ThePitcrewOnline

7th September 20177th September 2017

It’s Not About Banning Things

At this moment, I’m 35,000 feet up onboard a KLM flight from Manchester to Amsterdam. My final destination is Bologna, before moving further south to the Adriatic coastal town of Cattolica. Misano hosts the Rimini Riviera and San Marino Grand Prix this weekend but with one notable absence. Valentino Rossi’s broken leg will come as a massive disappointment for his fans but also the neutrals, as a five horse championship battle looked back on after an eventful Silverstone. However, debate has opened up about whether any form of motorcycle training should take place away from the circuit. I believe that the more prominent – yet neglected question – is this: to what extent should motorcycle activities outside of racing be allowed?

There’s a variety of viewpoints but I’m going to take a slightly different one. It’s not about allowing or disallowing motocross, trials, mountain biking etc. It’s about – in my opinion – the necessary risk to undertake such activities. It is very important to remember that Valentino Rossi is no longer the dominant Italian he used to be. In his words, “in the past, being strategic was the most important. Now, it’s about being quick from the start”. This has been a problem for Valentino this season. He hasn’t been the fastest over race distance or one lap and the strategies haven’t been the greatest either. The Doctor is enduring his worst spell on European soil since 2013, yet he’s more competitive now than what he was in the same season.

In other words: the pressure was on The Doctor. He knew that if he was to have a chance of success at Misano, he would have to be in better shape than ever. Not just what the likes of me and thee would consider “fit” either but bike-fit too. Any motorcycle racer will tell you that there is no time like saddle time and any time spent on two wheels keeps you in good shape on a motorcycle as well as mentally.

Valentino knew that track knowledge and the energy of the home crowd wouldn’t be enough. Yes, maybe two seasons ago or even three but not in the 2017 MotoGP season because it is way too close to call. There are too many riders who could topple him. Dani Pedrosa managed to do it from 8th on the grid last year.

There’s another reason why Valentino needed to train hard in order to take victory – or have a chance at least: just one win in 2017. The 38-year-old veteran needs to capitalise on circuits that are good to him. Misano is one of them. It was the last circuit at which he took back to back victories at in consecutive seasons (2008 and 2009). He was a winner in 2014 and even took a podium on a Ducati too. A win for Rossi at Misano would’ve brought the championship lead down to under 25 points and going into Aragon, that would’ve been crucial.

Ah. Aragon. Another issue that The Doctor has diagnosed in the seven previous races he has taken part in at the circuit. It is one of only three circuits that he has failed to win at (COTA and Red Bull Ring are the other two) and he’s never had higher than third there either. It is also Marc Marquez territory. A victory at Misano would’ve made a ‘poor’ Aragon feel slightly more positive and it would’ve balanced out the gains and the losses. But a definite win at Misano needed some extra training and unfortunately, Rossi has paid the ultimate price.

Did Valentino need to be training on any form of motorcycle? The jury is out on that one. Bike fitness is key and he was putting in the effort for his home race but there are other ways to maintain good, physical fitness. Many riders choose swimming or even running. Others prefer to stay in the gym but each to their own. Valentino trains almost everyday with his Riders Academy as well, so was it really necessary to do anything more? Again, the jury remain on their lunch hour.

I said at the start it is about the necessary risk. I have offered reasons for both doing or not doing anything motorcycle related and why the risk was and wasn’t worth it. However, it is nobody’s business to put an end to this sort of training. Any rider will tell you – I’ve said it before I know and I’m not going loopy – that bike fitness is the best form of fitness. Teams could write into the riders contract that the only motorcycle they can ride is the one supplied by the team for the GP weekend but then, who’d sign for the team?

You can learn many things on any form of two wheels that are transferable to racing on the tarmac. How to save crashes, body position, throttle control etc, but you can also maintain mental fitness. Knowing that you won’t have to wait until the next GP to ride is a great feeling for any rider. There is no time like saddle time.

Sadly, it isn’t just motorcycle training that can injure you. Cal Crutchlow was cooking his dinner when he sliced his index finger open, damaging his tendons and throwing his San Marino Grand Prix in jeopardy. Are we going to ban riders preparing their own grub? James Haydon fell down his stairs in 1999 during the BSB season and dislocated his shoulder before the Mallory Park round. Did every team manager then demand riders to live in bungalows? Nicky Hayden was killed riding his bike in Italy, so do we ban riding bicycles on roads?

All this talk of “ban this, ban that” drives me mad. In life, everything you do carries a risk. There is not one thing you do on a daily basis that has no risk. It’s the extent of the risk and how you manage it which makes the difference. Maybe Valentino may have injured himself somewhere else and doing something else had he not been on his training bike? Would we be banning that ‘something else’ too?

I am now currently sat on a TrenItalia train from Bologna to Cattolica. It only cost me €11.10 and despite the machine saying “beware of pick-pockets”, I managed the risk well and was not mugged. I am also glad to report that I made it in once piece and the risk of flying was managed well. However, my luggage was momentarily absent. Who knows, maybe I might ban myself from taking anything on my travels with me?

