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  • Formula E: What to Expect for Season 4?

    Formula E: What to Expect for Season 4?

    As the curtain has fallen on season 3 of Formula E, fans have been treated to a masterclass in the emergence of new dominant forces in the form of drivers and manufacturers alike.

    The powerhouse Jaguar joined the electric street racing series this year and while they are still in the infancy stages of development, they certainly are showing promise. Audi committed their future to Formula E to great effect as Lucas di Grassi became the third different champion in three years. Porsche and Mercedes have too committed themselves to the series. But what of season 4? What are we to expect from the next series that kicks off in four months time?

    Renault e.Dams

    Malcolm Griffiths/LAT/Formula E

    Renault e.Dams hit the ground running in season 3, picking up four wins in the first five races courtesy of Sébastien Buemi. The reigning champion seemed unstoppable, able to use the superior speed of the car to his advantage. Although Nico Prost did not secure a podium finish this year, he contributed to the team’s success by regularly finishing in the points. This gave the French team the edge over Abt Schaeffler Audi Sport.

    Expect a similar dynamic next season as Renault has already confirmed that they are retaining Buemi and Prost. Stability surely will be an advantage. Many manufacturers are rumoured to be changing their line ups and recruiting drivers new to electric racing, but e.Dams are sticking to a formula with proven success in keeping two experienced drivers who know how to handle their cars.

    The car is expected to be one of the strongest again next year as development will have occurred throughout the season. Buemi will undoubtedly be hungry to take his title back after losing it in such a dramatic fashion in Montréal. The team will also want to secure their fourth successive team title to cement their dominance in the series. Expect e.Dams to continue to use their successful formula next year.

    Audi Sport Abt Schaeffler

    Sam Bloxham/LAT/Formula E

    A name change beckons for the team that won the Driver’s Championship. Audi are officially taking charge of the German outfit and success is sure to follow them. Abt have had a surprisingly successful season, collecting two race wins and the championship for Lucas di Grassi. The team have made some clever strategic decisions, resulting in success in Hong Kong and Mexico to great effect. The success can only continue into season 4 as Audi comes into the frame as an official partner.

    The likelihood is that the lineup at the German team will remain unchanged as both drivers have ties to the manufacturers. Di Grassi will want to secure a second successive title and Daniel Abt has proved that he can back up his teammate in order to achieve results. Stability again could be an advantage, certainly within this team as they hand over to their new partner.

    Audi have no distractions from other series and will therefore have been able to develop their technology to focus on giving the best car to their drivers. They will want results and having di Grassi as a works driver with proven success will only heighten their expectations. Expect Audi’s increased involvement, coupled with di Grassi’s hunger, to bring them results and the hope of their first Teams’ Championship—a title that has so far eluded the German outfit.

    Mahindra Racing

    Sam Bloxham/LAT/Formula E

    Arguably one of the standout teams this season, Mahindra managed to rip apart the Abt vs e.Dams battle that has been raging for the past two seasons. Nick Heidfeld has certainly delivered results, taking five podium finishes and helping Mahindra towards securing third place in the teams’ standings over DS Virgin.

    However, it’s Felix Rosenqvist that has been somewhat of a revelation in season 3. Rosenqvist has shown star potential and that he could certainly be a future champion within the series. He took an impressive win in Berlin and would have repeated the same feat the following day if it wasn’t for an unfortunate penalty.

    Mahindra need to retain Rosenqvist and therefore, they need to ensure that their car remains competitive in season 4. They will face stiff competition, certainly as Audi and BMW step up their involvement within their respective teams but they will have pushed development throughout the season. It’s expected that Mahindra will retain both of their drivers. Stability will improve the outfit and both drivers are extremely capable of producing results. Rosenqvist will want to have a chance of the title next year and with the way things are progressing, it would be foolish to write him off as a serious competitor.

    DS Virgin Racing

    Zak Mauger/LAT/Formula E

    Finishing in fourth position, DS Virgin are a team in which their overall position does not showcase the entire picture. The car has been improved massively in season 3. They replaced the ‘pancake’ twin motor that hindered their progress in season 2, replacing it with a single motor and two speed gearbox, similar to Renault’s approach. The development worked in DS Virgin’s favour. Without the added weight, the car became lighter and easier to handle for the drivers. The British team will seek to develop the technology they have mastered further, as they will need to produce a car in season 4 worthy of giving Sam Bird a credible shot at the title.

    Bird has been one of the standout stars of season 3, winning both races of the double header in New York. His strong results and his commitment will make the team want to retain the British driver. José María López, on the other hand, entered Formula E as a complete novice, but he has had moments of genius and showed that he can deliver. He can be the competition that Bird needs to elevate himself, shown in their many intra-team fights over the season.

    The only problem for DS Virgin is that of their reserve driver, Alex Lynn. The young British driver showed excellent potential in snatching pole away from teammate Bird in his first race. Can DS retain Lynn? He has excellent potential for the future but other teams could have an eye on him. Lynn certainly will not want to spend another season on standby. Although retaining Bird and López would allow for stability, Lynn certainly appears to be a driver to watch in the future and DS Virgin will have a headache over what to do for next season. Despite this, DS Virgin are certain to build on their successes in season 3, poised to be a future challenger for the title.

    Techeetah

    Andrew Ferraro/LAT/Formula E

    The Chinese team have gone from strength to strength this season, finally able to provide a car in which Jean-Éric Vergne could take his first Formula E win. Techeetah are a Renault customer, so expect improvements within the powertrain technology. After ushering Ma Qing Hua and Esteban Gutiérrez through the revolving doors, the team seem to have developed a good team dynamic  with Vergne and Stéphane Sarrazin. Both are experienced drivers, who have cut their teeth in the sport since the inaugural season. Vergne has shown that he can deliver results, taking one race win and four second place podiums. It is expected that the Chinese team will retain him, certainly on the basis of his success over the season.

    New team recruit Sarrazin has had mixed luck, picking up two podium finishes but suffering from a handful of races in which he did not score any points. There is certainly a question mark over his future in the team. Although he has delivered, he is ageing and would not be considered a long-term prospect. Could Techeetah change their driver line up again next season? It seems a bit absurd to do so. Sarrazin is a seasoned driver, capable of delivering results when needed and he has no prior racing commitments, a factor that could determine other driver’s futures.

    The stability of retaining their successful drivers would certainly aid the team in development. However, despite the unstable nature of their line up, Techeetah have produced some good results in season 3. Regardless of what they do, expect to see them duelling with the top cars next year as they continue to develop.

    NextEV NIO

    FIA Formula E

    NextEV NIO have had a relatively quiet season. Nevertheless, they have managed to achieve some success. Oliver Turvey and Nelson Piquet Jr have given the team a healthy supply of points throughout the season. Turvey scored his first pole in Mexico City and Piquet secured pole in the first race, but their progress seems to have been hindered by the same problem that DS Virgin faced in season 2. NextEV operate a heavier twin ‘pancake’ motor set up without a multi-speed gearbox, and the lack of lower and higher gears could have potentially hindered the performance; it’s uncertain if NextEV NIO will continue with this set up into next season or if they will revise the concept.

