He made his BTCC debut at Silverstone in 1991 and has competed in 600+ British Touring Car races, has 60 wins, 16 poles, 49 fastest laps and is a 3-time BTCC Drivers’ Champion and 6-time Independent Drivers’ Champion. He has raced in Australia and Europe and was awarded the Autosport National Driver Of The Year in 2005 and 2011.
What is your favourite circuit?
In the UK Brands Hatch – Been a good hunting ground and is more old school. Overseas either Bathurst or Nordschleife.
Who was your motor racing idol?
Nigel Mansell – He was always a fighter.
Who would you regard as your toughest opponent?
My team mate Flash (Gordon Shedden).
Do you have a pre-race ritual/superstition and if so, what is it?
I have lots, I am annoyingly superstitious.
Is there a race or series you never competed in, but would like/have liked the opportunity?
Not having done Le Mans is a regret, but I ain’t done too badly so I’m not complaining.
What is the best race you have been involved in? For what reason?
Bathurst 1,000km 1998, we almost won it as complete outsiders and underdogs, so it was what we all achieved together.
Personal Racing Number? What is yours and the meaning behind it?
Used to go with 5 as felt it was lucky and Mansell was always red 5, currently I’m 25 because that’s how long I’ve been racing, plus I had a big win years ago running as 25.
What was the best piece of advice given to you in your racing career?
A calm sea does not make a skilled sailor.
Who is the funniest person or your best friend in racing?
Steve Thomas is one of my best mates, his laugh is infectious.
Considering drivers over all-time and series’, if you were a team principal, which two racers would you have in your team if you owned one?
Current drivers, Flash and Tom Onslow-Cole
Touring car fans will be familiar with you commentating on the WTCC, is this an area you would move into in the future and what do you enjoy about it?
It’s ok I enjoy it and the people I do it with.
How did you get into motor racing, what ignited that spark to race?
All I ever wanted to do from a child was race, as soon as I could drive at 17 I bought a motocross bike and trailer as cheapest thing to get into for biggest adrenalin rush, raced that for 4 years then my Dad got me into a car simply to get me away from bikes and went from there.
Who would you say has had the biggest influence on your racing career?
My Dad without doubt.
British Touring is gaining more and more exposure recently (and rightly so) but is there anything you would like to see happen in the media to improve this?
I’d like a two driver race back like in Australia be fun and add another dimension, although that’s not exactly media related.
Outside of racing, how do you relax, what are your hobbies or favourite other sports?
I’m away so much it’s lovely to go home and spend time with the family. But mountain biking, martial arts and training I keep myself pretty busy.
If you could invite 4 famous people (dead or alive) for dinner and drinks, who would they be?
JFK, Elvis, Adolf Hitler and the Queen, just be really interested on each of their takes on life.
Who is your favourite artist or band?
Paul Weller is pretty cool and has some absolute classics all through his career.
And finally…….If you could give advice to anybody (in racing or in life), what would they piece of advice be?
Get a good education and make sure you have a good exit strategy because more don’t make it than do.
This interview took place last year and I would like to thank Matt for taking the time out to answer these questions and wish him the very best for the remainder of the season.
Ryan Vickers has said he “needs to working on beating” the front runners of the National Superstock 600 class and that the only way to do that is to ‘step his game up’ during this weekend at Cadwell Park. Vickers comes off the back of a strong Thruxton, where he finished the closest he has ever come to a win.
“Cadwell Park speaks for itself really, it’s such an iconic track that I think everyone looks forward to attending all year; I know I certainly am!”, began the 18 year old from Thetford.
“Thruxton was a brilliant round for me considering it was a new track and it was the closest I had been to the front at the end of a race, although I didn’t get my best result”, he continued.
“It will be nice to go to a track I know, as the last few rounds have been new tracks which has been awesome but not easy! Hopefully going to a track I know will take a bit of pressure off me and allow me to be more focused on going fast and setting the bike up, rather than learning the course”, said Vickers, currently 9th in the championship in his first year.
“The last race I competed in at Cadwell Park was the end of last season at the CB500 championship finale where I qualified P1 and came 1st in all 4 races! I am really looking to step my game up at Cadwell and start getting right in with the front boys”, said a determined Vickers, whose best result to date is a 5th.
“I have the pace to run with the front guys but now, I just need to work on beating them. Thanks to all my sponsors and supporters that get me there”.
The National Superstock 600 race takes place at 10.45am on Sunday, over 12 laps.
Image courtesy of Gareth Davies, Full Factory Photography
Former British Superbike rider and BSB Radio Commentator Michael Howarth spoke to me earlier in the week, as we discussed all topics of conversation in the world of BSB. Here is what Todmorden’s finest pie maker had to say.
Should Alastair Seeley be allowed to race in Supersport, despite not being allowed to score points?
Personally, I think he should. I don’t think he was the cause of Joe Francis’ crash at Thruxton. Joe would’ve gone for that move had it been anyone else. It just happened to be Alastair so it gave everyone who is dead against him riding, a reason to have a go at him. Alastair is a professional rider who knows what he is doing on a motorcycle and he is out there doing a job, therefore he should be the last rider getting any grief. No one was kicking off about Joe Collier being in the race because he wasn’t up the sharp end of things. Lets be honest, Alastair can’t have a say in the championship can he? Like it or not, in the coming years we are going to see a lot more Moto2 bikes in the field. The target is to have a complete Moto2 championship. My opinion is that you should go out and beat him. If you can’t beat him, then tough. He isn’t taking points off anyone and he isn’t getting in the way because he is just as quick as everyone else.
What do you make of the recent surge in privateer team success?
I think that the decision of the organisers to get rid of the fancy electronics is starting to pay off. The organisers’ intentions are now coming to fruition. There is no “factory” team as such, but there are teams supported by the factory. Some teams may have access to certain parts but it isn’t to say that some teams can’t go and get something made which is very similar. The reason why Yamaha may not be so supportive is because their factory supported team is being a bit shown-up at the moment.
Do you think that McAms Yamaha have under achieved or over achieved in BSB?
I really don’t know. I know James Ellison has had some really bad luck whilst running at the front, and had that bad luck not happened then he would probably be up there. However, James always gets his fair share of bad luck wherever he is so is it that he gets a little bit of head trouble when he gets to a big team? I really don’t know. James has also made his own mistakes, crashing out the lead at Brands Indy being one of them. I’m a great friend of Michael Laverty’s but he’s just not performing either. It’s a complete disaster for them.
