On Oct. 26 the curtain was raised on the 6th Scottsdale Ferrari Apex Challenge season at Apex Motor Club. If you noticed a bit of dust, that’s the new circuit and clubhouse being built. Arizona’s premier motorsports club soon will be featuring a new …
On Oct. 26 the curtain was raised on the 6th Scottsdale Ferrari Apex Challenge season at Apex Motor Club. If you noticed a bit of dust, that’s the new circuit and clubhouse being built. Arizona’s premier motorsports club soon will be featuring a new multi-configuration circuit that’s expanding from 2.27 miles to an incredible 4.76 miles.
The other dust came from 36 entries across 4 races that all experienced the tightest times and competition since the series launched in 2019. Radical gold and silver groups — all 1340 model SR3s — run together as one and the top 10 qualifiers were separated by a mere 1.8 seconds.
Evan Wolf started seventh overall out of 15 cars and first in the Radical silver class, marking his first career pole position. Unfortunately, a mechanical issue on the opening lap of the race left the up-and-coming Alaskan on the sidelines to witness an equally impressive outcome: a podium sweep by three drivers in their first-ever Radical races. In order, that was Ryan Fisher, Jason Dyer and Niko Kourouglos.
“It was a battle. There’s some really fast drivers out there. I had a lot of confidence in the car going into the race,” said Fisher. “Crown Concepts did a really good job of setting up the car for my driving style, so when the race happened I could focus on the race craft as opposed to thinking about the car and what it is going to do.”
In the Radical gold class, 4-time champion Chris McMurry nipped Seth Bacon by 0.128s in qualifying, who was ahead of Jace Bacon by even smaller 0.088s margin. Jace got by his father on the first lap and the three held position for 20 minutes. On the restart the younger Bacon nipped early at the heels of McMurry, who gradually pulled away for a 1.2s win. Ralph Gilles completed the podium, his second straight dating back to last season.
In the GT race, another newcomer stole the show: Brannan Hankins. Hankins started fourth in the Porsche Cup class. His early lap patience paid off, picking up spots on the small errors of others. Once at the front, Hankin’s clean-air pace — which included the fastest lap — proved too much for his fellow podium finishers Chris Hansen and pole-sitter Ralf Ludwig.
“I think everyone saw that it was a little hairy going two-wide through Turn 12. Once we got clear, I just tried to get into a rhythm and not make any mistakes — forget about your rearview mirrors and just drive,” said Hankins.
Elsewhere in GT, the GT4 race finished with Audi R8-runners Joey and Joe Rainey one and two, just as they started. The Aston Martin of Matt Williams got by Scott Dehlendorf, only to have to give the spot back due to a pass under yellow. Williams would retake the position later, closing the gap to the elder Rainey to 2.2s.
Race day also welcomed, for the first time, the Mazda MX-5 Cup to the main event. The growing field included first-time Miata racers Tayne Griffin and Greg Coury. Coury found a groove late in the race, but it was Jessica Rainey who finished the job she started by taking the pole and leading from the green flag to the checker flag. It was Jessica’s third MX-5 Cup victory at Apex, and the podium was a Rainey family reunion with brothers Joey and Jacob alongside.
Time Attack rounded out the day and Star Sawalqah captured her second win at Apex, this time in the Street Car category.
Round 2 of the Scottsdale Ferrari Apex Challenge series presented by Coffin & Trout is up next on Nov. 16. If you’re interested in becoming an Apex member and racer and getting involved, please email info@apexmotorclub.com.
Here’s a look at the early season standings:
Radical Gold
25 – Chris McMurry
20 – Jace Bacon
16 – Ralph Gilles
13 – Andy Voelkel
11 – Jason Plotke
Radical Silver
25 – Ryan Fisher
20 – Jason Dyer
16 – Nico Kourouglos
13 – Rick Anderson
11 – Carl Frerickson
Porsche Cup
25 – Brannan Hankins
20 – Chris Hanson
16 – Ralf Ludwig
13 – Jordan Darling
GT4
25 – Joey Rainey
20 – Joe Rainey
16 – Matt Williams
13 – Scott Dehlendorf
Dreaming of the ultimate automotive man cave? Take a look at the passion project of Ron Adams. An emphasis on detail and a love for racing in red have been combined to create one of the most intricately detailed garages at Apex Motor Club, which has …
Dreaming of the ultimate automotive man cave? Take a look at the passion project of Ron Adams. An emphasis on detail and a love for racing in red have been combined to create one of the most intricately detailed garages at Apex Motor Club, which has 96 total similarly-sized garage condos.
