Formula One

31st October 201931st October 2019

US Grand Prix Preview: Hamilton’s American dream to finally become reality

Having missed out on winning a dream championship in the ultimate sporting holy grail last year, Lewis Hamilton has a chance to realise this goal 12 months later. He needs just four points this weekend to seal a sixth world championship.

It would make him only the second driver in history to claim six titles, and put him one behind the great Michael Schumacher. What’s more, for the first time in his career he is set to win the championship three years running. He would be one behind Sebastian Vettel for consecutive championships won (2010-2013) and two behind Michael Schumacher (2000-2004).

The stats are both remarkable and stunning. Hamilton is a living legend of the sport right in front of our eyes, but for him, and many others, it is not just about the numbers.

It was evident last year, when Kimi Raikkonen took the win away from Hamilton, that a moment which would have achieved hopes and dreams conceived long ago had escaped Hamilton’s grasp. It was no secret that he would have loved to claim his fifth title at what is considered to be the home of world sport, with some of the most energetic and adoring fans of not just Formula One, but of many others too. To win the championship in the US, like he did in 2015, would be another huge accolade for Hamilton, and it is something that would mean so much to him personally.

His title rival Valtteri Bottas, however, will still be full of belief that he can at least overshadow his team-mate’s inevitable title celebrations with a victory at the 5.5-kilometre-long Circuit of the Americas. While it is almost impossible for him to win the championship from here, Bottas had a positive race in Japan, winning from second on the grid. But a stunning drive from Hamilton in Mexico, out-qualifying Bottas while the Finn’s Mercedes took a huge bite out of the barrier, saw him fend off Sebastian Vettel with a mega second stint to take a well deserved win, and put himself in prime position for the championship this weekend.

2019 Mexican Grand Prix, Sunday – Wolfgang Wilhelm

The Mercedes cars are expected to be challenged well again by Ferrari this year. The two teams been typically evenly matched at this circuit in each of the last two seasons, but Ferrari’s advantage in power this year will leave them hopeful of a victory again as they did last year, and team principal Mattia Binotto’s plans for ‘better race management’ in the last three races of the season may aid them achieve a win in what has turned out to be another heart-breaking season for the Scuderia.

The tricky first sector will certainly help to bring the Red Bulls into play, with Alex Albon’s impressive performances seeing him prove his worth at the Austrian team. He has out-scored Verstappen since they have been team-mates, although this has been down to a few slices of misfortune for the Dutchman, as well as one or two clumsy errors. Red Bull, however, should not be expected to challenge for the win, frustrating for them after a thoroughly wasted opportunity by Verstappen in Mexico.

Coming home this weekend are Haas, but we should not expect a particularly happy home-coming for them in what has been a confusing, tiresome and dire year. Kevin Magnussen and Romain Grosjean are really just looking forward to 2020 now, but the home crowd may just inspire a point or two from the French-Danish partnership which has been tested and strained at various different points of the season.

Though Lewis Hamilton’s partnership with race engineer Peter Bonnington will not return until Brazil, Hamilton has no intention of holding back on the title party this weekend, but Valtteri Bottas and Ferrari have no intention of seeing him stand on the top step on race day.

[Featured image – Ferrari Media]

28th October 2019

Mexico 2019 – Mercedes triumphs, while Ferrari’s strategy continues to lack

The Mexican Grand Prix saw Lewis Hamilton victorious, but not sufficiently so to crown him the 2019 Drivers Champion. Hamilton’s win also saw his 100th podium for Mercedes, and saw Ferrari give up the top spot on the podium thanks to poor strategy calls once again.

The opening moments of the race delivered excitement, as Grands Prix often do. With Charles Leclerc making an excellent start, his teammate Sebastian Vettel, Lewis Hamilton, and Max Verstappen jostled for position.

Vettel easily got the best of it (though he made brief contact with Leclerc), retaining second position, while Red Bull’s Alex Albon and McLaren’s Carlos Sainz got a large boost, climbing to third and fourth respectively. Hamilton fell back to fifth, and while Verstappen initially fell back to eighth he quickly suffered a puncture when making an early overtake on Bottas, leading to an immediate pit stop. He ultimately rejoined the race in 20th.

Don’t worry, Verstappen fans – he performed an admirable drive, finishing in sixth and taking the Driver of the Day award. He demonstrated excellent control and patience, regaining several places as other drivers stopped for fresh tyres. When he began overtaking others later in the race, he did so smoothly, with few if any elbows out. Verstappen’s choice of hard tyres led to early speculation about the possibility of a one-stop race.

There was a Virtual Safety Car deployed after the initial carnage while the marshals attended to the debris from the opening collisions, but the race then proceeded Safety Car-free.

