Formula One Racing For Dummies [2 ed.] 1394206380, 9781394206384

Citation preview

Formula One Racing ®

2nd Edition

by Jonathan Noble

Formula One® Racing For Dummies®, 2nd Edition Published by: John Wiley & Sons, Inc., 111 River Street, Hoboken, NJ 07030-5774, www.wiley.com Copyright © 2024 by John Wiley & Sons, Inc., Hoboken, New Jersey Published simultaneously in Canada No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, scanning or otherwise, except as permitted under Sections 107 or 108 of the 1976 United States Copyright Act, without the prior written permission of the Publisher. Requests to the Publisher for permission should be addressed to the Permissions Department, John Wiley & Sons, Inc., 111 River Street, Hoboken, NJ 07030, (201) 748-6011, fax (201) 748-6008, or online at www.wiley.com/go/permissions. Trademarks: Wiley, For Dummies, the Dummies Man logo, Dummies.com, Making Everything Easier, and related trade dress are trademarks or registered trademarks of John Wiley & Sons, Inc. and may not be used without written permission. All other trademarks are the property of their respective owners. John Wiley & Sons, Inc. is not associated with any product or vendor mentioned in this book.

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Contents at a Glance Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Part 1: Speeding through the Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 CHAPTER 1:

Just the Formula One Facts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 CHAPTER 2: The Most Popular Sport in the World. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 CHAPTER 3: The Big Business of Formula One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 CHAPTER 4: Following the Rulebook. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Part 2: Teams, Drivers, and Their Cars. . . . . . . . . . . . . . . . . . . . . . . . . 55 CHAPTER 5:

Understanding a Formula One Car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 The Race Team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 CHAPTER 7: Who’s in the Driving Seat?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 CHAPTER 6:

Part 3: What Happens On (and Off) the Track. . . . . . . . . . . . . . CHAPTER 8:

111

Getting in the Race. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 9: Race Day Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 10: Life in the Pits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 11: Winning It All . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 12: Safety in Formula One. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

113 127 145 155 167

Part 4: Understanding Formula One Tracks . . . . . . . . . . . . . . . .

181

CHAPTER 13: Track CHAPTER 14: Track CHAPTER 15: A

Basics and Racing Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 and Driver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

Look at Formula One’s Tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199

Part 5: You and Formula One: A Day at the Races. . . . . . . . .

235

CHAPTER 16: Going

to a Race. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237 CHAPTER 17: Following Formula One from Home. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259

Part 6: The Part of Tens. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 18: The CHAPTER 19: The

273

Ten Greatest Formula One Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . 275 Ten Best Formula One Races . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285

CHAPTER 20: Ten

Things to Do During the Season. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 Famous Names from the Past . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299 CHAPTER 22: Ten Future Stars of Formula One. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 CHAPTER 21: Ten

Part 7: Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX A: Formula

311

One Jargon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313

Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

329

Table of Contents INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 About This Book. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . What You’re Not to Read . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foolish Assumptions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Icons Used in This Book. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Beyond the Book. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Where to Go from Here . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 2 2 3 4 4

PART 1: SPEEDING THROUGH THE BASICS . . . . . . . . . . . . . . . . . . . . 5 CHAPTER 1: Just the Formula One Facts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Formula One: A Grand and Global Sport. . . . . . . . . . . . . . . . . . . . . . . . . . 8 Drivers and Other Important People . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Team bosses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 The Top Cats: F1 and the FIA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Rockets on Wheels: The Cars They Drive. . . . . . . . . . . . . . . . . . . . . . . . . 11 Key elements in the design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Prepping the car for maximum performance. . . . . . . . . . . . . . . . . . 14 Up and Down and All Around: The Tracks. . . . . . . . . . . . . . . . . . . . . . . . 14 The Right Stuff for Business. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Getting the Most Out of Formula One. . . . . . . . . . . . . . . . . . . . . . . . . . . 16 CHAPTER 2:

The Most Popular Sport in the World . . . . . . . . . . . . . . . . . 17 What Makes Formula One? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The premiere racing sport in the world. . . . . . . . . . . . . . . . . . . . . . . Comparing Formula One and other types of racing . . . . . . . . . . . . Understanding Formula One’s Popularity. . . . . . . . . . . . . . . . . . . . . . . . Wheel-to-wheel racing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Star drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Danger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glamour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Media coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . National pride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Historic Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Famous eras in Formula One history. . . . . . . . . . . . . . . . . . . . . . . . . Creating the cars, then and now. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power players in the sport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table of Contents

18 18 19 20 20 22 23 24 24 25 25 26 27 27

v

CHAPTER 3:

The Big Business of Formula One. . . . . . . . . . . . . . . . . . . . . . 29 Funding the Sport: The Role of the Sponsor. . . . . . . . . . . . . . . . . . . . . . 30 The Benefits of Sponsorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 The headliners: Big benefits for big sponsors. . . . . . . . . . . . . . . . . . 31 Buying a smaller slice of the action: Other sponsors. . . . . . . . . . . . 35 Fast cars making faster money. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Making Stuff That Fans Love . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Looking the part. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Toys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Flags. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Home furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Road cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Other stuff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Watching on the Screen: Why Sponsors Love Television and Video. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

CHAPTER 4:

Following the Rulebook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 The Rule Makers: The FIA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Concorde Agreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Key terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Key players: Domenicali and Ben Sulayem . . . . . . . . . . . . . . . . . . . . Understanding the Rulebook. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The sporting regs: Racing rules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The technical regs: Defining a Formula One car. . . . . . . . . . . . . . . . The financial regulations: Putting a cap on what teams spend. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rules and where you can find them. . . . . . . . . . . . . . . . . . . . . . . . . . Getting It Right: Necessary Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . Performing crash tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scrutineering and checking the cars. . . . . . . . . . . . . . . . . . . . . . . . . . Pre-race parc ferme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Running checks after the race. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thinking out of the box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

43 44 45 46 46 46 47 48 48 49 49 50 51 51 52

PART 2: TEAMS, DRIVERS, AND THEIR CARS . . . . . . . . . . . . . . . . . 55 CHAPTER 5: Understanding a Formula One Car. . . . . . . . . . . . . . . . . . . . 57 The Parts of a Formula One Car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rub-a-dub-dub, a man in a tub: The chassis. . . . . . . . . . . . . . . . . . . No more engines; they are powerunits. . . . . . . . . . . . . . . . . . . . . . . Getting into gear: The transmission. . . . . . . . . . . . . . . . . . . . . . . . . . Wings and ground effect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Master of suspension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Braking news. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

vi

Formula One Racing For Dummies

58 58 59 64 64 67 70 71

Inside the cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Built-in safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other Stuff to Know about the Car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronics: The car’s brains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reliability versus speed: And the winner is . . .. . . . . . . . . . . . . . . . . Ballast: Putting on a few pounds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manufacturers and customer teams: The folks who make the cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 6:

77

The Race Team. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Who’s the Boss?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Different approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The new Netflix stars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Famous bosses of the past . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Team Structures: A Who’s Who of Players. . . . . . . . . . . . . . . . . . . . . . . . Technical directors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other chiefs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sporting director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commercial director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Head of communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . More People behind the Scenes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFD (computational flow dynamics) analysts . . . . . . . . . . . . . . . . . . Model makers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simulator technicians. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Systems engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Information technologists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Logistics managers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Truckies and catering staff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Let’s Not Forget the Drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 7:

72 74 76 76 76 77

80 80 82 83 85 86 88 89 90 90 90 91 91 91 92 93 93 93 93

Who’s in the Driving Seat? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 Profiles of Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 A Week in the Life of a Formula One Driver . . . . . . . . . . . . . . . . . . . . . . 98 Keeping Busy during Practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 A typical practice session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Getting the car just right. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Lending a helping hand: Working with teammates . . . . . . . . . . . . 101 Race Day Rituals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Psyching up for the race: It’s a mind game . . . . . . . . . . . . . . . . . . . 103 ’Round and ’round we go: Racing without rest. . . . . . . . . . . . . . . . 104 No rest for the weary: After the race . . . . . . . . . . . . . . . . . . . . . . . . 105 Fit to Drive: Getting in Shape. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 Working it out. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Coming back from injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

Table of Contents

vii

Keeping Cool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Almost) too hot to handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting a little relief from the heat. . . . . . . . . . . . . . . . . . . . . . . . . . Home Is Where the Car Park Is. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

108 108 109 110

PART 3: WHAT HAPPENS ON (AND OFF) THE TRACK. . . . . CHAPTER 8: Getting in the Race. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

111

Travelling to the Track in Style. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting to Know the Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sussing out the details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . What the rookie needs to know . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sprint Weekends and Normal Grands Prix . . . . . . . . . . . . . . . . . . . . . . Practice, Practice, and Sometimes More Practice. . . . . . . . . . . . . . . . . What the drivers get out of practice. . . . . . . . . . . . . . . . . . . . . . . . . What you may notice during practice. . . . . . . . . . . . . . . . . . . . . . . . Getting Off to a Flying Start: Qualifying . . . . . . . . . . . . . . . . . . . . . . . . . Q1, Q2, and Q3 to decide pole. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting pole is king . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saturday sprint day. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No stopping for the weather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Surrendering grid position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ready to Race: Final Grid Positions. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

114 115 115 116 116 117 117 119 121 121 122 123 124 124 125

Race Day Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

127

CHAPTER 9:

113

Deciding Your Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Choosing your tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Choosing the number of stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 The undercut and the overcut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131 The Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Starting the race . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Getting the best start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Defending positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 For overtaking on the inside of a corner . . . . . . . . . . . . . . . . . . . . . 136 For overtaking outside of a corner. . . . . . . . . . . . . . . . . . . . . . . . . . 137 DRS and the Art of Overtaking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138 Don’t Get Caught Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 Safety Cars, Real and Virtual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 The virtual safety car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 The safety car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 No restart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

viii

Formula One Racing For Dummies

CHAPTER 10:

CHAPTER 11:

CHAPTER 12:

Life in the Pits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

145

Pit Stop Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . What are the pits?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The pit crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety and danger in the pits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Why Drivers Make Pit Stops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Anatomy of a Pit Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Winning and Losing Races in the Pits. . . . . . . . . . . . . . . . . . . . . . . . . . . Timing of stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crew performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

145 146 146 147 149 150 153 153 154 154

Winning It All. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

155

Winning the Race and What Happens After . . . . . . . . . . . . . . . . . . . . . First, make it to the finish. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting the checkered flag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Taking the slowing down lap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parc ferme: Doing post-race checks . . . . . . . . . . . . . . . . . . . . . . . . . Weighing in — and the first words . . . . . . . . . . . . . . . . . . . . . . . . . . Joy on the podium. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Press conferences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting back to the team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Winning the Championship. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Understanding the points system. . . . . . . . . . . . . . . . . . . . . . . . . . . Glory for teams: The Constructor’s World Championship. . . . . . . Not all bad news for the losers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting the trophy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other Awards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

156 156 156 157 157 159 159 160 161 162 163 164 165 165 166

Safety in Formula One. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

167

Style Isn’t Everything: Formula One Clothing . . . . . . . . . . . . . . . . . . . . Helmets: Hard hats of the racing world. . . . . . . . . . . . . . . . . . . . . . Race wear: Functional, fabulous, and pretty good-looking. . . . . . Safety Features of Formula One Cars. . . . . . . . . . . . . . . . . . . . . . . . . . . Safe in the cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Strapped in and ready to go: Seat belts. . . . . . . . . . . . . . . . . . . . . . The HANS Device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The halo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The chassis: What it’s made of and how it’s built. . . . . . . . . . . . . . Track Personnel and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marshals: Keeping everyone on the straight and narrow. . . . . . . Following the leader: The safety car. . . . . . . . . . . . . . . . . . . . . . . . . Slowing cars down: The virtual safety car . . . . . . . . . . . . . . . . . . . . On-site medical facilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

168 168 169 172 172 174 175 175 176 176 177 177 178 178

Table of Contents

ix

PART 4: UNDERSTANDING FORMULA ONE TRACKS. . . . . . CHAPTER 13: Track Basics and Racing Circuits. . . . . . . . . . . . . . . . . . . . .

183

Sorting Out the Types of Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Street tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High-speed low-downforce tracks . . . . . . . . . . . . . . . . . . . . . . . . . . High-downforce tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Medium-speed tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Choosing a Track. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Providing a quality track. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Convincing F1 bosses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other stuff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

184 184 186 186 187 188 189 189 189

CHAPTER 14:

CHAPTER 15:

x

181

Track and Driver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

191

Going Around the Bend . . . Fast!. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In the Sim . . . Getting to Know the Tracks. . . . . . . . . . . . . . . . . . . . . . . Counting on experience. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Learning the way around the track. . . . . . . . . . . . . . . . . . . . . . . . . . Playing with the set-up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The evolving track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Ever-Changing Nature of Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . Increasing safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Making overtaking easier. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

191 193 194 194 195 195 196 196 197

A Look at Formula One’s Tracks . . . . . . . . . . . . . . . . . . . . .

199

Sakhir, Bahrain Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jeddah, Saudi Arabian Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . Melbourne, Australian Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . Baku, Azerbaijan Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Miami International Autodrome, Miami Grand Prix. . . . . . . . . . . . Imola, Emilia Romagna Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . Monte Carlo, Monaco Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . Barcelona, Spanish Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circuit Gilles Villeneuve, Canadian Grand Prix . . . . . . . . . . . . . . . . Red Bull Ring, Austrian Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . Silverstone, British Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hungaroring, Hungarian Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . Spa-Francorchamps, Belgian Grand Prix. . . . . . . . . . . . . . . . . . . . . Zandvoort, Dutch Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monza, Italian Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marina Bay Circuit, Singapore Grand Prix. . . . . . . . . . . . . . . . . . . . Suzuka, Japanese Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Losail, Qatar Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

199 201 202 204 206 207 209 210 212 213 215 216 218 219 220 222 224 225

Formula One Racing For Dummies

Circuit of the Americas, United States Grand Prix . . . . . . . . . . . . . Autodromo Hermanos Rodriguez, Mexican Grand Prix . . . . . . . . Interlagos, Brazilian Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Las Vegas, Las Vegas Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . Yas Marina, Abu Dhabi Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . .

227 228 230 231 233

PART 5: YOU AND FORMULA ONE: A DAY AT THE RACES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 16: Going to a Race. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

235 237

Buying Tickets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . When to buy them and who to get them from. . . . . . . . . . . . . . . . Where: Grandstand or standing? . . . . . . . . . . . . . . . . . . . . . . . . . . . Paddock Club luxury. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Finding Hotel Accommodation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tricks for Race Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting there early . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Watching it on the big screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting close to the action. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . So you’ve got a paddock pass!. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting an autograph or selfie. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Formula One Globetrotters — Travel Tips. . . . . . . . . . . . . . . . . . . . . . . Races in the Americas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Races in Europe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Races in the Middle East. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Races in Australia and Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A final list of do’s and don’ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

238 238 239 241 241 242 242 242 243 244 245 246 246 249 252 254 255

CHAPTER 17:

Following Formula One from Home. . . . . . . . . . . . . . . . .

259

Turning on Your Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camera angles galore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Listening to the experts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Finding Formula One coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Listening to the Radio and Podcasts. . . . . . . . . . . . . . . . . . . . . . . . . . . . Following on the Internet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up Close with Social Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Keeping in Touch with Your Driver or Team. . . . . . . . . . . . . . . . . . . . . Getting autographs long distance. . . . . . . . . . . . . . . . . . . . . . . . . . . Joining a fan club. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

260 260 262 263 264 265 266 266 267 267

Table of Contents

xi

PART 6: THE PART OF TENS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 18: The Ten Greatest Formula One Drivers. . . . . . . . . . . . .

275

Juan Manuel Fangio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stirling Moss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jim Clark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jackie Stewart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Niki Lauda. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alain Prost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ayrton Senna. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Michael Schumacher. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fernando Alonso. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lewis Hamilton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

276 276 277 278 279 280 281 281 282 283

The Ten Best Formula One Races. . . . . . . . . . . . . . . . . . . .

285

CHAPTER 19:

273

1957 German Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285 1970 Monaco Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286 1979 French Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 1981 Spanish Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 1984 Monaco Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288 1987 British Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289 1993 European Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 2005 Japanese Grand Prix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 2008 Brazilian Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 2012 Brazilian Grand Prix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 CHAPTER 20:

CHAPTER 21:

xii

Ten Things to Do During the Season . . . . . . . . . . . . . . . .

293

Watching a Formula One Start — Anywhere! . . . . . . . . . . . . . . . . . . . . Listening to a Formula One Car at Full Revs . . . . . . . . . . . . . . . . . . . . . Mixing It with the Stars in Monaco. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Joining In with the Fans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Watching a Formula One Car at High Speed. . . . . . . . . . . . . . . . . . . . . Seeing a Formula One Car on a Street Circuit. . . . . . . . . . . . . . . . . . . . Joining the Parties at F1’s City Races. . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting an Autograph or Selfie from Your Favorite Star. . . . . . . . . . . Soaking Up the Sport’s History at Monza. . . . . . . . . . . . . . . . . . . . . . . . Paying Homage to the Greats from the Past. . . . . . . . . . . . . . . . . . . . .

293 294 294 295 295 296 296 297 297 298

Ten Famous Names from the Past . . . . . . . . . . . . . . . . . .

299

Tazio Nuvolari . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enzo Ferrari . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bruce McLaren. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Graham Hill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

299 300 300 301

Formula One Racing For Dummies

CHAPTER 22:

Phil Hill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max Mosley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Frank Williams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bernie Ecclestone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ron Dennis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jean Todt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

301 302 302 303 304 304

Ten Future Stars of Formula One. . . . . . . . . . . . . . . . . . . .

305

Oscar Piastri. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 Colton Herta. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 Dennis Hauger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 Andrea Kimi Antonelli. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 Theo Pourchaire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 Victor Martins. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 Liam Lawson. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308 Jack Doohan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 Arthur Leclerc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 Logan Sargeant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310

PART 7: APPENDIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Formula One Jargon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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INDEX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents

xiii

Introduction

S

peak to any of your friends or family about Formula One, and they’ll definitely have an opinion. Some will claim that it’s far too boring because the cars just go around in circles for a few hours until the race is finished. Others will say that the sport is far too complicated now — that strategies have removed much of the gladiatorial aspect that once made it so popular. But if you speak to someone who knows a little bit about it and has followed its ups and downs, you’ll find that there are hundreds of different reasons why people love Formula One racing. Some enjoy following the drivers, some worship the cars, others are fascinated by the battle for technology, and still others just like being there at a race, soaking up the atmosphere. The more people follow the sport, the more they tend to get hooked by the different aspects. You’ll find that you usually watch your first race (whether on television or at the race circuit itself) purely out of curiosity, to see what all the fuss is about. But as soon as you have seen it, you’ll love the experience so much that you will want to see even more.

About This Book Formula One fans can rarely explain just what exactly got them interested in the first place. It is not as if you can play it during school games, and not many parents ever get to drive Formula One cars in their spare time. However, Formula One motor racing is attracting millions and millions of new fans every year — all of them hooked for different reasons. This book helps you work out just what’s so interesting about Formula One and find out exactly what you’re missing if somehow this is your first contact with it. If you have never watched a Formula One race before, this book shares with you the basics of Formula One racing. It looks at the design of the cars, and weird quirks like why the races start without a green go signal. I explore the mindset of

Introduction

1

drivers, and all the safety devices and tests that ensure they are protected as much as possible if they do crash. But the book also contains key elements to help you, the fan, get more out of the sport. If you follow it at home and want to better understand what tire strategy is all about (because yes it is important to the outcome of every race!), there are chapters looking at that. But, if you want to take your experience of Formula One to another level and take the plunge in choosing to go to a race yourself, you’ll find plenty of information here about where best to go, how to arrange your trip, and what to do when you get there. The great thing about this book is that you decide where to start and what to read. It’s a reference you can jump into and out of at will. Just head to the table of contents or the index to find the information or the element you want.

What You’re Not to Read If you are a Formula One novice and just want to know the basics, you don’t have to read every part of every chapter in this book to understand what’s going on when you watch a race. When you see a “Technical Stuff” icon, for instance, note that the following information includes more complex details for those with some knowledge of Formula One who want to learn the sport inside and out. There is also nothing to say that you have to read all the shaded text — that is, all the sidebars. These are included as useful asides to bring some color or interest to aspects that are not covered elsewhere, but if you skip them, you’ll still understand everything else.

Foolish Assumptions As I wrote this book, I made some assumptions about you. The first one is that, because you’re reading this book in the first place, you’re no dummy. You want to find out about Formula One. Here are some other assumptions I’ve made:

»» You’re either completely new to Formula One racing or you’ve followed it but want to understand it in greater depth.

»» You know the basics, but you want to know more so that you understand better what you see the next time you watch a race.

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Formula One Racing For Dummies

»» You want to be able to join in conversations and banter with die-hard fans who have followed the sport for a long time.

»» And who knows, if your passion for Formula One is fired by reading this book, then what’s to say you won’t become a part of the sport itself and play a key part in future Formula One battles.

Icons Used in This Book To make understanding Formula One Racing For Dummies easier, I used icons  — small pictures in the margins — to highlight important information. This icon highlights helpful tips and advice that can save you time, money, or exasperation as you watch Formula One events or partake in its festivities.

There aren’t many things you have to worry about as a Formula One fan. But when you should take extra heed, this icon warns you of what to watch out for.

I use this icon to indicate important information or info that you want to add to your knowledge so you can impress your friends or fellow Formula One fans.

This icon appears beside information that explains the finer points of Formula One technology that you may find interesting but that you don’t need to know. Feel free to skip this information at will. Formula One teams and drivers engage in strategies, both on the track and off. This icon appears beside information that tells how teams plan and plot against each other to gain a competitive edge. This icon appears beside info relating to actual events in Formula One history. What better way to show off your Formula One knowledge than to repeat these nuggets to the colleagues, friends, and family you want to impress?

Introduction

3

Beyond the Book In addition to what you’re reading right now, this product also comes with a list of teams and drivers, a 2024 Formula One event calendar, and more. To get this Cheat Sheet, simply go to https://www.dummies.com/ and enter Formula One Racing For Dummies Cheat Sheet in the Search box.

Where to Go from Here This book isn’t like many other Formula One books you’ll get from the bookstore. After finishing this bit, you don’t have to turn the page and continue reading in order. Instead, feel free to turn to whichever chapter takes your fancy. The most important parts of this book are the table of contents and the index at the back because they can guide you to whichever bit of information you are after. You don’t have to read these chapters in order because they are all standalone. So choose now where you want to begin your journey in Formula One and above all else — enjoy!

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Formula One Racing For Dummies

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Speeding through the Basics

IN THIS PART . . .

Discover why Formula One is so popular Find out why sponsors are in love with the sport Get a feel for what is at stake Understand how Formula One is policed

IN THIS CHAPTER

»» Understanding what Formula One is »» Discovering who the most important people in the sport are »» Getting a glimpse at a Formula One car »» Visiting the Formula One tracks »» Understanding the sport’s business side »» A calendar of events

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Chapter 

Just the Formula One Facts

F

ormula One racing is, as its name suggests, the pinnacle of motor racing around the world. Small children don’t dream about growing up to race in lesser series. Above all else, they want to be a winning Formula One driver.

These days, the sport is a truly global circus, and it has never been as popular as it is right now. Almost every race on the calendar is a sell-out, and some events can boast as many as 400,000 fans over a three-day race weekend. At that same time, F1 has an average of 70 million people tune in to watch each race across a combination of free-to-air television and pay channels. That cumulative TV audience for the full season is around 1.5 billion. It is this sort of global following that has attracted huge sponsorship, left race promoters queuing up to host grands prix, and television stations around the world falling all over themselves to broadcast it.

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Shows like the Drive to Survive series have further brought a new young audience to F1, meaning only the Olympic Games and the soccer World Cup come anywhere close matching it in the popularity stakes  — and they take place only every four years.

Formula One: A Grand and Global Sport Part of Formula One’s mass appeal is that it is truly a global sport. Not only do the best drivers from many countries fight for glory on the track, but they also use the best cars and the best engines from around the world. A case in point: Currently, in 2023, Monegasque driver Charles Leclerc and Spaniard Carlos Sainz drive for the Italian Ferrari team that is run by French team boss Frederic Vasseur. The global appeal increases further because, every season, the sport travels all over the world to unique tracks, each of which provides different challenges. Formula One really is like a traveling circus, as the cars, teams, and drivers shoot across the globe. At the end of the 2023 season, F1 had a triple header in the United States (Austin), Mexico and Brazil on consecutive weekends before ending the year with back-to-back races in Las Vegas and Abu Dhabi. Fans come from around the world, too. At any given race, you can find not only local supporters, but also others from around the world who have traveled to the event. A quick look around the grandstands at Formula One events inevitably shows a host of different nation’s flags. This mass appeal has been the story of the sport since the official Formula One world championship began in 1950. Before then, although Formula One races took place, there was no officially sanctioned fight for the world title.

Drivers and Other Important People Like most hugely successful sports, Formula One is jammed pack full of superstar names. Just like Lionel Messi in soccer, or Roger Federer in tennis, the big-name drivers in Formula One have millions of fans around the world worshipping their every move and hoping that they can win.

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PART 1 Speeding through the Basics

But the drivers aren’t the only big names in Formula One. Many of the team bosses are personalities in themselves. Some — like Red Bull team boss Christian Horner and Mercedes chief Toto Wolff — are almost as well known for their appearances on Netflix and in social media as they are for the great work they’ve done for their teams.

Drivers The drivers are, without doubt, the central focus for almost everyone in Formula One. Without the drivers there’d be no racing, and without the great battles, the psychological wars, and the fact that there is always a soap opera following them, there’d be no interest in following each twist and turn of a Formula One racing season. The best-paid drivers these days earn money that many of us can only dream about, but they definitely work hard for it. They not only have to take massive risks in driving Formula One cars at 200 mph, but they also have to work with their teams to get the last tenths of a second out of the car, deal with the media, and attend promotional events for their sponsors. (You can find detailed information about the life of a Formula One driver in Chapter 7.) For some drivers, the stress of being a successful Formula One star proves too much; they turn their back on the sport and find something a little bit more relaxing to do. One example of this was Nico Rosberg who was so mentally exhausted after winning the 2016 world championship that he quit on the same day he picked up his title trophy! For those who can cope with all the pressures and risks — and become the very best by regularly winning races — the rewards can be mighty. Although the money, attention, and the thrill of driving fast cars are ample rewards for being a good Formula One driver, nothing is better than actually winning. Some aces claim that winning gives them the best rush of excitement they have ever experienced in their lives — but you can make up your own mind by looking at Chapter 11, which explains what happens after a win and how winning a race doesn’t signal the end of the driver’s day.

Team bosses There’s a saying in Formula One that behind every great driver lies a really great team.

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9

The team makes sure that the drivers have the right machinery running in the right way. Each driver knows that, without their cars, they wouldn’t be able to get anywhere. After all, drivers would look pretty stupid sitting on the grid with their bum on the track and no car around them. The leader of each team — whose responsibility it is to pull the resources and personnel together — is the team boss. There is no single job description that covers every team boss in the pit lane because they all have unique ways of running their teams — and each squad is different anyway. Some bosses like Toto Wolff at Mercedes are shareholders, whereas others like Mike Krack at Aston Martin are employed by the team owners. Although a driver can achieve race victories quickly in the sport, especially if he’s signed to a leading team in his first few years of Formula One, a team boss requires many, many years to turn an outfit into one of the best. This is a task that requires them to do the following:

»» Recruit the best staff: If a team is successful, then it is obvious that the best

staff in the pit lane will want to join. Every front-running team in Formula One has the best designers, the best mechanics, and the best engineers. The fight for glory is so intense, though, that staff often move around — tempted by big money offers — and teams often go through phases of incredible success followed by periods of lackluster form after their top staff are recruited elsewhere.

»» Have the best facilities: Formula One is about high technology and having

the best of everything. Teams must spend millions of dollars on state-of-theart factories, wind tunnels, simulators, and computer technology. This is why many experts from the aerospace and computer industries have found employment in the sport. Nowadays, entire cars are put together on computer screens and the kind of technology often only used in the aerospace industry is brought into action. Teams can no longer afford the process of trial and error when it comes to building their new car or improving their current one.

»» Build a car that can take on the very best in the field: No matter how good your staff is, or how good your equipment, a Formula One team is always judged by the speed of its car. There is so little difference between all the cars in the field that the fight for glory is intense — and that is why teams seek out the tiniest advantages in every area of their car. Rules and regulations can be changed, handing certain teams an advantage, and when new technology is

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PART 1 Speeding through the Basics

found to improve speed, teams try to keep what they are doing a secret for as long as possible.

»» Find a way to pay for all the preceding: This is no easy task. After all, money makes the cars go round! In fact, this is why modern team bosses have to be as good at attracting sponsorship and business backing as they are at running racing cars.

The huge prizes for success in Formula One, which include the prospect of earning millions of dollars in extra sponsorship backing or increased television rights money, mean that team bosses also have to deal with an incredible amount of politics within the sport. There are often arguments revolving around money, the changing of rules, and even the threat of protests from rival teams if they think you are pushing the boundaries of the rules too much. There are agreements in place to make sure there is no foul play, though, and rulebooks have to be followed (or gotten around) so that Formula One remains an even contest. To find out more on the responsibilities of team bosses, head to Chapter  6. If you’re interested in the rules teams have to abide by, go to Chapter 4.