Having said all that, Yamaha aren’t doing amazing in WSBK so maybe the information being passed over isn’t right. Overall though, referring back to privateer success, it highlights how good Stuart Higgs is. It highlights how right he was in the technical regulations. I want to see a Superbike look like a Superbike. I don’t want Superstock rules or any of that old bollocks. I want to see a fancy swinging arm, a fancy set of forks and stuff. However, you can do all that but what Stuart has done is made it more affordable.
I think that the format that BMW have adopted – where they make everything affordable and available to the teams – is a format that a lot of manufacturers are going to need to look at. Manufacturers the world-over are going to need to embrace it. It would make WSBK better and more entertaining again, that’s for sure.
What is your top six prediction?
I really don’t know! Shakey will obviously be there, as will Haslam and the way Peter Hickman is riding at the moment, he will probably be there too. However, for the next three places, I don’t have a clue; it is completely wide open. It’s a bit like MotoGP, where so many riders can win a race and the top five are all in with a shout of the title.
Unfortunately, I don’t think Dan Linfoot will be getting in the showdown and I reckon that means that he won’t be getting a ride on the Honda next season. I would well imagine with the efforts that Peter Hickman is putting in and they way he is riding at the moment, Honda would be busting their balls to get him for 2018, as they need someone for the track and for the roads. They tried to get him for 2017 but would only give him a Superstock 1000 ride. They should be pulling out all the stops to get him. BSB isn’t MotoGP though, when everyone is signed up by the halfway point of the year.
Who do you see as some of the brightest talents coming through?
I’d consider Danny Buchan and Taylor Mackenzie as two of them, however, they both seem to struggle without traction control. With traction control on the world stage, they’d be absolutely phenomenal. What Danny Buchan is able to do in the Superstocks is astonishing. He may say that he’s running his bike with little traction control but I don’t buy that for a second. I see Danny Buchan as becoming one of the next British World Champions in Superbike and I feel he’s wasting his time in the UK – not because he’s a bad rider, but because he would really showcase himself phenomenally well in the WSBK paddock. If he proves me wrong next season, if he comes back to BSB then I will be the first person to congratulate him.
Glenn Irwin’s future? A NW200 win but no BSB Showdown must be tricky?
It’s a hard one is that. He is a huge talent and I predicted his success. I’m just not sure that he has performed this season. Even before his injury, I don’t think he’s been where he should’ve been all season. Maybe he’s getting himself too worked up, as we have seen before at Gearlink – I really don’t know. Paul Bird won’t stand for crashes either, as we’ve seen before with Keith Farmer, so maybe that has something to do with Glenn, where he doesn’t want to push in fear of crashing. Whatever happens, he won’t be short of offers for 2018.
Why aren’t you riding in 2017 and is there a plan to come back?
My right leg is a complete and utter bastard! I had a crash last April, meaning I had to have my leg screwed back together with a big rod in it and stubbornly, I decided to come back a little bit too early. I had a big near-crash at Thruxton in turn two and although I didn’t crash, the bike really battered my leg when it came back round on me. The idea was to come back at Cadwell Park and although it was hurting, I didn’t really think anything of it and just pottered around thinking it’ll be alright. The thread of the screws at the top of my leg were 20mm too long, so the thread went on to the ball of my hip but not on the femur. So, the pain I was getting was my bone sliding up and down on the screw. I went to a specialist in Leeds and they did some scans, basically saying my leg is still broken. This was around December last year. The bone at the ball of my hip, because it wasn’t attached, started dying. They mentioned about a false hip but said it’d need replacing after 15 years.
In February this year, I had another operation and the surgeon removed the screws that were already in and put in new ones, which fit like a glove. Then, they drilled into my pelvis and took bone marrow and stem cells from that and injected it into the the dead ball of the hip. I wanted to get back racing this year but the consultants talked me out of it if I’m honest. I’ve realised that this year won’t happen at all as the bone won’t heal at the top of my leg, but hopefully I will be wobbling around on something next year. Then, I’ll probably retire properly and then go on and talk some nonsense with Fred and yourself. I’d rather wobble round at the back of the BSB field than go to Superstock 1000 and finish in the top 20.
The eighth round of the British Superbike Championship takes place at Lincolnshire’s Cadwell Park this weekend, the penultimate round before the Showdown six are locked into place. Josh Brookes and Peter Hickman took their first wins of the season last time out at Thruxton, whilst championship leader Shane Byrne endured a nightmare, with just a fourth place to his name. Leon Haslam is Mr. Cadwell himself, with six wins across three manufacturers but Jason O’Halloran is also one to keep an eye on. Looking to break into the top six this weekend will be Jake Dixon for the Lee Hardy Racing outfit and Christian Iddon for Tyco BMW – both riders seeking to capitalise on the absence of Luke Mossey.
Shane Byrne arrives at Cadwell Park with a healthy, but by no means comfortable, 19 point advantage over Leon Haslam. The five time champion and champion elect for 2017 won at Cadwell Park last season in race one. However, apart from that, Shakey hasn’t particularly gone well at the venue. His only other win came in his first championship year of 2003, some 14 years ago. Ducati as a manufacturer have only won at the circuit twice in ten seasons so the odds are stacked against Byrne and the PBM team this weekend. However, if anyone can beat the odds then it’s Shakey, who has achieved a podium in seven meetings of the fourteen he’s competed in at Cadwell? Will Byrne remain Shakey at Cadwell or play safe in ‘The Park’?
Leon Haslam goes to a circuit he absolutely adores. Six wins, two other podiums and four pole positions set Haslam up perfectly for the weekend ahead. The Pocket Rocket will be hoping to give Pete Extance’s JG Speedfit Bournemouth Kawasaki squad their first win since Oulton Park back in May. Podium points are also very important at this stage of the season and the Kawasaki man is desperate to continue his Thruxton race two form. Haslam wasn’t out of the top six throughout any session at the circuit last year and a repeat performance this year will be exactly what the team ordered. Can Haslam deliver at Cadwell like he so often has in the past?
Having taken a 2nd and a win at Thruxton, Peter Hickman vaulted up the championship pecking order on his Smith’s BMW. Giving Rebecca Smith her first British Superbike victory was something pretty sensational but now, Hickman returns to a circuit where he has gone oh so very well at in the past. His first victory came here back in 2014 and a year later, he finished 2nd in both races. Last season, a 7th and 4th reinforced that Hicky is quick around Cadwell Park, come rain or come shine. Hickman hasn’t just won a race at Thruxton either. The 30-year-old also took an astonishing four race wins at the Ulster Grand Prix, achieving “Man of the Meeting”. Hicky and his Smith’s BMW Team are in the form of their lives right now and I wouldn’t bet against that continuing this weekend. I feel a strong performance is on it’s way. A Hickman win would make it BMW’s first ever at the circuit.
