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Zak Brown drops the biggest hint yet that Fernando Alonso is to leave McLaren as he confirms the team have two seats to fill. It's still unconfirmed if Alonso may be moving to another team, or in fact, moving to IndyCar.
Stoffel Vandoorne also looks likely that he is being shown the exit door after the Belgian fails to find any form in 2018. He has been out-qualified by his team-mate in all races so far this year.
The puzzle doesn't stop here for Brown. He has a young, hungry and eager 18-year-old on his hands. His number one thought is to keep the promising driver in his ranks.
"We want to keep Lando in the family. We're waiting to see ultimately what Fernando wants to because it's also about the package - experience and youth - especially in the situation in where we're building," Brown said in an interview on GrandPrix247.
From that, it sounds like Brown's ideal line-up is Alonso and Norris. He then goes on to speak about Vandoorne.
"We’re not prioritising one over the other. We know our situation with Stoffel and we’re seeing what other opportunities may or may not be available.”
“Reality is that we have two open seats, and it’s our job to get the best driver situation possible and that requires talking to other drivers up and down the pit-lane,” added Brown.
So it sounds as if both are likely to leave the Woking-based team. Which probably makes sense as they look for a full refresh.
But who joins the team? There's interest in Carlos Sainz, Esteban Ocon and obviously Lando Norris.
Don't know why 2 McLaren engineers were in pit lane during yesterday's NASCAR race at The Glen.
Looking at the logo on the shirts, it looks like it says "McLaren Applied Tecnnologies". This part of the McLaren Group does consulting work in all kinds of stuff. They supply the standard ECU to NASCAR.
If there's one guy on the grid who can absolutely take a car up to the next level and beyond it's Alonso. That McLaren has no business being up where it is unless he's driving it. I'd bet there's only 2 other drivers who might be able to get it up there and that's LH and SV, maybe.
Williams is edging towards a closer technical partnership with Mercedes by using its gearbox in 2019.
After back-to-back third-place finishes in the constructors’ championship, Williams slipped to fifth for the past two seasons, and a poor car this year currently has it stranded at the bottom of the standings. Under chief technical officer Paddy Lowe – who used to work for Mercedes – the team has been making a number of personnel changes, and is poised to also purchase more hardware from its power unit supplier.
“Well, we are in discussions about doing that,” Mercedes team principal Toto Wolff said. “They are an engine client of ours. It’s not a huge thing to increase that to a gearbox. Nothing is signed, nothing is done and we need to decide in the next few weeks because the chassis design is at an advanced stage for Williams, so we’ll see how that pans out.”
Such a move could increase the chances of Mercedes reserve driver George Russell driving for Williams in 2019, with a seat potentially opening up if Lance Stroll moves to Force India.
While Lowe says Williams is open to closer ties with Mercedes, he insists the team does not want to move too far away from its current set-up as a constructor.
“Formula 1 is changing,” Lowe told Formula 1.com. “Force India were one of the early ones to abandon the full constructor definition that teams had historically followed of essentially making everything except an engine.
“We’ve seen more and more teams adopting gearboxes from elsewhere. Now we have the Haas model where you adopt everything that is not listed.
“We have our eyes open to all of those possibilities because we owe it to ourselves. You’ve got to move with the times and do the best thing for the performance of the team.
“But having said that, Williams has a strong culture of being an independent, being a constructor, not only in the parts we are responsible for but also we are making them in-house.
“We have a capacity of manufacturing on our own site and we’ve prided ourselves on that. I don’t see us moving drastically away from that. But we remain open.”
Force India has been in administration since the Friday before the Hungarian Grand Prix as parties involved sought to protect it against the threat of a winding-up order over mounting debts.
It was confirmed on Tuesday evening that a consortium, led by Stroll, had been assembled with the assistance of Force India’s chief operations officer Otmar Szafnauer and the team's senior management.
A deal has agreed with the joint administrators, appointed by FRP Advisory, to return the team to solvency.
Stroll’s fellow investors are Canadian entrepreneur Andre Desmarais, Jonathan Dudman of Monaco Sports and Management, fashion business leader John Idol, telecommunications investor John McCaw Jr, financial expert Michael de Picciotto, and Stroll’s business partner Silas Chou.
Force India’s creditors will be paid in full, all 405 jobs at the team have been saved and ongoing funding has been guaranteed.