    The car has often let the drivers down, leaving them vulnerable to attack. Turvey has the potential needed to turn the team into a force to be reckoned with if he has the machinery to do it. The NextEV NIO car needs to be competitive next year or they will face losing former champion Piquet. He has not hidden his frustrations with the car’s performance this season. If he is given reassurance that the team will be able to compete with the top runners, he will stay. After his success in season one, he will be hungry to take the title that was once his. Can NextEV retain Piquet, move forward and develop a more competitive car? Only time will tell.

    MS Amlin Andretti

    Malcolm Griffiths/LAT/Formula E

    Andretti have had a mixed season. Some of the settings used in testing were incorrect for the handling of the car and have been unable to be changed due to the regulations. This has shown in their results as their highest finish was 5th place, courtesy of António Félix Da Costa in Hong Kong. They have claimed a few points positions over the course of the season but have suffered from a number of unfortunate accidents and retirements.

    Andretti have always appeared to be on the back foot, ever since they reverted back to the specification technology in season two. The development has progressed since then, although there are still teething issues as it is their first full development of their own powertrain. However, things are looking a little brighter for the American team. The giant of BMW has confirmed that it will begin to take over the running of Andretti next year in preparation for the introduction of their own powertrain in season 5.

    Improvements should be seen within the technology in the Andretti car from next season. BMW have placed themselves in a prime spot, copying the model that Audi put forward, by developing and testing technologies within these first few seasons before the 250kW regulation comes into play. They have also begun to bring their own staff into the outfit and the driver line up is expected to change to reflect this. Da Costa has had a poor season marred by accidents, but he is a BMW works driver and will be expected to stay in the team.

    Robin Frijns’ future is a little more unclear. Although he has achieved better results than his teammate, he has an Audi Blancpain contract and BMW will want more control over who drives for them next season. It is expected that Frijns will leave the team, possibly going elsewhere and Alexander Sims will be brought in as his replacement. Although Sims is a BMW driver, he would be at a disadvantage as he has relatively little Formula E experience. Season 4 could well be a work in progress for the American team and we may not see clear-cut results until season 5 when BMW fully takes over the reins.

    Faraday Future Dragon Racing

    Zak Mauger/LAT/Formula E

    Season 3 was one to forget for the American outfit. After sharing Venturi’s effective powertrain in season 2, they moved to adopt their own in season 3, but the niggles of a new power system were seen in the results of their two experienced drivers Jérôme d’Ambrosio and Loïc Duval. Their cars were simply not competitive enough and they often fell victim to first lap accidents. However, season 3 was somewhat of a teething year for their new technology and they could potentially refine this next year, adopting other teams’ successful approaches.

    They do have another advantage in retaining the talented d’Ambrosio for season 4. The Belgian has shown in previous seasons that he is capable of producing results, securing a number of wins and podiums in previous seasons. Although the competitiveness of the machinery he worked with this year has hindered his progress, he showed what he was capable of with a defensive masterclass in Mexico City, able to hold the chasing Vergne off for much of the race despite having lower useable energy.

    Duval, on the other hand, seems to have driven his last race for the American team. He has had a torrid season, marred by accidents and retirements and he chose to uphold his DTM commitments over the Formula E race in Paris. His results and attitude could cause owner Jay Penske to look elsewhere for a more committed driver. Dragon are a far cry from the team they were—but if they can develop their technology, they stand a chance of being competitive in season 4.

    Venturi

    Sam Bloxham/LAT/Formula E

    The Monegasque team has had a relatively quiet but unstable season. Their successful powertrain of season 2 was retained but it was the details within the technology that were refined. The older technology, however, caused the team to fall behind the rest of the pack. Many teams had moved on and introduced new technology and concepts to their cars, leaving Venturi behind.

    They also suffered a few blows in terms of their driver line up. They lost the experienced Mike Conway before season 3 even started, the British driver choosing to focus on his Toyota WEC commitments. Maro Engel, a familiar face within DTM, was brought in to replace the departing Conway; he has shown some promise but remains inconsistent, still adapting to electric racing. Venturi also lost Stéphane Sarrazin to Techeetah, bringing in rookie Tom Dillmann to take his vacant seat.

    Dillmann has so far impressed in season 3, finding his feet before finishing in the points in the last three races. Such instability can have contributed by Venturi’s poor showing this season. Dillmann hasn’t been given enough time to show his potential and Engel too was a novice, both drivers have done a fairly good job, given the machinery they’ve been given. However, if Venturi refine their technology, they may want to cast their eye over the paddock and bring in new drivers who could push their cars to the next level.

    Panasonic Jaguar Racing

    Malcolm Griffiths/LAT/Formula E

    The new boys to Formula E have certainly had a season to remember. They entered season 3 through a more traditional approach—choosing to create their own powertrain and their own technology, rather than partnering with another team. It certainly seems to be a risk that was worth taking. Although suffering from a shaky start, Jaguar have learned fast and applied these revisions to their car, and there is no doubt that this development will continue into season 4.

    Mitch Evans and Adam Carroll soon began to use the machinery they had been given to their advantage. Evans was consistent in qualifying and managed to secure Jaguar’s highest position of fourth place at the Mexico City ePrix. He has produced some excellent results despite driving a car still in the early stages of its development. It is expected that he will be retained.

    Carroll on the other hand, has not performed as well. However, these teething issues are part and parcel of being a relatively new Formula E team. Carroll is proven as an experienced driver in many other motorsport series’ and his involvement with the team as they work through their infancy could keep him with the team. Stability could a key as Jaguar seek to refine and develop their car into one that shows competitiveness. Placing an inexperienced driver into Carroll’s seat could hinder the remarkable progress that Jaguar have made. No matter what happens with their line up, expect Jaguar to further develop their technology, drawing influence from what other teams have produced over the course of season 3.

    Malcolm Griffiths/LAT/Formula E

    Season 4 of Formula E will undoubtedly be interesting. The technology within the powertrain will continue to be refined in preparation for the one-car set up in season 5. Manufacturers will push the boundaries, using tried and tested technology and newly refined concepts in order to fight for the honour of the Teams’ Championship.

    Mercedes and Porsche could also have a role in the new season, despite not coming in until season 5. They could choose to partner with a team in order to exchange data and technology. Do not expect either team to enter the series unprepared. In season 3, nine rookies entered the series either for a single race or an entire season. They all contributed to making the season an interesting one to watch. The uncertainty over some drivers’ seats for season 4 will again make the prospect of fresh blood entering the electric series a exciting one. Whatever happens, it’s certain that Formula E is here to stay and will continue to grow into the new season.

