This is a post that I should have written at the end of last season, but didn’t get round to before deciding to go on hiatus. Many of these points will have been made before, and it may be a bit past its sell-by date — but here it is anyway.
I am in awe of what Red Bull Racing achieved last season. In one sense, it should all be so easy. They have the best designer in Adrian Newey. And they have one of the best drivers in Sebastian Vettel — and Mark Webber is pretty handy too.
But those elements were in place in previous years too. Plus, it is easy to forget that Adrian Newey has not been involved in a championship victory since 1999.
Vettel, too, was by no means a shoo-in for the championship. It took a fairly bizarre set of circumstances for the Abu Dhabi Grand Prix to go his way. And it was a tall order for him to become the youngest ever world champion.
The truth is that the achievements of Red Bull Racing and Sebastian Vettel are massive. Red Bull is a soft drink company. Yet they have shown world-class car manufacturers and experienced grand prix teams how to do it.
When I grew up watching Formula 1 in the 1990s, the talk was of F1′s “big four”. These were the dominant teams: Benetton, Ferrari, McLaren and Williams. Between 1979 and 2008, no-one outside of the big four won the Constructors’ Championship (if you account for the fact that Benetton became Renault).
In the past two years, there has been a breakthrough. The stranglehold was broken, first by the Brawn team in its first — and only — year in F1; an unprecedented achievement. But, impressive though its achievements were, the Brawn team could trace its history in F1 back to Tyrrell’s first grand prix in 1968.
In a way, therefore, Red Bull’s achievements are even more extraordinary. Although Red Bull (much like the Brackley-based Tyrrell-BAR-Honda-Brawn-Mercedes squad), bought an existing team, this team in much younger. Originally set up as Stewart Grand Prix in 1997, it took 14 years for this team to win a Championship having been set up from scratch.
Red Bull truly is part of a new generation of championship winners. The next-youngest championship-winning team is Benetton / Renault, originally set up as Toleman in 1981.
A hat must go off to Paul and Jackie Stewart for their roles in this. I have heard it mentioned in passing once or twice, but I am surprised that more has not been made of it.
The Stewarts expended great efforts to set up their grand prix team, and against all the odds they achieved great things in the short three year lifespan of the team. Despite the best efforts of Ford to run the team into the ground with its misguided Jaguar Racing venture, the team has since gone on to achieve even greater things as Red Bull.
So hats off to Paul and Jackie Stewart. And hats off to Dietrich Mateschitz, Adrian Newey, Christian Horner, Sebastian Vettel and everyone else inolved in Red Bull Racing’s amazing achievement.
I love the Brazilian Grand Prix. It is a unique circuit — not only anti-clockwise, but uniquely short in the same way you might think of Spa-Francorchamps as being uniquely long.
It is also special because it has now comprehensively replaced Suzuka as the proper place to settle a World Championship, particularly due to its useful time slot. It is on prime time on European television. That is another unique aspect of Brazil, due to the lack of North American races this year.
So it was most fitting that Jenson Button managed to seal the deal in Interlagos, even when it seemed further out of his grasp than ever. A disastrous qualifying session sent us off the scent. The only saving grace was that Vettel’s was almost as bad. But his main rival Barrichello was on pole at his home race.
Unfortunately for Barrichello, he never gets any good luck at Interlagos, even when he is doing well. I will never forget the tragedy of his car breaking down in 1999 while he looked like he could win the race driving for Stewart. His bad luck struck again.
After a strong first stint which he led with relatively little challenge, he somehow managed to lose the plot by failing to push hard enough at the start of his second stint, handing the lead to Mark Webber. Later in the race came his tangle with Lewis Hamilton, which resulted in a puncture for Barrichello.
(Apparently Lewis Hamilton can’t go to Interlagos without having an eventful time. Hats off to him for ploughing his way up to a 3rd place finish from 17th on the grid.)
In normal circumstances, therefore, we would normally be talking about Mark Webber’s fabulous win. And Pink Peril was right to point it out in the comments to my previous article. Mark Webber did a great job — the one person who managed to do well in both qualifying and the race.
He certainly had a better weekend than the Red Bull driver who needed it, Vettel. It was suspected that Red Bull would do well thanks to the “testing” Webber was able to do at Suzuka. Sadly we didn’t see much of Webber’s race because the television cameras were more focussed on the Championship protagonists.