Unfortunately, the opening lap tussles were some of the only exciting moments of the race. While the order changed a bit, the top five drivers throughout the race largely remained Leclerc, Vettel, Albon, Hamilton, and Bottas. The race ended with Hamilton in first, Vettel in second, Bottas in third, Leclerc in fourth, and Albon in fifth.

Though they were few, there were nonetheless some exciting moments. Local hero Sergio Perez (Checo if you’re nasty; all apologies to Janet Jackson) made an excellent early overtake on Toro Rosso’s Daniil Kvyat, to the delight of the crowd. Daniel Ricciardo made a spectacular, but failed, late overtaking attempt on Perez. He badly overcooked the attempt and was forced to run wide, cutting several corners. While this did allow him to return to the track ahead of Perez, Ricciardo wisely ceded the position back to his rival.

While there was some other overtaking, it was mainly clean and competent with the defending drivers ceding position when it was obvious they weren’t able to defend successfully.

There was minimal contact between drivers after the first lap. Verstappen and Kevin Magnussen made brief contact on lap 27, but the stewards declined to investigate further. The most memorable other contact came during the final lap. As Hamilton crossed the finish line, Daniil Kvyat returned to his old form and ran straight into the back of Renault’s Nico Hulkenberg, destroying his rear wing and ending his race practically within sight of the finish line. This initially cost the German two places, dropping him from ninth place to eleventh, though the stewards quickly issued Kvyat a 10-second penalty. This dropped Kvyat to 11th, and brought Hulkenberg up to 10th along with its accompanying point.

Pit stops provided some drama. McLaren’s Lando Norris was given the signal to exit the pit too early, with his left front tyre not completely secure. While he was able to stop prior to crossing the pit lane exit line and his crew was able to remedy the issue, Norris never recovered from this mistake and remained last until his retirement on lap 48.

Antonio Giovinazzi’s right rear tyre caused him considerable difficulty as well, which was compounded when the jack was released too quickly, before the tyre was secure. Charles Leclerc wasn’t immune to pit issues either – trouble with the right rear tyre cost him four precious seconds on his second stop.

Tyre management proved to be key in this race. Ricciardo deserves special mention for his tyre management. He was able to maintain respectable pace for 50 laps on his opening set of hard tyres, maintaining sixth place for the last 30 of those 50. It was this show of durability that likely convinced Red Bull to keep Verstappen out on his set of hards, which lasted him for an amazing 66 laps following his early stop. Perez ran the final 51 laps of the race on hards, and Hulkenberg ran 52 laps on his. Vettel also deserves credit for his tyre management, turning in a respectable 40 laps on his initial set of mediums between qualifying and the race.

Indeed, had Vettel not resisted calls for him to prepare to pit on lap 25, the result might have been very different for him. Ferrari, it seemed, had a very different model of tyre performance in this race and were unable to adapt in time to salvage the win. The pit wall’s call for Leclerc’s early stop on lap 15 was premature. All of the front runners started their race on used mediums, but the others handily demonstrated that their tyres were good for many more laps – eight more laps for Hamilton, 21 more laps for Bottas, and 22 more for Vettel. Had the Scuderia sent Leclerc back out on hards, his race might’ve gone very differently as hard tyres amply proved to deliver incredible life.

With three races left, the top of the pecking order is fairly settled. While it is mathematically possible for Bottas to claim the Drivers’ Championship, it is not likely. Similarly, while Red Bull could pass Ferrari for second in the Constructors’ Championship, it is similarly unlikely.

As has been the case for the past several seasons, it’s the midfield where the excitement lies. Toro Rosso and Racing Point are in the fight for sixth and if Renault doesn’t finish strongly in the closing rounds it’s possible that they could find themselves slipping to sixth or even seventh.

And what can we say about Williams? McLaren has recovered from their slump and is showing a return to form, but Williams remains incapable of finding their way forward. On the other hand, they have managed to score one point. Recent seasons have seen some backmarkers finish with zero, but seeing the once powerful team fall to last over the course of a few short seasons still gives pause.

Formula One returns to Autodromo Hermanos Rodriguez next year for the Mexico City Grand Prix. Same race, different name.

[Featured image – Steve Etherington]

27th October 201927th October 2019

Mexican Grand Prix stewards have set a dangerous precedent

When Valtteri Bottas crashed heavily at the end qualifying for the Mexican Grand Prix, his fellow drivers all slowed down when passing the incident and the subsequent double-waved yellow flags. That is, all but one.

Max Verstappen, Red Bull’s boisterous, energetic, and head-strong superstar, did not lift, and went on to set a fastest final sector and improve on his provisional pole time.

This was a clear breach, not just of regulations, but also his safety, Bottas’ safety, and the safety of the marshals who needed to recover the stricken Mercedes.

Verstappen would have got away with it, but he was caught out by… himself. The post-qualifying press conference featured a moment which could only be described as absolutely bizarre. When asked about his failure to slow under yellow flags, Verstappen said, “It’s qualifying and, yeah, you go for it. But like I said before, if they want to delete the lap, then delete the lap.”

