Today, it was announced that McLaren will branch out of their already extensive motorsport catalogue, with the news that they have secured the option to enter the 2022-2023 Formula E season ahead of the launch of the Gen3 electric car. Although it’s uncertain yet as to what role they will take in participating, whether as a full manufacturer outfit or otherwise, the signs are clear that they intend to make a move into the rapidly growing electric series. “We’ve been closely observing Formula E for some time and monitoring the series’ progress and future direction,” Chief Executive Officer Zak Brown said in a press release issued by Formula E earlier today. “The opportunity to take an option on an entry, together with the completion of the McLaren Applied supplier contract with the FIA at the end of Gen 2 gives us the necessary time to decide if Formula E is right for McLaren as a future competition platform,” McLaren is no stranger to Formula E, having been a part of the spec car back in the series’ infancy. The first version of the electric car contained an electric motor, transmission and electronics all created by the Woking-based manufacturer. Despite the fact that there is more creative freedom within Formula E in terms of the powertrain and gearbox in latter seasons, McLaren Applied Technology has supplied all the batteries that power the cars since 2018 – allowing them for the first time to complete the entire race distance without the need for pit stops or car changes. With the contract expiring at the end of the 2021/2022 season, it comes as little surprise that McLaren would choose to branch out into one of the fastest growing series in motorsport, particularly as they have been at the heart of the action since the very beginning. Their pledge to take an option with Formula E has particular significance, BMW and Audi have chosen to bow out of the series and McLaren may have sensed an opportunity to further their own prospects. With an already well established role within the NASCAR and IndyCar market in the United States, McLaren may have seen Formula E’s potential of bringing electric sustainability and racing to the heart of cities, particularly within places such as Jakarta and Seoul, lucrative markets which McLaren could potentially tap into. Mercedes and Audi have used their participation in Formula E with great effect, using it to promote their electric road cars and McLaren may well do the same – especially as they plan to launch their first hybrid road car in 2021, with the hopes of developing a roadworthy EV by 2025. McLaren as a motorsport constructor are now flourishing under Brown’s rule – a more relaxed approach than that of his predecessor Ron Dennis, and after several years of disappointment, are beginning to reap the benefits. It remains to be seen if McLaren will join Formula E in any capacity but the signs of them wanting to branch out beyond F1 are there.
What a year. 2020 was tipped by many to be one of the most exciting in modern times and, well they were not wrong.
This has been by far the most astonishing year any of us have ever witnessed, both on and off the track, and even the most ardent of optimists cannot deny that it has been a struggle for everyone.
However, you also have to appreciate the fruits that have come out of a very tough situation. We have seen amazing race tracks like Mugello, Imola, Istanbul, Portimao and the Nurburgring introduced to a revised calendar, which has been a real delight for us all.
We went from 22 races to 17, and it all culminates this weekend at the Yas Marina Circuit for the Abu Dhabi Grand Prix. In a year that has been dim for many, the floodlights will shine a light of F1’s season finale.
The 5.5 kilometre track made its debut in F1 in 2009, closing out Jenson Buttonb’s title-winning year, and Brawn GP’s successor Mercedes arrive here having won every race in Abu Dhabi since 2014.
And this will fill them with hope, because a horrible race in Bahrain last weekend leaves them desiring a strong result to close out what has been an otherwise phenomenal year.
It is yet unclear whether newly-crowned seven-time champion Lewis Hamilton, who contracted Coronavirus in the build-up to the Sakhir Grand Prix, will recover in time for this weekend. It therefore may be that George Russell returns to the car that he so nearly steered to victory in a stunning debut last race, only to be denied by not one, but two disasters.
Mercedes fitted team mate Valtteri Bottas’ tyres to race leader Russell’s car, forcing him to stop again and Bottas to stay out on dead tyres after a safety car. Having passed Bottas and made his way back up to second, Russell was baring down on Sergio Perez, only for a slow puncture to send him back to the pits. He would finish ninth, while Bottas ended up just one place better in eighth.
It was the aforementioned Perez that took his first ever F1 win, and the first ever for Racing point too. Following his devastating retirement last race that cost him a podium, he gave himself a great chance of securing fourth in the drivers’ standings this weekend, while Racing Point have now moved 10 points clear of McLaren in the battle for third in the Constructors’. Renault sit a further 12 points back.
It makes for an extremely intense finale in the context of the midfield battle, with all eyes firmly fixed on who will claim valuable positions in the drivers’ and constructors’ standings.
The gains will be valuable both financially and in terms of personal pride, and McLaren would be fully grateful of third following their cash flow issues at the start of 2020. As the race for third reaches a head, we eagerly anticipate this enormous battle between Racing Point and McLaren under the lights of Abu Dhabi.
It has been a tough year for many, but hopefully F1 has helped make it that bit easier for you all, and we look forward to covering one last race for you before we gladly turn our backs on 2020.
What a race! In the jumbled up 2020 calendar that began in July at the Red Bull Ring, the last three races are a triple feast in the Middle East. Beginning with the traditional Bahrain circuit last weekend and ending the season at the Yas Marina circuit in Abu Dhabi but that middle race would be another one at Bahrain. However it would be on the outer circuit which the F1 cars had been lapping at under a minute all through the weekend.
The lead up to the weekend was already packed with action, as Romain Grosjean’s horror crash from which he thankfully escaped with just a few burns meant that Haas drafted in reserve driver Pietro Fittipaldi. Then the huge bombshell dropped that world champion Lewis Hamilton had tested positive for COVID-19 which meant Mercedes had to go looking for a replacement driver. That turned out to be George Russell who left a vacant seat at Williams, and that ended up being F2 racer Jack Aitken.