7th September 20177th September 2017

Days before World Champions’ glory

Red Bull were clearly the most dominant team of the early decade after years of building solid foundations in the midfield. The team formerly known as Jaguar began their F1 tenure with an excellent performance in what was their debut campaign.

Credit: GEPA pictures/Red Bull Content Pool

David Coulthard showed on numerous occasions that the RB1 was quick as he twice just missed out on podium finishes on his way to 24 points and 12^th place, in a renaissance for the Scot ousted at McLaren by Juan Pablo Montoya. Christian Klien took further eight points including 5^th place in China, while Vitantonio Liuzzi scored his maiden point at the San Marino Grand Prix.

2006 was to be less fruitful for the team despite Coulthard scoring their first podium, and the first for the Milton Keynes factory since 2002, at the Monaco Grand Prix. Klien left three races before the end of the season to be replaced by Robert Doornbos as Red Bull scored just 14 points all season, with six of those in Monaco.

Mark Webber re-joined in 2007 and the team became more consistent as they began to move up the Constructors’ standings, while Coulthard remained as First Driver. On the pitwall, Red Bull pulled off a major coup by signing legendary designer Adrian Newey from McLaren on a long-term contract. Webber was to score a podium at the European Grand Prix in Germany but was dogged by the kind of reliability issues that plagued his two-year stint at Williams.

Coulthard was more of a consistent scorer, largely avoiding the poor luck that Webber endured. 24 points was enough for the team to finish fifth in the World Championship. More points did not herald forward movement in the Constructors’ Championship in 2008 as the influence of Newey began to show. Webber scored points in five of the first six races of 2008 while Coulthard, in what was to be his final season in F1, struggled to make an impact.

A chaotic Canadian Grand Prix saw the Scot take the final podium of an excellent career with third place behind the two BMW Saubers, but seventh in Singapore was his sole other points finish. His career ended with a first lap shunt at the now famous Brazilian Grand Prix. With Sebastian Vettel announced as his replacement after impressing at Toro Rosso, new regulations for 2009 promised a shake-up of the order. That promise came to fruition as Red Bull proved to have one of the quicker cars, although they started out well behind Brawn GP following Ross Brawn’s Honda-salvage operation.

It had been a slow start with just 1.5 points from the first two races as Vettel crashed out of the Australian Grand Prix while fighting Kubica for second while Webber finished sixth in a rain-shortened Malaysian Grand Prix. A rain-soaked Chinese Grand Prix was the scene for Vettel’s second Grand Prix victory but more importantly Red Bull’s first, as Webber made it a 1-2 ahead of Jenson Button’s Brawn.

Credit: Getty Images / Red Bull Content Pool

Vettel would win again later in the year in Britain, Japan and Abu Dhabi while Webber took an emotional first-ever win at Nurburgring, with a second one in Brazil not enough to stop the Brawn pair of Button and Rubens Barrichello winning both the World Drivers’ Championship with Button and the Constructors’ Championship with a race to spare. Nevertheless, a precedent had been set as Red Bull comfortably outperformed their rivals in the second half of the season, while Ferrari and McLaren both had poor seasons. It was never a flash in the pan for Dietrich Mateschitz, and Red Bull Racing were here to stay.

6th September 20175th September 2017

Mark Webber – Red Bull’s Long Stint Man

Mark Webber made his debut at his home Grand Prix in 2002, driving for the now-defunct Minardi team. When the-then 26-year-old made his debut, no-one could’ve expected points but no-one would’ve thought that the unassuming Aussie would go on to be such a role-model and ambassador for F1. In this feature, I look back on Mark Webber’s stint at Red Bull – a car he became synonymous with from 2007 right up to his retirement in 2013.

Webber made a bold decision to join Red Bull in 2007. The team at the time had only one podium, which was a lucky one at that – at the 2006 Monaco GP, following the retirement of Jarno Trulli’s Toyota just a few laps from the end. Webber himself was also unproven, with just one podium to his name, at the same Grand Prix the year before.

The start to his Red Bull life was nothing spectacular. It took him until the United States Grand Prix to score points – the 7th race of the year. The next time he would score points would be at the European Grand Prix, hosted at the Nurburgring – which turned into be an iconic and memorable circuit for the effervescent Australian.

The race will be one that many of us remember for different reasons. For me, it was because, as an 8-year-old boy, I was listening to Murray Walker commentate for the first time in my life, on the radio in the UK. There was carnage at turn one, with a quarter of the field sliding off in the monsoon-like conditions – Webber was NOT one of them. Mark went on to finish a whole minute behind the winner but it was enough to secure him his first podium for Red Bull. There would be just one more points-finish in 2007, at the Belgian GP where he was 7th.