(Photo by Will Taylor-Medhurst/Getty Images)

The comments were completely devoid of consideration, and showed a complete obliviousness to the fact that he was admitting to a very dangerous breach of the sporting regulations, ultimately landing himself in trouble.

Following the press conference, the stewards decided to open an investigation into how Verstappen went quicker after Bottas’ crash, when his rivals all slowed down. He was then awarded a three-place grid penalty, and will instead start the race from fourth, with Charles Leclerc now on pole for the seventh time this season. Sebastian Vettel is promoted to second, giving Ferrari a front-row lock-out.

Verstappen’s mistake can be forgiven. Nobody was hurt, and in a roundabout way, he was aware that what he had done was wrong, and he appeared to accept that punishment would be coming his way. After all, he is a young racing driver, and consideration and evaluation of risk can be easily skewed when adrenaline is high, particularly during a qualifying run.

The real issue lies deeper. And this is where the blood boils.

It took Verstappen admitting his error in the press conference for the stewards to do anything about it, even after it was clear he set a purple final sector time following Bottas’ crash. It was clear, obvious and blatant that he had not slowed for the yellow flags. The stewards also had data from his car available to them, but either chose to not look at it or, even more outlandishly, see the data and opt not to award a penalty.

Either way, whatever actions they had endeavoured to take – or not take as the case may be – they, at first, decided to not award a penalty for a clear breach of regulations. This was a farce. They made themselves look foolish, and it was frankly an embarrassment for the sport.

But more than that, it was a breach of duty of care from the stewards to be so dismissive of the fact that a driver on track had risked the safety of so many people.

Their initial actions, or lack thereof, displayed a complete disregard for safety, and a serious lack of awareness of the precedent they are setting for the future. It was a statement that any driver can now go flat out through yellow flags after a serious incident, risk hitting someone on the way, and get away with it so long as they make sure they keep their mouth shut about the incident afterwards.

And it is very clear that F1 has somehow not learned its lesson from past cases, like that of Jules Bianchi in 2014, who tragically lost his life after failing to slow for yellow flags following a crash at Suzuka. Despite this, with no due diligence whatsoever, the stewards still saw fit to not act on a driver failing to slow for an incident when they know what the impact can be, and a precedent has now been set for the future – it is a dangerous one.

It was a further example of stewards at a Grand Prix refusing to do their job, not only as rule enforcers, but as responsible adults charged with ensuring the safety of everyone involved at the event, and this is unacceptable.

If the stewards are not willing to act appropriately, and if they are happy to allow someone to endanger lives, then it shows an immaturity that cannot be condoned, especially at an event where the risks that come with motor-racing are so high.

It resonates with me that, not only have the stewards this weekend shown themselves to be unfit for the job of rule enforcers, but they are also evidently cannot be trusted with making sure that drivers in the future are completely aware that actions such as Verstappen’s cannot be tolerated.

Instead, F1 is left in a position where drivers are at risk of being uncontrolled by FIA regulations, which is why the events of yesterday’s qualifying are more significant, and dangerous, than many in the sport are making it out to be.

[Featured image – Photo by Mark Thompson/Getty Images]

27th October 201927th October 2019

Legendary Races Week: 1999 European Grand Prix

The underdog. Why do we love them so much, huh? There’s just something about witnessing the flawed become bulletproof; when a driver’s stars align for that one glorious time, a team defies all the odds, or even both, it’s an occasion like no other.

And when I think of underdogs in Formula One, I catch my mind thinking back to the 1999 season. Heinz-Harald Frentzen challenging for the championship with the privateers Jordan after a sour exit from Williams, Eddie Irvine mounting his only title challenge, Mika Salo’s mid-season super sub duties… there were plenty of them.

That year’s European Grand Prix symbolised the theme of the season perfectly in that regard. The weekend started with the Drivers’ Championship in the balance – both Mika Hakkinen and Irvine were level-pegging at the top on 60 points, Frentzen’s annus mirabilis had him just ten points behind on 50 and David Coulthard was just behind on 48. Michael Schumacher was still nursing his broken foot sustained at the British GP, leaving Mika Salo to fill his vacant seat at the Scuderia.

The day belonged to a team that would cease to exist as we know it the next year, though: Stewart Grand Prix. Late in the day, short on the margin, it never seemed as though three-time World Champion Jackie’s namesake outfit would replicate even one of his wins. Neither did it seem like their elder driver, Johnny Herbert, would have time left to add to his two Grand Prix victories, and was fast becoming a set-in-stone figure in the history books.

So when he qualified 14th for the race, all hope of that changing was a pipe dream. Frentzen took pole to continue his own underdog story, while Irvine was 9th, behind Coulthard and Hakkinen in 2nd and 3rd. Herbert’s teammate Rubens Barrichello, he himself a Stewart defective to Ferrari for 2000, was just behind him in 15th.