The new set-up, which signed an exclusivity agreement on Tuesday, takes over ownership of the team from Vijay Mallya and Orange India Holdings Sarl.
“This outcome secures the future of the Force India team in Formula 1 and will allow our team of racers to compete to our full potential,” said Szafnauer.
“I am delighted that we have the support of a consortium of investors who believe in us as a team and who see the considerable business potential that Force India has within F1 now and in the future.
“At Force India, our expertise and commitment has meant that we have always punched above our weight and this new investment ensures that we have a bright future ahead of us.
“I also would like to thank Vijay, the Sahara Group and the Mol family for all of their support and taking the team as far as their circumstances would allow.”
Stroll had been linked with investing in Force India for some time and its need for a new owner presented an opportunity to become more directly involved.
He has been backing Williams through support for his son Lance, who has driven for the British team since making his F1 debut last season.
Several other parties had expressed interest, including two US consortiums and a British firm.
“It is rare that a company can be rescued and returned to a position of solvency,” said joint administrator Geoff Rowley.
“The quality of the various interested parties has been impressive and required careful consideration as the administration has progressed.
“Having followed a robust process, in the end we were left with a highly-credible offer to save the company and restore solvency.
“Funding to support the team will be made available from today, and significantly more will be available once the company emerges from administration which we expect within the next two to three weeks.”
Now that a bid has been accepted the administrator will look to confirm finer details, including finalising the agreement to buy the team and agree elements like the contract to use Mercedes engines transferring to the new company.
The team has owed money to several creditors, notably Mercedes and driver Sergio Perez, who used this to trigger the action that led to Force India being put into administration at the request of senior members of the team.
Asked if it would be good if Schumacher makes it all the way to F1, Carey told the Bild am Sonntag newspaper that he was hoping for such an outcome.
"It would be a great story, of course," Carey said. "Michael Schumacher still plays a unique role in Formula 1 as a world champion, as he is and will remain an icon of our sport.
"But regardless of that, we want to try to make it easier for good young drivers to make the transition. And Mick in Formula 1 would be special, of course.
"It would touch the hearts of many fans in a very unique way," Carey added.
Read this article if you wish to learn the grave nature of Lauda's lung situation before the operation. I was astounded he was in such bad condition since the news sounded so blasé about it.
to "have a leading role, perhaps in a smaller environment".
Although a extremely talented team principal, Horner can be a bit two-faced when it comes to his drivers.
He (and Helmet and Adrian Newey) were very close to Vettel at his time at RB.
Once Vettel's results tapered off in 2014 where Ricciardo outdrove him, Horner made some public comments about why Vettel wasn't doing as well and distanced himself from Vettel.
Newey didn't however and he and Vettel are cordial today in the pits where as Vettel and Horner only acknowledge each other at the track from what I've read.
Similar to what Horner is speculating about Daniel now.
These last few months have been painful for Williams. They had high hopes for their aggressively-designed FW41 chassis, but instead find themselves rooted to the bottom of the constructors’ championship with little hope of escaping before the year is out. How did it get to this? And how can they turn things around? Lawrence Barretto asks Deputy Team Principal Claire Williams and Chief Technical Officer Paddy Lowe…
The sight of two cars starting a Grand Prix from the pit lane is unusual. That the two cars are from the same team is unlikely. But that was the fate handed to Williams on home soil at the British Grand Prix last month. What has gone wrong? This is a team that has won more constructors' championships than any other bar Ferrari in F1 history.
Admittedly, their last came more than 20 years ago. But even as recently as 2015, Williams were a multiple podium contender competing at the sharp end of the midfield and challenging the big teams on their day. They finished third in the constructors’ championship in 2014 and 2015, and fifth in 2016 and 2017. Now they are lucky if they don’t get knocked out in the first segment of qualifying or suffer the ignominy of being lapped during the Grand Prix. The good times feel a lifetime ago.
Claire Williams doesn’t try to sugar-coat the team’s problems. “You don’t go from P5 to P10 without having a number of areas of weakness across your organisation and that’s clearly what we have,” she tells Formula1.com. “We went for quite an aggressive strategy over the winter, we felt we probably needed to if we were going to affect any significant change. That didn’t pan out for us. Then on top of that, we got our aero programme wrong. Sometimes that happens. But it is what it is.