In qualifying, it was Bottas who just pipped Russell to pole by a microscopic margin. Max Verstappen qualified third and Charles Leclerc put in a mighty lap to drag that lacklustre Ferrari to fourth on the grid, and following him were Pérez, Kvyat, Ricciardo, Sainz, Gasly, Stroll, Ocon, Albon, Vettel, Giovinazzi, Magnussen, Latifi, Aitken, Räikkönen, and at the back were Norris and Fittipaldi who had taken grid penalties.
At the start, Russell immediately got away better than Bottas who had to hold off Verstappen’s advances, and struggled to get out the first few corners. His compatriot Räikkönen spun in the back of shot and thankfully no awful imagery to worry about like last week at the same corner. But Bottas’ eyes were on Verstappen, closing the door on him which left an open opportunity for Pérez to go past the Red Bull.
But it was Leclerc who got caught out trying to brake for the corner, smacked into the Racing Point and spun him round, leaving Verstappen with nowhere to go but into the wall and retirement along with Leclerc. Somehow, Pérez was able to continue and pitted, benefitting from the subsequent safety car and was able to rejoin the back of the pack in 18th.
At the front, Russell’s massive lead that he got at the start was eliminated, but he wasn’t done. The safety car period ended on lap six and Russell eased off whilst Bottas was under pressure from McLaren’s Carlos Sainz, who rose to third amid the first lap chaos. He went around the outside of Bottas into turn one, but going through the turn two and three complex, Sainz ran wide and that allowed the Merc right back through.
Whilst Russell was experiencing what it’s like to be in the lead in an F1 car, further down the order were two of his mates, Lando Norris and Alex Albon. Lap 20 and Albon made a move stick on Norris, who was then immediately overtaken by Pérez despite the Mexican being spun on the first lap. The following lap, Albon was then passed by Pérez at the same corner.
Back at the front with Russell, he already had a gap of over a second before the DRS was enabled. The Mercs began gapping Sainz, and it was a steady lead Russell held over Bottas which fluctuated as they negotiated lapped traffic. He extended that lead after he pitted, undercutting Bottas after he was left out for a further four laps, and the gap went to the highest it had been all race even in spite of a sensor scare.
Russell’s typical Williams teammate Nicholas Latifi pulled off and caused a Virtual Safety Car, and not much changed other than Bottas swiped into Russell’s lead. But Pérez was continuing his charge through the field, putting a move on teammate Lance Stroll going into turn four and then the following lap, on former Force India teammate Esteban Ocon. The Mexican was absolutely flying out there. He was now on course for a podium finish with his strategy completely played out.
However, Russell’s replacement at Williams Jack Aitken lost the car coming out of the last corner and clattered the tyre barrier, leaving his front wing on the track and he dove for the pits. A Virtual Safety Car was initially called, but that became a full Safety Car, and Mercedes felt the need to cover off Pérez. But man, did they mess up.
The two Mercs double stacked, Russell came in and they put on the tyres, all well and good. Then Bottas came in and there seemed to be some hesitation, and they sent him back out on the same tyres he pitted with, which was a bit odd as to why they did that. Then it became very apparent. Russell had been sent out on tyres which were intended for Bottas, so now he was bunched up behind the safety car with Pérez, Ocon and Stroll behind him and he was called back to the pits to change the tyres.
This was a huge mess-up on Mercedes’ part. Russell came back out in fifth behind Bottas who remained on his old set, but looked to have the best tyres out of everyone in the top five. Racing resumed and Russell was a man on a mission, making quick work of his teammate on the old set of tyres pulling off an immense outside move going through the long turn six, then passing Stroll and Ocon with the help of DRS. He then set to work catching Pérez who was a long way up the road.
Russell was eating into Pérez’s advantage lap after lap but yet again, disaster. Russell was called back to the pits AGAIN as he had a slow puncture and they put him on softs, whilst the other Mercedes of Bottas just went backwards as he was overtaken by Sainz, Ricciardo and Albon in very quick succession.
But up at the front, a man who for some reason doesn’t have a drive in 2021 guaranteed. Sergio Pérez took an incredible first win for both himself, and the team that he’s leaving after next week’s season finale. Esteban Ocon took second ahead of Lance Stroll, then it was Sainz, Ricciardo, Kvyat had also passed Bottas in the closing stages, Russell recovered to ninth ahead of Norris who scored the last point.
Russell finally got his long awaited first points finish as well as another for fastest lap, although it was little consolation for what was throughout the entire race looking set to be an incredible first win for the guy. He did absolutely incredibly all weekend, and it definitely will not be the last we hear from Russell, who may get a second stab at the cherry this weekend in Abu Dhabi providing Hamilton isn’t well enough to participate.
But it was Pérez who after 190 starts, finally took victory and became the first Mexican to win an F1 Grand Prix in 50 years. A win that was perhaps long overdue, especially if we harken back to Malaysia 2012 when he came very close in his Sauber to denying Ferrari’s Fernando Alonso a win that day. But better late than never, and hopefully Pérez is not out of F1 for long.
You’ve got to feel for Stoffel Vandoorne. The former McLaren driver has had several realistic chances to return to the Formula One grid this season in his capacity as Mercedes reserve driver, but each time he’s found himself overlooked in favour of an outside contender.
It’s no reflection on Vandoorne as a driver. Leaving aside his two demoralising years driving uncompetitive McLarens, Vandoorne has been a race-winner in almost every top flight series he’s contested.
