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  • The Red Bull’s Legend – Sebastian Vettel

    The Red Bull’s Legend – Sebastian Vettel

    Credit: Getty Images / Red Bull Content Pool

    Red Bull currently have four constructors titles and four drivers titles, those four titles are all courtesy of one driver, Sebastian Vettel. The German’s relationship with the team begun in 1998 at the age of 11, when he signed to their junior team. His success in the junior formulae acted as a precursor to his career at the top table as he won the Junior Monaco Kart Cup in 2001.

    He then went on to win the 2004 German Formula BMW Championship, with a whopping 18 wins from 20 victories. This opened up his door to F1 as he was rewarded with a test in the Williams FW27. While he was winning these cups in the junior categories, in Formula One another German was taking all the plaudits. As Vettel won 18 from 20 races in 2004, Michael Schumacher was taking his seventh world championship in his most dominant season. He took 13 wins from 18 races and took his final championship win.

    Vettel begun testing for the BMW Sauber Formula One team in 2006, while participating in the F3 Euroseries, coming second to Paul Di Resta. 2007 saw him get his big break, while racing in the Formula Renault 3.5 Series. Following Robert Kubica’s horror smash at the 2007 Canadian Grand Prix, Vettel was called up to replace him for the US Grand Prix. He qualified seventh and finished eighth, taking his first point and becoming the youngest point scorer in history, aged 19 years and 349 days.

    BMW released Vettel so that he could join the Scuderia Toro Rosso team for the remainder of the 2007 season, replacing Scott Speed. This is where his journey to Red Bull stardom began. Following a few impressive results, his big break came at the Italian Grand Prix in 2008. He qualified on pole in horrendous conditions, becoming the youngest polesitter, which he then masterfully translated into his and Toro Rosso’s first win. He broke Fernando Alonso’s record set at the 2003 Hungarian Grand Prix of youngest winner.

    For 2009, Red Bull promoted Vettel to their team alongside Mark Webber, and the rest, as they say, is history. He took Red Bull’s first win at the Chinese Grand Prix, with team mate Mark Webber in second. He took four wins that season and finished second in the championship to Jenson Button in the dominant Brawn.

    Credit: Getty Images / Red Bull Content Pool

    2010 however, was an interesting year for the team, at the Turkish Grand Prix, while challenging Webber for the lead, the pair collided, putting Vettel out of the race, and the relationship turned sour from that moment on. Both were fighting for the championship come the end of the season, with Lewis Hamilton and Fernando Alonso joining them, in a winner takes all clash at Abu Dhabi. He took pole and won the race, taking his first championship, following in the footsteps of John Surtees in 1964 and James Hunt in 1976 in not leading the championship at any point during the season.

    2011 was another story, he was dominant, taking 11 wins from 19 races, showing his driving prowess and the newly found power of Red Bull in Formula One. The Austrian team had beaten the heavyweights of McLaren and Ferrari in becoming the top team in the sport. Vettel was quickly becoming known as one of the best drivers in the sport, taking record after record. 2012 saw him take his third consecutive title, emulating Juan Manuel Fangio and Michael Schumacher in the process.

    He was in a battle with Fernando Alonso, again, and it went down to the final race in Brazil. After a first lap collision, Vettel was at the back of the grid, he battled back through the grid, taking sixth, while Alonso finished second, meaning there was nothing Alonso could do. A rather symbolic moment from the race however was Mercedes’ Michael Schumacher moving over for Vettel to take sixth place in Schumacher’s final race. It was almost like there was a changing of the guard between the two.

    Credit: Getty Images / Red Bull Content Pool

    2013 saw Vettel take an impressive fourth title, not without its hairy moments, with the now infamous multi-21 incident in Malaysia. Vettel ignored team orders and overtook Webber, taking the win, the Australian was incandescent. Their relationship was already fragile following the incident in 2010, and this was the final straw, with Webber believing the team was against him, he decided to retire from Formula One at the end of the season.

    He was booed at some races and Vettel revealed it did have a negative impact on him, though it was widely condemned by many drivers. It didn’t appear to faze him too much as he ended the season with 13 wins from 19 races, including nine consecutive wins at the end of the season.

    2014 was the beginning of the end for Red Bull and Vettel, with the rules being changed, Mercedes became the dominant force, with Vettel being overshadowed by new team mate Daniel Ricciardo. In Japan it was confirmed that Vettel would join Ferrari, ending a 16 year association with Red Bull. A German at Ferrari, sound familiar?

