Ferrari’s Sebastian Vettel has taken pole at the Canadian Grand Prix, his 56th career pole position and his first since the 2018 German Grand Prix, some 17 races ago.
Hamilton had been on provisional pole for much of Q3, but Vettel’s last lap of a 1:10.240 was good enough to beat him into P2 by two tenths of a second. Charles Leclerc was a further five tenths behind in P3 and will start ahead of a very impressive Daniel Ricciardo in P4, and Pierre Gasly in P5.
It was a very messy Q3 for the other Mercedes of Valtteri Bottas, who spun coming out of turn two early on in the session and was left with just one attempt to set a competitive time. A couple of lock-ups and a too-deep line going into the hairpin meant his lap was only good enough for P6, ahead of Hulkenberg, Norris and Sainz.
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Haas’s Kevin Magnussen did technically make it through into the final stage of qualifying, but he did not take part after crashing heavily on the pit-straight in the final moments of Q2.
The subsequent red flag curtailed Max Verstappen’s attempt to make it through to Q3. The Dutchman had been pushed into the drop-zone relatively early on, complaining of traffic and low grip. He switched to the soft tyres and was on track to make it through to the next stage, only for Magnussen’s crash to put a stop to things and leave him high and dry in P11, but with free tyre choice for the race.
He lines up ahead of Kvyat, Giovinazzi, Albon, and Grosjean down in P15. Grosjean, too, was affected by Magnussen’s crash; he had locked up and bailed out of his earlier lap and, like Verstappen, found himself with just one lap to make it through to Q3. He had been coming out of the last corner at the time of Magnussen’s crash, with just a couple of seconds separating him from a Q2 elimination and progression into Q3.
Towards the lower end of the grid, it was a home qualifying to forget for Racing Point, with both Sergio Perez and Lance Stroll eliminated in Q1. Kimi Raikkonen was also knocked out, with it being only the second time this season that he has been out-qualified by his team-mate. The Williams pair of Russell and Kubica will make up the last row of the grid.
It’s Groundhog day… again. The Canadian Grand Prix is in town, and FP1 brought with it standard fare – clipping of unforgiving Montreal walls, spins into the tricky chicanes, and some furry little critters causing issues for the drivers. Lewis Hamilton topped the session ahead of Valtteri Bottas, almost one second ahead of the Ferraris.
The session was barely ten minutes into its ignition, when FP1 stand-in Nicholas Latifi did well to avoid a groundhog that fancied a walkabout on the Circuit Gilles Villeneuve. Nature’s buddy soon scuttled off to the other end out of harm’s way, and current F2 leader Latifi carried on as before.
Before long, he’d suffer a lock-up at the chicane, while his teammate for the afternoon George Russell was forced to pull back in for the Williams mechanics to fix a loose set of belts in the cockpit. At the other end. Mercedes (who once again talked down their chances around the Montreal circuit) were quick to show they mean business, Bottas leading Hamilton on a 1:13:495 – the exact same as his five-time champion adversary.
Romain Grosjean took his Haas for a spin, but was able to recover and continue his run. Not so lucky was Antonio Giovinazzi, who had a Giovi-nasty accident into turn nine after pirouetting under acceleration out of the corner. His suspension was damaged, and his Alfa Romeo, dangling right rear wheel and all, had to be lifted away.
Max Verstappen confirmed what Ted Kravitz suspected on the Sky feed – that the track was ‘insanely dirty’ – but managed with the terrain well enough to slot into third, on a 1:14:376. Charles Leclerc’s Ferrari topped the speed trap, at 331.3kph, suggesting the Scuderia may be lacking on the corners but do have a healthy amount of power behind them.
Pierre Gasly brushed the Wall of Champions – the first real bit of action the corner’s seen so far – and Sebastian Vettel found the limits of his Ferrari at the Turn 12 hairpin. By the time the chequered flag was out, Hamilton led Bottas on a 1:12:767, with nearest challenger Leclerc 0.953 behind the leading Mercedes. Verstappen brought it home in fourth on a 1:13:755, suggesting Red Bull could once again trap Ferrari in their web, while Vettel led his old teammate Kimi Raikkonen. The rest of the top ten was Sainz, Perez, Ricciardo and Magnussen.
