Negative attitudes towards women in motorsport

Very recently, I saw an article appear on my phone’s Google news feed about a former racing driver who had starting uploading adult content to her OnlyFans page. Renee Gracie is an Australian woman whose racing career has spanned Aussie racing series such as Porsche Carrera Cup Australia, the Super2 series which is the feeder category to the Supercars, and then Supercars itself. Gracie took part in the Bathurst 1000 in 2015 and 2016, both times with Simona de Silvestro which made them the first all-woman pairing at Bathurst since 1998.

Gracie’s racing career was never sparkling and she didn’t set the world alight with her results, and it wasn’t long after her final year of racing in Super2 that she walked away from motorsport for good, citing her reason for hanging up her helmet that it’s no longer her passion. Then she gets dragged into the spotlight by daring to sell pictures of herself online, and she’s getting a respectable amount of money to live off of, the amount? Not important. I’m probably not doing any favours by bringing more attention to it, but I just had to say something because it really irks me.

Immediately, I have seen people say very demeaning things about Gracie, shaming her for making a living off of something which clearly sells. I’ve even seen a person say “Imagine showing your daughter a woman who should be her inspiration just for her to go do porn”, it’s really sickening to see these remarks.

There’s this very territorial culture about what grown women can do with their own bodies. Whether the issue is that they should be better role models, or that what they do is shameful, they’re selling out etc. The very same people who will publicly belittle her but will be the first to frantically search for her content when they get the opportunity.

I know I’ll get the very toxic people who will inevitably say that I’m ‘simping’ for Gracie, for daring to defend a woman who is selling pictures of herself online. This attitude towards women is frankly abhorrent, and you have to ask yourself why do you have a problem with it? Men sexualise women all the time, but when women sexualise themselves, it’s trashy for some reason?

This deep-rooted misogyny isn’t just exclusive to women who earn money by selling nudes and provocative videos, it’s in all forms of life especially in motorsport. Every time I see a W Series article or a woman in motorsport being covered in some capacity, all I see are just demeaning and bigoted comments about them.

Whether it be about Sophia Flörsch when she had her Macau crash and I saw comments about how if she had been a man, she would have reacted in time, or the people who say that the only reason that Tatiana Calderón isn’t good is because she’s a woman. Or if it’s the likes of someone like Carmen Jordá who tries to mask her incompetency behind the fact that she’s a woman, not helping the notion that women aren’t at the level of men and should not compete against them.

That’s why I was against the W Series at first before I realised what its aim was and have grown to appreciate it for what it is. There’s always a surface level guttural reaction to seeing a woman in racing, that it’s a gimmick and it’s not looking for the best drivers to compete.

Unfortunately as is the case in motorsport, you do need to potentially appeal to sponsors with a reason as to why you may be marketable, and that’s a reason you may find a lot of women racing. Current F1 driver Alex Albon was born in London to a British father and a Thai mother, and after being dropped by Red Bull at the end of 2012, he had the opportunity to gather sponsors from Thailand due to the fact that he was one of very few drivers at that level from there, even though he was born in Britain.

Though whilst Albon didn’t seem reluctant to call himself Thai, I know there’s a lot of distain from a lot of women in motorsport to be labelled as such. I remember when Sophia Flörsch got a race seat halfway through the FIA F3 European Championship in 2018 and the commentator kept on referring to her as ‘Lady Racer’, when saying ‘the sole woman in the field’ would probably have done just fine.

But Flörsch has quite rightfully been fed up of these remarks and playing into these pre-conceived notions that people seem to have about women in racing. She’s been openly critical of the W Series (albeit probably a bit too much when she’s made snide comments towards some of the women who do compete) and flat out refuses to compete, which she’s well within her right to do.

Attitudes won’t change overnight, and you’ll always find the odd person who will never stop being bigoted. It’s true that since 1950, only two women have ever qualified for a Grand Prix and motorsport will always be male dominated. For every 95 men in racing, there’s probably about five women and out of those, only a select few will be talented enough and maybe those are the ones who don’t have the opportunities.

I know in my heart of hearts that there’s a woman out there who will be F1 world champion, whether that’s Jamie Chadwick or maybe even someone’s unborn baby girl, I know one day it will happen.

Yes, I started this article talking about a former driver who started an adult film career, but these awful attitudes towards women is prevalent everywhere. Renee Gracie got a lot of stick as racing driver and undoubtedly is getting more as an adult film actress, and everyone who is trying to belittle her for making that choice, shame on you.

Featured Image Credit: Renee Gracie/Instagram

Virtual Le Mans – A spectacle in sim racing

As has been the case with a lot of the major motorsport championships during this pandemic, we have seen the rise of sim racing to fill that void. Had these motorsport events not been postponed, the weekend of June 14th would have been the season finale for the 2019-20 FIA World Endurance Championship season with the 88th running of the 24 hours of Le Mans. That has been postponed until September, but in its original June slot will be a virtual rendition sanctioned officially by the FIA and ACO.

Normal Le Mans 24 will not happen til September 19th. Image courtesy of Joao Filipe, Adrenal Media / FIA Wec

Dubbed the Le Mans 24 Virtual, the race will be held using rFactor 2 and will feature 50 entries consisting of four drivers each across two classes; LMP2 will be the leading class with all entrants using the Oreca 07 and they will be accompanied by LMGTE cars from the likes of Ferrari, Porsche, Aston Martin and Corvette. It looks set to be the peak of sim racing already, as the list of drivers who have signed up to compete is absolutely incredible!