Luke Mossey sits precariously in fourth in the championship, having missed Thruxton after a horrifying crash in free practice. The news gets worse: Luke Mossey will not be riding at Cadwell Park either. The 24-year-old said he would be back for Silverstone but is currently only seven points ahead of Australian pairing Josh Brookes and Jason O’Halloran. Mossey may find himself out of the Showdown positions if Jake Dixon or Christian Iddon score 25 or 27 points respectively. Could Thruxton’s practice spill be more pivotal than we thought?
Josh Brookes took his first win of the year and Tag Racing’s first ever in British Superbikes last time out at Thruxton. The popular Aussie comes to a circuit where he has won at four times previously, although he is known for his spectacular style over The Mountain section. Brookes is seven points behind Mossey, meaning he is all but guaranteed to leap up at least one position. Just 10 points separate him and Peter Hickman, meaning a Josh Brookes double would elevate him to third in the championship, regardless of any other results. Being the top Yamaha in the series is quite an achievement given Rob Winfield’s squad get barely any factory support. However, Josh is only 18 points clear of in-form Jake Dixon so mistakes could be costly this weekend.
Jason O’Halloran is in the exact same predicament as Josh. A double puts him third in the championship no matter what but a crash could be influential in the Honda rider’s top six possibilities. Although having never won a race at Cadwell Park, O’Halloran likes it there and on his first Superbike ride last season, he achieved a 3rd and 2nd. It is also Honda’s home round and that could work two ways. More pressure could lead to mistakes but the expectations of Honda fans may propel their riders to achieve great things and rise to the occasion. Only time will tell.
Currently in 7th place and ready to pounce on Luke Mossey’s vulnerable Showdown position is Jake Dixon, for the RAF Regular and Reserve Kawasaki, run by Lee Hardy. Dixon was 9th and 10th in the races last year but could be one to watch, as he continues to extinguish anyone’s doubts about his form at circuits, based on last year’s results. The popular youngster has been turning heads all season and could continue to do this weekend, especially having won the Supersport event two years ago.
Christian Iddon is a further two points back, with Cadwell Park seemingly not being one of his favourites, having had a double DNF last year which was detrimental in the Tyco BMW team’s absence in the Showdown. Iddon was 9th and 13th on Martin Halsall’s Bennetts Suzuki in 2015. Like Hickman, if Iddon was to win, it’d be the first BMW win ever at the circuit.
Almost certainly out of any Showdown chance is James Ellison, who is next up in 9th. Ellison has won once around Cadwell Park before, back in 2009. If Ellison could do the double at Cadwell, it’d give him half a chance coming into Silverstone but that is a massive “if”. Dan Linfoot is the next rider along in 10th and he equally has little chance of cracking the top six in 2017. Ellison is 66 points back of the Showdown whilst Linfoot is 69 away. Barring injuries and crashes for the front runners, it may already be over.
The average points required to get into the Showdown is 155, however with the likes of Brookes and O’Halloran on 154, 200 points may well be the absolute minimum for 2017. It is one of the toughest seasons yet and it is taking it’s toll on some of the top riders. With five races taking place between now and the confirmation of the top six, anything could happen and whilst some riders may well look out of it for now, we will have a better idea by the end of the weekend.
Image courtesy of Gareth Davies of Full Factory Photography
As the curtain has fallen on season 3 of Formula E, fans have been treated to a masterclass in the emergence of new dominant forces in the form of drivers and manufacturers alike.
The powerhouse Jaguar joined the electric street racing series this year and while they are still in the infancy stages of development, they certainly are showing promise. Audi committed their future to Formula E to great effect as Lucas di Grassi became the third different champion in three years. Porsche and Mercedes have too committed themselves to the series. But what of season 4? What are we to expect from the next series that kicks off in four months time?
Renault e.Dams
Malcolm Griffiths/LAT/Formula E
Renault e.Dams hit the ground running in season 3, picking up four wins in the first five races courtesy of Sébastien Buemi. The reigning champion seemed unstoppable, able to use the superior speed of the car to his advantage. Although Nico Prost did not secure a podium finish this year, he contributed to the team’s success by regularly finishing in the points. This gave the French team the edge over Abt Schaeffler Audi Sport.
Expect a similar dynamic next season as Renault has already confirmed that they are retaining Buemi and Prost. Stability surely will be an advantage. Many manufacturers are rumoured to be changing their line ups and recruiting drivers new to electric racing, but e.Dams are sticking to a formula with proven success in keeping two experienced drivers who know how to handle their cars.
The car is expected to be one of the strongest again next year as development will have occurred throughout the season. Buemi will undoubtedly be hungry to take his title back after losing it in such a dramatic fashion in Montréal. The team will also want to secure their fourth successive team title to cement their dominance in the series. Expect e.Dams to continue to use their successful formula next year.
Audi Sport Abt Schaeffler
Sam Bloxham/LAT/Formula E
A name change beckons for the team that won the Driver’s Championship. Audi are officially taking charge of the German outfit and success is sure to follow them. Abt have had a surprisingly successful season, collecting two race wins and the championship for Lucas di Grassi. The team have made some clever strategic decisions, resulting in success in Hong Kong and Mexico to great effect. The success can only continue into season 4 as Audi comes into the frame as an official partner. The likelihood is that the lineup at the German team will remain unchanged as both drivers have ties to the manufacturers. Di Grassi will want to secure a second successive title and Daniel Abt has proved that he can back up his teammate in order to achieve results. Stability again could be an advantage, certainly within this team as they hand over to their new partner.
Audi have no distractions from other series and will therefore have been able to develop their technology to focus on giving the best car to their drivers. They will want results and having di Grassi as a works driver with proven success will only heighten their expectations. Expect Audi’s increased involvement, coupled with di Grassi’s hunger, to bring them results and the hope of their first Teams’ Championship—a title that has so far eluded the German outfit.
Mahindra Racing
Sam Bloxham/LAT/Formula E
Arguably one of the standout teams this season, Mahindra managed to rip apart the Abt vs e.Dams battle that has been raging for the past two seasons. Nick Heidfeld has certainly delivered results, taking five podium finishes and helping Mahindra towards securing third place in the teams’ standings over DS Virgin.
However, it’s Felix Rosenqvist that has been somewhat of a revelation in season 3. Rosenqvist has shown star potential and that he could certainly be a future champion within the series. He took an impressive win in Berlin and would have repeated the same feat the following day if it wasn’t for an unfortunate penalty.
