#fia european truck racing championship

[mecachrome]

pre-mclaren oscar piastri primer (ft. maxf, landoscar)

0. introduction

for a few months now i've been wanting to make both an oscar primer and a timeline of pre-mclaren landoscar moments, but i couldn't figure out which one to prioritize… then after some deliberation i finally realized i could just combine the two things together! so. here is an oscar-centric timeline that is mainly about his racing background, moving to the uk, and how he became acquainted with other members of the rfm pack—aka lando, maxf, and logan. i don't know whether any of this information is useful or even vaguely interesting, but i mostly just wrote it for myself and thought i'd share what i had in case anyone else wanted to check it out. please feel free to comment or shoot me an ask if anything here is egregiously incorrect; i've checked and linked as many sources as i could but it's of course possible that some errors remain :)

1. background, rc racing, early karting days (2007-2015)

oscar piastri was born on april 6, 2001 in brighton east, a suburb of melbourne not far from albert park circuit, as the son of chris and nicole and to-be oldest brother to 3 younger sisters. a love for all things automotive ran deep in the piastri family: both of his grandfathers were mechanics and his father had also co-founded his own vehicle diagnostics software company, hp tuners, aka oscar's sponsor throughout his racing career. thanks to his father's business, oscar's family was objectively well-off and managed to contribute a fairly substantial amount of support toward his junior career, but they also weren't swimming in cash by multi-millionaire motorsport standards either.

(L-R) edie, mae, hattie, and oscar, from nicole's twitter — each sibling is ~2 years apart (source)

while most drivers on the current grid were introduced to motorsport through go-karting, usually at or before the age of 7, oscar's path to single-seaters differed slightly. he first developed an interest in racing via remote-controlled cars at the age of 6, when his father brought him a monster truck as a souvenir back from a business trip in america. oscar began racing them that same year, eventually moving to safer electric track vehicles and even winning the second class of the national titles in 2010, at the age of 9. he was so small then that he often needed to stand on a milk crate to see the cars on track, and the next-youngest competitor at the time was twice his age. (source)

oscar on the podium at age 8 (nov 16, 2009)

oscar with his father chris, who often competed alongside him in a separate class (dec 21, 2010)

by 2011, oscar and his father were seriously considering his potential of pursuing rc racing as a viable career path, but things changed when he was introduced to karting via a friend's daughter in the rc community and his aspirations slowly shifted toward racing from inside a car. oscar was an unsurprisingly sporty and competitive child growing up; he'd played some cricket and aussie rules football and knew that all he wanted to do was race professionally, full-stop, at the time thinking along the lines of australian racing categories like v8 supercars. he was still competing in remote car racing as late as 2013, but he began karting seriously within australia in 2014, placing respectably in the junior categories of several regional karting series against relatively senior and more-experienced racers, and even going to france for a one-off event where he finished on the podium of the iame international junior x30 final. this outing affirmed his potential to his father and motivated the two of them to split time between australia and europe in 2015 as they juggled his karting future; plans for two more european events that year fell through, including the cik-fia world championship at the kfj level (which logan sargeant would go on to win), but at this point they were officially looking to take his career to the next level and commit fully to european karting in 2016.

this is when ricky flynn (and the hypothetical idea of lando norris!!!) comes in. before we get into rfm and karting professionally in europe, it's important to note that the defining aspect of landoscar's junior careers is that their pathways never once intersected. in fact, they don't even seem to have met properly before oscar entered the f1 grid as alpine reserve, although they'd spoken over social media and oscar was familiar with several people around lando's life—for example, maxf, logan, guanyu, and even lando's older brother oliver, who had also raced for rfm.

in short, you could say that landoscar's biggest hindrance was their parallel excellence. oscar was good enough to catch up and even surpass everyone else at lando's level, but lando remained untouchable throughout the years. oscar is only 1.5 years younger than him, but their f1 careers are offset by 4 years (2019 vs. 2023 debut) because of exactly two things: oscar's 2022 gap year in alpine and his two attempts at formula renault eurocup. on the other hand, lando sped through all of his junior categories in blistering fashion, falling short of the championship only once: the year he placed 2nd in f2 behind george russell. this is significant because many talk about the clinical nature of oscar's rapid single-seater ascension and three b2b2b victories (still very impressive, especially given his limited karting career!), but all of that speaks equally to the illustrious nature of lando's junior success and the sheer magnitude of faith placed in him as mclaren's "golden boy" coming up the ranks. to put things into further perspective, lando was teammates with maxf and jehan daruvala at rfm until 2014, jehan competing in the same class and max one below, yet by the time oscar was racing max and jehan—in f3 in 2020 and f2 in 2021, respectively—lando was already into his 2nd and 3rd years of f1. here's a chart that hopefully makes a bit more sense:

majorly simplified timeline showing lando, guanyu, maxf, logan, and oscar's junior careers + the karting classes they primarily competed in each calendar year. maxf did not complete his 2nd f3 season and many of them contested multiple/different formula renault series, but this is just a rough overview of their feeder series experience. 

2. moving to europe, rfm, regional formulae (2016-2019)

back in australia, oscar was a member of the oakleigh go-kart racing club and being actively mentored by james sera, a multi-time australian karting champion and fa kart dealer who worked with young karting talents alongside his cousin david. in late-2015, he presumably helped oscar and his father reach out to ricky flynn, who ran ricky flynn motorsport (rfm) and whose team was at the time enjoying exorbitant success in the karting scene; lando had won the world championship at the kf level the year prior, and logan would soon clinch the kfj title in 2015, results which further drew oscar's interest toward the team. ricky flynn agreed to take oscar on and have him and his dad move out to europe, and by november 2015 oscar announced on social media that he would be joining rfm the next year. in january of 2016, he and his father moved to hertford, uk, so that oscar could begin a 100-day karting program and travel extensively around europe to attend races. this is where he met logan sargeant, who was in his final year on the team but competing a class above, now at the ok (previously kf) level. oscar himself was only competing in the okj class.

not oscar-related, but as you can see guanyu, logan, and maxf were already acquainted before oscar and logan met, since the three of them and lando had been in rfm together as of 2014 — (may 11, 2014) & (feb 6, 2015)

oscar and logan in 2016

in an interview published on june 7, 2023, oscar reflected on leaving australia and committing to his racing dream, saying:

"i think if there was a turning point, it was probably when i started finishing towards the front in australia, and i started winning a couple of races here and there and finishing in the top three of championships and stuff, and then went to europe and fully committed to going down that route. [...] there's obviously a very big commitment at that point when you move halfway across the world without family and stuff. so i knew at that point that i really wanted to become a professional because, firstly, that's what i want to do anyway, but, secondly, now i'm sacrificing seeing my family, and stuff like that to be able to do this — which was a sacrifice i was more than willing to make."

like the majority of oscar's karting career, his time with ricky flynn can primarily be summarized as decent. none of his performances were particularly stellar, and in november 2016 he placed 6th in the fia world championship final behind the likes of victor martins and théo pourchaire (he mainly competed against guys like them, dennis hauger, caio collet, etc… once again logan was a class above and lando/maxf had already graduated to single-seaters), but he showed promising racing foundations and a great capacity for improvement, especially given that he'd moved to europe the same year and was still adjusting to life and racing on the opposite hemisphere. about 6 months into his new karting venture, oscar had settled in reasonably well and his father decided he would return to australia to continue on with his life, so they made the joint decision that oscar was to begin boarding at haileybury's uk campus and continue racing in europe entirely on his own. uk and australian school years are misaligned, so my personal understanding is he moved to europe after finishing year 9 in australia, attempted online school/took a few months off (he says he did online coursework here, but mentioned here that he was out of school, so it sounds like it must have been a very half-hearted effort…), came back to australia over the uk summer to do some more karting, then began boarding in september 2016 as a year 10 student. he spent ~4 years there and eventually received his a-levels in 2020, except his final year was disrupted by covid and he never sat his exams. (blog post mentioning his a-levels + btg transcript excerpt about his exams; his website says he attended haileybury from 2016-19, but i think this mainly encapsulates his boarding period, as he was still doing remote work in april 2020.)