As for the Championship winner, Jenson Button, I would say he had the race of his season — possibly even the race of his life. It really is as though his bad qualifying performance gave him the kick up the backside he needed. I read one story today which said that after his poor qualifying, he texted his mum to say, “Don’t worry mum, we’re going to kick some butt.” She replied, “Good, go and kick some butt.”
It was as though a barrier had been passed. Button was no longer defending his lead, as he had been since the start of the season. The tide had turned so far that he now had to attack to win. And attack he did!
His aggressive and ballsy driving was captivating to watch. He was already 9th by the end of lap one. Once the Safety Car period was over, he was ready to line up Romain Grosjean, and in the process took a risk by going round the outside. I thought Grosjean did a solid job when racing side-by-side for two or three corners against Button. Button put a lot of faith in the inexperienced Grosjean not to do something silly. But both came out of the fight looking good.
Within a lap, Button got past Kazuki Nakajima in a rather risky move at the Senna S. Several laps later, also into the Senna S, he finally got past Kamui Kobayashi who was in his first race. After that, as the pitstop strategies shook out, Button found himself looking good.
There has been some criticism of Kobayashi’s driving, particularly weaving in the braking zones. Certainly he pushed it too far later on in the race when he was involved in a high-speed accident with Nakajima. But his defensive driving against Button impressed me and suggests that Kobayashi has promise, even though he wasn’t particularly good in GP2 (like Nakajima).
While there was some decent racing going on for most of the race, the majority of the action came on the first lap which was rather crazy. My theory is that they just decided to do a Wacky Races thing because it was on prime time.
First there was the accident which brought an end to the races of Adrian Sutil, Jarno Trulli and Fernando Alonso. Alonso was so placid about it that the BBC’s commentators did not even notice him at first. He just trudged nonchalantly into his lift. I sense that he really has just been going through the motions, awaiting his big chance in a red car before exerting himself once again.
Little wonder Alonso went by unnoticed, because Jarno Trulli was running up to Sutil and gesticulated in quite a threatening manner. I am struggling to remember the last time I saw a driver so angry. It looked like it was going to turn into this sort of moment!
I am struggling to see what Trulli was so worked up about. Maybe Sutil could have left Trulli some more room, but I think Trulli was optimistic trying to overtake him there anyway. And it is not as if Sutil drove into Trulli. In fact, before Trulli loses control of his car you can see Sutil clearly make an attempt to steer away from Trulli to give him more space.
It was a racing incident in my book. But the accident that resulted was quite a high-speed one, which I guess is why Trulli was so rattled.
Then there was the pitlane fire, when Heikki Kovalainen drove off with the fuel hose still attached. It wasn’t Kovalainen’s fault — he was instructed to leave, but the fuel hose was still attached.
I really am confused as to why we get so many more of these incidents these days. I can’t remember ever seeing a driver leaving with his fuel hose still attached until Jenson Button did it at Imola in 2006. Since then there have been several, from Christijan Albers (who was effectively sacked for it), to Massa in Singapore last year and Alguersuari in Singapore this year, to Kovalainen now. And I’m sure there are one or two more that have slipped my mind.
The increasing frequency of these incidents is quite alarming, particularly when so much attention was given to Ferrari’s pit lane incidents in 2008. Surely teams and drivers must be more aware than ever of the possibility, and it is just bizarre that it keeps on happening over and over again now.
Massive, massive kudos to Kimi Räikkönen for driving through the fire which resulted from Kovalainen’s premature pit box exit. The fuel was more or less being sprayed into his face, and flames briefly exploded all around him. Yet he kept his foot down and kept driving.
After the race, he said his eyes were still burning! Yet he plodded on. As far as I’m concerned he could have been blinded by that sort of thing. He must have huge balls. And people say he doesn’t have motivation.
One last thing to mention — Robert Kubica. He finished 2nd, his best result of the season, after starting 8th. He had a great restart when the Safety Car pulled in — he was right on top of Nico Rosberg and passed as soon as he could. I am sorry that Kubica has not been able to show more of his talent this year. I hope Renault can build him the car he deserves.