The Top Cats: F1 and the FIA The sport’s leaders are not just those who run the race teams. There are two key figures who have overall control of Formula One. First, there is Stefano Domenicali, who is CEO of the Formula One group that currently owns the commercial rights to the championship. He is in charge of setting the calendar, signing the deals, and shaping the future. Alongside him is Mohammed Ben Sulayem, who is president of motor racing’s governing body, the Fédération Internationale de l’Automobile (FIA). The FIA is the regulator of the series and must ratify any calendar and regulation changes, as well as ensure everyone is following the rules.

Rockets on Wheels: The Cars They Drive When you ask people what a racing car looks like, a lot of them describe a soupedup road car, with a big engine, massive tires, and a really good paint scheme. Some of them may even imagine that the doors are sealed shut to increase safety when out on the track. A Formula One car, however, is very different from anything else you see on the road. It is the ultimate prototype machine, featuring design ideas, technology, and

CHAPTER 1 Just the Formula One Facts

11

materials that many people associate more with a modern-day fighter jet or spaceship than with an automobile. Because they aren’t required to be street legal, Formula One cars have evolved differently to road cars. Their design has been centered on the quest for speed rather than comfort, and they are almost literally rockets on wheels.

Key elements in the design Following are some of the elements and characteristics that make up a Formula One car and give it a completely different appearance to other types of racing cars (see Figure 1-1):

»» Open wheels: Unlike the road car sitting in your garage, one of the most obvious elements of a Formula One car is that its wheels aren’t covered. In this way, Formula One cars are similar to the US-based IndyCar series.

»» Central cockpit: Formula One design teams don’t worry about the comfort of passengers — because they don’t have to. Formula One cars have room for only one driver. The cockpit is mounted in the dead center of the car, which is vital for a car’s center of gravity.

»» Agile and lightweight: Although Formula One cars have got heavier in recent

years, they still weigh less than a road car. The use of high-tech materials, including carbon fiber, has made modern Formula One cars super-lightweight and therefore very fast.

»» Lack of bumpers: Formula One is a no-contact sport, which is why you won’t

find any safety bumpers at the front or rear of the car to fend off the attention of other cars. Instead of bumpers, you find aerodynamic wings.

»» Aerodynamic wings: The front and rear wings of the Formula One car, which

are designed to push the car down onto the ground through the creation of downforce, are very exposed — which they have to be if the car is going to be quick. (They also provide perfect billboards for sponsors.) These wings are the result of months of research in high-tech wind tunnels.

»» The Halo: Towering over the driver in the cockpit is the Halo, which is a safety device aimed at deflecting debris away from the cockpit in the event of an accident. It was introduced to Formula One in 2018 and has saved many lives already.

In general terms, a Formula One car is the ultimate single-seater, open-wheel, racing car. You can find similar looking machinery in IndyCar, Formula Two, Formula Three, and Super Formula cars. But even though these other cars look the

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PART 1 Speeding through the Basics

same as Formula One cars, none of them are as fast over a single lap as a Formula One car is — even though some machines, like top-level dragsters, can accelerate faster and reach higher top speeds in a straight line for a short period of time. To find out more about what defines a Formula One car and what is underneath the bodywork, take a look at Chapter 5.

FIGURE 1-1:

Formula One cars look very different to other racing cars.

CHAPTER 1 Just the Formula One Facts

13

Prepping the car for maximum performance At this top level of motor racing, each team must use its equipment to the absolute maximum. If the car has just one weak area, all the rival teams will do their best to exploit this weakness for their own advantage and the team is likely to suffer. The cars are made ready for race performances in three ways:

»» Factory testing: Nowadays teams do almost all of their preparation work at

their factories rather than at race tracks. They have state-of-the-art machinery, computer simulations, and dyno testing facilities to design, build, prepare, and test every component on the car to make sure that when it is ready to hit the track, each component is as good and robust as possible.

»» Simulator running: With teams now banned from testing their cars after the season is underway, a lot of their running takes place in the virtual world. Most teams now have sophisticated simulators that are good enough to evaluate new car developments and allow drivers to work through setup changes so they can be as well-prepared as possible for the real race on the weekends.

»» Race weekend running: When the race weekend is underway, teams can’t

just decide to sit in the grandstand and see what their driver can do. Teams have to work hard on car setup, tire strategies, and advising drivers in order to find the final tenths of a second that can make the difference between winning and losing. For more on how these activities affect the race’s outcome, see Chapters 9 and 10.

Up and Down and All Around: The Tracks Every race provides a new challenge for the teams and drivers  — and that is because each track on the calendar is unique. Circuit designs have evolved dramatically over the years. Formula One has traditionally not taken place on ovals — even if the Indianapolis 500 was part of the World Championship from 1950 to 1960. Some venues have been on the calendar since the 1950s, like Silverstone and Monza, with their track designs and facilities being upgraded over the years. There are also plenty of brand-new venues, with the newest additions to the calendar being Las Vegas and Saudi Arabia. Every track has different characteristics, with different top speeds, unique corners, and very different layouts.

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PART 1 Speeding through the Basics

The Right Stuff for Business Formula One is not a sport for those without money. It is not like soccer, where you and your mates can buy a ball, use some jumpers for goalposts and then play to your heart’s content for hour after hour. No, Formula One eats money. The massive development costs, the use of spaceage technology, plus the expertise required to create a winning car, means that some teams find it hard to stay below the cost cap limit of around $140 million. And that is before they have to pay those big-buck salaries to their drivers! With such a high cost, only the very best teams in the world are ever successful in Formula One. In the old days, a rich team owner was able to fund a season himself, cars and engines lasted the whole season, and drivers’ wages weren’t that much. But nowadays, there is an intensive development race, with 23 grands prix per year and the top drivers earn tens of millions of dollars. Luckily, the growing expense of the sport has been matched by the huge following it has around the world, which means sponsors are only too willing to pay teams a lot of money in order to get their logos onto the sides of cars. Without sponsors and the money they bring to the sport, Formula One as we know it wouldn’t exist. In fact, a team’s success on the track very much depends on how well it can attract sponsors off it. It is no wonder that modern day Formula One teams employ sponsorship and advertising experts to help them find this muchneeded money.

A “RICH MAN’S PLAYGROUND” In the early 1900s, Formula One racing was purely the domain of rich gentlemen who found no better way to spend their money than to go racing on weekends. This scenario didn’t change for several decades, although teams began to realize that they could actually pay drivers for their talent, not just because they were paying for the racing seat. The growth of sponsorship in the 1960s, allied to greater media and public awareness of sport, helped lift Formula One until it really exploded in popularity in the 1980s — thanks to widespread television coverage. It has boomed ever since and now there is almost no holding it back. For more details on the incredible popularity of the sport and its growth from a “rich man’s playground” to what it is today, see Chapter 2.

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15

Of course, sponsors don’t just hand over the money in exchange for a few wellplaced stickers on the car. To make the most of every dollar they spend, the sponsors create huge marketing efforts, schedule big promotional events, unleash social media campaigns, and produce television ads and billboard signs, all taking advantage of their relationship as Formula One sponsors. So important and time-consuming are these sponsor-driven events that some say Formula One is a sport between 3 p.m. and 5 p.m. on a Sunday and a business every other minute. Head to Chapter 3 to find out more about the business side of grand prix racing.

Getting the Most Out of Formula One If you enjoy watching Formula One races, then the sport can be absolutely magical. It takes place on weekends, when most people are free — free to sit in front of their television sets to enjoy the spectacle in the comfort of their own homes or free to travel to the event itself and enjoy the spectacle in person. Whether you’re watching from your front room or the grandstands, you’ll discover that each race is guaranteed to throw up enough surprises, excitement, and intrigue to keep you glued to the edge of your seat right up to the fall of the checkered flag. Finding out about different tracks in each country can be a bit of a daunting prospect — especially when you consider that more than 20 races appear on the calendar each year. If you’re thinking about traveling to a race, head to Chapters 12 and 13, which will be a huge help. They tell you all you need to know about how Formula One decides where to go each season, as well as  providing pointers on how to actually get there yourself. Formula One is one of the world’s most exciting and most interesting sports. It can provide you with a lifetime of enjoyment if you make the effort to understand a little bit about it. A few decades ago it was almost impossible to find out the latest goings on at the races — television did not cover it, newspapers were not really interested in it, the Internet was not invented, and social media did not exist. Nowadays, you’re hard-pressed to avoid an information overload. You can find hundreds of websites that give the latest Formula One news; social media platforms like Twitter and Facebook are full of Formula One content; and programs on television and YouTube analyze the races and profile the stars. There are also plenty of newspapers and magazines that cover the latest gossip about the Formula One fraternity. Finding your way through this minefield of information can be a bit intimidating unless you take some advice from the experts. For help go to Chapter 17, where you get tips on finding the information you want.

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PART 1 Speeding through the Basics

IN THIS CHAPTER

»» Why Formula One is the pinnacle of motor racing »» What makes Formula One, Formula One »» How Formula One came to be as it is today

2

Chapter 

The Most Popular Sport in the World

T

he days are long, long gone when Formula One was a sport that only a few people were interested in. Today its TV viewing figures across the globe are measured in billions, putting the sport on a par with the soccer World Cup and the Olympic Games. Formula One’s popularity has gone through a tremendous boom in the last few years thanks to its owners, Liberty Media, making it more open to fans; offering different race weekend formats, opening up social media channels, and helping attract a new audience through Netflix’s Drive to Survive series. Perhaps Formula One’s biggest challenge now is making sure that it can live up to the high expectations that fans have for it, and balancing out the different needs that come from delivering a true sporting contest that produces entertainment and suits the needs of sponsors. In can be a sort of vicious circle because the sport’s basic gladiatorial appeal generates huge TV coverage, which in turn has brought in big corporate money to feed the technological appetite that has always been central to what Formula One is all about — and the influence of sponsors sometimes can prevent the show being as pure as fans would like it. (Head to Chapter 3 if you want to know more about the role of corporate sponsorship in Formula One racing.)

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As the money has increased, the scale of the sport and its reach have flowered. In addition to its traditional base of Europe, the Formula One World Championship is now fought out in the Americas, Asia, Australasia, and the Middle East; currently, Africa is the only continent without an F1 race — although that is being worked on. There are more countries that want to stage Formula One grands prix than there are available dates (go to Chapter 15 to find out what other race venues you can look forward to in the future) as many emerging economies look upon hosting a grand prix as a way of legitimizing their newfound status on the world stage. So whenever Formula One representatives start to sound a bit pompous or selfimportant — as some of them can do — bear in mind that some serious statistics back the claim that Formula One is the most popular sport in the world.

What Makes Formula One? In racing terms, “formula” implies the rules for a pure racing car, a single-seater with open wheels — a format largely unconnected with, and unrecognizable from, road cars. Formula One implies that this is the number one series in formula racing.

The premiere racing sport in the world Formula One stands at the technological pinnacle of all motorsport. It’s also the richest, most intense, most difficult, most political, and most international racing championship in the world. Most of the world’s best drivers are either there or aspire to be there, and the same goes for the best designers, engineers, engine builders, and so on. It’s a sport that takes no prisoners. Underachievers are spat out with ruthless lack of ceremony. Formula One takes its position at the top of the motorsport tree very seriously. Formula One traces its lineage directly back to the very beginnings of motor racing itself, at the end of the 19th century, when public roads were the venues. All other racing series have sprung up in its wake. Unlike most racing categories, Formula One isn’t just about competition between the drivers. It’s about rivalry between the cars, too. The battle between teams for superior technology is always an ongoing part of Formula One.

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Comparing Formula One and other types of racing Racing in America for a time overlapped in its development with European racing; then it veered off in the direction of oval track racing.

IndyCar racing in America The top single-seater category in the United States is IndyCar. These cars look like Formula One cars to a casual onlooker, but a Formula One car is faster around corners and more powerful. Another difference is that Formula One cars never race on ovals; instead, they exclusively race on purpose-built road racing tracks or street circuits. Furthermore, each Formula One team designs and builds its own cars rather than buying them off the shelf from a specialist producer.

NASCAR and touring car racing Non-formula, roadcar-based racing spawned NASCAR in America and touring car racing in the rest of the world. Both are for cars that look from the outside like showroom roadgoing models but underneath the skin look very different. NASCAR tailors for American production models and races mainly — though not exclusively  — on ovals. Touring cars are based on European or Australian road cars and, like F1 cars, race on road-racing or street tracks.

“FORMULA” ONE AND THE BABY FORMULAS THAT CAME LATER The reason why the sport is called “Formula” One is rooted in history. Pioneer motor racing placed no limitations on the size or power of the competing cars. With technological advances, this free-for-all quickly made for ludicrously dangerous conditions — especially as the early races were fought out on public roads. As a result, the governing body of the sport at the time began imposing key limitations on the format of the cars in terms of power, weight, and size. Only cars complying with this “formula” of rules could compete. The rules of grand prix racing have adapted to the technology and needs of the times. The rules formulated for racing immediately after World War II were given the tag of Formula One, a name that has stuck ever since. Formula Two was invented shortly afterwards as a junior category, with a smaller engine capacity. Not long after that, Formula Three came into being for even smaller single-seaters. These formula names remain in place today, even if the rules and type of cars have evolved massively over the years.

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The feeder formulas In Europe, there are feeder formulas to Formula One — where drivers, team owners, mechanics, and engineers can all hone their craft on the way to Formula One. Today the final two stepping stones are Formula Two and Formula Three. The names and numbers have changed over the years but Formula One remains what it has always been — the pinnacle. F3 is currently for single-seater cars with a naturally aspirated 3.4-liter engine that produces around 380hp. F2 races with a 3.4-liter single turbocharged engine that produced 620hp. The structure and hierarchy of motor racing is extremely complex and not very logical. All you really need to know is that, in global terms, Formula One is at the top of the pyramid.

Understanding Formula One’s Popularity The basic gladiatorial appeal of motor racing is enhanced in the case of Formula One by its being played out in exotic locations across the globe, with star drivers piloting cars of cutting-edge technology. Wheel-to-wheel racing, strategy battles, design and engineering competition, danger, and glamour all play their part in attracting billions of spectators.

Wheel-to-wheel racing Truth be told, one of Formula One’s biggest challenges has been producing enough wheel-to-wheel racing. Super-fast cars that produce huge aerodynamic downforce with super-efficient carbon-fiber brakes mean that braking distances are incredibly short, which has often limited passing opportunities. A lot of thought has gone in to changing the layout of some circuits to make overtaking more feasible (see Chapter 9). This often requires there to be a heavy braking zone at the end of a long straight to ensure the best chance for a driver to make a move. But even this was not enough, which is why Formula One has undergone some pretty major rules changes in recent years to try to make things even more exciting. One of the most controversial introductions was the Drag Reduction System (DRS), which arrived in 2011 to help deliver a straight-line speed boost for cars trying to overtake rivals.

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The system effectively pops up the top rear wing flap to reduce drag on the straight and give a driver some extra speed to swoop past the car ahead. It is activated if drivers get within one second of another car ahead of them at specific areas of the track known as DRS Activation Zones. Although it has helped increase the number of overtakes, some fans do not like it because they feel it is too artificial and makes overtaking too easy compared to years gone by when drivers had to seize on a split-second of opportunity to make a heroic move. A bigger overhaul of Formula One’s cars came at the start of the 2022 season when the rules underwent a complete change. F1 returned to the ground-effect concept of car, which meant much of the downforce was produced through a clever underfloor design that helps suck the machines down onto the track. By shifting the creation of downforce away from the front and rear wings, the airflow disturbance on pursuing cars was reduced dramatically — allowing drivers to follow each other much more closely. Although DRS overtakes are the most straightforward way for passes to happen, other moves can still happen when two cars are braking for a corner. In cars that decelerate from 200 mph to a stop in less than four seconds, the driver doing the overtaking has just a tiny window of opportunity to position their car and brake later than their rival in front. Get it a little bit wrong and a collision is a near-certainty. With a rival close behind them, the driver in front must try to ensure they are not vulnerable into the braking areas. They need to ensure they are not slow down the preceding straight and to do this they need to ensure they get a good exit from the corner leading onto that straight. But sometimes this is impossible to do for more than a few successive corners. That is because the driver behind, if they are clever, can force them into taking a defensive line into a corner that prevents them being passed there but that also makes them slow coming out and therefore vulnerable to attack into the next turn. It can be a game of brains as well as bravery and skill. There’s a tingle of anticipation when a driver is closing in on the leader during the race’s closing stages on a track where overtaking is feasible. One of the greatest F1 races ever was the 2005 Japanese Grand Prix where Kimi Raikkonen closed in and then swooped past race leader Giancarlo Fisichella on the final lap. (See Chapter 19 for more details of this race.)

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Star drivers Lewis Hamilton stands as the most successful Formula One driver of all time and is still breaking his own records. Although he still matches Michael Schumacher for a record seven world championship titles, as of the 2023 season he holds records for the most wins, the most pole positions, and the most podium finishes of any driver. Formula One records are always there to be broken, though, and the new generation of young stars — including Max Verstappen — could easily go on to head the charts in the future. Each era of F1 has its stars and challengers, and it’s one of the more fascinating aspects of the sport to see which of the pretenders is going to step forward and take the champion’s crown. Verstappen’s recent success has come after a period of domination for Lewis Hamilton, who himself came out on top following a spell when Sebastian Vettel was untouchable. Prior to that, Fernando Alonso, Michael Schumacher, Ayrton Senna, and Alain Prost all had their moments of multiple championships before having to give way to a new challenger. Every leading driver — champion or challenger — has a huge fan base, sometimes linked to their nationalities but not always. F1 race tracks these days are full of Dutch fans who have been attracted to F1 through the arrival of Verstappen. Spaniard Fernando Alonso continues to be his country’s biggest star as one of F1’s most-experienced-ever drivers, whereas Mexican Sergio Perez is a superstar in his home nation. The personalities of the drivers, their perceived strengths and weaknesses, and their past histories in battle color the fans’ view of the races unfolding in front of them, drawing them into a “storyline” that has no end, just ever-more chapters. Verstappen has a reputation for being single-minded in his approach to winning and not being afraid to take some risks and have some crashes when it comes to chasing success. Alonso has been accused of being a bit of a political animal at times when it comes to ensuring that he has the entire team behind him. Then there are drivers like Yuki Tsunoda from Japan, who are viewed as being a bit wild at times, and known for having too many accidents.

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Then of course there are drivers like Hamilton, who are as well-known for their fashion and celebrity lifestyle as they are for what they do on track. All these impressions, true or not, add to the drama for those who follow the sport closely. The drivers who make it to the top of the ladder and graduate to Formula One are invariably champions in the feeder categories (see the section “The feeder formulas” earlier in this chapter for information about the feeder series). Their winning credentials have usually been established all the way from kart racing. But the turnover of driver talent in Formula One is high because those with any question marks alongside their Formula One performances tend to be quickly replaced.

Danger Racing a 200 mph missile loaded with fuel is never going to be an intrinsically safe activity. For many, this inherent danger is part of the sport’s appeal. The sport has suffered its inevitable tragedies over the years and this only emphasizes the courage of those who continue to fight it out on the tracks of the world, accepting the stakes. Ayrton Senna, one of the greatest drivers of all time, was killed on a black weekend for motor racing at the 1994 San Marino Grand Prix. His death came just one day after F1 rookie Roland Ratzenberger perished at the same Imola track. It illustrated starkly that the grim hand of chance can reach out to claim any, regardless of reputation. Some have been narrowly spared, yet still the sport has drawn them straight back. The most dramatic example of this was Niki Lauda who, after crashing in the 1976 German Grand Prix, was given the Last Rites in hospital and was not expected to make a recovery from critical lung damage. Yet, just six weeks later, he was behind the wheel of his Ferrari, facially scarred but indomitable. He finished fourth and later went on to win a further two world championship crowns. The sport’s governing body, the FIA, has imposed fantastically rigorous safety legislation on Formula One, which means injuries and deaths are now very rare. These regulations cover both the construction and crash testing of the cars before they are allowed onto the track. To find out what the rules and regulations governing the sport are, refer to Chapter 4.

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HOW TV COVERAGE GREW In the early 1970s, then-Formula One mogul Bernie Ecclestone was the first to see the potential of the sport in terms of TV audiences. Commercial sponsorship had become the key to success for the teams. So, what better way of generating more sponsorship than by securing commercial TV deals that would beam images of the sponsors’ liveries all over the world? The result was a nearly perfect symbiotic relationship: The TV coverage increased the sport’s popularity, which in turn made advertisers willing to pay the stations better rates to have their adverts placed within the Formula One screening. As TV stations profited by selling TV time to advertisers, the price Formula One charged the TV companies escalated. TV stations were often first attracted to covering the sport when one of their home heroes was doing well. In this way, Emerson Fittipaldi paved the way for Brazilian TV, James Hunt for British TV, and Alan Jones for Australian TV. Once exposed to the excitement of Formula One, those audiences still wanted to watch Formula One, even after their local heroes had retired or fallen from prominence.

Glamour Impossibly fast cars driven by brave and handsome young stars of all nationalities in a variety of exotic backdrops throughout the world  .  .  .  It is not hard to understand why Formula One is viewed as glamorous. Don’t let anyone tell you otherwise  — unless it’s a mechanic who just completed an all-nighter fixing a damaged Formula One car while the driver who crashed it went back to their hotel to sit by the pool!

Media coverage The media just cannot get enough of Formula One. These days, websites and social media channels are full of the latest news, and there are numerous television stations, podcasts, magazines, and newspapers that help Formula One gets its glamorous, dramatic, and colorful message across. To find out how to get the most accurate and reliable information about Formula One, head to Chapter 17.

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RACING IN NATIONAL COLORS Before the advent of commercial sponsorship in the late 1960s, Formula One cars used to race in their national colors. This tradition dated back to the turn of the 20th century and a competition called the Gordon Bennett Cup, the direct forebear of grand prix racing. In this competition, teams represented each of the five participating countries in a sort of inter-nations cup event. For easy identification, each country was allocated a color. Italy was represented by red (still seen today in the Ferrari team’s livery), France by blue, Britain by green, Germany by white, and Belgium by yellow. These colors remained an intrinsic part of the sport until corporate liveries rendered them redundant.

National pride Countries have often been converted to Formula One after one of their countrymen has succeeded in the sport. This was certainly the case with Finland, which for decades had been interested only in rallying (a sport of road-based cars racing against the clock, rather than wheel-to-wheel, through forest tracks and closed roads). The Finns became alerted to Formula One’s existence when Keke Rosberg won the 1982 World Championship. By the time Rosberg’s protégé Mika Hakkinen won his two world titles in 1998 and 1999, the Finns were fervent followers, trailing their national flags to circuits around the world. After Hakkinen’s retirement they had a new hero in the form of Kimi Raikkonen, whose retirement at the end of 2021 now means they follow Valtteri Bottas. Fernando Alonso has turned Spain on to F1 in a big way, and Michael Schumacher’s success transformed F1 in Germany from a minority interest sport to something that virtually every man in the street was aware of before Sebastian Vettel helped lift it even further before his retirement at the end of 2022.

Historic Overview Grand prix racing has a rather long and lustrous history. It began at the turn of the 20th century as a proving ground and publicity medium for road car manufacturers. It was still so when it was first labeled Formula One half-way through the century. But toward the end of the 1950s, it acquired a life of its own, regardless of the plans of the road car manufacturers that had always formed its core. The sport proved so popular that even when the manufacturers pulled out, other specialized F1 constructors were able to step into the breach and provide the hardware for the star drivers who had become the fans’ main focus of interest.

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Famous eras in Formula One history With the perspective of time, it’s possible to distinguish the critical moments in the sport’s history and its evolution into the fantastic high-tech, high-entertainment, high-drama show of today.

Where it began The first non-championship grand prix race was held at Le Mans, France, in 1906. The French initiated the event as a way around the three-car entry restriction imposed on each nation by the previous premier motor racing competition, the Gordon Bennett Cup. At the time, France was far and away the leading car producer in the world and took exception to being limited to just three cars. So, with characteristic chauvinism, the French devised their own competition — the grand prix — in which no such restriction existed and where honors would be fought out not between countries, but between manufacturers. It’s a lineage that continues to this day.

How it grew Following France’s lead, other countries soon began staging their own grands prix, and the sport’s governing body devised a common set of rules that would be applied to all such races. By the late 1940s, there were so many grands prix — some of them small-time events unworthy of the label  — that the governing body specified a handful of “premier” grands prix that could be considered major national events.

The birth of a championship Once the governing body of Formula One identified the major events, the sport was just one step away from combining the results of each of these races, via a points system, to determine a world champion. This system  — and the World Championship — came into being in 1950. Before 1950, there had been a European Championship in the 1930s. The new World Championship was very much like the European Championship, as each of its six grands prix were held on European soil. The championship lamely justified its “world” status by including the results of the American Indianapolis 500 race, a race for Indy cars, a completely different breed from the Formula One cars of Europe, and fought out by a different set of competitors. This statistical anomaly remained until the start of the 1960s, when the World Championship had ventured out of Europe and had even included a genuine United States Grand Prix.

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Creating the cars, then and now By the end of the 1950s, grand prix racing had ceased to be dominated by the big car-producing factories and instead had been taken over by specialist race car producers. Ferrari was one of these — at the time it made road-going cars only as special commissions — but the British constructors such as Cooper and Lotus took the concept one step further. They didn’t make their own engines, just bought them in, along with gearboxes, steering, and other components, and assembled everything together. Soon these funny little cars — which incidentally had their engines in the back, overturning the convention of half a century of racing cars — were running rings around everyone else. The factories began to return to Formula One in the 1980s and have stayed ever since. The presence of manufacturers has ebbed and flowed though, as sometimes they have chosen only to be engine suppliers — like Honda is in F1 currently — whereas others like Alpine and Mercedes now own their teams and are full works efforts that produce cars and the power unit.

Power players in the sport British teams, using the Cooper model of the “kit car,” and others like them formed a power base throughout the 1960s, and this was emphasized in the early 1970s when Bernie Ecclestone — a former car-dealer and Formula Three racer — bought into one of these teams. An incredibly astute businessman, Ecclestone hauled the sport kicking and screaming into the world of commerce by banding the teams together to present a united front during negotiations with race organizers. Soon, and with the help of emergent TV deals, the sport and the team owners became vastly richer. Previously the only important players were the big road-going factories — such as Renault or Alfa-Romeo  — who comprised the sport. It had therefore been a sport dependent upon their economic performance in the marketplace and was vulnerable. The new era made the sport’s health more independent of the industrial complex, with the major players now having the sport as their means of livelihood. Although Ecclestone has now gone, the teams remain the center of the sport’s gravity in helping ensure there is both good racing on track and attracting the huge following F1 now has  — even if sometimes grand prix racing’s chiefs have to push them in rule directions they do not particularly like.

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FROM DOWNTOWN GARAGES TO “SMART” FACTORIES When Cooper changed the face of grand prix racing in the late 1950s with its “kit car” of bought-in components, it did so from a simple garage workshop — the sort of smalltime establishment that may have serviced your old car 20 or 30 years ago. Most of the teams that went on to dominate Formula One in the 1960s and early 1970s were based very much on the Cooper blueprint. Typically, these workshops would be home to around 15–25 employees. The cars would be designed, built, and race-prepared there. Ken Tyrrell’s team, which won three World Championships between 1969 and 1973, was based in a former timber yard. Then the money began to come in. When the car producers began returning to the sport, they brought not just the hardware of their engines to the specialist teams, but also vast research and development budgets. Teams quickly quadrupled in size and workforce, wind tunnels were built together with autoclaves where the cars’ carbonfiber chassis are built. Today a top Formula One team employs over 800 people. And they no longer operate from timber yards or roadside garages. They are based in places like the McLaren Technology Centre in Woking and Aston Martin’s new Silverstone factory. The MTC was designed by the world-renowned architect Lord Foster (who numbers the Reichstag building in Berlin and Hong Kong airport among his credits), and the stunning circular glass and steel structure is housed within a 50-acre site. It has a series of manmade lakes and within the circular form are 18-meter-wide “fingers” housing individual departments. Between each are 6-meter-wide “pavements” that also bring in sunlight and ventilation. The lakes form an intrinsic part of the building’s cooling. Hot air from the onsite wind tunnel heats the building when needed; the exterior lake cools it when it’s not. An underground tunnel links the center to other auxiliary buildings. Aston Martin’s new factory has come with a $250 million price tag and features three main areas: a main building for the race team, another for its new wind tunnel, and a third for an employee experience and events space. These are all connected by bridges. The British sports car manufacturer believes its facility will be the first “smart” factory in F1, making use of wireless and adaptive technology to improve its processes.

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IN THIS CHAPTER

»» Understanding how sponsors fund the sport »» Discovering how sponsors make the most of their money »» Finding out about Formula One merchandise

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The Big Business of Formula One

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ome people may joke that Formula One is a very expensive way for people to watch ads flashing past at 200 mph, and there is some truth in the idea that money does make the cars go round. In the distant past, cars raced in their national colors, but these days a car’s look is completely dictated by the company that is willing to pony up the cash and put their name on the side of it. In addition, a modern driver’s allegiance is to their team and — by association — their sponsors, rather than to their team and country. Even you could have your own name on the side of Max Verstappen’s helmet if you were willing to pay enough! The growth of Formula One sponsorship may have taken away from the romance of the sport, but it has also helped give it huge exposure worldwide. Sponsors are only too happy to use drivers or teams to promote their goods — whether on a huge billboard overlooking Times Square in New York or on cardboard cutouts of drivers holding merchandise at garages and supermarkets just around the corner from your house. This chapter looks at how sponsorship has helped Formula One grow into a sport that is now as popular as soccer’s World Cup and the Olympics — with the added advantage of taking place more than 20 times every year!