“The inspiration for the garage comes from a trip in Modena to visit the original Scuderia Ferrari garage that’s now a museum. The garage was perfect. It was a building that was old brick, old world, whitewash walls, clean, immaculate and minimalistic. It was just stunning,” recounts Adams, whose garage has successfully created the persona and craftsmanship so often associated with legendary brand.
For 12 years a successful publisher – including the automotive magazine Via Corsa – Adams’ garage has an authentic Micheal Schumacher F1 nose cone, driving simulator and multiple race cars, two from his Ferrari Challenge racing activities. Adams says that having his race cars in the garage makes it easy to drive year-round. Previously for Adams, and is often the case with racers, their cars reside in remote race team facilities.
In addition, “For years I’ve wanted a man cave, a garage and place to put all my stuff. This is a culmination of decades of racing (in Ferrari Challenge and elsewhere). And an homage to the Scuderia Ferrari. The garage is a place to live, a place to hang out, a place to enjoy everything that I’ve accumulated, everything to share with everybody else,” says Adams.
The garage floor is 1,250 square feet plus a 625 square foot mezzanine, and if needed, Apex members can acquire and connect two side-by-side garages for double the space. The spaces start as shells that include mechanical, plumbing, HVAC, electrical and a half-bath. From there members can customize around their dreams and vision, or the Club can assist in the process. To learn more visit here or message sales@apexmotorclub.com.
The curated air-cooled Porsche experience will celebrate 50 years of the 911 Turbo. Admission tickets are still available at luftgekuhlt.com in addition to access to a number of pre- and post-Luft events As the original Porsche icon, the 911 Turbo …
The curated air-cooled Porsche experience will celebrate 50 years of the 911 Turbo. Admission tickets are still available at luftgekuhlt.com in addition to access to a number of pre- and post-Luft events
As the original Porsche icon, the 911 Turbo has become shorthand for high-performance and cutting edge technology. The cars have graced the bedroom wall of thousands of children around the world who grew up idolizing the signature flared fenders and Whale Tail spoiler. Fifty years later, the 930 model, introduced at the Paris Motor Show on October 3, 1974, not only established the 911 Turbo as a legendary vehicle but inserted its name into the vernacular.
In recognition of the importance of the 911 Turbo and to celebrate its birthday, Luftgekühlt 10 will showcase a number of landmark vehicles, including a collection of original and modified examples in true Luft style within the Universal Studios Backlot.
And in keeping with Luft tradition, the organizers have secured a number of significant racing examples, such as the 930-based Vasek Polak Racing Porsche 934, which claimed the 1976 Trans-Am Championship.
Chassis 0179 will be on display; one of two cars entered that year by the California Porsche dealer. It was driven by George Follmer and Hurley Haywood. Throughout the season, Follmer predominantly raced 0174 until a heavy crash saw him swap to 0179. The 934 dominated the Championship, allowing Follmer to win the title with Haywood in second. The team switched to a 935 for the 1977 season.
Luft 10 attendees will be able to enjoy the 911 Turbo exhibits as well as a plethora of significant air-cooled Porsches. We’ll reveal more featured cars in the weeks to come.
SUPPORTING EVENTS
A full itinerary was recently shared via the Luft newsletter, allowing fans to get their Luft fix in more ways than one. The fun starts on Thursday October 3 with the Luft pre-party at Gunther Werks in Huntington Beach, CA. It runs from 7-11pm and all are welcome.
Don’t party all night because you won’t want to miss the Rise & Shine pre-party at Race Service on Venice Blvd in Los Angeles. It takes place on October 4 from 9am-12pm and there will be plenty of coffee available.
You can then grab lunch before heading over to the Petersen Automotive Museum on Wilshire Blvd in Los Angeles to celebrate 50 years of the 911 Turbo with fellow enthusiasts. Cocktails and gourmet bites will be served but you’ll need tickets to attend, which are available from the Petersen HERE. The event takes place on Friday October 4 from 6-10pm.