    Vettel is currently fighting for the title with Lewis Hamilton, but it’s clear that without Red Bull, Vettel’s career could have been so different.

  • So good, They made two of it – Toro Rosso

    So good, They made two of it – Toro Rosso

    The year was 2005 and Red Bull Racing were looking to grow their brand in F1 for both the short and long term. As lady luck would have it, such an opportunity presented itself at the end of that season. Scuderia Toro Rosso (STR) was born, and the rest as they say, is history.

    The struggling Minardi team was sold to Red Bull owner Dietrich Mateschitz at the end of 2005, when he entered into an equal ownership agreement with F1 legend Gerhard Berger, which lasted until 2008 when the Red Bull team took full ownership.

    Credit: Getty Images / Red Bull Content Pool

    Designed to serve as a vehicle for the development of their junior drivers before they could be promoted to the RBR senior team, STR has nurtured the talent of the many young drivers, the most notable of which is 4-time champion, Sebastian Vettel.

    It was in an STR that Vettel took the first win of his legendary career when he shook up the paddock with a pole to victory drive at the 2008 Italian Grand Prix. He is, to this date, responsible for the only STR win in F1. His victory proved to be the catalyst for his amazing season, which earned him a promotion to the RBR senior team in 2009…. And we all know how that went!

    Mateschitz’s vision of creating a sustainable future for his maverick brand in F1, had immediately paid dividends, which has again been repeated by the outstanding talent that is Max Verstappen.

    Even though this season has been one to forget for the Dutch driver, his win soon after promotion to RBR again underlined the need for STR in keeping young talent in the paddock, especially given that tenure in F1 is uncertain to say the least. His efforts in the 2015 season resulted in RBR scoring the most points in their history in terms of the constructors rankings.

    DRAMA DRAMA

    Credit: Getty Images / Red Bull Content Pool

    That’s not to say it has been all wine and roses for the team. Early on in their tenure, questions were raised of an unfair advantage that STR had gained as a result of their RBR link. The team had struggled with performance and handling issues, which had been alleviated to an extent during Vettel’s sterling 2008 season.

    2016 saw STR find themselves inadvertently in the middle of a motorsport storm, when Daniil Kvyat, then driving for RBR was sent back to STR for further development, and replaced in the senior team by Verstappen, to the chagrin of a large contingent of F1 fans.  The malcontent died down however, with Verstappen’s success at RBR.

    WHAT CAN WE LEARN

    Credit: Getty Images / Red Bull Content Pool

    There are lessons to learn in the RBR/STR journey, not the least of which is the value of a team that can act both as a developmental vehicle and retain some independence. STR also doesn’t follow a traditional “use the same engine as the parent team” model which is a departure from the usual in F1. But it is their treatment of younger drivers that stands out.

    Teams often face the problem of developmental drivers, who usually run the odd FP1 session or in DTM/GP2, coming into the F1 team with little experience of the rigours associated with full time F1 driving. STR has allowed the younger drivers a way of developing their skills “on the job”, so as to speak, giving them a full shot at the F1 world and arguably a better chance when they are eventually promoted to the RBR team or even join another team on the grid.

    Currently Carlos Sainz and Daniil Kyvat helm the machines at STR and while they have struggled a bit this season, the upcoming tracks should suit their style of driving and keep them in the mix for points.

    We shall wait and see.

  • The Cat In F1

    The Cat In F1

    Red Bull started their ever-successful F1 adventure in 2005 with David Coulthard and Christian Klien as its first ever driver pairing, while Vitantonio Liuzzi drove several races in Klien’s place. But what of their predecessors at the Milton Keynes base?

    Ford took over the old Stewart team in time for the start of the 2000 season and renamed Sir Jackie’s outfit as Jaguar Racing and promised a lot during their five seasons. In Johnny Herbert and Eddie Irvine, they started out with two Grand Prix winners with Irvine himself fresh from a title challenge with Ferrari in 1999, missing out by two points to Mika Hakkinen.

    The season fell way short of their predecessors though. Herbert retired from F1 to go and race in the US off the back of a pointless season, while in a car that clearly struggled Irvine managed to wrestle four points from it. With today’s points system in place, he would have scored 42.