Mahindra need to retain Rosenqvist and therefore, they need to ensure that their car remains competitive in season 4. They will face stiff competition, certainly as Audi and BMW step up their involvement within their respective teams but they will have pushed development throughout the season. It’s expected that Mahindra will retain both of their drivers. Stability will improve the outfit and both drivers are extremely capable of producing results. Rosenqvist will want to have a chance of the title next year and with the way things are progressing, it would be foolish to write him off as a serious competitor.
DS Virgin Racing
Zak Mauger/LAT/Formula E
Finishing in fourth position, DS Virgin are a team in which their overall position does not showcase the entire picture. The car has been improved massively in season 3. They replaced the ‘pancake’ twin motor that hindered their progress in season 2, replacing it with a single motor and two speed gearbox, similar to Renault’s approach. The development worked in DS Virgin’s favour. Without the added weight, the car became lighter and easier to handle for the drivers. The British team will seek to develop the technology they have mastered further, as they will need to produce a car in season 4 worthy of giving Sam Bird a credible shot at the title.
Bird has been one of the standout stars of season 3, winning both races of the double header in New York. His strong results and his commitment will make the team want to retain the British driver. José María López, on the other hand, entered Formula E as a complete novice, but he has had moments of genius and showed that he can deliver. He can be the competition that Bird needs to elevate himself, shown in their many intra-team fights over the season.
The only problem for DS Virgin is that of their reserve driver, Alex Lynn. The young British driver showed excellent potential in snatching pole away from teammate Bird in his first race. Can DS retain Lynn? He has excellent potential for the future but other teams could have an eye on him. Lynn certainly will not want to spend another season on standby. Although retaining Bird and López would allow for stability, Lynn certainly appears to be a driver to watch in the future and DS Virgin will have a headache over what to do for next season. Despite this, DS Virgin are certain to build on their successes in season 3, poised to be a future challenger for the title.
Techeetah
Andrew Ferraro/LAT/Formula E
The Chinese team have gone from strength to strength this season, finally able to provide a car in which Jean-Éric Vergne could take his first Formula E win. Techeetah are a Renault customer, so expect improvements within the powertrain technology. After ushering Ma Qing Hua and Esteban Gutiérrez through the revolving doors, the team seem to have developed a good team dynamic with Vergne and Stéphane Sarrazin. Both are experienced drivers, who have cut their teeth in the sport since the inaugural season. Vergne has shown that he can deliver results, taking one race win and four second place podiums. It is expected that the Chinese team will retain him, certainly on the basis of his success over the season.
New team recruit Sarrazin has had mixed luck, picking up two podium finishes but suffering from a handful of races in which he did not score any points. There is certainly a question mark over his future in the team. Although he has delivered, he is ageing and would not be considered a long-term prospect. Could Techeetah change their driver line up again next season? It seems a bit absurd to do so. Sarrazin is a seasoned driver, capable of delivering results when needed and he has no prior racing commitments, a factor that could determine other driver’s futures.
The stability of retaining their successful drivers would certainly aid the team in development. However, despite the unstable nature of their line up, Techeetah have produced some good results in season 3. Regardless of what they do, expect to see them duelling with the top cars next year as they continue to develop.
NextEV NIO
FIA Formula E
NextEV NIO have had a relatively quiet season. Nevertheless, they have managed to achieve some success. Oliver Turvey and Nelson Piquet Jr have given the team a healthy supply of points throughout the season. Turvey scored his first pole in Mexico City and Piquet secured pole in the first race, but their progress seems to have been hindered by the same problem that DS Virgin faced in season 2. NextEV operate a heavier twin ‘pancake’ motor set up without a multi-speed gearbox, and the lack of lower and higher gears could have potentially hindered the performance; it’s uncertain if NextEV NIO will continue with this set up into next season or if they will revise the concept.
The car has often let the drivers down, leaving them vulnerable to attack. Turvey has the potential needed to turn the team into a force to be reckoned with if he has the machinery to do it. The NextEV NIO car needs to be competitive next year or they will face losing former champion Piquet. He has not hidden his frustrations with the car’s performance this season. If he is given reassurance that the team will be able to compete with the top runners, he will stay. After his success in season one, he will be hungry to take the title that was once his. Can NextEV retain Piquet, move forward and develop a more competitive car? Only time will tell.
MS Amlin Andretti
Malcolm Griffiths/LAT/Formula E
Andretti have had a mixed season. Some of the settings used in testing were incorrect for the handling of the car and have been unable to be changed due to the regulations. This has shown in their results as their highest finish was 5th place, courtesy of António Félix Da Costa in Hong Kong. They have claimed a few points positions over the course of the season but have suffered from a number of unfortunate accidents and retirements.
Andretti have always appeared to be on the back foot, ever since they reverted back to the specification technology in season two. The development has progressed since then, although there are still teething issues as it is their first full development of their own powertrain. However, things are looking a little brighter for the American team. The giant of BMW has confirmed that it will begin to take over the running of Andretti next year in preparation for the introduction of their own powertrain in season 5.
Improvements should be seen within the technology in the Andretti car from next season. BMW have placed themselves in a prime spot, copying the model that Audi put forward, by developing and testing technologies within these first few seasons before the 250kW regulation comes into play. They have also begun to bring their own staff into the outfit and the driver line up is expected to change to reflect this. Da Costa has had a poor season marred by accidents, but he is a BMW works driver and will be expected to stay in the team.
Robin Frijns’ future is a little more unclear. Although he has achieved better results than his teammate, he has an Audi Blancpain contract and BMW will want more control over who drives for them next season. It is expected that Frijns will leave the team, possibly going elsewhere and Alexander Sims will be brought in as his replacement. Although Sims is a BMW driver, he would be at a disadvantage as he has relatively little Formula E experience. Season 4 could well be a work in progress for the American team and we may not see clear-cut results until season 5 when BMW fully takes over the reins.
Faraday Future Dragon Racing
Zak Mauger/LAT/Formula E
Season 3 was one to forget for the American outfit. After sharing Venturi’s effective powertrain in season 2, they moved to adopt their own in season 3, but the niggles of a new power system were seen in the results of their two experienced drivers Jérôme d’Ambrosio and Loïc Duval. Their cars were simply not competitive enough and they often fell victim to first lap accidents. However, season 3 was somewhat of a teething year for their new technology and they could potentially refine this next year, adopting other teams’ successful approaches.
They do have another advantage in retaining the talented d’Ambrosio for season 4. The Belgian has shown in previous seasons that he is capable of producing results, securing a number of wins and podiums in previous seasons. Although the competitiveness of the machinery he worked with this year has hindered his progress, he showed what he was capable of with a defensive masterclass in Mexico City, able to hold the chasing Vergne off for much of the race despite having lower useable energy.