oscar in f4 with his gcse revision guide, 📸 sebastiaan rozendaal (may 20, 2018)

2016 is also when oscar began his well-documented super-liking of several of lando's social media profiles. i think understanding oscar's time in rfm and his extremely british single-seater origins helps better paint his history with lando and maxf; my personal understanding of pre-mclaren landoscar is that while oscar never formally met lando or maxf during his karting days, he knew of them quite well through rfm and thus followed them on instagram/twitter after moving to the uk. of course, oscar has a fairly active social media presence in general, so young oscar quietly liked instagram posts and tweets from many different people, but i do feel compelled to note that in the early days he liked lando, maxf, and logan's posts with seriously impressive frequency compared to anyone else on the grid (or anyone in general, really); after creating his twitter account in may 2016, some of the very first tweets oscar liked were from maxf, and he also liked a multitude of mundane lando tweets from 2016 until… today, while on the other hand he didn't start liking george's tweets—another similarly-aged young british talent—until late 2017. (he does have some fun george-admiring moments though, but that can wait for another time!) outside of rfm, other people oscar was familiar with during his early racing years were british f4 teammate ayrton simmons, to-be series champion jamie caroline, and old australian karting friend christian pancione, who appears to still be one of his best mates (if not his best) as of today. fun fact is that christian raced for the carrera cup as a support event to the australian gp in 2023; here's oscar allegedly checking the quali live timing at lunch during his own media day. 

so, to conclude, oscar's early lando focus basically traces back to the motorsport path he took at the behest and guidance of his early rfm connections in the uk. the thing is that despite growing up in australia and vaguely admiring several aussie drivers in f1 as a child (read: mark webber and eventually daniel ricciardo), oscar has never had a specific driver he consistently mentions when pressed for his racing "idol," likely since his personality inherently resists idolatry and he instead views successful people more as actionable benchmarks or reference points for self-improvement rather than as unattainable paragons of accomplishment. as a kid forced to grow up almost entirely on his own, the majority of his racing aspirations were molded independently in the uk—he completed his karting career in the uk, boarded at haileybury for 4 years (fun fact: other drivers to attend include jehan, callum ilott, and clément novalak; callum was a few years above oscar and finished school in 2017, but the two would later become quite talkative over social media anyway), raced in british f4, became a brdc member, contested eurocup under a british license and therefore had the british flag raised and british national anthem played during his wins, stayed in the uk even at alpine since the factory is based in enstone, etc. oscar basically moved to the uk from australia without having really met anyone significant in the racing scene (other than jack doohan, or more importantly jack's father mick, but jack is younger and did an extra year of karting) and pretty much didn't have anyone specific to "look up to" at the time. oscar's first acknowledgement of lando's online existence was in december 2015, when he liked one of lando's instagram posts prior to moving to england, so it can be assumed that lando basically functioned as his most accessible reference point in the junior ladder as a 14 year old dipping his toes into the european racing scene for the first time. that is my highly subjective analysis of the situation!

select quotes re: oscar's inconsistent responses to his motorsport "hero" (or his favorite driver / a driver he looks up to in general):

(f1fs; mar 9, 2022) "i started watching f1 in… 2009 was the first season i properly watched. so when brawn came in, obviously mark was the only aussie on the grid at that point, so i was kind of naturally going for him. then joined by daniel, so obviously going to support the aussies, but i think watching lewis has been nothing short of spectacular, and a very good role model. [...] i think when i was first watching, i supported mark, but, you know, and i hope he takes no offense to this—vettel was winning everything at that point. so i was supporting mark, but vettel was doing most of the winning. i think now that i understand more about racing though, i would say [the driver i look up to the most is] lewis, mainly. the way he goes about things on and off the track is quite exceptional."

(mcl youtube; mar 29, 2023) sporting idols mentioned: ayrton senna, alain prost, michael jordan (see also ultimate athletes list)

(p1; aug 10, 2023) "i would say i never had like one specific idol. when i was growing up watching mark webber was at red bull, and obviously being australian, red bull being very quick at the time, i kind of naturally followed him. i mean—even like some of the guys in the junior ranks above me. like lando was always kind of two, three years above me, winning… most things on his way up. so i guess kind of him in some ways?"

(eff won; dec 4, 2023) "i don’t really have like one specific [idol]. i think what lewis has been able to do in terms of getting to seven world championships was incredibly impressive. i think what max is doing now is also very impressive…" 

the first lando post oscar liked on instagram (dec 21, 2015)

the first maxf posts oscar liked; instagram (feb 26, 2016) & twitter (may 9, 2016)

anyway, back to british f4! despite his initially unconventional foray into motorsport, oscar's journey progressed in a much more orderly fashion once he stepped up to single-seaters. his actual debut was in f4 uae, which he ran 3 rounds of between 2016 and 2017 (another fun fact: this is where he briefly acquainted himself with mclaren indycar driver david malukas, who would later recall him being very intelligent and whom zak brown allegedly spoke to oscar about before appointing to their indy team). after cutting his teeth on actual car-racing for the first time, oscar decided against moving up to the ok class as he felt confident in his ability to be competitive in single-seaters. his first full season was therefore the 2017 british f4 championship, during which oscar signed with arden while logan went to reigning champions carlin (lando had won with them in 2015, then maxf in 2016). oscar made his way to the top step 6 times in the season and placed just barely above logan for 2nd in the championship, finishing behind the considerably more experienced jamie caroline. arden was also founded and is currently owned by red bull team principal christian horner, so it was during oscar's time there that christian took note of and interest in his talent; oscar reportedly did a few runs in the red bull simulator but was passed over for joining the academy, which christian later voiced regret on. (source)

maxf, logan (center), and oscar (to max's right) on a day maxf was visiting the 2017 british f4 grid (april 11, 2017)

linus lundqvist, oscar, and logan on the podium at snetterton (jul 30, 2017)

jamie and oscar, who were… er, mathematically in the main championship fight. for some reason they made them take these photos (sep 30, 2017)

after a successful f4 outing with arden, oscar returned to the team for his first season of formula renault eurocup in 2018, a renault series that ran in its specific configuration until 2020 before merging with the parallel regional series frec to become what is today known as freca. this season proved to be less competitive for oscar, as arden was relatively inexperienced in this series and oscar's three teammates were afflicted with what can colloquially be referred to as a "skill issue," making it difficult to collectively develop the car throughout the season. (blog interview) the series was thus returning driver maxf's to lose, who at the time was racing for reigning champs r-ace with teammates that included oscar's fellow rookies logan and victor martins.

despite the unideal environment, oscar managed to prove his worth by placing a respectable 8th in the series, scoring 110 points as a rookie driver and capping the season off with 3 podiums and a top-finish of 2nd place—a jarring contrast to his teammates' joint total of 12 points. this result attracted the attention of r-ace and granted him a seat with them for the 2019 season, at which point maxf and logan both graduated to f3. thankfully that wasn't too much of a concern for oscar since he'd always intended to do two seasons of eurocup, and now he finally had a chance to win the first serious championship of his racing career with an established racing outfit.

