W Series CEO Catherine Bond-Muir has said the championship’s goal in 2020 is to move past countering criticism and focus more on promoting its drivers’ stories.
At last week’s Autosport International, Bond-Muir praised the media coverage W Series had generated throughout 2019, which she said reached an audience of 340 million people on TV and 5 billion through online and print media.
However, she also said that because much of that coverage was dominated by the scepticism and controversy surrounding the W Series concept, she wants to move beyond that conversation to focus more on the stories and personalities of the championship’s protagonists:
“I think this year we’ll do a much better job of making them all a little bit more famous because this year we don’t have to talk about why W Series exists,” Bond-Muir said.
“Ultimately I think we spent last year justifying our position and justifying what we were doing. I think a lot of that has been put to bed now, and in the second year we want to talk about our drivers. We want to talk about their stories and make stars of our drivers this year.”
2020 will take W Series to a more global audience than last year, as it joins the Formula 1 support bill for the US and Mexican Grands Prix.
Speaking to ThePitCrewOnline, Bond-Muir added that because of motorsport’s commercial nature, providing an opportunity to boost its drivers’ media profiles was just as key a part of W Series’ mission as giving them a chance to hone and showcase their driving skills:
“In order to succeed in motorsport, we all know you’ve got to have money and therefore you’ve got to be successful commercially.
“So [promotion] is crucially important because they need followers, they need to engage the public, in order that sponsors [and] teams will support them, and that will enable them to be successful as well as great driving skills.”
Hitech Grand Prix has been awarded a late entry to the 2020 Formula 2 season, adding the series to its growing junior formula portfolio.
Their entry, which comes with less than six weeks to go until pre-season testing in Bahrain in March, takes the 2020 F2 grid up to 11 teams. Hitech has not yet announced either of its drivers, although it is reportedly set to sign Nikita Mazepin alongside either Luca Ghiotto or Sergio Sette Camara.
Last year Hitech finished second in the FIA F3 teams’ championship with Juri Vips, Leo Pulcini and Ye Yifei. The team will return to the series this year, alongside the 2019–20 F3 Asian Championship.
2020 will be Hitech’s first appearance in F1’s feeder series since they partnered with Piquet Sports to enter the 2004 and 2005 GP2 seasons.
Hitech owner Oliver Oakes said: “Stepping up to F2 was always something we were aspiring towards, once we had established ourselves in the new era of Formula 3.
“With the new 18-inch rims coming to F2 in 2020 it made entering now much more necessary than at the end of 2020 where we would be a year behind the learning process.
“Of course, joining the grid this late means we are slightly up against it, but at Hitech we like a challenge! I believe in our group and I am really excited for the first event in March at Bahrain.”
F2 CEO Bruno Michel said that he is pleased to add a team of Hitech’s “prowess” to the grid, and added: “Hitech Grand Prix enjoyed a strong Formula 3 season in 2019 and I know that although they are joining late, they will be able to adapt quickly to Formula 2.”
F1 pundit Karun Chandhok believes F2-style reverse-grind sprint races on Saturday afternoons would be a beneficial change to the current Grand Prix weekend format.
Sprint races, either as standalone races or in place of qualifying to set the Grand Prix grid, were mooted as potential ideas for F1’s 2021 overhaul, but were ultimately rejected by teams last year.
Despite this pushback Chandhok still believes sprint races could improve F1, although only if they are introduced as an F2-style secondary race and not as an alternative qualifying format.
Speaking to ThePitCrewOnline about his ideal Grand Prix weekend, Chandhok said: “You’d have a Saturday morning qualifying with the same format that we have now. I think qualifying is one of the most exciting things we have in the [current] format, it really works with three segments. So I’d have that on Saturday morning, and that would be the grid for the Grand Prix.
“But on Saturday afternoon I’d have a 45-minute sprint race with the top 10 [from qualifying] reversed, with half points because it’s half the distance.
“And you don’t do it at every race. For example, you wouldn’t do it at Monaco where overtaking’s impossible. I would take eight races in the year, or half the races in the year, and do that on a Saturday afternoon.”
Chandhok said that awarding points for the sprint race was essential, as that would incentivise drivers to race their way through the pack and teams to set up the cars for overtaking rather than peak qualifying pace. He also said he believes his version of a sprint race would help bring in new and younger fans, while not upsetting F1 traditionalists as the races aren’t being used to set the grid for Sunday’s Grand Prix.