The problem is more with the concept of F1 reserve drivers in general. Or rather, with the near impossibility of finding a reserve driver who truly fits the bill of what’s asked of them.
When it comes to the ideal F1 reserve, the most important thing teams look for is someone whose experience is as recent as possible. F1 development stops for no one, so there’s little use in fielding a stand-in whose last Grand Prix was four or five seasons ago.
Secondly, they need to be quick if they’re going to fight for the results the team expects. But the problem here is that if a driver with that kind of talent finds themselves out of F1, it’s most commonly the case that they’re either moving on to another series or retiring at the end of their career, and therefore won’t be looking for a reserve role.
(There are of course exceptions to this. Nico Hulkenberg, for example, found himself without a drive for this year but that’s not for lack of talent. And Jenson Button stepped in to deputise for Fernando Alonso at McLaren in 2017 despite bowing out of F1 the previous year. But cases like this are extremely rare.)
The final problem with finding the ideal reserve is availability.
For a reserve driver to be quick they need to keep their qualifying and race craft sharp for whenever it’s needed, even if that’s away from F1 machinery.
But at the same time, they can’t spend so much time racing in other series’ that it clashes with F1 weekends—an increasingly large problem as the F1 calendar continues to swell year by year.
Red Bull is a good example of this, as they recently had to secure a super licence for Juri Vips to act as reserve for the Turkish Grand Prix, as their usual backups Sebastien Buemi and Sergio Sette Camara were both racing elsewhere.
And that’s the reserve driver paradox. To be the ideal Grand Prix stand-in, one has to be fresh out of F1 and somehow keep that freshness year after year, be quick enough to compete with the current F1 grid despite being dropped from it, and keep race-sharp all year round while still being available 23 weekends out of 52 (and counting).
As a result, reserve drivers tend to be a compromise that’s not quite the best of any worlds. You have the likes of Paul di Resta, who was briefly named McLaren’s reserve this year despite not racing in F1 since 2013. Or you have Formula 2 drivers like Jack Aitken at Williams or Louis Deletraz at Haas, who race regularly on the F1 calendar but are completely unproven in a Grand Prix.
And then you have Ferrari, whose nominated reserve is Antonio Giovinazzi—somehow who has plenty of contemporary F1 experience and race-fitness, but comes with the added complication of currently driving for Alfa Romeo.
It’s all part of the reserve driver role. They’re the person a team relies on when one of their star drivers is sick or injured, but they’re often an imperfect solution at best. And so it’s not really a surprise that teams often search for a better alternative outside their pool if the need for a stand-in actually arises.
It’s a shame when that happens, especially for a driver like Vandoorne whose talent merits at least one more outing in a competitive F1 car. But when big points are on the line and a Hulkenberg or George Russell is available, it’s hard to fault the teams for taking advantage of that opportunity—even if it means their reserve driver spending Sunday playing Call of Duty.
After a heart-in-mouth opening lap last time out in Bahrain, F1 returns to Sakhir this weekend, but the track will look a little different.
Turning left immediately after turn four, the drivers will embark on an oval version that goes round to the end of the lap, with sub-one minute lap times anticipated.
Due to the freshness of the outer layout, there will be an odd and intriguing contrast between a rubbered-in track and a green circuit with very little grip.
However, the outer part is mainly full throttle and requires a lot of power, which is why more Mercedes dominance is expected.
Despite that, a track like this is reminiscent to other short circuits like Austria. Losing even the slightest time can be of extreme detriment, and it will prove incredibly difficult to re-gain that time once it is lost, particularly in qualifying.
But while we were all expecting the new layout to be the main talking point of this weekend, it is the miracle escape for Haas’ Romain Grosjean that will dominate race preparations, following a moment that shocked the sporting world.
Grosjean turned across the track and hit the Alpha Tauri of Daniil Kvyat, before smashing into the barrier and splitting his car in two, as it burst into flames in the process.
Having been in the fire for half a minute, the Frenchman was somehow able to escape from the car and, with the help of the heroic marshals and Dr. Ian Roberts, got away with only minor burns to his hands and ankles.
But the FIA will doubtless be looking closely at how the barrier broke in the way it did, and why there was such an enormous fireball upon impact. However, the halo and the safety mechanisms within the car did their job, and all came together to save Grosjean’s life.
He will be replaced by young Brazilian driver Pietro Fittipaldi while he continues to recover, and going up against Danish driver Kevin Magnussen will be the Test and Reserve’s first test in the F1 scene.
Meanwhile, the aforementioned Mercedes will be striving to further push home their advantage in what is a version of the track that suits them even better than the previous. Lewis Hamilton is aiming for his 96th career win, as he also aims to surpass Sebastian Vettel for wins in Bahrain.
His team mate Valtteri Bottas had yet more horrible misfortune early on in bahrain which cost him a place on the podium, with Red Bull taking full advantage. Max Verstappen took second, while Alex Albon took his second podium of the season and strengthened his chances of retaining his Red Bull seat next year.
The Ferrari-powered teams will likely struggle more this weekend and, having only seen Charles Leclerc’s works Ferrari score a single point last time, this may be another weekend to forget for the Prancing Horses, Alfa Romeo and Haas.
Racing Point fell 17 points behind McLaren after the double non-finish last weekend. Lance Stroll found himself the wrong way up after Kvyat’s spear into turn eight, while a late and gut-wrenching engine failure for Sergio Perez cost him a podium. McLaren, meanwhile, scored points with both Lando Norris and Carlos Sainz. As a result, McLaren will come into this weekend knowing they can put themselves in a very strong position indeed going into the last race in Abu Dhabi as the battle for third intensifies.