  • Analysis: Wehrlein’s future in jeopardy as Sauber exit nears

    Analysis: Wehrlein’s future in jeopardy as Sauber exit nears

    Bounced between backmarker teams, overlooked in the midfield, Pascal Wehrlein has not had the easiest progression in his F1 career. But, if recent reports about the Sauber team are to be believed, the German could already be about to drop off the grid entirely in this year’s round of contract negotiations.

    Sauber F1 Team

    When Sauber confirmed a multi-year extension of its Ferrari engine partnership at the Hungarian Grand Prix, the media wasted no time in speculating what that new agreement could mean for the team’s 2018 driver lineup. And not without good cause, either: Sauber’s new team principal Fred Vasseur confirmed that drivers “will be part of the discussions [with Ferrari]”, whilst Ferrari’s Sergio Marchionne called Sauber “a place to lay the foundations of the Scuderia Ferrari of tomorrow”.

    As suggestions go, they don’t get more ominous than that for Pascal Wehrlein. The German may have scored all of Sauber’s 2017 points so far and be leading a 7-2 qualifying battle against his teammate, but there’s no denying that this renewed Ferrari alliance puts Wehrlein right to the back of the queue for a Sauber seat next year. It’s not just that Ferrari has two protégés ready for F1 debuts in Antonio Giovinazzi and Charles Leclerc—with Sauber set to receive contemporary Ferrari engines again, the last thing the Scuderia wants is for one of those engines to be powering a Mercedes employee.

    That will leave Mercedes with a tough job over the summer, as it tries to find Wehrlein his third new cockpit in as many F1 seasons. But on a grid where opportunities are fast diminishing, could another setback now spell the end of Wehrlein’s still-fledging F1 career?

    Sauber F1 Team

    The problem Wehrlein faces with this year’s market is that all his potential avenues seem to be closing off before he’s even had a chance to explore them. Force India would have usually seemed like a natural berth for a castaway Mercedes junior, but (unless Kimi Räikkönen rejects his inbound Ferrari extension), the Silverstone team has no need to seek a replacement for Sergio Pérez or Esteban Ocon. And, let it not be forgotten, Force India has already turned down Wehrlein’s services once before, on the grounds of his reputed attitude problem.

    There may at least be a vacancy advertised at Mercedes’ other customer team Williams, should Felipe Massa’s deal not be renewed for another year. But here again, Mercedes will be pitching Wehrlein to a team that has already said no before; in part due to Wehrlein’s inexperience, but also because Williams’ title sponsor Martini requires at least one driver over the age of 25 for promotional events (Wehrlein is only 22).

    That leaves Wehrlein with precious few options for 2018. One—and perhaps his only within the F1 paddock—would be to return to where he started, on the bench as Mercedes’ third driver. Other reports have suggested the German might spend the year back in DTM, leading the Mercedes team’s final outing in the series, or perhaps laying the groundwork for Mercedes-Benz’ next venture by joining the Venturi Formula E team.

    But whatever solution Wehrlein’s management finds, his prospects beyond next year look grim, as being frozen out from the 2018 market could make it that much harder to come back in 2019.

    Mercedes-AMG Petronas

    When Wehrlein made his F1 debut last year, he almost certainly would have had one eye on the driver market for 2019, when both Lewis Hamilton and Nico Rosberg came to the end of their Mercedes contracts. After finding his feet at Manor and then spending one or two seasons impressing in the midfield with Williams or Force India, Wehrlein would have come through the ranks as the perfect candidate to lead the Silver Arrows’ next lineup.

    But that plan took several blows at the end of 2016, when first the Manor team folded and then Rosberg announced his shock retirement, and Wehrlein, instead of ascending to the fore, was moved sideways into Sauber. Now, with just one year until Hamilton potentially vacates the lead Mercedes cockpit, Wehrlein is facing a step back off the grid altogether.

    A year on the sidelines could be all it takes for Wehrlein to drop off the radar entirely, right when he needs to be on Mercedes’ mind the most. Should Hamilton indeed leave an opening at the Silver Arrows for 2019, Wehrlein’s time out of the F1 spotlight will surely shuffle him down the list of priorities behind Daniel Ricciardo (the Australian’s contract expires next year with Hamilton’s) and Esteban Ocon, who already looks to have leapfrogged Wehrlein in the Mercedes line of succession.

    And, regardless of Wehrlein’s talent behind the wheel, being passed over by the same teams for three seasons in a row will leave a sizeable dent in the young German’s reputation—indeed, in a sport as ruthless as Formula One, it could prove to be a death blow.

    Sauber F1 Team
  • Is Lando Norris a future Formula One star?

    Is Lando Norris a future Formula One star?

    Until recently, Lando Norris was a name relatively unknown outside of junior categories. This is all set to change.

    The seventeen year old is no stranger to success. Bursting onto the scene in 2014, he finished a respectable third in the Ginetta Junior Championship, taking four wins from twenty races. Norris had his first taste of success the following year at the 2015 MSA Formula Championship, where he took the title by sheer consistency. Last year, he enjoyed a similar run of success, dominating the 2016 Eurocup Formula Renault 2.0 championship as a rookie. It was a strong showing for Norris and a clear indication of his potential as he took six poles and five wins from seven rounds. He commanded the 2016 Formula Renault 2.0 NEC Championship, taking an impressive ten poles and six wins. Norris also won the 2016 Toyota Racing series in a domineering fashion, his closest rival a massive 135 points away.

    Credit: Zak Mauger/LAT Images

    His success last year caught the eye of one of Formula One’s most successful manufacturers. In February 2017, McLaren announced that Norris was joining it’s Young Driver Programme in wake of Stoffel Vandoorne’s graduation into the racing seat. It seemed like a good match. McLaren seemed the perfect choice to nurture Norris’s career through junior categories, having done so with Lewis Hamilton and Stoffel Vandoorne to great success.

    Norris moved into the Formula 3 European Championship with Carlin in 2017. He faced tough competition from the might of Prema, the defending champions and Maximilian Günther, the runner up to Lance Stroll in 2016. Norris’s career in Formula Three got off to a strong start. He secured pole and the win in the opening race at Silverstone. However, in the second race, his Achilles heel became evident. He was slow off the start, hindered by the damp track and lost positions, finishing ninth. Norris’s bad luck with starts continued in the third race of the round and he was unable to challenge Günther and Callum Ilott ahead.

    In Monza, however, he returned to his winning ways, scooping a win and two second place finishes in the three rounds. In Pau, Norris continued to look strong, taking two pole positions. However, he was unable to convert these into race wins. In the second race, he was jumped at the start by Günther and in the third race, he led comfortably, his poor start jinx was seemingly behind him until a front-suspension failure pitched him into the barriers.Again, in Hungary, Norris was plagued by bad starts. He lost positions in the races and only scored one podium finish. At the Norisring, Norris showcased his hunger to win by starting in a lowly fourth and hunting down his rivals to secure his third win in the championship.

