Motorsports
Antonelli “much calmer” on second Mercedes FP1 outing in Mexico
Antonelli wowed with his immediate pace on his grand prix weekend debut in Monza, but pushed beyond the limits at the Parabolica and crashed out after five laps.
“It was definitely much better than Monza,” Antonelli said. “I drove much calmer today, I didn’t want to take any risks. I just wanted to do a clean session, just to get some laps, understand the car a bit more and understand the tyres.
“I think overall it was pretty decent. Of course, I could feel I wasn’t on the limit, but just because it was my choice. I just wanted to get a clean session overall. I was able to pick up the pace quite quickly. It was good like this.”
Andrea Kimi Antonelli, Mercedes F1 W15
Photo by: Dom Romney / Motorsport Images
Antonelli picked up some floor damage coming from a metal piece of debris, which forced Mercedes to repair the damage before Hamilton returned to the car for Friday afternoon’s FP2.
“To be honest, I didn’t really see it,” Antonelli commented. “It was a shame because I got quite a bit of floor damage from it. It was quite big damage, so of course it wasn’t ideal. But still, I managed to get a few laps in the bag.”
In FP2 Russell suffered a heavy crash after his car bottomed out over the kerbs in the Esses, which sent his W15 into a dramatic spin into the barriers and prompted a much bigger repair job for the Mercedes team.
“I don’t really know what happened, the car just started bouncing on the ground, and before I had a chance to even catch it, the car was already spinning,” Russell explained after the session.
“A lot of work for the guys tonight again, seems like it’s one thing after another at the moment, but it’s frustrating as in FP1 we were really strong, really fast. Obviously we’ve missed out on laps, FP3 is going to be important, just hope we can get the car fixed.”
Motorsports
Enfinger schools the Truck field with fuel-save win at Homestead
Grant Enfinger had already locked himself into the Championship 4 via a win in the Round of 8, but he decided to go out and do it again for good measure. Two weeks after his Talladega win, he captured the checkered flag at Homestead as well after a masterful fuel-save.
“I felt I saved at least 20% more than I did in the first run, but Jeff (Stankiewicz, crew chief) was on me pretty hard obviously … Hard to beat these two weeks,” said Enfinger, who drives the No. 9 CR7 Motorsports Chevrolet.
It’s Enfinger’s second consecutive win in this round alone (and his total for the season), heading to Phoenix in two weeks with all of the momentum. He’s getting hot at the right time as he tries to rectify last year’s tough championship loss.
“It’s definitely good (to be me right now),” smiled Enfinger. “We’ve had potential all year and there’s been some times I didn’t execute and there’s been some times we just had bad luck. But maybe this is the time we got our momentum.”
Fuel-save mastery and misery
This is Enfinger’s 12th career NASCAR Truck Series win. His status as a veteran driver was on full display as he maintained his advantage while taking every opportunity he could lift out of the throttle and draft with other trucks, saving fuel.
While several trucks ran out in the final moments of the race, the veteran Enfinger was not among them. Running second with two laps to go, Layne Riggs dropped to the apron as he was out of fuel. Playoff driver Nick Sanchez then moved into second, only to run out as well on the final lap. Riggs finished 22nd and Sanchez 13th.
Enfinger actually crossed the line over 17 seconds clear of the closest competition and still had enough fuel to do burnouts! It was a statement victory that ended with Ty Majeski a distant second, Connor Mosack third, Corey Heim fourth, and Tyler Ankrum fifth. Stewart Friesen, Daniel Dye, Rajah Caruth, Christian Eckes, and Taylor Gray rounded out the top-ten.
Enfinger’s comeback and the final run to the finish
It was not all smooth sailing for Enfinger, though. Contact on a mid-race restart with Christian Eckes forced him to make an unscheduled pit stop and put him behind for a bit. When the final restart occurred with 83 laps to go, he was back in 20th but was also one of a handful of drivers who had taken their final set of tires.