Where to begin? Perhaps with some prominent F1 drivers. Max Verstappen and Lando Norris are back again in a 24 hour virtual race, hoping to repeat their win in the iRacing Spa 24 hours only this time without Max’s brake pedal falling off 15 minutes from the end. They’re racing with Team RedLine once again, one of if not the most successful sim racing team of all time and they’ll be partnered up with sim racers Atze Kerkhof and Greger Huttu.

Team RedLine will also be running the two entries of the WEC team Jota Sport, featuring the likes of Formula E championship leader António Félix da Costa and 2019 IndyCar rookie of the year Felix Rosenqvist alongside two very successful sim racers. The sim racers being inaugural World’s Fastest Gamer winner and former McLaren simulator driver Rudy van Buren, who is Mahindra’s Formula E simulator development driver and will be racing this year in Porsche Carrera Cup Deutschland, and the other being McLaren Shadow Project Final winner Kevin Siggy who is currently leading the Formula E Race at Home Challenge for sim racers.

Another prominent team in the world of sim racing is Veloce Esports, and they’re fielding three entrants in the top class with current and former F1 drivers: Pierre Gasly, Stoffel Vandoorne and Jean-Éric Vergne. F1 Esports race winner Jarno Opmeer, 14-year old Veloce Academy protégé Tomek ‘Hyperz’ Poradzisz, and the second World’s Fastest Gamer winner James Baldwin who is set to race this year in the GT World Challenge for Jenson Button’s Team Rocket squad.

Speaking of Jenson Button, he’s also racing in this, as are his former F1 teammates Fernando Alonso and Rubens Barrichello. Even the likes of Indy 500 winners Juan Pablo Montoya, Tony Kanaan and Simon Pagenaud are competing. Let’s just hope the latter doesn’t try to take Lando out again!

Two other current F1 drivers are competing, that being Ferrari’s Charles Leclerc and Alfa Romeo’s Antonio Giovinazzi, and they’re paired up with Ferrari’s current F1 and SRO GT Esports drivers, reigning F1 Esports champion David Tonizza and 2018 eRace of Champions winner Enzo Bonito. Alongside them in the GT class will be Felipe Massa and Giancarlo Fisichella, who are racing an entry backed by Strong Together, a foundation set up by Charlene, Princess of Monaco.

The FIA’s Women In Motorsport is represented by Katherine Legge, Sophia Flörsch, Tatiana Calderón and Emily Jones with the Richard Mille Racing Team. However the most notable woman in racing right now, W Series champion Jamie Chadwick is also racing and she’s going to be sharing driving duties with YouTube sim racing royalty Jimmy Broadbent!

The 2020 Virtual Le Mans entry list. Image courtesy of Fia Wec
Second part of the 2020 Virtual Le Mans entry list. Image courtesy of Fia Wec

Other notable drivers taking part include Pietro Fittipaldi and also F2 drivers Louis Delétraz and Jack Aitken who are both racing for Williams and Rebellion’s collaboration effort. Former F1 driver Olivier Panis is also competing, and that’s before we even get onto some of the regulars of the WEC and the 24 hours of Le Mans.

Toyota drivers Sébastien Buemi, Kamui Kobayashi, Mike Conway, José María López and Brendon Hartley will be in the top class. Along with the likes of André Lotterer, Nicki Thiim, Will Stevens, Bruno Senna, Neel Jani, Norman Nato, Nicolas Lapierre, Darren Turner, Nick Tandy, Dries Vanthoor, Filipe Albuquerque, Nicky Catsburg, Jan Magnussen, Miguel Molina, Tommy Milner and Thomas Laurent, all of these are just some of the 200 names you will see when you tune in to the Virtual 24 hours of Le Mans on June 13th!

So how do you watch? It will be streamed on the official Motorsport TV website and possibly Twitch as well? TV scheduling may or may not happen and will vary between country, you will need to check back on social media, Fia Wec’s website

But what does this really mean? This is probably the biggest sim race of all time in terms of driver caliber, and it’s just absolutely incredible to behold. It could open up doors to potentially get more of these sim races to happen in the future during the off-season and maybe for a great cause too!

Yes we’re probably all fed up of sim racing and a lot of the controversies to come along with it, but you can’t deny it’s better than just twiddling our thumbs waiting for real racing to begin again. Sim racing has been immense during this wait, and it doesn’t look set to be slowing down even when real racing gets back going again.

So until that happens, I hope you will join me as a viewer of this landmark sim race. A real spectacle in sim racing!

Featured image courtesy of FIA Wec

Sim racing’s life beyond real racing’s return

As a lot of you will have been saying, I’ve been the one championing sim racing’s rise to the fore in the absence of real-world action and it’s still going strong of course. However, we must now turn our attention to how sim racing fits in with a post-sim racing world, if you will. A lot of people tend to be quite absent-minded about how sim racing is being treated, and make very ignorant statements assuming it’s trying to replace the real deal.