For 2008, he remained with Red Bull and finished eight races but this time, without a podium finish. His best result was 4th at the Monaco GP – a circuit that was quickly becoming one of his favourites. Just three retirements in the 2008 season also suggested that whilst Mark as a driver was becoming a more complete competitor, Red Bull as a team were making big steps forwards.

2009 beckoned and for once, the grid had been well and truly shaken up. McLaren-Mercedes and Ferrari were both struggling, whilst the likes of Brawn and Red Bull took over as the top-two teams. Webber was undoubtedly outshone by his young teammate and Red Bull new-kid, Sabastian Vettel. Webebr’s first podium of the season came in China with 2nd – his best result ever at the time. This was followed by Spanish Grand Prix success and third place, two races later. From the Turkish GP to the Hungarian GP, Webber took four podiums – including his first ever victory, at the Nurburgring in Germany.

Years of doubt had plagued Webber. Journalists and TV pundits doubting him throughout his career.At the time, Australia was also coming good in other Motorsport areas. Casey Stoner was a regular race-winner in MotoGP whilst Troy Bayliss had become World Superbike champion for a third time in 2008. Josh Brookes was a revelation in British Superbikes and Cameron Donald was continuing to take the road racing scene and the Isle of Man TT by storm. Mark Webber had completed the set of Australia’s Motorsport achievements towards the end of the naughties. He became the first Australian to win a race in F1 since Alan Jones at the Caesar Palace Grand Prix, way back in 1981. The drought of Australian F1 success was over and Webber was now on his way. After the Hungarian GP of that year however, it all went wrong. Just two more podiums came his way, with a win in Brazil and 2nd in the Abu Dhabi GP placing him 4th overall in the standings – his highest at the time. However, in the words of the man himself, “It was nothing to what 2010 had in store”.

He was quite right too. 2010 was another stellar season. Wins came at the Spanish GP and Monaco GP before a controversial clash with teammate Sebastian Vettel in Turkey occurred. Brits adored him as one of their own and when he won at Silverstone, it was met with great delight. Once more, a win in Hungary proved that he had talent in a Formula 1 car and that he could be a regular threat.

Despite being his most successful season in F1, Mark would have to wait until the final race of the year to become a winner in 2011 – the Brazilian Grand Prix. He finished every race in the points with the exception of the Italian Grand Prix. A damaged front wing tucked under the car at the Parabolica, recording his and the team’s first retirement of the year. Webber finished 3rd in the championship on 258 points.

2012 was disappointing. His first win came in Monaco and his next at Silverstone. However, that was to be his last win in F1. Webber had a poor mid-season and by the time the championship had concluded in Brazil, he was 6th in the championship – his worst championship position since 2008. However, the gritty Wonder from Down Under wasn’t finished.

2013 would prove to be Webber’s last in Formula 1. However, it wasn’t a boring bow-out. He came to blows with teammate Vettel in the Malaysian Grand Prix, after the German ignored team orders and took the win away from Webber. In June, Mark Webber made the announcement that no-one wanted him to ever make. The humble Australian, who had gone from inconsistent driver to accomplished race winner in just a couple of seasons, was to leave the sport at the end of the season to pursue a new career in the World Endurance Series.

Webber finished his Formula One career with nine wins, forty-two podiums, thirteen pole positions and nineteen fastest laps from 215 race starts. An icon for Australians and an inspiration to any young driver. Webber’s defiance to continue in his early years despite mediocre results earned him a reputation as being one of the most determined and most calculated drivers in the modern era of F1. Whilst the world and F1 paddock has gone PC and Red Tape mad, Webber pushed the boundaries and that is what gave him so many fans worldwide. F1 misses Webber but he will be remembered for his success at Red Bull. A fixture and fitting of the team and by no-means forgotten about.

Webber continues with media duties for Channel 4, with their F1 coverage and also interviews the drivers on the podium after the racing.

6th September 20175th September 2017

‘Verstappen 2.0 – Red Bull’s Max Verstappen On The Influence Of His Father In His Path To F1’ -Mobil 1 The Grid

Check out the newest video from Mobil 1 The Grid in which Max Verstappen talks about his father’s influence his path into F1.

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5th September 20177th September 2017

The future of Red Bull Racing

What is most unique about Red Bull’s junior driver programme is that it predates the team itself. Founded in 2001, three years before the Austrian team would ever enter a grand prix, it is the second oldest programme in motorsport solely dedicated to grooming young drivers to become future stars of Formula 1. The team recruits promising drivers with the proviso of funding and sponsoring their fledgling motorsport careers in junior categories. Providing them with additional physical and mental training is an invaluable asset to their career progression. And the past dictates that it has been a worthwhile venture for Red Bull.

The Red Bull Junior Team has achieved remarkable success. One Sebastian Vettel, signed to the programme in 2002, won four world championships with Red Bull Racing, proving irrefutably that the programme works. It has also produced two more Formula 1 race winners, Red Bull’s current line-up; Daniel Ricciardo and Max Verstappen. What is most impressive about the programme is the amount of drivers it has managed to take all the way to Formula 1. Ten drivers have graduated to the top flight of single seater racing, though not all of them went on to win races or championships, it is an exceptionally high number of junior drivers to make it to F1.

