‘When you’re young, you make more mistakes’: Steiner explains why Haas keeps getting stronger


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Haas might have the fourth-quickest car of 2018 behind the ‘big three’ teams, but a variety of problems has kept them from delivering on their potential. Meanwhile their unique approach to F1 has been met with sniping from rival teams.

But Guenther Steiner, in his third year as team principal, tells @DieterRencken F1’s newest team will keep coming back stronger from every setback.

Mention the name “Guenther Steiner” to F1 paddock folk, then ask for their impressions, and invariably terms such as “German” or “Austrian” crop up, as does NASCAR. Strictly speaking, though, the descriptions are inaccurate, or, at best, only partially correct: The 53-year-old is Italian, albeit from the German-speaking Southern Tyrol region, and spent a large part of his professional life in European motorsport.

Indeed, his roots lie in rallying, initially as mechanic with Mazda Rally Team Europe before working his way up the ladder via Jolly Club, Prodrive and M-Sport (Ford). The latter promoted him to Technical Director during the halcyon Colin McRae / Carlos Sainz period before Ford, owner of the Jaguar Racing Team, seconded him to their F1 operation as Managing Director under Niki Lauda.

When Ford restructured the team after Lauda’s departure in 2002, Steiner was offered alternate employment, but chose to join Opel as Technical Director on the DTM project. He was reunited with his former Jaguar colleagues after Red Bull acquired JagRac in 2005, and when Adrian Newey joined the team he was deployed to the USA to assist in establishing Red Bull’s NASCAR team, becoming technical director.

He left the team in 2008 to form his own composites company Fibre Works, which is how he found his way back into F1: the founders of USF1 contracted the company to provide composite work. Steiner was about the only contractor to benefit from the ultimately-stillborn project: He learned how not to go F1 racing, he studied F1’s rule book, and met Gene Haas and his racing lieutenant Joe Custer, who ultimately declined to partner USF1.

He vowed he could succeed where Kenny Anderson and Peter Windsor had failed, and thereafter Guenther’s every spare moment was devoted to founding a US F1 team. He toyed with running a third car for Ferrari when such concessions were mooted, and considered running customer Ferraris if permitted, as speculation at one stage had it. All the while, though, he kept Haas and Custer warm.

When the 2013-2020 eligibility regulations, themselves broadly based on the 2010-12 Concorde Agreement’s listed parts* clauses were confirmed, Steiner enquired whether Ferrari would be willing to supply a kit of non-listed parts and make available their wind tunnel. The answer was in the affirmative, subject to irrevocable guarantees.

Guenther Steiner, Christian Horner, Red Bull, 2005
Steiner with Horner in year one at Red Bull
Thus the next stop was Dallara in Varano de’ Melegari, situated in the province of Palma. Would the world’s largest constructor be willing to design and manufacture the listed parts, namely those parts the teams holds the design rights or intellectual property to, he asked?

Dallara had spare capacity – plus the will to prove it could get the job done – after its abortive dalliance with Campos / HRT, so the answer was in the affirmative, again subject to satisfactory commercial arrangements.

The final step, then, was persuading Haas and Custer to buy into his concept. Impressed with Steiner’s plans and his persistence, they agreed to fund the first serious American F1 effort since Haas Lola (no relation, having been founded by Carl Haas) made its debut in 1985, as a global marketing platform for Haas CNC machine tools. An application for entry lodged with the FIA in early 2014 was approved shortly thereafter.

The rest is history: Haas F1 Team made its debut at the 2016 Australian Grand Prix, with the entry of Romain Grosjean finishing sixth, with the team ultimately placing eighth (of 11 teams) in the overall constructors’ classification. 2017 saw the team again place eighth, with pre-season testing for this season suggesting that the VF-18 could be the fourth-fastest car after Mercedes, Ferrari, and Red Bull Racing.

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Still, Australia saw both cars retire with wheel nut issues, in Bahrain Kevin Magnussen finished fifth after a scintillating drive while Grosjean failed to score, in China Magnussen scored the team’s only point, and in Baku Grosjean embarrassingly thumped the car under a Safety car while Magnussen came under flak after forcing Pierre Gasly into a wall – for which the Dane received a 10s penalty and two penalty points.