It is still Bahrain, but minus a large chunk of the track – and hopefully minus the heavy crashes too.
Romain Grosjean was lucky to escape an incident that left the entire world stunned. After contact with Alpha Tauri’s Daniil Kvyat at turn 3, Romain veered uncontrollably off the track and sailed into the adjacent Armco barrier.
The impact, caught on the world feed, was horrendous. The Haas disappeared into the barrier, which was followed by eruption of flames akin to an explosion from an action movie. Quite simply, it was terrifying, and enough to instantly bring out the red flag.
What awaited was a very tense period in which the world waited in horror for any positive news regarding Romain’s condition. Fortunately, the Frenchman was seen leaping over the barrier from inside the inferno itself. It was a very nasty incident and a close escape.
On further inspection it could be seen that the car had split in two; the rear separated from the cockpit which had sailed through the barrier and lodged itself there as the flame began.
There are few mounting points that connect the cockpit to the rear of the car so the question on everyone’s lips was how this crash could have caused the car to split in two? Possible questions will be raised about the structural integrity of these connecting points.
In terms of the fire: It looks likely that it was the fuel collector that was punctured which holds two to three litres of fuel. The thought behind this is that if the entire capacity of the fuel tank has been compromised (equating to many kilograms of fuel) it would have been a much larger explosion.
What is even more apparent, is that the halo device surely saved Romain Grosjean’s life. Without it, there would have been nothing to protect Grosjean’s head from going into the barrier. I believe everyone at the Pit Crew would like to take a moment to praise the safety improvements made in Formula One over the last fifty years as well as the medical and emergency staff who swiftly attended and dealt with both Romain.
We await the official news on Romain Grosjean’s health, currently flown to a nearby hospital for evaluation. All things said, he seems to have escaped with relatively minor injuries including some broken ribs and minor burns.
We sincerely wish him good health and a swift recovery.
PART 2 – THE RACE
Lewis Hamilton dominated unopposed from start to finish to take the 95th win of his career. He was joined on the podium by Max Verstappen and Alexander Albon who takes his second podium of the season.
It was a frenetic start which saw Sergio Perez get an amazing start the beat Valtteri Bottas off the line. Down the order Lando Norris picked up front wing damage from contact with Daniil Kvyat while the likes of George Russell lost places off the start. Of course, what followed was the Grosjean crash at turn three.
The following red flag lased between 45 and 60 minutes and we got back under way at 18:35 local time.
The restart classification took the order from the safety car line two, situated at the end of the pit lane. Notable changes included Perez in third, Bottas in fourth and Norris in seventh.
However, the drama did not end there as Lance Stroll’s Racing Point was flipped over on the restart, almost a carbon copy of the Esteban Gutierrez and Pastor Maldonado 2014 crash. This was caused by contact with Kvyat who received a penalty as a result and brought out a safety car.
The misery continued for Racing Point who looked assured for a podium through Sergio Perez who had been able to keep third place the entire race. Unfortunately, an engine failure on the final few laps brought Racing Point’s hopes for third place in the constructors’ crashing down.
McLaren went from zero to hero today with a magnificent double points finish. Lando Norris took advantage on the restart making his way past the likes of Esteban Ocon to finish in fourth. Likewise, it was an excellent day for Carlos Sainz who put on an overtaking masterclass from 15th to 5th. After being able to extend the stint on the softs, younger medium rubber helped Sainz overtake both Renaults, Ferrari’s Charles Leclerc, and Alpha Tauri’s Pierre Gasly.
The latter will be left with mixed emotions today with Gasly doing an incredible stint on hard compound tyres to finish in 6th place. He was left compromised at the end of the race but was spared a late lunge from Valtteri Bottas due to a late safety car. Daniil Kvyat in contrast had a miserable day, unfortunately involved in both incidents with Grosjean and Stroll. He was able to make it back to 11th to end a very eventful day for the Russian.
Renault will be disappointed not to achieve more today with Daniel Ricciardo in 6th and Esteban Ocon in 8th. For the majority of the race it looked to be Ocon with the advantage. But as Ricciardo close the gap, the two fought which compromised them both against the likes of Carlos Sainz. Ricciardo was able to get past following the pit stops, helping the team to close the gap to Racing Point in the constructors.
Valtteri Bottas will be wanting the season to end as soon as possible. He lost position to Sergio Perez off the line and was then forced into an early tyre change due to a puncture. He attempted to extend the hards early in the race but was unable to make any sizable impact on fresh mediums. 8th place means he loses further ground to Verstappen in the drivers’ championship.
Two weeks on from Ferrari’s highs at Turkey, it was a return to normality today as the power demands of Bahrain severely hampered both cars. Charles Leclerc would finish in 10th with Sebastien Vettel in 13th. With similar power demands expected next weekend at Bahrain’s outer circuit, I expect there to be a similarly unspectacular performance.
Williams may not have achieved that elusive championship point, but should take positives after Russell finished in 12th while Latifi in 14th. Indeed, Russell had to defend from a charging Sebastien Vettel to keep 12th, albeit with a sizable power advantage with the Mercedes PU.
Alfa Romeo and Haas rounded out the final classifications. Kimi Raikkonen in 14th, Giovinazzi 15th and Kevin Magnussen 16th. Giovinazzi had been running ahead of his teammate until deciding to pit under the Sergio Perez safety car which put him firmly behind.