In addition to a Saturday afternoon sprint race, Chandhok said that his idea of the F1 weekend would see FP3 dropped to make way for the sprint race, and include a requirement for all teams to run at least one young driver in every FP1 session throughout the season.
F1’s rulemakers are planning to use drivers from its eSports series to trial any major changes to the sporting regulations, to ensure they work as planned before being introduced.
Speaking at Autosport International, F1 technical consultant Pat Symonds said the idea is part of plans to make sure new rules in the future don’t have unintended negative consequences on the sport, by putting them through the same evidence-based simulations as his technical team used to refine 2021’s new aerodynamic regulations.
“We’re working a lot with simulation. We’ve produced what I think is a world-first in an overtaking simulation, but we found a problem with it in that [the AI driver] is too good.
“So what we want to do now is use the physics of those simulations but put real drivers in a virtual environment, racing against each other, so we can see whether these changes to the sporting regulations are good. What I’m hoping…is that we’ll use some of our elite gaming racers from our eSports series to test out some of our ideas.”
One of the ideas Symonds said F1 were keen to test out in simulation was alternative grid formations, while sprint races to determine grid position could also be trialled in this way despite teams rejecting early proposals for this last year.
Symonds also said that F1 is using technology to analyse viewers’ responses to races, to better understand which areas of the sporting regulations actually need addressing:
“We have people wired up while they’re watching races and we look at their galvanic skin response, we look at their emotions. By looking at all these various research areas, we can really start to build a picture of what makes good racing.”
F1 technical consultant Pat Symonds has said that he has remembered the mistakes he made in designing the 2009 regulations to ensure the new 2021 rules work as planned.
Symonds was part of the Overtaking Working Group set up by F1 to design the 2009 regulations overhaul, while at the same time being in charge of engineering for the Renault F1 team.
As well as Symonds, the OWG also included input from Rory Byrne and Paddy Lowe, who were still part of Ferrari and McLaren at the time.
Speaking at Autosport International on Thursday, Symonds said he has learnt from the mistakes the 2009 OWG made and has used his experience to avoid a repeat with the 2021 regulations:
“2009’s very interesting because…myself, Rory Byrne, Paddy Lowe and the late Charlie Whiting, we formed an Overtaking Working Group and looked at producing the regulations for 2009. But at the same time, I was trying to win races and win championships. And it’s quite interesting because we did leave loopholes in there.
“The great thing is, you do learn from your mistakes. I think it’s absolutely fundamental we had [an] independent group, because if you work in a team you’re paid to win races, you’re paid to exploit performance, you’re paid to find those loopholes in the rules. It’s really unfair to expect the teams to look above that and look at what’s good for the sport.”
Symonds added that the aerodynamic group behind the 2021 regulations is currently working to close off any loopholes with the 2021 regulations by trying to add downforce to a car in the same way a working F1 team would, and analysing what developments have a negative effect on the wake of the car.
A lot can change in a decade. This time ten years ago, Jenson Button and Brawn were the reigning F1 champions, Fernando Alonso was preparing to take on the mantle of Ferrari’s title hopes, and a 12-year-old Max Verstappen was just about to step up to international karting.
As we approach the start of another new year and a new decade, we’ve taken a look back at what’s characterised F1 throughout the 2010s and how these last ten years might be remembered.
The decade of dominance
Let’s deal with the elephant in the room first. When people look back on F1 in the 2010s, they will see one headline figure: that Red Bull and Mercedes cleaned up every available title between them, and won 149 out of the decade’s 198 races. It’s the first time in F1’s history that two teams have had such a stranglehold on the sport—and hopefully the last.
The decade of record-breaking
Sebastian Vettel, the youngest-ever World Champion. Lewis Hamilton, the most pole positions. Max Verstappen, the youngest-ever Grand Prix entrant and winner. Kimi Raikkonen, the fastest-ever F1 lap. Mercedes, the most consecutive Drivers’ and Constructors’ Championships. The 2010s weren’t just about dominance, they were about excellence.