The bottom line is that, heading for Barcelona, Haas lay eighth in the championship with Magnussen on 11 points and Grosjean on zero. A long way from McLaren (34) in fourth, where pre-season testing suggested Haas could be. I interview Guenther on Barcelona Thursday in the team motorhome, and he seems relaxed. His Austro-Italo-American-accented English is measured and tricky questions are firmly responded to.

Romain Grosjean, Haas, Circuit de Catalunya
Under-fire Grosjean remains point-less so far
The race weekend is ahead of the team, and as it turns out its another curate’s egg: Magnussen drives superbly to lead the midfield home while Grosjean reprises the kind of antics which earned him the label ‘first lap nutcase’ early in his career, and leaves the team with another bent car.

But that lies in the future, so I put to Steiner that he must be hurting given the team’s overall performance to date this year, particularly after the promises of testing?

“It hurts, but you cannot do anything different, because it happened, it’s in the past,” he says firmly in his Austro-Italo-American-accented English. “What you have to focus on, for sure I’m not happy about it, but being unhappy and upset about it, that doesn’t help you going forwards.

“It’s water under the bridge, we know we lost some points, we didn’t collect them, but the car is strong. We were not in a position where you say we were lucky in one race, and missed it. No, the car is good. We just need to try to execute good, and then we are fine again.”

The key thing in F1 is to benefit from mistakes by returning stronger. Has the team learned from what some see as unnecessary incidents?

“Ja, exactly” he says, revealing his Germanic heritage, “I think the team learned when we had the mistakes in Australia. We analysed what we did wrong, and focused on not doing it wrong again. We got it right. We missed it, we shouldn’t have missed it.

“I feel responsible for that, I have no problem to say that. But what you can do? The only thing you can do, you have to have a good car every weekend, you need to focus and try not to make mistakes. Again, to try not to make any new mistakes, because you’re not trying hard to make mistakes, but they happen.”

Haas factories, 2015
The Haas F1 team base (right) alongside the Stewart-Haas NASCAR team
Surely, though, the answer is to eliminate all the things that can go wrong, how have the processes changed since?

“We always had this process, there was nothing that changed in our process. You know, we’re racing now the third year; we never had… we once had a pit stop problem in the two years and then we had two in one race. What can you do?”

I remind Guenther that it is not only pit stops that went wrong this year, that there have been other issues…

“No, no, overall I think we are pretty good for being still a young team, not to make mistakes,” he counters. “We just need to execute the process we have in place, we don’t need any new ones. We put in place good processes here, they just sometimes go wrong. Like when Kevin, when Ericsson ran into him, what can he do about it? We should have qualified better, that’s what we should do.”

What does he consider to be the strengths of the team?

After a pause he says, “I think that we always get up again. If you’re knocked down, you always come back, we come back better. I think all of these guys, they come back better. Nobody has their head down low. You go out there, you see them, they are going. They haven’t forgotten about last week, but they got over it. It’s not a problem. We keep on going. That is the biggest strength.”

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Counter question: Weaknesses?

“I think the weakness is still we are young and the possibility to make mistakes is higher than when you are more mature. It’s like when you’re young, in something you make more mistakes. You make more mistakes when you are 20 than you make now. And the same is for a team.

“That is what we are. But I think that we are so young is not bad, but you always can be better. If you say that’s a weakness, but only time will fix this weakness. And we cannot buy time. We just need to go through this, to get stronger?

In fact, one of the remarkable characteristics of Haas is that the team seemed to arrive “together”, unlike some start-ups who went before. Does he believe he has a team of people or simply a collection of people?

Guenther Steiner, Haas, 2018
“Even the best teams, there is margin to get better”
“There is always [a] way to go in a team. You can never be strong enough. But I think in general we are good. But would I say we have reached [where] there is no margin to get better? No, no, there is always margin. But I think even the best teams, there is margins to get better in that area.”

Time to get rather more personal: Given his relative lack of experience as an F1 team principal, how did Guenther manage to slot into the role so easily?

“It’s experience. You know, I’m doing motorsport 30 years, in different roles. I never had the role of team principal before, but I’ve done all the jobs which combine the team principal. I think I’ve got one advantage here. I could do most of the jobs the guys do in the team, most of them.

“I started as a mechanic… I did logistics as well, I co-drove in rallying, I did them all. And that I think you just learn. But it’s just experience, nothing else. And 30 years, it’s a long time to do this.”

