Last weekend my brother and I headed along to Scone Palace to witness the finish of this year’s Rally of Scotland, the penultimate round of this year’s Intercontinental Rally Challenge. Scone Palace is only about half an hour from where I live, and five minutes from where my brother lives. So it seemed silly not to go.
I have a bit of an on–off relationship with rallying. I used to enjoy watching the World Rally Championship a decade ago, when Channel 4 had some excellent coverage. But even then, it was never as satisfying a television spectacle as watching circuit racing.
Often there is no footage of the major incidents in a rally, and you just have to take people’s word for what happened. Sometimes there is footage, but taken by a spectator at the quality of a You’ve Been Framed camcorder calamity.
This sketchy experience must be amplified if you are standing in the middle of a stage, somewhere remote, in the freezing cold, Thermos in hand, bobblehat on head. A car whizzes past, then you wait for a minute or so until the next one comes. All part of the experience I guess, and something I want to do in the future.
Another slight issue is the fact that the stage you attend is only a small fraction of the overall rally. If you attend a later stage, chances are that the rally has pretty much already been decided. Prior to Scone Palace, Andreas Mikkelsen had a 30 second lead. That is difficult to overcome in a couple of two minute long stages!
But Mikkelsen, driving for the Škoda UK team, was the chosen man for the win. So much was this the case that when we entered the area around Scone Palace we were approached by a girl handing out Škoda flags that said “Go Andreas!” She said that the flags were “for when he wins”.
I raised my eyebrows as there were still two stages to go, and anything can happen in rallying! But it must be said that as a PR exercise it worked out pretty well. Most people had these Skoda flags and were planting them in the grass. Couple this with the several representatives from Škoda staff, and you would be forgiven for thinking that Scone Palace is in the Czech Republic. Škoda had conquered Scone.
Having said that, the Thierry Neuville Supporters’ Club were also there to show their support for the Belgian Peugeot driver.
Škoda’s nice flags could have backfired. Guy Wilks was the perfect demonstration of the fact that anything can happen in rallying. He has had a pretty rotten season, and a pretty rotten Rally of Scotland. He hit a gatepost on the final stage and failed to finish.
As rally stages go, Scone Palace is compact and spectator-friendly. This stage was just two minutes long, and was repeated in quick succession. It also doubled up as the finish. So there was a reasonably large crowd, and commentary from Rally Radio on the loudspeakers.
Aside from the relatively sanitised main spectator area, there was a bit of scope to wander around and see further along the stage from a neighbouring field.
Overall, I really enjoyed my trip to the rally. It was quite a different experience to the World Series by Renault, which I attended a couple of months ago.
The really striking thing was the sound of the cars, which is totally different to the TV. Something else, that I didn’t get so much at World Series by Renault, was the smell of the fuel wafting slowly up after a car has gone by. Worryingly, I felt myself starting to crave it!
After the rally had finished as the front-running drivers were preparing for the podium ceremony, the access was amazing. Top-class international rally drivers were just standing around chatting, and their cars were right there for all to see up close.
It is the first rally we have ever been to, and we certainly enjoyed ourselves. We plan on attending next year, perhaps even going to a stage further afield if we can plan ahead.
And congratulations to Andreas Mikkelsen. It may not have been clear from what I wrote above, but you cannot begrudge him this victory. He has come so close twice this year, only to be denied his first IRC victory. Then he came to Scotland and this time it was his rally.
This week Ferrari caused a ripple when it published a provocative article on its blog, The Horse Whisperer. The final paragraph is worth quoting in full, not only because it makes an interesting point, but because it elegantly quotes Adam Smith. (Motorsport, economics and my home town of Kirkcaldy all in one little paragraph!)
This is the legacy of the holy war waged by the former FIA president. The cause in question was to allow smaller teams to get into Formula 1. This is the outcome: two teams will limp into the start of the championship, a third is being pushed into the ring by an invisible hand – you can be sure it is not the hand of Adam Smith – and, as for the fourth, well, you would do better to call on Missing Persons to locate it. In the meantime, we have lost two constructors along the way, in the shape of BMW and Toyota, while at Renault, there’s not much left other than the name. Was it all worth it?
As fans have watched the progress (and non-progress) of the new teams over winter, many will have been wondering just how much of a success the FIA’s initiative to introduce new teams have been. A lot of political turmoil was caused last year when the FIA all of a sudden decided that ten teams on the grid is not enough.
Never mind the fact that there were just ten teams on the grid for the majority of the past decade, and it was never viewed as a problem before. And never mind that it was Max Mosley who originally said that the existence of teams like Williams was not how he envisaged the future of Formula 1.
Just like that — to prove some kind of political point, or maybe just for a bit of a scrap — he changed his mind. New privateers were now essential for the future of the sport. Manufacturers were driven out, to the point where basically only Mercedes are left (and Ferrari remain, but clearly unhappy with the way the sport is run).
Quantity over quality?
Formula 1 2010 brings yet another radical new look to the sport. There is no doubt that the greatly shaken-up grid has generated a large amount of interest. But there is a distinctly different style to the grid. This brings us to ask: is the new way better than the old way?