    Norris seemed unbeatable at Spa. He snatched two pole positions, taking a light to flag victory in the first race. His demons of a bad start seemed forgotten, even when he came under pressure from Ilott. The second race, however, saw the youngster swamped by his competitors, eventually picking up suspension and bodywork damage that ruled him out of the race. He seemed to put that disappointment behind him in the third race of the round. Starting in fourth, Norris surged through his rivals with ease, seemingly motivated by his failure in race two. He showcased some excellent overtaking manoeuvres, securing his fifth win of the season. Norris’s performance in Monza showed what he was capable of, that he could produce results and he wasn’t afraid of reaching the top.

    Norris tested for McLaren in Hungary earlier this week, collecting the prize for winning the 2016 McLaren Autosport BRDC award. In previous years, familiar names such as Jenson Button and Paul di Resta have won the award, taking place in testing in older machinery. Interestingly, Norris was able to drive the most current car, showing how much faith McLaren already had in the teenager. He did not disappoint either. Norris completed a sensational run in which he closely challenged the two Ferraris of Sebastian Vettel and Kimi Räikkönen for the top spot. Clocking 91 laps, Norris treated Formula One to a mastershow as he produced a fantastic lap of 1.17.385, just 0.271 seconds off the pace of Vettel’s Ferrari. Norris also proved invaluable to the McLaren team as he gathered valuable aero data, long-run pace and set up adjustments. Éric Boullier in particular, was singing his praises at the end of the test. Norris showed that he could get to grips with the mechanics of a Formula One car and that he was a force to be reckoned with.

    So could we see Norris in Formula One anytime soon? Norris certainly has the potential to be a contender for the McLaren seat in a few years time. Fernando Alonso’s contract is due to expire at the end of this season and seeing Norris’s raw pace and ease with the controls of the McLaren could certainly make him a strong contender to stand alongside Vandoorne. His strength in Formula Three, a series that has produced many F1 drivers in recent years, coupled with his exceptional testing certainly have made McLaren take notice. They seem to be the perfect fit for Norris, being a team with an extensive driver’s academy who have moulded Lewis Hamilton and Kevin Magnussen into F1 drivers, both of whom still compete in the Championship today.

    Norris currently lies in second position in the Formula Three Championship. The strong showings in Formula Three show that Norris has something special. He is performing well in the face of tough competition. Norris is still inconsistent at times, particularly in his race starts but he seems to be overcoming his demons. And as Lance Stroll and Antonio Giovinazzi show, drivers don’t often come into Formula One polished. If Lando Norris does manage to make it into Formula One, he is likely he will be the same to begin with. Fortunately, for Norris, McLaren are a team that are patient and allows their junior drivers to develop at their own pace. This is clear from Vandoorne’s recent performances, blossoming after a shaky start at the wheel of the McLaren.

    Credit: Mark Sutton/LAT Images

    It seems unlikely however, that with Alonso’s departure, that Norris would be filling the vacant seat next year. Although, Norris could potentially acquire enough points for a 2017 FIA Super Licence next season and he would be eligible later this year when he turns 18, McLaren may not want to take on another rookie driver so soon after working to develop Vandoorne’s ability. McLaren may desire a bigger name and a more experienced driver to work alongside the team for the 2018 season, one that could potentially bring in more sponsorship deals. They may bring Jenson Button back for a season and send Norris to Formula Two or another series, in a situation similar to Vandoorne’s, to hone the teenager’s race craft and prepare him for Formula One. His status also depends on how successful the Formula Three season is for him. He needs to showcase his talents and prove to McLaren that he is a winner in all aspects and worthy of taking Alonso’s position away. His status as a British driver, and one that could follow in the footsteps of Lewis Hamilton could certainly improve his prospects of driving for McLaren in later years. Norris is capable of producing results when qualifying doesn’t go well for him and he is experienced at carving his way through the field to reach the top step. It’s a hunger that undoubtedly, would be welcomed in Formula One.

    It still remains to be seen what will happen next year at McLaren. It is dependent on Norris’s results and whether McLaren are ready to take a chance on a driver from Formula Three, as Toro Rosso and Williams did before them. Norris has proved so far that he is a diamond in the rough. He can produce sensational results both in his own series and in F1 testing, and he has the drive and hunger to succeed. The way he conducted himself within the test shows clear maturity and work ethic, factors that are critical to success in Formula One. There are elements of his driving that could be improved, but these can be honed as he continues to develop in his career. If McLaren are willing to shape him into the driver they need, he could well be a commanding force in years to come.

    All images courtesy of McLaren.

  • The Scuderia – the most successful team in Grand Prix history

    The Scuderia – the most successful team in Grand Prix history

    Ferrari are the only team to have competed in Formula One since the championship’s inaugural year back in 1950.

    The Prancing Horse have gone on to become arguably the most iconic racing teams – and brands – in the world. The Scuderia have also become the most successful team in Grand Prix history to fulfil Enzo Ferrari’s dream of Grand Prix success. Ferrari have since won 15 World Drivers’ Championships and 16 World Constructors’ titles, although neither accolade since 2008.

    Unlike other teams, the Scuderia started the 1950 season at the Monaco Grand Prix, missing the first ever Formula One race at the earlier British round weeks before.  The Alfa Romeos of Giuseppe Farina and Juan Manuel Fangio were the dominant force of the year and Farina would go to win his only World Championship later that year, but Alberto Ascari still proved competitive around the streets of Monte Carlo.  He would finish second in Monaco while teammate Raymond Sommer was fourth.

    Ascari, Luigi Villoresi and Sommer would retire in Switzerland after all three missed the Indianapolis 500, while Ascari would net another second place at the season ending Italian Grand Prix at Monza. There would be another points finish before then though as Ascari was fifth in Belgium at the fearsome Spa-Francorchamps circuit, while Sommer and Villoresi were not to trouble the scorers after Monaco.

    The only other Ferrari podium would come courtesy of the privately entered Peter Whitehead at the penultimate French Grand Prix. Ascari would win the World Championship with Ferrari in 1952 and 1953 as the team began to establish themselves on the Formula One scene.

    1950 was not a fairytale debut, but it set the foundations for one of the greatest teams in racing history.

  • Enzo Ferrari, The Italian Legend

    Enzo Ferrari, The Italian Legend

    “Aerodynamics are for people who cannot build engines” Enzo Anselmo Ferrari

    Enzo Anselmo Ferrari, born in Modena on the 18th of February 1898, his birth registered two days later due to heavy snow. When Ferrari was 10 years old, his father, took him and his brother Alfredo, to watch a motor race in Bologna. The race is won by Felice Nazzaro and that moment was enough to create a spark and a secret love in Enzo’s heart about Motorsport.

    The following decade was a tragedy for Enzo and his family. In 1916, the flu killed his father and his brother, Enzo forced to quit his studies in order to look for a job. He found a place as an instructor in Modena’s fire service workshop. The following year, Ferrari joined the Italian army, he became a member of the 3rd Alpine Artillery Division, but he was seriously ill and after two operations he was honourable discharged.