Following Luft 10 itself – which takes place on Saturday October 5 at the Universal Studios Backlot in Universal City – enthusiasts can join the Mobil 1 Air-Cooled Caravan on October 6. The rally is celebrating its fourth year with a quintessential Los Angeles rally drive. Registered participants will meet at Hansen Dam Recreation Center at 7am and will end at Porsche Santa Clarita with a Cars & Coffee-style event. Registration info will follow shortly.
Porsche Santa Clarita is also hosting Porsche owners and enthusiasts at its Official After Luft Brunch on October 6 from 9am-12pm. Anybody wishing to join the event should please register at DOsorio@galpin.com.
LUFT 10 TICKETS
Although it’s only been a matter of weeks since tickets went on sale, the Early Access option has already sold out. Vehicle registration also closed once the show car capacity was reached. Fortunately, General Admission tickets are still available (at the time of writing) from luftgekuhlt.com/pages/luft-10. However, we’re duty-bound to remind enthusiasts that the last time we visited the Universal Studios Backlot for Luft 6, tickets sold out quickly and many people were disappointed. Don’t be that person who has to experience the event vicariously through other people’s Instagram accounts!
Quad Lock, the leaders in smartphone and action camera mounting solutions, hosted an adrenaline-fueled karting showdown at the Brignoles Karting circuit in the heart of the French Riviera. The event brought together two of motorsport’s hottest …
Quad Lock, the leaders in smartphone and action camera mounting solutions, hosted an adrenaline-fueled karting showdown at the Brignoles Karting circuit in the heart of the French Riviera. The event brought together two of motorsport’s hottest talents: Formula 1’s rising star and recent race winner Oscar Piastri, and MotoGP rookie sensation Pedro Acosta.
The Quad Lock Young Guns event saw Piastri, a former karting champion with a wealth of experience, take on the role of mentor as he guided Acosta, who was making his karting debut. The challenge for Acosta, who had never driven a kart before, was to adapt quickly and set a competitive lap time in a six-speed 125cc KZ2 shifter kart, a significant departure from his usual MotoGP machinery.
To capture all the action, we utilized action cameras attached to Quad Lock’s newest Action Camera Adaptors on a variety of Quad Lock mounting solutions, allowing the team to get dynamic, close-up footage of the drivers on track. The versatility of the Quad Lock mounts ensured cameras were positioned at the perfect angles to showcase every turn, drift, and overtake, bringing viewers right into the heart of the race.
Hosted by F1 pundit Tom Clarkson, the day began with Piastri and Acosta getting acquainted with both the karts and the Brignoles circuit. Piastri’s expertise and coaching were instrumental in helping Acosta navigate the new challenge, making for an exciting and educational experience for the MotoGP rookie.
“It was incredible to jump into a kart for the first time,” said Acosta. “I’ve always heard how different it is from riding a MotoGP bike, and now I get it. Oscar was a fantastic coach, and it was really great to learn from someone with so much experience. I was really excited to see how quickly I could adapt and push myself. The karting experience was a lot of fun and a nice change of pace from the MotoGP track. I’m definitely hooked now!”
Piastri added, “It was a pleasure to share the track with Pedro. Seeing his enthusiasm and how quickly he adapted to the karting world was impressive. It was a great day of racing and camaraderie, and it’s always fun to switch things up and challenge ourselves in different ways.”
The day concluded with a spirited competition and plenty of laughter, as both drivers demonstrated their skills in a memorable karting experience. Amid the excitement, the question on everyone’s mind was whether Acosta could close in on Piastri’s time. Each lap saw Acosta pushing hard to match or surpass Piastri’s benchmark, adding an intriguing layer to the event.
Once again Quad Lock has brought together top athletes and fans for an unforgettable motorsport event, focused on creating a fun and engaging experience for the community. By supporting events like these, Quad Lock continues to connect fans with the athletes they love, celebrating the shared excitement of motorsport.
Click here to learn more about Quad Lock and its range of products.