Last weekend played host to the highly anticipated return of the Turkish Grand Prix. It was the first time since 2011 that F1 had raced at the fan favourite Istanbul Park circuit, and it definitely delivered on the promise.
Whilst the race itself was very exciting, typically the result would make plenty of people say it was boring as Lewis Hamilton, in undoubtedly one of the best drives of his career, nursed intermediates in rapidly drying conditions for 52 laps on his way to his 94th victory. In the process, he equaled Michael Schumacher by wrapping up his seventh championship.
By half way through, Hamilton seemed to have absolutely no chance of winning the race yet somehow he passed Racing Point’s Sergio Pérez with about 20 laps to go and pulled out a lead of over 30 seconds. He claimed his seventh championship and levelled with the great Michael Schumacher at the Istanbul Park circuit is very fitting, considering the day the F1 world sat up and paid attention to the kid from Stevenage.
27th August 2006. A 21 year old Lewis is competing in the GP2 Series (what we know now as Formula 2) on the undercard to the Turkish Grand Prix, and he is locked in an intense championship battle with Nelson Piquet, Jr. Hamilton had just come off the back of a defeat to Piquet; the Brazilian had in the previous round at Budapest scored maximum points and had just done the same the day before, taking fastest lap by half a second. Hamilton was at real risk of losing the championship lead with only two races to go at Monza.
Hamilton had already made a real impression in his racing career up until that point. He had an endless amount of achievements in karting, and had won the championship in Formula Renault UK. He completely and utterly dominated in the F3 Euro Series in 2005, winning 15 out of 20 races – however things could have been much different.
Seeing the GP2 Series start up for 2005 from the remnants of European Formula 3000, Hamilton asked the higher ups at McLaren if he could make the step up to the category for that year. But the Woking-based team held their ground believing it best to continue with their mindset of having Lewis spend his first year in a junior championship, learning the ropes to then go for a title charge the following year. After much deliberation, McLaren decided to sever ties with Hamilton and the Brit had to go hunting for sponsors for the last two major events of the 2004 F3 season.
Hamilton did manage to sort sponsorship and after somehow winning the Bahrain SuperPrix F3 race after qualifying last and making his way through in both the qualifying race and main race, he reunited with McLaren and stuck to F3 for the following year. After dominating the championship, he then got his wish to go to GP2 and immediately hit the ground running.
In only his third event, Hamilton took a double victory at the Nürburgring which, when you consider the second race of the weekend’s starting order is the reverse of the previous race’s top eight finishers, is very impressive. He then took a win at Monaco and another double victory at Silverstone. He had been making a habit of pulling off some audacious manoeuvres and charges through the field.
But the momentum before the Sunday of the Turkish Grand Prix had swung in favour of Piquet. As a result, Hamilton had clearly realised that drastic measures were in order. He asked for his mechanics at his GP2 team, ART Grand Prix, (responsible in recent years for taking the likes of Charles Leclerc and George Russell to championship success in the lower formulae) to trim his car’s aerodynamics down to the bare minimum. It was the sort of setup you typically would expect at Monza.
The team thought Lewis had gone nuts in desperation to cling on to some hope of keeping his championship fight alive, knowing that he would most likely spin. They were definitely right to have that fear.
At the start of the race, Hamilton held his starting position of P7 and tried to challenge Piquet who had managed to pass him at the start, nearly coming to blows at turn seven. Lap two however was when the inevitable happened as Lewis took to the kerb at turn four and spun, dropping to P19. Most people would have accepted that it was over at that point. Everyone, it seems, but Hamilton.
Hamilton had found that limit and set to work trying to salvage whatever result he could. Immediately he passed Ernesto Viso at turn seven, interlocking his front left with Viso’s rear right in the process and then getting another free position when Fairuz Fauzy hit trouble. This was only the beginning.
It didn’t matter where. The turn nine chicane before the long flat out straight and kink; doing the up and under at the series of slow speed corners ending the lap; the blind crest at turn one; the outside of turn three which turned to the inside of turn four – you name it, Hamilton passed there. He had found that sweet spot where he could drive an undoubtedly nervous car on the edge and in around ten laps from when he spun, Hamilton was now in the top five and could see his rival Piquet up the road.
You have to realise, this was a field full of drivers who would go on to be very successful. Along with Hamilton and Piquet who would both end up in F1 in the following years, you also had other F1-bound talent like Timo Glock, Lucas di Grassi and Vitaly Petrov. Future sportscar drivers such as Nicolas Lapierre, Mike Conway and Gianmaria Bruni (who raced in F1 with Minardi in 2004), and even Lewis’ teammate Alexandre Prémat would go on to win last year’s Bathurst 1000 Supercars flagship race with Scott McLaughlin. These drivers were no slouches by any means.
With eight laps to go, Hamilton would pull off the divebomb to end all divebombs on Piquet into the hairpin near the end of the lap. Then the following lap, he tried to do the same to Timo Glock but he put up a good fight, which would not be entirely notable if it wasn’t for the fact that to this day, people are still out for Glock’s head as he supposedly couldn’t put up a good enough fight to deny Hamilton his first F1 championship in 2008.
Glock’s defending from turn 13 up until about turn four meant Piquet got back through, but Hamilton pulled off another spectacular out-braking move at turn 13 and got around the outside of Piquet, even nudging Glock going around turn 14. Still finding himself behind the German, he set himself up heading onto the penultimate lap to finally pull off an overtake and solidify his position and was set for a podium finish after being as low as P19!
