After a career racing Formula 1 vehicles all around the world at speeds of up to 200 miles per hour, retirement must seem like a rather dull prospect. However, Jenson Button has been keeping himself busy with some exciting new endeavours. Button has been keeping himself busy recently, doing things such as going back behind the wheel of a stock car after some time away and helping his pals Ant Anstead and Roger Behle resurrect the Radford Motors name as a modern boutique coachbuilder. On the racing circuit, he drove the #15 Ford in a race that was co-sponsored by Mobil 1 and Rick Ware Racing earlier this year at Circuit of the Americas. After that, he switched into the Garage 56 cup vehicle and had an outstanding performance at Le Mans. After catching up with Jenson immediately before the first-ever NASCAR Chicago street race, we had a talk with him that covered a wide range of topics, including his return to racing as well as his best and worst automobile purchases. C/D: You’ve already won at Monaco, and you’ve had a fair amount of success at Le Mans in the past; do you have any interest in trying to win all three major races in one season? A victory at the Monaco Grand Prix, Le Mans, and the Indianapolis 500 are the three legs of the “triple crown” of motorsport. JB: IndyCar racing is not something that interests me in the least. I have a great deal of respect for the men who compete in the IndyCar series. Many of the drivers are familiar faces; I’ve competed against many of them, and we’ve become good friends. But what about competing at Indy? No. There is no interest. Road courses are the only type of track that pique my curiosity in driving an IndyCar, as opposed to ovals. I have no experience whatsoever with ovals, and at this point in my life, I have accomplished everything that I have set out to accomplish. Now I’m having fun. I don’t think participating in the Indianapolis 500 would be fun for me. It’s a little bit too terrifying for my taste. JB: My focus for the upcoming year will be on competing in endurance races. There are many aspects of this that I enjoy, including the camaraderie of the crew and the collaborative effort required to design and build a vehicle. In contrast, the most crucial competitor to beat in Formula One is your partner because you are both using the same equipment. It doesn’t matter to me if I’m the fastest guy in our car if we’re competing in an endurance race. If I end up being the slowest guy, that just proves that I’m even quicker than I thought I was. It would be excellent if I could assist the other guys in becoming quicker than me and in developing the car. This would indicate that we have a fantastic team of drivers. JB: Competing in IMSA would be fun, but the WEC races on some amazing tracks as well. You should know that first, we’d compete at the incredible Le Mans event. The spa is a fairly unique experience. Next year’s races will take place in both Interlagos (in Brazil) and Qatar, which is a new location. I have driven in Qatar in a road car, and the driving is mad there; the speeds are really high, and the roads are very quick and flowing. Consequently, I have competed on each and every one of the tracks, whereas in IMSA, I am not really familiar with many of the tracks. I’ve been told that IMSA racing is a lot of fun because it’s extremely laid back and it’s more of a grassroots competition. However, there are solutions available in IMSA that are less competitive. The most important competition of the year takes place at Road Atlanta. It’s possible that I’ll be doing that one. It’s possible. JB: It’s myself, Ant Antsead, and Roger Behle, who is a lawyer, and we’ve been good friends for quite some time now. Now that we are the primary owners of Radford, the process of designing a road car was incredibly thrilling. The plan was to collaborate with automobile manufacturers in order to co-develop new vehicles, with the end goal of producing customised, hand-built automobiles for specific customers. We constructed 62 of the first model. My background is in engineering, and I’ve worked with Formula One teams over the years, so my coworkers and I thought it was plausible that we could design a road car that is both the lightest and the one that handles the best. one that does not contain any of these wacky technology such as anti-lock brakes, stability control, and so on. Because it was lightweight and had sufficient mechanical grip, we were able to design a vehicle that did not require them. Because we thought that the mechanical grip was more consistent, we decided against applying aerodynamics to the problem. Aerodynamics is wonderful, but if there is even a slight breeze, the equilibrium will shift totally. Given the limited amount of time we would have had in the wind tunnel, it also would have been exceedingly challenging to exercise control over the airflow using aerodynamics. That means it’s a car with a lot of moving parts. Post navigation Review, Pricing, and Technical Specifications of the 2024 Audi SQ5 and SQ5 Sportback Europe has added criteria for electric vehicle quick charging and hydrogen network infrastructure.