This all started the weekend that the Australian GP was cancelled. We had The Race with their All-Star event and Veloce Esports hosting their first rendition of the Not The GP. Since then, so much more has happened! Off the top of my head, we’ve had Formula E’s Race At Home Challenge on rFactor 2 and IndyCar and Aussie SuperCars hosting their own championships on iRacing. Then there’s also FIA World Rallycross Championship have doing races on DIRT Rally 2.0, DTM and WTCR have their Esports series on RaceRoom, GT World Challenge doing the SRO E-sports GT Series on Assetto Corsa Competizione, MotoGP’s Virtual Races on the MotoGP 20 game and last but not least, Formula One’s own Virtual Grand Prix events on F1 2019, with the addition of the F1 Esports drivers doing their Pro Exhibition event and now drivers from a plethora of junior formulae competing in the F2 Virtual races.

There’s definitely more I’ve missed, but at least you understand the vast scale of the impact of Esports. Not only that, we’ve started to see a lot of drivers turn to streaming on Twitch, with Lando Norris leading the charge and being joined by a lot of his peers including Charles Leclerc, George Russell, Alex Albon and many more. Just last Friday, I saw those four all playing Rocket League together; it was so indescribable, the joy I felt seeing four of my favourite F1 drivers playing car football.

This difficult time for all of us will hopefully soon be over. There are plans for the F1 season to finally begin in Austria on the weekend of July 5th, with efforts in place to hopefully prevent anyone from contracting the virus and with no crowds. By that point, you could say that we don’t need sim racing and in a sense you’re right. It wouldn’t be filling any voids, but that doesn’t necessarily mean it has to stop.

When racing isn’t going on during the traditional European winter, you would have Formula E as well as some other winter series like F3 Asia or Toyota Racing Series. But I think sim racing can still work very well in that time-frame, maybe not with a lot of the same active pro drivers but I still definitely think a few will still want to take part.

Getty Images / Red Bull Content Pool

The trouble would come by making it an obligation. We’ve seen drivers being made to take part and losing sponsorship from treating a properly sanctioned event too casually. Whilst we would expect a broadcast and sponsored race to have some form of etiquette and professionalism, the trouble would come when these drivers are told to compete when they just want some down-time.

We’ve seen some casual races from a few of these guys looking to mess around. The famous clips of Alex Albon being punted off in some way by George Russell in lawnmower race or on the F1 game coupled with the sound “GEEOORRGGEEE!!!” come to mind, and as long as they mind don’t use abhorrent words (think of Kyle Larson) then that’s all good. But, for some fun yet still sporting events that drivers can compete in, they should be able to decide during their own time whether they want to do them or not.

We could even see in the future, a lot of championships adopting a type of sim racing to fit in with their race meetings. Formula E have been doing that for years, where a pick of their drivers go to a sim racing tent in the paddock between qualifying and the race and go up against a group of fans who have entered into it through some kind of qualification.

Mercedes AMG Esports

Those may not be the most professional of races but it’s something. A lot of the sim races that have been going on are treated as their own thing and are being held with the philosophy of entertaining fans first and foremost, and even though it’s never going to match up with the real thing, it’s a better than nothing at all.

Also, keep it online for free. The brilliance of sim racing is that it’s so easily accessible both as a viewer and a competitor, and I don’t want to see a paywall for sim racing. I get it for real racing, but I’ll be very disappointed if a championship is not streamed to YouTube/Twitch etc. and is only on a channel like Sky Sports, BT Sport or Eurosport.

Heading forward, organisers can still use sim racing to compliment the real racing. Both as entertainment during a point where the real racing isn’t happening that can be open to entry, or in the lead up to a real world event. Plus why not throughout the week? Who is to say that there should only be racing at the weekend?

There’s nothing wrong with something more. If it isn’t your thing, you don’t have to watch it.

Ferrari swoop up Sainz and Ricciardo moves to McLaren

In a blockbuster morning of Formula 1 news, Carlos Sainz has been confirmed as a Ferrari driver for the 2021 season, while Daniel Ricciardo will partner Lando Norris at McLaren for the new year.

Sebastian Vettel’s announcement earlier in the week that he is going to leave Ferrari at the end of the current season blew the driver market wide open, and the confirmed news today was swiftly followed as teams already look to complete their line-ups for the 2021 season.

Sainz has signed a two year deal with Ferrari, and will partner Charles Leclerc, who had a hugely impressive debut season with the Scuderia last year, winning two races and finishing third in the championship ahead of team-mate Vettel. Ferrari team principal Mattia Binotto showed his satisfaction at the move, saying, “We believe that a driver pairing with the talent and personality of Charles and Carlos, the youngest of the past 50 years of the Scuderia, will be the best possible combination to help us reach the goals we have set ourselves.”

Sainz began his career in F1 with Red Bull junior team Toro Rosso, but his frustration at a lack of opportunity at the main Red Bull team led to him joining Renault on loan for the 2018 season, having replaced Jolyon Palmer at the end of 2017. The news of Daniel Ricciardo jumping the Red Bull ship and joining Renault pushed Sainz out of the team, who then joined McLaren in 2019.

His relationship with team-mate Lando Norris was one of the more cheerful sides of the 2019 season, and the two transcended expectations for a team that is embarking on an impressive rebuilding process, which is what has enticed Daniel Ricciardo.