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Funding the Sport: The Role of the Sponsor Watch a Grand Slam tennis match, a World Cup soccer game, or even the Super Bowl, and you would have to get pretty close to the action to actually see a sponsorship logo on any of the participants. That is because there are rules in place that limit the exposure that personal sponsors are allowed in these events. But watch a Formula One race, either on television or at the track, and you cannot help but notice sponsors’ names, logos, and pictures everywhere. They are all over the cars, all over the drivers’ overalls, and the teams are even named after any company who wants to pay enough. It would not be impossible for a driver to say: “I am very happy that my Aston Martin Aramco Cognizant Formula One team won the Qatar Airways Gran Premio Del Made in Italy E Dell’Emilia Romagna after losing out to Oracle Red Bull Racing at the Crypto.com Miami Grand Prix” Wow, what a mouthful! And, from the sponsor’s point of view, what a lot of name checks. When sponsors first got involved in Formula One back in the 1960s, they only gave some support to certain teams, and their logos were very small. But these days, every single inch of car, track-side billboards, drivers’ clothing, and team clothing is used to advertise a company’s product. Sponsors even give their names to the awarding of Overtakes of the Month and the best pit stop from each race. You will see sponsors’ logos covering the front and back of the driver’s overalls, and all over their helmet when they are out on the track. And if that wasn’t enough, as soon as a driver steps out of the cockpit, they will be handed a baseball cap that features even more sponsors. When drivers are not even in their racing overalls, they will be wearing T-shirts, shirts, and even trousers that are promoting their sponsors. This is very important because the sponsoring companies pay a lot of money and want as much exposure as possible — so they don’t want their drivers wearing unbranded products while they are at work. Such high-profile allegiance to sponsors is not a bad thing, though. It ensures that teams can attract the big money sponsors that they need to be able to pay to race (see the sidebar “This costs HOW much?!” for details on the amount of money teams need to be competitive in Formula One), whereas sponsors use their links with Formula One drivers and teams to promote their goods. It is good for the fans too, because it allows them to identify with their favorite drivers. What better way to show your support for a driver than to wear the same cap they wear?

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THIS COSTS HOW MUCH?! It is hard to imagine that in the 1980s a team could happily compete in Formula One for an entire season, and be successful, for a few million dollars. Nowadays, however, that would not be enough to take part in just one race. Massive advances in technology, the growing cost of hiring staff, and the incredible number of people needed to help prepare two cars (some teams now employ more than 800 people) have seen costs rise dramatically, and even with a budget cap in place it is still incredibly expensive. With a limit of around $140 million, excluding driver salaries and engine development, it is no wonder teams need sponsors to survive.

The Benefits of Sponsorship The types of companies involved in Formula One range from massive global corporations that use the sport as one part of a worldwide marketing campaign to local companies just wishing to help support back-of-the-grid drivers or one of the smaller teams. The following sections outline what big and smaller sponsors get from their investments in Formula One racing teams and explain how all sponsors benefit from the exposure.

The headliners: Big benefits for big sponsors The huge cost of running a Formula One team, from paying more than 800 employees to getting the cars to 23 or 24 races around the world each year, means that only big-money sponsors can afford the up to $70 million it costs for what is known as title sponsorship. This effectively means that the team’s title is changed to or incorporates the name of a sponsor. So, with title sponsorship, the current Haas squad is officially known as Moneygram Haas F1 Team. As well as changing the title of the team, a big sponsor will get its logo and name on the most prominent parts of the car. These are the front and rear wings, the sidepods, and the engine cover. Figure  3-1 gives you an idea how much these prime advertising spots cost.

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Of course, being a title sponsor does not just mean that you give the team your stickers and make sure that they put them on the car. Major sponsors also get the following perks:

»» They’re given VIP treatment at the track, so that staff and clients can be entertained in the Paddock Club against the backdrop of a glamorous sporting event.

»» They’re allowed to use the team drivers for special promotional appearances — whether to meet fans or press at events or even just to sign autographs at a company’s office or factory. This is a great chance for a sponsor to boost company morale. Question-and-answer sessions and opportunities for clients and employees to have their photo taken alongside a famous driver will take place on a promotional visit. Some drivers find these promotional visits more daunting than actually fighting it out on the track at 200 mph!

Such deals are not cheap but, despite the huge cost, sponsors still believe that they get excellent value for money. Whereas once Formula One relied heavily on tobacco sponsorship (see the nearby sidebar, “Tobacco money went up in smoke”), there is now a much wider variety of businesses and industries backing teams. Technology companies have got heavily interested in F1, with Red Bull having Oracle as its title sponsor, while Aston Martin has Cognizant and Aramco feature in its official name. The Haas team is also sponsored by Moneygram, a crossborder payments company. The Alpine team’s title sponsor for the 2023 season is Austrian water treatment company BWT, whose famous pink colors have taken over the entire branding of the car at a couple of races, too. The Formula One championship has its own sponsors too, with major deals in place for Crypto.com and Qatar Airways to become title backers of races as well as have major branding trackside. The most committed of sponsors, though, are those that don’t just add their name and become a title partner — they actually buy the team. One famous example of a sponsor supporting a team like this was when Italian clothing company Benetton bought its own outfit (so to speak). It purchased the Toleman team at the end of 1984, and the team became officially known as the Benetton Formula 1 Team. Although making good clothes may have nothing to do with making a racing car go fast, the team won two world drivers’ championships with Michael Schumacher in 1994 and 1995, before it was sold to Renault in 1999.

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FIGURE 3-1:

It can cost up to $70 million to be title sponsor of a Formula One team, but many companies think it’s worth the expense to be associated with this exciting sport.

These days, the most famous sponsor that owns teams is the energy drinks company Red Bull. It purchased Jaguar from Ford at the end of 2004 and started competing under the Red Bull Racing banner in 2005  — before later that year also purchasing a second squad when it bought the Minardi team.

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THE STORY OF THE FIRST SPONSOR Back in the 1960s, Lotus boss Colin Chapman was regarded as an innovator and pioneer on the track, helping steer his cars to numerous world championships, but he proved to be the man who changed the face of the sport forever by introducing sponsorship into Formula One. Before the 1968 season, Chapman realized that he could no longer financially support a title-winning team out of his own pocket. So, he sat down and wrote a personal letter to the bosses of more than 100 major British companies hoping to get them to sponsor his team. He eventually got a positive reply from one of them — and for the 1968 season the cars of Lotus drivers Graham Hill and Jim Clark were no longer painted in British racing green, but in the red and gold colors of “Gold Leaf Team Lotus.”

TOBACCO MONEY WENT UP IN SMOKE Formula One once thrived on the billions of dollars that tobacco money pumped into it. The sport’s incredible popularity meant that cigarette manufacturers saw it as a valuable platform for getting their brand names in to homes around the world. The very first sponsor of a Formula One car was cigarette firm Gold Leaf, which backed the Lotus team in 1968, and there was a time when more than half the grid was sponsored by a tobacco company — with logos plastered over cars and drivers’ racewear. All of that changed in the early 2000s when governments and sporting authorities clamped down on cigarette advertising. But although tobacco advertising was declared illegal in many countries, motor racing’s regulator, the FIA, only made it a recommendation that teams and races did not do commercial deals with such companies from 2006 onward. Although that was enough for many tobacco companies to leave F1 for good, some did remain but in a much less obvious way. Philip Morris continued a partnership with Ferrari for many years, which included use of its Mission Winnow campaign for a smoke-free future, until it left at the end of 2021, whereas British American Tobacco still sponsors the McLaren team to promote its reduced-risk products.

Since then, Red Bull Racing has gone on to win multiple drivers’ and constructors’ championships, while its second team has most recently raced under the AlphaTauri name, which is a clothing brand owned by the Red Bull company!

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MEETING A DRIVER IF YOU’RE NOT A SPONSOR Getting to meet a Formula One driver is not an easy task these days, especially because their time at a racetrack is completely occupied. If they are not out in their cars, they’re speaking to the team about their performance, speaking to the press, or meeting sponsors. That’s why it is much easier to get autographs at sponsors’ promotional days. The other good thing about sponsor days is that the driver is far more relaxed, because he hasn’t got a race to worry about. You can find details on the time and location for these promotional days on a team or driver’s website (see Chapter 18 for details of these) or even in the local press. A lot of these events take place in the week before a race — so it’s always worth getting to a grand prix a few days before the track action starts. If you can’t make it to a grand prix or promotional event, you haven’t totally blown your chances of getting an autograph of your favorite star. Almost all drivers and teams now have official fan clubs which you can join to get a chance to meet their drivers, and some teams have open days where they open their factory up to the public. You can also try sending something to the team to be signed, although such is the demand from fans that you may have to wait several months for a response — and even then, you will get one only if you’re very lucky. If you do send anything, make sure that you enclose a stamped, addressed envelope so that the team can return any items the driver is unable to sign. There would be nothing worse that losing your favorite photograph of a driver and not having it signed.

Buying a smaller slice of the action: Other sponsors Not every company in the world can afford to become a team’s title sponsor, but that doesn’t mean that small sponsors have no chance of getting involved with a Formula One outfit. In addition to the big-spending sponsors, teams also have several dozen smaller sponsors, who may just want their name to feature on the drivers’ overalls or helmets or who are happy just to get a name check on the hoarding in the pit garages. You can often find the names of smaller sponsors over the parts of the cars that aren’t so easy to see, like alongside the cockpit, at the bottom of the engine cover, or at the back of the sidepods. Sometimes these associate sponsors can get very cheap deals with a team because they supply something that the team needs — like fuel, team clothing, or furniture for the factory. Sponsors can sometimes find that a team is only too willing to take their money, especially if the team is one of the smaller outfits at the back of the field. Some teams cannot be too choosy about which sponsors they accept and which they do

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not — that’s why you often find the cars at the back of the grid covered in a lot of smaller stickers, whereas the cars at the front of the field get bigger sponsorship deals (and bigger advertisements on them). And from the sponsor’s point of view, getting a small sticker on the car isn’t such a bad thing. So many photographs are taken of the cars and used in newspapers and magazines that exposure comes very easily. This fact explains why some sponsors are also happy to do personal deals with the drivers. Lewis Hamilton is one of the highest-paid sportsmen in the world, not only because of the wages he earns from his team but also because sponsors are only too happy to support him in exchange for one of their badges on his car or even on the baseball cap he wears at races.

Fast cars making faster money Sponsoring a Formula One team is not just something that happens on 23 weekends every year — it’s a 365-days-a-year business. Having your company’s logo blasting around the track in front of millions of people on television, or getting exposure on social media, is only the tip of the iceberg when it comes to making the most of being a Formula One sponsor. Grand prix drivers are now such famous sportsmen that they can be used just like footballers and film stars in ads on television or the Internet. Recently, seventime champion Lewis Hamilton even got his dog Roscoe involved in an ad he featured in for a grocery delivery company.

WHAT TEAMS LOOK FOR IN A SPONSOR Despite the obvious need to find sponsors who can fork out the necessary dough, teams can’t just accept any sponsor who comes along. Teams have to be careful. Why? Well, some sponsors are in competition with each other, and having such fierce rivals supporting the same team would be ludicrous. Drivers have to be careful with what they say when under sponsorship too, because their personal preference for things might sometime go against their sponsors wishes. Imagine how bad it would look if a driver whose team was sponsored by Coca-Cola then said his favorite drink was Pepsi! Some sponsors have taken completely different routes to gain exposure. Red Bull, which already owns two Formula One teams in Red Bull Racing and AlphaTauri, also purchased, revamped, and renamed the Red Bull Ring in Austria to host an F1 race.

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But video is only just one avenue through which sponsors get maximum value for money by being linked with a driver or teams. These days, you find Formula One cars and drivers pictured on food items in supermarkets, train stations, on advertisements in garage forecourts, and even in ads and promotions for items that have nothing to do with racing.

Making Stuff That Fans Love Walk down the street of your local town or take a journey on a bus or train, and you are likely to see somebody wearing a Formula One jacket, cap, or T-shirt. Grand prix racing fans love showing their support for their favorite driver or team, and the best way to do so is to wear the logo. Drivers can have a big influence when it comes to fans buying goods, and that is why they always try to sign deals with clothing companies. Car manufacturers have also found that fans will buy their brand of cars if they are successful on the race track. Mercedes-Benz found that its car sales rocketed when it started winning Formula One races, and it is that loyalty from fans that French car manufacturer Alpine is hoping to benefit from with its own grand prix team. F1 fans are often very loyal to their favorite team and driver, and that means showing support from the sponsors who are involved. This, of course, is great news for all the sponsors in Formula One because it means that if you are involved with a successful team, you are likely to sell more goods. A lot of drivers have their own range of merchandise, and it can be a pretty good money-making operation (even though they already get paid plenty enough from their day job!). The following section looks at some of the items that you can get ahold of to show your support.

Looking the part If you are lucky enough to get to a grand prix you will find it hard to find somebody who is not wearing something to show that they are a Formula One fan. Nowadays, nearly every single item of clothing can show your allegiance. Most fans only wear the brands of their favorite driver or team, but sometimes you may find somebody wearing a Ferrari cap, a Lewis Hamilton T-shirt, and carrying a Haas umbrella. Whether you’re after a T-shirt, shirt, jacket, or cap, you will

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undoubtedly be able to find one that features your favorite driver or team. Before you part with your hard-earned cash, keep these tips in mind:

»» Teams usually have an official color scheme for the season, but this could

change — especially if a new sponsor or new driver is on board. There is always a risk that the jacket you buy one year will be out-of-date the next — but that is no excuse not to be kitted out with the latest line of clothing.

»» Make sure you pick the clothing that features the driver you’re after —

because otherwise you could be supporting someone you do not really like. Drivers are given a specific number at the start of the season which they keep for their entire career, although you always have to be prepared for driver swaps.

»» You may want to wait until the first race of the season to see which is the best T-shirt to buy, because then you can see what your hero is wearing himself.

»» Some clothing manufacturers also make jackets that look exactly like the top

half of a driver’s racing overalls. Just make sure you don’t get mistaken for one of the real stars!

Toys Formula One is hugely popular with children, although a lot of the model cars that are produced each year are bought as collectors’ items by adults. Watch out for models that refer to a specific race, like a drivers’ first race win, because these can be worth a lot of money in years to come, especially if they’re signed. You can also find numerous other toys for children  — ranging from official Scalextric sets to Lego models for cars like the Mercedes and McLaren. Computer games are also huge business nowadays (even with the drivers themselves — see Chapter 8) with there being an official Formula One game. And if your kids (or the child in you) are not so keen on model cars, kits, or games, don’t despair: You can buy teddy bears wearing their very own Formula One T-shirts.

Flags When drivers are sitting in their cars with their helmets on and ear plugs in to protect them from engine noise, it is very hard for them to hear their fans cheering them on. Instead, you’ll notice that drivers often talk about seeing flags waving in the crowd, because it shows them that their supporters are pushing them on to victory. Flags are available for every team and driver, and some people fit three or more on very tall flag poles.

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DON’T GET TAKEN FOR A RIDE: GETTING THE RIGHT STUFF If you go to a Formula One race there are hundreds of stalls selling everything that the avid fan could want. But merchandising is such big business that it is now difficult to tell which items are official and which are just cheap imitations. Although there is nothing wrong with buying a cheap T-shirt that features the face of your favorite driver, it is like everything else in life — you get what you pay for. That’s why Formula One teams all have their own official merchandise ranges these days. By buying official merchandise you not only ensure that your purchases have the right logos and photos, but that they are also of good quality. Drivers and teams like nothing less than seeing their logos on something that is poorly made or falling apart — it reflects badly upon them. Although the teams and drivers do take a small percentage from each item purchased, which means these items are more expensive than the bootleg items sold unofficially, you at least know that you are getting the real deal. You also know that the exact same item that you buy is worn by the teams or drivers themselves. The best way to check that you are buying proper merchandise is to go to an official merchandise shop at a grand prix, which should be clearly signposted. These usually feature the team’s name and logo above the shop — and if you look inside items of clothing, you should find an official label saying they are licensed by the team. You can be sure that anyone selling items from the back of a van or at the side of a street is not offering you officially licensed goods.

Home furnishings Merchandise is now such big business that it is entirely possible to have your favorite drivers’ face plastered across the walls of your house (if you really wanted). You can easily get a hold of Formula One wallpaper, and you could match it with a bed-covering set featuring some of the front-running teams and drivers. Don’t forget the curtains, placemats on the dining-room table, and cushions on your sofa. These items may not be the coolest ones you could buy, but they would let any visitors to your house know just how passionate you are about Formula One — although once they’d seen this, a visitor might not wish to hang around for a cup of coffee from your Lewis Hamilton mug.

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Road cars On the more expensive side, teams have been known to put their names and technology to road cars. The McLaren team produced its own sports car in the 1990s, the McLaren F1, which went on to win the famous Le Mans 24 Hours race, and Williams once linked up with Renault to produce “Clio Williams” road cars. More recently, teams have been using F1 technology in their hypercars. Mercedes put a modified F1 engine in to its Mercedes AMG One road car, and Aston Martin tied up with Red Bull and its famous designer Adrian Newey to come up with the Valkyrie. Red Bull itself is now also working on its own hypercar, the RB17, that will feature the kind of ground-effect aerodynamics used in current F1 cars. It is always worth checking out your favorite news channels to find out if any future tie-ins are expected, but none of these cars will come cheap!

Other stuff If you want to show your support for a driver or team in a more subtle way, there are no end of pens, pencils, and erasers available to buy. Posters and stickers are a very cheap purchase and can be put on bedroom windows or cars, and there are plenty of pin or sew-on badges that can be added to your clothes or rucksacks to show support. Teams also produce hundreds of notebooks and diaries each year. Why not get a phone case that features your favorite Formula One team or driver?

Watching on the Screen: Why Sponsors Love Television and Video Formula One has become so popular around the world because it is on television. Every other weekend during the season, which lasts from March to November, you can find Formula One qualifying sessions and races broadcast live on many terrestrial channels around the world. So, even if you are on holiday in a foreign country during the summer, keeping up to date with what is happening in Formula One is very easy. But race coverage is not the only way that millions of fans around the world can follow the sport. Between races, you can find many analysis programs on video streaming platforms like YouTube that cover the latest developments — as well as behind-the-scenes features and interviews.

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Formula One’s bosses are well aware that the key to the sport’s popularity is that it has worked so well as a television concept. These days, the format for coverage is the same for every race, and it sometimes means that a driver’s duties for the cameras sometimes has to take precedent over speaking to friends and family. After qualifying and the race, for example, the first person the drivers speak to is often the television cameras for an interview that is broadcast around the world. Following the grand prix itself, once the drivers have also completed their duties on the podium where they receive their trophies and spray champagne, there are more television interviews to do before they even get to speak to their team in depth. These interviews are very often the first words the drivers speak after the race — and millions of fans at home can often find out things before the drivers’ own team boss knows them. This is the perfect chance for the sponsor logos of the driver to be shown to millions of fans around the world  — as well as the title sponsors who back the actual grand prix. In addition, the increase in television technology now means that in-car cameras are a regular feature of practice and race coverage, with sponsor logos positioned for maximum television exposure. You can also listen in on radio conversations between the pits and the driver in the car as they actually happen. Driver interviews take place immediately after the race, but television crews can speak to engineers and team bosses in the pits to try to help viewers understand race tactics as the grand prix is actually in progress. Nowadays, the coverage is not just restricted to television though. If you’re not sitting watching television or live streaming coverage, you can find out what’s happening in Formula One in a few other ways, too:

»» The official F1 app. Here you can watch the official live timing from the grand prix as well as listen to commentary and team radio between the driver and pits as the track action is taking place.

»» Radio stations, especially those devoted to sport, give live and up-to-theminute reports on the latest news and several include chat and analysis shows with commentary from experts, former drivers, and other leading personalities.

»» Social media has exploded in recent years and this is one of the best ways

to follow the latest developments, see photos or video cuts, or chat with like-minded fans about what is happening in Formula One. Just search for #F1 on Twitter, Instagram, Facebook, TikTok, or other well-known platforms, to find the content you are after.

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»» There are now countless Formula One websites that can offer the latest

news, analysis, photographs, and opinion on all that is going on in grand prix racing. Some of these are more serious than others, and not all may be reliable, but Chapter 17 has a list of the most popular. YouTube is also a great destination for F1 content.

»» If you don’t like reading content online, then there is still extensive coverage of Formula One in newspapers and magazines, which includes some specialist publications that focus entirely on grand prix racing so you won’t have to put up with articles from other sports.

It’s not very hard to work out just why sponsors are queuing up to give their support to Formula One — it provides so many opportunities for high-profile advertising in the world’s popular media, making sponsorship deals money well spent. But this is not to say that the sport’s bosses have been complacent about Formula One’s position against other sports. This is why Formula One’s owner Liberty Media has pushed hard in recent years to try to ensure the action is as exciting as possible. This has meant new rules to make overtaking easier and the introduction of ideas like sprint races, which are shorter competitions on the Saturday that help ramp up the thrills.

WHEN GOOD TV TIME GOES BAD Formula One sponsors love it when the team they are backing wins, but unfortunately at every race there can only be one winner. Although some sponsor gurus claim that there is no such thing as bad publicity, there are occasions when sponsors would prefer that their logos were on another driver’s car that day. It can be, perhaps, because a driver or team has been disqualified for breaking the rules or because a driver the sponsor is backing has been involved in a controversial incident. You can imagine how sponsors would want to run for cover when a driver wearing their company’s logo gets involved in a fist-fight with another driver — especially if the fight is caught by the television cameras and broadcast all around the world. Sponsors can sometimes find that they get bad publicity if a driver does something bad on the track and makes himself a lot of enemies — both among the other drivers and the fans who follow the sport.

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IN THIS CHAPTER

»» Identifying who makes the rules and who makes sure they are followed »» Knowing what the rules include »» Making them stick: inspections before and after the race »» Famous ways teams tried to get around the rulebook

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Chapter 

Following the Rulebook

T

he rulebook defines the technical, sporting, and financial regulations of Formula One racing. It is constantly being changed as technology advances and ingenious people find loopholes in it. Formula One is an intensely competitive environment: Teams are always looking for ways to outperform and outmaneuver their rivals. That competitive spirit extends to finding ways to push the limits of the very rules that they have played a part in forming. Formula One’s regulations represent the accumulated attempts by motor racing’s governing body, the FIA, to impose wisdom over ongoing cleverness in undermining it. In this chapter, you can find out about the rules governing Formula One, the people who make them, and to what creative lengths teams will go to literally get ahead.

The Rule Makers: The FIA Formula One is governed by the Federation Internationale de l’Automobile (FIA), the worldwide motorsport-governing body. For almost as long as the sport has existed, the FIA has provided the rulebook. It can — and frequently does — act independently of the teams in interpreting this book to serve what it judges to be in the sport’s best interests. The FIA has jurisdiction only over regulating the sporting, technical, and financial rules; European law prevents it from having any commercial control.

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THE FIA The FIA represents 241 national motoring and motorsport clubs from 146 countries. Formula One is the jewel in the FIA crown, but it also governs motorsport of all forms within its member countries. (Although the USA has its own independent regulators for series like NASCAR and IndyCar.) As its name implies, the Federation was founded in France because that’s where the sport was invented. Today it has bases in Paris and Geneva. There is no legal reason why the FIA should be the only international motorsportgoverning body in the countries it represents. It is simply the one that has prevailed and through which all the contracts with teams, manufacturers, circuits, and race promoters have been worked. Its status and constitutional security have also been enhanced because European law recognizes the FIA as the body that can assess vehicle and circuit safety. Even if a rival governing body were to set up, it would still need to accede to the FIA — at least in Europe — in getting cars and tracks certified as safe. Every four years, the motor clubs vote for the presidency of the FIA. The current president, Mohammed Ben Sulayem, was voted into position at the end of 2021. He is a former rally driver who is very influential in the Middle East.

A body that represents Formula One’s commercial rights owners, Liberty Media, called the Formula One Group (more commonly known as Formula One), works with the FIA in helping to formulate the rules. Liberty has leased the commercial rights to F1, and has a formal say in rule changes along with the FIA and the teams. Formula One and the FIA used to have a long and bloody history together and in the early 1980s used to fight each other as hard as the teams fought on the track. Things changed, however, when Max Mosley — who was formerly a team owner and worked with F1’s representatives — got himself elected as president of FISA in 1991 and then took control of the FIA from 1993.

The Concorde Agreement The Concorde Agreement is the charter by which Formula One is governed. The agreement is tripartite, between the sport’s governing body (the FIA), its commercial rights holders (Formula One) and the participating teams. The current

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version runs from 2021 until the end of 2025. It is called the Concorde Agreement because its original version was conceived at the FIA’s Paris headquarters in the Place de la Concorde in 1981 to end a political battle that had erupted between the then regulator FISA, which became the FIA, and the teams, who were then represented by the Formula One Constructors’ Association (FOCA). Think of the Concorde Agreement as the Geneva Convention, which covers terms of engagement during wartime. And think of Formula One as a permanent battle for victory. The teams fight each other at every level and, in doing so, occasionally fight the governing body, too. Teams accept the fact that they need to be governed because they’re too self-interested and competitive to govern the sport themselves. There is conflict all the time, but the Concorde Agreement at least means there are processes and checks to keep things in order.

Key terms The agreement — although some of its details are highly classified — spells out very precisely the terms under which Formula One operates and defines the limits of responsibilities of both the FIA and the teams. Following are some of the major points included in the Concorde Agreement:

»» The agreement covers the way in which money generated by the sport —

particularly with regard to commercial rights income — is divided up among the teams. Since 2021, this has been done in a much more equitable way, without the big disparity between the teams at the front of the grid and those at the back.

»» It laid out the shift toward Formula One operating under a budget cap, where teams would have to follow financial fair-play rules that limit their spending for the first time.

»» The governance structure for changing rules is laid out clearly, and from 2021

this got rid of a previous demand that regulations could only be changed immediately with unanimous support from all parties. Now, the Formula One Commission, which meets regularly to discuss rules, is made up of 30 votes: 10 for the FIA, 10 for F1, and 10 for the teams. For rule changes relating to the following season, a “simple” majority of 25 votes is required. For immediate regulation tweaks, a “super” majority of 28 is needed.

»» It commits the current ten teams to competing in F1 for its duration, and, in

return, states that any new competitor that wants to join the grid must pay a $200 million dilution fee to everyone else because of the subsequent consequence that commercial rights income would need to be shared by more parties.

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Key players: Domenicali and Ben Sulayem Formula One CEO Stefano Domenicali and FIA president Mohammed Ben Sulayem are the two most powerful men in grand prix racing, but that does not mean that they always agree on everything. Domenicali took over at the helm of F1 at the beginning of 2021, having already made a name for himself in the sport. He was a longtime member of the Ferrari team, rising all the way through the ranks to become team principal from 2008 to 2014. After he left the Italian squad, he moved to Audi briefly before becoming CEO of Lamborghini from 2016 until he moved to F1. Ben Sulayem was elected president of the FIA in December 2021, just days after the governing body was engulfed in controversy over its handling of the Abu Dhabi Grand Prix title decider between Lewis Hamilton and Max Verstappen. The Emirati is a former rally driver and was very influential with motor racing in the Middle East, having played a big role in helping set up the Abu Dhabi Grand Prix event. He is also well remembered for crashing a Formula One car during a demonstration race against a Ford GT in 2009. Although Domenicali and Ben Sulayem have their clear roles and responsibilities, there are times when they do not see eye-to-eye. At the start of 2023 there was friction between them over efforts to attract new teams to the sport, which Domenicali feels is not essential, as well as comments Ben Sulayem made about potential new F1 owners.

Understanding the Rulebook The rulebook is divided into sporting, technical, and financial regulations. The sporting regulations determine matters such as the minimum distance required for a race to be deemed official, the points system, driving etiquette, the tire allocation, the use of engine components, plus penalties for teams and drivers that do something wrong. In effect, they determine how the races are run. The technical regulations lay out what Formula One cars should be, whereas the financial rules outline the spending restrictions for teams under the cost cap.

The sporting regs: Racing rules The sporting regulations are the framework of rules used for running grands prix.

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They define basic ground rules such as:

»» The length of a grand prix must be the least number of laps that exceeds

305km (189.518 miles), except for Monaco, which is 260km (161.557 miles).

»» What happens if a race has to be stopped (see Chapter 9). »» The points system: currently 25, 18, 15, 12, 10, 8, 6, 4, 2, 1 points for the first ten places in the main grand prix race, plus another point for fastest lap if a driver is classified in the top ten

»» How plans for Formula One’s six sprint race weekends each year work, as well as its point structure of 8, 7, 6, 5, 4, 3, 2, 1 for the top eight places.

»» The rules, format, and procedure for practice, qualifying, and the race — including the use of the virtual safety car and the safety car.

»» How many power-unit components and gearboxes can be used during the year, as well as limits on tire usage and driver changes.

The technical regs: Defining a Formula One car The technical regulations in effect determine what a Formula One car is — in very, very specific detail. These regulations go way beyond general definitions and principles; they stipulate dimensions so tightly that the layout of the cars is largely dictated by the rulebook and not the designers. The technical regulations also to a large extent define engine and transmission specifications, as well as specs of brakes, suspension, tires, and fuel. Some of the old-school ex-designers say that they left the sport precisely because the rulebook and not designers determine what a Formula One car is. The regulations, they claim, took away their creativity. Others say that, because the parameters are so tightly defined, finding an advantage is that much more difficult and requires that much more skill. Take your pick between these two perspectives. The technical regulations also stipulate specific criteria the cars must meet. Before they’re allowed to compete, each design of car has to pass severe crash tests that involve impact into solid objects and rollover checks, as well as static load tests. The severity of these tests is well beyond those required by law for roadgoing cars.