It was 12 years ago this past weekend that the RACER 3.0 Era began, as we revealed the first new-look issue featuring the radical Delta Wing IMSA racecar on the cover. This followed the company being reacquired by the founders only a month before. …
It was 12 years ago this past weekend that the RACER 3.0 Era began, as we revealed the first new-look issue featuring the radical Delta Wing IMSA racecar on the cover. This followed the company being reacquired by the founders only a month before. It was a brave reset of the magazine — and the ambitions of our small but mighty RACER team. As fate would have it, this was also on same weekend of the 20th anniversary of RACER’s original debut…
On the evening of April 11, 1992, RACER magazine issue No.1 was revealed to racing’s insiders on the eve of the Long Beach Grand Prix. My friend and media hero, the late Chris Economaki, raised a toast to RACER’s success, and added, “this sport is big enough for both of us” in reference to him being the publisher of National Speed Sport News (now SpeedSport.com). I once had a discussion with Chris about who each of us, actually worked for. It’s you, our audience. You are why we do what we do, and this is something we never forget at RACER, because we’re also fans — just like you.
The launch of RACER fulfilled a long-held shared vision between myself and my friend Jeff Zwart, who is a talented photographer and director, and who would join me in investing in the business. I’m eternally grateful to him for his friendship, talent, wisdom, and commitment. The birth of the RACER dream is covered in Chapter 8 and Chapter 9 of our Forging Ahead video series on The RACER Channel.
Many were skeptical about our survival, but RACER magazine overcame numerous and daunting challenges because many more people believed in us than those who doubted us. It is gratifying to now look back and realize that RACER is still standing while other long-established titles have faded and died.
Call me Captain Obvious, but this is the result of those who chose to subscribe or advertise. A heartfelt ‘thank you’ if you did either, or both! If you haven’t yet done so, please click the links above to join those who believe in RACER — and in racing.
By 1996, RACER was well established and growing rapidly. So was our internal creative agency, that is today known as RACER Studio. We’d landed a deal to publish the CART IndyCar Fan Guide, and we’d been involved in creative projects for the Skip Barber Racing School, ESPN and the action sports fashion brand No Fear.
In truth, no fear was exactly what we’d need to get through the next five years, as the world of motorsports and media began to evolve rapidly. IndyCar was entering a period of painfully destructive division, NASCAR was ascendant, and IMSA in a period of decline. But media was in for an even greater period of disruption as the web 1.0 revolution began.
By this time we’d attracted new investors, led by IMSA racer, team owner and successful businessman Rob Dyson. My longtime friend Skip Barber also invested in our company, as did CART team owner Bruce McCaw, active racers Mark and Brian Simo, who’d founded No Fear, my colleague Bill King and the late Michael Dingman, who was a racer and served on the board of the Ford Motor Company.
RACER was ready, and on the grid early for the race to media’s future. RACER.com launched in May 1997. This was a result of vision and hard work of RACER’s founding publisher Bill Sparks, and our original website editor Bill King.
During that same period, our agency attracted GM, Honda, Penske Motorsports and Porsche as clients. Our business was growing, and so was interest in racing.
Soon we were approached by several leading media companies to acquire our company, but one was particularly persistent, and ultimately successful. UK-based Haymarket media was the publisher of Autosport, F1 Racing, Motorsport, Motorsport News, What Car? and Classic & Sports Car. They pursued the deal for three and a half years and in January 2001, RACER became part of the Haymarket family. I remained with the company, as did all our staff. We soon had new teammates who spoke proper English, and were great fun and full of creativity and passion.
I won’t bore you with the details, but by late 2005, I was restless and wanted to personally evolve, and do something new and different. So I decided to leave the company I founded, and we continued with the agency work that Haymarket’s leadership had kindly allowed me to take forward. I was joined by RACER colleagues Bill Sparks, Celia Shambaugh and Paul Laguette. Our clients included ALMS/IMSA, IndyCar, The Indianapolis Motor Speedway, International Speedway Corporation, iRacing and Swift Engineering,
But what we really wanted to do was move into the world of video creation and online distribution. Bill Sparks developed plan for new business that would eventually be branded as OnCars. In 2008, we formed a partnership with media entrepreneur Jay Penske, along with my friends, TV legends Terry Linger and Conrad Piccirillo, to develop a video-first website produced by their brilliant team at Innovative I. We would create video reviews of exciting cars and develop episodic features about new cars, racing and new technologies. Former racer, automotive designer and performance driver Emile Bouret hosted the shows, and RACER contributor Rick Graves directed all the programming while talented editor Andrew Snider pulled it all together. We Launched OnCars in May 2008, but a global economic storm was brewing just beyond the horizon. We produced hundreds of high-quality reviews and racing-related videos during the next two years, including the 2009 Launch Vehicle series introducing the prototype for the revolutionary Tesla Model S. Now, with 20/24 hindsight, OnCars was just too early to the marketplace, and badly timed in the context of the Great Recession and resultant Carpocalypse. Let’s just say we have unfinished business there…
Regardless, we learned so much, and the experience gained helped us seize the moment to reacquire our company from Haymarket Media in the March 2012. That would have not been possible without the faith and investment of Rob and Chris Dyson. It is also important to acknowledge the wise counsel and hard work of racer and serial entrepreneur Chris McMurry, our Racer Media & Marketing, Inc. advising board member who has been working with us to plan what’s next for the RACER brand in 2024 and beyond.