    Author: Rick Dikeman

    2001 was little better amid turbulence behind the scenes, with successful American team manager drafted in by Ford to turn things around. Irvine was to make the podium in a chaotic Monaco Grand Prix but aside from that results were largely the same. Luciano Burti lasted just four races as Herbert’s replacement before he was himself replaced by Pedro De La Rosa, who would score two points in Italy. Jaguar would finish eighth in the Constructors’ Championship.

    2002 saw fewer points but ultimately a higher position in the Constructors’, taking the last of their podium finishes at the Italian Grand Prix courtesy of Irvine once more. Irvine would retire at the end of the season, De La Rosa would go through it pointless and lose his seat as the promising Mark Webber and Brazil’s Antonio Pizzonia joined for 2003. In a similar pattern to Jaguar’s three years, Webber would dominate Pizzonia while he became the second Brazilian to leave Jaguar midway through a season. His replacement, Justin Wilson was on closer terms with Webber and would score a point. Webber would score 16.

    A stronger performance in 2003 led many to believe Jaguar would be more regular scorers in 2004, but it didn’t materialise. Webber managed just seven before it was announced he’d be joining BMW Williams, while rookie Klien took just three. Before the end of the season Ford announced their intention to sell, their F1 project floundering.

    Author: Rick Dikeman

    It wasn’t until very late that Dietrich Mateschitz, whose Red Bull company had sponsored Jaguar as part of the deal to sign Klien, bought the team outright, before buying Minardi a year later and renaming that Scuderia Toro Rosso, Red Bull’s junior team.

    The rest, as they say, is history.

     

  • Lewis Hamilton is on Cruise Control Mode

    Lewis Hamilton is on Cruise Control Mode

    Autodromo Nazionale di Monza, Italy.
    Saturday 02 September 2017.
    Lewis Hamilton, Mercedes F1 W08 EQ Power+.
    World Copyright: Glenn Dunbar/LAT Images
    ref: Digital Image _31I1954

    Lewis Hamilton is on cruise control mode, his steering wheel seems to have an extra hidden button, and the British found it and pressed it with his thumb. At the Italian Grand Prix, Hamilton took his 69th pole-position, he is now the driver with the most pole positions in Formula One, he also became the first driver, in 2017, who won two consecutive races and now he is leading the drivers’ championship by three points from Sebastian Vettel.

    In Belgium, Lewis looked comfortable and unbeatable, even at the re-start, after the safety car, when Vettel made his move, the Britt managed to defend his first position and a couple of laps later he increased the gap between him and Sebastian Vettel. By seeing the final gap between the two drivers, after 44 laps, someone might assume that Vettel was pushing and was very close to Lewis, but the reality was totally different. The German, was close but still that was not enough for him to make his move and attack for the first place.

    At Monza, the Tifosi were expecting to see a fast and competitive Scuderia Ferrari, but instead of that, Ferrari was not even close to Mercedes. The Silver Arrows, were not stopped by the rain and the hours of delay which took place in the FP3 and during the qualifying session. Lewis Hamilton claimed his 69th pole position, followed by Max Verstappen and Daniel Ricciardo. Lance Stroll and Esteban Ocon qualified fourth and fifth respectively, but after the grid penalties which applied almost to every driver on the grid, Stroll promoted to the second position and became the youngest driver who started from the front row.

    The two Ferraris qualified seventh (Kimi Raikkonen) and eighth (Sebastian Vettel), both drivers promoted to fifth and sixth respectively. Max Verstappen dropped down to 13th position, while his team-mate started the race from the 16 position.

    Lights out

    Autodromo Nazionale di Monza, Italy.
    Sunday 03 September 2017.
    World Copyright: Glenn Dunbar/LAT Images
    ref: Digital Image _31I4027

    Lewis Hamilton had a clean start and remained first after lights out, Lance Stroll lost his second position by Esteban Ocon and dropped down to third place. A few laps later Max Verstappen had a collision with Felipe Massa, Max suffered a puncture which cost him time and dropped him at the back of the grid. The stewards decided to take no further action for the incident between the two drivers. Verstappen managed to recover at the end of the race, the Dutch finished 10th ahead of Kevin Magnussen.

    Valtteri Bottas, who qualified sixth, had a good start and gained two positions on the first lap of the race. He was behind Hamilton, Ocon and Stroll and it was a matter of time until he was able to attack the two drivers in front of him. The Finn, had a good pace during the race, he completed Mercedes’ 1-2 as he finished second behind his team-mate.