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The financial regulations: Putting a cap on what teams spend With Formula One having embarked on a new budget cap era from 2021, the FIA has had to lay down some pretty strict financial regulations to ensure teams follow the limits. These rules include setting out the maximum spending limit, which, for the 2023 season, was $135 million for 21 races, plus an extra $1.2 million for each race beyond that. At 23 races, that makes it around $137.4 million. The financial regulations also map out what areas of spending are excluded from the limit, such as driver salaries and the wages of the top three highest employees at each squad. There are also clear procedures for how and when teams must report their financial accounts, and a process by which rules breaches are dealt with — which became relevant immediately when it was found that Red Bull Racing had overspent on its way to the 2021 drivers’ world championship.

Rules and where you can find them In years gone by, you could purchase a book containing the rules and regulations, but the pace of modern Formula One development requires that they be updated so frequently that a book would quickly be out of date. So, now the sporting and technical regulations for Formula One are published on the FIA’s website (www.fia.com) and are regularly updated when changes are made, often several times per season. The technical regulations alone stretch to over 15,000 words — and then there are the accompanying drawings. It makes good reading — if you’re an insomniac. FIA technical delegates as well as a race director attend each race. Together, these people ensure that the sporting and technical regulations are met, and they can often issue technical directives to the teams to clarify certain interpretations of the regulations if there are grey areas. The race director  — currently a man named Niels Wittich— has overall control of the implementation of the rules on a race weekend, and he is the one who chairs the pre-race driver briefings in which queries and points of contention are resolved. If he or any of the other FIA delegates feel that there has been a rules breach, then the matter is passed on to the race stewards to determine whether an offence has been committed and what penalty should be dished out.

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Getting It Right: Necessary Inspections It’s one thing devising a set of regulations, it’s quite another getting everybody to stick to them. To ensure conformity, there are a lot of checks that take place before, during, and after each grand prix weekend.

Performing crash tests Before a new car design is even taken to a race, it must pass very stringent crash tests. The following sections explain what these tests include.

Frontal impact test The frontal impact test involves a head-on collision at no less than 15 meters per second (33.55 mph) into an impact wall that is fitted with seven carbon composite crush tubes. With a 50 mm thick aluminum plate fitted to the front bulkhead of the survival cell, the impact must result in no damage to the survival cell, nor the mountings of safety belts (which are fitted with a dummy), or fire extinguisher. This is a severe test of energy dissipation. The speed is low compared to likely impact speeds on the track, but the aluminum plate and carbon structures have zero give, unlike metal barriers that the car would hit at the track. The absolute head-on nature also means less dissipation of impact energy than in a typical real-life impact.

Roll structure test When strictly controlled lateral (from the side), longitudinal (from in front and behind), and vertical (from above) loadings are imposed on the rollover hoop, the hoop must not deform by more than 25 mm. Any structural failure has to be limited to 100 mm below the top of the structure. Further tests are conducted on the Halo, with both centerline tests and lateral tests exposing it to forces that are equivalent to 12 tons — which is more than an average school bus. After five seconds of this there must be no failure of any part of the survival cell nor any attachment to it.

Side impact structure tests The cars incorporate two impact structures at the side of the survival cell. These are in predetermined locations and must withstand forces of up to 60 kN rearward for five seconds, as well as up to 150 kN laterally, without there being any failure.

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Front impact structure The nosebox of a Formula One car features an impact-absorbing structure in front of the survival cell, and this is subject to both lateral and wing section push-off tests to check there are no failures. The car is also subject to a dynamic test whereby, after an impact of 17 meters per second (38 mph), it has to pass several criteria, including that its peak deceleration does not exceed 40 G and that there is more than 100 mm of the structure remaining.

Rear impact structure Formula One cars feature a rear safety structure behind the gearbox to help protect the driver in the event of impacts at the rear of the car — either from the car spinning into the barriers backwards or from being hit by someone else. This structure must pass several load tests of 40kN, as well as a dynamic crash test where an object weighing 900 kg and travelling at 11 meters per second (24.6 mph) is projected in to it to check that it is strong enough.

Steering column test The steering wheel is impacted with a predetermined force. An 8 kg hemispherical weight of 165 mm diameter impacts the steering wheel at 7 meters per second on the same axis as the steering column. Afterwards there can be no deformation of the wheel — only of the steering column. The wheel’s quick-release mechanism must still function perfectly.

Static load tests A series of tests are conducted whereby a steady pressure — as opposed to a sudden impact — is applied to key parts of the car to ensure the necessary strength. These squeeze tests include cockpit sides, headrests, the cockpit floor, and the rear of the chassis around the fuel cell. Furthermore, there are checks to ensure that the nosebox and the area around the engine-mounting points do not fail when certain loads are applied.

Scrutineering and checking the cars On the Thursday leading up to each race, the cars are checked at the track for compliance to the regulations — although this is now done by teams, who selfcheck their cars to confirm they comply with the regulations. This is known as scrutineering. This was introduced to help save time in the build-up to weekends because it got quite complicated to have each car individually checked by the FIA on one afternoon. Teams cannot just risk signing off on something they know is

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illegal, though, because the FIA has the right to check the eligibility of any car at any point on a grand prix weekend. During practice sessions and qualifying, cars can be subject to random weight checks on their way in to the pits to ensure they are not running too light. This procedure can take a few minutes, so it can be frustrating for drivers who are running out of time to go and set a quick lap! Furthermore, the FIA electronically logs the usage of every single tire set on a car to ensure that teams comply with the rules regarding the number of tires used, as well as to keep records on the number of power-unit components and other limited parts, like gearboxes. The FIA technical delegates also conduct thorough random checks on all the cars both ahead of practice and after every session. This can include front floor deflection tests, fuel flow meter calibrations, fuel temperature checks, fuel samples, tire starting pressures, torque controls, and software analysis.

Pre-race parc ferme As soon as a car leaves the pits in qualifying, it is then officially under parc ferme conditions — so its suspension settings are fixed and teams cannot change component specification between then and the race unless there is genuine accident damage. This rule was introduced on cost-saving grounds to prevent teams from building a car specifically for qualifying that features short-life lightweight components, and then replacing all the parts for the race with bits that are more durable. If a team does need to replace a broken part, the rules state that any new element must be of the same design and be similar in mass, inertia, and function to the original. Should a car be fitted with a different component, or changes are made to the suspension settings, then the driver will have to start the sprint or the race from the pitlane. As well as all cars being under parc ferme conditions after qualifying, at least three cars will be chosen at random to undergo further checks by the FIA to ensure they comply with the regulations.

Running checks after the race Those cars finishing the race are checked for technical compliance immediately afterwards. Every machine must be driven in to a sealed off area called parc ferme, where no unauthorized persons are allowed to gain access to it.

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The first check the FIA does is on the driver to check their weight, as this is included in the overall car weight. That is why you see the drivers standing on some scales as soon as they’ve stepped out of the car. After this, the FIA conducts a thorough check on all the cars. This can include front wing deflection tests, fuel and oil samples, the car weight, steering wheel compliance, aerodynamic bodywork compliance, and engine settings. F1 teams also have to ensure that there is enough fuel left in their car so the FIA can check the fuel is legal. A minimum of one liter is required, and this is something Sebastian Vettel did not have left in his car at the end of the 2021 Hungarian Grand Prix so he duly lost a second-placed finish. Further, since the start of the 2021 season, the FIA also picks one random car for deeper technical checks after the race — which can require disassembly of it, or more detailed analysis of software systems, to check it conforms to the regulations.

Thinking out of the box The days of trying a blatant cheat and hoping to get away with it are largely gone from Formula One. The rulebook is too tight, the checks too thorough, and the penalties too draconian for that to work. The more common approach now is to get past the intent of the rules but not their wording. This means teams are always looking for clever interpretations of what the rules say to try to run ideas that make their cars quicker. One example of this was the Mercedes “dual axis steering” (DAS) system that was put to good use in the 2020 F1 season. The Mercedes DAS allowed the drivers to change the toe angle of the front wheels (the direction the tires point in, relative to the centerline of the car) when the car was moving to help with tire warm-up, stability in corners and straight-line speed. Rivals believed that altering the toe angle of the car in motion was against rules that prohibited any change to the suspension system when the car was moving. But the Mercedes DAS was activated through the drivers pushing and pulling on the steering wheel, so the team successfully argued that it was not a change to suspension setting but was instead simply another way of “steering” the front wheels. The FIA agreed with this interpretation, although in the end it was agreed the system bebanned from 2021 because of fears that all teams would need to spend money themselves on expensive revamps of their own steering systems.

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WHEN FORMULA ONE TEAMS GET CAUGHT Back in the early 1980s, when the weight limit of a Formula One car was 580 kg, those teams that hadn’t yet been able to get hold of the new-fangled turbo engines were faced with a real problem. Outgunned by around 150 horsepower, they had to find a way to compete. Their solution was ingenious — but on the cusp of illegal. They built their cars up to 60 kg under the weight limit but installed huge water tanks that took advantage of a rule that allowed replenishable fluids to be added after the race. They claimed the water tanks were for water-cooled brakes, ran the race with them empty, then filled ’em up after the race — bringing the cars up to the regulation weight. This tactic quickly got stamped out after Nelson Piquet and Keke Rosberg were protested and disqualified from the 1982 Brazilian Grand Prix. In 1984, Tyrrell tried to replicate the tactic by running a water-injection system for its engine that would empty in the early stages of the race to help the car run underweight, before a final stop to refill it with a mixture of water and lead shot — as well as an extra amount of fuel. The team’s tactic was deemed illegal, and it had all its results from 1984 wiped away, as well as being banned for the final three races of the season. In 2005, there was a similar controversy after the BAR (British American Racing) team was found to run with a secret second fuel tank. This carried 6 kg of fuel to help it pass checks in the pitlane but run underweight out on track for some of the race. The team was banned for two races by the FIA for illegally using fuel as ballast.

CHAPTER 4 Following the Rulebook

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2

Teams, Drivers, and Their Cars

IN THIS PART . . .

Learn about the parts of a Formula One car Discover how Formula One teams are run Get to know what drivers face Understand the challenges of racing

IN THIS CHAPTER

»» Understanding how a Formula One car is put together »» Recognizing the car’s components: chassis, engine, tires, and more »» Becoming familiar with the regulations relating to the car itself »» Finding out how technology has enhanced performance and safety »» Setting up a Formula One car

5

Chapter 

Understanding a Formula One Car

F

ormula One, as its name implies, is the number one category of “Formula” racing — that is, open-wheel single-seaters. More than that, it is the premier form of all motor racing in terms of both its popularity and its technical standing. The sophistication and sheer scale of performance of a Formula One car justifies this standing as well as the vast amounts of money that are spent on the sport. Formula One is a very precise term that defines the specification of the cars that compete for the World Championship of both drivers and constructors. The formula undergoes regular revision by the governing body, but its essence remains: A Formula One car is the fastest, most agile machine in the world in terms of getting around a road-racing track; that is, a race track with real corners like you might find on a real road, as opposed to a banked oval like those used in popular forms of American racing.

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A Formula One car represents the biggest driving challenge for any racing driver because of its power-to-weight ratio and its huge, aerodynamically enhanced grip. It represents the ultimate in motor sport technology in its use of materials, the intensity of its design, and the resources required to build and develop it. A Formula One car stands at the very cutting edge of automotive technology.

The Parts of a Formula One Car A Formula One car is a single-seat racing machine with its wheels stuck out in the open air. Its weight is about half that of a midsize American sedan road car, and its power is around double that of the fastest street car Ferrari. But the most impressive thing about its performance is its stopping and cornering power. Thanks to its savagely effective aerodynamics, a Formula One car can brake and corner around four times as hard as the best road-going car. An averagely fit person would not be able to support their own head after just a couple of laps exposure to the forces this car is capable of generating. A Formula One car accomplishes these feats through horsepower, feather-light weight, and the harnessing of aerodynamics.

Rub-a-dub-dub, a man in a tub: The chassis The chassis is the central structure of the car, the part that the engine and suspension are bolted on to and the part that the driver sits inside. It’s usually referred to as the tub because that’s what it looks like before you bolt all the stuff onto it. Formed from carbon fiber, the chassis has to be strong to withstand repeated downforce loadings (the weight pressing down on the car as a result of the airflow over it) of over 2,000 kg, yet in its most basic form it can weigh as little as 40 kg. If the chassis were insufficiently stiff, the car wouldn’t be able to translate the aerodynamic loadings to the tires. Stiffness combined with low weight  — two conflicting requirements — are the keys to a good chassis. The chassis is manufactured by laying up sheets of carbon fiber with a bonding agent in the shape required via a mold. This is then “cooked” in an autoclave (think of it as a big oven). You may think that a Formula One driver would rather not trust his life to something that sounded like it had been put together more like a cake than a car, but you’d be wrong. The material provides much more protection in a big impact than the aluminum from which a Formula One chassis used to be made.

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Stress analysis tells the structural engineers precisely where the strength needs to be in the chassis, and so extra layers are incorporated at key points, such as suspension mounts. Getting the necessary stiffness is extremely difficult when the structure has to include one great big hole for the driver to sit in and another one for the fuel tank. But the engineers manage it; that’s what they’re paid the big bucks for. Regulations specify minimum cockpit dimensions and minimum space requirement for fuel tank size (which is driven by how many laps the car needs to do on those tracks that induce the heaviest fuel consumption). Within those constraints, the chassis has to be as compact as possible to keep its frontal area, and therefore its air resistance, down.

No more engines; they are powerunits A Formula One engine is a modern hybrid (using both fuel and electric power) that works on the same basic principle as many road-going cars. There is a turbo-powered 1.6-liter internal combustion engine (ICE), with a cylinder block, cylinders, pistons, and valves. The pistons inside the cylinders move up and down, driven by an explosive combustion of fuel and air allowed in by the inlet valves. The pistons connect to a crankshaft (that ultimately rotates the wheels), which in turn drives camshafts — the things that open and close those valves. Current engines run at around 15,000 rpm. The air going into the engine has been compressed and charged by a turbo which, added to the ability to increase the amount of fuel being injected, helps improve power. The spent gases are allowed to escape via the exhaust valves and through a turbine that powers the compressor. Since 2014, this turbo has been bolstered by two types of hybrid technology to help make the engines among the most energy efficient in the world. First, there is an MGU-K (which stands for Motor Generator Unit, Kinetic) which is connected to the crankshaft and helps recover energy when the car is braking. This electric power is then stored in a battery for the driver to deploy later on. Then there is an MGU-H (with the H standing for heat), which harvests its energy from the engine’s wasted exhaust gases after they have passed through the turbine. Its design has evolved to become an intrinsic part of the turbocharger. This recovered energy can be used to give drivers an extra 120 kW (160 horsepower) boost, which means the entire power output of a current engine is around 1000 hp.

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BUILDING A FORMULA ONE “TUB” Once the engine and chassis designers have agreed upon a general specification and outline of the chassis, 3-D computer-aided drawings (CAD) are made. The same raw data that produced the drawings is then used for computer-aided manufacture (CAM). Before the carbon fiber tub is constructed, mirror-image molds are made, and before that can be done, patterns need to be built to form the molds. Blank slabs of a manmade material called Ureol are typically used for this. These slabs are machined into the required forms, directed by the CAD-CAM information. The various patterns bolted together form a dummy Formula One tub, complete with nose cone. A scanner goes over this, taking measurements, which are compared to the original CAD drawing for accuracy. The dry sheets of carbon fiber are laid out over the pattern. A resin is impregnated within them. This resin releases and bonds under the pressure and temperature of an autoclave, thereby holding the whole thing together in the required shape. Holes and recesses are introduced into the molds by tooling blocks that replicate suspension and engine mounting points. With the molds completed, the carbon fiber is laid up over them, but in a much more complex formation than was used to create the molds. A calculation technique called finite stress analysis will have shown the engineers where the strength needs to be and so extra layers are laid in at the appropriate places. Multiple layers mean several stints in the autoclave before the final high-pressure, high-temperature run of around 2.5 hours.

Defining the components The arrival of hybrid power in Formula One, with both electric power and traditional fuel combustion, meant that cars were no longer propelled by “engines” as such  — instead they now run with power units. This shift required a complete change of language and a different approach to the rules, with the power units divided up into specific components. Beyond the technical limitations of the rules, cost-saving measures have also been introduced to stop teams replacing engines at every grand prix, as used to happen many years ago. There are strict limits on the numbers of each component that can be used over the course of a season. (See table below.) F1 power units are broken up in to seven separate elements (these can be seen in Figure 5-1):

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»» Internal combustion engine (ICE) »» Turbocharger (TC) »» Motor generator unit – Heat (MGU-H) »» Motor generator unit – Kinetic (MGU-K) »» Energy store (ES) »» Control electronics (CE) »» Engine exhaust system (EX)

FIGURE 5-1:

The modern Formula One power unit is made up of seven elements, which can be seen in detail here.

Here we take a look at the rules regarding each of the main power unit components:

»» The current ICE must be a four-stroke 1.6-liter turbo V6. The cylinders have to

be arranged in a 90-degree “V” configuration, with two inlet and exhaust valves per cylinder. For those more technically minded, the compression ratio for each cylinder must be no higher than 18, the fuel pressure in the injectors is 500 bar or below, and the fuel mass flow can be no more than 100 kg per hour, scaling down at lower revs.

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»» The TC comprises both the turbine and the compressor, with elements rotating at more than 100,000 rpm.

»» The MGU-H has no limits in terms of how much energy it can produce.

Although its output can be sent to the battery store, it can also power the MGU-K directly, which in theory can add to the 4 MJ that can be used from stored energy each lap. The MGU-H must weigh no less than 4 kg and can spin up to a massive 125,000 rpm.

»» The MGU-K’s power cannot exceed 120 kW and is only allowed to send a

maximum of 2 MJ per lap. The rules do allow the ES to store up to 4 MJ though, which can be used over one lap, so a team can be strategic and save up its energy use for different times. The MGU-K must weigh no less than 7 kg and can spin up to 50,000 rpm, with a maximum torque of 200 Nm.

»» The energy store is really just a more technical term for the battery. It can

weigh no less than 20 kg, and it stores all the extra energy that is produced by the MGU-H and MGU-K.

»» The control electronics is the link between the energy recovery systems and

the battery. It effectively takes the energy from either the MGU-H or the MGU-K and converts it to energy that can be stored in the batteries. Then it is able to convert the battery power into energy that the MGU-K can deploy when required. In doing all this clever work, it is estimated that a CE will make 43 trillion calculations over the course of a race.

»» The exhausts are the pipes that expel the gases from the engine. They have

only been formally classified as part of the power unit components since 2022 because the FIA wanted to limit the number of replacements teams were introducing in a bid to help bring costs down.

Long life parts The days of teams fitting two or three engines per race weekend (with some of them being built for just a single fast qualifying lap) have long gone. Now there are strict limits on how many of each of the component can be used during a full season, with penalties for teams that use too many. The following table shows how many of each part can be used, and how the grid penalty system works.

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Component

Number allowed per year

ICE

3

Turbo

3

Exhaust sets

8

Energy Store

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PART 2 Teams, Drivers, and Their Cars

Component

Number allowed per year

Control Electronics

2

MGU-K

3

MGU-H

3

For 2023 only, F1 teams were allowed an extra ICE, turbo, MGU-H, and MGU-K because of a late change to the sprint weekend rules. If a driver exceeds any of the above limits, he will get a ten-place grid penalty the first time that an additional element is used. The next time an additional element is used, he will be given a five-place grid penalty. If a driver has a penalty greater than 15 spots, then he will be put to the back of the grid. To prevent drivers from stockpiling a pool of new power unit components at one event, by changing multiple engines, the rules stipulate that only the most recent element fitted to a car can be used at subsequent grands prix. Before this rule came into force, back at the 2015 Belgian Grand Prix, McLaren duo Fernando Alonso and Jenson Button earned a record 105 grid penalties between them for multiple engine changes, as Honda introduced several new power units for the two drivers to run over the remainder of the campaign.

THE MOST ENERGY EFFICIENT ENGINES IN THE WORLD! Formula One power units may be loud and super powerful (1000 hp is pretty impressive), but the days of them just burning through fuel without a care have long gone. In fact, since F1’s turbo hybrid rules came in to play in 2014, the sport has proudly boasted about it now running the most efficient racing cars engines ever, and among the most efficient that can be found in the world right now. Current F1 engines have thermal efficiency (the fraction of heat that is used) at around the 50 percent mark, which is beaten only by diesel engines in large cargo ships and gas turbines. Compare this with the old screaming V8 F1 engines that had a peak efficiency of just 29 percent. This has resulted in F1’s fuel consumption being drastically reduced, from around 195 kg per hour in the old V10 days to the now-strict limit of 100 kg maximum per hour. F1 drivers are only allowed to use 110 kg of fuel during a race.

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Getting into gear: The transmission The engine’s power is fed to the rear wheels via a gearbox. This gearbox must have eight forward gears, plus reverse. The gearbox is connected to a differential — a mechanical device that determines how the power is split between the inner and outer wheels. Driveshafts take the power from the differential to the wheels. These principles are exactly as in almost every car in the world. But the details are very different. Although the system of cogs and shafts are like a conventional manual gearbox, the gears are selected not by a conventional mechanical linkage but by hydraulic pressure actuated by electronic control. The driver selects the gear, but the gear change is controlled by the electronic brain of the engine. This system saves time (electronically controlled shifts take less time than manual shifts), increases safety (the driver can have both hands on the wheel at all times), and helps the car aerodynamically (the cockpit can be narrower because it doesn’t have to include a gear lever). A very fast manual up change using the old mechanical system used to take around 0.1 seconds, during which time the car would lose about 2 mph because of the high aerodynamic drag and engine compression of the car. Modern-day electronically controlled shifts take only around 0.02 seconds. The differentials can be tuned to alter the handling characteristics of the car. These too are electro-hydraulically controlled and have sensors measuring the torque being fed to each driveshaft. Traction control systems, which cut power to stop wheelspin under heavy acceleration, are banned.

Wings and ground effect The key to the cornering performance of a Formula One car is its downforce, how it induces the oncoming air to act in such a way that the car’s grip is increased massively. The devices that produce downforce on the current car are its underbody, floor, and diffuser, as well as its wings (see Figure  5-2). The combined effect of these devices is that at 93 mph, a car is already producing as much downforce as it weighs (for 2023 this was 798 kg including the driver). By the end of a straight, downforce can be three or four times as much, so in theory it could run upside down on the roof of the tunnel in Monaco!

Wings The most visually obvious of the car’s aerodynamic features are the front and rear wings affixed onto the car’s chassis. These wings work on a principle similar to that used on aircraft wings — except Formula One wings are upside-down and provide downforce instead of lift. If air passes a longer distance over the lower

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surface of an object than an upper one, it creates a downward pressure. The wings are shaped so as to create this effect, pressing the tires into the ground.

FIGURE 5-2:

Although a lot of downforce is produced by the floor, F1 wings are still critical to performance.

In increasing downforce, the wings also create a lot of air resistance, slowing the car in a straight line (a Formula One car without wings would be able to reach around 250 mph rather than the 220 mph it can currently reach). If the wings could be lowered into the body of the car until they were needed, you would see a big performance gain. But moveable aerodynamic devices (beyond DRS) are banned and have been since 1969. The angle of the wings can be set to varying levels of effectiveness, and changing the balance between front and rear downforce is a key way of adjusting the handling of a car. The current generation of wings do not produce as much downforce as they did in the past, though, as F1 rules changed to make sure that more performance came from ground effect in a bid to minimize airflow disturbance to following cars and therefore improve the racing. The rear wing also features a driver-activated device called the drag reduction system that pops open the rear flap to reduce drag and boost top speed. This helps overtaking. For more on how this is used see Chapter 9, “Race Day Strategies.”

The floor and ground effect Wings work the air that passes over the car’s body. But air traveling beneath the car is also harnessed a lot more now through what is known as ground effect. The underfloor of a Formula One car now features several Venturi tunnels that are shaped similar to the regular wings. (See Figure  5-3.) These accelerate the air molecules passing underneath and, in doing so, create an area of low pressure that helps “suck” the car to the ground.

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FIGURE 5-3:

Floor channels.

These Venturi tunnels work in conjunction with an upward-sweeping device, called a diffuser, at the back of the car beneath the engine and gearbox (see Figure  5-4). The diffuser’s shape causes air to be sucked through its opening, which then opens out into a bigger area — further pulling through the accelerated molecules to increase the suction effect.

FIGURE 5-4:

A diffuser.

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Master of suspension Suspension is demanded by the technical regulations. Technically, a Formula One car could get by without it — it would be like a big go-kart — but the drivers’ spines would take damaging punishment. The role of suspension in a Formula One car isn’t just to give the driver a smoother ride though. It is also a vital tool in adjusting the handling of the car to suit individual circuits, track conditions, or driver preference. The suspension needs to be compliant enough to allow the driver to shave vital hundredths of a second from his lap time by cutting across curbs, but it also must be stiff enough to withstand the huge aerodynamic loads that press the car down to the track surface. Sounds like a near-impossible demand? Hey, if it was easy, I’d be out there doing it!

Suspension components The suspension is made up of the following components:

»» Springs: The springs absorb the basic loadings. Sometimes these are in the

classic coil shape that most people associate with the word spring. More usually, however, they are things called torsion bars, a sort of straightenedout spring, that makes for easier changing and lighter weight. Changing the stiffness of the spring — how much it deflects for a given load — is a key way to change the handling of the car.

»» Dampers: Once a load is released from a spring — like when the car has

finished cornering or braking — the spring oscillates. Dampers damp out the oscillations, enabling the car to recover its equilibrium quicker. The stiffness of the dampers is adjustable, and they form another key variable in establishing the driver’s preferred setup.

»» Arms: Arms are the connections that transfer the loadings from the wheels to

the spring/dampers. In a Formula One car, arms are almost always arranged in what is known as the double wishbone formation. Two upper and two lower arms stretch horizontally in a V shape from the wheel to pick-up points on the chassis. In between is a pushrod or pullrod, a single arm that stretches (at an angle from the horizontal) from the wheel to the spring/damper attached within the main chassis. As the wheel moves up and down supported by the wishbones, the pushrod or pullrod translates the loadings onto the spring and damper. The arms are connected to the wheel via an upright, a cast piece of metal onto which the wheel hub is bolted on one side and the suspension arms on the other. The front suspension arms (and sometimes the rear suspension arms, too) are usually made from carbon fiber.

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»» Anti-roll bars: The anti-roll bar is a metal bar linking one side of the suspen-

sion to the other. It limits how much the car rolls during cornering. The thickness of the bar determines its stiffness. There is a roll bar at the front and another at the back of the car.

Using the suspension to set up the car A Formula One car is almost infinitely adjustable so that it handles according to the demands of the track, conditions, and the driver. The setup of a car refers to particular settings: wing settings and suspension. The necessary balance between cornering downforce and straight-line speed is determined by wing settings (see the section “Wings and ground effect,” earlier in the chapter). But this is only part of the setup. The more complex part is that of suspension. In general, the suspension setup is determined by balancing two aims which are frequently at odds with each other: the need to adequately support the cornering and braking force of the car and the need to achieve the necessary responsiveness of handling. A circuit generating high aerodynamic loadings, for example, generally demands stiffer springing, but this can cause problems in slower corners where the suspension needs to be more supple in order to enable the car to brake well and to ensure good direction-changing response to the wheel. Achieving a good setup invariably involves finding the best compromise. Achieving maximum grip is obviously important, but getting the best handling balance is even more so. Teams had developed complex suspension systems involving hydraulic actuators (including heave springs) and inerters, but these were banned from 2022 so teams had to adopt more simple solutions. Driven to its limit, any car will surrender its grip at either the front or the back. There is no such thing as a car with unlimited grip, and any racer worth his salt soon finds where the limit of grip is. This is where the handling balance takes over. Handling balance refers to whether the car runs out of grip at the front first and understeers (that is, tries to run straight-on when asked to turn) or surrenders grip at the rear first and oversteers (turns more than asked). A very narrow window of neutrality exists between these two states, where both ends of the car surrender their grip at the same time, and the car drifts, but this state is rarely seen with modern cars. Driver preferences and the timing monitors determine the best handling balance for a given car and track at a given time. In terms of wing settings, oversteer can be tamed by using more rear wing or less front. Understeer would be countered by more front wing or less rear. But playing with wings is the easy — and usually less efficient — way out of a handling imbalance, because it involves screwing up the

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ideal downforce/straight line speed trade-off. So for a given wing setup, the ­handling is usually fine-tuned with the suspension. The suspension components that are used to determine handling balance are the following:

»» Springs: A spring that’s not stiff enough under cornering doesn’t properly

counteract the car’s tendency to roll, moving its center of gravity outwards and quickly overwhelming the outer tire’s ability to keep a grip on the road. A spring that’s too stiff slows the transfer of load from the inner to the outer tire too much; as a result, the outer tire isn’t being loaded enough to achieve its potential before the corner is over. However, the spring rate that’s just right for one corner on the track may be wrong for the next one, because of the corners different shape and speed. To further complicate matters, the difference front to rear must be considered as well. If the spring rate at the rear is just right, both too-stiff or too-soft at the front produces understeer. If the front rate was just right, both too-stiff or too-soft at the rear produces oversteer. The driver and his engineer need to find a compromise over the many and varied corners of the track; this compromise may involve surrendering some grip from one end of the car to get the desired balance. At circuits with a wide variation of corners, variable rate springing may be used to give a relatively soft spring at low speeds but a stiffer one at high speeds.