Everything that’s happened since the RACER 3.0 era began in 2012 has been the result of the brilliance and hard work of my RACER teammates: Editor-In-Chief Laurence Foster; RACER.com Editor Mark Glendenning; Editor-At-Large David Malsher-Lopez; Executive Editor Andrew Crask; Art Director Rob French; RACER Artist-in-Residence Paul Laguette; VP of Operations Sandra Carboni-Alexander; Advertising Director Raelyn Stokes; Advertising Operations Manager Victor Uribe; Global Sales Director John Chambers; partner sales representative Rick Bisbee, circulation and promotions manager Nick Lish; Racer Studio Creative Director George Tamayo; Racer Studio manager Molly Binks; illustrator Riccardo Santos; RACER.com site editors Dominik Wilde and Cody Globig; digital interns Morgan Raynal and Maria Rojas; digital artist Ree Tucker; and digital pre-press manager Miguel Vega.
Kudos to our talented and tenacious correspondents: Marshall Pruett, Chris Medland, Kelly Crandall, Richard S. James, Stephen Kilbey, Michael Lomanato and Dominik Wilde.
Bravo to our awesome photographic team at Lumen Digital, led by Michael Levitt. Our sincere thanks also extend to the team at Motorsport Images.
Most importantly, thank you to our loyal RACER readers and advertisers for going the distance with us as we race onward to RACER’s future in print, digital and video content. Learn more about RACER magazine.
Last, but certainly not least, I also must also thank my understanding family, and the wonderful families of my RACER teammates, for enduring the brutal travel schedules and the commitment of time required to do what we do in a lifestyle that has no rev limiter.
But it’s been worth it. RACER was created to convey the winning can-do culture and brave spirit of racing, and the relentless passion that drives the sport forward in the endless race to the future.
We’re in it, to win it, so onward to what’s next.
Celebrating the RACER 3.0 Era
In this video, we look back at the issues produced by Editor-in-Chief Laurence Foster and the RACER team since the company was reacquired by the founders in the Spring of 2012. We refer to this period as the RACER 3.0 era. Every RACER cover since May 2012 through April 2024 is shown in this video.
The Acura Grand Prix of Long Beach, one of the most iconic events in motorsports, is partnering with Omologato, the renowned watchmaking brand synonymous with precision, innovation, and a deep passion for motorsports As a longstanding pillar in the …
The Acura Grand Prix of Long Beach, one of the most iconic events in motorsports, is partnering with Omologato, the renowned watchmaking brand synonymous with precision, innovation, and a deep passion for motorsports
As a longstanding pillar in the racing community, the Grand Prix of Long Beach has consistently pushed the boundaries of speed, showcasing cutting-edge technology and hosting some of the most riveting races in the history of motorsports. With a rich legacy spanning several decades, the Grand Prix of Long Beach has become a cultural phenomenon, drawing enthusiasts from around the globe to witness the sheer spectacle of speed and precision.
Why the California Dial?
There are an abundance of theories thrown around at action halls and forums as to why this dial was called the “California Dial.” One theory suggests that Californians just loved the mixed numerals on wristwatches in the 1930s and 1940’s and another that California dealers in the 1980s were selling so many watches with this dial variant that the official types inherited the name. The accurate theory as to where this name originally came from comes from James Dowling. Dowling explained that in the 1970’s, when the vintage watch boom started, an LA based dial refinisher, Kirk Rich, created some unique dials with this half design. The dials became so popular that many vintage watch stores in California sent their watches to Rich. Through this link, dealers and collectors started to call the watches the “California dial.”
Using this dial was an easy decision together with the antique finish in Omologato premium Centenaire case, makes this one of the company’s most historic race watches ever.