    In 1919, Ferrari moved to Milan to join the C.M.N ( Costruzioni Meccaniche Nazionali). In his debut as a racing driver, Enzo finished fourth at the 1919 Parma-Poggio di Berceto hill climb race. On November 23rd he took part in the Targa Florio but he lost due to a leak in his fuel tank. One year later he left from C.M.N in order to join Alfa Romeo.

    Enzo won the Circuit del Savio, in 1923, after his victory, he met the parents of WWI flying ace Francesco Baracca, they suggested him to use the emblem that decorated their son’s plane for good luck. The emblem, which is now known in the whole world, was a prancing horse. In the same year Ferrari married Laura Dominica Garello.

    One year later, Enzo Ferrari became a Cavaliere (Knight) for his sporting achievements, it was the first official title which he received from the Italian authorities. In 1925, he made a Cavaliere Ufficiale and his passion about journalism lead him to become the main founder of the Italian newspaper Corriere dello Sport in Bologna.

    cc Rainer W. Schlegelmilch

    The Born of Scuderia Ferrari

    In 1929, Enzo founds the Scuderia Ferrari in Modena, the purpose of his company was to give the ability to owner drivers to race. His idea was very successful and after a while he created an official team. Scuderia included both cars and motorbikes. A few years later, in 1933, Scuderia became the official racing department of Alfa Romeo.

    Ferrari’s final race as a driver was at Circuito Tre Province on August 9th, 1931, one year later he became a father, Alfredo or also known as Dino, was born on January 19th 1932. Enzo had to close his Scuderia, in 1937, because Alfa Romeo claimed back its racing department, five years later he left from Alfa Romeo, but he was not allowed to use the name Ferrari as a racing team, for at least four years.

    After his departure from Alfa Romeo, Ferrari had a secret passion, he wanted to create his own racing cars. He opened Auto Avio Costruizioni in Modena, Ferrari forced to move his factory in Maranello, because during the WWII the government interfered with his plans. In his new factory in Maranello, Enzo decided to focus on grinding machines.

    At the end of the Second World War, Enzo returned to designing racing cars, the first official Ferrari was the 125 S which was tested in March 1947. Ferrari had to wait a few months in order to celebrate his first victory in Rome at the Rome Grand Prix. A series of great victories were achieved the following seasons. In 1948 Ferrari won at the Mille Miglia, the next year he won the 24 Hours of Le Mans and in 1951 Ferrari won the British Grand Prix.

    Alberto Ascari was signed, in 1951, by Enzo and won Ferrari’s first world championship in 1952. During those years Enzo was also started designing cars for commercial use.

    A serious illness cost the life of Enzo’s beloved son, Alferdo. In 1956, Dino died from muscular dystrophy. Ferrari was designing the new 1500 cc V6 engine alongside with his son, the engine made its debut 10 months after the Dino’s pass, all the V6 engines were named in his honour.

    It was the hardest years of Enzo’s life, six of his drivers were killed between 1955 and 1965, he was also accused for manslaughter in 1957 as nine spectators lost their lives after one of his Ferraris lost control due to a puncture and crashed onto the spectators.

    Some years later, in 1969, Ferrari decided to partner with Fiat Group, he knew that he needed a strong partnership in order to continue developing his company. Enzo, gave the 50% of his company to Fiat Group.

    The End of Ferrari’s Legacy

    Enzo Ferrari decided to build the Fiorano Circuit, which was officially launched on April 8th 1972. Ferrari, resigned as a company from his company in 1977, even though he retired, he still had the control of Scuderia Ferrari.

    The F40 was the final car which was launched (1987) under Enzo Ferrari’s management. Enzo also received an honourable degree in Physics from the University of Modena in 1988. The August of the same year Enzo passed away in Maranello at the age of 90.

    The first official entry of the Scuderia Ferrari in Formula 1 championship was in 1950 at the Monaco Grand Prix, since then Scuderia has celebrated 16 constructors’ championships and 15 drivers’ titles. Ferrari has scored 228 race victories and 211 pole positions.

    “No one remember who took second place and that will never be me.” Enzo Ferrari

    Victor Archakis – @FP_Passion

     

     

  • ‘Factory Insider – Max Verstappen Showcases Red Bull Racing’s F1 HQ’ Mobil 1 The Grid

    ‘Factory Insider – Max Verstappen Showcases Red Bull Racing’s F1 HQ’ Mobil 1 The Grid

    Check out the newest video from Mobil 1 The Grid in which Max Verstappen shows Red Bull Racing team base at Milton Keynes.

    Make sure that you follow Mobil 1 The Grid:
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  • ‘Il Leone’, The Nigel Mansell and Ferrari Story

    ‘Il Leone’, The Nigel Mansell and Ferrari Story

    Driving for Ferrari in Formula One is seen as more than just driving the car. You become an icon of an army of fans in Italy and indeed around the world. You become instantly recognised in Italy, and are hailed as a God.

    Many drivers have endeared themselves to the Tifosi, even non-natives. Such examples include Michael Schumacher, Niki Lauda and Jean Alesi. However one of the best drivers to race for Ferrari, was Nigel Mansell.

    The 1992 world champion drove for the Prancing Horse in 1989 and 1990, with the Brit having the honour of being the last driver Enzo Ferrari signed before he passed away in 1988.

    It didn’t take Mansell long to embed himself into the heart of the Tifosi. Affectionately named Il Leone, because of his fearless driving style, Mansell won his first race for the team in Brazil.

    Though it seemed more likely Mansell would be leaving early. The team’s revolutionary semi-automatic gearbox was so high-risk, that Mansell retired from most of the sessions that weekend. There’s a paddock rumour that he booked an early flight home midway through the race as he was so confident his car wouldn’t see the finish!

    However against all odds, and a steering wheel coming loose mid-race, Mansell took the win, in the hometown of perennial rival Nelson Piquet.

    It was to be a trying season for Mansell and Maranello, as the car was in a constant flux of development for a title push in 1990. He retired from the next four races with various issues, such as a gearbox failure at Imola.

    Source: deviantart.com

    His form picked up midway through the season though, with podiums in France, Britain and Germany, but it was at the Hungaroring where ‘Il Leone’ showed his fighting spirit.

    Qualifying 12th, Mansell made his way up to second behind Ayrton Senna’s McLaren with just 20 laps to go. Hungary is still a tough place to overtake, with it being known as ‘Monaco without the barriers’ but Mansell hunted down the legendary Brazilian with aplomb.

    When Senna hesitated to lap Stefan Johansson, Mansell seized his chance. He swung to the outside and passed both of them, taking the lead and winning the race. In Mansell’s autobiography, Staying On Track, he describes it as one of his favourite overtaking manoeuvres.

    The rest of the season didn’t quite pan out as Mansell was banned for the Spanish Grand Prix after colliding with Senna and being disqualified in Portugal the week before. However he finished fourth in the championship with 38 points.