oscar, max, and yifei ye on the hockenheim r2 podium (sep 23, 2018) [full gifset]

oscar's second season of eurocup is when he truly started proving himself as a driver, or at least to the people whose names, money, and opinions mattered around the paddock. his main competition in 2019 was again victor, who was now racing for mp and had been made a member of the renault sport academy back in 2018 after a strong performance in french f4. despite a close title fight, oscar managed to hold him off for the championship in the final race of the season, kicking off what would soon become an impressive string of consecutive single-seater series titles. even sweeter was the fact that all eurocup champions were awarded a renault sport academy spot that could be left or taken as they pleased, and of course—while the finances weren't nearly as impressive as alpine would later proclaim in their baseless smear campaign—oscar's connections in the racing world were limited as an australian driver almost exclusively managed by his father, so he gladly accepted the offer for the many venues of support renault presented to him.

see also: bby oscar briefly mentioning lando after winning eurocup in 2019 (@ 1:10)

oscar being lifted by his team (r-ace) after placing 4th in the abu dhabi finale and winning the title by 7.5 points

3. renault sport academy, lockdown, f3 (2020)

many things happened in 2020. one: oscar became an official member of the renault sport academy, joining the likes of max (who'd been picked up on merit after winning british f4 in 2017), guanyu, christian lundgaard, caio collett, and fellow new recruit hadrien david (victor had been strategically demoted after oscar's win because renault is a notoriously unserious organization, but again this is not the post). two: by the time oscar was ready for f3, moving up the ladder proved to be exorbitantly expensive, and he realized he needed better funds and managerial support to sort his career out. he'd been offered a spot in prema's f3 team by team-owner rené rosin at the end of his eurocup season, who'd named him for the post-season test before the championship was over and stressed that the spot was his no matter where he finished. (source) prema is unquestionably one of the top—if not frequently the top—teams one can drive for in most junior series (though there is also somewhat of a self-selection bias; if you ask oscar he is not a significant beneficiary of prematax!), having absolutely demolished the f3 competition that same year and achieved a clean sweep of the drivers' standings with rob shwartzman, marcus armstrong, and jehan at 1-2-3 consecutively. oscar completed post-season testing with them in spain alongside to-be teammates logan and fred vesti in october (source), before confirming on jan 26, 2020 that he would be joining them for the f3 season as a renault junior.

so, where does mark webber come in here? apparently mark's trainer from red bull and wec had also been oscar's trainer since 2016 (i'm pretty sure this is australian physiologist simon sostaric), and it was through their joint connection that oscar was introduced to mark. according to mclaren's 2023 season preview, "the pair hit it off, and webber took his countryman under his wing," signing oscar to jam sports management, aka the management agency he runs with his wife ann. mark's support would become a major factor in helping oscar progress through the feeder ranks and establish himself in f1, mainly because he had actual connections and could help oscar network with sponsors and negotiate his way during future signings. of course, more on this later.

as an aside, here are a few things mark has said about oscar:

"he’s got that white line fever when he puts his helmet on and turns into a different character, which is sensational." (mar 1, 2020)

"one of oscar’s biggest strengths by a mile, compared to everyone he is competing against — and this will be a huge string to his bow when he makes it to f1 — is his composure. he has immense levels of composure. [...] if you are weak mentally you won’t make it. he was on his own from an early age. he did brilliantly with his studies. but the racing disease would not go away, he wants it very much." (sydney morning herald; dec 11, 2021)

"he’s a prost, mate. he’s such a thinker and so calm. at first i thought i needed to inject a bit of urgency in him, but actually no, he’s got his own frequency. that’s just where he is." (the race; oct 7, 2023)

estimates provided by chris piastri on the cost of oscar's junior career, stressing the million-dollar commitments of running a single season of f3 or f2 (source)

anyway, back to the chaotic events of 2020. i think something that's good to keep in mind when discussing oscar's time in the renault sport academy is that he was actually a relatively new recruit, as in he only participated in a single training camp with the other juniors in 2020 and most of them (max, christian, guanyu, the temporary ghost of victor) already knew each other before. oscar essentially met with renault's factory team in early 2020, filmed promotional material with other juniors in january before attending the season opener together in february and then heading to winter training camp later that month, after which he and max left early for f3 pre-season testing in bahrain on march 1—a blessing in disguise, seeing as caio, hadrien, and christian remained behind and would soon be stuck quaranting in a hotel in tenerife—then briefly spent a week at school before returning home for what was meant to be a quick pit stop at the australian gp, which at the time had yet to be canceled.

then, of course, lockdown happened.

simplified breakdown of renault junior stints, notably showcasing the academy's struggles to meaningfully promote any of its juniors

oscar at the 2020 renault season opener alongside then-academy director mia sharizman, then-tp cyril abiteboul, alain prost, f1 drivers esteban ocon and daniel ricciardo, and the other academy juniors: fewtrell, lundgaard, zhou, david (feb 12, 2020)

oscar and maxf behind the scenes of the same event (feb 12, 2020)

stuck in australia for three months, oscar would end up participating in two fia virtual races, one for f2 and another for f1 (jun 7, 2020). a fun landoscar tidbit is that he finished 5th in the virtual gp right behind lando, so they technically had raced each other before 2023, depending on... well, whether you count a 2020 sim race wherein george russell and alex albon lead the pack as a real race. nevertheless, this was a time when drivers were becoming much more active online, seeing as streaming was the best way to keep their images relevant and connect with fans, and despite oscar expressing little interest in streaming on twitch he would still experience a considerable uptick in his online activity and twitter reach that year.

racing resumed on july 4 at the red bull ring in austria; oscar had been granted an exemption to travel to the uk and complete a 2-week quarantine back on may 27, a reassuring indicator to the motorsport world that the f3 season would run after all. now that he no longer had to attend school, having received 2 b's and 1 c for his maths, physics, and computer science a-levels, oscar relocated from hertford to oxford in june to be near the renault facilities, which he visited nearly every day to train at, and began living independently (as in in a flat) for the first time since 2016, rooming with fellow renault junior caio collet.

as i said before, this season is when oscar's online presence and "memeability" began to really conceptualize, enabled primarily by the fact that he was a) finally living outside of a school dormitory, and b) now, of course, signed at prema, a team notorious for its social media visibility, literal family atmosphere, and frequent youtube pandering. according to this f3 article, his twitter followers jumped from 795 at the start of the season to 11.6k by the time he won the championship, an audience built significantly off the self-deprecating string of jokes he used to tweet regarding drs and general reliability issues faced throughout the season.

what i guess i want to touch on here is how oscar's online presence has always been concentrated around the bare fundamentals of his personality: dry humor, candid words, sparing emojis, a few humorous photos detailing the mundane reality of his everyday routines, and at most the occasional inopportune meme or reaction gif (#thepiastri 🤷‍♂️, f2 in baku, jetpack guy, so on). he's bantered frequently with callum on twitter and near-obsessively liked memes, videos, and other updates lando shares with his audience, but he also has seemingly little interest in building up his own "brand" the way lando so smartly has with ln4 and quadrant, and quite frankly seems viscerally incapable of wanting to engage one-to-one with fans or otherwise leveraging the popularity of his material image. basically what i like to say is that oscar enjoys being adjacent to "lad humor" and will happily enable it, but he really has no interest in being the one to initiate it himself!