Duval, on the other hand, seems to have driven his last race for the American team. He has had a torrid season, marred by accidents and retirements and he chose to uphold his DTM commitments over the Formula E race in Paris. His results and attitude could cause owner Jay Penske to look elsewhere for a more committed driver. Dragon are a far cry from the team they were—but if they can develop their technology, they stand a chance of being competitive in season 4.
Venturi
Sam Bloxham/LAT/Formula E
The Monegasque team has had a relatively quiet but unstable season. Their successful powertrain of season 2 was retained but it was the details within the technology that were refined. The older technology, however, caused the team to fall behind the rest of the pack. Many teams had moved on and introduced new technology and concepts to their cars, leaving Venturi behind.
They also suffered a few blows in terms of their driver line up. They lost the experienced Mike Conway before season 3 even started, the British driver choosing to focus on his Toyota WEC commitments. Maro Engel, a familiar face within DTM, was brought in to replace the departing Conway; he has shown some promise but remains inconsistent, still adapting to electric racing. Venturi also lost Stéphane Sarrazin to Techeetah, bringing in rookie Tom Dillmann to take his vacant seat.
Dillmann has so far impressed in season 3, finding his feet before finishing in the points in the last three races. Such instability can have contributed by Venturi’s poor showing this season. Dillmann hasn’t been given enough time to show his potential and Engel too was a novice, both drivers have done a fairly good job, given the machinery they’ve been given. However, if Venturi refine their technology, they may want to cast their eye over the paddock and bring in new drivers who could push their cars to the next level.
Panasonic Jaguar Racing
Malcolm Griffiths/LAT/Formula E
The new boys to Formula E have certainly had a season to remember. They entered season 3 through a more traditional approach—choosing to create their own powertrain and their own technology, rather than partnering with another team. It certainly seems to be a risk that was worth taking. Although suffering from a shaky start, Jaguar have learned fast and applied these revisions to their car, and there is no doubt that this development will continue into season 4.
Mitch Evans and Adam Carroll soon began to use the machinery they had been given to their advantage. Evans was consistent in qualifying and managed to secure Jaguar’s highest position of fourth place at the Mexico City ePrix. He has produced some excellent results despite driving a car still in the early stages of its development. It is expected that he will be retained.
Carroll on the other hand, has not performed as well. However, these teething issues are part and parcel of being a relatively new Formula E team. Carroll is proven as an experienced driver in many other motorsport series’ and his involvement with the team as they work through their infancy could keep him with the team. Stability could a key as Jaguar seek to refine and develop their car into one that shows competitiveness. Placing an inexperienced driver into Carroll’s seat could hinder the remarkable progress that Jaguar have made. No matter what happens with their line up, expect Jaguar to further develop their technology, drawing influence from what other teams have produced over the course of season 3.
Malcolm Griffiths/LAT/Formula E
Season 4 of Formula E will undoubtedly be interesting. The technology within the powertrain will continue to be refined in preparation for the one-car set up in season 5. Manufacturers will push the boundaries, using tried and tested technology and newly refined concepts in order to fight for the honour of the Teams’ Championship.
Mercedes and Porsche could also have a role in the new season, despite not coming in until season 5. They could choose to partner with a team in order to exchange data and technology. Do not expect either team to enter the series unprepared. In season 3, nine rookies entered the series either for a single race or an entire season. They all contributed to making the season an interesting one to watch. The uncertainty over some drivers’ seats for season 4 will again make the prospect of fresh blood entering the electric series a exciting one. Whatever happens, it’s certain that Formula E is here to stay and will continue to grow into the new season.
Ferrari appear to have finally gotten their act together in 2017 after two years of threatening to compete with the dominant Mercedes-Benz team in this current turbo era.
In 2015 Sebastian Vettel took three wins and apparent improvements in testing the following year suggested a challenge was imminent.
However, in 2016 the Scuderia developed an uncanny ability to snatch defeat from the jaws of victory with strategy costing them on at least two occasions.
So when Ferrari began to more than match Mercedes in winter testing, everyone thought “here we go again”.
Vettel’s win in Australia was no flash in the pan. Albert Park, Melbourne, Australia. Sunday 26 March 2017. World Copyright: Zak Mauger/LAT Images ref: Digital Image _56I1907
Everyone was wrong.
Ferrari were outqualified by Mercedes in Australia but Sebastian Vettel remained glued to Lewis Hamilton’s gearbox, and overcut him successfully in the pitstops to send a message to the watching world, with Kimi Raikkonen fourth.
Vettel would take an eventful second place in China as Raikkonen took fifth, before Vettel continued his imperious start with victory in Bahrain as Ferrari’s better race pace told.
While Hamilton struggled in Sochi, Ferrari did not and took their first front-row lockout since 2008. They couldn’t convert that into a win as Valtteri Bottas’ jet-propelled start put at the front, where he stayed despite immense pressure from Vettel.
Hamilton struck back at the Spanish Grand Prix but Vettel was second after eventually being passed by the Brit, while Raikkonen retired at the first corner.
Vettel left the Monaco Grand Prix with a 25-point advantage. Monte Carlo, Monaco. Thursday 25 May 2017. Kimi Raikkonen, Ferrari SF70H. World Copyright: Andy Hone/LAT Images ref: Digital Image _ONZ8912
At Monaco Raikkonen took his first pole position since the 2008 French Grand Prix with Vettel second, Bottas third and Hamilton all the way back in 14th.
The two Ferraris built a gap early in the race but as the tyres began to wear Bottas and the two Red Bulls of Daniel Ricciardo and Max Verstappen reeled them in. Ferrari pitted Raikkonen first, while Vettel stayed out longer, re-joining clear in first place when he eventually did pit. He would hold the lead for the rest of the Grand Prix.
Canada was to that point the team’s worst weekend. After damage sustained on the first lap, Vettel pitted for a front wing while Raikkonen slipped backwards. Electric and brake problems meant Raikkonen had to nurse his car to seventh, while Vettel recovered to fourth place while Hamilton won.
The previously friendly title rivalry then intensified at the Baku City Circuit in one of the most bizarre races in recent memory.
Vettel felt that Hamilton had brake-tested him under Safety Car conditions, and promptly rammed the Brit. He received a ten-second stop/go penalty, which would have seemed a lot harsher had Lewis Hamilton not needed to pit to replace a loose headrest. Vettel would finish fourth, one place ahead of Hamilton.
Vettel would finish second in Austria as Bottas won, while Raikkonen was fifth before a poor weeked in Britain saw both Ferraris suffer from punctures in the final laps. Raikkonen recovered to third while Vettel’s issues were more severe and he could only finish seventh.