And driving?

“No. And I don’t want to. I will be dangerous!” he laughs loudly.

Talking drivers, how does he rate his pairing, particularly given recent incidents?

“I rate them highly,” he says, not unexpectedly. “I think they’re the best we can get in our position. I think for where we are we have got the perfect drivers. The drivers are better than we are, in my opinion. In the beginning we got lucky that they believed us, because after what happened with the other teams, they started and went nowhere. It was a risk to come to us and we have to respect them for that as well.”

But, are they delivering?

“I know that they both have great talent. And somehow they both had, I wouldn’t say ‘problems’, there were always something in their careers, you see ups and downs. Both of them, they were in, out, in [at other teams].

They also had certain reputations, I hazard…

Romain Grosjean, Kevin Magnussen, Haas, Circuit de Catalunya, 2018
Grosjean and Magnussen: “For where we are we have got the perfect drivers”
“Yeah, but that is one of the things that I am not afraid of. I just can do my best. If they don’t like it, then we find another way. But they had the talent, and the biggest thing you look at in a driver is his talent. I don’t want to have the nicest guy and the sweetest guy and the best guy.

I have no problem with having somebody [with] a reputation. I can deal with that. There is a point where I tell them what to do. That’s my job, that is what I have to do. And I’m not afraid of anybody. If something is wrong, it’s wrong.

“I think they respect that with me. I actually think they quite like it. Sometimes they don’t like to hear what I have to say, but I still say it. It’s the same with me. Sometimes they say something that I don’t like. But I think we get on pretty well. Like in every relationship with a driver there are ups and downs, but in the end you always come to the same end, that we need to perform for the team. That is what we want to do.”

Time to talk future: Does Steiner see Haas sticking to the listed parts model given the massive changes expected to hit F1 at end-2020. When does his Ferrari contract run out?

“Everything expires end of 2020. In the moment there is no Formula One after 2020, because nobody’s got a contract. It could be longer, but if there’s no F1 in ’21, we have no Ferrari contract…How can you do a contract after 2020 if you don’t know what is happening?”

During testing the team endured a barrage of criticism from rivals over its business model. How does he react to that?

Guenther sits forward, his chiselled chin jutting, clearly ready to defend his team’s modus operandi, then responds: “I think you have to divide here between the model we are using and what people are criticising. People are saying we are using Ferrari aero data, which we don’t. So that is wrong.

“The listed parts, I think nobody is really against that one. Some people are accusing us, falsely, that we are using last year’s Ferrari. Which is complete nonsense. It’s nonsense. So, again, we are the first one to say we wouldn’t do it and we shouldn’t do it, because we don’t.”

Kevin Magnussen, Haas, Circuit de Catalunya, 2018
Haas wants to continue its relationship with Ferrari
In his opinion, does F1 have the right balance for listed parts, or should the list be extended, or reduced?

“No, no, I think at the moment it’s where it’s the right… at the moment it works for us,” he says, not unexpectedly. “If there are changes… I don’t want change at the moment because we have got a good system going. For sure some people want changes because they think that we shouldn’t be doing what we’re doing. That is why they want the changes. Because they have to cover their incompetence.

“It works. In the moment we wouldn’t change. If everything stays the same, if Formula One stays like it is now, in the moment we wouldn’t change. Why would we? There is not good enough reason to take a risk to change it. Because if you change it, you take a big risk. And why would we do that?”

Possibly because the FIA and commercial rights holder force through changes after 2020…

“I guess then we would have to change. Or we go and race somewhere else. But that’s not my decision, it’s Gene’s, but I don’t think the sporting regulations [will change to that degree].

“First of all, we don’t know what is happening in ’21. We don’t know what is changing, and why. You [all] assume it’s changing. In the moment, if you know more than me that something is changing…there is a plan to change something, but it’s not done yet. I think there’s a plan to change it, but I don’t know exactly what will change and I don’t know if this regulation changes. If they change, we will consider what to do.”

With that Guenther changes from team boss to friend. This lean son of a South Tyrolean butcher has surely come a long way since leaving the town of Bozen, located in the foothills of the Italian Alps, to follow his motorsport passion.

*See listed parts definition here

Follow Dieter on Twitter: @RacingLines

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Dieter Rencken
Dieter Rencken has held full FIA Formula 1 media accreditation since 2000, during which period he has reported from over 300 grands prix, plus...