Next we head to the brand new circuit in Abu Dhabi. The last time the Championship was decided before the final race of the season was in 2005. Then we were treated to one of the best Grands Prix there has ever been, the breathtaking 2005 Japanese Grand Prix. Maybe the same end-of-term atmosphere can spice up Abu Dhabi, which aside from the gimmicky pitlane exit looks like it will be another bland Tilke operation.
I had planned on my next post being the second part of my driver rankings. Unfortunately, real life events have intervened. In the meantime, events have overtaken me as Formula 1 was hit by a huge news story on Friday — Honda’s sudden withdrawal from the sport.
Now, normally such an announcement wouldn’t raise too many eyebrows. Ever since I started watching Formula 1 in the mid-1990s, I have watched teams and manufacturers come and go on a regular basis.
I saw Renault withdraw from the sport as engine supplier to Williams and Benetton in 1997, only to return as a fully-fledged constructor when they bought the Benetton team just a few years later in 2000. Ford came to the party when they bought the Stewart team in 1999, only to leave the sport entirely a few years later in 2004. Peugeot left the sport in a huff at their own lack of success in 2000, having only joined the circus in 1994.
I learnt quickly, therefore, that manufacturers’ interest in F1 is almost always transient. For every Mercedes that appears fully committed, there are a handful of Renaults and Hondas who will enter and exit the sport according to the wind direction.
Honda’s announcement was shocking partly because of its suddenness. The speed with which the decision was taken is made clear when you read James Allen’s account. There is also the fact that at the start of this year Honda owned not one but two F1 teams. Now they have dramatically trimmed right back to zero, and will not even offer an engine supply to any teams next season.
There is also the fact that Honda were massive spenders in F1. This appeared to signify a magnificent commitment to the sport, despite the relative lack of success. But the flipside of this is that it made Honda an absolute laughing stock within the sport.
The huge amount of money the Honda F1 team spent also made it more vulnerable to the red pen of the bosses. No other manufacturer will save as much money by axing their F1 team. It may be true that Honda’s withdrawal is for political reasons, as former BAR-Honda driver Jacques Villeneuve posits. But it is Honda’s huge costs, coupled with the utter lack of success, that made it vulnerable to such political manoeuvring.
As such, the withdrawal of Honda is not such a shock when you think about it, even though I wouldn’t have predicted it. Moreover, Honda is not a fixture of Formula 1 like Ferrari, or even Mercedes. The current incarnation of the Honda F1 project only got the nod in 1998, and even then it was quickly reigned in to become a mere engine supply deal with BAR. Honda bought the team when tobacco sponsorship left the sport just a few years ago. Despite having run a team in the 1960s, and the huge success of the corporation as an engine supplier in the 1980s, an F1 institution it is not.
What makes people worried, though, is the economic climate in which this news has come. Whereas Ford found a buyer for Jaguar Racing easily enough in Red Bull in 2003, buyers for Honda will be thin on the ground due to the lack of credit that will be available to interested parties.
Next season’s Formula 1 calendar has already lost two races — Canada and France — and China and both German circuits currently in use have recently warned that they may not hold races for much longer. Again, it all comes down to money, with circuit owners being unable or unwilling to pay Bernie Ecclestone’s fast-increasing costs of staging a grand prix at the same time as attendances are tumbling.
Meanwhile, car sales are in freefall on a global scale, with a number of large car manufacturers seemingly in serious financial danger unless drastic action is taken. In the backdrop of these events, participation in motorsports looks like an extravagance. Even if the old “win on Sunday, sell on Monday” mantra holds true in normal times, right now western consumers are tightening their belts meaning that any increase in sales may be too small to be justifiable.
As such, Honda’s withdrawal is seen as just another sign that Formula 1 faces a crisis. We have a slimmed-down calendar that relies increasingly on flyaway races away from the sport’s European heartland to help pay CVC’s bills, and no races in the vitally important North American market for the first time in five decades.
Now there is a slimmed-down grid of just 18 cars — a number that is getting smaller. When you consider that the 2008 season was originally destined to contain 24 entries, F1 has essentially lost a quarter of its teams in a matter of months. Formula 1 is beginning to look like a shadow of its former self.
Now the question everyone is asking is, “who is next?” Initially the finger pointed at Toyota. Many pointed out that Toyota are only really in F1 because Honda were there. Toyota are also, like Honda, huge spenders with little to show for it.