If you were asked, what’s the most successful car in Formula One history, what would you say? Likely enough, 1988’s all-conquering McLaren MP4/4 (or, if record wins in a season is your metric, Mercedes’ W07). The most beautiful? Jordan’s 191, drizzled in the sexiest of liveries thanks to 7UP. But what about the most important? Well, that accolade falls to none other than Lotus’ not-so-difficult second album- the 49.
The 49 began life as Colin Chapman’s newest lovechild back in 1967, built to replace the ageing 25 that had escorted the wondrous Jim Clark to two World Championship titles. The 25 was a revolutionary car in its own right, being the first to have a fully stressed monocoque chassis (this made it 3x stiffer and much stronger than the chasing field), but the 49 would be an even smarter beast. It would go on to, unknowingly, shape the course of Formula One itself.
The first reason for my claim can be found in Formula One’s, and possibly all of racing’s, most iconic powerplant: the Ford-built, Cosworth-engineered Double Four Valve, otherwise known as, you guessed it, the DFV. This engine was a colossus, placing Cosworth on the map as an established go-to for private teams and even title hopefuls, and lasted 19 seasons, right up to Martin Brundle’s foray in the 1985 Austrian Grand Prix. And it started its journey nestled in the back of the 49.
The first thing to know about the 49’s usage of the DFV is that Team Lotus built the car around it. Not metaphorically, literally. The engine was a genuine stress-bearing member of the car, bolted between the monocoque and suspension/gearbox. Stiffness, already a major string to the 25’s bow? That was boosted, and with the issue of anti-vibration mounts now a non-factor, the 49 was lighter for it. Effectively all Formula One cars followed this technique, the first ever-present standard the 49 introduced to open-wheel racing’s elite series.
The DFV was a driving force behind Lotus’ successes for the next 16 seasons, with every World Championship won by the Team Lotus outfit after its introduction powered by Cosworth’s masterstroke. When the 49 debuted, back in 1967, they had a monopoly on DFV usage- they were to be the only team putting it to use. While they didn’t manage to win the ’67 title, with unreliability plaguing Jim Clark’s efforts, the 49 did join an established list of greats, Clark taking its maiden win at the first attempt in Zandvoort, and Cosworth’s unanticipated decision to put the DFV on the open market for teams to buy didn’t dent Lotus’ success.
1968 would see Graham Hill take up the mantle of team leader with aplomb, after the tragic death of Clark in a Formula Two race earlier in the year, and he delivered the last of his two titles. And it’s here where we touch on the second sport-changing innovation the 49 delivered, this time one which has been not just an ever-present, but a snowballing force in open-wheel racing: front and rear wings.
In Monaco, Chapman and his team were rattling their heads for ways to lather downforce on their machine, and the solution came from Can-Am racing: Chaparral had been using front splitters and rear wings on their racing cars to generate downforce, and slice through the air. Thus, Team Lotus debuted a similar take, with aerofoil wings bolted directly to the front nose and rear suspension. And they worked to perfection, with Hill winning the race in dominant fashion.
Other teams would take time to adopt, but ever since the 49 gave way to wings, they would never leave the sport. By the early 70s, everyone had to adapt or perish, and a modern-day Formula One car simply can’t be driven without a front and rear wing in place (see Michael Schumacher’s struggles without one, for instance). The wings tacked onto the 49 evolved over time, too: the front section remained largely the same, but the rear spoiler morphed from a rising engine cover, to a full three-slotted wing, to a towering Goliath of a spoiler scraping the clouds above.
So let’s recap: the 49 not only acted as carrier for the sport’s most synonymous, and widely appreciated engines, it also introduced two critical aspects of Formula One design to the sport, both of which are still integral to the cars we have today and very likely the future ahead. It also bears the success it deserves, with two Drivers’ and Constructors’ Championship titles in ’68 and ’70, and also outside of itself shaped history, with Jochen Rindt being the only Formula One driver to ever posthumously win a world title.