    1990 saw reigning world champion Alain Prost move to Maranello, and a year of turbulence was on the horizon.

    The Tifosi adored Mansell, giving him various awards and accolades. As well as his nickname, he was given a golden helmet, a small lion statue, and when he left the team at the end of the 1990 season, he was sent a trophy with the words ‘Our World Champion of 1990’ inscribed on it.

    Meanwhile Prost stayed at Ferrari until 1991 when he was sacked for criticising the car. “In Japan, the car was like a horrible truck to drive. No pleasure at all. I’ve underlined the defects of the Ferrari throughout the season, but no-one has listened to a word.” Prost was fired by Ferrari and paid off to not drive for 1992.

    Source: deviantart.com

    He was also partially the reason Mansell left the team. Prost was notorious for being very political, playing the gallery to suit his needs. Mansell was number one driver when Prost arrived, but that changed as the Frenchman was given preferential treatment.

    At Silverstone, Mansell’s home race, Prost supposedly saw Mansell’s car was much better and ordered the team to switch their cars, meaning Prost now had the better car. This knocked the steam out of Mansell and so he saw the season as a ‘retirement year.’

    However there was one incredible moment in the ’90 season. At Mexico, Nigel was approaching former team mate Gerhard Berger in the McLaren approaching the high speed Peraltada corner. After a few weaving moves down the straight, Mansell moved to the outside and passed Berger around the outside. It’s considered one of the best moves in Formula One history.

    Mansell was ready to retire following his acrimonious year with Prost, until Frank Williams intervened and asked him to return to Williams, where he finally won the title in 1992 after over 10 years of trying.

    Nigel is still revered by the Tifosi, and while many Brits have driven for the Prancing Horse, such as Tony Brooks, Mike Hawthorn and Eddie Irvine, none are more loved than ‘Il Leone’ or as we know him, ‘Our Nige.’

  • Jules Bianchi – A Lost Star

    Jules Bianchi – A Lost Star

    While it’s natural to remember Jules Bianchi around the Japanese Grand Prix, as Ferrari Week here at The Pit Crew Online falls near the second anniversary of his death it’s fitting to look back at the life and career of one of Maranello’s former rising stars.

    Born in Nice in 1989, Bianchi arrived into a family that was already well-acquainted with motorsport. His grandfather Mauro raced GT cars in the 1960s and participated in three Grands Prix in 1961. His great-uncle Lucien drove in 19 Grands Prix between 1959 and 1968, scoring a handful of points, and achieved victory at Le Mans in 1968 alongside Pedro Rodriguez. Given his great-nephew’s affiliation with Ferrari, there’s a certain irony that Lucian’s Le Mans victory came behind the wheel of a Ford GT40, which broke Ferrari’s early 1960s string of Le Mans victories. Jules was not the first Bianchi to die in motorsport; Lucian was killed during testing at Le Mans in 1969. Jules’ father Philippe owned a karting circuit, providing a young Jules an early platform to begin honing his skills. At 15, Jules made the decision to pursue racing as a profession and at 17 signed a management contract with Nicolas Todt.

    Looking back over Bianchi’s career, he seemed destined for Formula One. Having proved his skills in karting, placing first in multiple series in 2005 and 2006, Bianchi moved into the junior formulae. He made his single-seater debut in 2007, the final season of the French Formula Renault 2.0 series, driving for SG Formula. He secured a comfortable first place with 5 wins and 11 podiums, finishing 49 points ahead of the second place finisher Mathieu Arzeno.

    2008 saw Bianchi move up to the Formula 3 Euro Series, driving for ART Grand Prix, where one of his teammates was Nico Hülkenberg. During his deubt season, he placed third overall with two wins and seven podiums for 47 points as well as placing first in the Masters of Formula 3. He continued competing with ART in 2009, his teammates including Valterri Bottas and Esteban Gutiérrez. That season Bianchi claimed the title, earning nine wins and twelve podiums and ending the season with 114 points.

    2009 also saw the BBC and James Allen, among others, link Bianchi with a race seat at Ferrari due to Luca Badoer’s disappointing performance. Though this never materialized, December 2009 saw Bianchi become the first recruit to the Ferrari Driver Academy after the young drivers’ test at Jerez. Maranello clearly found Bianchi a worthy investment, and he was to remain a member until his death. The Ferrari Driver Academy still officially acknowledges that Jules was the most promising young driver that has participated in the program thus far.

    Interviews during this period paint a picture of an affable young man, aggressive and ambitious on the track but aware that he’s still learning and maturing. He is quick to give credit to his influences, crediting his grandfather and manager for their help in his formation as a racing driver, as well as his fellow drivers for the self-management techniques he learned from them.

    He progressed up the ladder to GP2 in 2010, again racing for ART Grand Prix. In his debut season Bianchi placed third in the championship with 52 points. Though he claimed three poles and was on the podium four times, he won no races this season.

    FDA – Bianchi quarto in Gara 1

    For 2011, despite remaining third overall he improved his record by claiming one win and six podiums. He totaled 53 points in the 2011 season. Significantly, 2011 also saw Bianchi debut as a Formula One test driver for Ferrari, coming closer to a coveted race seat.

    In 2012 Bianchi competed in the Formula Renault 3.5 Series, driving for Tech 1 Racing. He placed second in the championship, with three wins and eight podiums, and a total of 185 points. He continued his Formula One testing career, this time on loan to Sahara Force India from Ferrari. During his tenure as Force India’s test and reserve driver, he participated in 9 Friday free practice sessions, gaining valuable track time.

    Bianchi’s big break arrived in 2013. Though Force India selected Adrian Sutil to replace Nico Hülkenberg upon his departure to Sauber, another seat opened when Marussia driver Luiz Razia’s sponsors failed to meet their financial commitments to the team. Jules had finally achieved his race seat, opposite Max Chilton. Though Marussia ran solidly at the back of the field and Bianchi retired in Monaco, Germany, and Japan, he nonetheless finished ahead of his teammate in every remaining race other than India and finished the drivers’ championship in 19th place, 4 places above Chilton. Marussia finished 10th in the 2013 Constructors Championship, securing much-needed prize money.

    SILVERSTONE (GRAN BRETAGNA) 09/07/2014
    © FOTO STUDIO COLOMBO X FERRARI

    2014 saw Bianchi continue opposite Chilton with Marussia. Despite an inauspicious beginning to the season, failing to complete 90% of the race distance in Australia and retiring in Malaysia due to brake failure on lap 8, Bianchi continued to outperform his teammate. In a major step forward for the team he brought in both his own and Marussia’s first points at Monaco. While good fortune in the form of a number of retirements doubtless contributed to his 9th place finish, and his own illegal serving of a 5-second penalty under the Safety Car cost him 8th place, Bianchi and Marussia were justifiably pleased with the results. Though forced to retire when Chilton collided with him in Canada, he finished ahead of his teammate for most of the season other than a retirement late in the Belgian Grand Prix due to a gearbox failure.