But Toyota quickly put the lid on the speculation by issuing a statement that appeared to affirm their commitment to F1 — although, as James Allen pointed out, the word “currently” in front of “committed” looks like a carefully worded way to give them an easy exit should things take a turn for the worse. After all, if Honda’s decision was so sudden, why would a decision from Toyota not be?
BMW and Mercedes-Benz have both also affirmed their commitment to F1. But one manufacturer has spoken with a deafening silence.
I always suspected that the first manufacturer to go would be Renault. Its CEO, Carlos Ghosn, is said to be sceptical of motorsport participation, and there has been a question mark over the team’s future ever since he joined Renault in 2005. Besides which, Renault’s history in F1 has shown that it will come and go as it pleases.
Even though some news websites have reported that Renault is committed to F1, I have seen no quotes which the other manufacturers have been happy enough to provide. Was the media palmed off with a stock answer from a Renault spokesperson?
Meanwhile, rumours circulate around Red Bull. Dietrich Mateschitz recently re-bought Gerhard Berger’s 50% stake in Toro Rosso, but many think he did this so that he could sell it more easily. But with billions to play with and no car sales to drop off a cliff, I see little reason why he would pull the plug on both teams.
Williams has been perceived to be in a vulnerable position for a few years now. It is the last brave privateer team that is in it not to sell cars and not to sell drinks, but purely for the love of racing. It has been hit hard, but it doesn’t have to be seen to be reducing costs for political reasons like the manufacturers have to. Ironically, Williams may be safer than some of the manufacturers now.
We will just have to wait and see. It’s clear that Formula 1 is currently undergoing a massive change. Could the ground be being laid for a return to a privateer era? If so, you won’t find me complaining too much, no matter how painful the current events are in the medium-term.
Okay, so it’s not from the vaults, it’s from my attic.
I just happened to mention in passing to “me” from Sidepodcast on Identica the short-lived F1 magazine GPX. He asked me to upload it so that he could see what it was like, so I took photos of the two issues of GPX I own and uploaded them to Sidepodcast’s Dropio. I hope the people at Haymarket don’t mind too much. But this is over ten years old and it obviously didn’t make them much money at the time, so…
Issue #4 was the final issue of GPX. Obviously Haymarket had high hopes for it, and I even remember seeing posters in the window of a WH Smith advertising it. The magazine totally tanked though.
Originally designed to be a “laddish” magazine, issue #4 shows some signs of desperation with features designed to appeal more to females, including the “Top 20 sexy F1 drivers of all time” and a “hunky” poster of Mika Salo. Stuart C from F1 Racing has a bit more on GPX over at Sidepodcast here and here.
The magazine as a whole has slight shades of The Red Bulletin and Sniff Petrol. In fact, GPX might actually have had a chance if it was as consistently funny as Sniff Petrol…
While I was rummaging for those issues of GPX, I found some other interesting old F1 magazines and various other bits and pieces. Most of these almost certainly came free with F1 Racing. Click below to see what I found.
About a month ago Craig at Craigblog wrote a post about F1 merchandise. It was quite a coincidence because at the same time I was on the verge of buying the first piece of F1 merchandise I had bought for a very long time.
Since the turn of the decade I have watched Formula 1 pretty much as a neutral. Of course, I prefer some teams and drivers more than others. In case you’re wondering, my favoured teams are BMW, Red Bull, Renault and (at a stretch) McLaren. Out of the drivers, I like Räikkönen, Heidfeld, Kubica, Alonso, Coulthard, Webber, Barrichello and (at a stretch) Kovalainen.
When I was younger my attention was grabbed by Stewart Grand Prix. Jackie Stewart’s was a famous name that I could latch onto, and the Scottish iconography appealed to me as a young Scot. I also loved the fact that they were a new team, seemingly with the odds against them, but did a fairly solid job.
Rubens Barrichello’s drive to 2nd in Monaco in 1997 was exciting to watch, and for a second I thought they were going to win when Michael Schumacher briefly ran off the road at Ste Devote. Mostly though 1997 was a year fraught with reliability problems. 1998 brought a further dip in form.
But the 1999 season as a whole was brilliant for Stewart GP as Barrichello once again shone. Who could forget Barrichello leading at the Brazilian Grand Prix? And then Johnny Herbert took a fantastic win at the Nürburgring. This team was only three years old, yet was in a position to fight for good points hauls, finish 4th in the championship and even win a race. That’s more than the team’s subsequent owners, Ford (as Jaguar) and Red Bull can say for themselves.