The MP4/4 may have created new standards itself, what with the beautiful lowline chassis layout, the MP4/1 before it brought carbon fibre into the mix, and Renault’s RS01 from 1977 lays claim to turbocharged engines, but for sheer breadth of innovation, not one car has had such a shaping effect on the sport than the 49.
The iconic Monaco Grand Prix marked the sixthrace of the 2019 F1 season, and while the focus this week has been on the loss of F1 legend and Mercedes mentor Niki Lauda, the race around the streets of Monte Carlo finally brought a long-awaited challenge to reigning champion Lewis Hamilton, in the form of Max Verstappen and Red Bull.
Red Bull’s decision to kiss goodbye to their partnership with Renault in 2018 was hardly a surprise to the world of F1, after a number of seasons falling short of their dominant years with Sebastian Vettel. It was also hardly a surprise to find that fans were dubious about their subsequent contract with Honda, who famously struggled in their partnership with McLaren.
With Max Verstappen hungry to win his first championship, the move to a power unit that had been even less reliable than Renault seemed like very risky business, but is the risk beginning to pay off?
Getty Images / Red Bull Content Pool
Rob Marshall, Red Bull’s chief engineering officer, certainly seems to think so, even if they are under no illusion they still have a way to go.
“We can see areas around the power-unit packaging-wise,” he said. “It’s just making different bits and moving a few things around. [Honda] are very open to our suggestions.”
The Red Bull and Toro Rosso drivers both felt the benefit of an upgrade brought to Baku, which was reflected in Verstappen’s solid performance. The same could not be said for his team mate Pierre Gasly, however, who was forced to retire on lap 40 out of 51 due to a loss of power.
In the run up to the Monaco Grand Prix, Red Bull team principal Christian Horner, who has been highly critical of the suppliers in the past, expressed the teams delight in working with Honda this season.
“We are very happy with the progress that’s being made […] to have closed that gap [to the top 2 teams] and put that performance on the car is really encouraging,” he said.
Horner was under no illusion about still having work to do with the car generally but, aside from Gasly’s retirement in Baku, reliability hasn’t been as much of an issue for the team.
“Reliability compared to previous years has been fantastic, and performance is strong […] Now we have to try and focus on diminishing the gap further to Mercedes”.
Getty Images / Red Bull Content Pool
Verstappen found enough pace to challenge Hamilton’s Mercedes, running in second position in Monaco from lap 11 after exiting the pit lane ahead of Bottas following an unsafe release. Though Verstappen finished in fourth place as a result of his five-second penalty, he is still positive about his race overall.
“Of course I would have liked to have been on the podium but if we look at the pace and performance, we were strong,” he said.
Pierre Gasly also had a respectable performance around the streets of Monaco, finishing fifth and also taking an extra point for fastest lap for the second time this season.
In terms of points and podiums, then, Red Bull is building a steady lead ahead of the other teams. After Monaco, Red Bull are on 110 points and are beginning to close the gap between themselves and Ferrari, who currently have 139 points. In the drivers’ championship, Verstappen is in fourth position with 78 points, behind Vettel with 82 points.
Pierre Gasly is in sixth position with 32 points behind Leclerc who has 57 points. Verstappen has also finished third twice so far this season – Monaco would have been another podium had it not been for the unfortunate penalty.
It almost goes without saying that Mercedes are the ones to beat, however with Red Bull’s newfound pace, it’s certainly an encouraging start for a team that were once the ones to beat.
[Featured image – Getty Images / Red Bull Content Pool]
Following the 2019 Monaco Grand Prix, Charles Leclerc has now competed in four races across two open wheeled series at his home track. His record in Monaco, however, is something that no one wants. He has yet to see the chequered flag at any of his four starts despite having some very good equipment at his disposal, albeit being classified twice due to completing 90% of the race.
We will focus on F1 after his two no scores in his F2 season winning campaign. In his rookie season last year he was close to scoring points, but complained of grip and brake problems throughout the race. Eventually, a brake failure resulted in him plowing into the back of Hartley’s Toro Rosso at the chicane coming out of the tunnel. He would still be classified, though, as 90% of the race had been completed.