In recent years, the emphasis has been on the quality of the participants. Yes, there were relatively few entrants. Costs were sky-high. But viewers were guaranteed to be watching the best of the best.
It is probably no exaggeration to say that the 20 drivers in F1 were among the 25-or-so most capable people for the job. Pay drivers, who have been a fixture of motorsport since its earliest days, had all but vanished. Even the very worst of recent F1 drivers — the likes of Romain Grosjean or Nelsinho Piquet — would put drivers like Jean-Denis Délétraz or Ricardo Rosset in the shade.
I am all for new and privateer teams coming into F1. But it should be a proper process, and not rushed and contrived like the situation this year.
Although the history of the F1 Rejects — the remarkable drivers who ploughed on with their F1 careers despite not ever having a hope of achieving anything — is long and proud, the pinnacle of motorsport ought to be the pinnacle of motorsport. Right now, F1 is going through a process of artificial watering down. This is thanks to the FIA.
The FIA’s fundamental misunderstanding of motorsport
I have been genuinely worried by the FIA in recent years. They seem to have genuinely no idea what makes motorsport great. Witness the continued decline of the World Rally Championship. While it is currently undergoing a slight boost thanks to Kimi Räikkönen, it is otherwise a shadow of its former self. Meanwhile, the relatively new Intercontinental Rally Challenge, just a few years old and more or less invented by a television company, continues to gain admirers.
IRC is attracting attention because it gives the fans what they want. Meanwhile, the FIA continue to do mad things with the WRC, such as messing around with the calendar unnecessarily.
Up until recently, the idea that the FIA were totally clueless was just a hunch of mine. Sure, it has appeared that way for a long time. But maybe they saw the bigger picture. Perhaps the crazy “world engine” concept — whereby Formula 1, World Rally and World Touring cars would all share the same engine — really was needed in order to save the environment.
Well, no. It simply derives from a fundamental misunderstanding about what makes motorsport exciting to so many people.
The January edition of the excellent Motor Sport magazine podcast contained a truly shocking revelation that I’m surprised more hasn’t been made of. I urge you to listen to it. The relevant section is 35 minutes and 50 seconds in.
Motorsport journalist Nigel Roebuck recounts a meeting with Max Mosley:
He did actually say at one point — and he meant it, he wasn’t being facetious — we were talking about the spectators and he said, “Would they miss the noise, Nigel, do you think?”
I couldn’t believe he was asking the question. I said, “Max, the noise is half of it.”
And then he said, “I always find when I’m watching the race on television, the engine noise is such a distraction. I can’t hear what the commentator’s saying sometimes.”
And he wasn’t being facetious. It did strike me then — it does worry me. You know, “you and Bernie are the most powerful people in motor racing, and you’re not actually sure of the answer to that question. In which case, you’ve missed the point entirely.”
Thanks to the FIA’s recent moves, we are now in a situation where Formula 1 is no longer the elite sport that it was. I have recently been asked if the 107% rule — whereby excessively slow cars are weeded out during qualifying — is still in force. It hasn’t been for years, but it’s telling that some people haven’t even noticed that the rule was ditched long ago, but are now interested to find out if it still exists.
For the past few years, it didn’t matter whether the 107% rule existed or not. Every team was capable of producing a competitive car. Not this year.
Incidentally, the quotes from Max Mosley and Bernie Ecclestone about the introduction of the 107% rule are very interesting in relation to their recent policy of encouraging more small teams, regardless of their quality:
Max Mosley: “Any small team which is properly organised will be able to get within the the 107 per cent margin.”
Bernie Ecclestone: “Formula 1 is the best. And we don’t need anything in it that isn’t the best.”
Toyota are the third major manufacturer to leave F1 in just twelve months, and now rumours furiously swirl around Renault as well. But, as you may have gathered from the tone of my last article about Toyota, I find it too difficult to get upset about them leaving.
Today, Toyota company president Akio Toyoda apologised for Toyota’s inability to win a race in its eight season long campaign. It was noted that Toyota probably needed a win in order to secure their future in F1. Had a Toyota taken a chequered flag this year, may they have been given a reprieve?
I was intrigued also by Akio Toyoda’s words: “I offer my deepest apologies to Toyota’s many fans.” Which Toyota fans? I have never met one. They have been easily the least attractive team for their entire existence. Their policy of designing their car by committee was wholly unsuited to F1, and their strategy of employing mediocre drivers was not at all endearing.
How ironic that the cold and calculating Toyota F1 project should show some emotion when it is carrying out its most calculating move yet, to place the jobs of all of its workers under immediate threat. Akio Toyoda was tearful while mentioning the workers during the announcement of the company’s withdrawal.
You have to feel sorry for the staff at the team’s base in Cologne. While any F1 team finding itself in trouble is bad news for that team’s workers, those based in Britain are insulated somewhat by the fact that there are always a few other teams just down the road.
Those who have families in Germany will not find it so easy to turn to another team in motorsport to help them pay their mortgage. The closest conceivable option for those wanting to remain in F1 is the Hinwil, Switzerland-based team formerly known as BMW Sauber. But of course the future of that team is also on a knife-edge. They probably have all the staff they need anyway.