"there's some things you want to share, some things you don’t. in today's age and sort of having the profile that us drivers do, we kind of just have everything shared,” piastri said. “but (social media) can be used for good, certainly within the profiles that we have. but in some ways, it can be negative, and there's always going to be people out there that don't like you for being you.” piastri tries to write as many of his posts as possible, and he checks those written by his team to be sure they sound authentically him. (the athletic; jun 29, 2023)

along these lines, oscar does enjoy the spotlight, only he seems to prefer it concentrated in a specific lens toward a specific productive end. he's endlessly capable of seeing the objective upside of a situation, joking after he was made a meme in baku following his f2 sr1 collision that he was all for it if it got him popularity. after his eurocup championship he also said: "i think everyone loves a bit of spotlight on them. i think that's just human nature, so a bit of attention's always nice." which is interesting to me!

but back to racing. this season would unexpectedly become two things: maxf's last competitive season in motorsport—especially disappointing considering that he'd gone into the championship expecting to put on a second-season title charge, instead failing to gel with the hitech team to the point that each increasingly poor weekend made him spiral mentally—as well as oscar and logan's last season racing against each other before f1, since logan would later encounter financial difficulties that left him stranded in f3 as oscar catapulted himself to f2 victory. 2020 was obviously a weird season in general because of covid and the gap from pre-season testing, so it also meant that oscar had gone into the season fairly rusty; he managed to win the first race of the season, but on top of his drs rollercoaster he did struggle with middling results in qualifying and was met step-by-step throughout the championship by logan.

maxf's last race in f3 was the barcelona sprint race on august 16, with three rounds left to the end of the season. he dnfed in an unfortunate first-lap incident mere moments after oscar charged his way up from 5th on the grid to the front of the pack, where he would eventually breeze his way to victory and pull himself near-level with logan for the championship lead. i recognize that this is an oscar post and not a maxf post, but i think their time in f3 during an extremely isolated and covid-affected period speaks to both an interesting dynamic between them (the little kid who always lagged a series behind you suddenly beating you on merit) and their respective temperaments toward racing. while at renault, max reportedly lived with jack aitken during the week but would return to his family home on weekends, so it makes sense that he struggled to adapt when covid hit and drivers were collectively forced into very regimented sporting bubbles. mark webber, who worked for channel 4 as a commentator and had access to the f1 paddock, basically couldn't see oscar in person and instead spoke to him over the phone every day on race weekends. maxf said of his decision to quit:

"normally [...] i’m able to stay calm under pressure and i don’t let many things get to me but when you have a bad qualifying result and you see guys up there that you know you’re capable of beating, it definitely takes a dig at you inside and it’s been a lot to process throughout the year." (source)

while then-academy director mia sharizman, who worked closely with the renault juniors, spoke of oscar's inherent propensity for independence and how he adapted well to the pressures of living on his own:

"if you look at oscar piastri, he has been living on his own, [away] from his family who are in melbourne for the past five to six years. because he has been living on his own in boarding school, he learns how to live on his own, and he thrives in that. we have to force him... 'have you spoken to your father?!' it's just things like that, but he thrives in that. that's why he thrived in those weekends racing. he loves being on his own without anybody. on the other hand, we had max fewtrell, for example, who can't – he couldn't survive the 11 weekends racing, because he always needed his family to be around him. so those are the things that suddenly you see and, i think that that we see now, after a few years a driver who is quick, a driver who has the talent, and then the driver who is stable." (source)

2020 is also when lando and oscar spoke to each other on twitter for the first time. yay! after lando went semi-viral for having a meltdown over a hornet on three separate social media platforms, oscar first joked with him about it on august 24 (this was incidentally also the day maxf announced his functional retirement, which oscar liked as well 😭), before referencing the incident again a few weeks later in september.

(aug 24, 2020) / (sep 10, 2020)

outside of drs tweets and trying desperately to banter with lando norris, oscar's popular tweets at the time included several food-related mishaps and home appliance tragedies. while this isn't actually a lando moment, he was also slandered by the LN4 twitter account a month later on october 17 for reasons that remain a mystery, resulting in this set of interactions:

(oct 17, 2020) / (oct 19, 2020)

bonus: maxf's tweets @ oscar (when you aren't close enough to just text him.......)

but back to f3. similarly to his second season of eurocup, oscar would go on to clinch the title in only the final race of the year, this time even more stressfully—he never got pole that season and won arguably off of consistency, benefiting from errors and unfortunate collisions involving his primary competitors. after a hectic qualifying and string of contentious grid penalties set for the before-last round in monza, he began the feature race 15th on the grid but put on an impressive performance to finish on the podium, buffing his points lead after logan was tapped by clément and put out of the points. he, logan, and fred all dnfed in race 2 (read: the novalak pendulum swung away from oscar's favor to maintain stringent cosmic equilibrium, while logan and fred threw away a points opportunity with a teammate4teammate love tap), and oscar went into mugello with only an 8-point lead over logan and a 24-point lead over pourchaire. this weekend proved equally hectic, as is frequently the case with f3 racing standards, but in short oscar and logan entered the final sprint race level on points, with théo approaching terrifyingly near in their rearview mirrors. logan was unceremoniously taken out of contention on the first lap after contact with zendeli, and oscar managed to squeak his way to 164 points in the championship by placing 7th in the race; théo finished 3rd, with 161 points, two positions away from claiming both the race and the championship title.

a succinct summary of an eventful season! (posted jun 30, 2021)

despite winning the f3 championship in far-from-dominant fashion, oscar's career was now steadily on an upward trend. on october 30 he was rewarded with a private test in the r.s.18 at bahrain alongside christian and guanyu, and a month later confirmed that he would be racing for prema again in f2 (december 1, 2020). as a rookie f3 champion there was a moderate amount of interest in him, but no one really expected him to carry home the f2 title on his first try and so one of the main favorites going into the next season was his second-year teammate and 2019 f3 champion rob shwartzman.

4. f2, alpine reserve duties, #piastrigate (2021-2022)

at the start of 2021, fernando officially took daniel's place at renault and the team rebranded itself as alpine, parting ways with team principal cyril abiteboul and functionally replacing him with new ceo laurent rossi—part of a no-tp management structure, frankly a self-evident infrastructural faux-pas from a million miles away. the renault sport academy was then also renamed to alpine academy; again i know that this is an oscar post so i won't get too into the details of Alpine Being Alpine, but understanding how the academy functioned does help better contextualize the inevitable unfurling of piastrigate.

the main issue, really, would always be laurent rossi, or at least the values laurent rossi had been hired to represent and which he willingly peddled during his controversial tenure at alpine. after rossi's appointment it was reported that "the renamed alpine academy was now being tugged in two directions between director mia sharizman's ideal as a creator of future f1 drivers and alpine's chief executive officer laurent rossi's commercially-led preferences." (source) mia directed the academy from january 2016 until may 2022, and had been the one to restructure its recruitment process by demanding better funding and robust testing programs to cyril:

"when we first restarted the team in 2016, it was, we didn't even have a two-year-old car program at that time. we had to use a 2012 program using the [lotus] e20. [...] then in 2018, i went through it, and i said to cyril abiteboul, "look, let's try and do this." we needed financial resources. i needed a head start with financial resources to kick start the program whereby you entice drivers, and you offer [a place] to the academy drivers. it was more to see how they are... it was more of an evaluation process... that was what the first idea was. then we developed the program to develop the drivers to suit their formual 2 program." (source)

(note: mia also believed that 2020 was a disappointing year for all of his juniors save for oscar's performance in f3, which is a whole other thing. but rossi's greatest shortcoming was that he had singular, insulated vision, and he resisted any external input to the detriment of reactionary business decisions, a fact that alienated alain prost and soon led to his exit from the outfit in 2022. not a good look!!! prost would later call rossi "the best example of the dunning-kruger effect, that of an incapable leader who thinks himself able to overcome his incompetence with his arrogance and lack of humanity toward his troops." 🤌)

so basically, the cracks of mind-boggling incompetence within the team's leadership structure were long evident. on a brighter note, oscar's 2021 f2 season would quickly become his strongest single-seater contest ever (f1 youtube has a good summarizing video of his season, if interested); because of covid, f2 was experimenting with a three-race format this year in which quali set the reverse grid for sr1 and sr1 results then set the reverse grid for sr2, which essentially meant high qualifiers were rewarded for simply maintaining composure in the first sprint and running cleanly in the top 10 in order to secure a favorable grid spot in sr2. oscar adapted well to this format, building off his reputation of smooth, consistent driving on top of slowly improving his qualifying results over the course of the season, finally breaking through with his first feature-race win in monza. 