Red Bull have been aided massively by their acquisition of the Minardi Formula 1 team in 2005, which they renamed ‘Scuderia Toro Rosso’ and rebranded the outfit into their sister team, run for the purpose of developing their young drivers further. Usually running in the midfield, the team offers young drivers Formula 1 race experience, with the view to eventually move them up to the Red Bull Racing team, if and when they feel they are ready. This is an asset that other teams have tried to replicate, but never to the same degree of success. A common problem for young racers is that often there isn’t the space for them, but Red Bull’s use of Toro Rosso circumvents this issue slightly, by giving Red Bull four seats they can place their drivers in, instead of the usual two.

The Red Bull Junior Team currently consists of five drivers, competing in four different series. The longest serving current member is Pierre Gasly, 2016 GP2 champion and recent race winner in Super Formula, has been a part fof the team since 2014. Gasly is also touted as a contender for a Toro Rosso seat in 2018. Finnish driver Niko Kari, currently competing in GP3, and Richard Verschoor, racing in both the Toyota Racing Series and Eurocup Formula Renault 2.0, are in their second year with the programme. While Dan Ticktum and Neil Verhagen are newcomers to the Red Bull Junior Team, both driving in Eurocup Formula Renault 2.0, alongside Verschoor. With the exception of Gasly, none of these young drivers have been with the programme for a significant amount of time, which is one of the striking things about the Red Bull Junior Team.

Pierre Gasly driving the 2005 Red Bull RB1 at Goodwood on June 26, 2015 in Chichester, England
Credit: Getty Images / Red Bull Content Pool

Whilst ten drivers might seem like a large number of drivers to take all the way to Formula 1, since its creation in 2001 the Red Bull Junior Team has had sixty-one different drivers on its books at even given time – not including the five currently part of the team. And most young drivers only stay with the team for a year or so before either leaving or being dropped. There are a few exceptions, but on the whole, there is an unusually high turnover of drivers entering and leaving the programme.

The mission statement of the Red Bull Junior Team states that their drivers are under ‘permanent pressure to perform’, and this is clearly the case. Often if a driver has an off-season, or fails to live up to the standards set by Red Bull, they are swiftly dropped. It is very clear that the young drivers in the programme are in a precarious position, with no guarantee of a secure place in the future.

Being dropped by a programme such as Red Bull’s can be detrimental to a young driver’s career. One of the reason why places on Formula 1 teams’ junior programmes are so sought after is because of the financial backing teams can provide. Something which is essential for drivers who do not come from wealthy backgrounds or have ample sponsorship deals. For drivers such as these, to suddenly lose their backing could spell the end of their Formula 1 dream, or even their racing career.

There are also cases where drivers who were dropped by Red Bull have gone on to have very successful motorsport careers outside of Formula 1, proving that Red Bull were perhaps too dismissive of their talents when they had them on their books. This is apparent in the case of New Zealand born driver Brendon Hartley who spent four seasons in the Red Bull Junior Team before being rather harshly dropped in the middle of the 2010 season. Most recently, Hartley was part of the 2017 24 Hours of Le Mans winning team with Porsche, an achievement contrary to Red Bull’s implications that he wasn’t up to racing at the highest level.

The junior single seater circuit is littered with ex-Red Bull backed drivers, F3 title contender Callum Ilott and F2 entrants Alexander Albon and Sergio Sette Camara being a few examples, which is a sign of their merciless attitude towards their junior programme. But this is an ethos firmly engrained within the wider Red Bull motorsport programme. One only has to look at the infamous promotion of Max Verstappen to Red Bull, at the price of Daniil Kvyat’s own Formula 1 career. It was a cut throat move, but it ultimately proved to be right one.

It should be no surprise that the Red Bull Junior Team has so many casualties, whilst it may seem unfair or even cruel, it is a technique that works perfectly for them. Ricciardo and Verstappen, both products of the Red Bull system, are widely considered the most competitive driver pairing on the grid and have the potential to bring the team any number of championships, if given the right machinery. There is no doubt that if Red Bull believe that their junior drivers have the ability then they will take them all the way.

5th September 20175th September 2017

Fans plan to celebrate Elfyn Evans’ brilliant year at Rally Wales GB with #ELFYNSCORNER

A group of fans have come together through Twitter and Facebook to cheer on D-Mack driver and Welsh Wizard during Rally Wales GB this coming October. The rally takes place from the 26^th to the 29^th of October.

They’re going to gather together in Myherin, a stage that is very well known in the rally world. The stage is just under 20km’s in length and will be run twice on Friday.

Those currently joining the fun at the moment are, Phil, Kevin, Sam, Lee and Andrew. I asked them what for their hopes were for Elfyn. Here’s what they said to me.