Many are also sympathising with Kamui Kobayashi, the rookie Toyota protégé who had a spirited two races at the tail end of the 2009 season. Alan Henry even went as far as to say that Kobayashi is, “the very best Japanese driver I have ever seen.”
Steady on there! Yes, Kobayashi was very impressive in his two F1 races. But he was, after all, racing for his career. He didn’t have the funds to do yet another GP2 season, and he was lucky to get his F1 break. But if he didn’t succeed in his stint, he was going back to work in a sushi restaurant.
As such, Kobayashi was highly-motivated, and took the risks he needed to take to stand out. Would he be like this in normal circumstances? It is impossible to tell. But his GP2 form was not exactly exciting. And let us not forget that he arguably caused a big accident when he moved across on Kazuki Nakajima at Interlagos.
Now Toyota have left F1, thereby leaving Kobayashi without a drive. Now he is a hero; a martyr. I am not terribly sure that status is deserved. Nonetheless, I hope he doesn’t have to put his sushi preparation skills to use for a while yet.
Toyota’s sharp exit from F1 does perhaps explain their odd behaviour surrounding drivers towards the tail end of this season. Timo Glock suffered from mysterious illnesses and injuries which paved the way for Kobayashi to get a drive.
Perhaps Glock was asked nicely to stand aside for two races so that the team could give Kobayashi a “sorry” present. “Sorry for not finding that seat in F1 for you after all your years of hard work in our young driver programme. Here are a couple of consolation races.”
Toyota and Honda left F1 as has Bridgestone. Kawasaki dropped out of MotoGP. Suzuki and Subaru quit the WRC and Mitsubishi has called off its Dakar efforts.
I find it unimaginable that Japan might not be represented at all in F1. For there to be an exodus across top-line motorsport is seriously worrying. Here is hoping that it is just a blip as the Japanese motor industry goes through a particularly tough time.
This year’s European Grand Prix was not the best race we’ve seen so far this year — but at least it wasn’t the utter snoozer we had last year. There are at least a few interesting talking points.
First, of course, is the performance of Rubens Barrichello, which was truly masterful. For once, the most experienced driver in the history of F1 has shown that the statistic doesn’t just mean he’s old — it means he can do the business as well. It is his first win for five years, and who would begrudge him this one?
Brawn were forced to spend Friday experimenting with set-up in an attempt to get to the issues that have prevented them from being competitive since Turkey. Despite this, Barrichello put all the car’s troubles behind him and didn’t seem to put a foot wrong all weekend.
I heard someone say that an emotional Rubens is a quick Rubens. It appears as though Felipe Massa’s injury has had some kind of impact on Barrichello’s form, not least because Massa has apparently been giving Barrichello tips on which lines to take in Valencia.
Certainly, not all of the performance can be put down to an improvement in the car because Jenson Button was thoroughly outclassed. In fairness, Button’s race was immediately compromised by a disastrous first lap — fatal on a circuit like Valencia. Even so, the Championship leader was strangely off the pace compared with Barrichello.
Barrichello even seemed to have the upper hand before the race started, as he was heavy on fuel and could pit later. It was marginal though, and it took until the third stint for the advantage to finally be realised.
There is a slight debate over whether McLaren’s bungled pit stop handed Barrichello the lead on a plate, though most agree that Barrichello would have ended up ahead anyway. Who knows how he would have coped under pressure from Hamilton though if that pacey McLaren was closer to him.
Hamilton and McLaren must count this as a lost victory, not a good second place. After the race, Hamilton’s words said he wasn’t disappointed or upset about the team’s mistake. But for me, his tone of voice said it all. This wasn’t the relaxed and happy Hamilton that we saw after the race in Hungary, and I detected more than a bit of tension in his voice in the post-race interviews.
I think Hamilton thought he had the race in the bag. I remarked at one point during the first stint that it sounded like he was taking it easy. Soon afterwards, Martin Brundle said that Hamilton was nowhere near his limit. For much of his first stint he was lapping in the high 1:39s or low 1:40s. In both his second and third stints he ended up consistently lapping rather faster, in the mid 1:39s.
It’s strange, because Hamilton has traditionally been criticised for not being conservative enough. But this is one instance where I think if he had pushed harder he would have won. His lead was indeed fairly comfortable during the first stint, but I feel he could have pressed home his advantage further.
Kimi Räikkönen scored his second consecutive podium in a row, and it was another relatively bland yet quick performance. He was barely on the television and there was apparently nothing interesting about his race, apart from the fact that he finished third.
This is interesting bearing in mind all the silly season issues, particularly while a question mark remains over the future competitiveness of Felipe Massa. People constantly say they struggle to understand Räikkönen, and many speculated about how he’d react to having Michael Schumacher as a team mate. On the current evidence, you have to say that he appears to have reacted rather well to no longer having Massa as a team mate. Räikkönen’s oft-predicted move to rallying in 2010 seems less likely now.
Fernando Alonso was another one who had a relatively uneventful race. But he and the Spanish fans will take the three points over the lap one retirement he suffered last year in Valencia. Alonso still does what I expect him to do in mediocre machinery, but is not yet showing enough of his double World Champion class which we saw last year.