We know, too, about the recent mess Ferrari got Leclerc and themselves in after taking a risk and avoiding completing a second run in Q1, resulting in Leclerc being knocked out in the first stage of qualifying. He was the entertainment early on in the race, though, with some ballsy moves, but a collision resulting in a puncture ended his day early causing too much damage to the floor.
He isn’t the only one to have a pretty poor showing at his home track – some F1 legends also never did well.
Jacques Villenueve
Jacques Villenueve started off well at Montreal. He tried to emulate his father by winning at his home rack and finished P2 in 1996 behind team-mate Damon Hill, but after that he never saw the podium, and helped to create the Wall of Champions. He crashed into the wall in 1997 and also in that famous race in 1999 along with Hill and Schumacher. He actually only ever finished the race twice more in nine attempts, both outside the points, a spell of five consecutive retirements between the year 2000 and 2004.
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Rubens Barrichello
Rubens Barrichello currently holds the record for most ever starts in F1, having competed between 1993 and 2011 using an array of machinery including the Ferrari in the early 2000s. Despite this, he was only ever on the rostrum in Brazil once, in 2004. From 1995 to 2003 he retired from every single Brazillian GP.
In 2001 he could only manage sixth on the grid, and problems prior to the race meant he had to switch to the spare car. It was over before it began really – Hakkinen stalled on the grid, bringing out the safety car, and at the restart Barrichello went straight into the back of Ralf Schumacher at turn four, ending both of their races early.
2003 looked like it could have been his year – by lap 46 of 71 he was in the lead, but his car crawled to a halt due to a fuel pressure problem.
Leandro Neumann Ciuffo – Wikimedia Commons
Jenson Button
Jenson raced at Silverstone for 17 consecutive seasons. In that time he had some great machinery, but he never managed to stand on the podium in any of those years.
The 2006 and 2011 races demonstrated his poor showings. In 2006, whilst competing for BAR, he was knocked out in Q1 behind both Midland cars. He may have started off well in the race with some great overtakes, but it was all over by lap nine as an oil leak resulted in his Honda engine failing.
2011 was no better. Mixed conditions forced Button to pit thirteen laps from the end – the front right wheel, however, wasn’t attached properly, and he was forced to retire at the pit exit.
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As you can see Leclerc has only raced in two home races but is well on his way to being in this category. It took team-mate Sebastian Vettel until 2013 to win the German Grand Prix despite having the dominant car three seasons prior to this, so things can only get better for Leclerc.
Over the course of the Monaco Grand Prix weekend, the world of Formula 1 came together to celebrate the extraordinary life of Niki Lauda, triple world champion who sadly passed away in Vienna on the 20th of May at the age of 70.
The drivers all paid their respects, and the teams placed their own tributes on their cars, with Mercedes’ tributes have been most poignant. Lauda had been the non-executive chairman of the team and was regularly seen in the team garage alongside Toto Wolff; he had been an enormously important figure in bringing Lewis Hamilton to the team.
Lauda was always seen in the paddock wearing a red cap and so, in tribute, Hamilton and Bottas‘ cars had a red star painted on the bodywork – a reportedly permanent change – and the normally silver halo was painted red in the triple world champion’s honour.
2019 Monaco Grand Prix, Thursday – Steve Etherington
Prior to the start of the Grand Prix, a minute’s silence was held to remember the Austrian, who fought against all odds following a horrific crash at the Nürburgring in 1976. At the time, his chance of recovery was slim and a priest administered the last rites and yet, miraculously, he survived. As the F1 world took a moment to remember a legend, few words were needed, other than ‘Danke Niki.’
Qualifying once again saw Mercedes at the front of the pack, with Lewis Hamilton taking pole position with a staggering 1:10.166. Teammate Valtteri Bottas, who posted a time just eight hundredths of a second slower, lined up alongside the Brit. Max Verstappen had looked quick in free practice and secured third position, with Ferrari’s Sebastian Vettel securing 4th. Unfortunately for Charles Leclerc, his home race weekend didn’t get off to the best of starts and he qualified 16th after a major strategic error from his Ferrari team. The midfield once again remained incredibly close, bringing hopes of wheel-to-wheel action and entertainment in a race which is notorious for being fairly uneventful.