oscar with mia sharizman

this is also around the time when lando mentioned oscar in official f1 media for the first time, reading off a question about him to daniel in an interview posted in october:

"this one's not even about formula one. it's about oscar piastri. oscar pias-tree! [...] he's been on it this year." — (full video) (oct 1, 2021)

of his own f2 campaign, oscar said:

"i thought that i could challenge for race wins, but i probably wasn't expecting to be so consistently at the front. consistency is something that i’ve had as a trait throughout my career, and i was expecting to be consistent in my results this year — but maybe a bit lower down!" (source)

not only did he end up being consistently at the front, he became virtually unstoppable in the second half of the season. on december 11, oscar clinched the title in abu dhabi with two races to spare, ending the season with 5 consecutive poles and 4 consecutive feature wins, 60.5 points above his previously-favored teammate in the standings. #notbadforashitqualifier!

by now oscar was a hot commodity in the paddock; the only problem was that alpine didn't really care, mainly because rossi had enthusiastically re-signed ocon to a three-year deal in 2021 and held zero intention of actually promoting any of its juniors to one of the race seats, plus the one open spot at alfa romeo had instead gone to guanyu and his considerable financial package (though oscar has always been vocally defensive of guanyu's appointment to his detractors). instead of moving to another series, such as indycar or super formula, oscar recognized that he'd proven everything he needed to prove within the feeder system and opted to remain on the grid as alpine's reserve driver, mainly so that he could embed himself in an f1 team environment and—most crucially—avoid being left "out of sight, out of mind," because once you go to america you usually don't come back.

i'll keep the rest of this post brief since i feel like everyone already knows What Went Down, but a quick highlight for fellow landoscar enjoyers was the 2022 australian gp on april 10, during which oscar accompanied rosanna tennant for the post-race show and awkwardly participated in a chaotic lando & alex interview. as far as i know, this was landoscar's first time interacting on-camera!

o: "i haven't raced either of them, no." l: "not yet!" o: "not yet. hopefully soon." — (full video) (apr 10, 2022)

then silly season started, and everything was thrown into disarray when sebastian vettel announced his imminent retirement and fernando subsequently took his place at aston martin; alpine scrambled to recover from this blindsided move and prematurely promoted oscar to an f1 seat, to which oscar eventually posted The Tweet—claiming he'd never signed a contract with alpine and would not be racing for them in 2023, thus kicking off #piastrigate. or the piasco, or whatever you prefer to call it.

here's a good article that properly summarizes the crb ruling, but tl;dr: mclaren and alpine had come to an agreement back in march to loan oscar to mclaren's stable of reserve drivers after daniel contracted covid; mark webber, who was close to andreas seidl from their time at porsche in wec, quietly negotiated a contract with mclaren for 2023 that oscar would then sign on july 4, which was reportedly initially a reserve deal with an upgrade clause to a full-time drive given a dr buyout; alpine's legal team turned out to be essentially one overworked legal director who mishandled the situation thanks to a lack of organizational support, while a concrete williams deal never actually existed no matter what people continuously allege, and any proprietary right to oscar's services that alpine purported to have for the 2023 season would soon be voided by crb rule on september 2. in other words, they dun goofed.

because tumblr dies when i try to include it in this post, here's a link to a condensed chronological timeline version of this post.

that's it for now. i'm sure you know how the rest goes!!!

[sargeantposting]

ARTICLE: Meet America's Next F1 Hope, Logan Sargeant (Autoweek, 2020)

source: matt weaver, autoweek.com published: february 1st, 2020 series: f3, 2020

He doesn’t view himself as anything more than a racer trying to win races and championships, but Logan Sargeant inherently represents more than himself, as he is also the current best chance the United States has to return an American full time to the Formula 1 grid.

For American racing enthusiasts, the Sargeant name might sound familiar, as the 19-year-old is the younger brother of former NASCAR prospect Dalton Sargeant, who spent several seasons in the ARCA and Truck Series system.

Meanwhile, the youngest racing Sargeant has done nothing but win since moving to Switzerland as a 12-year-old to chase a career at the highest level of international motorsports. Sargeant won the Karting Federation Junior championship in 2015, becoming the first American to win an FIA karting championship since 1978, when Lake Speed earned the honors.

He has victories in the F4 British Championship and Formula Renault.

Sargeant suffered his first significant career setback in 2019, finishing 19th in the FIA Formula 3 European Championship with Carlin, with just one podium, albeit in the nonpoints prestigious Macau Grand Prix.

There were valid reasons for the adversity, of course, as 2019 was the first season with a new chassis and rules package that allowed for adjustable downforce during practice but one fixed amount during a race.

With three first-year Formula 3 drivers on its roster, Carlin struggled to develop the chassis, and each of them finished outside of the top 15 in the standings.

It was uncharacteristic of Sargeant, who had adapted to everything he had driven up to that point, which makes 2020 all the more interesting as it comes with a return tour of Formula 3, albeit with a change to the championship-winning Prema Racing Team organization.

If Sargeant simply repeats what the three Prema drivers accomplished last year, sweeping the championship’s podium, an American will likely be one step below the highest level of international motorsports in 2021 for the first time since Alexander Rossi made five Formula 1 starts with Marussia.

Get to know Sargeant—an avid fisherman who enjoys returning to his Boca Raton, Florida, home as much as he is able—in this Autoweek exclusive below.

Autoweek: Let's start on the performance side—what went wrong in 2019?

Logan Sargeant: In hindsight, Carlin has had a lot of success over the years, but we really struggled with the new car. We had three rookies on the same team, inexperienced drivers who couldn't lead us in the right direction. A tenth or two makes such a difference. I understand the situation. I'm not saying I wasn't responsible to a degree either. I wasn't satisfied with myself. I have an obligation to help develop the car as much as possible, and we just couldn't figure it out for most of the year.

AW: Do you view last year as a setback or are you still on schedule?

LS: To be perfectly honest with you, I actually feel like we're still ahead of schedule. I just turned 19. We did really well in Formula Renault and made the jump to Formula 3 and now I'm in a really good spot to be with the team (Prema) that won the championship last year.

AW: What's it like to be an American in the F1 ladder system?

LS: I moved to Switzerland when I was 12 and went to a school for Americans so I got used to everything from an early age. Then I moved to London. When you move at such an early age, it's shocking how different everything is, but it's easier to adjust to, as well. I try to go home at least twice a year for a couple of weeks, so that helps. As for the racing side, there is so much quality racing back home between NASCAR, IndyCar and IMSA, and that's the only reason there aren't more of us trying. There is a really good racing culture in the States, so that's the only reason we don't see it more often.

AW: I understand you have a dog back home—how tough is it to have to leave a beloved pet when you return to London? The same thing with friends and family?

LS: It's really tough, especially when you're really attached to a pet, like a dog or cat. She used to live with us in Switzerland, but we had to take her back home because she was getting older. It's the same with your friends, right? I have friends in Europe, but they're all my racing friends. They're really nice to have, but you miss your friends you have back home. It's part of the sacrifice you make to do this.

AW: On that note, you've been in Europe now for almost a decade—does it feel like home when you come back from Florida?

LS: Oh, no. Florida is home. I really enjoy it in London. I came early so I've adjusted, but you only have one home.

AW: Do you allow yourself to entertain racing in the States or do you commit everything to what you're doing now?

LS: I'm fully committed to Formula 1, but I wouldn't have a problem if I ended up with the opportunity to race in IndyCar someday. That would be really exciting. I really enjoy sports car racing, too. It would be really cool to hop into a LMP2 or something one day. I want to race and I'll race anything.