Ricciardo joined Renault from Red Bull for the 2019 season, but has quickly grown impatient at the team’s lack of performance, having seen a slump in pace. They finished fifth in 2019 compared to fourth in 2018, 54 points behind McLaren.

It is unknown the length of the contract Ricciardo has signed at the Woking-based team, but signing a prove race winner and a highly talented racing driver is a revolution in the recovery of the British outfit, and has been described by Racing Chief Executive Zak Brown as “an exciting new dimension to the team”.

Ricciardo and Sainz did, however, seem content enough to stay put at their respective teams, but the domino effect from Vettel’s departure has had a substantial knock-on effect on the rest of the grid.

There is now an vacant seat at Renault, for which the French team have an abundance of options. Sebastian Vettel may or may not retire at the end of the year, and former champion Fernando Alonso has been tipped for a return to partner Esteban Ocon for the new year. F2 stars Guanyu Zhou and Christian Lundgaard, who are part of the Renault programme, will also be vying for the seat, while Nico Hulkenberg has been name-dropped for a return. Hulkenberg was forced out of F1 after a contractual agreement between Toto Wolff and Renault saw Esteban Ocon take his seat for the 2020 season, which is expected to start in Austria in July amid the coronavirus crisis.

Depending on who does take the seat, the 2021 season could see the youngest grid in the 70 year history of the sport.

 

[Featured image courtesy of McLaren Media Centre]

Michael Schumacher – a true great but left with no competition

When we watch sports – be it tennis, football (round and pointy) or our favourite motorsport series we look for the new star, that person who will shake things up. Senna did that in the Tolman, Niki in the Ferrari and Lewis in the McLaren, with one of the most awe inspiring first season’s in F1.

There’s one person I left off of that list, and that is Michael Schumacher. His rise to fame was nothing short of amazing jumping from Endurance cars  to F1 in the Jordan and then to eventually win seven Formula One World Driver Championships.

True greats end up with two situations which can be blemishes on their career, firstly teammates that look grey in comparison. Senna, Prost, Lauda, Alonso and Hamilton – barring when teammates were world champions themselves had less than stellar teammates, either via talent not being the same or because of contracts, is one thing that is to be expected. You aren’t going to be a world champion in a no.2 seat – ask Mark Webber. McLaren and Mercedes have mostly for instance run with no preferred main driver. Hamilton/Alonso and Senna/Prost are the two that most remember. But since Mercedes returned as a works team in 2010, their drivers have no preferential treatment. Alonso more or less dismissed the talent of Hamilton, and then scrapped with his teammate for the most of the season, perhaps to his cost and his Championship chances. Senna and Prost, were completely different in how they raced, both were racers. They mostly worked “well together” until well that corner at Suzuka and Senna, being Senna wasn’t happy with the tarmac being “inferior” to the P2 slot of Prost’s Mclaren.

One team in Formula One has traditionally has had contracted driver placings, that is Scuderia Ferrari S.p.A.. The system of number one and two drivers has worked well for them up until the mid 90’s. That started to erode, first with the paring of Eddie Irvine and then later with Rubens Barrichello from 2000. Both were fast drivers, and if Michael wasn’t there, they’d have probably won championships with Ferrari.  Both Barrichello and Irvine suffered from retirements, we won’t ever know if those were due to testing parts or for genuine reasons.

The 2006 Ferrari team at Brazil at Schumacher’s last race for Ferrari. Image courtesy of Ferrari

The second situation which nearly every dominant world champion faces (Senna and Prost didn’t as much), is that if you start to win as many world championships as Prost, Lauda, Senna, Vettel, and perhaps more acutely, Schumacher and Hamilton – well drivers retire, either to race in another series, or start their own vineyard!. Sometimes you are done with the sport, for which theirs many reasons, from health issues to the simple fact of not being good enough to be beat the best. But as a world champion you crave to have the best fight for the championship that you can, ideally not with the little new kid but that one, who has won a lot.

In any sport, you have golden eras, where there isn’t just one great but three maybe four individuals (and teams in team sports) who stand out. In Formula One we’ve had had the late 80’s, where we had, Piquet, Prost, Senna and Mansell whom where fighting for the world championship, they all became world champions.

In the 90’s we had Häkkinen, Hill, Villeneuve, Senna, Prost and Mansell all gunning for the championship. Schumacher won two world championships in 94-95 – early in his F1 career, it was a rich fabric of talent, that were World champions or in waiting. Schumacher became the best because he beat the best. But slowly one by one, they, had their names engraved upon the Formula One world champions trophy. Some jumped to another Series, Mansell to Indycar in 1993. Or others, going to less competitive cars, Villeneuve (British American Racing) and Hill (Arrows). Others simply stayed on a year and retired, Häkkinen and Prost. Senna, of course sadly lost his life at Imola in ’94.

He didn’t have the competition. Those world champion weren’t there, or in uncompetitive cars. Ferrari where the only competition, and Rubens was prevented from racing Michael, which came to a head in 2002 at the Austrian GP with Barrichello being ordered to let Schumacher pass him for the win. This lead to one of the most embarrassing podiums known in recent years.

Schumacher won in 94,95 and then from 2000,01,02,03 and 04 being his last championship win before he retired in 06. Those years (00 to 04) whilst showing his ability as a driver, to win. But you always felt with the team orders that win rate was partly Barrichello’s input as well as his own.