    And then came Suzuka.

    The category four Typhoon Phanfone brought significant rain to the Suzuka Circuit on Sunday October 5th, but due to the Russian Grand Prix being scheduled for the following week freight concerns prevented organizers from delaying the Grand Prix until the next day. Charlie Whiting suggested that the race start time be changed, but both the circuit owners and FIA opposed changing the both to allow spectators to arrive at the circuit and due to television coverage concerns. The race began under the Safety Car and was suspended after two laps, then restarted under the Safety Car 20 minutes later. Conditions slowly improved, but there was still significant standing water on the track and heavy rain again began to fall in lap 36.

    Adrian Sutil lost control of his Sauber and crashed at Dunlop Curve on lap 40. One lap later, Bianchi lost control at the same place and slid partway under the crane that was recovering Sutil’s Sauber. Striking the crane at 123 km/h, the impact was forceful enough to jolt the crane off the ground and cause the Sauber to drop back to the ground. In the crash, Bianchi’s Marussia sustained massive damage on its left side and its roll bar was destroyed. Later analysis determined that the impact generated a peak of 254 g. Bianchi was unresponsive, and was determined to have suffered significant head injuries.

    As the medical helicopter was unable to land at the designated hospital, Mie Prefectural General Medical Center in nearby Yokkaichi, Jules was transported instead by ambulance, arriving 32 minutes later. He was rushed into surgery to reduce the severe bruising to his head. His first visitors included Graeme Lowdon, Marussia’s CEO, team principal John Booth, Ferrari team principal Marco Mattiacci, and Bianchi’s fellow driver Felipe Massa. Bianchi’s parents, siblings, and a close friend arrived over subsequent days.

    Bianchi’s management team also visited Bianchi in hospital. FIA Medical Commission president Gerard Salliant was also present, and Ferrari continued to show its support for Jules by requesting that Sapienza University of Rome neurosurgeon professor Allesandro Frati travel to Japan. Ferrari’s outgoing president Luca di Montezemolo further told the media that Bianchi was to be the third Ferrari driver should the then-possible shift to three-car teams become a reality.

    The Bianchi family publicly expressed appreciation for the support Jules had received thus far, as well as confirming that Bianchi had suffered a diffuse axonal injury in the crash. At this time, Bianchi was in critical but stable condition.

    Though Marussia originally entered their reserve driver Alexander Rossi, the team elected to only run Chilton in the Russian Grand Prix. As a show of support, the team prepared and had Bianchi’s car scrutineered at Sochi, but did not race it. Perhaps Marussia’s fate would have been different had they raced Rossi. Perhaps Marussia’s financial backer Andrei Cheglakov would have continued to fund the team had Rossi turned in a respectable performance, but the tribute was fitting, expressing the hope that Bianchi would recover and rejoin the team.

    The Formula One community, indeed the entire motorsport community, rallied in support of Bianchi. The day after the crash, Fellow Frenchman Jean-Éric Vergne arranged for all the drivers to wear stickers proclaiming “Tous avec Jules #17”, and the Marussia team added #JB17 to their livery. The successor Manor team continued this through the 2015 season. The hashtag #ForzaJules proliferated across social media, and along with #JB17 was even made into stickers in the physical world. Fans across the world used these stickers to visibly express their support for Jules. Moments of silence, race win dedications, and other tributes flowed from the community.

    The FIA conducted an investigation into the incident, determining that while there were many contributing factors there was no single root cause of the crash. While Bianchi clearly hadn’t slowed enough under the double waved yellow, ‘enough’ wasn’t clearly defined. Bianchi lost control less than two minutes after Sutil, and the recovery crane had almost cleared the barriers, so the double waved yellow was considered enough under accepted practices. The crane’s presence itself wasn’t considered unusual, even though Martin Brundle nearly collided with a similar crane 20 years previously. The brake-by-wire system’s failure to cut off the throttle wasn’t definitively determined to have played a significant role, as Bianchi’s pressing the brake and throttle together may have been within acceptable parameters. Given the forces involved in the crash, no reasonable changes to the chassis could have helped.

    Sadly, all the hope and support proved to be in vain. Though Bianchi was removed from an induced coma in November 2014 and able to breathe on his own, and was subsequently moved to Centre Hospitalier Universitaire de Nice, he did not regain consciousness. His supporters, his family chief among them, initially took hope from Michael Schumacher’s improvement after his skiing head injury, however slow, but over time this hope waned.

    Just over two years ago, on 17 July 2015, Jules Bianchi died. He never regained consciousness. A moment of silence, with the Bianchi family present, was observed at the Hungarian Grand Prix on 26 July.

     

    GP GRAN BRETAGNA F1/2017 (SILVERSTONE) –
    © FOTO STUDIO COLOMBO PER FERRARI MEDIA (© COPYRIGHT FREE)

    Bianchi’s legacy includes positive safety developments ranging from improved rules and procedures such as the Virtual Safety Car and changes to recovery procedures, to additional head protection, including informing the process that led to 2018’s Halo. With the support of Prince Albert of Monaco Jules’ father Philippe created the Jules Bianchi Foundation to provide funding for promising young drivers. The Jules Bianchi #17 Association was also created to support the Unité de Soins des Cérébro-Lésés(Unit for brain damage) at Hôpital l’Archet in Nice.

     

    The Bianchi family additionally filed a lawsuit against the FIA, Marussia, and the Formula One Group in May 2016.

    This July, we are left with the memory of a promising career cut short, and a young life extinguished before its time.

    #CiaoJules

  • Ferrari and Schumacher – The Perfect Match?

    Ferrari and Schumacher – The Perfect Match?

    There are some partnerships in Formula One which are considered timeless. Senna and McLaren, Mansell and Williams, Clark and Lotus, but there’s arguably none more iconic than Ferrari and Michael Schumacher.

    The legendary German spent ten years at Ferrari, and went on to win 72 races for the Prancing Horse, along with five consecutive world drivers championships.

    He joined the team from Benetton in 1996 after winning the title in the two previous years. He was one of the hottest properties on the grid, and Ferrari tied him down to a long term contract. He showed early signs of the domination to come as he won the 1996 Spanish Grand Prix in the pouring rain, lapping everyone up to third place.

    He also endeared himself to the ever-loyal Tifosi as he won at Monza, and ending the season in third place.

    Williams were dominant in 1997, with Villeneuve leading at the midpoint of the season. Schumacher fought back and won five races, with it all going down to the finale at Jerez. With the Ferrari developing a coolant leak failure, it looked like the enigmatic German wouldn’t finish the race. As Villeneuve came up to pass him, Schumacher looked to cause a collision.

    However it didn’t come off and Schumacher retired from the race with accident damage while Villeneuve won the title. Schumacher was punished by being excluded from the championship.