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  • 40 comments on “‘When you’re young, you make more mistakes’: Steiner explains why Haas keeps getting stronger”

    1. I love Steiner. He’s one of the most sympathetic and low-key team leaders in F1.

      And his accent is magnificent. I couldn’t help hearing every single quote in that accent inside my head while reading :D

      1. I thought exactly the same. I love when Steiner says “wrong” :D

      2. @losd – I just realized – with your comment – that I’ve only read Steiner’s interviews, and it sent me to YouTube!

      3. @losd @phylyp about his accent: one time while listening to him speaking in English I ask myself if he’s from Germany, Austria… only to find out that is indeed Italian like me (of course from Sudtirol, where they speak more German than Italian)

        1. @m-bagattini @losd – the one video that had me laughing uncontrollably is a fan event of F1 team principals (link), with David Coulthard hosting it, and poor Arrivabene – not understanding a word of what David was asking – turning helplessly to Steiner to translate. And then Toto quips: “He doesn’t understand the Scottish”!

          1. @phylyp @losd gotta watch it ASAP! Something needs to be said:
            – Maurizio speaks a very poor English for someone in his position. He also has a strange way to speak Italian!
            – I had problems with English spoken in two places only: New Orleans and Scottland. Scottish sounds a completely different language! But they are amazing and welcoming people so fortunately they didn’t kill me for asking 3 or 4 times to slowly repeat…
            – Coulthard has some accent but clean pronunciation IMHO

            1. Mickey's Miniature Grandpa
              16th May 2018, 16:53

              To be fair to Arrivebene, he’s exactly what Ferrari needed after years of stone-cold, emotionless, impassive management types like Todt and Domenicali. While Domenicali seemed approachable and personable, I don’t recall him ever punching the air, with the vigour and enthusiasm of a real thoroughbred racer, when his driver pulled off a great overtake, as Arrivebene was doing from his first race at the helm. His English may not be great, but who cares? In a way that just adds to the perception of him as a real Ferrari man. It’s a lot better than my Italian anyway so I can hardly criticise.

            2. @m-bagattini I’ve never had any problems with understanding the Scottish people nor the people of New Orleans (or any American for that matter). Actually, TBH, I’ve never had any problems with understanding native-English speakers (or any English-speaker for that matter) regardless of where in the world they come from be it the UK, US, Australia, New Zealand, etc. In the end, the language is ‘technically’ still the same regardless of the country/region where it’s spoken.

            3. @m-bagattini My apologies if I’m offending someone here but in general the English of Italians, French and Dutch people is terrible. The one difference between the three is that the Dutch think they speak it very well. Germans are closer to what it’s supposed to be but among those countries the average English is by far of the highest level in Belgium.

            4. @flatsix No offense, it’s just the truth. Unfortunately we have a culture of “the important thing is to be understood” and in school we have people teaching English who don’t even know how to properly pronounce Italian. Don’t even get me started with Italians and tourism (both when we host and when we travel). My feeling is that with more graduated people things are getting better. One thing I must add is that between similar native language we understand each other quite well while obviously it’s more difficult for me to understand – for example – a native Asian. That being said, I may not have his vocabulary but I’m pretty confident my pronunciation is better than Maurizio’s!

    2. Getting an F1 weekend perfect must be unbelievably difficult. Even Mercedes and Ferrari have thrown points away. It’s also why Alonso manages to steal the results he does as others underperform.

      If you’re not aggressive you’re slow, too aggressive and you risk incidents.

    3. Steiner is an interesting man, hence, his interesting approach to the sport. He’s doing something that few people dared to do, and its great to see that he’s sticking by his drivers even after they’ve been put down by a lot of people, many times in their career. I think Gene Haas has chosen the right man to lead his F1 charge.

      heading for Barcelona, Haas lay fourth in the championship

      I think you meant to say that they did not lie fourth.

    4. Very well done interview, comes across as if I am hearing/seeing him on my pc screen!

      I sometimes worry for the midfield teams, like Williams, but, Steiner is right that their biggest problem at the moment certainly isn’t Haas doing a better job by using Ferrari parts, but just not doing a good job at all. Force India is somewhere in between I guess, but for them I’d say it’s mostly cash flow issues that have kept them back again. On the whole, I think Haas has been a great addition to the grid, something different from other teams, but a valid competitor in their own right.

