Toyota Gazoo Racing Europe race director Rob Leupen is departing the Cologne-based organisation that masterminds the Japanese manufacturer’s World Endurance Championship campaign.

The 60-year-old Dutchman, also managing director of the company, will leave the employ of TGR-E at the end of the year, but has stepped down from his operational role with immediate effect ahead of this weekend’s WEC finale in Bahrain. 

The move is part of what TGR-E is calling a “renewal of its leadership structure”, which started earlier in the year when longtime technical director Pascal Vasselon was replaced by David Floury. 

A short statement from TGR read: “TGR-E began a long-term update of its leadership structure earlier this year: with the end of the calendar year approaching, TGR-E announces the next phase in this ongoing process.

“Rob Leupen will officially depart TGR-E at the end of year, and by mutual agreement he will suspend his operational role with immediate effect. 

“Rob has made an immense contribution to TGR-E and Toyota in motorsport over almost three decades of service and the company places on record its sincere thanks, and wishes him success in the next phase of his life.”

Rob Leupen, Toyota Director Business Operations and Mike Conway

Photo by: Toyota Racing

Leupen joined what is now TGR-E, then known as Toyota Motorsport GmbH, in 1995 in a human resources role and moved up to become general manager and then director of business operations.

He stepped up to become managing director in 2015. 

Toyota has not given details of a revised management structure at Cologne, which also produces the engines for the marque’s World Rally Championship programme and earlier this month announced a technical partnership with the Haas Formula 1 team. 

Masato Hirai is currently president, with former driver Kazuki Nakajima vice-chairman, a position he assumed on his retirement from the cockpit at the end of the 2021 season. 

Kamui Kobayashi dovetails racing in the WEC with the position of team principal of the sportscar team. 

Leupen’s departure, like that of Vasselon, has come as a surprise.

Vasselon had been expected to step down from the technical directorship he had held since 2006 and hand over to Floury at the end of this season, but was relieved of his duties at short notice before the start of the season.

The Frenchman, also 60 when the move happened, moved into a new role as vice-president of TGR strategic motorsport development focussed on its planned hydrogen combustion prototype programme.

MotoGP says it “remains committed” to running its season finale Valencia Grand Prix as scheduled in November, but that its focus is on support after flooding in the Valencia region has destroyed roads and killed over 50 people.

The Ricardo Tormo circuit in Valencia is set to host the traditional MotoGP final round on 15-17 November, plus the post-season test day on 19 November, but that has been thrown into doubt after heavy flooding destroyed access roads around the circuit.

MotoGP officials announced the circuit has not been damaged by the floods and is currently being used as a relief centre, following over 50 deaths and many people still missing.

Torrential weather has hit the Valencia region in the last 24 hours, with a month’s worth of rain falling in the space of eight hours.

Due to the developing situation in Valencia, MotoGP has asked for focus to be on supporting the crisis and those impacted before it makes a final decision over the Valencia GP next month.

“Everyone is aware of the current situation in Valencia caused by the heavy rains and flooding,” a MotoGP statement read.

Fabio Quartararo, Yamaha Factory Racing

Photo by: Gold and Goose / Motorsport Images

“There have sadly been over 50 fatalities in the region and many people are still missing. Our hearts go out to the victims and their loved ones.

“Fortunately there have not been any injuries within the circuit staff but there is extensive damage to the exterior of the facility, specially to the circuit’s access.

“We’ve been informed that the Grand Prix track itself seems to be in good condition although a full evaluation is still ongoing.

“As you will all understand, it would be both insensitive and irresponsible to talk about the event at the current time.

“The focus must continue to be on helping those affected and the circuit is currently being used as a relief centre. As MotoGP we must try to help in anyway possible.

Franco Morbidelli, Yamaha Factory Racing

Photo by: Gold and Goose / Motorsport Images

“Nevertheless, both the local authorities and MotoGP remain committed to holding the event on the scheduled date and will work relentlessly to do so.

“We will follow up with more information when it’s available and will communicate as soon as possible if there are changes to the set-up of the event.”

The Valencia circuit and surrounding area hosted the FIA Motorsport Games last weekend, which was unaffected, and the track is also due to host Formula E pre-season testing between 4-7 November.

Most recently, the 2023 Emilia Romagna Grand Prix was cancelled by Formula 1 organisers after flooding in the area.