As the race got underway, Hamilton got a perfect start, with teammate Bottas also starting well. Around Sainte Devote, Charles Leclerc and Antonio Giovinazzi had to cut the corner, however the stewards deemed an investigation was unnecessary. Leclerc fought his way past the cars ahead, making a memorable move around Lando Norris at the hairpin. Despite an impressive start and progression up the pecking order, a tussle with Nico Hülkenberg caused a puncture in the Ferrari driver’s right rear tyre and damage to the floor of his car.
With debris from Leclerc’s tyre littered across the circuit, the safety car was brought out and many drivers dived into the pits. In a rare mistake from the Red Bull pit crew, Max Verstappen was let out of his pitbox too soon and found himself pushing Bottas near to the wall. As a result, Bottas lost second place and was forced to pit again, changing onto the hard compound tyres. The stewards investigated and gave Verstappen a five-second penalty for the unsafe release, which was to be added to his time post-race. He was also given 2 points on his license.
Getty Images / Red Bull Content Pool
Leclerc was stuck at the back of the train of cars due to his collision with Hülkenberg, and on lap 16, both himself and George Russell found the road ahead blocked by Antonio Giovinazzi and Robert Kubica, the latter having been hit by the Alfa Romeo when the Italian took the inside line at Rascasse. Luckily, all four drivers managed to get back on track and carry on with their race, even though Giovinazzi was given a ten-second penalty for the incident.
Leclerc made another pitstop and switched to softs, but his car was suffering from a severe lack of downforce. Unfortunately, he was forced to return to the Ferrari garage and retire from his home race.
Stroll was investigated by the stewards for a clash with Kimi Räikkönen – the Finn taking part in his 300th Grand Prix – and was given a five-second penalty for leaving the track and gaining an advantage.
By lap 48, the leaders were caught in a train of backmarkers, with Bottas being compromised by Lance Stroll and losing a chunk of time.
Lewis Hamilton was doing his utmost best to care for his tyres, however their deteriorating condition and Mercedes’ strategy left the Brit anxious. In the closing stages of the race, Verstappen remained on Hamilton’s tail, posting similar lap times which kept him on average just half-a-second behind the leader. Sebastian Vettel had been running in 3rd place for most of the race and it was a quiet and uneventful afternoon for the four-time World Champion.
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After a brilliant effort to pass the race leader with two laps to go, Verstappen and Hamilton made contact at the Nouvelle Chicane, but luckily both escaped the incident unscathed. The stewards reviewed the incident, but confirmed no further action was needed.
Hamilton took his fourth victory of the season, dedicating the win to Niki Lauda, with Verstappen finishing second. However, because of his penalty, he was classified fourth behind Vettel and Bottas.
Pierre Gasly secured a bonus point for posting the fastest lap time, the second time he has done so this year. Carlos Sainz had a strong race for McLaren, finishing in 6th, while both Toro Rossos impressed in 7th and 8th. Daniel Ricciardo took the final point for Renault, with Lando Norris just missing out in eleventh.
There are now 17 points between Hamilton and Bottas in the Drivers’ Championship. Mercedes appear to be running away at the top of the Constructors’ standings
The seventh round of the 2019 Formula 1 season will take place on the 9th of June at Circuit Gilles Villeneuve for the Canadian Grand Prix.
It was a dry but overcast afternoon in Monaco and, as the green light went out in Q1, eighteen of the drivers took to the Circuit de Monaco in a bid to claim pole position.
Monaco is a tight street circuit, so many choose to set competitive times early to avoid being caught out by a yellow or red flag. Early lap times are crucial at this track.
Both Red Bulls of Gasly and Verstappen sat in the garage at the beginning of Q1, with Verstappen’s car being pulled apart and swiftly put back together. Whatever issues he had seemed to have been fixed as he exited the garage.
Leclerc struggled to set a good lap time at the start of the session, having been held up by Lance Stroll. Hulkenberg almost ran into Giovinazzi in a very similar situation at turn 18, with the pair being put under investigation for the incident.
