she retrieved the checkered flag for him.
“It’s the first time in my playoff career I’ve not been close to the cut line so it was good to have a little bit of a stress-free week,” said Larson. “I think it’s the first time I’ve been here without crashing. Good weekend … Obviously, we’re here at Hendrick’s home and got so many people here from there. Gonna be fun to celebrate with them. Knowing that I don’t really use the sim much and I was in the sim this week, so huge thank you to the guys there. It really helped me get into a rhythm early on and help us kind of fine tune our car. Hats off to everybody there.”
Though Larson was cruising, drivers situated near the cut-off were put under incredible pressure — namely, Tyler Reddick, who had a roller coaster of a race. It started with a Stage 1 win for the 23XI Racing driver, only to then crash into the side of his boss Denny Hamlin at the start of the second stage, damaging both cars. The team was able to make repairs and he made a heroic drive through the field on fresh tires.
With a handful of laps remaining, Reddick closed the gap to Joey Logano and overtook him on the track — as well as in the points standings — for the final transfer spot.
Logano, a two-time NASCAR Cup champion, was one of two Penske drivers who were eliminated from the playoffs. Austin Cindric, who finished fourth, also fell from title contention. Daniel Suarez and Chase Briscoe were also eliminated. Logano missed advancement by just four points.
The complete top-ten: Larson, Bell, William, Cindric, Chase Elliott, AJ Allmendinger, Shane van Gisbergen, Joey Logano, Bubba Wallace, Ryan Blaney.
Race rundown
Van Gisbergen led from pole position early in the race, but as expected, those who didn’t need stage points chose to pit just before the stage end. This allowed Reddick to win the opening stage, which became crucial later on.
At the start of Stage 2, Reddick and the others who didn’t short-pit were now deep in the pack. It didn’t take long for trouble find him. As the field stacked up due to the spun car of Austin Dillon in Turn 7, Reddick came in too hot and slammed into the side of Hamlin. The resulting damage forced Reddick to make a green-flag pit stop, complaining on the radio that something didn’t feel right in rear.
When Chase Briscoe’s flat tire caused a debris caution, both Reddick and Hamlin were among those who came to pit road. Reddick had an extended stop as the team to fix the toe link in the right rear. Unfortunately for Briscoe, he was unable to continue, ending Stewart-Haas Racing’s 2024 title run.
Alex Bowman went on to win Stage 2, and varied strategies put A.J. Allmendinger and Joey Logano out front for the final stage.
Daniel Suarez went to pit road under caution at Lap 57 for possible brake issues. The hood was raised on the No. 99 Trackhouse Chevrolet and brake fluid was poured in.
With 43 laps remaining, Larson moved into the race lead with a dive under Allmendinger at Turn 7 and never looked back. A wayward wheel for Austin Dillon brought out a late yellow, but it did little to change the outcome as Larson marched onward to his 29th career victory.
As the points reset for the Round of 8, Larson is atop the championship standings with a 33-point buffer on the cut-line. Christopher Bell is +13, Tyler Reddick +10, and William Byron +4. Ryan Blaney, Denny Hamlin, Chase Elliott, and Alex Bowman start the round in the elimination zone.
Motorsports
Ducati halts GP24 bike development amid Martin, Bagnaia MotoGP title fight
Ducati has decided to halt development of its 2024 MotoGP bike as the title battle between Jorge Martin and Francesco Bagnaia enters the final phase.
With four events to go in the championship and 10 points separating Martin and Bagnaia in the standings, Ducati has halted the development of the GP24 so that the pair can fight for the title with the machinery they already know.
Bagnaia took his eighth win of the year and fourth double at Motegi last Sunday, completing a perfect weekend. After arriving in Japan with a 21-point deficit, the Italian recovered 11 points in a single event, confirming that the battle between him and the Spaniard is more open than ever.
Whether it is because of the equality between the two, contract commitments or a simple question of fair play, Ducati has decided to halt the development of the Desmosedici GP24.
Motorsport.com understands that the last new development came at Silverstone, two months ago, and that was a fairing on the lower sides of the bike.
Despite the fact that Martin will leave the Borgo Panigale brand at the end of the season to join Aprilia in 2025, the Bolognese manufacturer’s executives have continued to insist that the Spaniard will have exactly the same tools he had before his departure, to fight for what would be his first MotoGP title.
Francesco Bagnaia, Ducati Team, Jorge Martin, Pramac Racing
Photo by: Dorna
Bagnaia’s and Martin’s agreements with Ducati are identical, regardless of their pay, and this can be extrapolated to Enea Bastianini and Franco Morbidelli, the other two GP24 riders. That means that any improvement that one of them receives must be available to the other three.
Precisely for this reason, the most relevant elements that Ducati tested in the collective test held last month at Misano will no longer be incorporated on the GP24, but directly on the GP25.
“At Misano, I tested a new chassis, which neither I nor Jorge will be able to use this year. Basically, because it’s an evolution that Ducati should be able to offer by contract to all the riders who ride the GP24, but unfortunately, there are not enough parts,” Bagnaia told Motorsport.com.
“Our bike [his and Martin’s] will stay as it is until the end of the season. And it’s a pity because it’s an important step forward, which could probably help to make a difference. But Ducati was always clear about that, and the two bikes will be the same until the end. This chassis will be the starting point for next year’s Ducati.”
Ducati claims to give equal treatment to the two main title contenders, but that is obviously limited to this season. Martin’s move to Aprilia meant that he did not test the chassis in question at the Marco Simoncelli circuit.
In fact, neither he nor any member of Pramac, which will switch to Yamaha bikes next season, was able to enter the Ducati’s garage, something that was customary in testing.
Asked directly about the confidence he has in Ducati to keep its promise until the finale in Valencia, Martin said: “Ducati is backing me 100%. My bike is perfect and I’m convinced that it will stay that way until the world championship is over.”
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