The gap between he and Hamilton was just one point, while Bottas was only 23 points back.
It was the perfect riposte from Ferrari in Hungary as Vettel and Raikkonen finished first and second. Vettel battled with steering issues and Raikkonen dutifully played the team game and acted as rear gunner in the face of a Mercedes advance.
Vettel said after the race that he owed the Finn a favour. This is a chance for the team to end nine years of silverware drought.
If Ferrari keep up their pace and finally deliver on three years’ worth of promise for the rest of the season, he might owe Raikkonen plenty when the year is out.
The World Rally Championship heads to Germany as we enter round ten of one of the most exciting seasons in years.
Title protagonists Sebastian Ogier and Thierry Neuville are level on 160 points heading into Germany, a happy hunting ground for both drivers. Neuville took his maiden WRC win here in 2014, while Ogier has won here three times, including the last two years.
The German round of the championship always provides a stern test for the teams. Regarded as three rallies in one, Rallye Deutschland is renowned for its twisty vineyard stages, countryside routes and the dangerous military complex. Held mainly on asphalt, Rallye Deutschland is not one to be missed.
M-Sport will be hoping Ogier can help them deliver their first ever win here, the only rally on the calendar the famous team have never conquered. Team boss Malcolm Wilson said: “Rallye Deutschland hasn’t been so kind to us in the past. It’s the only event that we are yet to win, but this year we have our best chance of putting that right.
“We feel that we have a good package for Tarmac and we have been building on that during our pre-event testing.“The competition will be extremely strong and I expect a hard-fought battle. The great thing about this year’s championship is that it’s anybody’s game – but we aim to be in the fight and hope to come out on top,” Wilson added.
Reigning champion Ogier said: “Every year I look forward to Rallye Deutschland, and this year’s event will be really exciting with the championship battle so close. Naturally, we aim to deliver our best and get our championship defence back on track.”
2016 FIA World Rally Championship / Round 09, Rallye Deutschland 2016 / August 18-21, 2016 // Worldwide Copyright: Hyundai Motorsport
Hyundai consider this their home event, with their base in Alzenau just two hours away from the service park. Title challenger Neuville said: “Germany is usually a really good event for us, as a crew and as a team. We have great experience and memories from there, particularly from our first WRC win in 2014 with Hyundai Motorsport.
“Heading into this year’s edition leading the Championship is something new, but I am really looking forward to opening the road. Hopefully, we can enjoy another strong performance, and try to increase our lead in the classification. It won’t be easy, but we know we can be fighting at the front.”
One team who know how to win the Rallye Deutschland is Citroën. The French manufacturer have 12 wins here, with Sebastian Loeb winning the first of those in 2002, Germany’s first WRC rally. Loeb participated in one of the team’s most incentive testing sessions yet. He and Daniel Elena ran on the final day following work from the three works drivers.
Team principal Yves Matton said: Everything appears to be following on consistently after the Tour de Corse, where we showed how competitive the C3 WRC is on tarmac. As has often been the case this season, the race is bound to be very tight. We aim to be among the frontrunners but it’s difficult to make any predictions, especially as the weather is likely to significantly influence the way that the race plays out.”
FIA WORLD RALLY CHAMPIONSHIP 2017 -WRC Tour de Corse (FRA) – WRC 06/04/2017 to 09/04/2017 – PHOTO : @World
Toyota will want to continue their impressive debut season and after a win last time out in Finland, the likes of Latvala, Hanninen and Lappi will be keen for more success.
The World Superbike paddock gets back underway this weekend as the circus heads to the Lausitzring in Germany to begin the second leg of their 13 round season. This season more than any other and the direction the World Superbike series has gone down, has come under plenty of scrutiny from people who follow it closely.
Looking at it from a fans point of view, you can see why people aren’t forking out the cash to go and see the racing. Having only two manufacturers at the front without any real threat from Aprilia, Yamaha, MV Agusta, Honda and BMW week in, week out, gets slightly repetitive and dare I say, boring.
I will never fall out of love with motorcycle racing, real racing fans will, I’m sure, agree with me on that. But, in the grand scheme of things, something has to change to allow the other manufacturers to be competitive on the world stage of production motorcycle racing.
This is nothing against the likes of Jonathan Rea, Chaz Davies and Tom Sykes. It’s amazing to have three genuine world class British riders fighting it out at the front every race weekend, we couldn’t ask for anymore as British racing fans. In my opinion, they could all be competitive in MotoGP, given they were on the right equipment at the right time.
The same can be said for several other World Superbike riders. Pata Yamaha teammates Alex Lowes and Michael Van Der Mark could win races if their package could compete with Kawasaki and Ducati.
Stefan Bradl is a former Moto2 World Champion, yet struggling to get into the top 10 at each round. Through no fault of his own, the new Honda Fireblade simply hasn’t been able to be fast on the world stage. Their decision to go with Cosworth engines may prove to be a direction they’ll regret taking.
Eugene Laverty is a World Superbike race winner and has also proven he can be quick on an unfavourable Ducati GP14 MotoGP bike. Maybe it will take a year for the Irishman to understand a Superbike again, having been away on MotoGP duty since 2014.
Leon Camier has been hugely impressive on the MV Agusta, a former British Superbike champion who should be expecting to fight for victories week in week out with the talent he has. However, the MV itself is based on an old model bike and the results Leon is delivering for the team are incredible considering the age of the motorcycle.
The list could go on. My point here is, imagine all of these boys mixing it with Rea, Davies, Sykes and Melandri at the front every weekend. THAT would be worth its weight in gold for every motorcycle racing fan. Yes, for other countries it may get slightly boring seeing the Union Jack every weekend but real fans would watch the close racing regardless.
We only have to look at the competitiveness of British Superbikes to see what a level playing field can do. The popularity of the series is sky high and the racing it provides from virtually every manufacturer on the grid only enhances that. Stuart Higgs has got the balance absolutely right with privateer teams having just as much chance of success as the more factory backed outfits.
Lets travel back to the ‘Golden Age’ of World Superbikes. King Carl had 90,000 British fans flocking to Donington and over 120,000 to Brands Hatch each year and until his accident at Phillip Island, he was undoubtedly the man to beat. Not just on track but off track as well, his confidence bordering-on-arrogance persona was marmite but everyone ended up embracing him.
After Foggy’s retirement, the paddock was still treated to unbelievably close racing between every manufacturer in the paddock. In 2000, Colin Edwards and Noriyuki Haga went head-to-head whereas Neil Hodgson, Chris Walker and John Reynolds all created goose-bump moments with their fantastic wildcard performances. A year later, Edwards and Troy Bayliss went at it with Bayliss pipping the American, but through Ruben Xaus, Regis Laconi and Tadayuki Okada in the mix and you’ve got yourself a stacked field of closing racing, not to mention the annual trip to Sugo for the Japanese round – Tamada, Kitagawaw, Serizawa, Ryo and Takeda, the list goes on.