AW: How much American racing are you able to keep up with?

LS: I watch as much racing as I can, period. It's tougher to watch certain races here because of the time difference, but I watch nothing but racing. That's the sport I'm in so I'm studying everything.

AW: Is this a championship-or-bust season for you?

LS: I'd say, to be honest, that I'm aiming for the championship. The goal is to win races and compete for the championship. Last year was tough because I'm so used to being at the front of the team. I'm aware of what Prema did last year. That's what I hope to accomplish, too.

[f1]

Formula 1 to introduce biofueled trucks for European races in 2023 season

Formula 1 to introduce biofueled trucks for European races in 2023 season By Balazs Szabo on 02 Jun 2023, 08:00 Formula One will make another important step to achieve its sustainability goals by introducing biofueled trucks for European races in 2023 season in an attempt to reduce carbon emissions. Marking the latest innovation by the sport to introduce more sustainable logistical solutions as part of its efforts to reach Net Zero by 2030, Formula 1 and DHL have today announced that the European leg of the 2023 FIA Formula One World Championship is being delivered using biofueled truck. According to the calculations, the switch to biofueled trucks will reduce carbon emissions by a minimum of 60% when compared to standard fuels, with the potential for higher savings. This DHL’s first biofuel truck fleet is made up of 18 new trucks running on HVO100 drop-in fuel (hydrotreated vegetable oil). The new trucks, which will travel around 10,600 kilometres across this season’s European races, will reduce carbon emissions while maintaining the same level of performance in terms of load capacity and travel distance as their diesel counterparts and provide a safer and more sustainable process of sourcing. DHL trucks are also equipped with GPS to monitor fuel consumption and optimise more efficient routes While the sport continues to make steps towards the introduction of an advanced sustainable fuel in 2026, it has introduced a series of initiatives recently, including switching to an increased remote broadcast operation, testing multimodal transport opportunities such as overland and ocean freight, and redesigning freight containers to fit on to the more efficient Boeing 777 aircrafts, reducing carbon emissions by 18% compared to traditional aircraft, the 747. Commenting on the announcement, Head of ESG at Formula 1 Ellen Jones said: “We are a sport which operates on a global scale and DHL play a critical role in delivering the races and helping us address the logistical impact we have as a World Championship. "Together we are continually looking for more sustainable solutions, and through innovations such as the biofueled trucks we’re able to take the next step forward in reducing our carbon emissions and achieving our sustainability goal of being Net Zero by 2030. It is wonderful to see partners like DHL share the same drive and commitment to creating a more sustainable Formula 1.” Head of Global Brand Marketing at Deutsche Post DHL Group Arjan Sissing commented: “Our partnership with Formula 1 also showcases our shared dedication to sustainability and reducing our carbon footprint. We consistently strive to make logistics more sustainable, and we are excited to introduce the inaugural fleet of trucks, running on a sustainable fuel this year. "As an industry leader in green logistics, the 18 trucks further contribute to a lower emission DHL fleet, where we show to our fans and customers that it is possible to bring the excitement of Formula 1 races around the world in a sustainable way.” Head of DHL Motorsport Logistics Paul Fowler added: “Each truck can therefore transport up to 40 tons and travel up to 3,500 kilometres per 1,000 litre tank. For the European F1 leg the trucks run entirely on HVO100, which is a second-generation biofuel, meeting the standard EN15940 for paraffin fuels, as well as a drop-in fuel.” via F1Technical.net . Motorsport news https://www.f1technical.net/news/

[trucksandtrailers4you]

www.t-sport-bernau.com 👍🏼 www.automotivemarketing.eu❗️ T Sport Bernau 🏁 Goodyear FIA European Truck Racing Championship. www.worldtruckracingpromotion.com #ceskytrucker #FIAETRC #FIAETRC2022 #automotivemarketing #ceskytruckernovember2022 #ceskytruckerlistopad2022 #worldtruckracingpromotion #worldtruckracing #truckracing #socialmedia #socialnetworks #socialmarketing #onlineadvertising #digitalmarketing #internernetmarketing #socialnetworks4you #buggyra #usedtruck #truck #spareparts Website: http://www.fiaetrc.com/ Twitter: https://twitter.com/FIA_ETRC/ Facebook: https://www.facebook.com/fiaetrc/ Instagram: https://www.instagram.com/fia_etrc_official/?hl=en Tiktok: https://www.tiktok.com/@fia_etrc LinkedIn: https://www.linkedin.com/company/fia-european-truck-racing-championship/ Please visit website our clients: 🤝www.ekopos.eu www.KMB.cz www.FederalCars.cz www.Rulag.cz www.Galur.cz www.Croy.cz www.AAAAuto.cz www.URC-SYSTEMS.cz www.Pro-Doma.cz www.DiamantExpo.cz www.ZdenekPetr.cz www.Navara.cz www.olejeobchod.cz www.tmtcostruzioni.it https://www.instagram.com/p/CkdMndpq3E5/?igshid=NGJjMDIxMWI=

[eltristanexplicitcontent]

Int. ADAC Truck-Grand-Prix | Rennen 1 | DE

Crazy German motorsports, racing things that shouldn't be raced because -- why not?

Drive the spectators around the track in semi trailers... Going hydroplaning in a semi truck ... Bratwurst... Good fun!

Der Nürburgring ist als eine der traditionsreichsten, längsten, anspruchsvollsten und meist befahrenen Rennstrecken der Welt eine Legende. Zahlreiche Besucher erleben hier jedes Jahr neben zahlreichen Musik- und Sport-Events vor allem Motorsport in Reinkultur bei Rennveranstaltungen wie der Formel 1, DTM, 24-Stunden-Rennen, Superbike WM, Truck- und Oldtimerrennen. Amateu-re und Profis verschiedenster Rennklassen messen sich und ihre Fahrzeuge hier auf zwei Kursen: der traditionsreichen Nordschleife mit einer Länge von 20,832 Kilometern und der modernen 5,148 Kilometer langen Grand-Prix-Strecke.

2024 Goodyear FIA European Truck Racing Championship at the Nürburgring -- they're hitting 100 mph on the straights

[analyticalmarketresearch]

Global Racing Vehicles Market Size, Trends and Growth opportunity , Market Share & Forecast, 2023 – 2030

"

Global Racing Vehicles Market Size, Trends and Growth opportunity, By Race Series (Formula Racing (Formula 1, Formula E, IndyCar, Formula 2, Others), Touring Car Racing (World Touring Car Championship, BTCC, DTM, Others), Stock Car Racing (IMCA Modified Championship, NASCAR, ARCA Menards Series, Arena Racing USA, Others), Sports Car Racing (WeatherTech SportsCar Championship, Blancpain Endurance Series, WEC, Intercontinental GT Challenge, Trans AM Series, Blancpain Sprint Series, Others), Sprint Car Racing (Lucas Oil ASCS Sprint Car Series, World of Outlaws, Others), Hill Climb Racing (FIA European Hill Climb Championship, FIA International Hill Climb Cup, British Hill Climb Championship, Championnat de France de la Montagne, Others), Off Road Racing (Lucas Oil Off Road Racing Series, TORC: The Off-Road Championship, SCORE International, Best in the Desert, Others), Rally Racing (WRC, APAC Rally, European Rally, Dakar Rally, ARA Rally, Others), Track Day Racers (SCCA, Association of Track day Organization (ATDO), Sports Car Driving Association (SCDA), High Performance Driving & Track Events (HPDE), Others), Others), By Channel (Broadcasting, Ticketing, Race Host Fees, Advertiser/Sponsorship, Merchandising, Others), Regional Outlook, Competitive Market Share & Forecast, 2023 – 2030.