»» Dampers: Dampers don’t determine a car’s grip as much as they determine

how much of the grip the driver can access. The dampers offer a very effective way for drivers to fine-tune the car’s handling in the limited time of a practice session. The damper is adjustable in the bump phase of its progression (as it absorbs the initial bump) and in the rebound phase. These adjustments can be made in two ranges — low speed and high — to give four-way adjustment. The damper is also adjustable within the overall range of frequencies in which it works, although this involves fitting different internal valves — not normally something done during practice. A driver might soften the bump rate if the car’s trajectory is being affected by bumps in the braking or cornering zones or if he wants to use more curb without being thrown off-line. Softening the damper’s bump rate allows the spring to smother more of the bump’s effect. A driver may increase the damper’s rebound setting in order to keep the nose of the car down after he has finished braking to help him get the car turned into the corner.

»» Arms: The linkage formed by the suspension arms and how they interact

front to rear have a direct bearing on the overall handling characteristics of the car. The geometry of the wishbone linkages determines the roll center of the car. The roll center is an imaginary, but accurately defined, point on the centerline of the car around which the car rolls on its suspension. The roll center can be high off the ground, low, or even underneath the ground (it’s only imaginary, remember). A line connecting the rear suspension roll center with that of the front is called the roll axis. If the axis runs nose-down, the car

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tends to oversteer. If the axis runs nose-up, the car tends to understeer. These linkages are intrinsic to the car’s design and can’t be changed during a race weekend, but some adjustment can be made to the car’s ride height (the height above the ground of the car’s underside). The closer to the ground, the more grip but the less the car can tolerate bumps and curbs. The camber of the wheels can be altered by adjusting the wishbones so that the highly loaded outer wheel becomes upright under cornering and uses more of the tire’s width rather than just the outer edge. (Here, camber refers to when the wheels aren’t perfectly upright, but run at an angle to the road surface, usually with the bottom pointing in slightly.) The downside of altering the camber is that it makes the car less good under braking.

»» Anti-roll bars: Anti-roll bars have a big effect on the car’s handling, particu-

larly in the first part of a corner as the driver turns in. The bar’s primary function is to keep roll under control, but the way it does this also results in cornering load being transferred from the inner tire to the already-loaded outer tire. If the spring rates aren’t too stiff, this detracts from ultimate grip. Taking grip away from the front or the rear by increasing the stiffness of the roll bar gives the driver another tool in adjusting the car’s handling balance.

Braking news Much of the staggering braking performance of a Formula One car is a result of the enormous download from the ground effect and wings pressing the car into the ground. These forces help the tires withstand such big braking forces. But the brakes themselves need to be able to fully exploit this force. The key to this exploitation has been the adoption of carbon fiber brake discs and pads. Carbon fiber discs operate at a temperature range of between 500–1,000 degrees centigrade. Below that range, the discs are fairly ineffective; above it, they begin to oxidize, that is, they begin shedding their mass in a process very similar to the rusting of metal, albeit faster. Keeping the brakes within this temperature range is a key part to a car’s performance, especially because of the regulation that limits the thickness of a disc to 32 mm. The diameter of a disk must be between 325 mm and 330 mm at the front and 275 mm and 280 mm at the rear. The braking forces are the most impressive facet of a Formula One car’s performance. Whereas the best road cars might generate up to 1.5 g (g is the force of gravity, so 1.5 times the force of gravity) under extreme braking, a Formula One car can pull over 4.5 g. This level of force actually affects the blood flow to the driver’s eyes, and some drivers have noted a momentary effect on their vision. Others have commented on how tears in their eyes get thrown onto the inside of their visors. Such is the downforce and engine compression of the cars that just lifting off the accelerator pedal generates 1 g — about the same as a full ABS emergency stop in an average road car. That’s before you have even touched the brake pedal!

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Tires As the cars’ only contact area with the track surface, tires obviously play an enormously important role in the performance of the machines. So critical, in fact, that the sport’s governing body invariably uses limitations on the specification of the tires as the key way of controlling the performance of the cars. Formula One has a single tire supplier, as a means of trying to control costs by preventing an expensive war between different tire manufacturers. The current rules are for 18-inch wheels running on slick tires (so no grooves). For 2023, the front tires were 305 mm wide, with a diameter of 720 mm. The rear tires are 405 mm wide, also with a diameter of 720 mm. The rear tires are wider than the front because they have more work to do. The weight distribution of the car is rearward-biased, because that is where most of the mechanical components (including the power unit) are. Furthermore, the rear tires are exclusively transferring power to the road. Formula One tires grip the track far better than those of any road car could, but this performance comes at the expense of durability. However, a set of tires on a Formula One car does not need to last any more than the length of a race and more often than not, even less. Both grip and durability are largely determined by a tire’s compound, the complex mix of the constituent chemical parts that comprise the material the tire’s made from. The softer the compound, the more grip but less durable the tire. Different circuits place different demands on a tire, according to the nature of the track surface and the design of the course. The other critical aspect of a tire’s design is its construction, the way in which its carcass is designed. The stiffer the construction, the greater the load the tire can withstand and, therefore, the softer the compound can be. The construction of F1 tires is normally fixed for the year, but F1’s tire supplier Pirelli makes three compounds of tires available at each race depending on the track characteristics and potential temperature. The three are picked from a range of six compounds labelled C0 through to C5 — with C0 being the hardest and C5 being the softest. A Formula One tire is very temperature-sensitive. It has virtually no grip at all below its designed operating temperature and would therefore be lethally dangerous if used on the road. Getting the tire up to temperature requires braking and cornering hard enough that only an accomplished racing driver is able to do it.

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HOW GROOVED TIRES CAME AND WENT IN FORMULA ONE Between 1971 and 1997, Formula One cars raced on slick tires — that is, tires with no tread at all — as you see today. This lack of tread gave the maximum surface area of rubber on the road, thereby maximizing dry weather grip. However, from 1998 until 2008, slicks were outlawed in grand prix racing and replaced by a regulatory grooved tire that had a much smaller contact patch. The FIA made this change purely to limit the performance of the cars on safety grounds. Although they worked in slowing the cars down by as much as three-seconds per lap, it was agreed that the safety demands could be met with different rules which featured the slick tires that were much more popular with fans.

Inside the cockpit Every bit of a Formula One cockpit not occupied by the driver is crammed tight with technology.

»» Buttons: The carbon fiber steering wheel, shown in Figure 5-5, houses

controls for the communication radio, the setting of the differential (to change handling characteristics), engine mapping settings (to change the power/ economy compromise), and the pit lane speed limiter.

»» Controls: Behind the steering wheel are controls for the clutch — needed to

get the car moving away from a standstill (like the race start and pit stops) — and the gear change. The driver uses a flipper switch on one side of the wheel to make downchanges and one on the other side of the wheel to make upchanges.

»» Instruments: In terms of instrumentation, the cockpit display is quite small. The digital read-outs can offer a lot of information though including engine revs, engine temperatures, instant lap times, and other car settings.

»» Pedals: The cars have only two pedals: a throttle on the right and brake on the left. Most Formula One drivers brake with their left foot.

»» Seat: The driver’s seat is molded to their own particular shape.

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FIGURE 5-5

The steering wheel and its many buttons. © Mercedes F1 team

The steering wheels at each team are different, and they are even custom suited for each driver depending on their personal preferences. But this example of a steering wheel from the Mercedes team shows all the controls a driver has to deal with in the cockpit.

1. 2. 3. 4. 5. 6. 7.

DRS: Operates the Drag Reduction System (DRS) which opens the slot gap in the rear wing dropping drag and increasing top speed. Skip 1/10 Preset: Used to manage the critical control sensors on the car and Power Unit. The driver uses this to increment in steps of 1 and 10, through the 100 control sensors. Gearbox Neutral: To prevent unwanted on track selection of Neutral, Neutral is only selectable via a push button on the front of the wheel, rather than the gearshift paddles on the rear of the wheel. Pit Lane Speed: Holds the pit lane speed limit. Even if the driver goes full throttle, the car won’t accelerate beyond the speed limit. Pit Confirm: Sends an automated alert to the garage to get the crew ready regardless of whether it’s been indicated on the radio that the driver is coming in. Differential: Used for differential adjustment (to change the amount of torque transfer between the rear wheels) at different phases of the corner — entry, mid, and exit. Engine Braking: Adjusts how much the engine slows down the car when the driver is not on the throttle and not on the brakes.

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8. Brake Balance: Changes the brake balance of the car to either the front or the rear. Although the buttons are used for fine tuning, the rotary switch will change the baseline map.

9. Mark: Used to identify a point of interest in the data as indicated by the driver. 10. Accept: Used to accept the default modes selected by the Skip 10 and 1 buttons.

11. Race Start: Sets the car up for the race start so it deploys maximum power. 12. Radio: Enables the driver to communicate with engineers in the pits. 13. Strat Mode Rotary: Used for a number of power mode settings during the race weekend.

14. Menu Rotary: A menu switch for the chassis side which allows the driver to

change various parameters on the car in one place — from the volume of the radio to the brightness of the display.

15. HPP Rotary: There are a large number of power unit settings to control things

like energy management during the race or MGU-K settings, many of which will be communicated to the driver by the engineers.

16. LEDs: The shift indicator LEDs above the central display indicate when to shift.

The marshalling lights on both sides of the central display indicate the colors of the flags shown by the marshals.

17. Shift Paddles: The left paddle is used for downshifts, the right one for upshifts.

Built-in safety features A Formula One car also has built-in safety features. The most visually obvious is the halo, which is a titanium steel structure that is attached to the car over the cockpit and is designed to divert debris away from the driver in the event of an accident. (See Figure 5-6.) It was made mandatory from the start of the 2018 season and is credited with having saved a number of lives in many categories — including Romain Grosjean in his fiery accident at the 2020 Bahrain Grand Prix, and Charles Leclerc when he was hit by Fernando Alonso’s car at the 2018 Belgian GP. Within the cockpit surround is a padded area designed to protect the driver’s head during an impact. A six-point harness, with straps that go around the driver’s shoulders, legs, and groin and meet in a single quick-release mechanism, is also built in.

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FIGURE 5-6:

The Halo structure deflects debris away from a driver in the event of an accident.

Since 2003, the wearing of the HANS (head and neck support) device has been mandatory. The HANS device, shown in Figure 5-7, prevents a driver’s head from being thrown forward or sideways in an impact  — a classic cause of  neck and spinal injuries in accidents.

FIGURE 5-7:

The HANS device.

To help drivers get out from what is an extremely confined space, the steering wheels are also removable. Before a driver is cleared to drive, they must be able to evacuate the car and then replace the steering wheel (to aid marshals moving the car from a dangerous position) within 10 seconds. Proving that they can do it once isn’t enough. Drivers are regularly asked to perform this maneuver to prove that they can.

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Formula One cars feature many other safety systems, including Kevlar fuel tanks to prevent spillages, and wheel retention cables to stop tires flying off in accidents. You can find more information about the safety features of Formula One cars, as well as the precautions that are taken on race day, in Chapter 12.

Other Stuff to Know about the Car The chassis, power unit, and transmission form the three fundamentals of Formula One car design. But in some of the details are to be found the most outstanding illustrations of the level of technology and ingenuity used.

Electronics: The car’s brains Electronics control engine, transmission, and chassis systems. Just as in a modern road car, an ECU (electronic control unit) determines the Formula One engine’s optimum fuel and ignition settings based on thousands of measurements each second taken by dozens of sensors and controlled by thousands of parameters. Electronic radio signals have replaced cables and linkages to give a “drive-bywire” system similar to those used in modern aircraft. The throttle, for example, has no linkage between the pedal and the fuel supply other than an electronic one, and the rear brakes are also electronically controlled. The rear brakes also make use of a brake-by-wire (BBW) system to help deal with the energy recovery in to the MGU-K. The differential — the mechanical device that determines how the power is split between the rear wheels — is controlled electro-hydraulically, too.

Reliability versus speed: And the winner is . . . Formula One culture demands competitiveness. Although it would be relatively easy to make a car reliable by beefing it up, this solution isn’t an acceptable one because beefing up a car would make the car heavier and, therefore, less competitive. Solutions have to be found that are both light and effective.

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Ballast: Putting on a few pounds A Formula One car has to weigh no less than 798 kg, including the driver and his helmet. But many cars are actually built far lighter than that. Ballast is then used to bring the cars up to the regulation weight. The ballast is placed so that it gives the best possible weight distribution for optimum handling and tire use. Therefore, the lighter the car can be made, the more the team can vary the car’s weight distribution to suit the track and the driver’s preference. The ballast is normally made from tungsten and is mounted on the lowest point of the car’s underbody in order to keep the center of gravity down.

Manufacturers and customer teams: The folks who make the cars The Formula One grid can be divided into two distinct camps: the manufacturer teams and the customers. On the manufacturer front, squads like Ferrari, Mercedes, and Alpine do everything themselves: They build their own cars, they manufacture their own engines, and they run the whole operation from specialist factories. Not every team is capable of building its own engine, though, which is why there are plenty of “customer” squads that rely on a supply of power units from the manufacturers. McLaren, Aston Martin, and Williams all take engines from Mercedes, whereas Alfa Romeo and Haas use Ferrari power units. Red Bull and its sister team AlphaTauri are also still using Honda-run engines while it builds up its own Red Bull Powertrains operation. Some of the customer relations go beyond just getting hold of engines though. For example, Aston Martin also uses the Mercedes gearbox and rear suspension, whereas Haas takes as many customer parts as it possibly can as part of its deal with Ferrari. This helps it reduce costs, because it doesn’t have to design, develop, and manufacture every component, which means it can divert extra effort to other areas of the car where it can find performance. Regardless of who makes the stuff, a Formula One car represents a stunning feat of technology, engineering, and design.

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IN THIS CHAPTER

»» The different types of Formula One team »» Understanding the structure of a Formula One team »» Shining a light on the people behind the scenes »» The role of the driver as a team player

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Chapter 

The Race Team

A

top Formula One team employs between 700 and 900 people who work within dozens of departments: design, drawing, manufacture, marketing, administration, travel, information technology, electronics, accounting, systems, simulator, race teams, and more. Because the numbers employed exploded in the early 2000s, running a team went way beyond the control of a single person. Structured managerial systems had to be imposed to keep track of all the various facets of what is both a business and a sport. Further refinement and the need for an efficient structure has been forced on teams through the introduction of a cost cap since 2021. Teams are headed by individuals who have their own individual visions and circumstances. In addition, the teams themselves come from differing historical backgrounds. For these reasons, even though every Formula One team today is run as a highly structured managed business, no two teams are alike. Each has its own unique way of doing things and its own structure. No “Formula One team blueprint” exists that can explain how they all work. Taking these variables into account, we can simply provide a loose explanation of the team structure and the folks involved.

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There are no set rules governing what a team structure must be and no single definition of what the various job titles mean. One team may use the same title for a completely different job to another team. Titles are just labels that make sense only when related to other labels within the same team. Usually, a team’s structure is built around the nature of the skills of the people at the top rather than force-fitting individuals into a pre-defined structure.

Who’s the Boss? The boss is the boss, right? Well, it’s not quite as simple as that in Formula One. While each team has the same target of trying to win races, they each are structured differently, owned by different companies and have completely different management structures. The days of teams being owned, managed, and run by an individual who had the final say in everything are long gone. Now there are rigid reporting structures in place for everyone as teams have become like major international corporations.

Different approaches Formula One’s boom in popularity led to a rapid expansion in the business of going grand prix racing, and that meant teams had to get some serious cash behind them. The hundreds of millions of dollars needed to compete each season meant it could no longer be the domain of wealthy petrolheads pulling together some like-minded friends to go racing at weekends. Now, with major car manufacturers and big-name sponsors involved, teams have to be run like any major international corporation  — and that means having a proper management structure in place. Different ownership structures, and different budgets, mean that no two team bosses have the same role and responsibilities, as their job is pretty much defined by who they work for. However, the grid can be split up into a few different categories where there are some common themes between their approaches and the type of boss who runs them.

The “works” manufacturers Formula One currently has three manufacturer teams that build both their own cars and engines: Ferrari, Mercedes, and Alpine. Although Ferrari and Alpine are owned exclusively by their car manufacturer companies, Mercedes has a different structure: with it owned in a straight three-way split between the German car company, chemical company INEOS, and its team boss Toto Wolff.

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Wolff being a shareholder puts him in a unique position because he is intrinsically linked to the organization, whereas both Ferrari and Alpine employ a team principal  — at Ferrari it is Frederic Vasseur, whereas Alpine has Otmar Szafnauer — who must report directly to the senior management of the company.

The other manufacturers In 2023, Formula One had two other teams that had the names of manufacturers — Alfa Romeo and Aston Martin. But although from the outside these teams may appear similar to Mercedes and Ferrari, they are in fact very different. In Alfa Romeo’s case, its branding is simply a sponsorship deal with Alfa Romeo, which pays for the right for the team to be named after it. The team itself is Sauber, which is based in Switzerland and has agreed to be sold to the Audi car company by 2026. It runs Ferrari customer engines for now, and its current team principal is Alessandro Alunni Bravi. Aston Martin is also a customer team, as it runs with Mercedes power units. It is owned by billionaire businessman Lawrence Stroll, who also owns the Aston Martin road car company and agreed for the F1 squad to also take the famous name. Although he is owner, Stroll is not team principal — that job instead goes to Mike Krack.

The sponsor owner Energy drinks company Red Bull has long been known for doing things differently with its marketing and sponsorship, and that has rung true in Formula One as it has taken the unique step of owning two teams. It bought Red Bull Racing from the Ford Motor Company at the end of 2004, and then purchased the Minardi team at the end of 2005. That became Scuderia Toro Rosso before having its name changed to AlphaTauri from the start of 2020. Red Bull’s co-owner Dietrich Mateschitz passed away in 2022, but even before he entrusted the running of his two teams to other individuals. Red Bull Racing has long been run by Christian Horner, and AlphaTauri’s team principal is Franz Tost, but he announced plans to step down at the end of the 2023 season. He is being replaced by Laurent Mekies.

The independent customers The lifeblood of Formula One teams has always been having strong independent teams that are not affiliated to a single car manufacturer — as they are the kind of outfits that stick with the sport through both its good and bad spells.

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They are customer teams, so pay for their engines (and even gearboxes and other parts), but still operate from their own factories and design and build their own cars. While both McLaren and Williams were owned and founded as fully independent teams many decades ago  — McLaren by Bruce McLaren and Williams by Frank Williams  — both now have major investment funds supporting them in their quest for success. McLaren has a range of shareholders, including the Bahrain sovereign wealth fund Mumtalakat and US sports investment group MSP Sports Capital. The Woking-based team has a management structure that involves CEO Zak Brown and team principal Andrea Stella. Williams is owned by US investment company Dorilton Capital, which purchased the team from the Williams family in 2020. It appointed former Mercedes strategist James Vowles as its team boss for the start of the 2023 season. The Haas team is unique on the grid in being in the only outfit that is named after and owned by one man: Gene Haas. The American runs a successful machining tool business and has been committed to F1 since 2016, running as a customer team that purchases as many parts as possible from Ferrari. Haas appointed Guenther Steiner as his team principal to manage the operation that runs out of facilities in Banbury in the United Kingdom.

The new Netflix stars There is no denying the huge positive impact that Netflix’s Drive to Survive series made in bringing a new younger audience to follow Formula One. But while the show helped make drivers even better known, they also shone a light on the personalities of team principals as well — many of whom became as big a star as the racers. Their forthright opinions and clashes with competitors (even their own drivers) earned them many fans. Here we take a look at some who stood out.

Guenther Steiner Haas team principal Steiner may be the boss of one of the smallest squads on the grid, but he has one of the biggest personalities in the paddock. He is not afraid to speak his mind and throw out the odd swear word or two when it comes to dealing with others — which can sometimes include flashpoints with his drivers.

Toto Wolff As the team boss of the ultra-successful Mercedes team, Toto Wolff has found himself going up against some pretty intense opposition in Ferrari and Red Bull.

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Having originally arrived in F1 as a shareholder of the Williams team in 2009, he moved across to be Mercedes team principal for the start of the 2013 season. He helped guide Mercedes to dominate F1’s turbo hybrid era, winning drivers’ and constructors’ championship doubles from 2014 until 2020.

Christian Horner Red Bull Racing team principal Christian Horner is Formula One’s longest-serving boss, having moved in to his role when the energy drinks company purchased the squad for the start of the 2005 season. He has helped mold a ruthlessly determined and focused racing organization that has enjoyed title success with both Sebastian Vettel from 2010 to 2013 and more recently with Max Verstappen. Off track, Horner famously married Spice Girl Geri Halliwell.

Zak Brown Although Zak Brown is not a team principal as such, he is CEO at McLaren, his hands-on involvement at McLaren and huge enthusiasm for everything to do with his team and Formula One has made him stand out. He was a sponsorship guru for many years, sorting out many high-profile deals in F1, before moving to McLaren in 2016. And he literally wears his racing team on his sleeve, having famously got a tattoo on his left arm to commemorate McLaren’s 1–2 victory in the 2021 Italian Grand Prix.

Famous bosses of the past While it’s often the drivers that get the most attention, many of the team bosses over the course of Formula One history have been the stuff of legends. With their colorful personalities or unorthodox management techniques they’ve made their way through the team ranks to lead their teams to greatness.

Enzo Ferrari Founder of the colossus of a racing team that carries his name to this day, Enzo Ferrari died at the age of 90 in 1988 when he was still in charge of the team. Ferrari began as a moderately successful race driver in the 1920s but made more of a reputation as a general “fixer” for the Alfa-Romeo team, then one of the top teams of grand prix racing. His influence was directly responsible for bringing that team the brilliant mix of designers and technicians who brought it much glory. For a time, Scuderia Ferrari — the name of the team Enzo founded — became the official competition arm of Alfa-Romeo, but the two went their separate ways just before World War II. The first grand prix Ferrari appeared in was in 1948 and they were winning major grands prix by the following year. The team took its first

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World Championship in 1952 and has been winning them on and off ever since. Enzo remained as boss of the team even after Fiat bought the company in 1968. Ferrari the man was autocratic and ascribed his success to “a flair for the agitation of men.” He would often set one engineer or driver against another, believing this was the way to get their best efforts. He rarely got close to his drivers but made occasional exceptions.

Colin Chapman The founder of Lotus, Chapman was an extraordinary man. He is remembered as arguably the greatest and most original racing car designer of all time, who, when he wasn’t designing, found the money and ran the team. Before committing his future to the running of Lotus he had shown considerable flair as a driver, and it was probably only his concentration on the development of his team that prevented him becoming a successful Formula One driver himself. Chapman was also the man who brought commercial sponsorship to Formula One. He died from a heart attack in 1982 when he was only 54. With his lightning-quick mind, Chapman often left those around him bewildered, and his impatience with lesser intellects occasionally boiled over. He could be utterly charming, but his track record also revealed him to be absolutely ruthless when necessary.

Ken Tyrrell Ken Tyrrell began racing in the 1950s as a sideline from his timber business. He soon retired from the cockpit and became increasingly successful as a team owner in the junior categories and won the 1964 British Formula Three championship with a young driver named Jackie Stewart. Later, the two men formed one of the greatest partnerships ever seen in Formula One, winning the World Championships of 1969, 1971, and 1973. Tyrrell continued after Stewart retired but never again with such success. He sold his team at the end of 1998 to British American Tobacco and died from cancer in 2001. Tyrrell was tough, shrewd, and practical, and he gained a reputation for developing young drivers into fully rounded professionals. Unfortunately, his team didn’t embrace the commercial age of Formula One fully. In its later years, the team lacked the funds to be successful.

Jack Brabham Jack Brabham remains the only man to have won a Formula One World Championship in a car bearing his own name, a feat he accomplished in 1966, when he was 40. Brabham first made his name as a driver for the Cooper team in the 1950s and won two world titles there in 1959 and 1960.

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Always a highly technical driver, Brabham decided to set up on his own in 1962. He chose an engineer named Ron Tauranac to design the Brabham cars, and together the two men enjoyed much success but there was never any undue fuss — Brabham was renowned as a man who would never use two words when one would do. At the end of the 1970 season, he decided to sell up and return home to Australia. The man who ended up owning the team was Bernie Ecclestone, the future Mr. Big of the whole sport. Brabham died in 2014.

Frank Williams Frank Williams was one of the most determined Formula One team bosses in history  — and the longest-serving in history when he celebrated 50 years in charge back in 2019. He originally founded Williams in 1977 and helped guide it to world titles with Alan Jones, Keke Rosberg, Nelson Piquet, Nigel Mansell, Alain Prost, Damon Hill, and Jacques Villeneuve. But Williams’ biggest challenge was battling adversity after being confined to a wheelchair as the result of injuries he sustained in a car crash in 1986. His formal involvement in F1 ended in 2020 when his team was sold to Dorilton Capital, and he passed away in 2021.

Ron Dennis Ron Dennis was as well known for his complex personality as he was for the amazing success he achieved as team principal at McLaren from 1980 until his final departure in 2017. His attention to detail was obsessive at times, but it helped turn McLaren into a title-winning organization that enjoyed spells of dominance with Niki Lauda, Alain Prost, and Ayrton Senna. Dennis was also Lewis Hamilton’s boss when he won his maiden crown in 2008. He was also famously known for his complex choice of words, a manner of speaking famously dubbed Ronspeak!

Team Structures: A Who’s Who of Players Each team has its own unique structure and management organization. Broadly speaking, however, most teams are divided into key areas: technical, sporting, and commercial. Team bosses have an overview of all those aspects (and may even get hands-on involved with some of them), but they like having key figures in charge of these different areas — who often assume the title of “director.”

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Formula One teams are no longer allowed to bring as many personnel to the races as they want to. F1’s rules lay down a strict limit on the numbers of staff allowed inside the paddock at each race. Sporting regulations state that teams can have no more than 115 team personnel (including trainees) within the confines of the circuit, and no more than 58 of these can be associated with the operation of the cars. Here is a look at the three main areas of responsibility.

Technical directors In many ways, the technical director is the key to the success or failure of a team. Without a fast car, a team goes nowhere. Without the technical organization and a technical director’s guidance, a team is never going to come up with a fast car. Much of the great Ferrari turnaround of fortunes from sad underachievers in the early 1990s to record-breaking world beaters a decade later was attributed to Ross Brawn. Equally, the most highly rated technical director right now (even though his official job title is chief technical officer) is Adrian Newey, who has helped guide Red Bull Racing to its recent dominance in Formula One. He has previously helped McLaren and Williams to dominant spells in the sport and has played a part in winning more than 200 races and 20+ world titles in his amazing career. The technical director’s job is part-managerial, part-technical. They are invariably a former designer or aerodynamicist, but they rarely get a chance to actually design stuff in their role as technical director. The technical director is a rare breed: a nutty professor with a core of steel and a real flair for organization. They set design objectives and targets and ensure that they are met. They could just as easily be sourcing a new material and going to the team boss for budget approval as they could be brain-storming on an aerodynamic problem. Because of their crucial role in the success or failure of the team, a technical director can command a very big salary — sometimes higher than the driver. Ballpark salary figures are in the many millions of dollars, although someone like Newey could be earning anything up to $10 million. But taking the big bucks means technical directors must deliver. This isn’t a job for those looking for long-term employment security as if the car does not work, then technical directors can often be first in line for the chop. An engine supplier also has its own technical director, ensuring its Formula One program’s technical progress runs smoothly. In those teams that build their own engines, the team’s technical director also has reporting to them the chief of engine design. So complex is the whole business that there can be two levels of technical management above the guy who actually designs the chassis or engine.

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Reporting for duty Chief designers, aerodynamicists, and research and development (R&D) bosses all report to the team’s technical director. The following sections explain their roles on a Formula One team.

Chief aerodynamicist Aerodynamics really determine the ultimate potential of a Formula One car. Even if a team sets up the car just right, it’s never going to shave whole seconds of lap time, only fractions of that. But the difference between a good and bad car aerodynamically can easily be whole seconds. That’s why the chief aerodynamicist carries the heavy burden of responsibility on his shoulders. The calculations are so involved and microscopic that they depend on a whole team of aerodynamicists who work beneath them to figure out the details, come up with new components, and try them out in the wind tunnel. The chief aerodynamicist is primarily interested in the overall effect. The aerodynamic performance of a car is expressed in its lift-to-drag ratio  — how much downforce can be had for the least straight-line speed drag. The chief aerodynamicist is concerned with this above all else.

Chief designer The chief designer is the person who has to come up with an overall layout for the car that allows everything to fit and be adequately cooled whilst giving the aerodynamicist the necessary scope for generating efficient downforce. Essential to utilizing the aerodynamic forces is the task of coming up with a structure that is stiff enough to withstand them — another job of the chief designer. Reporting to them are a team of designers and structural analysts. Teams have been known to rotate between two chief designers, so that one works on the following year’s car without the distraction of developing the current one. They will then go on to develop their car when it becomes current, leaving the other designer to initiate the next in the sequence.

Chief of R&D New materials and technology, and new ways of using existing technology, come from the R&D (research and development) department, headed by the chief of R&D. Investing heavily in research and development invariably translates to lap time on the track. The more inventive minds, who might go off at a tangent too readily to make a chief designer, may nonetheless make great R&D staff.