I entitled this piece, “Michael Schumacher – a true great but left with no competition” that is true, his existing competition of world champions left the sport one way or another. But he then had to fight off new competition in the form of Raikkonen and Alonso, whom ended up with three world championships between them. Alonso beat Schumacher in 2005 and 2006, Räikkönen nearly did so in 2003 but bested McLaren teammates Alonso and Hamilton in 2007 by one point.

Featured Image courtesy of Ferrari

#SchumiWeek – Michael Schumacher’s Ten Biggest Rivals

Michael Schumacher was in Formula One for nearly 20 years, having raced in 19 seasons from 1991-2012. Over this time he accumulated his fair share of rivals, and people who sought to dethrone the most successful man in the sport’s history.

10 – Nico Rosberg

A somewhat strenuous use of the word rival, in Schumacher’s comeback with Mercedes in 2010, young team mate Rosberg outscored Schumacher in each of the three seasons the pair raced together. Nico also won the 2012 Chinese Grand Prix, the first win of Mercedes’ return to the sport. Schumacher had his moments, but was never quite on the pace of his younger team mate, who is often your main rival in motor racing.

9 – Kimi Raikkonen

The spiritual successor to Mika Hakkinen, more on him later, Raikkonen showed what he could do in 2002, earning a handful of podiums in a largely unreliable McLaren. It was 2003 which showed he had the ability to end Schumacher’s run of title wins. Raikkonen only won once, his first win coming in Malaysia, but his consistency and ten podiums from a possible 16, saw Raikkonen in title contention at the final round at Suzuka. Second place wasn’t enough and Schumacher won the title by just two points. However the gauntlet had been laid down to the mercurial German.

8 – Rubens Barrichello

In the years where Ferrari reigned supreme, Barrichello was the only real rival to Schumacher. Spending six years as team mates, Barrichello and Schumacher were largely a good pair, though they had their moments. In Austria in 2002, Schumacher was controversially allowed to win after team orders denied Barrichello, who had led all race. Later in the year at Indianapolis, Rubens was given the win on the line as a token gesture from Schumacher. When no one could touch Schumacher, Barrichello put up a respectable fight. The relationship deteriorated in 2010 at Hungary though, as Schumacher, while defending from Barrichello’s Williams, almost pushed him into the pit wall at 180mph. Barrichello said at the time: “It is the most dangerous thing that I have been through.” Schumacher was handed a ten place grid penalty at the next race and apologised for the incident, despite pleading his innocence following the race.

7 – Ayrton Senna

In a case of ‘What could have been’, Senna and Schumacher only spent two full years on the grid together. But in 1994, Senna famously protested Schumacher’s Benetton B194, which he thought was illegal. Following Senna’s early retirement from the Pacific Grand Prix, Senna stood at the first corner and listened to Schumacher’s car go through, claiming to hear ‘unusual noises’ from the engine. It is largely considered that the B194 was an illegal car, but never was proven. Senna’s tragic death at Imola in 1994 robbed Formula One of what could have been an incredible rivalry between two of the sport’s greats.

6 – Juan Pablo Montoya

This rivalry was short lived but just as fiery. At the 2002 Malaysian Grand Prix, there was a first corner collision between Montoya and Schumacher. Schumacher’s Ferrari understeered into Juan Pablo’s Williams, but it was Montoya who received a penalty. This was ‘overly harsh’ according to Schumacher. The pair collided at the next race at the next race in Brazil, but much less furore this time. Montoya was best of the rest that season, finishing third behind the dominant Ferrari’s. Montoya was part of the next generation who really challenged Michael’s dominance.

5 – David Coulthard

“I’m very lucky to have raced against the most successful driver in the sport,” Coulthard mused in a YouTube series dedicated to Schumacher’s rivalries. “The relationship evolved to friendship in the end, but in the beginning, a respectful rivalry.” There were infamous incidents in Belgium and Argentina in 1998, where Schumacher collided with Coulthard. The incident at Spa, where Schumacher collided with Coulthard while lapping him, prompted the German to run to McLaren’s garage to fight with the Scot. Thankfully team personnel held them apart. At the 2000 French Grand Prix, Schumacher ‘Angered’ Coulthard after Schumacher swerved to hold off the McLaren off the start. “it was like a sporting slap in the face,” the Scot said.  “I reflect on my rivalry with Michael, as thankful to have had the opportunity to share the race track with him. I think racing against Michael made me better.”

4 – Fernando Alonso

One of best contested rivalries over Schumacher’s career. Alonso was the one to finally dethrone Schumacher, winning the title in 2005. “The battles with Michael were the best moments of my career,” Alonso said in an interview. “Going wheel to wheel with Michael was tough. I was intimidated by Michael.” At the 2005 San Marino Grand Prix Alonso and Schumacher had an incredible battle for the lead, with Alonso prevailing with Schumacher on his tail for the final 12 laps. Another example of the mutual respect between the two was the 2005 Japanese Grand Prix, where Alonso overtook Schumacher round the outside of the high speed 130R corner at 180mph. An incredibly difficult move which required respect between the pair, and was executed perfectly by Alonso.