BMW Sauber will be relatively pleased with how their weekend unfolded. The upgrade seems to have worked, with the team having its best qualifying of the season and Robert Kubica scoring a point. They are no longer the underachieving tail-enders, though you would still expect more.
As for the other big-name underachievers, Toyota, they are scratching their head over the fact that they were actually quite quick during the race, but were neutered by a poor qualifying performance. This year’s Toyota has always been bad round twisty places (such as Monaco and sector three at Barcelona), but despite its supposed “street circuit” status, Valencia isn’t actually all that twisty.
True enough, Timo Glock set the fastest lap during the race. Pascal Vasselon says that all of Glock’s laps during the race were fast. Looking at the raw lap times it doesn’t seem that way, but Glock’s slow times in the early part of the race are said to be down to a heavy fuel load. All told, it must be pretty frustrating to be fast, yet finish a dismal 14th, ahead of just the three new drivers.
There is one big team I haven’t yet mentioned. Red Bull — could you get a much more disastrous race? Webber was off the pace all race, never looked like scoring a decent result and ended up finishing behind a BMW. Meanwhile, Vettel’s brand new Renault engine rasped its way into an escape road just a day after another one spewed all over half the circuit. That’s not good for Renault’s engine department, but more on that in a future article.
Vettel wondered aloud if he is a “killer” of his engines in his post-race interviews. He has now used up seven of his eight engines, and with Spa and Monza coming up he is almost certain to take a grid penalty at some point in the next few races. If his Championship chances weren’t severely dented already, this near-certain penalty surely hammers a sturdy nail into the coffin.
Red Bull’s capitulation this weekend means that yet again Jenson Button has got away with a dire weekend virtually unscathed. Despite only finishing 7th, his Championship lead decreased by just half a point. Yet again, Button looks as likely as ever to become World Champion despite not having any good results. In Turkey his lead was 26 points. But after four dire races, his lead has only been cut by less than a third of that amount.
Since his last win four races ago, there have been four different winners. The lack of any real challenger gives Button breathing space. And for the first time in a while, Barrichello has moved up into second place in the Championship, hammering home the fact that Red Bull have not quite done enough to prove they can win the Championship.
But Spa will be a very different race, and conventional wisdom suggests that it will suit Red Bull. But do they have enough in the tank? Webber needs to overcome a substantial 20.5 point deficit to Button.
A deal has been struck between Max Mosley, Fota and Bernie Ecclestone, and the threat of a breakaway series has been averted. I think there were a lot of people out there who quite liked the idea of a breakaway series. Indeed, given the choice between Max Mosley’s rotten vision and a Fota-run series, I would have gone for the Fota series every time.
But a split would have been a calamitous situation. The new series, despite having all the big names and probably some decent circuits, would still have taken some time to find its feet. Plus, I couldn’t help but wonder if the Fota series would have got good television coverage. Don’t forget that for the vast majority of fans, television is the only way we can consume the sport that we love, so this is an essential element.
In a lot of ways, the roots of the current problem in Formula 1 lie with Bernie Ecclestone. Or, to be more precise, CVC. They are the ones who suck the money out of the sport in order to pay the interest on their debts. That is why F1 ends up visiting sterile circuits with minuscule crowds — because those governments will pay huge sums of money for the privilege of holding an F1 race. That is probably also the reason for the fervour over cost cutting. If the teams spend less, Bernie can get away with giving the teams less of the sport’s revenues, and giving CVC more of them.
But despite that problem with CVC, I can’t find it in myself to be too angry with Bernie Ecclestone. In truth, he has done a great job of promoting the sport, and F1 may never have appealed to me were it not for Bernie’s efforts. Sure, there are a lot of areas where he can improve, particularly on the dire online offering.
But under Bernie Ecclestone, the television coverage of Formula 1 has been revolutionised. He got his fingers burnt with the adventurous F1 Digital+ endeavour. But while those innovatory days may be no more (and it is notable that F1 is still not broadcast in HD), today’s FOM-produced World Feed (used for all races except Monaco and Japan) is based on many of those innovations and television coverage has improved immeasurably over the past fifteen or so years.
We seldom have to deal with relatively amateurish efforts from the host broadcasters. Just compare these two videos of the same incident as it unfolded live. One is from the FOM F1 Digital+ World Feed, and the other was from the host broadcaster. (To view them side-by-side ‘as live’, start the second video when the first video reaches 17 seconds.)
The difference in quality is massive. F1 Digital+ caught the accident live so viewers knew immediately what happened. This was no coincidence. It happened because a system of sensors around the circuit could detect when cars were running close together, and coverage automatically switched to those cars in the expectation of some kind of incident unfolding. Later, replays from multiple angles enhanced the viewer’s understanding of the incident.
Meanwhile, the host broadcaster cut to Ralf Schumacher climbing out of his car ten seconds after the incident originally started. And it was a long time until viewers found out that the accident also involved Jacques Villeneuve — and there was only one angle of the incident. Note also how Martin Brundle had to rely on the superior coverage which he could see outside his commentary box window to tell viewers that Villeneuve was unhurt.