Verstappen had the initial time to beat, three tenths quicker than defending world champion Lewis Hamilton. Leclerc was in third, with Alex Albon sitting in an impressive fourth place for Toro Rosso.
Hamilton also seemed to struggle, as replays showed the Mercedes driver locking up going into the chicane. After a bit of a scrappy lap, his teammate Bottas managed to set the pace with a 1:11.562.
Steve Etherington
Leclerc then missed the weighbridge procedure, as did Perez and Hulkenberg. All were investigated after qualifying came to a close for the infringements.
Vettel clipped the barrier at the Swimming Pool exit before pitting and returning to the track to set a competitive time. The Ferraris were cutting it fine in P17 and P15 as the chequered flag came out.
After topping the session in FP3, Leclerc dropped out of the session in a disappointing P16 at his home Grand Prix, having been left in the garage by Ferrari as the session came to a close. It was a costly and frustrating mistake which resulted in Leclerc falling behind traffic on his final attempt. Joining Leclerc in the drop-zone were Perez, Stroll, Russell and Kubica.
Both Mercedes went out at the beginning of Q2, with Bottas setting a new track record and Hamilton struggling to match the pace of his teammate in P3 behind Verstappen. Hamilton quickly managed to slot into second spot.
Several drivers made minor mistakes throughout the session, including Magnussen who clipped the wall going into Mirabeau as his Haas struggled to find grip.
With five minutes remaining in Q2, all drivers bar Verstappen went out to set their quickest laps. Verstappen sat in P1 in front of both Silver Arrows as the session ended with Hulkenberg, Norris, Grosjean, Raikkonen and Giovinazzi in the elimination zone. Grosjean was majorly unhappy with P13 after having been held up by the Red Bull of Pierre Gasly, who was then put under investigation for the incident.
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Both Alfa Romeo cars had a disappointing session after showing great pace in free practice, finishing in P14 and P15.
Vettel sat in P4, followed by Kevin Magnussen and both Toro Rossos. Gasly sat in P8 with Daniel Ricciardo behind in P9. Rounding out the top 10 was McLaren’s Carlos Sainz.
The final part of qualifying got underway as all ten drivers took to the track on soft compound tyres. Valtteri Bottas set the initial pace with a staggering 1:10.257, four tenths ahead of Max Verstappen in second position.
Hamilton initially made a mistake going into the chicane which meant his first lap had to be aborted, but he managed to slot into P2 on his second run, two tenths behind his teammate.
Renault’s Daniel Ricciardo made a risky decision to go for only one flying lap in the session and managed P6.
Sebastian Vettel made a late mistake and ran into the barrier at Tabac, but he didn’t sustain any damage.
After a flawless performance throughout qualifying by Mercedes, Lewis Hamilton pipped his teammate as the chequered flag came out, clinching pole position by half a tenth from Bottas.
Behind, Max Verstappen lined up P3 followed by Sebastian Vettel in P4, Gasly, Magnussen, Ricciardo, Kvyat, Sainz, and Albon.
It was certainly an interesting session with several cars being investigated for impeding the regulations throughout the afternoon. It was another dominant session by Mercedes, but an extremely disappointing day for Ferrari who will have to rethink their strategy for tomorrow’s Monaco Grand Prix. What’s more, with a 60% chance of rain, it certainly seems as if the race could be full of surprises.
Five: the number that bought endless jubilation to Lewis Hamilton and Mercedes last year was also a haunting figure for Sebastian Vettel and Ferrari, as Hamilton claimed his fifth drivers’ championship, and Mercedes their fifth consecutive constructors’.
Now, five has become the shining symbol of utter and unbridled dominance from Mercedes, having taken five consecutive one-two finishes to start the 2019 season. It is a record-breaking start to the season that has left Ferrari looking on in exasperation in the wake of their rivals, and wondering just what they have to do to kerb the astonishing Silver Arrows.
And so the 2019 season takes us to the streets of onte Carlo for the Monaco Grand Prix – a race that should suit Ferrari, right?