3 – Jacques Villeneuve

The most controversial rivalry on this list, Schumacher and Villeneuve infamously collided at the 1997 season finale at Jerez while fighting for the championship. Villeneuve dived down the inside of Schumacher at the last possible moment, Schumacher was alleged to have turned into Villeneuve to try and take him out, it failed and Schumacher retired. Villeneuve won the title and Schumacher was excluded from it, losing all his points. The counter argument was that Villeneuve wouldn’t have made the corner as he came in too quick. However, 1997 signalled Schumacher and Ferrari were on the rise, and that Williams’ dominance of the 90’s was coming to an end.

2 – Damon Hill

One of the longer lasting rivalries of Schumacher’s career. Damon and Michael came to blows at the 1994 Australian Grand Prix while fighting for the title. Damon made a move on Michael going into a tight right hander. Schumacher closed the door on Hill, with the pair colliding. Michael’s Benetton was sent into the wall and Hill later retired with damage to his suspension from the impact. “I didn’t expect that Michael would be prepared to take me off if I was going to pass him,” Hill said in an interview with the Formula 1 YouTube channel. There were further collisions between the pair in Britain, Belgium and Italy in 1995. While it was a largely respectful rivalry, as most of Michael’s rivalries were, the pair fought hard in the mid 90’s.

1 – Mika Hakkinen

Undoubtedly Michael’s strongest rivalry, as well as Mika being one of the few drivers Michael truly feared. “Challenging Michael it was natural to me, to beat him. But to beat him and challenge him on the race track it was always a fair fight,” Hakkinen said in an interview with Formula 1’s official YouTube channel. This rivalry was incredibly respectful, with both drivers in awe of their adversary’s racing ability. “It’s easy to show frustration in public, and start saying something about your competitor in public, we didn’t start this kind of game,” Hakkinen stated. Arguably the finest overtake in Formula One history was contested between the pair at the 2000 Belgian Grand Prix. On the run down to Les Combes, Hakkinen attempted a move which Michael blocked. Not to be fooled again, Mika tried the move again a lap later while also lapping Ricardo Zonta’s BAR, cutting down the inside of both Zonta and Schumacher, and making the move stick. The late 90’s saw these two light up Formula One with some incredible racing, and Mika brought out the very best in Michael, and vice versa.

Featured image courtesy of Steve Etherington / Mercedes AMG

Schuey’s Moments of Madness

You cannot talk about Michael Schumacher, without bringing up his various incidents on track. I’ve picked out these particular examples, one of which came before his Formula One debut.

1990 Macau Grand Prix

This event, held for Formula Three cars saw a big battle between him and Mika Hakkinen. On the last lap of the event, having just started the final lap Mika was tucked up under the rear wing of Michael’s Reynard, and didn’t need to overtake the German to win the event. As the Finn went to pass his rival, Michael made the one move which would become a signature of his career and the two cars come together. Mika’s car, run by West Surrey Racing, was damaged on the left-hand side, with broken suspension and front wing. Mika was out, and Michael went on to win the event.

 

1994 Australian Grand Prix

For the next incident, we jump forwards to 1994. The battle that year between Damon and Michael was epic. As the two drivers came to the final race of the year, the Australian Grand Prix, held at the iconic Adelaide street circuit, Damon was just a single point behind Michael, after taking victory in a very wet Japanese Grand Prix. Now on lap 35, having taken the lead at the start of the race from Nigel Mansell who was on pole position, the Benetton driver had a moment coming into a left-hand corner, and he caught the rear of the car, but went wide, hitting the wall on the exit, and almost certainly damaging his car. Damon was around two seconds away, and witnessed Michael re-joining the track. The Brit didn’t know that Michael had hit the wall. Coming into the following right-hand corner, Damon moved to the inside of Michael, but the gap closed down, and the two cars came together. Now, Michael certainly knew that his car was damaged, so, did he move over on his championship rival? My opinion is that he did.

 

1997 European Grand Prix

Moving on to the next incident at Jerez at the end of 1997, I believe that this was pretty obvious to all. The battle between Jacques Villeneuve and the German for that season’s title, as Ferrari looked at the time to win their first championship since 1979 was big indeed, and Michael once more was leading the championship by one point as they came to the finale. The top three set the same time in qualifying with the Canadian on pole, followed by Michael, and then Heinz-Harald Frentzen. Michael took the lead, and Jacques dropped behind his teammate to third place. During lap seven, Jacques passed Heinz, and set about closing the gap to Michael. On lap 22 they both pitted, but Michael’s pace on his new set of tyres was not very good, and Jacques closed the gap down. During lap 47 the Canadian was right with Michael, and took a last gasp move up the inside, taking the Ferrari driver by surprise. Michael attempted to stop the Williams driver, by hitting the side of Jacques car, but this resulted in the steering getting broken on the Ferrari, and the car ended up in the gravel trap on the outside of the right-hand corner. It was a blatant move, and the FIA removed Michael from the drivers’ championship standings.