The race began with a delayed start, as Williams’ Alex Zanardi and Minardi’s Marc Gene lined up out of sequence on the grid. The top five cars all jumped the start, but their blushes were saved. When the start did take place, it wasn’t long before the real drama started – Damon Hill’s Jordan suffered an electrical failure on the first lap, causing Alex Wurz to swerve into Pedro Diniz and send the Sauber driver into a dramatic barrel roll.

Diniz was able to walk away from the shunt, and while the race began to mellow as far as the rigidity of carbon was concerned, the fate of other mechanical parts across the grid were to be far worse. The top six remained static for the opening stint – Frentzen led with aplomb from the McLaren duo led now by Hakkinen, Ralf Schumacher, Giancarlo Fisichella and Irvine. Not long after the Irish title hopeful passed Fisichella though, did the rain begin to pour.

And the raindrops sparked the rising of a tech-xodus. Hakkinen and Irvine were the first to blink, but Ferrari’s pit crew had their new hope wait 28 seconds in a delayed stop, dropping him down the field. The dice of retirement rolled on race leader Frentzen first, striking down his Jordan with the same technical failure his teammate Hill suffered. His title ambitions were dented, and the story of the underdog had its ink smudged.

The racing gods sought to clean up that ink, when they oversaw the next drop-out – Coulthard gambled on dry tyres in the worsening conditions, and on lap 38 his McLaren met its maker in the barriers. Fisichella inherited the lead ahead of Schumacher after Hakkinen was forced to conceding into replacing his wet tyres with new dries, and under the radar unexpected stars were emerging.

Lap 49 saw Fisichella spin out in another botched case of leader’s demise, kissing his maiden victory into the arms of a man seeking his own first. As soon as it was sent his way, however, a rear tyre puncture cruelly denied him the chance to notch Williams’ first win in almost two years, and left him ruing what could have been along with a string of broken-hearted challengers. But the next inheritant of the lead was to have his day against the odds.

Herbert had been building a head of steam all race long, and emerged from the lower reaches of the podium before the final double-blow into an unlikely lead, shouldering the weight of his team’s prayers. Hakkinen and Irvine were scrambling to keep their title hopes alive while a sea of malnourished drivers were enjoying the photosynthesis of World Championship points – they just had to cling onto them. Minardi hadn’t scored in four years, so when Luca Badoer found himself in fourth with 13 laps to go tears were beginning to flood in the eyes of Faenza faithful.

There were tears that lap, but they were ones coming agonisingly from Badoer – his car broke down, and he broke down with it by the side of the track. Jarno Trulli was a fine second for Prost Grand Prix just ahead of Barrichello in the second Stewart, and it was to stay that way come the end of the race. The podium was filled out for the first, and so far the only, time with teams named after and owned by ex-F1 drivers. Gene managed to salvage a point for Minardi, taking the private champagne back off the ice. But this was Johnny’s day, and even Hakkinen’s fighting fifth couldn’t dampen the energy around him and his team.

With just one more season on the horizon, this marked the end of Johnny’s podium escapades. None tasted sweeter. Unlike the other two, there was no shade of a World Champion hanging over him, nor a winning machine expecting of such results. This time the underdogs had their day all to themselves. Aside from the attrition, aside from the battles, aside from the conditions, the reason Europe 1999 was so brilliant is because of the message it sent. You can be in a race against time, with the worn tyres of doubt and the broken front wing of resignation, but as long as you stay in the race, your day will come. It’s why we love the underdog, after all.

24th October 201924th October 2019

Legendary Races Week: 1957 German Grand Prix

Juan Manuel Fangio’s record in motorsport speaks for itself.

In a career that spanned nine World Championship F1 seasons, ‘El Maestro’ won five titles for four different teams (Alfa Romeo, Ferrari, Mercedes, and Maserati), and took victory in 24 of the 52 races he entered. That 46.15% success rate is the best of any driver to have ever raced in F1, a feat which is made all the more impressive when it considered that, in the period he raced, there was an average of just eight races per season.

Of those 24 wins, Fangio arguably saved the best for the last.

He arrived at the infamous Nurburgring Nordschleife for the 1957 German Grand Prix with a chance to claim a fifth World Championship.

Things initially looked promising when Fangio qualified on pole, but at the start of the 22-lap race he dropped back to third behind the Ferraris of Mike Hawthorn and Peter Collins. By the third lap, Fangio managed to retake the lead, making use of his softer Pirelli tyres, and set five new lap records in quick succession.

However, Fangio had started the race with only half a tank of fuel, and so on lap 12 he came into the pits for refuelling and for new tyres.