They all sliced through the field and luckily for them, the caution flag never flew again. With about 35 laps to go, most of the leaders not on Enfinger’s strategy came in under green for their final set of tires.
With 25 laps to go, a charging Enfinger moved into the second position. At that point, Heim was around 30 seconds back. It didn’t take Enfinger long to run down Riggs, passing him for the lead with an outside with 22 laps remaining.
Dawson Sutton and Tanner Gray ran long, saving their final set of tires while hoping for a lucky caution. It never cam and both had to pit under green. With ten laps left, Heim had stalled out and was no longer gaining large chunks of time on the race leaders.
It was game over as Enfinger managed to save enough fuel while his closest rivals fell to the wayside.
Update on playoff standings and Mills’ condition
Looking at the points standings ahead of the elimination race at Martinsville, Heim is looking very secure at +49 points above the cut-line. Christian Eckes sits at +38 and Ty Majeski is at +22. Sitting within the elimination zone are Rajah Caruth (-22 points), Taylor Gray (-24 points), Tyler Ankrum (-41 points), and Sanchez (-43 points).
During the middle of the race, there was a scary incident where Connor Jones lost his cool and punted Matt Mills into the outside wall. He quickly climbed from the truck as fire erupted while NASCAR penalized Jones two laps for reckless driving. Mills has since been transported to a local hospital for further evaluation.
1 | G. EnfingerCR7 Motorsports | 9 | Chevrolet | 134 | 6 | ||||
2 | T. MajeskiThorSport Racing | 98 | Ford | 134 | 17.516 | 6 | |||
3 |
C. MosackSpire Motorsports |
7 | Chevrolet | 134 | 0.199 | 6 | |||
4 |
C. HeimTRICON Garage |
11 | Toyota | 134 | 0.949 | 6 | |||
5 | T. AnkrumMcAnally Hilgemann Racing | 18 | Chevrolet | 134 | 2.146 | 6 | |||
6 | S. FriesenHalmar Friesen Racing | 52 | Toyota | 134 | 0.403 | 7 | |||
7 |
D. DyeMcAnally Hilgemann Racing |
43 | Chevrolet | 134 | 9.050 | 6 | |||
8 |
R. CaruthSpire Motorsports |
71 | Chevrolet | 134 | 1.489 | 6 | |||
9 | C. EckesMcAnally Hilgemann Racing | 19 | Chevrolet | 134 | 0.439 | 6 | |||
10 |
T. GrayTRICON Garage |
17 | Toyota | 134 | 1.593 | 6 | |||
11 | M. CraftonThorSport Racing | 88 | Ford | 134 | 0.824 | 6 | |||
12 | B. RhodesThorSport Racing | 99 | Ford | 134 | 7.009 | 7 | |||
13 |
N. SanchezRev Racing |
2 | Chevrolet | 134 | 17.766 | 8 | |||
14 |
K. HoneycuttNiece Motorsports |
45 | Chevrolet | 133 | 1 Lap | 6 | |||
15 |
D. ThompsonTRICON Garage |
5 | Toyota | 133 | 0.499 | 6 | |||
16 |
C. DayMcAnally Hilgemann Racing |
91 | Chevrolet | 133 | 3.205 | 8 | |||
17 |
W. SawalichTRICON Garage |
1 | Toyota | 133 | 1.098 | 6 | |||
18 |
C. ZilischHenderson Motorsports |
75 | Chevrolet | 133 | 2.541 | 7 | |||
19 |
D. SuttonRackley W.A.R. |
25 | Chevrolet | 133 | 10.469 | 6 | |||
20 | T. GrayTRICON Garage | 15 | Toyota | 133 | 0.532 | 6 | |||
21 |
A. LawlessReaume Brothers Racing |
33 | Ford | 133 | 3.576 | 6 | |||
22 |
L. RiggsFront Row Motorsports |
38 | Ford | 133 | 7.838 | 6 | |||
23 | T. HillHill Motorsports | 56 | Toyota | 132 | 1 Lap | 6 | |||
24 |
J. GarciaThorSport Racing |
13 | Ford | 132 | 2.068 | 6 | |||
25 |
C. JonesThorSport Racing |
66 | Ford | 132 | 27.727 | 7 | |||
26 | C. PurdySpire Motorsports | 77 | Chevrolet | 131 | 1 Lap | 6 | |||
27 | S. BoydFreedom Racing Enterprises | 76 | Chevrolet | 131 | 1’22.352 | 7 | |||
28 | C. DalyNiece Motorsports | 44 | Chevrolet | 131 | 11.629 | 7 | |||
29 |
N. ByrdYoung’s Motorsports |
02 | Chevrolet | 130 | 1 Lap | 7 | |||
30 | M. AndrettiRoper Racing | 04 | Chevrolet | 127 | 3 Laps | 7 | |||