Phil Duke said:

“To show our support for Elfyn, Daniel and D-Mack as they don’t get the acknowledgement they deserve. Hopefully #ELFYNSCORNER will bring the attention to ELFYN and co and to have a laugh and meet new and old friends. This is going to be the first time the whole group has got together so will great to meet them all in person and show our support. Hoping Elfyn and Daniel will have a full time full works backing for 2018 and to be fighting for the win at Wales Rally GB 2017 it’s what he has proved this year that can fight at the front and a win is just around the 6 left!”

Sam Walker adds:

“I for one, think the lad has done amazing to get where he is, he has worked his backside off and done everything asked of him within the BRC and WRC. I think next year, having gained experience with the car and knowing how it works, there is every chance he will be on the podium more often than not. Not sure he is capable of winning just yet, but give him a couple more years and I have high hopes for our very own Welsh lad.”

Kevin Pascoe said:

“My hopes are for a top 2 finish for Elfyn, but a wet Wales Rally GB, with the current tyres, doesn’t inspire confidence for supporters or for him. Taking a longer-term perspective, hopefully good results in Spain and Australia should secure a competitive car and critically tyres for next season. Probably still with Ford, but would not rule out any of the three factory teams. Team managers know the challenges he has faced this year – but he has delivered anyway on most events.”

Lee said:

“I hope Elfyn becomes a world champ and keeps flying our flag with pride” and he added, “he is a national hero to us and he deserves to be a champ.”

Peter Jones said:

“Followed him from his first rally, and seen him grow into what I believe is a driver who can now compete at the very top. Thankful to D-MACK for giving him the opportunity this year, but that has also brought with it some frustrations i.e. Tyres have in most rallies been a handicap, and have beyond doubt held him back from exhibiting his full potential. Hope tyres work well on GB and that he can give it a real go. Hopes for next year is for him to be on Michelins, in a strong car, and getting that first important win.”

“Elfyns’ corner, an opportunity for his fans to get together and show the support he has got, and a chance to meet the idiots I have been tweeting over the past 12 months, and have some fun. Here endeth the lesson.”

Elfyn Evans and Dan Barritt during Rally Finland. They finished second overall.

Now, let me take you back to last year.

Ott Tanak pushed Seb very closely for the win last year with the D-Mack tyres on his Fiesta WRC winning a number of stages and finishing second in the end. Well, Elfyn will be using D-Mack tyres this year. I’m not going to speculate, but my feelings are that he will certainly be running near the front and will definitely take some stage victories.

The conditions in the stages will largely dictate the overall finishing position, and at this point it’s impossible to say what the drivers will face at this point.

However, these fans will hope that their efforts to support Elfyn and Dan will spur the crew to a top result.

All I will say is you won’t miss this banner. It’s huge! Emma Duke, Phil’s wife did most of the work to get it looking so great! Look out for it!

People featured in this article

@rallymadphil @welshroadhog @samwalker170875 @pjhj51 @KevinPascoe @madmumov3 @ELFYNSCORNER

5th September 20175th September 2017

Red Bull Racing – The beginning

When Red Bull first started in Formula One in 2005 they started out with a reputation for adding fun to the ever-more serious world of F1. Energy drinks tycoon Dietrich Mateschitz took over the ailing Jaguar team having harboured interest in F1 for some time. But for their first driver line-up they far from goofed around.

David Coulthard resurfaced there after losing his McLaren seat to Juan Pablo Montoya, while F300 Champion Vitantonio Liuzzi would share driving duties with Christian Klien. The season started well as a wet-dry-wet qualifying in Australia mixed the grid up. Coulthard took a solid fourth place while Klien also scored on Red Bull’s debut with seventh place. In Malaysia, Coulthard and Klien again scored a double-points finish by taking sixth and eighth respectively, while Coulthard scored a further point in Bahrain. Coulthard was to score again with an eighth place in Spain as Red Bull confirmed a solid start to their Formula One life, but the team were to go through a lean spell through the middle of the season.

David Coulthard, Bosphorus Crossing 2005 – Istanbul
Credit: Fatih Saribas/Red Bull Content Pool

Liuzzi scored his only point in San Marino while Coulthard rattled off a fourth and a seventh at the European Grand Prix and in Canada, before the team scored just two points from the next five races. In Turkey, the team scored three points as Coulthard took seventh while Klien followed his teammate home before another three-race scoreless streak to the chaotic Japanese Grand Prix. Another wet qualifying mixed up the grid, and despite Red Bull’s lack of pace relative to the beginning of the season Coulthard was seldom far away from the top three. The Flying Scotsman would eventually finish sixth. Klien would finish a strong fifth in China while Coulthard just missed out on the points at the final round of 2005.

Coulthard would end the season 12^th in the World Drivers’ Championship with 24 points, with Klien 15^th on 9 and Liuzzi 24^th with one point from his four races. The team finished an impressive seventh in the Constructors’ Championship, just four points behind BAR Honda. For 2006, the team would struggle more on their way to 16 points and seventh in the Constructors’ Championship.