But was he done there? Yeah, right! Hamilton had only two drivers ahead of him, race leader Andreas Zuber and second place Adam Carroll. He set the fastest lap of the race heading into the last lap and caught Carroll by four tenths of a second in the first sector alone. Heading into the flat out section on the last lap, he ducked into Carroll’s slipstream and sent one up the inside of a defenceless Northern-Irishman. Zuber rounded the last corner to win but just under three seconds later, Lewis Hamilton crossed the line to finish second.
The F1 press room had been exploding with media standing up in amazement, along with the entire F1 paddock. Lewis Hamilton was probably only one or two laps away from actually winning, This race was an early indicator of Lewis’s race craft, but more importantly and perhaps way underrated, his intelligence and confidence to adapt his driving to suit the setup. This would only be the tip of the iceberg as to what was to come for the Brit.
Hamilton would go on to wrap up the GP2 championship, and the rest, as we know, is history. For anyone who followed Hamilton throughout his junior career, his F1 success should come as no surprise. Fast forward to 14 years later, he’s now statistically speaking one of the greatest of all time, level on championships with the great Michael Schumacher. Yes he’s had the best car for a long time, but you don’t maintain this level of dominance for so long without being one of the best. Hamilton is well and truly up there with the likes of Senna and Schumacher, and deservedly so.
The Emilia Romagna region in Bologna plays host to round number 13 of the 2020 championship this weekend, as F1 makes a welcome return to Imola.
Having last appeared on the Formula One calendar 14 years ago, the 4.9 kilometre rollercoaster of a circuit has undergone several incarnations in its 40-year F1 history, for some reasons more pertinent than others.
The deaths of Ayrton Senna and Roland Ratzenberger in the same weekend in 1994 rocked the world of racing, and left us with indelible and painful memories that, in many ways, have helped shape F1 into what it is today.
Having said that, we have seen plenty of other reasons to remember this track, and the high-speed, flowing and alluring nature of the track is certainly one of them. Michael Schumacher’s various different pole position laps are ample example of that.
And with this current generation of Formula one cars, which will of course be replaced at the end of next season, this track will surely provide all the thrills and spills we have already witnessed over the course of the 2020 season.
Surprise podiums and race winners have joined surprise additions to the calendar this season, and Imola was certainly one of said surprises. Last week in Portimao was a one-off race that we were left extremely grateful for.
Off the back of an outstanding weekend at the Algarve, Imola has a fair bit to live up to, and how Lewis Hamilton would love to take his 93rd win and claim victory at the 29th circuit in his career.
But not only is this a different track – it is a different weekend. If I may cast your minds back to when this race was announced in July, it was confirmed that it would be a two-day weekend, and here is how it will work.
There will be one practice session on Saturday morning, and as such the drivers will have 10 sets of slick tyres available as opposed to the 13 they are accustomed to. Qualifying and the race will go ahead as usual, but there will be a larger gap between practice and qualifying to allow for consultation between the teams and the FIA to consider any suggested changes.
Will this have any bearing on performance? Probably not, but it will be a test of adaptability to slightly different racing conditions for the drivers, and this may provide more shock results, such as McLaren and Renault podiums, and who can forget Pierre Gasly’s remarkable win in Monza a few weeks ago?
And speaking of the Frenchman, he has this week signed a new contract for 2021 with his Alpha Tauri team, who also completed some pre-season testing at this track prior to the season’s start.
As for who is really expected to perform well though, it is rather interesting. Imola has a decent amount of straights, but the highly technical corners and chicanes littered around the place provide plenty of banana skins for the drivers to negotiate around, and this will provide the opportunity for Red Bull to close up to Mercedes.
Couple that with the fact that Ferrari, McLaren, Renault Racing Point are all showing marvellous signs of rapid improvement, this weekend could provide a mega battle for the podium, if not for the win.
That top spot, however, is expected to be taken by Lewis Hamilton, and at the scene of the tragic accident that claimed his hero Senna, a 93rd win here would be on of the most personally significant of his career.
Climate change is undeniably one of the biggest issue facing our planet today, with every sector of society having a responsibility to help tackle greenhouse gas emissions. Motorsport is no different. For Formula One, being the pinnacle comes with huge pressure to stay up to date with modern technologies, and gives them a duty to lead the way in tackling climate change. So what are the F1 teams and the FIA doing to provide a shining example to other categories?
Below is my assessment of each team and F1 as a whole based on emissions both at and away from the track, covering areas from transportation, to the impact of the food served in the factories.
In recent years Mercedes has been the figurehead of F1, achieving 6 (soon to be 7) constructors titles in a row. This on-track success and ambition refuses to be outdone by their sustainability ambitions. In 2018, Mercedes calculated that they released 20,000 tonnes of carbon into the atmosphere. By 2022, they aim to have halved this to 10,000 tonnes. Being an F1 team means that there are certain to be some emissions that simply can’t be avoided. Mercedes claim that they will use gold-standard offsetting to help eliminate the impact of these (carbon offsetting is investing or taking part in projects that have a positive impact on the environment).
Mercedes’ high-tech Brackley factory already uses renewably sourced energy to power all its operations from the wind tunnel to the data simulation centre. However, the Brixworth Technology Centre (where they develop their engines) uses at least fifty percent renewable energy, using solar panels and an on site Combined Cooling, Heating and Power (CCHP) Plant (a plant that uses an efficient gas engine to generate electricity for cooling heating and power. This is renewable so long as the gas fuel is a renewable gas such as hydrogen, biogas, syngas, or biomethane. Mercedes provided no information as to the gas used although as they count this as a renewable source of energy, you would assume they do use one of the gasses mentioned above). For any outsourced energy, Mercedes have committed to switching to 100% renewably sourced energy over the course of 2020.