31 | B. CurreyNiece Motorsports | 41 | Chevrolet | 125 | 2 Laps | 11 | |||
32 |
J. MondeikYoung’s Motorsports |
46 | Chevrolet | 114 | 11 Laps | 6 | |||
33 |
F. MunizReaume Brothers Racing |
22 | Ford | 105 | 9 Laps | 11 | |||
34 | M. MillsNiece Motorsports | 42 | Chevrolet | 74 | 31 Laps | 7 |
Motorsports
Denny Hamlin on pit crew’s playoff struggles: ‘They’re in a slump, for sure’
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Motorsports
FIA to revise F1 guidelines after drivers’ discussion; Qatar implementation targeted
The FIA is to revise the wording of its controversial racing guidelines after a meeting with the Formula 1 drivers in Mexico in the wake of Max Verstappen’s tactics against Lando Norris at Austin.
The governing body is understood to have accepted that changes to the guidelines were required to close a loophole Verstappen has been exploiting regarding strong defending when under attack from another car, with other instances of questionable tactics also being targeted.
Motorsport.com understands it will present its suggested revisions back to the drivers for approval at another meeting with them in Qatar next month and because these are guidelines they can be used by the stewards immediately rather than requiring sign-off by other FIA bodies.
There could be a potential issue in that Grand Prix Drivers’ Association signs off on F1’s racing guidelines and the drivers are not united on the incidents that occurred last weekend.
Sauber driver Valtteri Bottas said on Thursday in Mexico that “some drivers are pushing the limits of the regulations more and almost like kind of taking the piss out of it”.
The usual post-FP2 drivers’ meeting for the Mexico event ran for an unusually long time, as, Motorsport.com understands, the FIA briefing and explanation of Norris’s penalty for overtaking Verstappen off the track late in their Austin battle was followed by a GPDA meeting.
The stewards of the Mexico meeting attended along with the team sporting managers as usual, along with the sporting representative of Formula One Management.
Lando Norris, McLaren MCL38, battles with Max Verstappen, Red Bull Racing RB20
Photo by: Sam Bagnall / Motorsport Images
During the meeting, the drivers outlined their positions on what Verstappen has been doing, with some siding strongly with Norris’s point of view – expressed post-race in Austin and again on the Mexico media day that he was “no longer the attacking car, [Verstappen] was” – while others felt Verstappen’s tactics were hard but fair within the rules as they are currently written.
However, although getting complete driver unanimity is always going to be a tough ask, Motorsport.com understands there is enough support at this stage for the guidelines changes to be accepted before the end of the current campaign and following the Qatar meeting.
In a statement provided to media, the FIA said of the meeting, “there was a general commitment to continue to update the driving standards guidelines”.
“Bearing in mind the drivers requested the drivers’ racing guidelines and agreed to their introduction along with the GPDA,” the statement added, “each time they are updated it is consultation with the drivers.
“It is generally accepted that they should continue to evolve, not because of isolated incidents such as Austin, but driven by the desire to bring consistency to determinations and decisions from the stewards.”
The last significant evolution of the guidelines – first introduced at the drivers’ request in 2022 – is understood to have occurred after the 2023 Singapore GP and in the Mexico meeting while there were specific disagreements the overall tone of the meeting was collaborative.