The signing of Coulthard added experience to a team entering a new dawn, while Klien showed flashes of speed. The solid performance of Red Bull’s first years inspired confidence of future success for Mateschitz.

Those hopes have been vindicated.

4th September 2017

F2 Monza: Home heroes shine, as misfortune puts championship battle on hold

Formula 2’s visit to Italy threw up more than a few surprises over the course of the weekend, with a frenetic set of races that saw us leave Monza with the gap between first and second in the championship somehow still at fifty-nine points.

Charles Leclerc’s on track pole position streak finally came to an end when ART’s Nobuharu Matsushita posted the fastest time in a disrupted session on Friday afternoon, while the championship leader sat all the way down in seventh place. It was a mighty recovery for the Japanese driver, who crashed out of the last race in Spa in spectacular style. It also meant that it was something of a shaken up grid that started Saturday’s feature race, with none of the championship front runners even on the front row.

On Saturday it wasn’t even a simple case of the drivers turning up and racing. Thanks to the torrential downpour that led to the cancellation of the GP3 race and the long delay in Formula 1 qualifying, the Formula 2 feature race started around two hours late. The wet conditions also led to the field circulating behind the safety car for six laps, with an extra formation lap added when Santino Ferrucci stalled just as the race was finally about to get underway.

As expected, given the conditions, it was a messy start with contact between the leading cars at the first corner, but Racing Engineering’s Nyck de Vries managed to take the lead from Matsushita. After his disappointing qualifying, Leclerc improved almost immediately to third and into the podium places, which much of the field scrapping behind him as the cars battled through the wet tarmac, a fight saw ART’s Alexander Albon spin and end up at the back of the field.

Poor visibility from the fountains of spray being kicked up by the cars didn’t stop Leclerc taking second from Matsushita around the final corner of the track. But it was his fellow championship contender, Oliver Rowland, who made up the most amount of places in the opening laps, improving to fifth from thirteenth on the grid by the end of lap 3.

Quickly, Leclerc was gaining on de Vries, circulating comfortably quicker than the McLaren junior as all the drivers learnt how to navigate the difficult conditions. Rowland looked imperiously quick as he moved off the racing line to overtake the experienced Roberto Merhi, moving past Matsuhita barely a lap later. This was a tactic many of the other drivers began to emulate in a bid to find more grip and speed.

De Vries managed to keep a cool head under the pressure being mounted on him by Leclerc, showing that his new stint at Racing Engineering is a far more better fit for him. The majority of the top ten waited until a few laps from the end to pit, with Leclerc making his stop on lap 18 of 23, with de Vries and Rowland coming in a lap later and both of them managing to maintain position.

But the race was by no means decided then, Leclerc wasn’t giving up the chase and disaster struck Rowland on lap 19 when one of his tyres came loose, ending what would have been a truly storming race for the British driver. His abandoned DAMS brought out the safety car with just a handful of laps remaining.

Racing resumed on lap 21 with a lightning fast restart from the leader de Vries and Leclerc, who pulled away from the now third placed Luca Ghiotto. A mistake by Leclerc at the first corner forced him to cut the chicane and subsequently give the position he gained, which opened the door for Ghiotto who flew into the lead of his home race with only a lap and a half to go. De Vries fought back aggressively with the two cars running side by side down the start/finish straight as they started the final lap of the race. An error under breaking from Ghiotto saw him cut the first chicane but crucially maintain the lead – a mistake that would come back to haunt him later.

Meanwhile Leclerc tried to make the pass on de Vries, narrowly avoiding a collision with Matsushita, only to be forced wide and off the track by the Dutchman. The clumsy move saw Leclerc finish last and de Vries retire with a puncture from the contact. De Vries would later be penalised for the move but the time penalty made little difference to Leclerc and Prema, who were understandably furious about the incident.

It wasn’t all disappointment for Prema however, as their other driver Antonio Fuoco fought his way through to second, making it an Italian 1-2 at Monza, and securing his third podium of the season. ART’s Nobuharu Matsushita finished in third, making up for his poor start from pole, with Nicholas Latifi coming in an impressive fourth place after starting fourteenth. Alexander Albon, who was running dead last on the first lap was another driver who made a strong recovery to finish fifth, followed by Sean Gelael, Sergio Sette Camara and Louis Deletraz in eighth with his best finish of the season so far. Gustav Malja and Artem Markelov picked up the final points of the race.

But it wasn’t all over yet. In a déjà vu moment similar to the events of Spa one week ago, late into Saturday night it was announced that race winner and home hero Luca Ghiotto had been handed a five second time penalty, stripping him of his victory, and pushing him off the podium entirely, making his final finishing position fourth place. It meant his countryman and Prema driver, Antonio Fuoco collected his first race win of the season, and whose performance proved that his early bad run was not indicative of his talents. Nobuharu Matsushita, therefore, received second place, whilst Nicholas Latifi moved onto the podium to take third.

