Motorsports
Logano: No team ‘works better together than Team Penske’
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Motorsports
ADAC reveals new logo, plan for synthetic fuel for the DTM
The ADAC has unveiled a brand new logo for the DTM as part of a revamped brand identity for the championship.
Designed in cooperation with sports branding agency UnitedSenses in Munich, the new logo was showcased to the public for the first time at last weekend’s Hockenheim finale and will come into effect immediately.
The new design features the yellow and black colours of the German automobile club ADAC, which bought the DTM from its previous owner the ITR at the end of 2022.
After the purchase, the ADAC implemented an updated version of the logo originally introduced by the ITR, but has given it another overhaul at the conclusion of the series’ 40th season.
In a statement, the ADAC said the logo will be accompanied by a “new broadcast and digital identity, and various design solutions for printed products and events will achieve a consistent branding for all brand experiences in the DTM.”
The ADAC also announced that the DTM will switch to 100 per cent synthetic and fossil-free fuel from 2025.
Start action
Photo by: Alexander Trienitz
Produced by P1 Fuels company and certified by the FIA, the switch to synthetically-made petrol will help the series cut down its carbon emissions by 75%.
P1 Fuels is already involved in motorsport and has experience supplying fully sustainable fuel to the World Rally Championship.
“We are now taking a significant step in the further development of the series and are strengthening the DTM’s role as a pioneer in the field of sustainability in motorsport,” said ADAC Motorsport Director Thomas Voss.
“We are bringing greater sustainability to the DTM platform with a new, synthetic and climate-friendly fuel. In doing so, we are demonstrating the potential of synthetic fuels within one of the most popular racing series in Europe.
“We are also presenting the series with a dynamic look; a new brand image will give us a modern branding.”
Factory Lamborghini driver Mirko Bortolotti was crowned the 2024 DTM champion after he finished second to Luca Engstler in Sunday’s final race at Hockenheim.
The next DTM season, the 41st in the championship’s history, will begin at Oschersleben on 26-27 April.
Motorsports
Why Verstappen’s late Austin clash with penalised Norris is a Brazil 2021 repeat
If you want to understand how brilliant – genius, even – a Formula 1 driver Max Verstappen is, watch exactly how he attacked Lando Norris at the start of the 2024 United States Grand Prix. And then ‘defended’ against him at the contest’s controversial conclusion.
This latest saga has frustratingly eclipsed the brilliant victory scored by Ferrari’s Charles Leclerc at Austin on Sunday. And the problem boils down to why both the Turn 1 and Turn 12 Verstappen vs Norris battles were essentially the same cynical tactic from the world champion.
Here rises the spectre of that 2021 campaign of campaigns – when Verstappen and his Red Bull squad fought Lewis Hamilton and Mercedes so bitterly. Given the tit-for-tat squabbling over ‘mini-DRS’ and bib-gate at McLaren and Red Bull respectively in the last two races, plus this being another season with multiple controversial racing clashes with the title protagonists, 2024 is firmly becoming a repeat.
Specifically here, however, it’s the 2021 Brazilian race that really matters. And how heading into Interlagos’ Turn 4 with Hamilton and his fresh engine grunt bearing down in arguably the Briton’s greatest ever F1 win, Verstappen steamed on with the inside line he’d taken in defence. Both flew into the runoff and the Red Bull remained ahead.
As with Interlagos, Verstappen’s onboard video feed at Austin was critically also broadcasting backwards – something to bear in mind when remembering how rapidly the stewards made this call. That’s something FIA sources insisted to Motorsport.com post-race is in line with what the teams have pushed for regarding stewarding decisions that impact podium appearances. Entertainment apparently trumps justice…
There are differences here to Brazil 2021 – but they matter. For Norris at Austin three years later, it’s how he did overtake off-track, but McLaren didn’t order him to give the place back and attack again.
Austin battle with Norris was reminiscent of Verstappen’s defence against Hamilton in the 2021 Brazilian GP that the Mercedes driver went on to win
Photo by: Charles Coates / Motorsport Images
When Motorsport.com asked him why not on Sunday night, team principal Andrea Stella explained that “on the pitwall and under my responsibility – but there was complete agreement by all the people involved in this interpretation – this situation did not need to be investigated”.
“If anything, we thought the investigation should be for Max pushing Lando off the track,” he added. “That’s what we thought was going to happen when we saw the case was under investigation. So, for us, there was no need to give back the position.”
For Hamilton in that Interlagos classic, he was able to pass at the same spot a short while later anyway and went on to win. Verstappen wasn’t even investigated in that case and here – in doing what the 2021 Mercedes couldn’t in a different runoff, Norris was penalised five seconds.
Although the speed specifics of Turn 4 Brazil and Turn 12 Austin are different, McLaren insiders are convinced that Verstappen’s manoeuvre here is of the same class as Brazil 2021
Motorsport.com also asked Stella, after he had stated “the defending car goes straight at the apex” for Verstappen at Austin Turn 12, if this was “Brazil 2021 all over again?”