Motorsports
Reddick after earning huge pole for Homestead: ‘This is my kind of place’
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Motorsports
Reddick rebounds from Vegas flip to earn pole position at Homestead
Last weekend, Tyler Reddick was rolling through the infield crash in a wild crash at Las Vegas Motor Speedway. Just six days later, he’s shown his determination to drag himself out of the elimination zone by winning pole position at Homestead.
Reddick’s pole lap of 32.248s was more than enough to secure the top spot, earning his third pole of the year and the ninth of his Cup career. Joining him on the front row is Kyle Larson, who was 0.077s adrift of the pole.
Christopher Bell qualified third and Denny Hamlin fourth with Joe Gibbs Racing drivers locking out the second row. Ricky Stenhouse Jr., who earned his first win of the year at Talladega earlier this month, was the highest-qualifying non-playoff driver in fifth.
Martin Truex Jr. was sixth, Chase Elliott seventh, Bubba Wallace eighth, Daniel Hemric ninth, and Justin Haley tenth.
There were no incidents during either round of qualifying and all drivers set a time.
Round 1
Reddick led the Group A drivers in the early-morning qualifying session with a 32.126s lap. Four of the five drivers who advanced were Toyota drivers with the 23XI duo of Reddick and Wallace advancing along with JGR drivers Hamlin and Truex.
Haley was the only Chevrolet driver to advance, representing Spire Motorsports and beating Josh Berry for the final spot by only 0.008s.
Two playoff drivers failed to advance and they were both Team Penske champions. Joey Logano, who won last week and is already locked into the Championship 4, was the lowest-qualifying playoff driver and was 13th in Group A (26th overall).
His teammate Ryan Blaney, who is in a far more precarious points position as he tries to earn back-to-back titles, will start 20th.
In Group B, a Toyota again topped the charts with Bell lapping the track with a 32.268s lap. In a contrast to Group A, Bell was the only Toyota to move on while the remaining four spots were all held by Chevrolets. Stenhouse, Larson, Elliott and a surprise in Hemric all moved forward. The Kaulig Racing driver was the last driver to advance, beating Hendrick Motorsports’ Alex Bowman by 0.039s.
William Byron was far behind his Hendrick teammates with the 2024 Daytona 500 winner qualifying 25th.
Motorsports
Prolific sportscar and Indy 500-winning designer Bob Riley
Few racing car designers have enjoyed such long and distinguished careers as Bob Riley. The American, who has died 93, was both prolific and successful in multiple disciplines over the course of more than 60 years at the drawing board.
Riley-designed cars won the Indianapolis 500, the United States Auto Club Champ Car title multiple times and just about everything worth winning in North American endurance racing. Repeatedly! His designs triumphed at the Daytona 24 Hour no fewer than 13 times.
It will be for those successes in sportscar racing that Riley will be best remembered, not just for the sheer number of races and championships won, but because the cars that accrued them carried his name. Riley & Scott took a trio of wins at Daytona in with the MkIII World Sports Car in the second half of the 1990s, while Daytona Prototypes known simply as Rileys took a further 10 in the US endurance classic during the Daytona Prototype era between 2005 and 2015, including eight on the bounce.
The MkIII open-top prototype and the family of Riley DP coupes – the MkXI, the MKXX and MkXXVI – (both spaceframe chassis designed together with son Bill) were serial championship winners. Drivers of the former took a total of eight titles on the original IMSA trail (subsequently known Professional Sportscar Racing), in the United States Racing Racing Championship, the American Le Mans Series and the Grand American Road Racing Series. The line of DPs took the Grand Am crown nine times.
“Just about everything I drove designed by Bob was incredible,” says Wayne Taylor, who won Daytona with both the MkIII and the MkXI, as well as the IMSA and Grand-Am titles with each car. “With a Riley chassis I knew that I was going to be in a position to win races and championships.
“Bob understood what was required for racing on the rough tracks in North America; he understood that you need mechanical grip. His cars were always easy to drive. That was always the big thing about a Riley.