    5. Thanks, good insight in this article, have to applaud and respect Steiner’s achievements with setting up and delivering results with such a new team.

    6. I’ve generally found Steiner a straight shooter, and like his statements and opinions. The one time I disagreed was with his defense of Grosjean earlier this week (but as others explained in the comments, what he puts out for public consumption could well be different from what is discussed internally, so I’ll give him the benefit of doubt on that).

      I like his rebuttal of the 2018 Haas being the 2017 Ferrari, though it is probably a response he’s had a lot of practice giving, what with that having been a big talking point this season!

      For some reason, I thought this Wednesday’s feature would be about the digital world feeds, but fair enough, if it comes out later it can only be an even better read.

      1. @phylyp – I agree he certainly is a sharp shooter and he calls it like he see’s it- no PR rollout as some other team principals like to do.

        Yes he has backed Grosjean after last weekend but I am sure behind closed doors he is giving it to him- Steiner has been at Grosjean all year so far, back had to back his boy.

        I find it interesting how some teams, and fans also, criticise how Haas has entered F1. I found it smart. When we had Virgin/Marussia or Caterham enter so many people complained about them being so uncompetitive and struggling to get under the 107% rule. Seeing their budget and barriers to entry its not surprising.

        Haas was smarter in playing the rules as the “B” team, but at least they are amongst it. It may not be ideal but is competitive cars on the grid, if the grid shrinks more its not good news.

        1. I find it interesting how some teams, and fans also, criticise how Haas has entered F1. […] Haas was smarter in playing the rules as the “B” team, but at least they are amongst it.

          @garns – very nice point. Yes, better to be smart and come in somewhere in the midfield, rather than enter F1 and immediately start circling the drain, or be consigned to the tail end of the field. In the process, they’ve also broken the notion that F1 was essentially a sport comprised of ‘Old World’ teams.

          1. @phylyp
            Thanks mate. You never know the age of people in this forum unless its disclosed, so F1F’s are of all different ages of course. I stared watching F1 at 10 (fanatic right away- I can give you stats of 1988 but maybe not last year as much :) In Australia the F1 times were not sociable – I am surprised I finished school lol.

            My point being in 1987 in Adelaide one year we had something like 36-38 starters, 26 allowed to race. I think V8’s, V10s and V12’s (Lambo I think). Thursday was ‘pre-qualifying’ and 8 or 10 drivers rocked up for one hour, were too slow, then went home (after some good party time, I assume LOL)

            Now we cant fill the grid. Equal distribution (maybe leave a little fat for the Prancing Horse- not heaps), less areo, less tyre reliance and a few others tweaks and F1 will be so great again. Its a great sport, the drivers are the most gifted people in racing skills on the planet, let them show it a little more?

            1. one year we had something like 36-38 starters, 26 allowed to race

              @garns – now we make the cars bigger and heavier to compensate!

            2. @phylyp

              But is heavy cars such a great thing? I see your point, why have 10 cars rock up with no chance of racing?
              I don’t think they could even enter race by race like they used to now.

            3. I was being flippant @garns , at how each years regs seem to only drive up the weight. I sometimes wish that there is a reg that states that beyond the chassis and safety cell, there can only be x kilograms of aero bits.

            4. @phylyp Sorry mate! Missed the sarcasm- where are you from (it makes a difference is responses)
              I am for low aero and mechanical – but that putting a few thousand out of a job??

            5. Higher Mechanical.

            6. @garns – my bad, I should have qualified it with a /s, I sometimes forget this isn’t face-to-face. I’m from India (so yay, not as bad hours as you to watch F1 live), about 2-3 years younger than you, but have only been following F1 for the last 10-11 years.

              Yep, I too would like cars with lower aero reliance for sure. Right now, the richer teams can make cars that hug the road better, and then stick better drivers in them, which is quite a double-whammy of a good driver complementing a good car. In contrast, the few times I’ve seen MotoGP, I’ve felt that it was down to the rider there, with the bikes ready to squirm and twitch out of control.

            7. @garns, I think you must be confusing a few memories there, as the picture you describe can’t have come from the 1987 Australian GP – most of the teams were still using turbo engines, although a few smaller teams used normally aspirated V8 engines (with the exception of Benetton, most of those that did use the Ford V8 were the smaller teams that tended to be nearer the back of the grid, such as AGS).