“Over-panicking in situations like this is the worst mistake you can make. It’s a case of sitting down and analysing all the areas of weakness. We’ve been through that process, we’ve uncovered along the way some other areas of weakness. So from that perspective, it’s been a positive exercise for us. It has enabled us to start from zero and move forward from there.”
This isn’t the first time Williams have had their back against the wall. When Williams was appointed Deputy Team Principal in March 2013, she inherited a team that had finished ninth and eighth in the previous two seasons. They went on to finish ninth that year. But that campaign was a write-off. The focus was on the future. A rebuild process, which included Mike O'Driscoll taking on the role of CEO in June, had begun.
They signed a Mercedes engine deal for 2014, which ultimately proved inspired as it was the class-leading power unit at the start of the V6-hybrid era. They recruited an experienced driver in Felipe Massa from Ferrari. They signed a title sponsor in Martini for 2014. The technical department was bolstered, too, with Pat Symonds among others joining. The result was third place in the constructors’ championship.
Williams are now in need of another reset. Only this time, they are taking a different approach. “We’re looking to fix this internally,” says Williams. “People underestimate the kind of time it can take to reset a Formula 1 team. You don’t just swap a few people out. It’s not ever about one person anyway. Trying to rebuild your team internally isn’t a work of moment. If you make rushed decisions, you can make mistakes. We need to make sure we’re properly analysing every area, whether that’s people, resource, structures, processes.
“We’re going through that analysis now and making our decisions off the back of those results. Everything needs to be data driven, so we get it right. It’s not just emotive or visceral reaction to something, because in that circumstance you normally get it wrong. It has to be a slow process, because this is such a big machine that we’re trying to turn around, so you have to go through it methodically. If we do all that, we can turn a corner.”
But can Williams afford to take their time? Martini is leaving at the end of the season and has yet to be replaced, while they will likely take a hit on prize money because of their expected lowly finish in the constructors’ championship. But Williams remains defiant.
“I wouldn’t be smiling if we didn’t have the time,” she says, speaking before the news emerged that Lawrence Stroll, father of Lance, who has supported the team financially, is leading a consortium to buy F1 rivals Force India. “We’re in fine shape financially. Of course we’d always want the money. Engineers spend as much as you give them. But we’re not about to go under, we’re not in a fight for survival.
“We have a good budget. There are lots of losses financially for us next year, but we have other avenues. I’ve grown up in this sport, I’ve grown up in this team where we’ve been in much harder situations than this, when mum and dad have been sat around the dinner table and mum saying ‘what on earth are we going to do next year Frank?’ and dad replying ‘Don’t worry, something will turn up’. I have that approach because something always does.
“I believe we will be fine next year, we already know we do have a healthy budget and that we’ll be okay next year. We’re disappointed Martini is leaving us, but we’ve had five great years for them and we’re grateful for that. It’s the natural end of their partnership with us, it’s nothing to do with performance. We need to work hard to replace it, but there are opportunities out there.”
Williams have fielded an inexperienced driver line-up this season in the form of Stroll and Sergey Sirotkin. Some have suggested they have played a key part in Williams' lack of form in 2018, but Lowe disagrees. "We haven’t given them the equipment this year to fight for points, which is unfortunate but within that, they have stayed disciplined, committed and hardworking," he says. "People have asked if that [the inexperience of the drivers] has been a problem to us. I’d say the car is our main problem. We don’t assign any of that responsibility to the drivers."
And so to the performance of the car, which as Lowe says, is the team's greatest weakness. In a bid to bridge the two-second gap to the front, Williams have unfortunately gone the other way. “What we have done is produce a car where some of those aggressive steps have not worked and on the contrary taken us backwards, not forwards,” admits Lowe. “On top of that, it’s uncovered a range of areas in which we have slipped behind in terms of our capability and process to develop the car. That’s been disappointing.”
The team had hoped to recover by mid-season, but that was ambitious. “We’ve done a lot of very good work, but when you go and look at the numbers, we’ve probably stood still relative to our competitors,” Lowe adds. “We’re not going to give up, but if we’re realistic, the idea of getting back towards the front of the midfield at this stage in this season is maybe not going to happen. So naturally, which happens anyway, a lot more focus moves to the following year.”
The technical structure has been tweaked. Ex-Ferrari man Dirk de Beer left his role as Head of Aerodynamics, having been in situ for a little over a year. It came after Chief Designer Ed Wood left for personal reasons. Chief Engineer Doug McKiernan, with 16 years of experience at McLaren, is now shaping the aerodynamic programme with Lowe remaining at the helm.