“That was extreme because the speed of which Max missed the apex in Brazil,” he replied. “If you turned into Max, it was a big crash at the time. This one, it was a much slower speed so it could be a more benign situation. But it is just the fact – that you defend by going off the track? This cannot be permissible.”
But the Brazil point remains pertinent. After a little digging away from the dictaphones, it became clear that although the speed specifics of Turn 4 Brazil and Turn 12 Austin are different (plus the contrasting investigation/penalty outcomes), McLaren insiders are convinced that Verstappen’s manoeuvre here is of the same class as Brazil 2021.
Class is the key word. Because Verstappen is so good, it’s clear that after he raced Leclerc cleanly in the early 2022 contests, that a hiatus then ensued during the time he just had no opposition at the head of the pack for two years. In that time, he’s perfected essentially the same tactic. It now conforms with F1’s current racing rules and that is a huge problem.
All evidence points to Verstappen returning to tactics employed against Hamilton now he faces greater opposition
Photo by: Glenn Dunbar
Verstappen has shown yet again that he is willing to be completely ruthless to win – in this case extending his points lead over his title rival with the race victory already well lost. To a certain extent that is to be respected – applauded by some, no doubt. But it’s the cynicism of what’s happening repeatedly now that sours the taste of what was otherwise another brilliant F1 race this term. One with fantastic performances from multiple drivers.
The main dispute is how F1’s 2024 Driving Standards Guidelines (DSG) – a copy of which Motorsport.com has seen – just doesn’t cover what he’s doing. And that is: turning defence into attack. A la Brazil 2021. The point where cunning eases into crafty in a giant runoff area (and the lack of even a small gravel trap at Turns 1 or 12 at Austin is another, relevant, topic entirely here).
The DSG only cover – in 266 words and three quick sections – “Overtaking on the INSIDE of a corner” and “Overtaking on the OUTSIDE of a corner” (the capitals are the FIA’s). There’s an additional explanation for ‘chicanes and S-bends’, which doesn’t apply here.
When it comes to Norris’s penalty, the latter states that “to be entitled to be given room, including at the exit” the outside attacking car must have its front axle at least alongside at the apex and to the exit. Norris complies in this case, albeit from quite wide until he runs off track.
An outside attacking car must also be driven safely and controlled throughout such a move. No problem there for Norris. And it must be able to make the corner within track limits in these cases.
Here, GPS trace data becomes critical. Looking at the lap in question and the tour before, Norris brakes at the same point each time and made the corner, obviously, the first time – where Verstappen had jinked slightly less left that he soon would. The only car that braked later in all four points was Verstappen’s in the clash that had them both off the road.
Norris was penalised because he did overtake off the track. That it was “deemed to be a case of leaving the track and gaining a lasting advantage” in the relevant FIA bulletin. The stewards noted that he was also “not level with Car 1 at the apex”.
But in adding “Car 4 had little alternative other than to leave the track because of the proximity of Car 1, which had also left the track” to explain why Norris was only given a five-second penalty and not 10, the argument for applying a sanction is totally undermined.
Norris did get ahead of Verstappen outside the track limits and could not pull away to negate his five-second penalty
Photo by: Glenn Dunbar / Motorsport Images
What happened was either the fair outcome or Verstappen should’ve been penalised. But Verstappen wasn’t – despite Stella saying McLaren was so convinced he would be it “told Oscar [Piastri, behind in fifth] immediately to make sure he closed within five seconds of Max because there could be a position at stake”. And that trace data suggests why.
In his defence, echoed by team boss Christian Horner, Verstappen only deflected in the post-race press conference, saying “it’s very clear in the rules: outside the white line, you cannot pass”. “I’ve been done for it as well in the past,” he added, referring to the 2017 US GP here.
There are sub-issues at play. When assessing every investigated clash, the stewards have the power to be discretionary and the guidelines are exactly that. They even say, “not binding”, just before the nebulous “racing is a dynamic process”.
That’s the genius of Verstappen’s moves. He’s forcing the issue by racing to the apex – so the original attacker either choses to crash or will lose out under the rules
Post-race at Austin, Mercedes’ George Russell also called for “the same stewards all year long” – another long-standing problem with F1’s rules. And Russell matters here because he was penalised for a very similar incident with Sauber’s Valtteri Bottas at the same spot 39 laps earlier. The key difference: Russell was clearly attacking.
“By the letter of the law my penalty was correct,” the Briton explained.
The guidelines for overtaking on the inside, which is what Verstappen effectively ends up doing by braking later at Turn 12, contain three key requirements. The attacker must “have its front axle AT LEAST ALONGSIDE of the mirror of the other car no later than the apex of the corner”. Verstappen achieves this by braking later.
The attacker must also not force the other car off on exit in such a move and leave a “a fair and acceptable width” throughout. The attacker must stay also within track limits. Verstappen doesn’t comply with the last two points. But because the rules don’t cover attacking as a form of defence, all the responsibility still lies with Norris.