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Other chiefs There are not just senior figures within the technical department, as there are other areas of an F1 team that require people in charge. Here is a look at some of them.

Chief of engineering Some teams separate out the design and application elements and appoint a chief of engineering to oversee how designs are translated into reality. These individuals  — such as Red Bull’s Paul Monaghan or Aston Martin’s Tom McCullough — often play a strong managerial role during a race weekend in terms of helping direct the technical direction of the car.

Head of strategy With tire strategy so critical to success in Formula One, teams have created whole strategy departments to make sure their races are executed as best as possible. In charge of this area will be a head of strategy, whose job it is to help co-ordinate the evaluation of tire performance in practice, help pick the right approach for qualifying and then prepare a plan for the race — and be ready to react quickly when things invariably change once the lights go out!

Wind tunnel chief The accuracy and repeatability of the wind tunnel is essential for the aerodynamicists to know how good or bad the team’s car is. Setting up a wind tunnel is a highly complex business, and the top teams have someone whose job it is to engineer the tunnel itself.

Engine design chief The engine design chief oversees the design of the engine in much the same way that the technical director oversees the design of the rest of the car. The chief engine designer — that is, the person who actually designs the engine — is not necessarily the same as engine design chief who will be a technical manager overseeing the department, including the chief engine designer!

Powertrain engineer Some teams manufacture their own gearboxes and therefore have their own team of transmission designers and fabricators. But even those that buy-in their gearboxes from specialist manufacturers have engineers who specialize in the mating up of engine and transmission.

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Production manager The manufacturing side of producing a Formula One car is highly complex and very critical. A huge number of different manufacturing disciplines need to be brought together in the most efficient way possible, and everything has to be on time. This is the job of the production or factory manager. Working for them are a team of fabricators, machinists, tool makers, welders, and assemblers. The production manager may have risen from these ranks himself, or he may be a former chief mechanic who got sick of the traveling or whose family have grounded him!

Race engineers At the track, each driver has their own race engineer. Between driver and race engineer, they try to find the best set up for the car on the day. The driver and his engineer communicate even when the driver is on the track. The race engineer and driver work hand-in-hand to evaluate set ups, tire strategies and the management of the race — as they are often the only point of contact when it comes to making calls during the grand prix itself.

Chief mechanic A team of mechanics is assigned to each car and they must also help with the preparation of the spare chassis that will turned into a replacement car if needed on a race weekend. Their roles are split between engine, chassis, gearbox, and hydraulics on each car, and they don’t interchange responsibilities. Each is a specialist in his own area. There is also a tire man whose is responsible for washing and stacking the tires for each driver after each practice, qualifying, or race. Selected mechanics also double up as the pit crew during pit stops. Overseeing and coordinating all these people is the chief mechanic.

Sporting director With teams being so large these days, it is essential that they run as smoothly as possible on race weekends if the best results are to be had. And while a team boss has overall charge of the entire operations, in terms of things being run on the ground at a grand prix — both on track and off it — the key person is the sporting director (or sometimes they are called team manager). Their job is to coordinate the activities of the mechanics, engineers, and drivers in order to ensure that everything runs as it should do. They represent the team at the track in any sporting query, either in lodging a protest against another team or defending their own team from a complaint from someone else. The sporting directors often sit up on the pit wall with the team bosses and race engineers, and

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they are often the critical point of communication between what is happening in the garage and the team boss.

Commercial director The commercial director or manager is usually someone behind the scenes who oversees sponsorship deals and the terms of commercial or technical liaisons. They must have cold eyes of steel with dollar signs on them. The heads of the finance and accounting departments report to them. The commercial director usually plays a fundamental role in attracting sponsors to the team and sets up the structure necessary to look after them. They also usually determine which space on the car equates to how many millions of dollars. They will also work very closely with the marketing department, to ensure that the team gets the best exposure possible for sponsors — which in turn can help make the team even more attractive for other companies that may want to get involved.

Head of communications As the profile of Formula One has increased, so has the media interest — and that means teams have had to expand greatly their communications departments. Thanks to social media and the 24/7 news cycle with the Internet, teams now need to do much more than just write the odd press release. They must now have brand strategies, produce their own video content and all the while keep up good communications with the media and fans. In charge of managing what can be quite a large team will be the head of communications, who will also likely travel with the team and work closely with the boss.

More People behind the Scenes Most members of a Formula One team never appear at a grand prix weekend. From a team of up to 900 people, only around 100 are there at the track. For the most part, the work of this invisible majority is conducted solely at the factory, but without them, those at the frontline of the track would never get to see the glory. This group includes most of the manufacturing department and most of the aerodynamicists, designers, and R&D engineers — people whose roles have been explained in the preceding section “Team Management Structure: A Who’s Who of

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Players.” But there are additional members whose highly specialized jobs require further explanation. Teams often ensure that the profile of their best factory brains is kept low-key in order to keep poaching to a minimum.

CFD (computational flow dynamics) analysts Computational fluid dynamics (CFD) is the computerized study of how fluids behave, and air is classed as a fluid for the purposes of aerodynamics. CFD experts mainly aid the aerodynamicists (explained in the section “Chief aerodynamicist” earlier in this chapter) by studying in detail predicted airflow over key parts of the car. By studying computerized renderings ideas can be tested without the time and expense of actually making the parts. If the ideas don’t work, they can be discarded without ever having bothered the production department. Could one day CFD replace wind tunnels entirely so the whole car will be designed using just computers — along with the aerodynamicists and designers, of course? Well, it did happen once. Back in 2010, the Virgin Racing car was designed solely using CFD. But whether it was down to the lack of computing power or for other reasons, the car wasn’t competitive on track. It doesn’t look as though CFD is yet ready to take over, although teams do face more restrictions of the number of wind tunnel hours they are allowed. The technique is also used in predicting oil and water flow in engines and radiators.

Model makers Long before a full-size car is built, a scale model of it has to be built. This model is then put into the wind tunnel to assess the design’s potential. Different noses, wings, underbodies, and other aerodynamic details are also built in model form first. The models can be anything up to 60 percent scale, according to the regulations, and they must be stiff enough for the aerodynamic load not to deform the body and thereby skew the data. These models are built by highly skilled model makers.

Simulator technicians With Formula One having banned in-season testing (apart from some strictly controlled tire tests), teams have to rely more and more on their simulators. These state-of-the-art facilities need to be run by a team of highly skilled engineers and technicians who can help extrapolate the data so that it is of use to the race team at the next grand prix.

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TELEMETRY AND HOW IT HELPS THE TEAM Telemetry is the transference of data from one place to another, usually via radio signals. It is a technology that has taken much of the art away from Formula One and replaced it with science. It is also a great example of how some of the less glamorous race team members play an important role in the team’s performance in a race. Until 2003, the telemetry between car and pit garage was two-way, but ever since then, only car-to-pits telemetry has been allowed. Pits-to-car telemetry — which was being used to change operating parameters of the car even as it was racing — was banned in an attempt to curb costs. As the cars are screaming round the track, they are transmitting readings from hundreds of sensors. These readings are relayed to banks of computers in the team garages, manned by data analysts who look for any imminent technical problems on the car. Because some of these problems can be rectified by the driver before any damage is done, the analysts are in regular touch with the driver’s race engineer who can instruct the driver over the radio as necessary. You may sometimes hear an engineer telling a driver to adjust a sensor setting that has gone off on his car. Automatic data-logging is different from telemetry. The latter is simply the transference of the former. Well before the race is underway, drivers and race engineers rely heavily on data logging as a tool to help them set up the car and improve their speed. The sensors record not only car information but also the driver’s physical inputs, as well as speeds throughout the duration of the lap. In debriefs after a practice or qualifying session, driver and engineers look at the traces that show speeds at any point on the circuit, where the driver is braking and how hard, how much steering he is using, how much throttle and when. This information can be compared between different setups to find whether the driver’s instinctive feelings are confirmed or repudiated. They can also be compared between team mates to see where one driver is finding time over another and how. Telemetry also records and sends vital data on engine performance, tire temperatures, and fuel usage. In extreme situations, telemetry information allows a team to instruct the driver to switch off the engine before it blows up. For this reason, telemetry is a vital tool in race tactics, too.

Systems engineers The electronic or electro-hydraulic control of everything from an engine’s operating parameters to those of the differential or gearbox requires systems engineers for design, development, and setup.

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Information technologists The information technologists can form up to half of the number of people employed by a team. Computing power is an intrinsic part of a Formula One team. In its most obvious form, computers are used to record and transfer data from the car to the team in the garage during a race weekend, via telemetry. But telemetry is just one branch of the IT department. Computer programs are used throughout the team’s operation in design, engineering, manufacturing, development, and racing. Some of these programs are bought in; others are developed in-house in an attempt to gain a competitive advantage over rivals. A top team employs several hundred software specialists.

Logistics managers So complex is the manufacturing and the movement of a team from test venue to factory to race in all sorts of combinations that logistics managers are employed to streamline the whole thing. These people use a technique called critical path analysis, which splits tasks into key operations and defines where a reduction in time for one element will be translated into a reduction in time for the entire task. This is not always the case. For example, a quicker heat treatment for a suspension component could simply mean that the heat treater is waiting longer before the next component is supplied to him.

Truckies and catering staff A Formula One team on the move is an awesome sight. Getting the team from place to place and feeding them along the way is a big responsibility that falls to the truckies and the catering staff. Articulated trucks, which sometimes double up as technical debrief rooms, contain the cars. Other trucks contain the mobile palaces that form the team’s HQ during a race weekend. These unfold to create “buildings” containing every facility and luxury a team may need, including kitchens that the catering staff uses to feed the whole team and guests throughout the weekend.

Let’s Not Forget the Drivers So the driver just shows up on race weekend and, on the back of the work of all those people described earlier in this chapter, gets the big money and then the glory? Not quite . . .

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WHY A TEAMMATE IS A DRIVER’S BIGGEST RIVAL Each Formula One team has two race drivers. The fact that these drivers are working for the same team and the same boss and representing the same sponsors suggests that they are working together toward the aim of team success. Even the term teammate suggests this. In reality, a teammate is a driver’s biggest rival — in most teams at least. Because motor sport in general, and Formula One in particular, is so machinery-dependent it’s not strictly possible to compare the individual performances of drivers from different teams. Is the guy who’s winning a mega-star in a competent car or a competent driver in a superlative car? And is the guy he’s beating actually a far better driver? Everyone has their opinions, but no one really knows for sure. But because teammates drive the exact same car, any differences in their respective performances are assumed to be down to those drivers and nothing more. Myths are often destroyed when a new teammate arrives in a team and puts the incumbent driver’s performance into a new perspective. Either the new guy regularly beats the guy with the big reputation, or he arrives with a big reputation himself but is seen off by the incumbent driver who wasn’t previously as highly rated. All this has a direct bearing on the salary a driver can command the following year; it can also affect the status of the team that he drives for in the future. Once a driver has been consistently outperformed by a teammate, it is rare that his Formula One career ever fully recovers. Formula One is a dog-eat-dog world.

A driver’s job doesn’t begin and end with driving the car in the practice sessions, qualifying, and race. When not spending a few hours each day in the gym, they are either at the factory or in the simulator and working with the engineers to improve it, or they are attending some sponsor function, making small talk with the people who pay the money and their guests, and often flying between countries to fit it all in. Drivers get the odd day off between races but not nearly as many as you might imagine. (For more information on what the drivers job entails and how they work a lot harder than many people give them credit for, see Chapter 7.) The very best drivers don’t simply drive the car fast, they inspire the whole team. Their attitude and personality can make the difference between a team of engineers and mechanics going through the motions to one that is buzzing at a winning pitch. The best drivers drive the team on, always pushing everyone within it, being highly demanding behind the scenes but never publicly critical. They have a way of bringing out the best of those working around them. Some drivers never seem to achieve the success that their obvious driving talent suggests, and usually it’s nothing to do with bad luck but some shortfall in behind-the-scenes commitment and application.

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IN THIS CHAPTER

»» Understanding the role of the driver »» Discovering how the driver must work with the team »» Finding out about the physical demands of racing »» Taking a look at a driver’s workload each weekend »» Coping with the stress

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Who’s in the Driving Seat?

B

eing a Formula One driver seems like the ideal life. Earning millions, having adoring fans chase you, and getting to drive exotic racing machines all over the world. Even better than that, though, you only have to turn up for work 23 weekends per year. Well, think again, because being a Formula One star is a year-round occupation. Although the drivers do have plenty of weeks of the year where they aren’t in official action, almost every day of their life is spent doing the “job.” Not only are there races, but also simulator sessions, lunches with sponsors, press conferences, and advertising promotions to cram into their time. In fact, as bizarre as it may seem, being a good driver on the track is not the only quality that modern day Formula One stars need to have — nowadays they have to be good public speakers, quick-thinking businessmen, and even actors (although Hollywood stars need not worry yet about losing their jobs).

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Profiles of Drivers Yes, it’s true that anyone who can fit into the cockpit can drive a Formula One car — provided, of course, that they get the necessary instructions. But Formula One drivers aren’t just anybody, and it takes a special person to drive a grand prix car well. These are the main qualities a successful driver must have:

»» Physical strength and dexterity. Formula One cars are hard to drive at the

limit. The massive g-forces experienced during cornering and under-braking, as well as the incredible heat inside the cockpits, mean that drivers must be very strong. The races also last almost two hours, meaning stamina is vital.

»» Mental alertness. Racing drivers understand at 200 mph they cannot

hesitate for a split-second if they are to avoid crashing. Formula One stars must maintain complete concentration for almost two hours, which pushes their minds to the limit. They must look out for changing track conditions; they have to feel the changing characteristics of their cars; and they have to look out for warning flags, pit signals, and their rivals. It is tiring just thinking about it!

»» Quick reaction times. One of the first lessons any driving instructor teaches

you is to keep a safe distance from the car in front. This distance allows you enough reaction time to get out of trouble if an accident occurs or somebody brakes heavily. Formula One drivers must throw that rule straight out of the window (if they had one) every time they climb into their grand prix cars. In the fight for victory, they must drive right behind their rivals’ cars at 200 mph. If a problem occurs ahead of them — like a spinning car or a piece of debris on the track — they must rely on their super-quick reaction times to get them out of trouble. This skill not only enables them to keep their cars on the track, but also to stay out of trouble so that they can finish the race.

»» Endurance. Being a good Formula One driver is not just about performing

at the top of your game over one lap: It’s about performing at the top of your game for every single lap of a grand prix distance. Most races last more than an hour and a half and during that time there’s no let-up — except perhaps a few seconds to catch your breath down a straight. Drivers must cope with the pressure of racing, avoid accidents, keep up to date with team strategy, and be able to endure the bumps, bangs, and the heat over this entire distance. This pressure is so intense that most drivers lose about 3 kg of bodyweight through sweat in a normal grand prix.

»» Being able to perform consistently at the top of their game without

making costly mistakes. If you make a mistake pulling out of a junction in your road car, at best you stall the car or, worse, cause an accident. Racing drivers can’t afford to make such errors, and they must get every single aspect of their job right when they’re driving at the limit. Although today’s

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semi-automatic gearboxes and computer controls make stalling a car more difficult, drivers still must ensure that every time they turn the wheel or step on a pedal, they do so at exactly the right moment. They can’t afford to brake ten meters too late or hit the accelerator pedal when they were meant to hit the brakes. The result may not just be a harmless spin; it could be a crash that puts them out of the race or that costs them the world championship. Just as the driver expects the team to never get it wrong when they prepare their car, the team has the same expectations of the driver. If the driver makes a mistake that puts them out of the race, they can expect a rough time when they walk back to the team garage.

»» An appreciation for adventure and speed. Formula One drivers are

incredibly competitive and love the thrill of racing. That is why many of them love racing their friends in karts when they are not at grand prix weekends. They also love taking part in adrenaline-based activities — be it parachuting, windsurfing, or cycling. They are, after all, some of the bravest sportsmen in the world. Some like Max Verstappen even spend their free weekends taking part in sim racing.

»» Courage. Formula One racing is not a sport for the shy or the timid. To race

wheel-to-wheel with somebody at almost 200 mph takes incredible bravery — especially when they fully understand that one mistake could result in a crash that could injure or even kill them.

One of the skills of the best Formula One drivers is the ability to use so little of their brainpower to drive the car at top speed that they can concentrate on everything else that’s going on around them. Some drivers, like Fernando Alonso, can race at full speed and still watch the big television screens that line the circuit to see how their rivals are doing. Or they may watch for clues about tire wear by looking at their rivals’ rubber. It’s no good being blindingly fast if you have to use all your brainpower just to keep the car on the road.

WHY NO WOMEN F1 RACERS RIGHT NOW? Formula One is a male-dominated sport. Most of the mechanics, engineers, and other staff are male, and the only female who has driven an F1 car on a grand prix weekend for the last two decades was Susie Wolff’s practice outings for Williams in 2014 and 2015. It has often been argued that it is only prejudice preventing female racing drivers being successful, but that is only part of the explanation. A lack of opportunity and the physical demands of cars have also been cited, but efforts are being made to try to help on this front. The all-female W Series broke barriers in raising the profile of women racers before it folded in 2023, but a new F1 Academy series has been set up by F1’s bosses to help find future female stars.

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A Week in the Life of a Formula One Driver We all like to think that driving a racing car flat-out would be easy, but it isn’t, even if you have heaps of talent. A modern-day Formula One driver has to work very hard if they are going to win a race. Sometimes drivers work 15 hours a day at the racetrack and then spend their nights thinking about how to do it even better. Formula One racing isn’t a job for clock-watchers. Here is an example of how the week of a grand prix may pan out for a driver: Thursday: The Formula One driver flies in to the racetrack and spends some time with the team, checking that their car is OK and working out strategy for the weekend. They usually attend at least one press conference, and sign autographs for the many fans chasing them around. In the evening, the driver usually takes part in a sponsor function or press dinner, before escaping at about 10 p.m. to go to bed. Friday: Practice starts around lunchtime on Friday, but that does not mean a lazy morning in bed. The driver usually gets to the track at about 9 a.m. (after having already spent maybe an hour in the hotel gym) and runs through the day’s program with the team. (See the next section “Keeping Busy during Practice” to find out what goes on during these sessions.) There are then some media and fan duties to get through before the track action begins. The driver spends most of the rest of the day in practice (or qualifying on sprint weekends) and technical debriefs, when the team evaluates the setup of the car and its performance. Afterwards, they need to speak to the media again. In the evening, there is usually another sponsor function, which can run on quite late. Saturday: Saturday is a very important day, because what happens today either decides the grid for Sunday’s race or offers some valuable points. On normal weekends, after a practice session, there will be qualifying, and on sprint weekends there is a short competitive race. The driver has to make sure that everything is absolutely perfect with their car because if they get things wrong today they could find themselves starting right at the back of the grid. If qualifying (or the sprint) goes well and the driver is in one of the top three positions, they will attend a special press conference, broadcast all around the world. After this press conference, drivers must go to more debriefs with the team and then even more press events. If an evening function has been planned for Saturday night, the driver must attend that as well, although these don’t run too late because the driver must get a good night’s sleep before race day. Sunday: Race day is by far the most important, and busiest, day of the week. Although in the past, drivers could just turn up a few minutes before the race started, jump in their cars, and then head off home as soon as the checkered flag

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came out, that’s no longer the case. And if the driver can’t get a helicopter into the circuit, they could find themselves having to get up even earlier to beat the traffic jams caused by the fans. Monday: If a driver is lucky, they will wake up in their own bed on Monday morning — but it’s back to work straight away. Even though they will be tired and maybe a bit sore from the race, they must go to the gym for a few hours to make sure they stay in shape. Monday afternoon, if they haven’t been called up for a sponsor or media function, they could be asked to fly to the factory for a simulator session to get ready for the next race. Tuesday: Less than 48 hours after the grand prix, the Formula One driver can be back in the cockpit (although not strictly a real one), working hard on developments and improvements for the next race. With real-life testing now heavily restricted, teams do a lot of simulator running to try setups and understand car developments. The teams will be experimenting with new parts or different setups to try to make the car even quicker. Simulator testing for a Formula One team is a relentless job, and work can start at 9 a.m. and go on until late in the evening. After that, the driver can spend a few hours with the team in meetings to discuss the lessons of the last race and what’s planned for future events. Wednesday: There could be more meetings, or more simulator running planned. However, a driver may be able to fly home this evening to get ready for the following week’s grand prix. Big teams usually have other simulator drivers who help ease the workload on their regular drivers, because there’s no point getting their stars completely shattered before the next race. Despite everything else they must do in their life, being fast in a racing car and working with their team is still the most important part of a Formula One driver’s job. At the end of the day, a Formula One driver is the single person who determines whether the team wins or loses. They are the one risking their life out on the track; they are the one who decides how the car should be set up, and they are the one who gets the credit  — or the blame  — for how things go on Sunday afternoons.

Keeping Busy during Practice When practice starts at a Formula One grand prix, the drivers know that the next hour or so of action could well decide whether they win Sunday’s actual race. Practice isn’t just a chance for drivers to learn the track; it’s vital in getting their cars ready so that they’re quick enough for qualifying and comfortable enough to drive in the race.

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A typical practice session To make sure that the car’s ready when it counts, it’s vital that the team and driver work perfectly together in practice. The driver must communicate well with the team, letting them know just how the car feels and whether any changes they’ve suggested have made a difference. The following sections explain what goes on between a Formula One driver and their team during a typical practice session. Sometimes drivers only do short runs with light levels of fuel to simulate the conditions of qualifying. At other times, the team will fill the car up with fuel and will want the driver to run for more than ten laps to work out how the car and tires feel in race conditions.

Arrival and initial laps The driver gets dressed into their racing overalls and turns up at the garage, putting their balaclava, helmet, and HANS device on just before they climb into their car. When the session starts the driver often goes out onto the track for a reconnaissance lap before returning to the pits. This lap allows the driver and team to check that the car is working fine and that nothing is broken and that there are no hydraulic or oil leaks. The driver then goes out for a handful of laps to see how the car feels at speed. During these laps they may find, for example, that the car is understeering (the front of the car slides more than the rear in corners) so they return to the pits to tell the team what they are feeling.

Working through problems in the garage After the car is pulled back into the garage, the driver speaks to their race engineer to let them know their feelings. (The driver speaks to their team through special radio systems that allow quick communication.) The race engineer talks through the options with the driver and the two may, for example, simply decide that they need a little more downforce on the front of the car. Decisions must be made quickly during practice because session time is limited. It’s also important that the driver be happy with the car before qualifying or the race.

Back to the track The driver returns to the track with the new setup. If they find that the problem hasn’t been cured at all they may return to the pit and ask for more changes. If oversteering is the problem, for example, and changing the downforce didn’t help, the driver may suggest that the front-suspension be altered to see whether that makes any difference. After several more laps — and several more pit stops — the driver may finally be happy with the performance of his car.

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Getting the car just right Sometimes the driver and team find that they’ve found the perfect setup straightaway in practice, but this doesn’t happen very often. Even when it does happen, it doesn’t mean that the driver and team can sit back with a cool drink and watch the other drivers at work. They still have a lot to do themselves: They must work out their tire strategy for the weekend, and they can prepare other things for the race — like brake pads — or even try out new components to see whether they can make the car go even quicker. One of the most difficult challenges is when the driver says they are happy with how the car feels, but their time is very slow. In these circumstances, the team may have to make adjustments that make the car quite difficult to drive in order to bring the speed up.

Lending a helping hand: Working with teammates Drivers must work well with their teammates so that they can get through as much work as possible. Sometimes the different teammates can work on different setups, evaluate different types of tires, or one of them may even get exclusive access to some brand-new updates. Although the two drivers may be very competitive against each other, there are times when they must put these differences aside to help the team.

Race Day Rituals Here’s a rundown of what the driver must do on race day.

»» Meeting the fans: As they turn up at the track in the morning, the drivers’

first port of call will be the fans who are waiting for them outside the paddock. There will be a lot of autographs and selfies to get through.

»» Meeting sponsors: At every grand prix, the team’s sponsors have their

own hospitality boxes where employees or company guests are entertained throughout the weekend. Drivers usually must meet and greet these guests on Sunday morning and often must take part in a question-and-answer session in F1’s Paddock Club. Meeting and entertaining sponsors on race day may seem very distracting for the driver, but it is just a normal part of being a Formula One star these days.

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»» Making an appearance at the Fan Zone or the merchandise stand:

Although the driver will be thinking solely about how his car is and the race by now, the team may require him to make a small appearance at their merchandise stand or the official F1 Fan Zone. This appearance gives fans a chance to see the driver and get an autograph. Of course, while they’re at the merchandise stand the fans will also probably buy a cap and T-shirt, too. This is just another part of the business of Formula One.

»» Attending the strategy briefing: The driver may have had only a short time

to themselves by now, but then they must attend a critical strategy meeting with their team. The nature of racing, and rules that force drivers to run two types of tire compounds in races (when it is dry), means that making the right pit calls is essential. Drivers and teams need to know how the tires must be managed, and whether the race needs one, two or even more pit stops in a bid to beat the opposition!

»» Participating in the drivers’ parade: After the strategy briefing, the drivers

are taken out into the pit lane and on to the circuit where they climb aboard a special truck that has a special open platform on the back. This truck takes them on a lap of the circuit where the fans can see them in person (rather than only their crash helmets) and a few lucky marshals can get autographs. This parade also allows one of the track commentators to get a last interview with the drivers before the race.

»» Taking final reconnaissance laps: On the morning of the race, the teams will have had their cars released from parc ferme conditions (where teams cannot work on them) and, 50 minutes before the scheduled start, the pit lane will open to allow the drivers their final reconnaissance laps. This marks the countdown to the race proper before the drivers form up on the grid.

»» Racing: This is the main attraction of the day — for both the fans and drivers.

Head to the section “’Round and ’round we go: Racing without rest” for details on what happens during the race itself.

»» Attending post-race functions: If a driver has been successful and finished in

the top three, they must first do a short live television interview before they are escorted up to the podium where a local dignitary hands them their trophy and where they get to spray (and be sprayed by) the sparkling wine — or non-alcoholic version in the Middle East. From there, the drivers are taken to a special media pen in the paddock where they must speak to television crews before there is an official press conference. Even drivers who haven’t finished in the top three must attend the media pen to speak to broadcast crew and written media, who will want to know what went wrong or what they thought of the race. After the journalists have returned to the media center to write their reports, the drivers often sit down with their teams for a final post-race debrief to work out how well they did, how they could have done better, or how it all went wrong!

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»» Getting home: Because drivers’ schedules are so packed, they like nothing

more than getting home straight after the race. That is why, as soon as they can, they head for the local airport to catch a commercial flight home or jump into their own private jet. This is often the only time that the pressure is off and a driver can relax, even if they are completely shattered from their job on the track that day.

Psyching up for the race: It’s a mind game Most people find it difficult to keep their concentration level up at the best of times. Think about how many times maybe you’ve started daydreaming in a difficult exam or let your mind wander when the pressure is on at work. Formula One drivers can’t afford the luxury of “spacing out,” especially when the lights go out to signal the start of the race. That’s when they really earn their money, and they can’t afford to let a single opportunity slip through their fingers. Even when the driver sits on the grid, with the fans cheering them on, television crews wanting to interview them, and celebrities wanting to say hello, they rarely think about anything other than the grand prix itself. In their head, they are thinking about how to get the start right; where the best place to overtake is if they get the jump on the cars ahead when the lights go out; and what to do if their car is slow away. When the race is underway, the driver thinks constantly about how fast they need to drive, where the best places to overtake are, or whether they need to look after their tires so that they are better placed at the end of the grand prix. It’s no wonder that at the Monaco Grand Prix, with more than 2,000 gear changes during the race and the entire track lined by barriers, drivers are absolutely shattered at the end. They certainly deserve a drink of champagne if they win! Keeping concentration levels up isn’t easy to do; that’s why drivers often sit in a quiet room before the race starts so that they can get in the mood. Beyond their own preparation and determination, the teams help their drivers as much as they can, through the radio systems that they used so effectively in practice. The best teams constantly tell their drivers about the positions of other cars, just how fast they need to drive, and when they’re scheduled to stop for new tires, or need to extend their stint. The teams also use pit boards (special boards with numbers on counting down the laps to go, the time difference between cars in front and behind, and instructions like to slow down or come into the pits) to advise the drivers, although these aren’t always foolproof. Sometimes drivers misread their pit boards and come into the pits too early or go too long and see their tires drop off because they didn’t think they needed to stop.

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FOCUSING ON THE JOB RATHER THAN THE FANS Don’t be surprised if a driver brushes past you in the build-up to the race instead of politely stopping to sign some autographs. It isn’t rudeness. It’s concentration. By this time, drivers are beginning to get completely focused on the race ahead; even the slightest distraction can put them off. Drivers often find that if they stop to sign one autograph, they’ll suddenly be besieged by hundreds of fans and won’t be able to escape for several minutes. So wait until the pressure is off; then drivers often have little problem in signing hats, photographs, or books. Just remember that there is a time and a place for everything. Lewis Hamilton has perfected a way of ensuring he can keep disruptions to the minimum when he is getting ready for action. Rather than walking around the paddock, he uses a mini-scooter to get about. He not only gets places quicker but it means people get out of his way, rather than try to stop him for a photo.

It’s very important that drivers never lose their concentration, even for a split second. One of the most famous occasions when a driver slipped up was in the 1988 Monaco Grand Prix. Ayrton Senna was leading the race by a huge margin with only a few laps to go. His arch rival for the championship, Alain Prost, had just got up to second place in the race. Senna was so worried, despite his massive lead, that he lost concentration and clipped the barriers  — crashing out of the race. Senna was so upset he didn’t return to the pits. Instead, he locked himself away in his nearby apartment until the next day!