“Paddy is our CTO and I back him 100%,” says Williams. “Paddy is a triple world championship-winning Technical Director. He’s inherited a team with some issues and weaknesses and it’s his responsibility to fix these issues as our CTO. Giving someone a short time to do that and expect miracles is naïve. He needs more time to fix these issues. At the end of the day, we’re all relying on Paddy and his team of engineers. It’s those guys who make the car go faster. We need to make sure we give them everything we can resources-wise to do what they can to give us a good race car. I trust Paddy and his team will deliver.”
Processes are being improved, too. For example, the aerodynamicists that were previously based in the windtunnel have been moved across to the other side of the Williams campus and into the main building so they are working alongside the engineering team in an open plan office with Lowe and McKiernan sat in the middle in a bid to improve the collaboration.
“It’s already having a significant impact on that group and how they work together,” says Williams. “It’s a small thing, which you might not think can make a big impact, but it does. We’re working through the structures, processes and communication in an open and honest way. The fix for us is going to come from within our team and everyone working together to fix this and taking pride in their car and in their team. I’m really pleased to see the spirit we have at Williams right now as everyone is on board for this journey.”
The British team take pride in being an independent constructor, but Williams concedes partnering with a manufacturer, as they did with BMW between 2000 and 2005, is something under consideration for the future. “In my early years I thought to myself, we can do this independently,” she says. “Now with Formula 1 where it is, to be a works team would be hugely valuable to us. I don’t think we need that to take us to P4. We can do that by ourselves, but to take us on. It would take us to the next step."
There is also the option of taking parts from another manufacturer. Teams up and down the grid do it to varying degrees. Haas, for example, take everything that isn’t listed plus the engine from Ferrari. It’s proving a success, with the American squad boasting the fourth fastest car this term. Mercedes say they are in talks with Williams about supplying them a gearbox along with the engine.
When asked if Williams would consider adapting their independent model, Lowe says: “We have got our eyes open. You have got to look around. Formula 1 is changing. We’ve seen more and more teams adopting gearboxes from elsewhere. We owe it to ourselves, you’ve got to move with the times and do the best thing for the performance of the team. But having said that, Williams have a strong culture of being independent, being a constructor.”
That’s a pragmatic approach and one which stands Williams in good stead, whatever they do, as they look to rebound once again.
Williams asked Massa to extend his F1 career by one more season so it could field the experienced Brazilian alongside incoming rookie Stroll, and the pair helped the team to fifth in the constructors’ championship.
Massa was then replaced by Sergey Sirotkin for 2018, and Stroll downplayed the benefit of having a veteran driver alongside him the previous season.
Stroll told Motorsport.com that “I don't think I had any guidance from him last year, whatsoever” and said “I don't know why people seem to think there was a coach or a mentor thing going on”.
Massa said it was “better not to comment” at the time but has now responded to Stroll’s remarks, made before the season started, on Brazilian TV show Programa com Bial.
“I did a lot for him, with all humility,” Massa said.
“When I first met him, he was 7 years old, so it was a pleasure for me to be with him, trying to help him.
“He came in with great difficulty to have the speed, to understand an F1 car, to understand how the tyres work, as he was 18 years old.
“I was very close to him, I talked a lot, I tried to help in things that I have never seen a driver [try to help].
“Not even [Massa’s mentor at Ferrari, seven-time champion Michael] Schumacher, who was a master for me, did for me what I tried to do for him.
“So, I was upset [when reading Stroll’s comments] because it was not what I imagined. But there's no problem.”
Stroll and Massa had a small disagreement once the season started, based on Massa’s criticism of Williams picking two well-backed, young drivers.
Massa, now the president of the FIA’s karting division and preparing for his maiden Formula E campaign, reiterated his belief that Williams “took a direction that is not the correct one”.
“He [Stroll] joined the team due to the money he was bringing to the team,” said Massa. “And then I left and they took another driver that is also bringing money to the team.
“They were not trying to get the best driver.”
Stroll graduated to F1 as the reigning European Formula 3 champion and his third-place finish in Azerbaijan last year remains his career-best.
He has scored Williams only points finish this season, an eighth place also earned in Azerbaijan, with the team struggling with its FW41's performance.