 

2000 Belgian Grand Prix

Moving onto the next big moment, which happened at the Belgian Grand Prix during the 2000 season. This was different from the previous events as it was not a championship decider, but Mika Hakkinen and Michael were still fighting for the championship. It was a wet to dry race and Mika led the race early on, with his rival down in fourth place. By lap 13 Michael was close enough to take advantage of Mika’s spin to take the lead. The Ferrari ace then had a 5.6 second lead at the end of the lap. As we came to the last few laps, Mika had been catching the leader, who had been suffering with tyres that had been overheating for a number of laps. He’d been driving off line on the Kemmel Straight to cool his tyres down, whilst Mika brought the gap down to just 1.6 seconds with just ten laps left. Coming up the Kemmel Straight with just five laps left, Mika was right on the tail of the Ferrari, and took a look up the inside but Michael edged the Ferrari over on the McLaren and Mika had to back out as the gap closed down. It was over the mark though, as Mika was very close to ending up on the grass. The McLaren driver got his own back however on the following lap with a dramatic move, and one that is well known – yes, that move with Ricardo Zonta in his BAR-Honda in the middle.

Ferrari Media

2006 Monaco Grand Prix

We head to Monte Carlo for the next incident, the 2006 Monaco Grand Prix. Towards the end of qualifying, as Michael had already set the fastest time, and was on pole position, he came to La Rascasse, and didn’t make the corner. Meanwhile, his big rival for the championship, Fernando Alonso was on a quick lap, going purple in the first sector. Back at La Rascasse, the German ace was parked up, meaning that there were yellows being waved. Alonso had to back out of his quick lap, and thus it was suspected that Michael had done this deliberately. The FIA believed it, and after several hours the stewards stripped the Ferrari driver of pole, thus elevating the Renault driver who was second fastest.

Ferrari Media

2010 Hungarian Grand Prix

The final moment came in 2010 during the year when Michael made his return to Formula One with Mercedes-Benz, and it was against his former Ferrari teammate, Rubens Barrichello during that years Hungarian Grand Prix. Coming to the end of the race, the Brasilian, who had qualified his Williams-Cosworth in twelfth position, was right on the German’s tail. Coming onto the start finish straight, Michael’s car slid at the rear mid corner point. Rubens was now within a one car length of the Mercedes-Benz, and was benefiting from the tow halfway down the straight. Michael had his car in the middle of the track, giving space to Rubens to go either side. The gap on the inside was starting to close, but there was good space for the Williams driver to make a move up the inside. By the time that Rubens was halfway alongside Michael, the gap had reduced and the pitwall was getting closer and closer as Michael continued to reduce the space that Rubens had. In the end the gap came right down to the point that Rubens left-hand tyres were on the inner white line near the pitwall, with the result that the right-hand side was very close to hitting the pitwall! Thankfully, the pitlane was just beyond, and crucially no-one was exiting the pitlane at that moment! There was immediate criticism after the race of Michael’s actions. One thing was true – he’d lost nothing of his dislike of being overtaken, and was still willing to push the envelope of what was right. Michael was given a ten-place grid penalty for the following race in Belgium, and although he initially defended his actions, he later apologised for his actions.

Mercedes AMG

Summary

Michael Schumacher was an incredible talent – there is no doubt about this. But he really used to push the envelope as to what was acceptable. He became the most successful driver ever, winning 91 races and seven world championships, but there will always be these incidents casting a shadow over his career.

Indianapolis Grand Prix – 2005 a Race to Remember

A race that I will never forget, as a Schumacher fan. I was happy because that victory, in a disastrous season for Ferrari, was like a cold beer during a hot day in the summer. That day will be stuck in my mind for the rest of my life.

Ferrari Media

It was a tough season for Ferrari and Schumacher. The team had dominated for the past five years, but that year Fernando Alonso, accompanied by Giancarlo Fisichella, decided to shake the standings. Renault scored nine points more than McLaren-Mercedes and they were crowned as constructors’ champions.

The strangest race of the season, if not F1’s history, took place in the US and more specifically in Indianapolis.

Ralf Schumacher had a serious crash during the practice session on Friday, caused by a tyre failure. The German crashed at turn 13, a special high-speed and very demanding turn which was applying extra load on the tyres.

Ferrari Media

Williams, was not the only team that had an issue at that specific turn. The following day, Michelin stated that BAR, McLaren, Red Bull, Renault, Sauber, Toyota and Williams had problems at the same turn. The tyre supplier couldn’t find the root cause of the problem. Michelin proposed that the teams use tyres with different specifications, but the problem was that the ‘new’ tyres, which were the same type as the ones that used in the Spanish Grand Prix, had the same flaw.

Time was ticking. The FIA proposed adding a chicane at the final turn of the circuit but it was vetoed by Ferrari. On race day, Charlie Whiting gave the green light to the drivers to start the formation lap. 20 cars started but only six completed the lap. Only the teams that were racing with Bridgestone’s tyres could participate in the race, leaving only Ferrari, Jordan and Minardi.

“If it comes down to my choice, I want to race,” David Coulthard stated.

It was an easy victory for Michael Schumacher. The German driver led the race from the beginning and took the chequered flag, followed by his team-mate Rubens Barrichello. Tiago Monteiro and Narain Karthikeyan finished third and fourth respectively, while Christijan Albers finished fifth and Patrick Friesacher sixth.

That victory was the only one for Schumacher and Ferrari in 2005 and moved him to third place in the drivers’ standings.

Schumacher Week – Legacy

On July 25th 2004, Michael Schumacher took victory at the Hockenheim circuit in the last of his championship winning cars, the Ferrari F2004. Fifteen years later almost to the day, his 20-year old son Mick drove some demo runs at Hockenheim in that very same car. The crowd were erupting with cheers for Mick, but it was no easy ride to get there.