Besides Stewart, I developed a soft spot for Jordan. I loved the way they came back from a disastrous start to 1998. Halfway through the season they hadn’t even scored a single point. Then things started to look up during the British Grand Prix. I can remember watching a fly-on-the-wall documentary about Jordan’s 1998 season. Eddie Jordan was nervously pacing around the Jordan pit area mumbling, “I need this feckin’ point… Come on, I need this feckin’ point so much.” He got that feckin’ point.
Just a few races later Jordan Grand Prix scored a magnificent 1–2 in Belgium, with Damon Hill heading Ralf Schumacher. It was the team’s first win and it ushered in a new, though fleeting, era of competitiveness for the team.
The 1999 season was a joy to watch, not only for Stewart but for Jordan and Heinz-Harald Frentzen in particular. The German driver took an amazing six podiums including two wins, particularly memorably in France. For a long while it looked as though Frentzen was a genuine championship contender, though in the end it was not to be.
In retrospect, the work the Jordan team put into the 1999 season diverted their attention away from the future. Ian Phillips said as much in the latest Inside Line podcast — the championship run burnt the team out, and they never recovered.
In subsequent years the Jordan team drifted ever further into mediocrity and it became more and more difficult for me to like the team. 2003 was particularly painful. Giancarlo Fisichella took a flukey win in Brazil, but that disguised a truly awful season in which the team otherwise scored the miserable total of three points. If the previous year’s scoring system would have been in use, the win would have been their one and only points score.
To compound matters, in 2003 Eddie Jordan got into a needless legal fight with Vodafone which he was seemingly never going to win. From then on Jordan struggled financially. That team is now known as Force India and has had four different owners in the past five years.
However, the late 1990s were great Jordan-supporting days. And along with supporting the team comes the merchandise. I had two Jordan caps (one generic Jordan and the other Damon Hill, mimicking the Hills’ famous helmet design). I also had a Damon Hill t-shirt that commemorated the “place in history” that Hill took by taking the first win for the Jordan Grand Prix team. I also have a 1:43 diecast model of Damon Hill’s Jordan 198, the car he drove in 1998 and helped secure Jordan’s famous 1–2 in Belgium.
That is not the only F1 merchandise I bought when I was younger. I also had an Orange Arrows cap. I think I got it because I liked the colours. I am sometimes surprised to see people still wearing Orange Arrows gear from time to time, around six years after the team folded. I also had a rather colourful Ferrari t-shirt commemorating their 1999 Constructors Championship victory. What can I say? The folly of youth.
In addition to the Damon Hill 1:43 diecast, for a period of five years I decided I was going to collect 1:43 scale models of every single Formula 1 world champion. So in 1998 and 1999 I bought two Mika Häkkinen McLarens and from 2000–2002 I bought three Michael Schumacher Ferraris.
To spice things up a bit I bought models of Alberto Ascari’s 1952 Ferrari 500 F2 and Nelson Piquet’s 1981 Brabham BT-49C. But I got bored after that.
Grand Prix Legends were looking for excuses as to why diecast models don’t sell so well nowadays. I think the reality is that 75 quid for a 1:18 model that will only gather dust on a shelf is a bloody rip-off. Back in the day I think I spent around £20 per 1:43 model. I don’t think that’s something I would do today.
Aside from the normal annual purchases of video games (when available) and the season review DVD, I have not bought any Formula 1 merchandise for a while.
Until now.
I have bought this jazzy BMW Sauber t-shirt to express my support for the team. Like many, I have been wooed by the methodical, grounded approach of the team’s principal Mario Theissen and its drivers Nick Heidfeld and Robert Kubica.
The win was coming for a while, and the fact that it was a 1–2, just like Jordan’s maiden win, was the icing on the cake. The team’s recent dip in form won’t deter me. Now, for the first time for several years, I am not a neutral. I am supporting BMW Sauber.
It’s strange because I was never a supporter of the Sauber team at all. Nor was I keen on BMW when they were in partnership with Williams. But the magical combination of BMW and Sauber under the leadership of Mario Theissen has attracted me to them to the extent that I am a card-carrying, t-shirt wearing fan.
So which teams do you support, and do you buy merchandise to show that support?
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