    Daniel Ricciardo started the race from the 16th place and finished fourth, a few seconds, behind Sebastian Vettel. The Australian had an amazing race, he passed the slower cars on the first part of the race, while he was on softs. He had the advantage of fresher and faster tyres during the final laps of the Italian Grand Prix. Twelve laps before the chequered flag, the Australian made his move on Kimi Raikkonen, the Finn was unable to defend his fourth position, Daniel took the inside at the first chicane and with an incredible move, he promoted to fourth place. Ricciardo, was gaining on Vettel lap by lap, but he didn’t have enough laps to close the gap with the German, and finished fourth, about four seconds, behind Vettel.

    Both McLaren’s drivers watched the end of the race from the garage. Vandoorne and Alonso retired on 33th and 50th lap respectively. Stoffel had electrical issues, whilst Fernando had problems with his McLaren’s clutch.

    The next race will take in Singapore, a circuit which suits more to the Ferrari than to Mercedes, Sebastian Vettel is looking to win his fifth race in 2017 and retake the lead in the drivers’ championship. Lewis Hamilton from the other hand, has the momentum. The British driver, looks very strong, he will have to fight hard to keep his lead and his aim will be to expand his winning streak in Singapore.

    Victor Archakis

    Twitter – @FP_Passion

     

     

     

  • McLaren-Honda: Contract is terminated

    McLaren-Honda: Contract is terminated

    World Copyright: Steven Tee/McLaren

    According to German media, the contract between McLaren and Honda has been terminated. McLaren is set to take the last details of the contract with Renault, while Toro Rosso switched to Honda.  Fernando Alonso will stay at McLaren.

    For few days now, media stations reported the divorce between McLaren and Honda. Now the very reliable Michael Schmidt from ‘Auto Motor und Sport’ told in his latest video that the ex-dream partnership broke down on Monday.

    While the whole world of F1 is waiting daily for an announcement of news in the engine drama, the teams and manufacturers are planing the last details in their contract, for example the drivers and payments.

    According to Schmidt McLaren’s plan to “blackmail” the FIA, in terms of leaving Honda and say that they are need a engine in hope to receiving a Ferrari or Mercedes engine, failed. The ruleholders showed the british team the regulation that say, that every team has to tell the FIA his engine partners before the end of may.

    The decision of being with Renault next year will be a indicatory for McLaren. CEO Zak Brown told Sky Sports that this will be probably the most important decision for the woking based team ever. Now it seems to be done.

    For more information what this deal mean: We already reported a week ago about the scenario:

    McLaren-Honda: A decision is near

    Alonso will stay at McLaren – First signs on Twitter?

    Photo: Steven Tee/McLaren

    Also Schmidt is saying, that after that new engine deal is done, two time worldchampion Fernando Alonso will stay at McLaren.

    The Spaniard maybe showed the first signs of the lost trust in Honda and the end of the McLaren-Honda era on Twitter.

    While he had a picture on his twitter baner, with his first kart that is coloured in the original iconic red-white of the McLaren-Honda  alongside the real MP4/4 in his museum, there are now his own Fernando Alonso carts on the baner.

    Also he doesn’t following Hondas twitter pages anymore – Ironically the same happened as he leaved Ferrari back in 2014. Back then he unfollowed the twitter page of the italian brand before the whole story got official.

     

     

  • It’s Not About Banning Things

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

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

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

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

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

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

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

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

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

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

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

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

  • Days before World Champions’ glory

    Days before World Champions’ glory

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

    Credit: GEPA pictures/Red Bull Content Pool

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

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

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

    Credit: GEPA pictures/Red Bull Content Pool

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

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

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

    Credit: Getty Images / Red Bull Content Pool

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

     

  • Mark Webber – Red Bull’s Long Stint Man

    Mark Webber – Red Bull’s Long Stint Man

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

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

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

    Credit: Getty Images / Red Bull Content Pool

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

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

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

    Credit: Getty Images / Red Bull Content Pool

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

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

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

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

    Credit: Getty Images / Red Bull Content Pool

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

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

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

    Credit: Getty Images / Red Bull Content Pool
  • ‘Verstappen 2.0 – Red Bull’s Max Verstappen On The Influence Of His Father In His Path To F1’ -Mobil 1 The Grid

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

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

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  • The future of Red Bull Racing

    The future of Red Bull Racing

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

    Credit: GEPA pictures/Red Bull Content Pool

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

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

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

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

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

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

    Credit: Getty Images / Red Bull Content Pool

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

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

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

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