Wayne Taylor, pictured with his team after winning the 2005 Daytona 24 Hours, enjoyed enormous success in Riley cars
Photo by: F. Peirce Williams / Motorsport Images
“He played a massive role in my career going all the way back to the Intrepid GTP I raced at the start of the 1990s. I have a lot to thank him for.”
Riley’s successes in single-seaters came as a hired hand. He started working for US racing legend AJ Foyt for the 1971 season, designing the Coyote with which his employer took third place at Indy that year. An evolution of the car Riley conceived for ’73 would give Foyt his fourth and final victory at the Brickyard in 1977.
By then, Riley had moved over to work for Pat Patrick. He would design a quartet of Wildcats for him, though not before he’d built the first Indycar to bear his name in ’74. There would be another two R&S designs built for the Indy Racing League between 1997 and 2000. Both marques were race winners in their respective series, as was another Coyote, with full ground-effects, built for Foyt in 1981. It sat on the front row at Indy, too.
Many of Riley’s sportscar designed didn’t carry his monicker, either. The Chevrolet-engined Intrepid RM-1, an IMSA race winner in Taylor’s hands in 1991, was an important car the Riley story: it was the first machine father and son designed together and can be considered the roofed forebear of the MkIII. Then there was the first Cadillac Northstar LMP that flew the flag for the General Motors brand at Le Mans in 2000 and again, in a form modified by others, in 2001.
His Ford Mustang GTP – a front-engined prototype that predated the Panoz LMPs of the late 1990s and early 2000s – was a race winner, too. It won first time out in IMSA in 1983, though never again.
Yet Riley was much more than a designer of prototypes and Indycars. His body of work was immense. A string of titles were claimed by his chassis in the Trans-Am silhouette series: 13 drivers claimed overall titles in the Riley-penned tubeframe racers. GT machinery, tubeframe or otherwise, by his hand won North American sportscar titles with Chrysler’s Dodge brand, Oldsmobile and Mazda.
Formula Ford, Super Vee chassis and a Busch Grand National second-tier NASCAR emerged off the Riley drawing board over the years. There was even a Land Speed Record car built for the salt flats of Bonneville.
Foyt took his fourth Indy 500 win in 1977 with Coyote originally devised by Riley
Photo by: Motorsport Images
Riley started out building cars in which to compete himself. The first was a C-Modified Sports Car Club of America contender built in 1959 that followed on from a pair of Triumphs, a TR2 and then a TR3, purchased during a stint in the US Air Force. The tubeframe machine known as a Lynx was powered by a Chevrolet V8 and, he would relate in his autobiography The Art of Race Car Design published in 2015, had more than a hint of of the Jaguar D-type about it.
He began his engineering career working on the Saturn space programme before moving to Ford, which seconded him to Kar Kraft to work on the project that yielded the US manufacturer four straight Le Mans victories in 1966-69. Suspension design was his focus on the Ford MkII and IV. All the while, he was building more Lynx chassis, Vees and FF1600s, in his spare time.
Riley & Scott was established in 1990 with Briton Mark Scott, a former McLaren mechanic who had moved to the USA with Teddy Mayer’s new CART operation set up on his departure from the F1 team. R&S was briefly part of the Reynard Racing Cars empire from 1999, before ownership quickly returned to the Riley family. Riley Technologies was the new name for the company.
A passion for engineering drove Riley to continue designing racing cars into his dotage. Riley never really stopped working: he worked on a new Trans-Am car this decade. Suspension and aerodynamics were his twin specialities: he was experimenting with ground-effect at the same time as that other great innovator, Lotus boss Colin Chapman, in the mid-1970s.
Bob once remarked to this author when already deep into his 80s that he was only working part time these days. In old age, he pointed out, he wasn’t getting to the workshops until until 9:30.
Riley & Scott company he co-founded with Mark Scott in 1990 helped cement Riley’s name in sportscar racing lore
Photo by: Motorsport Images
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