Even by 1950s standards, his stop was slow. A fumble with a wheel nut meant Fangio lost over a minute and he emerged back out on track over 40 seconds behind Hawthorn and Collins, who were on a ‘no-stop’ strategy and harder Englebert tyres. Any attempts to retake the lead would have to be done on track.

To Ferrari, it looked as if Fangio’s first two laps were positively sedate, and they signalled to Hawthorn and Collins that it looked like Fangio would not be a threat, lulled into a false sense of security.

By Willy Pragher – Landesarchiv Baden-Württemberg, CC BY 3.0, https://commons.wikimedia.org/w/index.php?curid=46534377

Owing to the technology of the time and to the length of the Nurburgring circuit, the teams were only able to communicate with their drivers once every fourteen miles using boards held out from the pits, and Fangio used this to his advantage. He put the hammer down, carving into their lead at a rate of 10 seconds a lap. Once Ferrari realised what the Argentinian was doing, it took them a long time before they were able to make Hawthorn and Collins aware and urge them to pick up the pace.

On lap 18, Fangio completed the first ever lap of the Nurburgring with an average speed above 90mph. He would go on to break the lap record a further ten times, with his fastest lap of 9mins 17.4 seconds a huge 8.2 seconds quicker than his pole time.

Fangio ate up the distance between himself and the top two drivers and, on lap 21, he caught and passed both Collins and Hawthorn to retake the lead.

Three and a half hours after the race started, Fangio took the chequered flag to claim victory, 3.6 seconds ahead of Hawthorn.

His fastest lap was over 24 seconds faster than the lap record from the previous year, and neither Hawthorn nor Collins could get within 10 seconds of it. To add the icing to the cake, his victory meant Fangio wrapped up a fifth World Championship, a record which would take 47 years to be beaten.

“I have never driven that quickly before in my life and I don’t think I will ever be able to do it again,” Fangio would later say, somewhat prophetically. He would retire the following year having not won another race.

His performance at the 1957 German Grand Prix has rightfully gone down in history, cementing the race’s position as one of motorsport’s most legendary.

23rd October 201923rd October 2019

Mexican Grand Prix Preview: Six of the best for Hamilton?

As the F1 circus rolls into the fun, vibrant, spirited Mexico City, Lewis Hamilton has an opportunity to claim the world championship for the third consecutive year, and sixth time in total, at the 4.3-kilometre Autódromo Hermanos Rodríguez.

Complete with a 1.2- kilometre-long home straight and a stadium section converted from a baseball pitch, the track sits 2,240 metres above sea level. The subsequent thin air creates an extremely tough physical challenge for the drivers, and the lack of oxygen results in the engines’ RPM being reduced, which is why the cars look visibly slower on this track compared to others. In fact, this track is the highest circuit to host an FIA-sanctioned event in terms of elevation.

Feeling high off his third victory of the season in Japan is Valtteri Bottas. The Finn had struggled ever since his win in Baku all the way back in April, but a dominant performance at the wonderful Suzuka circuit, taking the lead after Sebastian Vettel’s botched start, saw him keep his albeit distant championship hopes alive, whilst team-mate Lewis Hamilton’s third-place finish secured Mercedes’ sixth consecutive constructors’ title.

Bottas will continue to keep his title dream alive if he finishes at least third in Mexico, but if Hamilton beats him by 14 points – the difference between a win with a fastest lap and a fourth-placed finish – a sixth drivers’ title will go the way of the irresistible Brit, who is 10 race wins away from beating Michael Schumacher’s record of 91 wins in F1. That record that seemed insurmountable when Schumacher claimed his last win at the 2006 Chinese Grand Prix, but now seems very possible. Hamilton and his record-breaking Mercedes team look to be hurtling towards yet more Formula One history.

Conversely, Ferrari will spend another winter wondering just where it all went wrong. Having looked unstoppable in pre-season testing in Barcelona, the Scuderia, save for a handful of races, have been blown away by the sheer dominance of Mercedes, and this is a track where Ferrari are expected to struggle once again.

With the altitude levelling the playing field in terms of engine power, downforce through the tricky second sector is vital. This is something Red Bull have unlocked to magnificent effect the last two years, with Max Verstappen storming to victory in both 2017 and 2018, but having his victories overshadowed by Hamilton’s title celebrations on both occasions.

This year will present another opportunity for the Dutchman, but Mercedes will no doubt push them hard with their improved downforce this year. Ferrari, meanwhile, have impressed at unexpected venues in the second part of this season after bringing an upgrade for the second part of the season, which has aided them spectacularly in races like Singapore, where they claimed a shock one-two finish.

With Thai-British driver Alex Albon yet to really stamp down his place at Red Bull after taking over from the demoted Pierre Gasly in the summer, we could be in for an exciting scrap this weekend.

It is always a festival when F1 goes to Mexico, particularly for home hero Sergio Perez, but will Lewis Hamilton be hosting yet another title festival in Mexico City? Valtteri Bottas and one or two others may have something to say about that.