Alexander Albon, who had finished fifth on track was also given a ten second time penalty for his collision with Norman Nato, which demoted him from the points and into fourteenth place.

The last lap drama of Saturday’s race saw the grid for the sprint race look a little different than we might expect. Without the treacherous conditions of Saturday, Sean Gelael and Louis Deletraz were able to get flying starts, overtaking the reverse grid pole sitter Gustav Malja. The Indonesian driver managed to fight his way into the lead; unfamiliar territory for the Arden driver who is yet to finish higher than fifth place this season.

The sprint race was all about recovery for Rowland and Leclerc, who started near the back of the field and set about trying to cut their way through the field. But they weren’t the only drivers who had a point to prove. Ghiotto was vocal about how disappointed he was to lose his first race win of the season, and was clearly determined to make amends on Sunday.

Most of the field were bunched together, with the drivers in the podium positions constantly swapping and changing in the first few laps, as Gelael lost his lead to Deletraz and began to slip down the order. Within just seven laps, Ghiotto was back in the podium positions with an uncompromising couple of moves on Gelael and Sette Camara.

Monza is a track renowned for generating massive slipstreams, which, while aiding overtaking, leaves advancing drivers vulnerable to attack from behind. Rapax’s Louis Deletraz learnt this the hard way as he fought to keep the lead from the charging Luca Ghiotto, which he eventually lost on lap 11. Ghiotto was being followed by Sette Camara, but it would be hard to deny the Italian driver the race win which had been taken away from him the day before. The young Brazilian was driving well to prove that his sprint race win in Belgium was not just a case of good fortune, but raw speed and ability.

The close running made a collision seem inevitable, and many of the drivers did pick up damage over the course of the race, including Leclerc, who had worked his way up to ninth but struggled to make it much further with a broken front wing.

Antonio Fuoco was on a mission to secure his first double podium of the season, his speed showing just how confident he is around Monza, especially as he overtook Deletraz with ease for third place.

Luca Ghiotto’s dominant race win was never in doubt this time, and the Italian could feel vindicated that he had driven out of his skin to secure a victory he believed he deserved. It was a mature drive from Sette Camara to take second place, and a strong showing from Fuoco to take third, pleasing the crowd of fans who were cheering on the Ferrari junior driver at Monza. Louis Deletraz’s fourth place was his best finish of the season, and rounded off a much stronger weekend for the Swiss driver, who had floundered a little up until this point. Roberto Merhi, Sean Gelael, Matsushita and Alexander Albon – who made a good recovery from fourteenth on the grid – occupied the final points paying positions, while the championship leaders Leclerc, Rowland and Markelov all finished empty handed.

The Italians were undoubtedly the stars of the weekend, and whether it was a case of home turf advantage, both Ghiotto and Fuoco proved that they shouldn’t be overlooked in favour of their teammates. Ghiotto’s performance, including a much needed first race win, has placed him in the picture of the championship fight, as he is now only two points behind his teammate Markelov, and just nine behind Rowland.

The main fight in the driver standings remains unchanged, with Leclerc and Rowland feeling the brunt of bad luck once again and failing to score at all. With his fifty-nine-point lead, if Leclerc can steer clear of trouble in Jerez in a month’s time, then it is possible that he could wrap up the championship in Spain. But the drama and unpredictability of the season so far means that as likely as this might seem, it is far from guaranteed.

4th September 20171st September 2017

Multi 21: The Battle of the Bulls

Team orders are a topic that often divides fans of Formula One. They are a critical, but at times, unwelcome part of motorsport. Throughout the years, the conflict of whether team orders should be implemented to manipulate results has come to the forefront on a number of occasions.

Arguably, the most famous case of team orders was in 2002 when Ferrari’s Rubens Barrichello gifted the race win to his teammate Michael Schumacher in Austria. It was a decision that caused outcry throughout the paddock and the racing world. Schumacher was dominating proceedings and his closest competitor was 21 points behind, making Ferrari’s decision seem a pointless one. After the 2002 season ended, the FIA announced that orders that influenced a race result would be banned.

In 2010, despite the ban still been in place, Ferrari once more showed their blatant disregard for the rules at the German Grand Prix. “Fernando is faster than you.” uttered by Felipe Massa’s race engineer, Rob Smedley, is now a phrase that has found it’s place in Formula One history. Massa proceeded to allow his teammate and title contender Fernando Alonso through to clinch the win. However, after the race, Ferrari were reprimanded with a $100,000 fine. It was shortly after this incident that the ban on team orders were lifted.

The relaxation of the ban brought about a situation that would be discussed several years later, that would be ingrained into the history of Formula One. The year was 2013. The previous three seasons had been dominated by a new force. Red Bull had claimed the crown of the constructor’s championship and the driver’s championship for the third consecutive time and this season, the aim was no different. They wanted to continue to build on the success they had forged with the dynamic partnership of three time world champion Sebastian Vettel and Mark Webber.