The decade of comebacks
When Michael Schumacher came out of retirement to lead Mercedes in 2010, he probably had no idea he’d started a trend. Before long, Kimi Raikkonen was back in F1 with Lotus, Pedro de la Rosa and Narain Karthikeyan were brought out of the noughties, and Brendon Hartley, Daniil Kvyat and Alex Albon were all given second chances by Red Bull after being dropped from the junior team.
But of course, the biggest comebacks of all have to be Felipe Massa returning after being placed in an induced coma in 2009, and Robert Kubica stepping back into an F1 cockpit this year for the first time since his 2011 rally accident.
The decade of rules changes
Fans of F1’s rulebook were treated to an absolute feast over the last ten seasons. After 2009’s massive aerodynamics shift, the tweaks, refinements and total overhauls kept on coming. DRS, stepped noses, the halo. V6 turbos, the virtual safety car, and the fastest lap point. And of course, knockout qualifying and 2014’s double points finale. Not all of them were popular, but they’ve certainly kept us on our toes over the years.
The decade of silly season
Lewis Hamilton leaving McLaren for Mercedes. Kimi Raikkonen returning to Ferrari, then to Sauber. Sebastian Vettel leaving Red Bull for Ferrari. Fernando Alonso rejoining McLaren. Nico Rosberg’s shock retirement. Red Bull’s midseason merry-go-rounds. F1’s driver market has never been tame, but the 2010s really set it alight.
The decade F1 returned to the US
F1 has spent a lot of time since the disastrous 2005 US Grand Prix at Indianapolis trying to repair its relationship with the States. Things started going in the right direction with the return of the US Grand Prix at Circuit of the Americas and Alexander Rossi’s brief F1 appearances with Manor in 2015. But now with Haas on the grid and Liberty Media in charge of the sport itself, F1’s standing in the US finally looks to be on the mend.
The decade of farewells to old friends
Rubens Barrichello. Michael Schumacher. Mark Webber. Jenson Button. Nico Rosberg. Felipe Massa. Fernando Alonso. Robert Kubica. So many key figures of F1’s recent past hung up their helmets over the last ten years. Thank goodness we still have Kimi Raikkonen for another year at least.
What’s been your favourite moment from the last ten years of Formula One? Let us know in the comments below.
Luca Ghiotto won the Formula 2 sprint race at Yas Marina, the final race of the 2019 season and Ghiotto’s last race in the series.
Ghiotto started third on the reverse grid behind polesitter Giuliano Alesi and Nicholas Latifi, his rival for second in the standings, but jumped straight to second as Latifi was bogged down by wheelspin off the line.
In the opening laps Ghiotto held back from challenging Alesi in order to preserve his tyres. Although this allowed Alesi to build up a substantial early lead, Ghiotto’s strategy came to fruition when Alesi’s tyres ran out of grip shortly after and started costing him two seconds per lap.
On lap 8 Ghiotto took the lead with an easy move on the struggling Alesi, and quickly built up a lead over the rest of the field. Once Alesi lost the position he started falling back down the field, losing second to Latifi on lap 10 and third to Callum Ilott a lap later.
Ghiotto held a comfortable lead for the remaining laps, helped by a pair of virtual safety cars on laps 17 and 19 (the first brought out by Sean Gelael and the second by Nikita Mazepin and Matevos Isaakyan coming together). By the chequered flag Ghiotto won by 7.2 seconds over Latifi.
Yesterday’s feature race winner Sergio Sette Camara had another strong race at Yas Marina.
He was dropped out of the points at the start by Mick Schumacher, but repassed the Prema a few laps later and gained another position when Guanyu Zhou dropped down the field to P11.
Shortly after half distance, Sette Camara made his way past the two Carlins of Louis Deletraz and Nobuharu Matsushita, who were locked in a tight battle between themselves for sixth. On lap 16 he then picked off Alesi and moved into fourth place.
His charge was hampered by the two virtual safety cars, but when racing resumed for the penultimate lap Sette Camara immediately reeled in Ilott to take third.
Ilott finished P4 and Alesi managed to hold onto P5. Deletraz won the intra-team battle at Carlin to take P6 from Matsushita, while Jack Aitken beat Schumacher to the final point in P8.
Artem Markelov was stopped by a gearbox problem on lap 11, joining Gelael, Mazepin and Isaakyan in retirement. 2019 F2 champion Nyck de Vries was P13, for only his third finish outside the points all year.