Sirotkin, a Formula Renault 3.5 and GP2 race winner, is the only driver yet to score a point in 2018.
The plans of the FIA and Liberty to switch to a simplified power unit format with no MGU-H – outlined as long ago as last October – were dealt a blow when the four existing manufacturers decided recently that they would rather stick with the current hardware, with some changes to improve the show.
They cited cost reasons and the fact that no new entrant has confirmed that it will participate. The 2021 rules were discussed further via a video conference last week, involving the manufacturers, the FIA, and F1.
“The clock is ticking if we want it to have a completely different engine for 2021,” Abiteboul told Motorsport.com.
“Certainly summer break this year would be the red line. I think it’s no secret that two of the main drivers for that change of regulation were a) the possibility of a new entrant and b) the situation at Red Bull.
“Red Bull Racing and Toro Rosso were massively driving the change because it was clear to them that, independently from our situation, they had to think about their own situation.
"So now that a) Red Bull has found a new partner in Honda and b) there do not seem to be new entrants, I think the necessity of radical change to the engine regulation has lowered.”
Abiteboul says all the manufacturers are aligned: “I think we are talking about details right now but I think in general we agree on the target, we agree it is better to keep the existing platform, and we agree that we can make a better job with the existing platform.
“In our opinion, we still accept the fact that we need to improve the power unit for other reasons, mainly for the show, for the race, for the customer teams, for the manufacturers in terms of cost also.
“We accept all of those objectives, and I think, and frankly we praise that, the focus is how we can make change to the existing platform, to make it better, to make it deliver against those targets that we continue to agree.”
Abiteboul is adamant that the MGU-H should stay: “We believe that MGU-H is a good device for F1, which is a sport where you want to be in a position to constantly attack, and if you didn’t have the MGU-H then you’d really have a problem with the sustainability of the power.
"It would be silly to have used the MGU-H for a number of years and actually do the opposite of what the car makers will be doing.
“Maybe we can simplify the way that the MGU-H is working, maybe we can simplify the way that the MGU-K is being used, the way the energy deploys, the way the energy can contribute to the show rather than removing something from the show.
"Maybe there can be some element of standardisation on the way that the energy is managed, that would be good for the race, that would close the gap down a little, and that’s typically the sort of thing that will help with enforceability."
Abiteboul also believes that some changes could be brought in earlier than 2021.
“Those things, frankly, we could do next year, we don’t need to wait until 2021. That’s one of the things I think we should discuss, if we agree on interesting improvement for 2021, maybe we should envisage which of those improvements could be done before that.”
Haas boss Gunther Steiner says his main concern is that the 2021 engines should be available at a reasonable cost to customers.
“I don’t want to tell them what to do, they know what to do,” Steiner told Motorsport.com. “What I would like to have a cost cap on the money we have to pay the engine manufacturer that that is set. And then they can do what they want.
"If they want to make an engine out of gold, then we get it for set price, feel free to do so.
“That is more because we don’t have the expertise to get involved, V6 one turbo or two turbos, MGU-H, as long as we are sure that there is a supply and the cost of the supply is controlled whatever money we can agree on, we are happy.
"We don’t want to get involved with one or two turbo because for me, we don’t produce one.”
Even for an F1 driver, Massa always had an inflated ego. Williams benefited greatly by the Mercedes engine over the last few years, and it probably masked the deficiencies of the car quite a bit. Maybe Massa contibuted somewhat to the positive results, but I doubt that he would have changed much for Williams in 2018.
lans of the FIA and Liberty to switch to a simplified power unit format with no MGU-H – outlined as long ago as last October – were dealt a blow when the four existing manufacturers decided recently that they would rather stick with the current hardware, with some changes to improve the show.
I actually agree with Villeneuve on this one. I alsoalso bel Villeneuve is already banned at Williams because he keeps criticizing Lawrence Stroll.
What is curious is that he has a history of criticizing Stroll. Yet his quote almost implies that he is supportive of the Strolls. Weird.
The reason I'm guessing you don't see Mansell or Villeneuve driving their Williams F1 cars at historical events is their attitude/criticism of the team.
Damon Hill has been a guest of Williams at many events and both parties have put his 1996 sacking behind them.