Race to the apex with Norris allowed Verstappen to exploit grey areas in racing rule guidelines
Photo by: Sam Bagnall / Motorsport Images
That’s the genius of Verstappen’s moves. He’s forcing the issue by racing to the apex – so the original attacker either choses to crash or will lose out under the rules.
Crashing might even have been a better option for Norris last Sunday – and at Turn 1 for that matter – given it could’ve triggered a discretionary stewards call in the subsequent investigation, which surely would’ve heard from both drivers. McLaren is also incensed this didn’t happen in reality at Austin.
Overall, that’s appalling – not to mention how a DNF would impact Norris far more in the title standings as the chaser.
The FIA can help solve this problem. First, by publishing the guidelines. Why not make a show of it, as football does with VAR?
Second, it now needs to enforce another ‘Max Verstappen rule’. While the short-lived 2016 edition dealt with dubious moving under braking, the governing body must codify how turning defending into attacking is specifically legal and outlaws the race-to-the-apex dive art Verstappen has perfected. It should do this before the next race in Mexico.
Or, really, just scrap the guidelines entirely. Either way – they are being stunningly, cynically exploited currently. And that isn’t right.
Doing this would ease the cynicism fatigue plenty of F1 fans are feeling right now. That’s been turbocharged by 2024’s Horner behaviour scandal and all the squabbling over flexi-wings and other design ploys.
Ultimately, the list of these ‘Verstappen defence’ moves now reads: Brazil 2021, Jeddah 2021, Las Vegas 2023, Budapest 2024 (when Verstappen was actually the attacker at Turn 1 and runs into the ‘let them race’ lap one approach that came into effect at the Austin start too) and now this year’s US GP. Enough.
Verstappen’s start aggression ultimately cost track position to Leclerc, but cost Norris far more
Photo by: Andreas Beil
Motorsports
Top Thailand GP iconic moments
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Motorsports
Bezzecchi critical of Vinales response to Phillip Island sprint crash
Marco Bezzecchi says he was unimpressed by Maverick Vinales showing him the middle finger as he lay motionless on the ground after the pair collided at high speed in Saturday’s sprint race at the Australian Grand Prix.
After being taken for additional medical checks in Melbourne on Saturday evening, during which time Vinales made his frustration towards the VR46 Ducati rider clear in the media, Bezzecchi only made his first comments following Sunday’s grand prix.
“I didn’t like his behaviour immediately after the crash,” said the three-time grand prix winner.
“If it was the other way around, I would go to check how the other rider is instead of showing the middle finger and saying f*** to me many times after we crash at 300km/h.”
The stewards took Vinales’s side regarding the incident itself, issuing Bezzecchi a long lap penalty for the grand prix on Sunday.
Subsequent to taking the punishment, Bezzecchi fell off and dropped out of contention, reporting that he was riding in pain following the crash.
Bezzecchi disagreed with Vinales’s version of the collision on the high-speed entry to the Doohan corner.
“Yesterday was a strange situation. Maverick passed me on the straight with the slipstream….then my bike was moving to the left so to get back I had to lean the bike whilst still on the straight. The wind was pushing me to the outside kerb.
“The problem was that as I did this Maverick put himself exactly in front of me under braking.
Marco Bezzecchi, VR46 Racing Team
Photo by: Gold and Goose / Motorsport Images
“He braked early. You can see from the video that he braked, then released, then braked again. When you brake at the right point, you don’t release the brake.
“I was already moving to the right to avoid going on the outside kerb. When I saw him I tried to continue to go to the right but I got sucked by the slipstream. I couldn’t do anything to avoid the contact.
“I understand that it was a difficult decision. Normally the guy behind is the one who [gets the blame]. But for example last year in Qatar with Pecco [Bagnaia] and Fabio di Giannantonio and in Valencia with [Jorge] Martin and Pecco it was completely the same.
“[Those situations were] just another type of corner, a little bit slower, a little bit less windy, a little bit less Phillip Island style.
“It’s a situation that could have happened often, but fortunately for the others, they were able to avoid disaster.
“Anyway, what I didn’t really like was Maverick’s behaviour but as far as the penalty is concerned, I don’t care. I don’t complain. I did my long lap.”
Aprilia rider Vinales did not want to comment further on the issue on Sunday, but was satisfied with the penalty given to Bezzecchi.
“The stewards needed to set down a mark. They set down a mark so that’s fine.”
Vinales finished the grand prix in eighth place after once again dropping back from the front row of the grid.
Motorsports
Why Verstappen’s Move on Norris is More Controversial than it Seems – F1 US GP Race Reaction
Ferrari completely took over the podium at the 2024 US Grand Prix, with Charles Leclerc and Carlos Sainz snatching up a 1-2 finish. But the real show-stealer was the incident between Max Verstappen and Lando Norris, which lead to Norris gaining a +5s penalty, meaning Verstappen took 3rd place. Coupled with a Hamilton DNF, there’s certainly a lot to get through, so Alex Kalinauckas and Mark Mann-Bryans caught up in the paddock after the race to go over the most important points from this year’s US GP.
Motorsports
Kyle Larson after recovering to 11th: ‘Nothing has gone very clean for us’
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