Things however, were not rosy within Red Bull. Over the past three years, it was clear that Red Bull seemed to favour Vettel, leading to quips from Webber such as “Not bad for a number two driver.” at the 2010 British Grand Prix. However, Webber continued to perform admirably, often securing podium finishes to cement Red Bull’s standing at the top of the driver’s championship.

The opening race of the 2013 season had not gone to plan for the Austrian based team. Their lead driver Sebastian Vettel had taken pole but thanks to a mistimed pit stop, had to settle for third behind Räikkönen and Alonso. Webber had less luck, struggling with a ECU problem which dropped him to a lowly sixth position. It was not the start that Red Bull had envisioned.

Things had to change in Malaysia. They did, but not in the way they had hoped. Vettel claimed a dominant pole but gambled with dry weather tyres early in the race, falling back several positions on the still-wet track. Webber on the other hand, took over the lead of the race and held the position until the last set of pit stops as Vettel carved his way back through the field. However, as lap 44 began and Webber emerged ahead of Vettel in his final pit stop, the delicate harmony that had existed between the two Red Bull teammates would once more be shattered.

Red Bull had opted to retain their current 1-2 status. They did not want a repeat of the events that unfolded at the 2010 Turkish Grand Prix. The situation had been identical. Webber had fended off a chasing Vettel until fuel saving had left him open to attack. Vettel had dived down the inside but the two teammates collided, sending Vettel spinning into the gravel and out of the race. Webber recovered to take third place. Both drivers blamed the other for the crash. Red Bull team advisor Helmut Marko and team principal Christian Horner were livid and for good reason, their driver’s actions had thrown away the perfect team result.

“Multi map 2-1, multi map 2-1.” was the order given to Vettel in Malaysia as he chased down his teammate, hungry for his first win of the season. Red Bull wanted to preserve their driver’s current positions. However, the three time world champion chose to ignore the order, continuing to press Webber.

Horner chose to intervene at that moment, seeing Vettel on the gearbox of the sister car. He told Vettel to give Webber space and to hold position. But that order was also ignored by Vettel who pressed forward, pulling alongside Webber. Webber fought back, but it was to no avail. Vettel got ahead of the Australian at turn four, going on to claim another victory and the top spot of the driver’s championship. Webber finished second, but he was furious that Vettel had ignored direct team orders.

Tempers flared in the cool-down room as Webber uttered the infamous words “Yeah, Multi 21, Seb. Multi 21.” reinforcing the team orders that Vettel had disregarded. His anger continued into the press conference as he confirmed that Vettel had made his own decisions but he would probably be afforded protection as the main driver at the Austrian outfit.

Although Vettel apologised at the end of the race, his teammate’s remarks made him withdraw his apology ahead of the next race in China. He claimed that he had not understood the instruction he was given and that Webber did not deserve to win, pointing to the 2012 Brazilian Grand Prix as evidence. Vettel had fought back from last to sixth, only for his progress to be hindered by his teammate. Thankfully, for the championship leader, fellow German Michael Schumacher allowed him to pass, clinching the title by a mere three points.

It wasn’t until 2015 when Webber was finally able to release his book Aussie Grit that further details on the incident were released. Vettel had sent lawyer’s documents to Red Bull, preventing them from reprimanding him further. By this point, however, the dust had settled on the events and they were a distant memory.

Despite this, the Multi 21 situation changed everything. It is still discussed within fans of motorsport, even today. The team were left embarrassed by Vettel’s comments, the gulf between their two drivers was plain to see. The decision to allow team orders in the sport was once again questioned as fans feared that it diluted the excitement of watching drivers duel without any influence. Despite this animosity, Vettel still claimed his fourth consecutive title in dominating fashion that season. However, it came at the cost of losing Webber. In June 2013, the Australian called time on his eleven year Formula One career, declaring that he was moving on to drive for Porsche on their new LMP1 sportscar programme.

Webber has never stated that the Multi 21 situation alone was reason for him to choose to walk away from the successful team. It seems, rather, to be one of a number of catalysts that forced his decision. He no longer wanted to sit back and watch his teammate get the preferential treatment. It turned out to be a decision worth making as Webber would go on to claim the 2015 WEC championship with teammates Timo Bernhard and Brendon Hartley.

Rivalries between teammates have become part of what makes Formula One great. Two men fighting side by side in the same machinery. Prost and Senna. Mansell and Piquet. Alonso and Hamilton. Hamilton and Rosberg. These names are forever ingrained in the history of the sport together, as fierce competitors in intense battles. Vettel and Webber are no exception to this. Multi 21 however, exposed the ugly side of being teammates, of favouring one driver over the other blatantly played out in the public eye. Team orders have always been a part of motorsport. They always will be as teams push to claim the result that suits them best. Multi 21 was not the first time team orders were issued and ignored, nor will it be the last. It will still remain as one of the great controversies of the sport for years to come, cementing both Sebastian Vettel and Mark Webber as fierce competitors during their time together at Red Bull.

4th September 20171st September 2017