[Featured image – Will Taylor-Medhurst/Getty Images]

21st October 201921st October 2019

Legendary Races Week: 2005 United States Grand Prix

Amid this series of articles on motorsport races that have firmly cemented themselves in history, it perhaps would be short-sighted to look solely at races that are considered legendary for the right reasons. When it comes to races that are considered legendary for the wrong reasons, there is arguably no better place to start, in recent memory at least, than with the 2005 United States Grand Prix.

The drama – or should that be farce? – began during Friday practice, when a tyre failure sent Toyota’s Ralf Schumacher hurtling into the barriers at the banked final corner, the fastest part of the track.

Michelin – who provided tyres to Toyota as well as to McLaren, Williams, BAR, Red Bull, and Sauber – duly conducted an investigation into what had caused the failure. This investigation did not prove fruitful, and so Michelin could not guarantee that their tyres could safely complete the entire race without a similar incident happening again. Michelin boss Pierre Dupasquier even estimated that the tyres would last no more than ten laps, a not insignificant suggestion seeing as tyre changes during a race were banned in the regulations at this point in time.

A meeting was held on Saturday evening to decide what should be done to resolve the issue, with rumours swirling round that over the course of the past couple of years, multiple Michelin tyre failures had occurred that had been caused by the design and construction, but had been instead falsely blamed on ‘outside factors’.

Almost every major player in the paddock was in attendance, including Bernie Ecclestone, two senior Michelin representatives, every team principal bar one, and Indianapolis’ Circuit President, Tony George. Jean Todt, whose Ferrari team was supplied by Bridgestone, declined to attend.

In this meeting, the Michelin representatives suggested that a chicane should be installed at the final corner, to minimise the load placed on the tyres. Ecclestone paused the meeting and left to consult Jean Todt and FIA President Max Mosely, who was not at Indianapolis, and returned to say that Todt had refused to agree to the idea, putting him at odds with the other nine teams, who had all given their consent. What’s more, Max Mosely had apparently implied that if a chicane was installed then the race would no longer be sanctioned by the FIA and thus would become non-championship.

The meeting adjourned with no resolution having been agreed upon and, in an official letter to Charlie Whiting, Pierre Dupasquier said that if the circuit remained unchanged then he could not permit the Michelin teams to race.

The FIA, though, doubted whether Dupasquier would follow through on his warning, and so, come Sunday morning, it was still not 100% clear whether or not the Michelin teams would take part in the race.

Michelin had flown in new tyres of a different specification from their headquarters in Clermont-Ferrand overnight, only to find that they had the same defects and issues as the original batch.

All 20 cars trundled round on the formation lap, with Toyota’s Jarno Trulli having secured the team’s first ever pole position. At the end of the lap, though, all fourteen Michelin-clad cars peeled off into the pits.

This resulted in the absurd sight of only Michael Schumacher and Rubens Barrichello of Ferrari, Narain Karthikeyan and Tiago Monteiro of Jordan, and Christijan Albers and Patrick Friesacher of Minardi lining up for the start of the race. If someone with no interest in or knowledge of the sport was shown a photo of the final grid without any context, they’d be forgiven for thinking someone had photoshopped the other fourteen cars out.

Angry and frustrated fans in the grandstands started booing, with some throwing plastic bottles onto the track to express their displeasure.

Once the race got underway, not much of note occurred, save for Albers and Karthikeyan switching positions a couple of times.

By lap 10, many fans started to leave the grandstands, and reports in some newspapers suggested that the police had had to be called in as crowds surged on Indianapolis’ ticket offices, demanding refunds.

The race went on to be won by Schumahcer, with Barrichello in second and Monteiro in third, but the on-track results faded almost into insignificance.

As soon as the chequered flag fell, the blame game started. Because all 20 cars had taken part in the formation lap, F1 had technically fulfilled its contractual obligation to the Indianapolis circuit, but it was another matter entirely when it came to the fans.

Some argued that Max Mosely had failed to find a compromise that suited all those involved, and had shown a certain lack respect by not attending the race in person to sort the situation out. Furthermore, the FIA had not taken seriously the warning given by Dupasquier that his teams would not take part, essentially calling his bluff and leaving the door wide open for the ensuing debacle to take place.

Others directed their ire at Michelin for not bringing suitable tyres to the weekend with them and, in an attempt to pacify some of this anger, the manufacturer announced that they would give out refunds. They even offered to buy 20,000 tickets for the following year’s race, which would then be handed out for free to any disgruntled fans willing to accept them. Dupasquier would go on to retire later on in 2005, the criticism he faced no doubt still ringing in his ears.

Perhaps the only upside of the whole affair was Tiago Monteiro’s third-place finish. He became the first, and so far only, Portuguese driver to finish on the podium in a Grand Prix.