’Round and ’round we go: Racing without rest The concentration levels needed to fight for the lead of a Formula One race are probably the same that footballers experience when taking a penalty in the World Cup final, or tennis players go through when serving to win the Wimbledon tennis championship. But there is one big difference between Formula One and most other sports: A grand prix driver has almost no chance to rest when he’s out there in action. Although football players can eat oranges at halftime, and tennis players get to sit down and drink water between each set, racing drivers cannot suddenly choose to go to the toilet halfway through the race or pull over at the side of the track to take a breather. After the driver is strapped in, that’s it until the checkered flag comes out at the end of the race.

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Although drivers do have a water bottle in their cockpits, they still have to drink plenty of fluid before the race starts. In fact, drivers get so hydrated before the race starts that you often see them nipping off to the toilet before the racing gets underway. And believe it or not, after the race is going, they may even go in the car if nature calls — and they don’t expect to clean up afterwards! Drivers sweat so much during the race that they get very dehydrated, which means that the first thing they want to do when they get out of the car is to find a bottle of water rather than punch the air in delight. After winning the 2002 Monaco Grand Prix, David Coulthard said that he did not go to the toilet again until the next morning — despite drinking all evening as he celebrated his victory. Head to Chapter 9 for strategies that come into play during a race and Chapter 11 to find out what happens when a driver wins.

No rest for the weary: After the race The public may have the image of a Formula One driver flying away from winning a grand prix to spend the time before the next race lounging about on their yacht in the Mediterranean. The truth, however, is very different. The commitments of a modern-day Formula One driver are immense, and some have been known to spend only 20 days at home during the entire season. The massive engineering and simulator schedules, sponsor commitments, media opportunities, and personal business work mean that there is almost no escape from their day jobs. But it is a small price to pay for doing something that they absolutely love. Although most drivers would prefer to spend time at home relaxing with their families, they also know that it is important to show up for corporate functions because, at the end of the day, they would not be racing without their sponsors.

Fit to Drive: Getting in Shape Everybody knows that lazy people always prefer to drive to their local shops rather than walk, but driving a racing car is certainly something only the fittest athletes can do. Formula One drivers may not look as big and brawny as some other athletes, but the stresses and strains of performing at 200 mph on a baking hot summer’s day means that normal people would collapse from exhaustion after just a few laps.

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The huge g-forces drivers experience when they brake or go through high-speed corners, which increase bodyweight to three or four times normal, can literally knock the air out of their lungs. And although drivers have to be quite light (being large and heavy makes them slower), they have to make sure that the top half of their body is strong enough for the forces needed to drive the car. At more than 150 mph, it takes an effort of 20 kg to turn the steering wheel — certainly more than the road car sitting outside the front of your house. Tests carried out on Formula One drivers have shown that their heart rate can soar to 185 beats per minute at the most stressful part of races. This is the same kind of rate that fighter pilots experience in the heat of combat.

Working it out Once upon a time, drivers wouldn’t think twice about smoking, drinking, and eating what they wanted — and their only exercise would be getting out of bed in the morning to go to the race tracks. Nowadays, however, one of the first luxuries a Formula One driver adds to their house when they start earning big money is not a new television or stereo; it’s their own personal gym. As the sport has become ever more competitive, so drivers have got fitter and fitter. Today, Formula One drivers leave absolutely nothing to chance and they often have their own physical trainers and dieticians to make sure that they are in the best shape possible. Some of the sport’s current top stars, like Lewis Hamilton and Max Verstappen, have hardly any body fat on them at all and are as fit as any other major sports star. A Formula One driver spends anything between two and five hours every day in the gym, and some do even more. They spend this time on cardiovascular exercises, like rowing and cycling, which helps build their endurance over grands prix distances, and muscle building, which helps make them strong enough to drive Formula One cars. In addition, the top half of the driver’s body needs to be able to cope with the forces they experience when they drive; during some corners, for example, the weight of the head can multiply by four times through g-forces. For this reason, drivers focus their exercises on their necks, arms, back, and stomach. As fit as they must be, however, Formula One drivers can’t become so obsessed with their muscles that they turn into strongmen. Their physiques must be compact so that they fit in the cockpit; in addition, too much muscle makes them too heavy to be quick.

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MICHAEL SCHUMACHER — FITNESS TRENDSETTER Michael Schumacher was regarded as the driver who took Formula One fitness to a new level. When he burst onto the scene in 1991, people were surprised that he could climb out of a grand prix car after two hours of racing without a bead of sweat on his forehead. Then stories began to emerge about how devoted to his fitness he was. Schumacher liked to get his body trained between 1 p.m. and 2 p.m. so that it was used to exerting itself during qualifying — rather than readying itself for a meal. After tests at Ferrari’s Fiorano test track, he would often watch movies on television while doing head exercises with huge weights attached to a special helmet. He also played soccer at a semi-pro level.

Diet is also important. A driver has to be extremely careful with what he eats — and that means no junk food at all (although Kimi Raikkonen once famously went for Coke and an ice cream when a race was suspended for bad weather!). A staple part of every driver’s diet is pasta, a perfect source of slow-burning carbohydrate, which helps with endurance. Drivers also eat a lot of fish, grilled white meat, and fresh vegetables. Of course, this doesn’t mean that drivers can never let themselves go — and former world champion Nigel Mansell was said to love to have a full English breakfast on a race day morning. Keeping fit isn’t just a benefit to helping drivers perform at their best for a race distance. It also makes them more able to avoid injuries if they are involved in accidents, and it enables them to cope better if they need to physically hustle a bad-handling car to the end of a race. Sometimes the power steering can break, for example, meaning that drivers need superhuman powers to just drive their car around the lap.

Coming back from injury When most of us pick up an illness or an injury, we try to spend as long as possible away from work as we recover. Drivers, however, have to get back to work as quickly as possible. If they are forced out because of an injury, they must do everything possible to get back fast. Being fit allows drivers to recover from injury much faster than ordinary people, and because they’re so devoted to their jobs, they don’t mind suffering some pain in the quest for victory. At the start of the 2023 season, Lance Stroll raced to the points in the Bahrain GP despite having broken a wrist and toes in a cycling crash just two weeks before!

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COPING WITH THE PAIN — DRIVING WITH INJURIES Formula One racing drivers are a different breed. All they can think about is winning the race. That’s why they often drive through the pain barrier in their quest for victory. If drivers were ever worried about hurting themselves, they certainly wouldn’t even get in their cars. But if the issue is only pain — bad bruising, sore arms, or sprained muscles, for example — nothing, short of a doctor telling them not to race, will stop a driver from getting back in the car after a big crash. The most famous example of this was in 1976 when then world champion Niki Lauda was nearly killed in a fiery accident at the Nuerburgring in Germany. He was given the last rites at the hospital that night, but somehow fought back and amazingly returned to the cockpit at the Italian grand prix a few weeks later, still with bandages covering his wounds. He went on to finish fourth that day.

The worst thing for a driver would be to think that he lost the World Championship because he spent too long recuperating from an injury. When races are going on, drivers really hate spending race days at home; that’s why they often won’t watch the race if they’re not taking part.

Keeping Cool Watch a Formula One driver at the end of a race and you are likely to see sweat pouring from their head and their overalls are likely to be soaked. This is not just because driving a grand prix car is physically tough, but also because cockpit temperatures can get so hot.

(Almost) too hot to handle Although the driver looks like they are sitting outside, the cockpit temperatures can soar almost out of control during the two hours of a race. Formula One cars don’t have the luxury of air conditioning, and the close proximity of the engine, which sits directly behind them, as well as the lack of air circulating in their cockpit, means that temperatures inside can often reach more than 10 degrees centigrade higher than the ambient temperature. When you think that most

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grands prix take place in the middle of each country’s summer, it is not difficult to understand just how uncomfortable the temperature can be. In addition to the closeness of the engine, the cockpit is made hotter by the heat of the front-wheel’s brakes, which can often reach 1,000 degrees centigrade. Also impacting on the cockpit temperature is the driver’s seating position. They are very close to the floor, which can get hot if it rubs along the ground. McLaren star David Coulthard climbed out of his car at the end of the 2000 Malaysian Grand Prix with a huge heat blister on his bottom thanks to the heat that was generated through the floor of the cockpit. Drivers also get very hot because of all the other clothing they must wear. The safety regulations require drivers to wear fireproof underwear, a triple-layer racing overall, plus gloves, boots, a balaclava, and helmet — all of which make them even hotter.

Getting a little relief from the heat In some particularly hot races, like the Singapore Grand Prix, drivers wear special water-cooled vests that offer some respite from the heat. In addition, the teams do everything they can to help the drivers. When the driver is in the pits or on the grid, they are often given a special cooling fan to direct cold air into his face and into the cockpit. And Formula One drivers are often only too happy to have a team member holding an umbrella over their car before the start of the race to keep the sun away. The drivers’ helmets are also designed to get as much cool air as possible to the driver. Each helmet features special cooling vents in the forehead and mouthpiece areas that the drivers can open or close depending on how comfortable they feel. Drivers also love to open their visors during pit stops to allow even more air in and may even not shut it completely when they are out on the track — although that is always a risky business because of the danger of debris flying into the helmet. To keep the driver as hydrated as possible, in the cockpit is a water bottle that’s linked to a tube that leads to the driver’s helmet. Formula One drivers have to be careful not to drink too much too early, however, because they could get thirsty in the closing stages of the race. Sometimes these water bottles have been known to break and either rattle around in the cockpit or empty out completely in the driver’s face — causing them more problems than they already have to cope with.

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Home Is Where the Car Park Is With a very hectic lifestyle and almost no time to themselves, it’s no wonder that racing drivers love their home comforts. Although the bigger name stars could demand that they stay at the presidential suite of the best hotel nearest the track, some of them prefer to keep themselves confined to their own motorhomes. Drivers like Lewis Hamilton and Max Verstappen have their own motorhomes driven around Europe to all the grands prix. These aren’t your simple pop-up camper vans, of course. They’re full of all the luxuries that the drivers would have in their homes: big television screens, computer games consoles, stereos, and big beds. Verstappen is getting a racing sim rig installed in his. Some drivers’ motorhomes even include their own gym equipment so they can keep in shape if they get bored in the evenings or wake up too early in the mornings. The drivers don’t bring these motorhomes to show off; they simply want to make life as comfortable as possible. They don’t have to worry about checking into hotels; they don’t have to deal with noisy neighbors, and fans can be kept at a distance.

MONACO — THE FORMULA ONE DRIVERS’ HOME No single place is more associated with Formula One drivers than Monaco. Its glitzy reputation, with the famous harbor front and casino, fits perfectly with the playboy reputation of racing drivers, so you probably won’t be surprised that so many drivers live there. Monaco offers more than just glamour, though. It is the home of so many for the following two reasons:

• Most importantly, of course, Monaco lacks an income tax. Drivers can keep hold of

as much of their wages as possible. The career of a Formula One driver is incredibly short and it is important they save as much as possible for their retirement.

• The climate is great. The year-round good weather means that drivers can go out running and cycling every day — it’s definitely easier to get fresh air when the sky is blue and the sun is shining than when it’s pouring down and cold in London or Paris.

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3

What Happens On (and Off) the Track

IN THIS PART . . .

Find out why practice is so important Understand race day strategies Discover the secrets of Formula One pit stops Wise up about what it means to win

IN THIS CHAPTER

»» Making travel arrangements to the grands prix »» Finding out how drivers become familiar with the tracks »» Understanding the importance of practice sessions »» Discovering the different race weekend formats »» How the Formula One grid is decided

8

Chapter 

Getting in the Race

A

grand prix usually lasts for less than two hours on a Sunday afternoon. But the preparation and lead-up to it is immense. If the race is in Europe — the base for all the teams — a convoy of trucks begins thundering toward the track on Monday, six days before the race. The moment that the first truck leaves the factory is effectively the real start of a grand prix. Outside Europe, the cars and all the equipment are air-freighted, making the preparation even longer. After the trucks arrive at the track, the team begins setting up a base camp in both garages and paddock in readiness for when the cars first take to the track on Friday. How things pan out from there depends on what weekend it is, because the Formula One calendar is divided between normal race weekends and what are known as “Sprint” weekends, which have an extra shorter race on Saturdays. The whole process is a climactic build-up to the moment when the cars are sitting on the grid, engines screaming, and drivers waiting for the start lights to go out.

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Travelling to the Track in Style Each team has around 100 of its personnel attend the race meeting. Their methods of travel vary according to role and status — some get to fly in business class while others have to put up with economy. Most of the mechanics travel by standard scheduled flights, or by specially chartered flights that fly to an airport near the track. Typically, a team of scouts arrives a day or so early to organize hire cars and mini-buses that pick up team members from the airport. Senior engineers and commercial high-ups may travel business class — or even first class, along with the team boss. But then again, the team boss could well be traveling on board a private jet with other senior staff members. Most of the top drivers travel to the European races by a private jet that they will share with fellow racers. You do get the odd down-to-earth soul that insists on traveling commercially though. Four-time world champion Sebastian Vettel even regularly traveled to some races on train because it was better for the environment. At the venue, the drivers are given a road car to use. These cars come from the manufacturer the driver’s team is in partnership with. So the Mercedes, Aston Martin, and Alpine drivers will all get cars from their own companies, whereas Ferrari racers may get something from their own brand, or from partners like Fiat. At some race locations, the journey from hotel to track may be too long or trafficinfested for the convenience of drivers or team bosses. In these cases, chartered helicopters are used instead of road cars. The top hotels these people stay in invariably have helipads, as do all the circuits.

THE JET SET Flying to and from races in their own planes used to be quite a popular pastime for Formula One drivers back in the 1970s and 1980s, but modern day costs have changed things. The really top Formula One drivers still spend millions on their own private jets (often leasing them), but many have realized that it is cheaper to share a ride with others. That is why on race weekends you will often see social media posts of several drivers having fun as they fly to a race together.

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Getting to Know the Circuit Most drivers are already familiar with all of the Formula One tracks, but in each season there is always a handful of rookie drivers. These drivers may be familiar with some of the tracks — having raced on them during their time in the junior formulas on the way up to Formula One — but inevitably some of the circuits will be completely new to them. Furthermore, with new tracks being added to the calendar on a regular basis, even experienced drivers sometimes have to learn their way around. So how does a driver learn a track? The most obvious answer is by driving it. Some of that is now done in state-of-the-art simulators, in which drivers can spend many hours getting to know the racing lines and track characteristics, and find the best set up for the track in the virtual world. Furthermore, it means they can make some mistakes and go over the limit without the risk of costly car damage. Another method of learning the track is to arrive early and walk it. Turn up at a grand prix venue the Thursday before the race and you’ve a good chance of seeing drivers walking around the circuit. Not all drivers do this, though. The rookies usually do, of course, but even some of the experienced drivers do it, too. Even though they may know the corners like the back of their hands, it is always useful to see up-close any minor changes made to curbs, and find where the run off areas are in case they need to find a quick way back on track. More on this later in this chapter.

Sussing out the details When an experienced and successful driver walks around a track — even one they have driven many times before  — they aren’t looking at how best to drive the track, they are investigating any small changes that may have been made since last time they were there. They wants to know stuff like

»» Where the safety barriers are placed. »» The height and design of the curbs used at each corner. »» Whether the track surface has changed anywhere, and if it has, how the grip levels now compare to the grip levels before.

»» How deep the gravel traps are. (Some gravel traps literally beach the car if you go off into them, others can be driven gingerly across.)

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»» Where the access roads for the rescue vehicles are. (These roads can double up as a useful route back onto the track if you go off.)

»» Where the marshal posts are. (At each marshal post, a circuit worker is available on a motorcycle to give a driver a lift back to the pits should they need it.)

By observing key details of the track, experienced drivers gain important information that they can use to their advantage during the race.

What the rookie needs to know The information required by the rookie as they make their track walk is rather more basic than the info that experienced drivers seek. Obviously, a rookie needs to know where the track goes, and he also needs to get a feel for which lines to take for a corner or sequence of bends. The fastest line through a corner is essentially the shortest distance between the points of entry and apex. Getting a sight line when stationary at the first corner of a sequence is often a good way of establishing where the cornering line is if the layout is quite complex. Picking out visual markers — a trackside advertising banner, for example — that is right at the turn-in point can be very useful, too. The perspective a driver gets from inside the cockpit, just a few centimeters above the ground, is often inadequate for picking out fine detail. Similarly, details of the track’s surface or its camber — or the parts of the track across which streams run when it’s wet — cannot really be gleaned when travelling at high speed in the car. But a driver who already knows what they are looking for because they have walked the track has a big advantage that they couldn’t have obtained otherwise. Telemetry can be a great aid for a driver learning a circuit — but obviously only after they have driven the track. They can then look at their own data-logging traces of steering and brake and throttle input and compare them to their teammate’s. They can try a variety of approaches on a corner they are not sure of and then compare telemetry with lap times to see which approach works best. They can then apply the lessons learned next time they take to the track.

Sprint Weekends and Normal Grands Prix Ever since 2021, Formula One has varied its weekend timetable thanks to the introduction of what are known as Sprint Races. These Sprint weekends are aimed at making the event more exciting overall for fans, because there is meaningful action on each day.

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The timetables for the different types of F1 weekend are very different, even though the core elements of qualifying, practice, and races remain the same. The timing of sessions can vary, too, depending on whether the race runs to a normal European day-time or is a night race. The following table shows how a typical weekend compared to a Sprint weekend under the 2023 season rules.

Friday afternoon

Friday evening

Saturday afternoon

Saturday evening

Sunday afternoon

Normal Weekend

Sprint Weekend

Free practice 1

Free practice

13:30–14:30

13:30–14:30

Free practice 2

Qualifying for GP

17:00–18:00

17:00–18:00

Free practice 3

Qualifying for Sprint

12:30–13:30

12:00–12:44

Qualifying

Sprint Race

16:00–17:00

16:30–17:30

Grand prix race

Grand prix race

15:00

15:00

Practice, Practice, and Sometimes More Practice Whether it is a sprint weekend or a normal event, the first track action will always be practice. But the intensity of it will depend on whether that is the only practice session before qualifying or the start of a few hours of free running before things get more serious. The drivers can take to the track whenever they want within these practice sessions and do as many or as few laps as they choose.

What the drivers get out of practice You may think — as the word practice implies — that the idea is for the drivers to learn how to drive the track, but in truth, all drivers are able to do that pretty much immediately. Or you may think that the idea is just for the cars to go round

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and round for the benefit of the crowd as a build-up to the big race — and you wouldn’t be entirely wrong. But it’s way more complex than that. Qualifying and race strategies are very much based on the information established during the practice sessions. Furthermore, the weather conditions on the day have a serious impact on tire performance and the general behavior of the car. From the practice sessions, drivers and their teams get the information they need to set up the cars, evaluate new components, and choose the tires they’ll use for the race.

Establishing set-up The main purpose of practice sessions is to enable the teams and drivers to find the optimum setups (suspension and aerodynamic settings) for their cars. These setups vary according to whether the team is preparing an optimum pace for qualifying (that is, if overtaking is hard in the race, grid position is critical) or if they are more focused in better managing tires for the race. They also vary according to the type of tire the driver and their engineers choose (see the following section, “Choosing tires” for info on what tires the team decides to use).

Choosing tires The practice sessions also give the teams valuable information on the respective behavior of the three different compounds of dry tires that they have to choose from over the race weekend. The sessions give them information on the differing wear rates of each tire and also the difference in their performance patterns. Practice sessions allow teams to see how the performance of each type of tire changes over a number of laps. A softer compound is usually quicker initially, and invariably faster from new on a qualifying lap. But it also tends to wear out more quickly than a harder tire. Depending on the track temperatures and surfaces, some tires can have a greater tendency to grain, a phenomenon where small balls of rubber form across the whole width of the tire (similar to the rubber bits you find when vigorously using an eraser on paper), giving less grip until they stabilize. With less grip, the cars can’t go as fast as they would otherwise. With rules forcing drivers to use two different compounds in a dry race, practice is essential for teams to understand how well the tires last over a long stint, and which of the soft, medium, or hard compounds is best for the main grand prix. Even though the data may tell a clear story on tire choice, a driver may still be influenced by how each compound “feels.” A softer compound gives more grip and therefore (in theory at least) offers a better lap time, but the rate of its drop off can be extreme.

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Occasionally a driver may find a harder compound is quicker despite its lower grip levels simply because it instills them with the confidence to push harder. Practice gives the driver the chance to get used to behavior of the softer tire, or it enables them to quickly discard it and concentrate on setting the car up around the harder tire.

Finding optimum fuel levels The practice sessions are also used to verify fuel consumption and the precise relationship between fuel loads and lap times. These vary from track to track, and if they are good enough can offer teams the option of not needing to fill the car up to the maximum 110 kg that they are allowed to use in races A circuit with lots of accelerating in the lower gears and lots of hard braking makes for far less fuel efficiency than a track that flows more. But the engineers need to know precise figures so that no more fuel — and therefore weight — is put in the cars than is absolutely necessary. The car tends to get quicker as its fuel load drops, but again, the engineers need to be sure that if they do under fill the car they then do not risk their driver having to save fuel too much to make it to the end  — which could make them go slower than if they had filled the car up and were running flat out. Often, the performance of the tires degrades as the performance of the car improves because of its lower fuel load. At some crossover point, however, the car begins to lose more lap time from degrading tires than it can find from lower weight. Practice gives the engineers and drivers a chance to establish where this point is. Again, this knowledge has a significant impact on the race strategy the team chooses.

What you may notice during practice When you watch Formula One drivers practice, keep a couple of things in mind. First, being fastest isn’t everything. Although practice times are issued after each session, these times aren’t necessarily a definitive indicator of what shape every car is in. All teams work through their programs in different ways and with different aims in mind. It’s often not until the qualifying sessions or the race that you see the true picture unfold as everyone tries to put together their best combination of factors. Treat the practice times as only a very loose indicator of competitiveness. Some teams prefer to run with heavy fuel loads in practice to better judge how their car will behave in the race, so they will be slower than rivals who are doing some qualifying simulations.

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With in-season testing also banned, practice sessions are also the only real opportunity that teams get to try out new car developments. That means a lot of focus can be put on understanding whether the latest development is delivering the step forward the team hoped for. One thing to keep an eye out for is which tire compound the driver set his best lap on. With between 0.5–1.0 seconds of time difference between the choices, a driver on a medium could be a few tenths slower than a rival who had set his best time on the soft — but the teams will know that they are the one to watch! You may sometimes hear drivers talk about “going purple” on their best laps. No, this is not the result of them having held their beath too much in the car. Instead, it refers to the color of lap times that are displayed on official timing screens. If a driver’s time is marked in yellow, it is slower than their best. If it flashes green, then that is the best time they have done. And if it goes purple, it is the best that anyone has done.

DEBRIEFS AND WHY THE DRIVERS DISAPPEAR FOR HOURS The engineers and drivers have an awful lot to discuss amongst themselves after the practice sessions have finished. This is why the drivers aren’t generally seen around the paddocks and garages for hours afterwards. Instead, they’re huddled together in the team’s engineering rooms analyzing the meaning of all the data thrown up by practice. During these debriefs, the team can look in more detail at all the electronic data logging information and compare it with lap times and the driver’s subjective feelings. The pros and cons of one setup over another, one tire choice over another, one strategy over another can be discussed indefinitely. The more trouble a team is in, the longer the debriefs tend to take. Engineers value the debriefs immensely because it’s their best chance of bringing all the information together at a time when it is still fresh in everyone’s minds. Not all drivers share the enthusiasm of the engineers, though. Some find debriefing sessions a little dull, especially coming immediately after the adrenaline-filled rush of driving a Formula One car at the limit. The very top drivers, however, look on these sessions as opportunities to extract the maximum out of their own performance and they give the appropriate time and effort.

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Getting Off to a Flying Start: Qualifying Whether it is a Sprint weekend or a normal weekend, the grid is still set by what is known as a qualifying session. For normal weekends, this takes place on late Saturday afternoon or early evening, whereas at sprints it runs on Fridays. The format is identical and comprises three segments.

Q1, Q2, and Q3 to decide pole Formula One has operated with its three-stage qualifying format since the start of the 2006 season, with only minor tweaks put in place over the years. For many years, F1 had a system whereby qualifying would be a free-for-all, and there would be a single one-hour open session for drivers to set their best laps. This often was not very exciting, though, because all the action would take place in the final minutes when track conditions were at their best, so there was a lot of empty track just when live television tuned in! For a while, F1 experimented with single-shot sessions during which drivers would go out one-by-one, but this did not really work either because the action was too spread out. Instead, they went with the three-stage format, which works really well in guaranteeing plenty of laps for drivers and action all the way through the qualifying hour. Qualifying is split up into three separate sessions: Q1, Q2, and Q3. Q1 runs for 18 minutes, and all drivers must go out and set a lap time. The slowest five drivers from this session are eliminated, and will make up the final five grid slots of the race based on their times. Lap times are then reset and Q2 begins a few minutes later, running for 15 minutes. Again, the slowest five drivers are knocked out at the end, but this time they will take positions 11 to 15 on the grid. Then there is a final 12-minute Q3 session for the remaining ten drivers, who must go out again and set a best time. The results of this session determine places 1 to 10 on the grid. These sessions are standalone, which means that even if a driver makes a big mistake in Q3 and does not set a good time, he is guaranteed to start tenth rather than being relegated all the way back down the order.

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Drivers are free to choose which compound of tires they want to use in each session, so the big decision is whether to gamble on using up extra softs early on and risk not having enough of the best rubber for the critical later sessions. Equally, teams may be confident enough that they can get through Q1 on the slower medium tires — which will give them extra softs later. To ensure that the fastest drivers always have at least one soft tire available for Q3, the rules give all those who got through to the final session an extra free set which must be handed back afterwards. When a driver spins or leaves the track during qualifying, that’s it. He gets no second chance to restart the lap. Sometimes, though, a mistake can be beneficial, such as when bringing out a red flag or double yellow flag because leaving the track and causing a danger means that your rivals will not be allowed to set a quicker time. There has been controversy in the past when drivers have gone off-track and crashed, which has secured them pole position. It happened at the 2014 Monaco Grand Prix when Mercedes driver Nico Rosberg secured his place at the front after running wide and stopping on his final qualifying lap. He insisted it was an innocent error, but his teammate Lewis Hamilton was far from happy about it. The most famous time this happened, though, was at the 2006 Monaco Grand Prix when Michael Schumacher parked his car at Rascasse corner — preventing rival Fernando Alonso from getting pole position. The race stewards felt his stopping was deliberate, though, and sent him to the back of the grid.

Getting pole is king Being fastest in qualifying earns a driver pole position on the starting grid. This means they start from the very front. Because overtaking can be quite difficult in a modern Formula One car, pole position carries an enormous advantage. The tighter the track, the bigger this advantage tends to be. At tracks such as Monte Carlo or Singapore (head to Chapter 13 for a look at the tracks), overtaking is close to impossible if the driver ahead doesn’t make a mistake. A driver getting pole position at either of these tracks may be considered to have the race halfwon already.

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Saturday sprint day On a normal race weekend, the end of qualifying will be the last time that drivers run in their cars before the grand prix itself. However, on sprint weekends, the format is completely different because, after a Friday qualifying session, Saturday is a standalone sprint day. The results from this day do not impact the grid for Sunday, but there are some world championship points up for grabs. The first action of the day will be what is called the “sprint shootout,” which is a more compact qualifying session to decide the grid for the sprint race. This shootout comprises the same Q1, Q2, and Q3 format as regular qualifying, but the sessions are shorter. SQ1 (Sprint Qualifying 1) is 12 minutes long rather than the usual 18 minutes. SQ2 is 10 minutes rather than 15 minutes, and SQ3 is just 8 minutes rather than 12. Just like in normal qualifying, five drivers are knocked out each in the first two sessions, to leave ten drivers battling it out in the final element. The sprint shootout also runs with different tire rules, as drivers are forced to run specific compounds in each session. New medium tires must be used in SQ1 and SQ2, whereas new softs can only be run in SQ3. The final grid positions then decide the starting order for the short sprint race that takes place on Saturday afternoon. Originally this 100 km (62 miles) race was introduced as a different way of deciding the grid for the main grand prix, but now it is a complete standalone event that simply hands out points. Drivers are free to start on whichever tire they want and are not forced to use both compounds because the race is short enough to run through without a pit stop. At the end of the sprint, points are handed out for the top eight finishers  — running 8-7-6-5-4-3-2-1.

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F1 DRIVERS WITHOUT SUPERPOWERS? A lot of myths have built up about what makes a driver quick. Surprisingly, superhuman eyesight and reflexes don’t seem to be a major factor. When tested at his peak, seventime world champion Michael Schumacher’s reflexes were decidedly average, for example. What makes a driver quick seems more to do with how the driver feels the behavior of the car through the seat of their pants and their hands, and how soon and subtly they are able to perceive directional change through their inner ear. This is where natural ability takes a driver places that data-logging and telemetry never can. Schumacher’s telemetry would reveal entry speeds that teammates of the past have tried to simply copy — only to find themselves flying off the road. Only the natural feel and balance of a truly great driver can keep the car on the absolute knife-edge from the beginning of the corner to the end. This is where this most high-tech of sports is still a very human endeavor.