Latifi’s second place, bolstered by the two points for fastest lap, was enough for him to secure the vice-champion position over Ghiotto by seven points. Sette Camara came close to overhauling Ghiotto for third in the standings, but ultimately fell three points short.
Aitken finished the season P5, and Matsushita managed to keep P6 ahead of Zhou by five points. Deletraz was P8, Jordan King P9, and the late Anthoine Hubert remained in the top 10 by three points over Ilott.
Sergio Sette Camara overhauled the Carlins of Nobuharu Matsushita and Louis Deletraz to claim his first Formula 2 feature race win in Abu Dhabi.
The DAMS driver took pole position in qualifying yesterday, but dropped to third off the line as Deletraz jumped into the lead ahead of Callum Ilott. Matsushita held his fourth place on the grid, ahead of Nyck de Vries, Guanyu Zhou, Jack Aitken, Nicholas Latifi, Mick Schumacher and Artem Markelov.
However, that order was reshuffled entirely over the course of the next few laps, as the supersoft tyres hit the cliff on lap 3 and its runners were forced to nurse them until the pit window opened at the end of lap 6.
This rapid loss of grip saw no fewer than 20 overtakes over those few laps, with the alternate strategy runners rising to the top of the field. When the supersoft runners pitted at the end of lap 6, Matsushita assumed the race lead ahead of Zhou, Giuliano Alesi, Luca Ghiotto, Nikita Mazepin, Christian Lundgaard, Marino Sato and Maheveer Raghunathan. Deletraz and Sette Camara rejoined the track in P9 and P10.
With Matsushita at the front and Deletraz leading the drivers who had made their stops, Carlin looked to have the race in hand during the middle phase.
After a brief virtual safety car period on lap 10 when Raghunathan pulled over at Turn 16, Matsushita opened up a five-second lead over Zhou. Meanwhile, Deletraz worked his way up to P5 by lap 15 and reduced the gap to his teammate enough that he would inherit the lead again when Matsushita made his own pit stop in the final laps.
However, Sette Camara managed to follow Deletraz through the field and closed in on the Carlin driver as he found himself stuck behind Alesi’s Trident.
With Deletraz’s tyres suffering from the laps spent behind Alesi, Sette Camara then overtook him for the net lead of the race on lap 28.
Deletraz then continued to lose out as his tyres ran out of grip in the closing laps. Although he still had enough time over Matsushita to remain ahead when his teammate pitted, the pace deficit was such that Matsushita and Zhou were both able to pass Deletraz on their fresh supersofts for second and third in the final two laps.
Deletraz took the chequered flag in fourth, three seconds down on Zhou. Ilott finished fourth ahead of Ghiotto and Latifi, who are now separated by just eight points in their fight to be 2019 vice-champion. Alesi took eighth to secure reverse grid pole for tomorrow, and Schumacher and Mazepin rounded out the top ten.
Sette Camara’s win elevates him to third in the standings with one race remaining, and also gave DAMS enough points to clinch the 2019 Teams’ Championship over UNI-Virtuosi.
UNI-Virtuosi’s Luca Ghiotto took victory in the second race of the Sochi F2 weekend, after a lengthy red flag period triggered by a worrying opening lap crash.
ART’s Nikita Mazepin started on reverse grid pole but a slow getaway left him vulnerable to Jack Aitken on the run down to Turn 2. Mazepin’s defence of the apex forced both drivers off the circuit, where they then collided attempting to rejoin the track as Mazepin went to the wrong side of the re-entry bollards and clipped Aitken on the inside.
The contact sent Mazepin back across the track and into the path of Nobuharu Matsushita, who started third on the grid, and both cars speared heavily into the barriers at Turn 3.
The race was immediately red-flagged while both drivers were extracted from their cars and taken to the medical centre. Fortunately, both Mazepin and Matsushita were reported to have no serious injuries.
After a 45 minute delay to assist the drivers and complete barrier repairs, the race was restarted behind the safety car and with the distance shortened from 21 to 15 laps. The opening lap crash left Ghiotto, who started fifth on the grid, in the lead ahead of Callum Ilott and the newly-crowned F2 champion Nyck de Vries.