This small glimmer of salvation aside, the 2005 United States Grand Prix will rightfully go down in motorsport history as one of the most legendary races to have occurred. Its infamy, however, will always be rooted in farce, and the mere mention of its name will forever leave a bitter taste in the mouth.

13th October 2019

Mercedes claim sixth consecutive Constructors’ Championship at Japanese Grand Prix

Mercedes have claimed a sixth successive Constructors’ Championship at the Japanese Grand Prix, with Valtteri Bottas taking the race win and Lewis Hamilton finishing in third.

The pair had started in third and fourth respectively, but Bottas capitalised on a mistake from Sebastian Vettel at the start to take the lead going into turn one. Hamilton inherited third when Charles Leclerc pitted on lap four for a new front-wing, following a coming-together with Max Verstappen on the first lap.

“We never thought this would be possible,” Toto Wolff said, “and I’m incredibly happy for everybody who has been a part of this journey. It’s not always been easy, the entire team put in a lot of hard work and we had our fair share of painful moments, but we were always able to pick ourselves up.”

2019 Japanese Grand Prix, Sunday – LAT Images

Wolff also spoke of this year’s championship being particularly emotional in the wake of Niki Lauda’s passing in May.

“This sixth Championship is a very special one – and we dedicate it to Niki,” he said. “He has been such an important part from the beginning, and we all miss him dearly. I think about him every day and still find it hard to believe that he’s not here anymore.

“I keep thinking to myself, ‘What would Niki say, what would he think?’ Today, he probably would have said, ‘Congratulations for the sixth one, but you have a challenge on your hands for next year’. It was his way of making sure that we’re never complacent.”

2019 Japanese Grand Prix, Sunday – Wolfgang Wilhelm

Mercedes become the first team to claim six successive championships since Ferrari did so between 1999 and 2004, and things are set to get even more rosy for them in the coming races. Bottas’ win and Hamilton’s third-place means that they alone remain in contention for the Drivers’ Championship, with Vettel, Leclerc and Verstappen’s mathematical hopes being put to bed.

As such, Mercedes will become the first team in F1’s history to claim six successive Constructors’ and Drivers’ Championships, regardless of which of their line-up claims the title.

[Featured image – Steve Etherington]

7th October 2019

Japanese Grand Prix Preview: As a typhoon looms, is Hamilton storming towards the 2019 title?

Just when things looked to be in peril for Mercedes in the second half of the season, stepping up to stop Ferrari was, erm… Ferrari.

An evident storm is brewing within the Italian giant as the rivalry intensifies between Sebastian Vettel and Charles Leclerc, and imminent typhoon Hagibis will either threaten to ignite that combustible tension or will give them the necessary push to overcome their Russian demons.

Indeed, the title is now all but wrapped up by the imperious Lewis Hamilton who leads the championship by 73 points with just 128 still up for grabs.

His tour towards his inevitable sixth world title brings us to the 5.8-kilometre Suzuka circuit. It’s easy to get tied up in knots here, with it being the only figure-of-eight circuit on the calendar, and having the awe-inspiring yet terrifying first sector, featuring high-speed esses that require skill, talent and bravery in equal measure.

2018 Japanese Grand Prix, Saturday – Wolfgang Wilhelm

Such sections tend to become more difficult in treacherous conditions, and we are expecting no shortage of those this weekend. The typhoon is expected to affect practice, qualifying, and the race, although it is difficult to predict with any certainty.

Form generally gets tossed out the window in conditions like the ones anticipated in Suzuka – cast your minds back to Hockenheim – and the favourites for the weekend would be tough to predict in normal situations. Suzuka requires a pinpoint balance of power and downforce, and Ferrari – save for their spectacular in Sochi last time out – have seemed to excel at both since the teams returned from the summer break, but Mercedes will fancy their chances through the technical first sector.

Indeed this is a big weekend for Ferrari. Vettel had a complete nightmare last year in Japan, when a crazy, kamikaze move on Verstappen cost him any chance of a podium finish, and Charles Leclerc’s race was ultimately ruined after an incident at the start of the second lap with Kevin Magnussen.

Ferrari were in trouble before the race even began in Russia last time out. They had planned for Leclerc, starting on pole, to allow Sebastian Vettel, starting third, to slipstream his way past to ensure they had a one-two off the start. This was all well and good, but there’s one aspect Ferrari failed to factor in – pride.

Vettel, who is no stranger to team order controversy, was never going to allow Leclerc back past as the team had planned. Leclerc is an upstart who has walked into Vettel’s team and all but overthrown him. He needed to make a statement to his team, his team mate, and the world, saying that he is a four-time world champion, and that this is his team.

GP RUSSIA F1/2019 – DOMENICA 29/09/2019
credit: @Scuderia Ferrari Press Office

Ferrari gave Leclerc the undercut to pass Vettel in the pitstops, only for the German to suffer an engine failure. He stopped the car off track, brought out the virtual safety car, gave Mercedes a free pit stop for both their drivers, and, ultimately, a one-two.