The Australian host broadcasters were not dummies. They just did the best job they could with the resources they had at their disposal. “Bernievision” was only good because of heavy investment and years of experimentation.
Bernie’s television operation was pretty impressive even in 2001, though not all of the innovations remain in today’s coverage. But it is thanks to Bernie Ecclestone that today’s coverage is more like the first video than the second one. A Fota-run championship would not have had such a slick operation going from day one, and the fans would have been worse off for it.
Then there is the question of whether it would have had any coverage at all. The BBC would have been scared off, and television executives would have been confused. They want the World Championship, whether or not an alternative series is better in the eyes of the fans. Take, for instance, the Intercontinental Rally Challenge, which I hear is better than the FIA’s World Rally Championship. Not that I’d know, because the former is ghettoised on Eurosport while the FIA’s weak WRC gets terrestrial coverage.
No matter if it has all the current teams and good circuits — signing up to show a new series is a risk which television executives wouldn’t want to take. The prospect of the best F1 series being on some pay channel and having no terrestrial coverage was a real one. That aspect of the breakaway scared me.
On the other hand, the proposed breakaway presented the opportunity to create a great new version of Formula 1, unshackled from the financial needs of CVC or the warped politics of Max Mosley. Fota had some crazy ideas, but they carried out market research and were far more receptive to the views of fans than the FIA have ever been.
I particularly liked the idea that the new series could have been particularly focussed on attracting an American audience. The FIA Formula 1 Championship has dumped on US fans time and again, and today there is no race in North America even though it is a major market for the manufacturers.
There would also have been a careful look at ticket prices and the fees circuits have to pay to hold an F1 race. No-one (apart from Bernie apparently) likes to arrive at sterile circuits with a dozen people in the grandstand. It comes across on television too, whether or not FOM’s cameramen are instructed to avoid shots of empty grandstands.
I could feel the atmosphere of the passionate British crowd on the television. The difference could hardly be more stark from the previous race at Turkey, where the crowd was around 10% of the size. And Silverstone is a circuit that Bernie wants to move away from.
Even the little things that are wrong with F1 could have had the magnifying glass applied to them. Such as, why can’t a driver keep the same number for his whole career. In other categories such as Nascar or MotoGP, a driver’s number becomes part of his legend, every bit as important as, say, his helmet design. Even in the history of Formula 1, the number 27 car is almost synonymous with Gilles Villeneuve. Imagine the marketing potential too. But in the clinical world of Formula 1, driver numbers are determined by the positions of last year’s Constructors’ Championship.
In short, the breakaway could have been a great opportunity to fix everything that is broken with F1. I doubt the breakaway would have been a true ‘split’, and it probably wouldn’t have had the same consequences as the Cart / IRL split. It was pretty clear from the fact that the FIA never released a finalised 2010 entry list that the FIA didn’t have a 2010 F1 Championship to speak of, and Fota’s would have been the only show in town.
That, I think, is why the deal must be seen as a victory for Fota. It has turned out to be a powerful organisation that did after all have the ability to at last stand up to Max Mosley’s dictatorial authority.
There is a part of me that suspects that the FIA as an organisation simply isn’t fit for the purpose of overseeing motorsports. We will eventually see how things develop with Max Mosley’s successor. I think today is just the starting point though, and we will see some more loose ends being tied up in the coming months. There will be power struggles there too, I am sure.
It looks like these negotiations will in fact be handled by Michel Boeri. That in itself is interesting because he is the promoter of the Monaco Grand Prix. It was reported that he would take the Monaco GP with him to the Fota camp if the breakaway went ahead.
What we need now, most of all, is someone in charge of the FIA who is not a glorified politician, constantly interfering. I remember Maurice Hamilton making the point once that everyone knows who Max Mosley is, and many people can tell you that Jean-Marie Balestre was his predecessor. But not many can tell you who Balestre’s predecessor was (for you history buffs, on the Fisa side it was Pierre Ugeux, and in the FIA it was Paul Metternich). Yet the sport still ran.
It sounds like from now on there will be more checks and balances in place, with the F1 Commission being given more of a say from now on. No doubt Fota will continue to play its role too, and I think it would be best for everyone if Williams and Force India re-joined and USF1, Campos and Manor all joined too. That way the teams, who create the sport, can have a say in its governance too.
Speaking of the new teams, I think as we sit here today, with much of the damage repaired, the biggest shame of this episode is that two capable teams have been denied a place on the entry list as a result of Max Mosley’s petty politicking. I think many of us can’t wait to see Prodrive finally get a chance to enter F1, and Lola were a promising prospect too.
No doubt the FIA actually had a tough choice to make, as according to Joe Saward at least the Manor Grand Prix team is actually a seriously strong prospect. With costs set to be cut and a more stable future for F1 promised, and with that troublesome Max fellow out of the way, at least we know there are capable teams that are ready to fill any potential gaps that appear.
These series are — as the heading suggests — ideal for those drivers who have just finished karting and are racing cars for the first time.
Formula Renault 2.0
The most popular entry-level series at the moment is Formula Renault. There are a number of major Formula Renault championships.