    1998 saw Schumacher fight with new rival Mika Hakkinen in the McLaren. The mercurial Finn took the title after a strong fight with Schumacher. Controversially 1999 almost saw Schumacher join Hakkinen at McLaren, with Ron Dennis admitting he approached the German. However issues with sponsors and image rights meant Schumacher would remain at Ferrari.

    It was at Silverstone where Schumacher’s title challenge ended. He crashed at Stowe, breaking his leg, putting him out for most of the season. Hakkinen won the title again.

    2000 was the year it came together, with Schumacher and Hakkinen fighting again, with Rubens Barrichello joining him at the Scuderia. At the Italian Grand Prix, Schumacher won his 41st race, equalling the record of Ayrton Senna, which saw Schumacher famously break down in tears in the press conference post race.

    It all came down to Japan, and after a stunning pit-stop strategy, Schumacher got past Hakkinen and sealed Schumacher’s third title and Ferrari’s first since Jody Scheckter in 1979.

    2001 was dominant for Schumacher as no one came close to him and the Prancing Horse. He sealed the title with four races to go, and at the Belgian Grand Prix he broke the record for most wins, surpassing Alain Prost’s 51 wins.

    2002 was an incredible year for Schumacher and Ferrari. 11 wins in 17 races, with Ferrari winning 15. However it wasn’t without controversy. At the Austrian Grand Prix, Barrichello was leading and looked set for the win, before being asked to move aside for Schumacher to win in his bid for the title. He moved aside, but not until the finish line, with the incredibly unpopular decision falling into farce as Schumacher made Barrichello stand on the top of the podium.

    He equalled Juan Manuel Fangio’s five title wins as the records continued to tumble. However his sixth would be one of his hardest to win. McLaren’s new Finn Kimi Raikkonen emerged as a title contender.

    It all came down to the decider in Japan, with Raikkonen or Schumacher able to win the title. All Schumacher had to do was finish eighth and the title was his. He stumbled to eighth place, and took his sixth title, by a single point from Raikkonen.

    2004 was again, dominant. Breaking his own records and winning 13 races that season, winning his seventh and final title of his career.

    2005 saw Fernando Alonso and Renault surge to the title, and Schumacher’s only win came at the farcical US Grand Prix in which only six cars started due to a tyre dispute. He would fight Alonso in 2006, winning seven races, with his 91st and final win coming in China.

    He was mooted to come back to Formula One in 2009 after a couple of years out for the injured Felipe Massa, but a motorbike accident earlier in the year put pay to the romantic rumours.

    While Schumacher’s career with the Scuderia was incredible, it had its moments of controversy. His most controversial moment came in 2006 round the streets of Monaco. During qualifying he tried to stop Alonso from securing pole by ‘parking his car’ at the Rascasse corner. He was demoted to the back of the grid as punishment of the incident.

    However his controversial moments were easily outweighed by his magical moments. His fights with Mika Hakkinen were stuff of legend, as he was involved in fights race after race. Hakkinen is known as one of the only drivers Schumacher truly respected and feared, which was quite the accolade.

    Though while his achievements are plentiful, Ferrari’s own version of the fab four is what Schumacher should also be remembered by. As Schumacher, Ross Brawn, Jean Todt and Rory Byrne helped resurrect the Prancing Horse and return them to their rightful place at the top step of the podium.

    The quartet put Ferrari back at the top, and sealed their place in history as one of the most successful partnerships in the history of Formula One. While we have dominance nowadays with Lewis Hamilton in the Mercedes, I feel it’ll be a long time before we see a driver of the quality of Schumacher again.

    #KeepFightingMichael

  • The Lauda Years

    The Lauda Years

    There are few stories quite like Niki Lauda’s time at Ferrari during the mid-1970s.

    From title wins to fireballs to disagreements over driver selection, the four-season relationship had an array of highs and lows. Lauda had paid for his previous drives at March and then BRM before joining Ferrari on the recommendation of new Ferrari recruit Clay Regazzoni in 1974, the duo working together at BRM.

    The Austrian showed his potential early on with a second place at Round One in Argentina before taking Ferrari’s first victory in two years at the Spanish Grand Prix three races later. He would remain a challenger through the year on his way to fourth place in standings and picking up another win in Holland before the season was out. Lauda also gained a reputation during his first year at Ferrari for being studious of engineering and car setup and would work tirelessly to improve the car during his time in Maranello.

    1975 would start slowly as the first four races would yield finishes no higher than fifth, but Ferrari’s updates put him back on track. He would win four of the next five races to put himself clear at the top of the title standings. Further points finishes in Germany and Austria would give him a chance to clinch a World Drivers’ Championship for Ferrari on their home soil. Third place gave him his first career World Championship and Ferrari’s first Constructors’ win since 1964 as teammate Regazzoni won the race at Monza.

    Author: Lothar Spurzem

    Lauda started 1976 in dominant fashion and swept all before him in the first six races – his worst finish being second twice during that period. Title rival James Hunt had shown flashes of brilliance in the early part of the year, but his McLaren was often unpredictable and also struggled with reliability during the early part of the season.

    Round ten was the now infamous German Grand Prix. Lauda lobbied with other drivers to boycott the rain-soaked Grand Prix but was outnumbered. In a tragic irony he then crashed, and his Ferrari ignited. He was pulled eventually from the burning wreckage but extensive damage was done. He had suffered burns to his face and arms including losing most of his right ear, lost his eyelids and damaged his tear ducts which would affect him in further races and lost his scalp. That was supposed to be that. For his championship, for his career and possibly for his life.

    Lauda didn’t follow the script and unexpected to almost everyone in the paddock, he returned – bandages and all – at the Italian Grand Prix just four races later. He took fourth, unable to blink with his skin-grafted eyelids and in obvious pain while Hunt had reduced his arrears during Lauda’s lay-off.

    The Canadian Grand Prix went Hunt’s way as the maverick Briton won while Lauda finished out of the points in eighth, while in the USA Hunt won again but was joined his friend and rival. The 1976 Japanese Grand Prix was a race as wet as the fateful German Grand Prix and Lauda, still affected by his injuries, withdrew on safety grounds. That left Hunt needing third place to snatch the title away from Lauda, and after pitting from the lead he eventually worked his way back up to take the World Drivers’ Championship by a point. His decision to retire from that race didn’t sit well with Ferrari and his relationship with the team became more strained going into what would turn out to be his last year with the team. 

    Despite taking just three wins in 1977 Lauda’s consistency against his rivals made his third title straightforward, but he announced his decision to join Brabham anyway. The Austrian was irked by his team’s decision to replace Regazzoni with Carlos Reutemann, with whom he did not enjoy a friendship as with Regazzoni. But he didn’t even make the end of the season. Upset with the team fielding a third car with then-unknown Gilles Villeneuve, Lauda walked out at the Canadian Grand Prix two races from the end of the season.

    Lauda won 15 races and two World Drivers’ Championships at Ferrari, but his time there will be remembered for so much more than just his accolades. It will also be remembered for his sheer bravery and battle to return against the odds.