Monaco Grand Prix 2018 – Sebastian Vettel
In a word: no. Perhaps the last couple of years would have seen Monaco favour the Prancing horses, but Mercedes’ pace in slow corners has far bettered Ferrari’s so far in 2019. Given that Monaco is packed full of those, it promises to be another good weekend for Mercedes.
However, as we know by now, Monaco has a habit of throwing the car performance book out the window. The proximity of the barriers to the circuit increases the necessity of raw pace, bravery and the most effulgent consistency. Cue drivers like Max Verstappen in the Red Bull, and this will be an extremely stern and uncompromising test of Valtteri Bottas’ title credentials as he approaches the weekend seven points adrift of Lewis Hamilton at the top of the championship.
Let’s not forget Monaco’s very own Charles Leclerc either. The young Ferrari driver grew up in and around the streets of Monaco, and if there was ever a time for Ferrari to turn their fortunes around, and for Leclerc to get his first win in F1, it is this weekend.
All in all, despite the lack of overtaking opportunity and the at times processional races at Monaco, there could still be a fight between three teams for the win. The aforementioned Max Verstappen will know that this is the first real opportunity for Red Bull to grab a win. as Daniel Ricciardo did last year. The Dutchman will have to keep it out of the barriers this time though.
Getty Images / Red Bull Content Pool
Looking further back, Haas’ one-lap pace will certainly come into its own on a circuit where it is notoriously difficult to overtake, while their seemingly improved race-pace in Spain will give them confidence. But, let’s hope for their sake that they’ve found an answer as to why they had such a disaster here last year, ending up at the back of the field.
Meanwhile, Antonio Giovinazzi looks to finally score his first points of the season, while Williams, who have just signed W Series’s Jamie Chadwick as their development driver, look to somehow avoid necessitating the use of any more scarce spare parts as they traverse barriers that eat debris for breakfast. They may even finish somewhere above 19th – this is Monaco after all.
It’s the race they all want to win, but for our championship protagonists – particularly Ferrari – it’s the one they need to win.
Ferrari’s team principal Mattia Binotto has paid tribute to Niki Lauda, describing the late Austrian as a “fearless knight”.
Lauda won two of his three world championships and fifteen Grand Prix victories with Ferrari between 1974 and 1977, making him the second most successful driver for the team behind Michael Schumacher.
“My memories of Lauda go back to my childhood,” said Binotto. “When I was little I saw him and Regazzoni win for the Prancing Horse on race tracks all round the world. I was not yet ten and to me he seemed like a fearless knight.
“Once I came into Formula 1, my relationship with Niki was one of mutual respect. I think that thanks to his bravura and his undoubted charisma, he helped make this great sport well known and loved all over the world.
“I have fond memories of him telling me that my Swiss approach was just what was needed to bring order to the very Italian Ferrari! That was Niki all over, straight talking and direct and even if you didn’t agree with him all the time, you couldn’t help but like him.”
Ferrari Media
A further statement from Ferrari described him as “a workaholic, a computer-like brain ahead of his time, a stickler for detail who could separate emotion and rational thought and go straight to the heart of the matter”.
Lauda attracted global attention in 1976 when, just forty days after a crash at the Nurburgring that left him with serious burns, he made a remarkable return to racing at Ferrari’s home race at Monza.
He would go on to win a third world championship and a further ten Grand Prix victories with McLaren in the 1980s. Fast-forward to 2012, and Lauda was appointed Non-Executive Chairman of Mercedes Grand Prix, where he played a key role in shaping the team into the force they are today.
He underwent a lung transplant in September 2018 and was re-admitted to hospital at the start of 2019. He passed away peacefully on Monday evening at the age of 70 in Zurich, where he had been undergoing treatment for kidney problems.
Russia, 2016. The third running of Sochi’s very own Grand Prix. This article doesn’t begin there, nor does it click into gear a race prior, when Shanghai played ringmaster. You’d be expecting those, given the point of discussion. The destination, for those wondering, is actually the Autodromo Hermanos Rodriguez. Mexico, 2015.