It is fair to say, then, that Ferrari have a point to prove, but so do Mercedes. They must prove themselves able to throw down with Ferrari after a post-summer break that has seen their form undulate. They want to change that, and issue an emphatic message to their counterparts.

Elsewhere, Toro Rosso will give an F1 debut to reigning Super Formula and Super GT champion Naoki Yamamoto. The Japanese home hero will take Pierre Gasly’s seat in the first practice session, before Gasly returns to the cockpit for the rest of the weekend.

It’s set to be a tough weekend with Typhoon Hagibis looming, and there’s a storm brewing between Mercedes and Ferrari as we head towards beautiful Suzuka.

[Featured image – Charles Coates/Getty Images)

3rd October 2019

How the 2021 regulations could lead F1 down a spec-series route

Much has been said about the 2021 F1 regulations, and many people in the higher ranks of the sport have expressed their concerns over the proposed plans.

We are just mere weeks (if not days) away from the deadline set by the FIA, the teams, and Liberty Media. On October 31st, all three parties must co-sign the final Technical and Sporting Regulations for the 2021 Formula One championship, the most anticipated set of regulations since 2014.

Chase Carey, Ross Brawn, and Jean Todt have all been vocal about the changes that need to be made in order to revitalize the sport, give teams new motivation and incentive, and promote pure and competitive racing.

This, however, is no easy task. Radical changes come with consequences, sometimes ruining something that was already working perfectly fine beforehand.

For instance, when F1 experimented with the qualifying format back in 2016, including an elimination every couple of minutes, it was a huge disaster for the drivers, teams and, most importantly, the fans. After just two Grand Prix, the Q1-Q2-Q3 format was back.

That is a best case scenario: an idea goes totally wrong and gets revoked, and we start from scratch.

You cannot do that with a new set of aero regulations, though.

For the past 18 months, F1 officials – presided by Ross Brawn (who has recruited people like Pat Symonds and Rob Smedley) – have been conducting thorough research on how they can improve racing in 2021.

The blueprint was set in July. F1 cars must be designed in such a way that the downforce lost behind another car is minimal compared to this year’s machinery. And they had the ideas to make this happen.

They tested these solutions in the Sauber Motorsport wind tunnel, and in August the first scale models of the new cars were revealed.

Nikolas Tombazis, the man in charge of all the technical aspects of FIA single-seaters championships, has been hands-on in these tests, and he has been pretty open about the results they produced:

“There have been no major surprises,” he said, speaking to F1.com. “There is a 5-10% wake disruption, compared to the current levels of 50%, although it depends on the exact configuration you are testing and so on.”

This is positive news, because that is the end goal. F1 cars must be able to follow each other without ‘dirty air’ being a problem anymore.

However, as previously mentioned, this does not come without consequences.

Aero regulations are extremely restrictive at the moment, as they should in order to get the results FIA and Liberty want. They cannot let teams be overly innovative, coming up with concepts that drastically alter the blueprint proposed by Tombazis, Brawn and the other officials. The teams know that.

Sources inside one midfield team have said that technical directors from up and down the grid do not find these aero rules to be what they wanted.

Mattia Binotto, who is now serving as the team principal of Ferrari but has previously held the position of technical director, has suggested that his team may have to use its veto if it finds that the 2021 changes are not what it wants, or if they go against what they see F1 as being at its core.

Speaking to crash.net, Binotto said, “There are a few things that are important to us the degree of freedom on development; the degree of freedom, especially if we think on the aerodynamic regulations, which we believe is too descriptive; the degree of freedom of other parts of the car where some prescriptions have been set.

“These I think are the key points on which I think there is still room of collaboration and making a different choice compared to what has been achieved so far.

“We are more focused really on trying to collaborate and address what we believe is fundamental rather than simply say that we’ve got the veto right.”

Every change comes with a fair amount of criticism, but this may be absolutely justified. From the very beginning, Formula One has been about innovation, going beyond the perceived boundaries, searching for the millisecond every single time you are on the track. These new rules may not allow that at all.

F1 could be on its way to becoming a ‘fancy’ spec series, and that is not good.

Sure, the engines will not be the same, the brakes will not be the same (as of now), and the wealthier teams will always find a way to get the best drivers and employ the best personnel, but the aero rules are a huge part of F1 and its approach in racing.

It is certainly not easy to close the gap between the top teams and the midfield, and converging the grid with restrictive ruleset and a really loose budget cap may be the only viable way to do that at the moment.

Nevertheless, F1 must be extremely cautious in its next steps. F2 and F3 are spec series for a reason. Formula 1 must be the pinnacle of motorsport, and innovation is a key factor to that. That innovation is something that should not be taken away.

[Featured image – LAT Images]