The food industry is one of the leading causes of greenhouse gas emissions, from flatulent cattle to transporting spices across the globe. In Mercedes cafeterias, they claim that they will eliminate the use of all single-use plastics. However, what they fail to mention is how much red meat is consumed, which being one of the most polluting food sources on the planet, is important to try and reduce where possible.
Nothing can seem to separate Mercedes from the top on track, but off track they are also leaders, aiming to be carbon neutral by the end of 2020. On the whole, they have some very impressive ambitions and are already putting in place measures to achieve them.
Ferrari are often seen as the F1 traditionalists. However, this perception is not necessarily justified when it comes to sustainability. 87% of the energy used at Maranello is generated by their trigeneration (also known as CCHP, like Mercedes has) plant, with 95% of the remaining energy sourced from certified renewable sources. Ferrari’s team headquarters comply with the New Zero Energy Building Protocol (this means the energy they use is approximately equal to the renewable energy they create). Maranello, along with Mugello, also has the 2016 ISO 14001:2015 certificate, which is a certification that shows they abide by the ISO standards.
Across their European fleet, Ferrari succeeded in reducing their CO2 emissions by 35% compared to 2007 levels, despite growing significantly as a business in that time. By the end of 2020, they hope to have reduced this by a further 15% compared to 2014 levels.
Ferrari provided no information about catering operations.
It appears that Ferrari are moving with the times, recognising the importance of being more sustainable, whilst also trying to continue growing as a company. At times, this leads to some concerning decisions, but largely, Ferrari are looking to move in the right direction.
Red Bull, Racing Point, Haas and Alpha Tauri:
Disappointingly, a number of teams provided absolutely no information on their sustainability goals and failed to respond when questioned. As a result, Red Bull, Racing Point, Haas, and Alpha Tauri can’t be assessed and all receive the same grade.
On a more positive note, McLaren’s sustainability is one of the best in the sport. In 2011, it was announced that McLaren were the first ever Formula One team to go carbon neutral, receiving the FIA Sustainability Accreditation Award in 2013, with them being awarded the highest honours of the FIA Environmental Certification framework every two years since (most recently in February 2020). McLaren also work with the Carbon Trust to make sure their facilities comply with the ISO 14001, which requires them to have an effective environmental management system.
By changing all Halogen Bulbs to LEDs , McLaren save 13,000 KwH of electricity each year, greatly reducing the amount of energy they require. The team also utilise the lake outside the MTC to help control the temperature and reduce the need for cooling towers. 100,000 trees and shrubs have also been planted around the factory.
McLaren have made sustainability an integral part of their company and have achieved some very impressive, and very pleasing environmental goals as a result.
Renault are one of the most iconic teams within Formula One, mainly thanks to their success in 2005, and 2006 with Fernando Alonso. However, their sustainability goals certainly aren’t iconic.
When it was announced in 2019, Renault welcomed Formula 1’s aim to be Carbon Neutral by 2030, whilst also announcing their own Social and Sustainable Impact Program. Since then, they have not expanded on what this program entails, nor do they have any more information on their own environmental impact available online. Accepting Formula 1’s Carbon Neutrality plans should be the bare minimum, but at least they have come out and made a statement regarding it.
Alfa Romeo has to be one of the biggest surprises of all the Formula One teams. Since 2011, the Sauber Group has known its entire carbon footprint and fully compensated for it! In 2014, they struck up a partnership with Carbon Connect AG that allows them to calculate its annual carbon emissions, whilst also supporting reforestation projects in South America.
When broken down, over 80% of the teams’ overall emissions are caused by the transportation of equipment to and from the races, whilst fuel for tests and races account for just less than 1%. Energy and electricity make up 4.5% of all the teams carbon emissions. Alfa Romeo offsets all of this.
At the company headquarters in Hinwil, the car park is roofed by 2200 square meters of solar system that provides enough electricity to power 44 homes cleanly. ABB will also install a state-of-the-art fast-charging system for the increasing number of electric car using employees. They intend to power this station with the solar power they already generate.
Whilst Alfa Romeo make no mention of their catering facilities, you can’t overlook their amazing achievement of fully compensating for their annual carbon emissions since 2011.
The last team to cover, Williams, are by no means the least. Recording and reporting their carbon footprint on a regular basis, Williams were the first sports and entertainment company in the world to join the Carbon Disclosure Project. This has allowed them to identify areas in which to improve, and set, and assess targets based on them. As a result, Williams’ Carbon Footprint has decreased by 18% in just two years.
Clearly, Williams are showing some positive signs of progression and appear to be taking the issue of sustainability very seriously.
Formula One has a responsibility to ensure that all the teams involved are on the path to a sustainable future. Collectively, F1 aims to ensure all events are sustainable by 2025. This will see the elimination of single use plastics and all waste being either reused, recycled, or composted. F1 will also provide fans incentives and opportunities to reach the races in a greener way.
By 2030, F1 aims to have a net-zero carbon footprint. They plan to do this by: ensuring they use ultra-efficient logistics, having 100% renewably powered offices, facilities, and factories for all teams to have a net-zero footprint.
In an entire race season, approximately 256,000 tonnes of CO2 is generated. 45% of this comes from logistics, whilst 27.7% is from business travel. A further 19.3% of this Carbon is from facilities and factories, whilst 0.7% comes from the power units themselves. The remaining 7.3% comes from event logistics which includes support races, broadcasting, Paddock Club operations etc. They aim to have reduced all of this to net-zero by 2030.