We all remember Edwards and Bayliss fight it out at Imola in 2002, one of the greatest battles I’ve ever seen on a race track in any series. Steve Parrish seemingly agreeing, it was one of the best races he ever commentated on. But when will these glory days come again? When will we see another vintage year of Superbike racing that captivates us all once more?
With F1 2017, Codemasters will publish their 8th official F1 game. We will show you why the game is a must have for every F1 fan, and for everyone who is in love with racing games. With the NDA of the closed beta ending on Tuesday, you will get also my very own opinion and review as a long term F1 player.
The 25th of August in this year is not only the day when the F1 World Championship’s summer break ends with free practice at the Belgian GP, and Sebastian Vettel and Lewis Hamilton continue their fight for the title—it’s the day when Codemasters publish their new F1 game. Ladies and gentlemen, start your engines!
New features:
Career Mode: Realistic engine rules:
The Career Mode in the F1 games reached a new level on last year’s game, when Codemasters finally introduced a real atmosphere with a paddock, your own starting number, a career mode that lasts 10 seasons and the all-new feature to improve the team’s car with updates on different areas, that helps you to catch up with your rivals.
But in this year’s game, the whole thing is reaching another level again. Like you see in the trailer above Codemasters didn’t only improve the R&D system massively, they also implemented F1’s restriction on engine parts.
Like in real life you have to manage your whole power unit package now. Not only the ICE (internal combustion engine), but also the many other parts of the complex current V6-hybrid engines. And on top of that, also your gearbox which you are only able to change every six races without a penalty.
That means that you are not able to push your car to hell on every weekend of the season like last year—especially when you sitting in a McLaren-Honda or other less reliable cars, you have to look after the car as in real life or get hurt by an engine penalty.
Massive R&D system:
As mentioned in the beginning of the article and also seen on the video trailer above, the R&D system is now way more complex. The players are now able to improve very specific parts of the car and, as British Youtuber “aarava” called in one of his videos, there is a whole “tree” of improvements of the car now.
And also here the player have to decide what section of the car should be improved. This section could be again be payed with Resource points, that the player is earning with the practice sessions, that are more intense in this year’s game than last year.
Like in real and like in F1 2016 each car has his very own specific strengths and weaknesses. To the last year’s sections of engine, chassis and more comes the point of reliability. Yes, in F1 2017 there are finally real car issues, like an engine failure or as mentioned before failures of the engine parts. A big plus for every fan that loves the details of the sport!
Classic Cars:
If you don’t live under a rock, you probably already know that Codemasters is bringing the Classic Cars back into the new game. The first—and also last—time we saw this was in F1 2013. Now there are not only more Classic Cars—they will also be implemented into the career mode.
But first let’s see what kind of cars are in there:
Ferrari:
1995 Ferrari 412 T2
2002 Ferrari F2002
2004 Ferrari F2004
2007 Ferrari F2007
Well then, how will the classic cars work in career mode?
Simple. According to Creative Director Lee Mather there is a rich guy called “Jonathan” who owns some classic cars and during the career mode he runs certain events: letting the player jump in a faster modern Renault R26, for example, and with that the player has to catch slower cars that start the race before you.
But next to the career mode there are also some special game modes with the classic cars and the player is able to use them in time trial for example.
A little mention here, like you saw maybe in the video from McLaren’s Lando Norris above: with the 1988 McLaren MP4/4, which is only available in the limited edition of the game, you are able to use a h-gearshift next to your wheel, like the car had in real life back in this time. A very cool feature, we think!
Beta Review – my very own opinion:
Thankfully as a longtime F1 player and the head of the biggest German F1 league I was invited for the second time for Codemasters Beta this year, after they started their beta programme one year ago with F1 2016.
The beta took part in different phases, each phase with different game modes or improving things from the last phase.
The Driving:
This year showed a massive change of aerodynamic regulations in F1. The cars are wider, the tyres are much bigger and the times are faster than in every F1 year before. Most of the real drivers are saying currently that the 2017 cars are much more fun and much more difficult to drive.
And you will feel this immediately in the game, no matter if you play with a wheel or a control pad. The cars are much faster in the corners and you will be able to push the car to every section of the circuit, especially with the wheel. Like in reality the tyre wear is much less than in the previous years, so you can push more, but:
Managing of the car:
As mentioned above with the reliability, you also have to manage the car with the fuel like in real life. Fuel saving is much more important in this year’s game and you will probably not finish a race if you drive with the “Standard Fuel Mix” for the whole time. So you need to drive some slow laps now, using Fuel Mix 1 or just lift and coast. Some races will definitely be decided by that factor.
Graphics:
I played the game only on the Xbox version, but i have to admit that the graphics, especially of the cars, seems to be much better. Everything looks more realistic and the colour schemes are just insane. But have a look at your own in Codemasters’ gameplay videos.
Classic Cars:
In the beta you were able to test some classic cars in the first weeks. To be honest I didn’t play too long with those cars, but the lovely V10 sound of the Ferrari F2002 I enjoyed that for hours, and I don’t talk trash: compare it to a real onboard and you could not hear a difference between that and the game. Definitely a really sweet part of the game, that you will enjoy!
Racing against AI:
The AI is just awesome in F1 2017. Simple to say. Sure in the beta there were some strange moments here and there, which is pretty normal for a beta. But the racing against the AI in my opinion was no doubt as good as in any other game before. I had some fights with them which I normally only get when I play against my league colleagues. They are fighting back, racing against you in the corners and with the new “AI slider” you are finally able to decide for your own how strong the AI should be and this worked perfect for me.
With the new manual pitlimiter and manual exit of the pitbox there are also new driving assists that makes the game more realistic.
Multiplayer:
For me as a league driver, the multiplayer online mode is probably the most important point in the F1 games. Any long term player will know that Codemasters had some real issues in the last games. With F1 2016 they had done already a big step.
But with F1 2017 there will definitely be more happy faces for every league driver—especially as Codemasters gave every beta tester the opportunity to test the first multiplayer beta for some weeks. And with that, I’m also able to tell you something about that:
First of all the wheel to wheel racing and when both cars touches each other: While on some games in the last years there were horrible strange situations, taking the other player with a little touch on the sidepod 500 metres into the wall, there is now a really real responsibility of the cars. You can now really race against your friends or against your rivals in the league without have any thoughts about things like mentioned above. Also Codemasters fixed many glitches from last year game, that makes the online feeling more enjoyable.