Eurocup Formula Renault 2.0 is the most major of the Formula Renault 2.0 competitions, racing at a number of circuits around Europe. Robert Kubica, Kimi Räikkönen and Felipe Massa (who won the series) all competed in this championship. Other winners of the series include Scott Speed and Pedro de la Rosa. 2005 victor Kamui Kobayashi is currently on the up in GP2.
Formula Renault 2.0 UK is another high-profile competition. Kimi Räikkönen was at the centre of a controversy when he — uniquely — made the leap from this competition directly to an F1 race seat! There was a debate as to whether or not he should have been awarded an FIA Super License. In the end the F1 Commission was convinced by his form, and it turned out to be the right decision.
A few years later Lewis Hamilton won this series, though he took a more conventional route to F1. Other notable names to have graduated from Formula Renault UK include Heikki Kovalainen and Pedro de la Rosa. British viewers can catch Formula Renault UK races on ITV4 as part of the channel’s BTCC coverage.
Formula Renault 2.0 Italia was a breeding ground for Robert Kubica and Felipe Massa. Other recent winners include Finnish promise Mika Mäki (currently doing well in F3 Euroseries), Venezuelan Pastor Maldonado and Kamui Kobayashi (who both currently compete in GP2).
Formula Renault 2.0 West European Cup is brand new for this season, but replaces the well-established Championnat de France Formula Renault 2.0, the history of which stretches back to 1971. The French series was graced by the presence of then-future French F1 drivers Alain Prost, Jacques Laffite, René Arnoux, Didier Pironi, Sébastien Bourdais, Olivier Panis and Franck Montagny.
However, the championship was highly France-centric. It is replaced by a more internationally-flavoured series encompassing Spain, Portugal and Belgium.
Formula Renault 2.0 Northern European Cup replaced the old German and Dutch championships. Recent F1 drivers to have competed in German Formula Renault include Vitantonio Liuzzi, Chrisitan Klien, Scott Speed and Markus Winkelhock.
Formul’Academy Euro Series is a Formula Renault 1.6 championship, unlike the championships listed above which are all Formula Renault 2.0. Formerly known as Formule Campus Renault, this is, unsurprisingly, an entry-level series for those not quite ready to make the leap to 2.0. Sébastien Bourdais and Franck Montagny are among this competition’s former drivers.
Formula Ford used to be a highly popular entry-level category but has been usurped somewhat in recent years. Formula Renault, Formula BMW and the relatively cost-effective Formula First / Formula Vee (no relation) are now more attractive for today’s entry-level drivers. However, many of today’s F1 drivers competed in Formula Ford in the past.
The Formula Ford Festival is an annual event where entrants from Formula Ford competitions around the world compete together. Among them were Kimi Räikkönen, Mark Webber and David Coulthard. But entry levels have declined sharply in recent years.
British Formula Ford is a good entry-level series for Brits. F1 drivers including David Coulthard, Anthony Davidson and Jenson Button (who was British Formula Ford champion in 1998) all took part. Non-Brits Mark Webber and Pedro de la Rosa also competed in this series.
Formula BMW is a relatively recent invention, having been created by BMW in 2001. But it has quickly become a popular entry-level series. The German series, Formula BMW ADAC, has been particularly successful in cultivating German talent — Nico Rosberg, Timo Glock, Sebastian Vettel, Adrian Sutil and Christian Klien all raced in the series. Hopefuls Nico Hülkenberg and Christian Vietoris (who subsequently helped the German A1GP team to Championship victory) are also notable graduates.
However, the German series is no more as it has now merged with Formula BMW UK. The new series is called Formula BMW Europe. Most of these races are F1 support races this season.
Sports cars and touring cars (green boxes)
Drivers taking a detour from the established route to F1 are often to be found racing sports cars of some form or another. In fact, almost half of the F1 drivers of the past five years have raced sports cars at some point during their careers.
Deutsche Tourenwagen Masters (merged from Deutsche Tourenwagen Meisterschaft and the International Touring Car Championship) is a popular touring car championship centred around Germany. Giancarlo Fisichella, Michael Schumacher and Juan Pablo Montoya all competed in DTM in its former guise prior to competing in F1.
Nowadays DTM is more commonly a destination for former F1 drivers such as Ralf Schumacher, Jean Alesi and Mika Häkkinen. However, the odd youngster has been known still to use DTM as a stepping stone towards a higher category — most notably Christijan Albers (who has since returned to DTM).
The World Touring Car Championship is another common patch for former F1 drivers. A notable driver to recently take this path is Tiago Montiero. Felipe Massa competed in the WTCC’s predecessor, the European Touring Car Championship, on his way to F1.
The British Touring Car Championship is hugely popular among viewers in the UK, but is far removed from the flow of talent to and from F1.
The annual 24 Hours of Le Mans event is considered to be one of motor racing’s crown jewels along with the Indianapolis 500 and the Monaco Grand Prix. Many future and former F1 drivers compete in the event. The competition has inspired the successful American Le Mans Series which in turn inspired the European-based Le Mans Series.