New York, October 30, 2024 — Motor1, InsideEVs, and RideApart have launched completely redesigned digital platforms, it was announced today by Travis Okulski, Global Editorial Director, Motorsport Network. These updated sites offer readers and enthusiasts an enhanced, seamless experience for accessing car news, immersive content, and improved functionality. 

The refreshed sites introduce several new features aimed at providing readers with more accessible and engaging content. Editors will now be able to spotlight key topics through “collections,” which highlight featured stories and trending themes. Navigation has been simplified, and story pages now boast a clean, reader-focused design with increased opportunities for user interaction. The new responsive design ensures optimal functionality and display across all devices. 

“This redesign is exactly what our growing community of car enthusiasts, shoppers, adventure seekers, EV adopters, and those curious about the future of mobility have been longing for,” said Okulski. “Our new sites are built with readers in mind, prioritizing a clean, intuitive design that emphasizes our high-quality journalism, cutting through the noise to provide a top-notch experience.” 

Motor1 will introduce a new weekly newsletter, The Rabbit Hole, dedicated to its popular technology and engineering columns. Subscribers will receive fresh content every week, with one story from each newsletter featured on the site the following day.  

InsideEVs will continue to lead in its coverage of sustainable transportation and will launch new podcasts and newsletters early in the new year as well as relaunching the Plugged-In Podcast and the Critical Materials newsletter.  Each of the brand’s pages are designed to have a “home page” feel ensuring readers always have quick access to top stories and important updates. 
 
“For the past year, the team has worked tirelessly to make InsideEVs the leading authority on the high-tech transformation of the automotive industry,” said Patrick George, Editor-in-Chief, InsideEVs. “Our new design aligns perfectly with our mission and the exciting future ahead.” 
 
These redesigned platforms reflect Motorsport Networks’ commitment to delivering an enhanced digital experience, making it easier for enthusiasts and readers to stay informed in the latest developments in the automotive industry. 
 
### 
 
About Motorsport Network: 
With 40 million-plus monthly unique users and an active social media community of more than 15 million followers, Motorsport Network is the world’s largest independent motorsport and automotive media platform. Digital properties include prominent automotive industry brands as well as leading racing properties such as Motorsport, Autosport, Motor1, InsideEVs, RideApart, and GPOne. Motorsport Network partners with brands for industry-defining sponsorships, advertising, and events.  
 
Press Contact: 
Perri Dorset 
perri.dorset@motorsport.com

Sauber has signed former Ferrari Formula 1 head of race strategy and sporting director Ignacio Rueda as part of its latest management changes.

The Spaniard will take over the sporting director role from long-time Sauber head Beat Zehnder, who has been moved into a new position of director of signature programs and operation in 2025.

Zehnder, an ever-present part of Sauber since it joined the F1 grid, will be part of “a supervising function to assure the best possible transition as the team grows into its new structures”, according to a team statement, as the Swiss squad prepares to transform into its Audi guise in 2026.

Rueda, who worked under new Sauber boss Mattia Binotto at Ferrari, held the same role at the Scuderia between 2021-23 before leaving the team. The Spaniard rose through the ranks at both Jordan and Renault/Lotus before joining Ferrari.

Meanwhile, Giampaolo Dall’Ara returns to Sauber having left the team in early 2016, and has been appointed in a newly created role of head of racing engineering. The Italian will oversee the race engineering department at both its Hinwil base and trackside underneath Binotto, in order to “optimise alignment on all car performance-related topics”.

Giampaolo Dall’Ara, head of track engineering, Sauber F1 Team

Dall’Ara joined Sauber in 2000 and became head of engineering at the Swiss squad between 2009-2015, before leaving to work in the DTM and run his own consultancy firm since 2016.

The latest hirings follow a management overhaul at Sauber in the summer, with former Ferrari boss Binotto installed as chief operating and chief technical officer, while both CEO Andreas Seidl and chairman Oliver Hoffmann left the team.

Jonathan Wheatley will also join as new Sauber team principal midway through the 2025 season, having been poached from Red Bull in the summer.

Sauber has also hired Stefan Strahnz from Mercedes for the new position of programme director.

“These leadership changes infuse the team with renewed confidence as they strengthen the organisation as it prepares for future challenges and opportunities, with a bright future as a factory team ahead,” the Sauber statement concluded.