Six of these individually engraved watches will be presented on the podium at Long Beach in April 2024 to the winners of both IMSA and IndyCar categories.
Arrives April 5, 2024 — just 200 being made. Click here for ordering information
The contributions to motor racing by Gil de Ferran, who passed away Friday at the age of 56, went far beyond being a champion race car driver, as Marshall Pruett’s heartfelt tribute to the Brazilian makes clear. A keen student of motorsport, Gil was …
The contributions to motor racing by Gil de Ferran, who passed away Friday at the age of 56, went far beyond being a champion race car driver, as Marshall Pruett’s heartfelt tribute to the Brazilian makes clear. A keen student of motorsport, Gil was enthusiastic about racing technology and the importance of making it meaningful to the fans. This served him well in the role of Editor-At-Large for RACER magazine, where he offered incisive opinions about the past, present and future of the sport. Here is a sample of the insights he offered in the magazine and at RACER.com that add to his winning legacy:
On racing heroes and life’s lessons
Gil’s column for The Heroes III issue of RACER in 2014 took the form of a letter to his father, explaining how and why his personal heroes have shaped his life and career.
Dear Father,
It seems fitting that I’m writing an open letter to you in this Heroes issue. It took me a great deal of soul searching and several drafts, but I feel the content of what you’re about to read is worth sharing with others who, like us, have a passion for life, cars, racing and all things mechanical. You might question why I’d share such private thoughts, and I can only hope the answer becomes clearer as you read on…
For the Champions issue in 2015, Gil laid out a detailed breakdown of the financial aspects of motorsport, including costs of participation and the art of budgeting, sponsorship, the effect of rules on budgets and other elements that remain just as pertinent today.
Much of the recent debate in racing has focused on costs, sponsorship and the financial issues in our sport. Frankly, a lot of the commentary I’ve seen shows a lack of understanding of how the economics of motorsports really work. So, with no further ado…
Cost & Budget
Let’s begin by characterizing two different costs from taking part in a championship or event, namely cost of participation and cost of being competitive, i.e., winning!
Cost of participation is the minimum cost necessary to enter a competition. Buy your car, consumables, logistics, minimum personnel, driver, etc., and you’re on the grid. However, there’s no guarantee you’ll rise beyond the bottom 10 percent if you don’t take into account the competitive landscape, the budget and capabilities of the guys consistently winning. They set the cost of being competitive.
By the way, this isn’t me saying that, if you have the same (or similar) budget, you’re guaranteed success. You have to take into account how efficient the team is in turning dollars into car speed, and how good the driver is in turning car speed into lap time. But from a planning perspective, it’s useful to understand how much the top dogs are spending. I know that if I’m close on the finances and have a good driver and a capable team, I should be in their vicinity…
In his column for the Great Teams issue in 2014, Gil offered a personal perspective on how race teams can bring out the best, or worst, in the characteristics of the individuals who make them up.
Every good race team I’ve ever come across has had a strong leader. By strong, I don’t mean dictatorial; I mean a person who is visible, communicative, inspiring, and embodies everything the team stands for. This person sets the tone and culture for the whole company and leaves no one in any doubt what the company’s all about, what it’s doing and where it’s going. They live, act and breathe everything the team stands for, making the vision very clear.
Further, at a lower level, other “leaders” carry the same message and behave in the same way as the head honcho. Problems usually occur when there’s a disconnect between these influential people, and the messages start to conflict…
Opposing views on Formula E – Gil de Ferran and Robert Clarke
In addition to his opinions, Gil loved sharing his ideas for how racing should be and how to make it better. In this 2014 feature, he offered a rebuttal to the low opinion formed by ex-Honda Performance Development chief Robert Clarke of Formula E, which had just run its inaugural race.
When you’re putting together something so complex, you have to start somewhere, you know? If you have a car that is overly complex and expensive from Day 1, you may not be able to get the series started. If you make the cars overly simplistic or too slow, you may not create enough appeal.
So it’s unfair to look at one aspect in isolation. If you look at the Formula E chassis and say, “Well that’s not revolutionary at all,” you have to balance that out with the fact that this powertrain is the first of its kind. So would you have gotten so many teams and sponsors involved if the cost had been 10 times what it is, due to the cars also having a completely different type of chassis? That’s why I think the FIA made a good first step…
Click here to read the full Q&A with Clarke and de Ferran.