The FIA GT Championship was a stepping stone in Mark Webber’s career towards F1, but is more likely to be inhabited by former F1 drivers. Super GT is a GT series based in Japan. Kazuki Nakajima and Adrian Sutil both raced in this championship prior to F1. Porsche Supercup races are often F1 support races. Timo Glock and Nelsinho Piquet have competed in this series in the past.
Nascar (purple box)
Although F1 may be considered to be the highest level of motor racing in the world, this may not be the case in the USA. There, the most popular form of motor sport is Nascar, a stock car series. Some ex-F1 drivers and former hopefuls currently race there.
There are three major levels of Nascar: the Sprint Cup, the Nationwide Series and the Craftsman Truck Series. Former F1 driver Juan Pablo Montoya currently races in the Sprint Cup. But thanks to the wide differences between Nascar and F1, and the sniffy attitude the F1 community takes towards Nascar, the chances of any Nascar drivers making the leap to F1 are very slim.
IndyCar (cyan box)
Closer to F1 is IndyCar (which this year merged with the troubled Champ Car). Like F1, this is an open-wheel, open-cockpit series that to the untrained eye may look very similar to Formula 1. Many drivers have made the transition from IndyCar / Champ Car to F1 over the years (as you can see in Keith’s comprehensive series).
However, in recent years the American open-wheel scene became less competitive due to the IRL / Cart split (hence the two names for the sport) and drivers making the leap from there to F1 has become less common. However, current Toro Rosso driver Sébastien Bourdais used to race in Champ Car. An IndyCar grid can often contain many former F1 drivers.
Other major motor racing series (not on the diagram)
The series mentioned so far in this article cover all of the major series that are closely related to F1. Of course, there are other major disciplines that have only the most tangential of relationships to F1.
MotoGP is the premier motorcycle racing championship. It is the motorcycle equivalent of F1. Superbikes are more like the two-wheeled equivalent of touring cars, as the bikes are tuned versions of road-legal bikes.
It goes without saying that the skills needed for success on two wheels are vastly different to those needed on four. However, this doesn’t stop the more excitable journalists from imagining MotoGP riders making the switch to F1. From time to time MotoGP riders test Formula 1 cars, but this is for publicity reasons more than anything else.
Rally cars are modified road-legal vehicles that typically run on point-to-point stages rather than circuits. The biggest rally series is the World Rally Championship. Due to the variety and difficulty of the conditions that rally drivers have to face, they can arguably claim to be the best drivers in the world. WRC is currently dominated by Sébastien Loeb who has won the WRC championship for four years running.
Again, the skills required are vastly different to F1. I can think of only one F1–WRC crossover in recent years. Stéphane Sarrazin competed in one F1 race in 1999 and has entered some WRC events as a tarmac specialist.
These are good times to be a shallow-pocketed motor racing fan. There is one good side-effect to the Lewis Hamilton hype-fest. As far as I can tell, there is more motor racing on terrestrial television now than there ever has been. For those of us who don’t want to fork out the cash on a Sky subscription, ITV4 is a godsend.
For the first time ever, GP2 is being shown live on terrestrial television. Straight after qualifying has finished on ITV1, you can turn over to ITV4 to watch the feature race live. Then on Sunday morning the sprint race is also live. That does mean an early start to your Sunday, but man — this is live GP2! It’s worth getting up for. For the first time, I can truly get into GP2.
ITV4 is also showing the FIA GT Championship. I’ve watched a couple of those races and I have to say I’m not really a convert. To think that those races used to last three hours… Who can be bothered?
More impressive, though, is ITV4’s commitment to show BTCC. In the past BTCC was shown on ITV1, so this might actually be seen as a step down for the championship. But ITV4’s coverage is incredibly generous in the amount of time it gives over to BTCC. Most of the programmes last for an incredible five hours!
In addition to showing at BTCC races in full, usually (perhaps even always) live, ITV4 also shows the support races in full. I am just amazed that quite minor events such as the Renault Clio Cup and the Seat Cupra Championship get so much airtime on ITV4 now.
Best of all for an F1 fan like me, one of the BTCC’s support races is Formula Renault UK. This is quite a good championship that can be an enjoyable watch. Among its graduates are names such as Lewis Hamilton, Heikki Kovalainen, Mike Conway and Kimi Räikkönen (who amazingly — controversially — made the leap all the way from Formula Renault UK to F1 with nothing in between!). It’s a great place to look for tomorrow’s F1 stars.
I’m a bit so-so about BTCC — I can take it or leave it. But if I have nothing better to do on a Sunday afternoon I’ll happily put my feet up and watch it, keeping an eye out for the Formula Renault UK race. You really have to take your hat off to ITV for putting so much faith in the BTCC and its support races.
It’s not just ITV who are impressing with their commitment to motor racing this year. UKTV’s Dave channel has given WRC more coverage than it’s had in the UK for a few years now. ITV4’s old highlights programme was pretty dodgy and was often on at a strange time. On Dave, WRC now has a regular weekly slot. So in addition to coverage of the rallies themselves, there is also an ‘access all areas’ programme. It’s not always the greatest television (think of ITV’s pre-race F1 show), but it’s impressive that it even exists given that WRC has been in the doldrums of late.
All this is in addition to the motor racing coverage we already got, which includes of course F1 and MotoGP. If you keep your eye on the schedules you can also catch highlights of British Formula 3, British Superbikes and the British GT Championship.