              There were no entrants using a V10 or V12 engine that year – those didn’t come until several years later. Furthermore, there were only 27 entrants in 1987, so there was no pre-qualifying session either – I think that you are perhaps remembering bits from different years instead.

              The situation you describe sounds more like the brief period in the 1990’s when the grid swelled up with lots of minor teams. Mind you, there were those who felt that perhaps it was a case of quantity over quality, and over time we have tended to forget some of the less attractive things that also occurred at the time – quite a few of those teams were hopelessly bad, with several having trouble with dodgy financial deals, poorly maintained cars, some of which were notoriously lethal (just ask Perry McCarthy about Andrea Moda) or just hopelessly uncompetitive.

            8. I think Anon is correct- I just looked at a few of my old books and I think pre-qualifying started in 1989 by the looks.

    7. True indeed, but also when you are young, you tend to drive faster;)

    8. Interesting read. Not that I ever really researched the subject, but I never realized what a driving force Steiner was/is behind the team. I suppose I always assumed that this was all Haas’ idea, and he recruited Steiner to head up the operation. From what I read here, you could just about make a case for it being the other way around … this was all Steiner’s idea, and he recruited Haas to bankroll it!

      1. Yes. My exact sentiment too. A very revealing read.

    9. How can one not like this man. What a leader! I for one try to follow his example in my professional life.

    10. I would certainly agree that Haas are doing just fine for their 3rd season in F1, and I guess that must be due to the Ferrari parts/agreement. I am not crazy about the relationship with Dallara…although kings of spec-car, they never produced competitive F1 car. This goes back all the way to the Kauhsen/Merzario through their own F1 project, Midland, HRT… As for the drivers, Steiner would not go wrong taking a look at considering Kvyat…a lost/wasted talent who still is young and could be a good prospect.

      1. @gpfacts – +1 to Kvyat.

        1. Pat Ruadh (@fullcoursecaution)
          16th May 2018, 18:15

          He is Ferraris third driver after all. Not out of the realms of possibility but would struggle to get in ahead of GIO

          1. Ah right, shouldn’t forget Giovinazzi as well! :-)

    11. The parts-list rule should be exploited by other teams too. And due to Haas, probably will be.

      Beyond the obvous, such as Williams using Mercedes parts, there could/should be sharing of listed parts back out of so called independents to manufacturers. One example that makes some sense would be McLaren listed parts showing up in a Renault. And there is always the RBR STR connection.

      Everybody wins…costs come down a bit and the field tightens up.

      1. It’s the Non-Listed Parts which are being supplied by the big teams. The Listed Parts are coming from Dallara which is the real stroke of genius, and no competitors are allowed to use the same Listed Parts (despite being outsourced).

        Even if Williams for example gets their Non-Listed Parts from Mercedes, it doesn’t solve their terrible problems with the Listed Parts (bodywork, structures).

    12. I really think they’ve been doing a great job as a new team but he can’t be serious when he says;

      Grosjean and Magnussen: “For where we are we have got the perfect drivers”

      Surely he knows Hülkenberg, Perez, Sainz, Vandoorne, Ocon,… all trump his two drivers in almost all skills required to drive an F1 car.

      1. Are you an expert in valuating F1 drivers? I don’t remember any of these drivers anything so speciel, you can conclude they are better drivers. But refresh my memory.

        But off course Grosjean will be sacked, if he continues his kamikaze style, quali/race slower than Magnussen and NOT scoring any WC points.

    13. Expertly written article, that was a pleasure to read, great content. I definitely respect his position.

      I went and had a good read at the regulations and it’s damn smart. With the listed parts being outsourced to Dallara in essence it’s a Dallara-Ferrari with Steiner just(/s) being left to focus on running the team. I guess it comes down to how liberal Ferrari are being with those designs “necessary for the integration of the non-Listed Parts into the design of the car”. Without them being investigated or shared we’ll never know.

      It does seem like he capitalised on an opportunity by making the deal with Dallara, not unfairly mind. I wonder if there are many other manufacturers like Dallara who would be willing to make/design the chassis for a pay-day without any interest in running/financing the team.

    14. Imagine if a super consistently fast driver like alonso was driving for haas, top 5-7 every race

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