Mick began his career in 2008 at the same kart track where his father started. For most of his karting career he went by the pseudonym Mick Bestch, using his mother’s maiden name to avoid media attention.

In his first three years, Mick committed to the Kerpen Kartchallenge Bambini races. He finished 4th in 2009 and won the following year. With the KSM Racing Team, he moved up to KF3 for 2011, competing in German championships and even finishing third in the Euro Wintercup. He did so again the following year, as well as securing third place finishes in the ADAC Kart Championship and DMV Kart Championship and 7th in the ADAC Kart Masters.

2013 would be the year that Mick would sneak out of relative anonymity, as he stepped up to compete at a European level. He took part in the CIK-FIA European, WSK Euro Series and WSK Super Master Series KF-Junior championships, and finished third in both the German Junior Kart Championship and the CIK-FIA Super Cup event. With it, the media started picking up that he was in fact Michael’s son.

In what would be Mick’s last year of karting, he would go by a new pseudonym Mick Junior, and finished runner-up in the Deutsche Junior Kart Meisterschaft, and the CIK-FIA European and World KF-Junior Championships. Tragedy followed in late 2013, as Mick was skiing with his father when Michael had the accident that resulted in the injury that has seen him away from the public ever since.

Mick has understandably remained very quiet about that fateful day, but he hasn’t let it prevent him from chasing his dream and, after what was predictably an emotionally difficult final year in karting, he would move up to cars for 2015.

Signing for the Van Amersfoort outfit, Mick would hit the ground running in his first weekend in the opening round of the German ADAC Formula 4 championship with a win in the third race at Oschersleben. He wouldn’t herald much more success that year, with only one further visit to the podium on his way to 10th overall.

For 2016, Mick moved to Prema PowerTeam and doubled up his commitments with a dual campaign in the German and Italian F4 championships. This is the point where Mick began impressing me. He took five wins in both championships and just missed out on winning both. He ended the year by finishing third in the MRF Challenge Formula 2000 winter series.

Mick remained with Prema as he stepped up to the FIA F3 European Championship for the following year. The transition didn’t herald immediate success, with only a single podium and a 12th-place finish overall, third of the first-year F3 drivers behind Jehan Daruvala and outright champion Lando Norris.

So far, it was a career that was promising but hadn’t been hugely stellar. Understandably, he is carrying the burden of being the son of the most successful F1 driver of all time, and most sons of former drivers get grouped in with pay drivers. But 2018 would prove to be Mick’s year.

Remaining in F3, he began the year under the radar. It would be the second half of the season at the venue where his father had a lot of his career highs though that he would finally find form, Spa-Francorchamps. Earning pole position in the second race but having to retire, he battled team-mates Robert Shwartzman and Marcus Armstrong in race three and finally got that first win.

That was the start of a great run of form, as he went on to pick up wins at the following rounds at Silverstone and Misano. At the Nürburgring round, Mick joined an illustrious group of racers by picking up all three wins in a single Euro F3 meeting, a group that includes the likes of Max Verstappen, Esteban Ocon and Lance Stroll.

With two further wins at the following round at Red Bull Ring, he overtook long-time series leader Dan Ticktum, a polarising figure who was being hyped up as Red Bull’s next F1 star. Ticktum openly suggested on his social media that there were factors towards Mick’s success, seemingly an accusation of cheating. Nevertheless, Mick sealed the championship, his first in car racing.

Before his 2019 campaign began, Mick had a choice to make. Prema often houses a lot of Ferrari young drivers, and with the F3 team being powered by Mercedes, Mick had gotten offers from both of his father’s former teams. He ultimately decided to go with Ferrari, the team that his father won five straight championships with, rather than the team he was with for his three-year comeback.

Scuderia Ferrari Press Office

On his debut in the Grand Prix-supported Formula 2 championship, he finished 8th in the feature race at Bahrain, meaning he would start on pole for the sprint race, although he was unable to keep his tyres in good condition. However, the week after driving his dad’s 2004 F1 car, he repeated the performance he’d put in in the Bahrain feature race, this time in Hungary, and went on to win the sprint race too.

He also took part in tests with both Ferrari and Alfa Romeo after the Bahrain Grand Prix, and a seat looks set to open up at Alfa should Ferrari decide to either promote or drop current driver Antonio Giovinazzi from the lease Alfa seat. However, 2020 is a make-or-break year for Schumacher, as he faces stiff competition from his teammate, fellow Ferrari Academy driver and reigning F3 champion Robert Shwartzman.

I do rate Mick, but if he is outperformed in F2 this year by the highly-rated Shwartzman then that theoretically should be it for him. If he isn’t in championship contention or if the Russian outperforms him, I don’t think Mick should get that seat. But I believe Mick will do well, and hopefully he proves his doubters wrong and that he isn’t just there because of the name.

Mick has a cousin too, Ralf Schumacher’s son David who is a runner-up in the German Kart Championship, best-placed rookie in German F4 and will be racing this year in the same paddock, albeit in F3 for Charouz.

The Schumacher legacy lives on. Hopefully Mick does prove this year that he is worthy of a place in F1, and he can forge his own.

Images courtesy of Scuderia Ferrari

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