Formula One itself has some ambitious, yet achievable targets that ensures that it, and all the teams involved, will be sustainable and have a minimal impact on our environment at a time where we all have a duty to look after our planet.
In summary, McLaren and Alfa Romeo are leaders of minimising environmental impact, Formula One has some impressive and promising targets for all its teams, but there is a disappointing lack of information from certain other teams. Reducing our environmental impact is crucial to ensuring our planet survives for centuries after we’ve gone and it’s vital we act now whilst it is still in our control.
This weekend Formula One heads to the mighty Nurburgring for the 2020 Eifel Grand Prix. As it’s been seven years since F1 last raced at the Ring, we’re throwing things back to its most recent visit—the 2013 German Grand Prix.
Taking a quick glance down the grid, 2013 doesn’t look too far removed from present-day F1. There are seven drivers from 2013 that are still racing in F1 today: Lewis Hamilton, Sebastian Vettel, Kimi Raikkonen, Valtteri Bottas, Daniel Ricciardo, Romain Grosjean and Sergio Perez (or eight, if you include Racing Point stand-in Nico Hulkenberg).
Of those that aren’t, Fernando Alonso will be returning next year, and it wasn’t that long since we last saw the likes of Felipe Massa, Jenson Button and Nico Rosberg either.
But of those seven drivers still in F1 today, only Hamilton at Mercedes is still with the same team as in 2013. Back then, Vettel was still the reigning champion at Red Bull-Renault, while his future Ferrari teammate Raikkonen was in the second year of his F1 comeback partnering Grosjean at Lotus.
Meanwhile, Bottas was a rookie at Williams, Perez was enduring his ill-fated McLaren season, and Ricciardo was still cutting his teeth in a Ferrari-powered Toro Rosso before his Red Bull break a year later.
As for F1’s current crop of drivers, the likes of Carlos Sainz, Esteban Ocon and Alex Albon were all racing in Formula Renault categories in 2013. As for Max Verstappen, Charles Leclerc, Lando Norris and George Russell, they were all still in karts.
One thing that will be familiar for today’s F1 viewers is that the 2013 German Grand Prix started with Hamilton on pole for Mercedes. However, the Mercedes W04 was a far cry from the juggernauts that its turbo-hybrid successors would be.
The W04 was undoubtedly fast, and between Hamilton and Nico Rosberg had taken six of the season’s nine pole positions at that time. But a common theme of 2013 was Mercedes qualifying well only to struggle with tyre temperatures early on in the race and fall back through the field.
And that’s exactly what happened at the Nurburgring, as Vettel and Mark Webber (starting from second and third respectively) both got the jump on Hamilton into Turn 1. Meanwhile, Hamilton dropped back behind Grosjean and Raikkonen, whose James Allison-designed Lotuses were famously very gentle on their Pirelli tyres compared to the Mercedes.
With Vettel and Webber’s pace out front, Red Bull looked set for another 1–2 finish. But that fell apart when Webber came in to change tyres on lap 14 and left his pitbox with his right-rear not properly attached.
As Webber got away, the wheel detached and bounced down the pitlane—it hit FOM cameraman Paul Allen, who suffered a broken shoulder and cracked ribs and was taken to nearby Koblenz hospital for treatment. Allen later recovered fully and Red Bull were given a €30,000 fine for the incident.
Webber was able to rejoin the race, as he stopped just outside his pitbox and was promptly wheeled back and fitted with new tyres. But when he returned to the track he was a lap down on Vettel, while Grosjean and Raikkonen were closing in after setting multiple fastest laps.
On lap 23 the safety car was deployed when Jules Bianchi had to stop his Marussia with an engine fire. This allowed Webber to get back onto the lead lap. But after making initial progress when the race resumed, Webber then got stuck behind Sauber’s Esteban Gutierrez for ten laps, and was forced to make another stop after eating through his tyres trying to get by.
Raikkonen took the lead of the race on lap 41 when Vettel and Grosjean both made their third stops, and Lotus extended his stint until lap 49. This left Raikkonen with much fresher soft tyres for the final laps of the race and gave him the best chance of hunting down Vettel for the win. With this and the championship in mind (Raikkonen was then third in the standings behind Vettel and Alonso), Lotus instructed Grosjean to let the quicker Raikkonen by for second.
But despite his pace, Raikkonen was unable to stop Vettel taking his first home Grand Prix victory. The win was also the 30th of Vettel’s career, making him only the sixth driver in F1 history at the time to score more than 30 wins (the others being Michael Schumacher, Alain Prost, Ayrton Senna, Fernando Alonso and Nigel Mansell).
Raikkonen finished second and Grosjean third ahead of Alonso. Hamilton’s race stabilised in fifth, while Webber recovered to seventh between the McLarens of Button and Perez. Rosberg and Hulkenberg rounded out the points for Mercedes and Sauber respectively. Williams had looked set to finish in the points in what was their 600th Grand Prix, only for wheel gun problems in the pit stops to drop Pastor Maldonado and Bottas down to 15th and 16th place respectively.
The 2013 German Grand Prix was an enthralling race, but it was also a fascinating look back at F1’s recent history. It shows a Sebastian Vettel at his peak en route to a fourth consecutive World Championship. It shows the early signs of the Mercedes success to come, back when Lewis Hamilton only had one title and 21 wins to his name.
But more importantly for F1 today, it shows that the Nurburgring can provide some excellent racing and drama throughout the field, which can only bode well for the Eifel Grand Prix on Sunday.