All that is required now is some better coverage of A1GP. I used to hate the idea of that series, but when I caught some of the highlights on Channel Five this year I was really impressed at the good racing that was going on. Let’s hope it isn’t just stuck on Sky in future. And let’s hope the highlights aren’t buried away in the middle of the night on Channel Five.
Like it or not, the F1 world is about excess. I think it’s a crucial and fundamental part of its nature. I always enjoyed that crazy and elitist essence. I guess that enormous waste that in many ways F1 racing means can make us feel weird or even bad about it, when considering social or political that are really important. But this show it’s a different world. In a smaller scale, it’s like those efforts to make F1 look like a ecologist activity: KERS (racing is anything but sustainable) or trimming minutes in Q3 (they said the reason wasting less fuel, but the fact is that those minutes were just boring). Maybe it’s a good idea trying to use F1 to solve some real problems, and the intentions are good too, no doubt. But changing those things that are inherent to F1 will bring a different show.
Can’s assessment is bleak for the more guilt-prone among us. Not only is Formula 1 unethical, but it shouldn’t even try as being ethical would change the whole character of F1! I hope I am not distorting Can’s opinion here (and my sincerest apologies if I am). But that is my reading of it.
I happen to disagree, in a sense, about the assertion that F1 is excessive in its use of resources. For one thing, fundamentally, a successful Formula 1 team is all about efficiency. Wasteful teams will go nowhere.
I suppose whether or not you think money spent in F1 is ‘wasted’ is based on a value judgement. We could get into a protracted debate about road relevancy. Many argue that the development of technology in F1 cars has no relation whatsoever to technology in road cars, so the trickle-down of successful technologies doesn’t happen.
On the other hand, I find it difficult to believe that were it not for motor racing today’s road cars would be as resource efficient as they are today. Certainly, Honda find their Formula 1 programme important enough that they send their road car guys to work in F1 for three years to gain engineering experience.
For instance, life-saving technologies such as ABS and traction control have benefited from early experimentation in racing cars. We may see energy recovery systems such as KERS take great leaps forward in years to come thanks to their development in F1 cars.
And surely F1 and motor racing in general have a lot to offer in terms of road safety campaigns. Last year we saw an F1 driver survive a 75g crash. Yet one million people are killed on the world’s roads every year. The FIA Foundation can do a lot of good work in this area.
You could take a classical liberal approach and say that as long as Formula 1 benefits its fans — in the sense that it brings us great enjoyment — then that is enough to justify it. At the end of the day, people are only ever looking for happiness. F1 provides this.
Someone else will come along, though, and point out the damage that Formula 1 does to the environment. This seems to be the heart of a lot of what Can is saying. F1 does damage to the environment: get over it.
But does F1 damage the environment as much as some people make out? For one thing, the FIA have ensured that Formula 1 and the World Rally Championship are both carbon neutral. They have been doing this since 1997, long before it became a trendy thing to make everything carbon neutral.
Even disregarding that though, is F1 really that much more damaging to the environment than other activities? The cars are surely gas guzzlers. But the amount of carbon emitted is an iota of a smidgen of a hair of the environmental damage being done at any one time.
If you think about it for a bit, it is clear that football — to pick just one example — is far more environmentally unfriendly and resource-intensive than F1 is. Take just one football league, the English Premier League. In one season there are 380 matches. Each of these matches can expect to attract a five figure attendance. Often these spectators will travel hundreds of miles to watch their team play. Those carbon emissions are stacking up pretty quickly.
And that is just for one tournament in one country. Throw in peripheral club tournaments such as the Champions League, the FA Cup and the League Cup and you have one seriously smoggy sport.
Even if one F1 race meeting looks excessive compared to one football match, the fact that F1 can come up with a World Champion (not just a national competition winner) in a maximum of 20 races makes it look like a model of restraint, efficiency and low carbon emissions. Yet, I do not see anyone jumping up and down about the environmental impact of football.
Where I agree with Can is that I think that Formula 1 shouldn’t change. Leaving aside the question of whether or not F1 is ethical / environmentally friendly / whatever, he is right that altering F1 to make it more ethical (etc) would fundamentally change the sport.
I would not be opposed to certain changes to alter the balance. Formula 1 is a restricted sport — it wouldn’t be a ‘formula’ otherwise. The introduction of KERS is, I think, a good idea. Similar changes, as long as they are carefully thought out and in the interests of the sport, should be greeted warmly by F1 fans. (This does not include engine homologation, which is a terrible idea.)
What I think would be a fabulous idea would be the formation of an explicitly environmentally-friendly (or at least relatively green) motor racing series to run in tandem with Formula 1. Perhaps GP2 could be transformed into such a series.
This might mean mistakes being made along the way. Who would doubt that such a series would have put all of its eggs in the biofuels basket, biofuels being a major cause of the increased food price inflation we are currently experiencing the world over. But at the same time it will do a lot of good as well, in the public relations stakes if nothing else.
What do you think? Am I kidding myself on that F1 can be defended as an ethical sport? Is there a role for the introduction of greener technologies?