Get a Sample PDF of the Report: https://analyticalmr.com/request-sample/Global-Racing-Vehicles-Market/request-sample

The Global Racing Vehicles Market was valued at USD 6,590.00 million in 2022 and is expected to reach USD 18,460.00 million by 2030 at a CAGR of 12.30% from 2023-2030. Racing vehicles are those vehicles which are specially designed for the racing event. There is different type of motor vehicles which are used in these events such as bike, car, boats, trucks and so on. Motorsport is very famous among all and is usually known as automobile racing.

Request For

Market Drivers

Motorsport is one of the world's most popular spectator sports, and its popularity is only growing. This is fuelling demand for racing vehicles from both professional teams and amateur hobbyists. New technology is continually being developed, resulting in a constant evolution of racing vehicles. These improvements enable faster, safer, and more effective racing vehicles. This is growing the sport's fan base and fuelling the market for new racing cars. Reducing environmental effect is becoming more and more important. This is raising demand for racing cars with greater sustainability. New racing cars with electric and hybrid powertrains are being developed by manufacturers in response to this demand. Teams in the racing industry are always seeking for methods to perform better. This is increasing demand for more effective and straightforward to maintain racing automobiles. In response to this desire, manufacturers are creating new racing cars with reduced processes. The platform provided by racing events for marketing and sponsorship is substantial. The racing vehicle market benefits financially from the use of racing by businesses, particularly those in the automotive and associated sectors, to sell their names and goods.

Market Restraints

Racing cars cost a lot to make, keep up, and drive. Both individual racers and racing teams may find it difficult to get started because of the high expenditures of obtaining and maintaining racing vehicles and equipment. There is always a chance of dying or suffering life-threatening injuries in racing. This may discourage some people from taking part in racing or from investing in racing equipment. Strict safety and performance requirements, which might differ by location and racing series, must be met by racing vehicles. It can be expensive and time-consuming for manufacturers and racing teams to comply with these requirements. A growing number of people are now worried about how racing affects the environment, especially in terms of pollution and fuel use. Because racing vehicles are high-performance, there has been considerable demand on the industry to adopt more environmentally friendly practices, which can be difficult. Compared to the larger automotive sector, the market for racing vehicles is quite modest. Manufacturers may find it challenging to attain economies of scale and profitability due to the small size of the market. Governments may set restrictions on racing activities, including safety, noise, and pollution standards. Racing participation and the sale of racing equipment may become more challenging and expensive because of these laws.

Impact Of COVID-19 On Market

The suspension of production facilities and the interruption of the supply chain were two of the pandemic's initial repercussions. Because of lockdowns and safety precautions, many makers of racing vehicles were forced to temporarily stop or slow down manufacturing. Delays in the delivery of new vehicles and parts had an impact on the industry's capacity to meet consumer demand. The epidemic forced the cancellation, postponement, or absence of spectators from racing events, including Formula 1, NASCAR, and numerous other motorsports. As racing vehicles are intimately associated with these events, this has a direct effect on the market. Reduced or postponed races meant less visibility and fewer chances for vendors to highlight their wares and innovations. The pandemic's effects on the economy led to decreased consumer expenditure, which included spending less on expensive racing cars. Due to financial uncertainty and job insecurity, many prospective customers put off their purchases. This led to a decline in the demand for racing automobiles, particularly those in the luxury and high-performance classes. Components and materials for racing vehicles are sourced from a convoluted worldwide supply chain. The ability of the sector to achieve production and delivery deadlines was already challenged by supply chain problems, such as shortages and delays in the delivery of essential parts.

Impact of Russia-Ukraine Conflict on Global Racing Vehicles Market

The worldwide supply chain has been significantly disrupted by the Russia-Ukraine crisis, and the racing vehicle sector is no exception. Aluminium, carbon fibre, and steel, which are needed to make racing vehicles, have seen their prices rise because of the battle. Additionally, it has become challenging for racing teams to buy supplies from Russian manufacturers because of the sanctions imposed on that country. The cumulative effect of these disruptions will almost certainly be significant. Higher raw material costs will make producing racing vehicles more expensive, thereby reducing the quantity of vehicles produced. Furthermore, a lack of components and equipment may make it difficult for racing teams to maintain and repair their vehicles. This could reduce the number of teams competing in races while also making it more difficult for teams to compete. Western countries, especially the United States and the European Union, put economic sanctions on Russia in reaction to its activities in Ukraine. These sanctions have had an impact on the Russian economy as well as some Russian motorsports enterprises. This could have lowered the financial resources available to Russian motorsport teams and events, thus hurting their competitiveness. Manufacturers of racing vehicles frequently have global operations, including partnerships and collaborations with companies from many nations. Geopolitical crises can disrupt these relationships and have an impact on racing vehicle development and production.

Market Segmentation

The Global Racing Vehicles Market is segmented into Race Series, Channel, and Region.

Regional Analysis

The Global Racing Vehicles Market is segmented into five regions such as North America, Latin America, Europe, Asia Pacific, and Middle East & Africa. The European region held the largest market share in 2022 and it is expected to account for the highest CAGR of the Racing Vehicles Market by 2030, because The World Rally Championship, Le Mans, and other globally renowned motorsport competitions are all held in Europe. Due to its popularity, both those who want to watch the races and those who want to compete in them place a greater demand for racing vehicles.

Additionally, European motorsport has a long and illustrious history that dates to the early days of the vehicle. Due to this, the area now boasts a vibrant motorsports culture and a significant population of followers and enthusiasts. This has increased the demand for racing cars in Europe.

Key Players

Various key players are discussed into the Global Racing Vehicles Market Report including: Ford, Volkswagen, Toyota, General Motors, Honda, Nissan, Mercedes-Benz, BMW, Renault, KTM, Tata Motors, Ferrari, MAZDA, McLaren Automotive, Freightliner Trucks, AUDI, ASTON MARTIN, BUGATTI, ALFA-ROMEO, Golf GTI, and Porch.

Market Taxonomy

By Race Series • Formula Racing o Formula 1 o Formula E o IndyCar o Formula 2 o Others • Touring Car Racing o World Touring Car Championship o BTCC o DTM o Others • Stock Car Racing o IMCA Modified Championship o NASCAR o ARCA Menards Series o Arena Racing USA o Others • Sports Car Racing o WeatherTech SportsCar Championship o Blancpain Endurance Series o WEC o Intercontinental GT Challenge o Trans AM Series o Blancpain Sprint Series o Others • Sprint Car Racing o Lucas Oil ASCS Sprint Car Series o World of Outlaws o Others • Hill Climb Racing o FIA European Hill Climb Championship o FIA International Hill Climb Cup o British Hill Climb Championship o Championnat de France de la Montagne o Others • Off Road Racing o Lucas Oil Off Road Racing Series o TORC: The Off-Road Championship o SCORE International o Best in the Desert o Others • Rally Racing o WRC o APAC Rally o European Rally o Dakar Rally o ARA Rally o Others • Track Day Racers o SCCA o Association of Track day Organization (ATDO) o Sports Car Driving Association (SCDA) o High Performance Driving & Track Events (HPDE) o Others • Others By Channel • Broadcasting • Ticketing • Race Host Fees • Advertiser/Sponsorship • Merchandising • Others By Region • North America o U.S. o Canada o Mexico • Latin America o Brazil o Argentina o Colombia o Peru o Chile o Venezuela o Rest of Latin America • Europe o Germany o France o UK o Russia o Italy o Spain o Rest of Europe • Asia Pacific o China o Japan o India o South Korea o Australia o New Zealand o Singapore o Malaysia o Rest of Asia Pacific • Middle East & Africa o Saudi Arabia o UAE o Egypt o Kuwait o South Africa o Rest Middle East & Africa

"

[pneusnews]