Originally Posted by F-C
Even for an F1 driver, Massa always had an inflated ego. Williams benefited greatly by the Mercedes engine over the last few years, and it probably masked the deficiencies of the car quite a bit. Maybe Massa contibuted somewhat to the positive results, but I doubt that he would have changed much for Williams in 2018.
+1, although a very talented driver Massa was not the best on car development (that was mostly Schumacher and Kimi) and he tended to overdrive the car (according to Gary Anderson talking to Ferrari people).
I agree his presence would have made little difference. IMO, firing Pat Symonds was Williams most recent mistake. He understood their chassis/aero woes and was able to work with it to get the team up to 3rd place in WCC in 2014/15.
A nice guy and strong engineer, I don't see Patty Lowe making much difference at Williams in his two years returning as technical director there. He went to MB at a incredible opportunity moment in 2013 with MB that built up an amazing engineering staff which has continued on with James Allison (who was fired from Ferrari) as technical director.
Ferrari still haven’t signed Charles Leclerc for the 2019 Formula 1 season. Could this open the door for Red Bull Racing to sign him?
Charles Leclerc, the 20-year-old 2016 GP3 Series champion and 2017 Formula 2 champion who is a member of the Ferrari Driver Academy, in in the midst of his first Formula 1 season driving for Alfa Romeo Sauber following two seasons of test driving for Formula 1 teams. In 2016, he test drove for Scuderia Ferrari and Haas, and last year, he test drove for Ferrari and Sauber.
While Leclerc has only driven in 12 races in his Formula 1 career so far, it was widely believed that he would be the replacement for 2007 Formula 1 champion Kimi Raikkonen at Ferrari next season. In fact, many people believe that this still might happen.
Yet in each of the five races that have been held since it was revealed that Ferrari are ready to sign Leclerc as Raikkonen’s replacement, Raikkonen has finished on the podium. Until this five-race span, he had not finished on the podium in five consecutive races since he did so during his championship season back in 2007, and he is the only driver who has finished on the podium in each of the last five races.
In fact, only one other driver, four-time Formula 1 champion Lewis Hamilton of Mercedes-AMG Petronas Motorsport, has finished on the podium in four of the last five races.
Perhaps Ferrari are no longer “ready” to sign Leclerc over Raikkonen given the recent success that Raikkonen has had while continuing to play a support role to his teammate, four-time Formula 1 champion Sebastian Vettel, Ferrari’s clear number one driver.
Seeing as they haven’t done so, the possibility certainly exists that Ferrari will sign Raikkonen to a one-year deal for the fourth consecutive season, thus keeping him with the team for the sixth consecutive season and ninth season overall.
Plus, if Ferrari do not sign Leclerc, he would likely move to the Ferrari-powered Haas team, likely as Romain Grosjean’s replacement, next season. Haas have been right in the middle of the battle for “best of the rest” this season, so this move would be a nice step up from Sauber for the Monegasque. The odds are slim that he will stay at the Ferrari-powered Sauber team next year if Ferrari do not sign him.
While the possibility of Red Bull Racing signing Leclerc for next season is not as crazy as it seems, it is hard to picture him leaving the Ferrari organization for Red Bull Racing just so he can drive for one of the sport’s top-tier teams for an extra season when he could very well go to a competitive mid-pack team in 2019 and then make the move to Ferrari in 2020.
There were rumors that Alfa Romeo will take over Sauber sooner rather than later. If that's the case, then Alfa-Sauber will become the Ferrari B team. Moving to Haas will be more of a lateral move. So if I were Leclerc, I'd just extend my Ferrari contract, stay at Alfa-Sauber, and wait another year before moving to Ferrari. At 38, how much more time will Kimi really have at Ferrari?
Yeah but in the end, Sauber is still fighting for 2nd last while Haas is fighting for 2nd best of the rest with Renault. Haas has 66 points, Sauber has 18. A move there is not a lateral move at all.
There were rumors that Alfa Romeo will take over Sauber sooner rather than later. If that's the case, then Alfa-Sauber will become the Ferrari B team. Moving to Haas will be more of a lateral move. So if I were Leclerc, I'd just extend my Ferrari contract, stay at Alfa-Sauber, and wait another year before moving to Ferrari. At 38, how much more time will Kimi really have at Ferrari?
I could see Kimi making it to the end of the current regulations so two more years. Vettel could be gone by then and you could maybe be getting Ricci and LeClerc at Ferrari by then.
08-06-2018, 02:01 PM