Sauber is currently enduring a nightmare 2024 F1 season, sitting at the bottom of the world constructors’ championship, having failed to score a single point so far this campaign.

The Swiss squad is yet to announce who will drive alongside Nico Hulkenberg from 2025, having missed out on primary target Carlos Sainz who has opted to join Williams instead.

As Lando Norris knuckles down for what is becoming an increasingly intense title fight with Max Verstappen, he is going to have to accept he cannot bring a knife to a gunfight.

Verstappen has left both Norris and Formula 1 in no doubt that he is willing to go to the limit – and even beyond it – when it comes to ensuring he does not let a fourth world title slip through his grasp.

His clinical defensive tactics – making sure he eases off the brakes to get to that apex first – have become more obvious after the spotlight on F1’s Driving Standards Guidelines that erupted in the wake of Austin.

But it was perhaps his aggressive move at Turn 8 in Mexico, where he launched a divebomb that forced Norris to take avoiding action to prevent a collision – that exposed his true mindset.

His obsession with beating Norris seems to come above everything else, because in both Austin (Turn 1) and Mexico (Turn 8), his focus on ensuring that he kept the McLaren in check left an open door for Ferrari to grab results that have helped it leapfrog Red Bull in the constructors’ championship.

As Charles Leclerc cheekily said last weekend, after gaining both times from Norris/Verstappen incidents: “I welcome Max being as aggressive as possible to Lando, because it helps me.”

Verstappen received two 10s penalties for his clashes with Norris in Mexico

Photo by: Sam Bloxham / Motorsport Images

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Verstappen is clear that he is having to drive in this Norris-obsessed way because the pace of the Red Bull car has fallen away – so he cannot hold on simply by being out-and-out faster.

He admitted as much after Mexico: “The problem is that we are too slow, and that’s why I’m being put in those kind of positions.”

Verstappen certainly seemed unmoved by the furore surrounding his antics against Norris. He even suggested to Sky that the only thing he would do differently in repeat circumstances in the future would be to take a drink during his 20-second pit stop.

The attitude of doing whatever it takes to win the title, in a car that he knows is probably not good enough to win races right now, puts Norris in an edgy place – because the Briton recognises the risks for him in being exposed to a rival who is not afraid to squeeze him out. And it is in plotting the best approach to dealing with this situation that does not come easy.

In Mexico, Norris took the stance of staying out of trouble – knowing that he was much better off staying out of harm’s way to fight another day than holding his ground and risking an accident that would effectively kill off his title hopes.

Norris was controversially given a five-second penalty for overtaking Verstappen off-track in Austin

Photo by: Sam Bagnall / Motorsport Images

That has certainly left him open to accusations that it gives Verstappen the psychological upper hand, because Norris has to always play a subservient role and be the one who avoids collisions happening.

But this is the reality of every championship fight in its closing stages; that the points leader always has the upper hand in being the one who has the luxury of being able to take more risks, and not have a massive downside if both cars go out.

Would Michael Schumacher have driven in exactly the same way in Adelaide 1994 or Jerez 1997 if he had gone into those season finales behind in the points? What about Ayrton Senna at Suzuka in 1990? Unlikely.

Norris knows that he cannot escape the reality that he is the hunter, not the hunted.

As he said about Verstappen on race night in Mexico: “He’s in a very powerful position in the championship. He’s a long way ahead. He has nothing to lose.

“People can say it’s the other way around, like he’s got everything to lose and it’s all for me. But it’s not the case.

Verstappen leads Norris in the championship by 47 points with four weekends remaining

Photo by: Simon Galloway / Motorsport Images

“I’m focused on myself. I’m doing my own job, which was a good job today. And I’m happy with all of this and I’m happy with my whole weekend.

“But it’s not my job to control him. He knows how to drive. And I’m sure he knows that today [race day in Mexico] was probably a bit over the limit.”

It is clear that Norris can’t get his elbows out and risk a shunt, but there are two aces he has up his sleeves after Mexico as this fascinating title battle enters its final chapter.

The first is that the new floor McLaren has introduced worked and, in pace terms, the MCL38 still has what it takes to win races.

Even though it was Carlos Sainz who triumphed in Mexico City, had Norris not lost all that time behind Verstappen early on then things could have been very different.

It means that Norris and McLaren know that if they execute race weekends in a perfect manner then the fight takes care of itself – because they should not need to risk getting in a wheel-to-wheel battle with Verstappen. It should put them ahead.