Mention for all Xbox players: the game finally has the session list from previous games back and the hopper system from the last two games are away.
F1 2017 – A must have?
For me as an F1-Fan, a league driver who is going into his seventh season, and a lover of racing games since my childhood—definitely yes! But for a casual gamer, a normal F1 fan?
I would say: yes! Because this year’s game is not only an improved version of the very good F1 2016, it has so many more features and the cars are just a lot more fun to drive. Also, there are so many things that are like in reality now, for example you see the new intros of the races in the gameplay above which is exactly the one that F1 fans know from the TV broadcast of the real race weekends, the new whole story about the engine party and managing of the car—details that makes the game much more realistic.
In my opinion F1 2017 will be the best F1 game yet and everyone who was in love with F1 2016, will like F1 2017 much more!
F1 2017 will be released on August 25th on PC, Playstation 4 and Xbox One.
There aren’t many people that I absolutely idolise in bike racing. Valentino Rossi, Carl Fogarty, John McGuinness and maybe Troy Bayliss but above all of them, Ian Hutchinson. The ‘Bingley Bullet’ nearly lost his leg numerous times and undertook every risk possible to make-sure he would be able to ride again. When I got the chance to interview this superhuman, I was delighted. So here it is, an exclusive with the 14-time TT winner himself.
Can we expect an Ian Hutchinson championship win this year?
Yeah, I’m here to try and win races and we are doing a good job. We did a good job last year; last year I wasn’t really in the championship to try and win it so it was a surprise to be where I was. We need to put a bit more effort into being in the championship and to be in a position to win it this year. Unfortunately, we will have to miss a race for the TT but it’s a longer championship this year so hopefully I will gain back the points that I lose.
Do you like the new Superstock 1000 race format?
I think it could’ve been done a bit differently. We wanted more track time across the weekend and it’s something new, if back-to-back races brings in more interest in the Superstock class for the public then it’s a good thing. Either way we are getting more track time so it’s all good.
We’ve seen a lot of riders struggle on the BMW, but you seem to ride it effortlessly – how is that?
Well, I haven’t been on the bike in the Superbike class so that’s completely different but in the Superstock class it’s a fantastic bike and that has been proven by many riders. There’s definitely more challenge this year from Kawasaki and Suzuki, so we are having to work harder trying to improve the bike. On the roads it has a little bit of edge with regards to speed. Every now and then a bike seems to come along and work better in road racing and the BMW is in that position at the moment. I don’t really know what that one thing is because it doesn’t feel anything special compared to other bikes. The BMW has an easier throttle connection and control of power is definitely easier. All bikes are a bit of a handful around the TT with 200BHP so ‘easy’ might not be the word to use there but the power distribution is pretty good.
How do you adapt from Roads to Short Circuits?
My riding style in short circuits is smooth so I don’t make mistakes, so when I go to the roads then I can ride exactly the same as I do on the short circuits. Some short circuit riders are far more committed on short circuits so they might have to change a style whereas I’ve always been able to transfer and do both.
How do you physically prepare for Roads and Short Circuits?
The balance for me is that wherever and whenever you fall off you can get hurt and I don’t want to get hurt. I barely do anything special; I ride trials bike and I do a bit of motocross. I do stuff for fun really, not so much actual training.
How did you get engaged in bike racing?
Just through passing my test at 17. I did some trials riding when I was 15 and 16 and then got into road bikes, and then into racing.
After your crash at Silverstone 2010, did you ever consider your career over?
Yes, definitely. I worked hard to comeback and I had the doubts it would not happen. After 30 operations on your leg and the potential of losing your leg numerous times, then you have to think that it might be over. I just enjoyed winning so much before it and wanted that feeling back. Thats all I race for is that feeling of winning and I don’t like any other positions so that drove me on to be back where I wanted to be.
How are the Tyco team to work in?
They’re great to work with. I dont tend to want for many things but if I do want something they get in straight away. Everything seems to work very smoothly. They’ve been doing the roads and the British championship for a long time now, so they know what needs doing. The team doesn’t get flustered and it is a tiring job doing all the rounds in BSB and the roads. Obviously they do still get tired but they don’t seem to get down about it and if you’re getting the results then that helps as well.
Do you like a rivalry with someone in the class?
It’s all about racing and this year I’ve got Richard Cooper and Danny Buchan in the championship, both ex Superbike winners and podium finishers and both being Superstock champions. It makes it better for me to be beating people of that calibre; it isn’t like I’m just winning a support race, you’re beating people who were podium finishers in BSB last season.
Can we expect more fireworks between you and Michael Dunlop at the TT this year?
The rivalry is between first and second in any race wherever you go. I’m out there to win races and we need to concentrate on what we need to do and what we need to win.
When do you see yourself retiring? We see riders such as Michael Rutter who are in their 40s, will you get to that age?
I never think about it. It could have all come to an end seven years ago when my leg got squashed. I will just take each year as it comes; if I’m competitive and I’m having fun then I will carry on but if I was finishing 15th then I wouldn’t be doing this championship. So I just take each as it comes and if I’m enjoying it, I’ll continue.
Thank you to Gareth Davies of Full Factory Media and Photography for the image. For prints and canvasses, you can contact him here.
Ryan Vickers has said he “needs to working on beating” the front runners of the National Superstock 600 class and that the only way to do that is to ‘step his game up’ during this weekend at Cadwell Park. Vickers comes off the back of a strong Thruxton, where he finished the closest he has ever come to a win.
Former British Superbike rider and BSB Radio Commentator Michael Howarth spoke to me earlier in the week, as we discussed all topics of conversation in the world of BSB. Here is what Todmorden’s finest pie maker had to say.
The eighth round of the British Superbike Championship takes place at Lincolnshire’s Cadwell Park this weekend, the penultimate round before the Showdown six are locked into place. Josh Brookes and Peter Hickman took their first wins of the season last time out at Thruxton, whilst championship leader Shane Byrne endured a nightmare, with just a fourth place to his name. Leon Haslam is Mr. Cadwell himself, with six wins across three manufacturers but Jason O’Halloran is also one to keep an eye on. Looking to break into the top six this weekend will be Jake Dixon for the Lee Hardy Racing outfit and Christian Iddon for Tyco BMW – both riders seeking to capitalise on the absence of Luke Mossey.
The World Superbike paddock gets back underway this weekend as the circus heads to the Lausitzring in Germany to begin the second leg of their 13 round season. This season more than any other and the direction the World Superbike series has gone down, has come under plenty of scrutiny from people who follow it closely.