Confermata la tappa di Misano del FIA European Truck Racing ChampionshipConfermata la tappa di Misano del

L’attesa sta per terminare: la stagione 2023 del Goodyear FIA European Truck Racing Championship scatterà sabato e domenica da Misano World Circuit con il Rubia Engine Oil Misano Grand Prix Truck: il gran premio è confermato. MWC è al fianco delle comunità romagnole vittima del disastro ambientale Le conseguenze del maltempo che ha colpito la Romagna per fortuna non hanno interessato la zona…

[skillstopallmedia]

Apollo Tires sponsors the German team SL Trucksport 30

Apollo Tires sponsors the German team SL Trucksport 30

After two successful years in the FIA ​​European Truck Racing Championship (FIA ETRC) with Tor Truck Racing, Apollo Tires has signed a new two-year sponsorship deal with SL Trucksport 30. In 2023, the team will participate with a brand new MAN TGS 2022 truck, dressed in the colors of the Apollo Tires brand. © Apollo Tires The new team, which will be called SL Apollo Tires Trucksport, will…

[worldtruckracingpromotion]

6/2022 WORLD TRUCK RACING PROMOTION by World Truck Racing Promotion Via Flickr: In the magazine World Truck Racing Promotion - DECEMBER 2022 we used pictures from the FIA EUROPEAN TRUCK RACING CHAMPIONSHIP 2022, Round 5 - CZECH TRUCK PRIX 3-4/09/2022 AUTODROM MOST, Round 6 - Volumex Belgian Truck Grand Prix 10-11/9/2022 CIRCUIT ZOLDER, Round 7 - 24h CAMIONS 24-25/9/2022 CIRCUIT BUGATTI and Round 8 - XXXV GP de España FIA Europeo de Camiones 1-2/10/2022 JARAMA RACE (www.fiaetrc.com, www.worldtruckracing.com) #WORLDTRUCKRACINGPROMOTION #AUTOMOTIVEMARKETING #CESKYTRUCKER #fiaetrc #fiaetrc2022 #truckrace #truckgrandprix #AUTODROMMOST #CIRCUITZOLDER #CIRCUITBUGATTI #JARAMARACE #sport #truckgp #truckracing #welovetruckracing #wtrpDECEMBER2022 #wtrpPROSINEC2022 #socialmediamarketing #worldtruckracing #truckracer #racer

[silviabarta]

6/2022 WORLD TRUCK RACING PROMOTION by World Truck Racing Promotion Via Flickr: In the magazine World Truck Racing Promotion - DECEMBER 2022 we used pictures from the FIA EUROPEAN TRUCK RACING CHAMPIONSHIP 2022, Round 5 - CZECH TRUCK PRIX 3-4/09/2022 AUTODROM MOST, Round 6 - Volumex Belgian Truck Grand Prix 10-11/9/2022 CIRCUIT ZOLDER, Round 7 - 24h CAMIONS 24-25/9/2022 CIRCUIT BUGATTI and Round 8 - XXXV GP de España FIA Europeo de Camiones 1-2/10/2022 JARAMA RACE (www.fiaetrc.com, www.worldtruckracing.com) #WORLDTRUCKRACINGPROMOTION #AUTOMOTIVEMARKETING #CESKYTRUCKER #fiaetrc #fiaetrc2022 #truckrace #truckgrandprix #AUTODROMMOST #CIRCUITZOLDER #CIRCUITBUGATTI #JARAMARACE #sport #truckgp #truckracing #welovetruckracing #wtrpDECEMBER2022 #wtrpPROSINEC2022 #socialmediamarketing #worldtruckracing #truckracer #racer

[ewrthings-race-repair-repeat]

After months of  enforced waiting the 2020 FIA European Truck Racing Championship season finally gets underway this weekend (August 29th and 30th). Autodrom Most in the Czech Republic hosts the first round with 17 trucks aiming to take the race start (16 full-season entries and one race-by-race entrant).

A noticeable debut at round one is that of 16-year old (the youngest ever FIA ETRC entrant) Aliyyah Koloc in a Buggyra Zero Mileage Racing Freightliner. Aliyyah has already experienced the truck and circuit as she completed some testing there earlier in the year.

[f1]

F1 set to debut a revolutionary energy generation system in Austria

F1 set to debut a revolutionary energy generation system in Austria By Balazs Szabo on 29 Jun 2023, 21:00 Marking the latest innovation by the sport to introduce more sustainable solutions as part of its efforts to reach Net Zero by 2030, Formula 1 and DHL have today announced. The trial is being rolled out as F1 continues to explore sustainable solutions to power events in the future, as part of its wider strategy to reach Net Zero by 2030. The sport has already introduced several initiatives to reduce its carbon footprint through operation changes and technological innovations. This includes the DHL’s new biofueled trucks which deliver the European leg of the 2023 season and are expected to achieve a reduction of 60% compared to the use of traditional fuel. Moreover, the use of biofuels to power the ETC, TV compound and the rest of the technical generators are planned at nine races throughout this season. The trial of a battery power solution for the TV compound at the Spanish Grand Prix resulted in a 42% reduction in energy generated from diesel, reducing the generator run time from 24 hours to approximately 3 hours per day. At Round 9 of the 2023 FIA Formula One World Championship, a low-carbon system will be used to power all garages and motorhomes belonging to F1, F1 Teams, and the FIA, as well as the Pit Wall, the Timing Room, and the Formula 1 Event Technical Centre (ETC) where the at-track broadcast operations are housed. The new energy system is expected to lead to an estimated 90% carbon reduction of the operation of Paddock, Pitlane and F1 broadcast area, in comparison to last year’s Austrian Grand Prix. The revolutionary energy system is set to produce enough energy to meet peak and continuous demand over the race weekend and will be powered by more sustainable sources, including a hydrotreated vegetable oil (HVO) biofuel and 600m2 of solar panels on the inner field of the final corner at the Red Bull Ring, that will provide an estimated 2.5MWh of energy across the event. Head of ESG Ellen Jones commented: “Formula 1's approach to driving innovation that creates meaningful impact and influence on the wider world goes beyond hybrid engines and sustainable fuels. “This approach drives everything we do including how we run our own operations, and the trial in Austria is the latest example of this, demonstrating the commitment from Formula 1 and key stakeholders to develop new ways of working. Using the latest technology and innovations, we’re continuing to explore new opportunities to deliver events in a more sustainable way to reduce our carbon footprint.” F1’s Logistics Director Ian Stone said: “This energy trial is the latest push for more sustainable operations, which feeds into our overall goal of being Net Zero by 2030 and shows the desire across the paddock from key stakeholders, who have bought into the ambition and understanding of why it is important too. “There’s not only the obvious benefit of reducing energy consumption and carbon emissions, but logistically it offers us the opportunity to create a more streamlined approach to powering Grand Prix events.” via F1Technical.net . Motorsport news https://www.f1technical.net/news/

[czech-trucker]

FIA European Truck Racing Championship Nintendo Switch Gameplay

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FIA European Truck Racing Championship Review - Keep On Trucking

FIA European Truck Racing Championship Review – Keep On Trucking

The human race can be a confusing species indeed. We merrily build powerful trucks designed to transport lots of cargo, and then for some reason decide to go racing with them, despite the fact that we also build incredible cars and bikes designed specifically to race. These trucks are so completely unsuitable for racing that their brakes literally attempt to self-destruct, and yet race them we…

[thepotentialof2007]

Some asswipes said some shit that got recorded on their onboard footage. Messed up way to find out about the Dakar Sistaz but glad to see they’re getting support.

The statement says Aliyyah is 16 years of age and the youngest ever FIA ETRC entrant.

Here’s a profile of Aliyyah and Yasmeen Koloc, covering their history and ambitions in motorsport, on the official Dakar site