If Red Bull’s junior academy is the seeding bed, and Toro Rosso the tomato plant, then Daniil Kvyat’s career path was one of the fruit being picked, placed in a bag and chopped up for the salad bowl a little earlier than the gardener would have liked. Not that it was apparent in this race – the Russian was ripe, for both a second career podium and a mission statement for next year, first sentence: ‘I’m the boss now’.
As it turned out, after a mid-race safety car restart, Kvyat would be nailed on the entry to Turn 1 by Valtteri Bottas’ Williams. The taste of champagne trickled away, replaced by his inner choice words, and so did the opportunity to prove he didn’t need a whirlwind of madness to clear his route to a rostrum. I’ve not just harked back to this race to avoid treading down a popular path, dissecting those moments – I’ve done it to pinpoint where Kvyat really began his fall.
Kvyat’s career (arguably, given his opportunism the next year in China) never reached those heady heights again. It was the last time he was placed atop F1’s ‘next best thing’ shrine, the last time he was hailed as the clean-cut superstar about to take a top team by the scruff of the neck. The last two races of his 2015 season weren’t alarming, but left much to be desired, and then came the intense beatdown he received at the hands of Daniel Ricciardo in 2016’s first four races.
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And we all know how the story goes from here. From edging his teammate, a star burning ever so bright in himself, to a path towards humiliation, Kvyat was javelin-launched out of the Red Bull first team for their next pack of motorsport chewing gum, Max Verstappen. While his 18-year old successor held aloft the winner’s trophy in his very first race, Kvyat was given a rude awakening by his new partner Carlos Sainz.
His stint at Toro Rosso was painful for us all, but especially so for him. His interview after qualifying at the 2016 German Grand Prix symbolised the most desolate side of Formula One, that of a man fighting not only 22 drivers but his own mental health. And after a 2017 season littered with mistakes, culminating in a crash in Singapore while Sainz romped home to 4th and more ‘Vamos!’ than a Peruvian football stand, Kvyat was dropped. A superb cameo in the US, earning a point for 10th, couldn’t save him. And that, looked like that.
But amazingly, given the cascade of humiliation he was made to endure in his unconventional F1 career, Kvyat didn’t let that weekend in Texas be the end of it. A year as development driver under the tutelage of Ferrari allowed him to take reprieve from the right-at-you cannon fire of a 21 race season, every Grand Prix spent under the sea of microphones, cameras and expectations.
And it’s done him the world of good. When Kvyat was announced for a return to Toro Rosso in September – a move borne out of necessity given how sparse the Red Bull academy was at the time – to replace the man who ironically replaced him to begin with, Pierre Gasly, I’m sure we all feared the worst. Like the close friend who picks up the phone to a toxic remnant of the past, we wanted to tell him no. Don’t do it. They’ll only hurt you again. But from where I’m standing, five races in and a slew of European races still in the distance as blank canvases, Toro Rosso have sent him on his way with paintbrushes in his hand, art on his mind and hope in his heart.
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And this time, I really don’t think the hope will kill him. Because he’s too busy killing it, as he proved to such eye-widening effect in Barcelona. A 9th on the road, which should’ve been so much more were it not for a botched pitstop, signalled a performance beyond the sum of its parts. The overtakes were masterful, the racecraft was impeccable and the confidence was brimming. And it’s no flash in the pan, because it was much the same in Australia, where he strong-armed Pierre Gasly into staying behind, and qualifying in Azerbaijan, when he waltzed it into 6th on the grid as if he was Baku’s ruling king.
To conclude, I’ll throw a little fact here that puts all of this into context: three years ago in Spain, Kvyat began the weekend having been told, while watching Game of Thrones, he was surplus to requirements at Red Bull Racing. In the race, all he could muster was 10th place while his teammate wooed the crowds a half-minute up the road in sixth. Three years on, he’s forced the F1 door open, reclaimed his lost seat, and been the main cause for outcry over Spain’s Driver of the Day vote. Fans are beginning to wonder if he can once again reach the top, and rejoin Red Bull. Winter came, and Kvyat prevailed. And that can surely warm even the most icy of hearts.
[Featured image: Getty Images / Red Bull Content Pool]