This pace factor was something that McLaren itself told Norris to focus on as he found himself stuck behind Verstappen early on in Mexico.

Team principal Andrea Stella said: “The message we gave to Lando was ‘we have pace, if we can pass him, let’s do it’, because we knew at some stage that we could compete with Ferrari and we were losing time behind Max.

“But obviously, we didn’t need to say…Lando knew very well this overtaking needed to happen in a safe way because for us, we are competing on both fronts – the drivers’ championship and the constructors’ championship.”

There is another source of encouragement for Norris too, in that now he at least has some evidence that the FIA will step in and punish any behaviour that goes too far.

Had we left Mexico with Verstappen getting away with either or both of the clashes with Norris, then there would be tremendous uncertainty about how he should approach the racing from now – and deciding in his head what was and was not allowed in battle.

McLaren leads the constructors’ standings by 29 points ahead of Ferrari

Photo by: Steven Tee / Motorsport Images

Now, with precedent set, there is instead some faith that the regulators will ensure that the playbook is fair.

As Stella added: “Our conversation and our internal reviews have always been very clear – ‘Lando, we like, we approve, we confirm the way you go racing. It is not for you to go there and find justice yourself.

“’You go racing in a fair, sporting way like you do, and then there needs to be a third party, stewarding, which will say whether some manoeuvres are correct or not. Don’t be desperate, you do not have to prove anything, you go racing fair and square.’

“I think it is good to race hard, but it cannot be resolved on track by the two drivers. It needs the third party, it needs the authority, so we are completely happy with the way Lando has gone racing before.

“And any time I have read these type of headlines [about the Norris/Verstappen fight], I always needed to have a conversation with Lando to reassure him: ‘Don’t worry, it will be alright’.”

Additional reporting by Erwin Jaeggi and Alex Kalinauckas

Mercedes has been forced to stop the development of its current Formula 1 car after a recent spate of crashes.

The German manufacturer has endured some costly accidents since the summer – including Andrea Kimi Antonelli‘s practice crash in Monza, plus George Russell‘s offs in Austin qualifying and Mexico practice.

With the repair bill adding up, especially with Russell damaging a chassis last weekend, Mercedes says that cost cap restrictions mean there is no money left to bring any more upgrades.

Speaking about the situation, Wolff said: “In the cost cap landscape, it is a tricky situation.

“These three shunts put us on the back foot, and certainly the one that happened [on Friday in Mexico] was massive. We had to opt for a completely new chassis and that is a tremendous hit in the cost cap.

“We probably have to dial down on what we put on the car. So we’ll be having two upgrade packages in Brazil, two floors, but that’s basically it. There’s nothing else that’s going to come.

“We have certain limitation on parts where we need to be creative how we’re managing them. And certainly there is an impact on how many development parts we can put on the car, because the answer is zero.”

Andrea Kimi Antonelli, Mercedes F1 W15, walks away from his damaged car after a crash in FP1

Photo by: Zak Mauger / Motorsport Images

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Despite the cost cap fears, and the potential for a bigger headache if there are any more crashes, Wolff said no consideration was given to stopping Lewis Hamilton and Russell fighting hard for position in Mexico.

“They are so good and so experienced that we allow the racing,” he explained. “There was not a feeling where I thought it’s getting a bit hairy.

“I think we made the call to George at the end, where it was clear that Lewis was the faster car, to maybe [tell him] that one defence on the straight was a bit of a late move. But I don’t have any doubts in the two.”

Split packages

While Mercedes will have two new floors available in Brazil, with Russell’s repaired Austin version now ready, Wolff thinks the team may still split packages across its cars.

Asked what the plan was, Wolff said: “I’m always open-minded about what the drivers think.

“If I’m certain that George is going to go for the new, Lewis may want to back-to-back the old floor now in Brazil. We will certainly talk with him and see what his preference is.”

Hamilton potentially going back to the old version comes with Mercedes still having doubts about whether the new package has introduced some aero imbalance that is triggering incidents.

Wolff added: “There may be something in the aero update package that causes something that we don’t understand because we had two massive crashes in the same corner in Austin. But then we had a crash on the old car too.

“These cars are so on the knife’s edge that it will be an interesting experiment in Brazil, to see whether there is a high-speed instability or a low-speed factor. I don’t think we can just extrapolate that one is better than the other.”