The safety car pulled in at the end of the first restart lap and Ghiotto bolted to build an early lead, while behind him De Vries passed Ilott for second at Turn 2. Sergio Sette Camara did the same to his DAMS teammate Nicholas Latifi for fourth place, but missed his braking point and completed the move off the circuit, and was given a five-second time penalty for doing so.
Despite holding the lead at the restart, Ghiotto struggled to pull too far ahead of De Vries. But although De Vries continually closed on the Italian through the two DRS zones, he was losing too much grip in the dirty air behind Ghiotto through the corners to be able to make an overtake.
The same was true for Ilott in third, who had the DRS to draw up to De Vries but kept dropping back through the flat Turn 3 and the final sequence of tight corners. In the end, neither De Vries or Ilott were able to make an effective move and finished second and third respectively behind Ghiotto.
Latifi took fourth place as well as the two points for fastest lap, which means he keeps a 10-point lead over Ghiotto for second place in the championship. Sette Camara finished ahead of Latifi on the road but his five-second penalty dropped him down to sixth between Guanyu Zhou and Sean Gelael.
Giuliano Alesi took the final point in eighth, after seeing off a challenge for the position from Mick Schumacher. On lap 5 Schumacher used DRS to close up to Alesi down the back straight and set up a move on the inside of Turn 14, but was too far back to complete it. He continued to fight it on the outside of Turn 15 and into Turn 16, but ended up banging wheels with Alesi and losing out not only to the Trident but MP Motorsport’s Jordan King as well.
Schumacher also picked up damage from the contact and pulled into the pits a few laps later to retire, meaning he leaves Sochi with no points after his terminal engine problem in yesterday’s feature race.
Red Bull junior and Hitech driver Juri Vips took victory in the final sprint race of the season in Sochi, seeing off a charge from yesterday’s feature race winner Marcus Armstrong.
Vips was slow away from his reverse grid pole position, which allowed second-placed starter Jake Hughes to challenge him into Turn 2. Behind them, Leo Pulcini went around the outside of Pedro Piquet to take third place while Armstrong got the jump on Robert Shwartzman and Niko Kari to move up to fifth.
Hughes kept up the pressure on Vips throughout the early laps and on lap 4 pulled alongside the Hitech into Turn 13. But Vips closed the door and Hughes dropped back from the lead to come under attack from Pulcini. The Italian driver set up a move on Hughes into Turn 5, but came off worse as the pair banged wheels and Pulcini was spun out of the points.
Their incident allowed Piquet and Armstrong to both pass Hughes for second and third. Armstrong then took second from Piquet at the start of lap 7 only to be repassed by the Trident at Turn 13, but on the following lap Armstrong once again passed Piquet into Turn 2 and got far enough ahead to keep the position.
After breaking out of DRS range of Piquet on lap 10, Armstrong set about reeling in Vips with a series of fastest laps. At the start of lap 14 Vips had an advantage of 3.5 seconds over Armstrong, but this dropped to half by lap 17.
However, Armstrong’s charge faded in the final few laps as his tyres eventually ran out of grip. Vips was able to open the gap back up between them, having two seconds in hand when he crossed the line to take his third win of the season.
After being demoted by Armstrong, Piquet had been running in a comfortable third for most of the race. But on lap 17 the Brazilian driver pulled over and retired with a mechanical problem, promoting newly-crowned F3 champion Shwartzman to third.
Hughes finished in fourth after his clash with Pulcini, and Kari was fifth for Trident. The battle for the last three points positions raged throughout the final laps with Richard Verschoor, Yuki Tsunoda and Max Fewtrell all changing positions. But in the end Hitech’s Yi Yifei, who was trailing at the back of the trio, took advantage of their fighting and managed to jump all three to take his first points of the season in sixth. Verschoor finished seventh, and Liam Lawson took eighth place after Tsunoda and Fewtrell both ran off the road with fading grip.
With second place and the fastest lap, Armstrong gained enough points from the sprint race to overhaul his Prema teammate Jehan Daruvala for runner-up in the final standings. Daruvala had been due to start from fourth on the grid, but was relegated to a pitlane start due to an engine problem before the formation lap. He then picked up a five-second penalty later in the race for leaving the track and gaining an advantage, and ultimately finished in 15th place.