No stopping for the weather When the clock begins for qualifying, it does not stop for the weather — unless conditions get so atrocious that it is dangerous to run. Changeable weather conditions can be great news for fans, as they can help deliver some mixed-up grids, but they are also a nightmare for drivers and teams that get caught up. If the session starts dry but rain begins, then drivers will rush to get out on the track to get their lap done as quickly as possible. This is why sometimes there will be a queue of drivers at the exit of the pits all determined to be the first one to get their lap in. If qualifying has started wet but is drying out, then the best time to run will be at the very end, so you want to be last in queue to complete the lap. When conditions are very mixed, there can also be a dilemma in choosing the right tire because at some point the dry slick’s performance will drop off a cliff if it is too damp, and the intermediate will be better. But finding the right moment of crossover can be quite challenging, and there is often not enough time to make up for a mistake if a team has picked the wrong tire.

Surrendering grid position Although the aim is to get as far forward on the grid as possible, a team may accept a grid position that’s lower than ideal for strategic reasons. Basically, teams would do so in one of two situations:

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»» The race team decides that it wants to change engine components and,

if it has exceeded its allocation, that means a grid drop. Teams will often choose to do this at tracks where overtaking is easier, as they know there will be a better chance of recovering on Sunday from starting far down the order. At the 2022 Belgian Grand Prix, Max Verstappen started 14th after engine and gearbox penalties, but still came through to win.

»» The driver’s set up is not working as hoped and the team wants to

change it. Formula One’s parc ferme regulations mean that car settings are locked in from the start of qualifying until the beginning of the race. Sometimes, however, the choice that has been made has been shown to be wrong, so teams will want to make a big change. It could be a complete overhaul of suspension settings, or the fitting of a different type of wing to increase or reduce downforce. Any change on this front will force a pit lane start, where the driver must wait for the rest of the field to go past before they are allowed to begin racing.

Ready to Race: Final Grid Positions Shortly after the end of the official qualifying session, a sheet showing the provisional grid positions is published. It is provisional while the cars are checked over to ensure they comply with the technical regulations. After this has been confirmed, a final grid will be issued a few hours ahead of the race itself. By this time the drivers will be well into their briefings with engineers and strategists, logging the behavior of the car and making final plans for the main grand prix.

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IN THIS CHAPTER

»» Planning a pit stop and tire strategy »» Overtaking other cars on the race track »» Keeping them behind you when you have overtaken »» Coping with the curved balls of circumstance

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inning a Formula One race is only partly about being the fastest driver on the day or having the fastest car, or both. It’s also a fiendishly complex game of strategy, and superior race strategy can even give you victory over a faster rival. Two elements usually determine a strategy — those that are planned and those that are opportunistic. The preplanned strategy takes into account the particular characteristics of a track, car, and tires. Where the driver has qualified to start the race also affects pre-planned strategy. Unforeseen circumstances in a race, such as a safety car period (see “The safety car” later in this chapter), or the positioning of backmarkers, or the actions of a rival, can change the optimum strategy. This is why team strategists are employed; they have to recognize when such opportunities arise and act on them before the window of opportunity is lost. The complex matrix that defines the ultimate strategy for a driver on a grand prix Sunday is explained here. One of Formula One’s biggest cheating scandals took place at the 2008 Singapore Grand Prix, when the Renault team ordered its driver Nelson Piquet Jr. to deliberately crash his car on a specific lap. Knowing that the accident would bring out a safety car, the team had engineered it for its other driver Fernando Alonso to pit at the perfect time — which helped move him to the front of the field and win the race. The team’s actions were eventually discovered and the ringmasters of the plot, including then team boss Flavio Briatore, were temporarily banned from F1.

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Deciding Your Strategy Formula One drivers have to make at least one pit stop in a race, as the rules demand that they must use two different types of tire compound in dry races. The two principal tools of pre-determined strategy are tire choice and pit stop timing. Deciding which compound of tire to choose and whether to stop once (meaning your race will comprise two stints) or twice (meaning three stints) and at what intervals are influenced by three important considerations:

»» How long the tires last: With pit stops taking around 20 seconds, teams will

always prefer to go for one-stop as it is quite hard to make up the extra time loss from stopping. However, doing so requires that the compounds on offer can last the distance — so teams need to be sure throughout practice that they understand the durability of the tires, how quickly their pace drops off, and how much they need to be managed.

»» Where you are in the field: How quick you can run in a race is not often

entirely your choice, as if you start in the middle of the pack you can get held up by other cars. That means that you may not be able to fully exploit the pace of the softer tires. In that case, it could be better to start on the harder compound, run longer than your rivals and then make better use of the softer rubber for the final stint.

»» How good a start you want: Teams not only have to think about the right tire

choice from a strategy perspective, because they also need to be mindful about what’s the best tire for the start. Softer rubber can ensure a better getaway at the lights for their drivers, which can help them overtake rivals early on.

Choosing your tires Teams can invest small fortunes (actually, make that very large fortunes) in developing race car technology, and drivers can be as brilliant as they like, but when it comes down to it, a car’s tires are what actually keeps it moving on the track. So, as you might expect, a lot of effort is made in understanding the tires! The teams are given a choice of three compounds of dry weather tires from their supplier for the race weekend, and they need to use two different ones in the race.

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THE MODERN STRATEGY GENIUS While Max Verstappen’s recent successes in Formula One owe much to his driving talent, there are days when even he has admitted that his triumphs are down to the work of Red Bull’s principal strategy engineer Hannah Schmitz. One of those was the 2022 Hungarian Grand Prix, where Verstappen started down in tenth after suffering power unit problems in qualifying. With overtaking quite difficult around the Hungaroring circuit, the plan had been for Verstappen to run long on the hard tire before a late-race charge. But with grip not looking too good during the reconnaissance laps to the grid, Schmitz threw that strategy out of the window and made the bold call to start on softs. The move proved inspired as Verstappen was able to charge his way through the pack to victory, as others who stuck with the hard tire tumbled down the order. Schmitz shows perfectly the value of a brilliant strategist, having worked at Red Bull since she left Cambridge University with a mechanical engineering degree. She splits her role between working at the race track or at Red Bull’s own NASA-style Mission Control strategy base at its Milton Keynes factory. The team will work through millions of calculations before a race to work out a host of different scenarios that they think will be key to helping win the race.

The compound refers to the constituent mix of rubber and chemicals of the tire, and they are labelled as soft, medium, and hard.

»» The harder tire is more consistent and tougher-wearing but slower on a single lap.

»» The soft is made from a grippier chemical/rubber mix and therefore usually faster at its peak but wears out quicker.

»» The medium sits somewhere between the hard and the soft. The compound choice refers only to the dry weather tires. The tire company will supply grooved rain tires — both an intermediate and full wet configuration — but there is no choice of compound for the teams to make with these. What compound of dry tire teams choose for the race depends on the following:

»» The practice laps: The practice sessions give the teams some indication of

the wear rates and lap time capability of each tire, enabling them to trade off one quality against the other in their calculations.

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»» Info from the tire manufacturer: F1’s tire manufacturer, which is currently Pirelli, will advise the teams after studying the practice data. This will include looking at the tires’ lap time drop off, which is the difference in performance from its peak to near the end of its life. At some circuits, there is virtually no drop-off — meaning that the tire can still perform at its best for the majority of the race. At others, like Silverstone, which has lots of fast turns, it is a significant factor.

»» The pit stop strategy: The choice of tire compound is also linked to the pit stop strategy, and whether teams head in to the race thinking it will be a one-stop or a two-stop

»» The driver’s skill: Much depends upon the sensitivity and control of the

driver. If they can “nurse” the car through the early stages when the car’s weight is high, they may be able to make even the softer tire “live” longer and therefore get the benefit of its extra grip as the fuel load comes down.

You hardly ever know before the race what tire and pit stop strategy a driver has chosen, because obviously this is information that could be used to advantage by their rivals and is therefore kept close to the team’s chest. You can always try asking, if you get close enough, but they might lie.

Choosing the number of stops At least one pit stop is compulsory in Formula One, because the rules force drivers to use at least two different types of dry weather compounds (unless the race has been interrupted by rain). At most tracks, a pit stop — including slowing down, stopping for fresh tires and accelerating back up to speed  — takes around 20 seconds. The race distance is specified as the least number of laps exceeding 305 km (190 miles). (For more on what constitutes a “complete” race, head to the section, “No restart,” at the end of this chapter.) Over that distance, and with that time penalty for a tire change, it is rare that it makes sense to stop twice unless you know that the tires cannot stretch that far. But while on paper some strategies may seem clearly quicker, there are other factors that come in to play to determine just how aggressive you can be.

»» Your qualifying position. If your grid position places you in clear air where you are able to run at your own pace, then you are more likely to go for the fastest overall strategy based on the two compound choices — which normally means starting on the softer choice. If, however, you are stuck in the middle of the pack, and there is a risk of being held up, then it makes more sense to start on the hard and play the long game.

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»» Other cars and overtaking opportunities. The more pit stops you make, the more you are at the mercy of traffic — of getting caught behind slower cars after your stop but before they make theirs. At a track with plenty of overtaking opportunities this is less of a consideration than at a place like Monaco where passing places are few and far between. The timing of your stop might also be influenced by traffic — for example, you might come in earlier than planned so as to avoid encountering a bunch of lapped cars.

»» How the brakes are wearing. At some circuits — such as Imola, Montreal, and Monza — brake wear is extreme, so you don’t want your driver to be pushing flat out throughout.

»» The skill of the driver. The handling balance of the car changes a lot from

the beginning of a stint to the end. This change will be larger the longer the stint. Some drivers can cope with handling changes better than others, so it is something that has to be taken into account.

The undercut and the overcut Although teams will head in to a grand prix with a clear idea in their head about what is the ideal strategy, they have often prepared many different options because they cannot be sure about exactly how things will play out. The track’s grip on race day could be better or worse than practice, or the temperature could be a lot different, and that can have a big impact in terms of how quickly the performance of the tires drops off. This is why you will often hear drivers discussing on the team radio whether they are sticking to “Plan A” (their ideal strategy), or going for “Plan B” (the alternative). Sometimes a “Plan C”’ or “Plan D” may be called upon! Teams often set a target lap that they aim for their stop in the race, but the exact timing of this can vary depending on how the race is playing out — and especially where the drivers are in relation to their rivals. One of the big things that teams are looking for — either to exploit themselves or not become a victim to — is what is called the undercut. New tires normally perform much better than older rubber, so it can be a big advantage to stop before your rival. Sometimes you can gain two or three seconds of lap time performance from running on fresh rubber if your rival waits just one more tour before stopping — and that can help you gain positions.

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The gains from the undercut are such that once one driver has stopped for fresh rubber, it will kick start a sequence of stops from the cars around them as everyone tries to avoid losing track position. The key to maximizing the undercut is in ensuring that you don’t stop so early that your tires will not last the rest of the race — which could wreck the advantage you got from the early stop. Occasionally, especially at tracks where degradation is not high, the undercut will not work as the switch to a different compound will not bring any lap time benefit as the compound is slower. At these races, the benefit comes from the “overcut”  — running longer than your rivals as long as the tire performance holds up.

The Start Overtaking wheel-to-wheel (see Chapter 2) on the track can be quite hard in Formula One. On the tightest circuits, such as Monaco and Singapore, passing can be extremely difficult  — which is why teams often rely more on strategy to gain positions. (For reasons on why overtaking happens so infrequently, head to the later section, “DRS and the Art of Overtaking.”) At all races, the standing-start acceleration burst down to the first corner from the start usually represents the best opportunity offered all day of making up places — or losing them if a driver gets it wrong. Aside from being one of the most exciting parts of the race, it also has serious implications on strategy.

Starting the race All the preparation — the development back at the factory, the testing, the practices, the qualifying, the debriefs — lead up to the moment of the start. A famous Australian former driver once said, “when the flag drops, the bullshit stops.” There is no longer a starting flag, but the basic premise still holds good. The start procedure is as follows:

1.

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Start minus 50 minutes and the cars can be driven from the pit lane to their grid positions, but they will often do a few reconnaissance laps through the pits to better judge track conditions.

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2. 3. 4. 5. 6. 7.

8.

9.

Start minus 40 minutes, the pit lane exit is closed and any car that is still in the pitlane will have to begin its race from there after the field has gone by on the first racing lap. This is not a good start to your race! Start minus 10 minutes: After pre-race ceremonies that include the national anthem, the grid is cleared of all personnel except for drivers, officials, and team technical staff. Start minus 5 minutes: Cars must have their wheels fitted, the tire blankets must be disconnected, and team personnel must begin leaving the grid. Start minus 3 minutes: No more than 16 team personnel for each driver are allowed to remain on the grid. Start minute 1 minute: Engines should be started, and all team personnel must leave the grid by the time the 15 second signal is given. Any personnel touching the car after this time will trigger a penalty for the driver. At the start time, a green light signals the beginning of the warm up (or formation) lap. Any car slow away can only regain its grid position if they can do so by the first safety car line. Otherwise, it must start from the pit lane. Other than passing slow-moving cars with an obvious problem, or regaining a grid position lost due to a slow start, drivers cannot overtake on the warm up lap. At the end of the warm up lap the cars take up their grid positions. When the last car is in place, a race official walks on to the back of the grid, signals the race starter with a flag, and leaves the grid once more. The race starter then initiates the starting light procedure. A series of five lights on the start line gantry (a bridge-like framework set high over the track) come on in sequence (see Figure 9-1). When the fifth light comes on, the race can start anytime after the final light comes off. The race starts when all the lights are extinguished. And they’re off! The race is on the moment the lights go out.

Getting the best start Any advantage drivers used to gain by jumping the start lights and hoping no-one important noticed has now been lost. Electronic sensors on the grid position inform the race director of any driver that has anticipated the lights — or is even out of position on his grid slot (the rules say that any contact patch of their tires needs to be within the grid box markings). A 5-second, 10-second, or drivethrough penalty can be applied to any competitor who breaks the rules like this. In addition, they will look foolish and might have a lot of explaining to do to their team boss at the end of the race.

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FIGURE 9-1:

The difference in light signals may seem subtle at first glance, but to the drivers it’s as simple as ready, steady, GO!

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NO GREEN LIGHT TO START. WHY? The green light is used only to indicate the beginning of the warm-up lap. Sometimes — if a car has stalled on the grid, for example — there may be another warm-up lap. Again, the green light will be used to signal a fresh formation lap. In order to avoid any confusion between whether a start is a warm-up lap or the beginning of the race proper, a completely different sequence of signals is used. For the actual race, there is no green light; the drivers go as soon as the five red lights go out (see above). Official starts once used a red light/green light system, but drivers got smart by going based on when the red lights went out rather than the green light came on as it was slightly earlier. It was eventually decided that using the green for the race start was redundant.

Although there are electronic systems to work out whether drivers jump the lights, the FIA can also punish a driver if it feels they have anticipated the start and gone too quickly. If a driver is judged to have moved before human reaction times make it possible, then they could be deemed to have jumped the start. Certain tolerances are allowed for small car movements before the lights go out, so drivers could in theory still get away with it. But the FIA does not say in public what those tolerances are: because they know that drivers would then try to exploit them!

Defending positions The sporting rules specifically limit what a defending driver is able to do. The one move rule allows them one blocking move — defined as a move from one side of the track to the other before they can retake the racing line — whereas the driver attacking from behind has no such limitation on their lines. (See Figure 9-2.) What has become important is for a driver to give racing room to rivals who are attacking them. A new generation of younger drivers, led by Max Verstappen, have shown they are willing to take things to extremes, though, when it comes to attacking and defending from rivals. If there is any contact, then race control may ask the FIA stewards to investigate — and it will be up to them to judge whether anyone was predominantly at fault. That is why the FIA has issued some strict guidelines about when drivers need to give their rivals racing room. This is what the drivers have been told . . .

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FIGURE 9-2:

One change on direction allowed.

For overtaking on the inside of a corner In order for a car being overtaken to be required to give sufficient room to an overtaking car, the overtaking car needs to have a significant portion of the car alongside the car being overtaken and the overtaking maneuver must be done in a safe and controlled manner, while enabling the car to clearly remain within the limits of the track. When considering what is a “significant portion” for an overtaking on the inside of a corner, among the various factors that will be looked at by the stewards when exercising their discretion, the stewards will consider if the overtaking car’s front tires are alongside the other car by no later than the apex of the corner.

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For overtaking outside of a corner In order for a car being overtaken to be required to give sufficient room to an overtaking car, the overtaking car needs to have a significant portion of the car alongside the car being overtaken and the overtaking maneuver must be done in a safe and controlled manner, while enabling the car to clearly remain within the limits of the track. When considering what is a “significant portion,” for an overtaking on the outside of a corner, among the various factors that will be looked at by the stewards when exercising their discretion, the stewards will consider if the overtaking car is ahead of the other car from the apex of the corner. The car being overtaken must be capable of making the corner while remaining within the limits of the track. The rules also apply for chicanes and S-bends, and will be judged by the line through each separate corner. At the start, the race officials are more lenient because cars are much closer together so there is a higher risk of unintended contact. They also tend to concentrate on watching what is happening at the front. Further back, out of the limelight, it has been known for there to be transgressions of etiquette and rules that are not spotted at the time because there is too much going on elsewhere.

DRIVER AIDS ARE BANNED Formula One rules are clear nowadays that drivers must drive the car “alone and unaided.” That means none of the assistances that we take for granted in our road cars, like traction control and ABS. But it was not always like that and there was a phase in the early 2000s when drivers had a host of such gizmos. As well as being allowed traction control for a while, drivers could also make use of launch control to help deliver the perfect start. Rather than having to judge the optimum revs, clutch biting point, wheelspin, and gear change points to produce the best getaway, electronic gizmos meant all the driver had to do was arm the system as they lined up on the grid and then press a button as the starting lights changed. Software systems then worked out the ultimate acceleration for them when they released the button as the lights went out.

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DRS and the Art of Overtaking For many years Formula One suffered from a lack of overtaking, with braking areas too short, cars not being able to follow each other close enough through corners and there not being much slipstream benefit. In a bid to help make the races more exciting, from the start of the 2011 season, F1 introduced what is known as the drag reduction system (DRS). This is a driveroperated system that, at the push of a button, will open the top flap of the rear wing to instantly reduce the drag of the car, and therefore deliver a top speed boost. The system cannot be used all the time in the race, though, as there are special areas of the track (called DRS activation zones) where drivers are allowed to use it. For it to come in to play, from the second lap after the start or restart (or first lap in a sprint race), a driver has to get within one second of the car in front of them at what are known as DRS detection zones. If they have managed to achieve that, then at the following DRS activation zone they will be able to pop open their rear wing and hopefully then fly past their rivals. However, not all overtakes are done with DRS. Other opportunities do exist:

»» Passing under braking: This is where the moves are usually made as the

pursuing cars brakes slightly later than the driver they are attacking. But this is by no means easy. With over 2000 kg of pressure pushing the cars into the road, they can decelerate with enormous force — up to 5G. Even the act of lifting your foot from the accelerator pedal creates around 1G of deceleration — around the same as a full emergency stop in your road car — and that’s before the brakes have been applied! Consequently, the braking distances for corners are incredibly short. The shorter the braking distances, the less opportunity there is to pass under braking.

»» Slipstreaming: The driver of the car behind can benefit from the slipstream

effect. This is where the car ahead punches a hole through the air, greatly reducing the air resistance for any car immediately behind it. This effect means that the following driver can pick up greater speed and jink out at the last second to try to pull off a pass. To be successful, the driver has to carry out this move just before the cars enter the braking zone — and ideally on the inside line for the corner. Given that the defending driver is allowed one blocking move between corners, they should invariably have that situation covered, forcing their attacker to take the long way round — the outside.

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»» A better exit: If there is no chance to get inside your rival on the entry to the

corner, then another way is to out-accelerate them coming out. Sometimes you can force the car ahead to compromise their exit by making them defend too much on the entry, and that means you can carry more speed on the way out. Or sometimes your tires are in a much better condition, so your traction is much better as you power away.

Having said all that, some corners are conducive to overtaking:

»» A tightly connected left-right or right-left sequence — where the outside

line for the first part of the turn forms the advantageous inside for the second part or vice-versa — allows cars to pass each other. The Austin circuit in the United States features corners that have been designed like this.

»» A long straight followed by a slow corner — which increases the braking

distance, also works and has been used well at the Bus Stop chicane at Spa or the final sequence in Miami.

The Senna Esses at Interlagos, shown in Figure 9-3, combines both these features and is a classic overtaking spot. Juan Pablo Montoya made himself a hero to millions at this spot in only his third Formula One race, rubbing tires with Michael Schumacher to take the lead of the 2001 Brazilian Grand Prix. But it has also been a place of some controversial collisions, including between Max Verstappen and Lewis Hamilton at the 2022 Brazilian Grand Prix.

FIGURE 9-3:

The Senna Esses Corner at Interlagos.

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ONE OF F1’S BEST-EVER OVERTAKES One of the greatest Formula One overtaking moves of all time happened at the 2000 Belgian Grand Prix — and is still talked about today. The race was a flat-out battle of wills between the two men fighting for that year’s World Championship: Michael Schumacher and Mika Hakkinen. Schumacher’s Ferrari had led most of the race but in the late stages was rapidly being caught by Hakkinen’s McLaren. Schumacher, with more rear wing, was slower up the long hill that follows on from Eau Rouge, perhaps Formula One’s most spectacular corner. This made him susceptible to attack under braking for the tight right hander, Les Combes, at the end of the uphill straight. A few laps from the end, Hakkinen got a run on the Ferrari there and sliced his car to the inside. At around 200 mph Schumacher began to edge Hakkinen over toward the grass. The McLaren’s front wing actually touched the rear of the Ferrari as a horrified Hakkinen was forced to lift off. But now he was angry. On the next lap, the two cars came to lap the BAR of Ricardo Zonta at the very same place as their earlier encounter. Schumacher opted to pass Zonta on the left, and in an instant, Hakkinen dived for the right. Running three abreast, a startled Zonta thankfully remained on his line as Hakkinen squeezed past and then proceeded to outbrake Schumacher. It was a great gladiatorial victory for the Finn who afterward was seen to be having a quiet but stern word with Schumacher.

Don’t Get Caught Out What would have been the perfect race strategy under normal circumstances can be ruined by an unforeseen incident or set of circumstances. An intruder taking to the track to demonstrate against alleged unfair dismissal by former employees Mercedes lost McLaren victory in the 2000 German Grand Prix. That couldn’t have been anticipated. The timing of the intruder’s track walk brought the race under a safety car period at exactly the wrong time for McLaren — which coincidentally used Mercedes engines! Ferrari’s Rubens Barrichello was the beneficiary and took his maiden Formula One victory.

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Drivers can also find all their best efforts wiped away in an instant by someone else causing an incident at the other side of the race track. Lewis Hamilton had looked on course to win the 2021 world championship as he led the closing stages of that year’s Abu Dhabi Grand Prix before a crash by Williams driver Nicholas Latifi brought out the safety car — and triggered the controversial handling of the restart that delivered Max Verstappen his maiden world title. Conversely, what has been a flawed strategy can be rescued from oblivion by a race incident or sudden adverse weather. Sometimes such situations create a magical split-second opportunity of advantage for the sharper pit lane strategists. If an accident blocks the track, conditions are too dangerous or safety barriers need repairing, the race is stopped by red flags shown at every marshalling post. Drivers have to slow down immediately and return to the pits. As soon as the danger has been removed, then the race will be restarted: either from a standing start on the grid or behind the safety car. During red flag conditions, teams are allowed to make repairs to their cars and fit fresh tires — which can be hugely beneficial for those drivers that had not made their mandatory pit stop at that point.

Safety Cars, Real and Virtual Not all races need to be red flagged for an accident, though, as the FIA also has the option of using a virtual safety car or the real thing.

The virtual safety car The virtual safety car (VSC) is used for minor incidents that can be dealt with swiftly and does not need a lot of intervention. With all the marshal’s posts around the track displaying the “VSC” message, drivers must slow down and stay above a minimum time set by the FIA for each sector of the race track. The speeds car run at under VSC is around 30 percent slower than a normal racing lap but, with all cars running at the same pace, it means no-one is put at a disadvantage.

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When the VSC period comes to an end, teams and drivers will be sent a message saying “VSC Ending,” and at any time between 10 and 15 seconds later, green panels will be displayed and racing at full speed can resume.

The safety car The safety car — which is currently either a Mercedes AMG GT or Aston Martin Vantage — neutralizes the race in situations where an incident or set of circumstances has exposed competitors or marshals to immediate danger that cannot be dealt with under VSC conditions. The safety car slows the competing cars to a speed that ensures the safety of those concerned. Cars must form up in a queue behind it, with the race leader being first in line. Everyone must stay within ten car lengths of each other. Any time advantage a driver has built up over a rival before the safety car came out is nullified as the cars bunch up together. It might give the chasing driver a second bite at a race that had previously been as good as lost. When the incident that brought out the safety car has been dealt with, the first action will be to allow lapped cars in the queue back through, so they do not interfere with the restart of the race. Once that has happened, teams and drivers will be given the message “SAFETY CAR IN THIS LAP.” The orange lights on the safety car will be extinguished, and then the leader will dictate the pace before the race restarts as they cross the start/ finish line. If the safety car comes on the track anywhere near an intended pit stop window, it could be very good news. In this situation a driver normally pits immediately because the amount of time they lose to their rivals is obviously far less at safety car speeds than it would be if they were still racing flat-out. This can be such a big advantage that you might see a team bring both its cars in together in this situation, even though they’re allowed to work on only one car at a time. The time that the second driver loses while waiting for their team mate to be sorted is far less than they would lose if they had to do another lap at safety car speed. Another thing to consider is the probable length of the safety car period. If the incident looks serious, you can probably bet that the safety car will be circulating for a long time — and it could even mean they stay out until the end of the race. But teams also have to weigh up the risk of the race being red flagged as well, so

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if drivers jump in to the pits and lose positions to rivals who stay out, then they could find themselves in a very bad position. It was the difficulties in predicting what the safety car would do that triggered the controversial finish to the 2021 Formula One season finale in Abu Dhabi. A late safety car put race leader Lewis Hamilton in a difficult position, because if he stopped and his pursuer Max Verstappen did not, then he would lose the lead — and risk not getting it back again if the race stayed under yellow for its duration. Hamilton chose to stay out hoping that the race would finish behind the safety car, while Verstappen pitted for fresh rubber. But things turned on their head on the penultimate lap when the FIA did not follow its own rules and allowed only a few backmarkers through to save time, before restarting the race one lap before it should have done. That meant a one-lap shoot out which witnessed Verstappen use his fresh tires to swoop past Hamilton and take the world title in very controversial circumstances.

No restart Sometimes races do not run to full distance, either because they started late and cannot get completed within the three-hour window that is allowed, or they are red flagged and cannot be restarted. If more than 75 percent of the race distance has been completed when things are stopped then full points will be handed out. However, if less than that is completed then there is a system in place (see Table 9-1) that works out just what is awarded on the day. No points will be awarded at all unless two laps have been completed by the race leader without the intervention of the safety car or VSC.

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TABLE 9-1

The Points Awarded for a Shortened Grand Prix If the leader has completed more than two laps, but less than 25 percent of the race distance, points will be given out as in Column 1 below. If the leader has completed 25 percent of the race but less than 50 percent, Column 2 will be used; between 50 percent and 75 percent, Column 3.

Position

Points Column 1

Points Column 2

Points Column 3

1st

6

13

19

2nd

4

10

14

3rd

3

8

12

4th

2

6

10

5th

1

5

8

6th

4

6

7th

3

4

8th

2

3

9th

1

2

10th

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1

IN THIS CHAPTER

»» Getting to know the members of the pit crew and the tools they use »» Knowing what determines the pit stop strategy »» Understanding what happens in a pit stop »» Recognizing how pit stops affect the outcome of a race

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P

it stops have become one of the most tense and exciting features of a grand prix, and races are frequently won and lost in this high-pressure environment.

Although many races are decided by battles out on track, the truth of modern Formula One is that the fight for victory can also be swung by the two seconds it takes for a tire change. A brilliant call on strategy with a well-timed stop, switching the tires faster than your rival, or making the most of the opportunity of a safety car to stay ahead of opponents who stopped earlier, can be critical. The pit stop also emphasizes the team play aspect of Formula One, making individual team members such as jack men and tire changers highly visible as part of a winning effort.

Pit Stop Basics Pit stops are an intrinsic part of modern Formula One. They are now compulsory for dry weather races, as the rules force every driver to use two different types of tire compounds in each grand prix. There is no way to swap those tires without coming in to the pits!

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Drivers do not have to change tires for the Saturday sprint races or if the race has been affected by wet weather. The tires rules effectively make Formula One a game of strategy on Sundays, as teams must work out which are the best compounds to use and how the race should be divided up for its stints. This also puts an emphasis on drivers having the ability to look after their tires, as if one competitors can make their rubber last much longer than their opponent then it can give them a significant advantage.

What are the pits? The pits is the name of the area between the race track and the garages where the team are based for the duration of the race. This area is called the pits because originally, in the dim and dusty past, there was a pit dug out of the track surface where the team personnel would sit and signal their drivers. Originally only this actual pit delineated the working area from the race track. In more modern times, the areas have been separated by a pit wall, and it is now in this area that selected team members — usually the team principal, team manager, race engineers, and strategists — base themselves during the race. Across the other side of the pit lane, the rest of the team — mechanics, other engineers, data loggers, and pit crew — sit in the team garages.

The pit crew Up to 20 pit crew members can service the car during a pit stop. Typically, these include the following (see the section “The Anatomy of a Pit Stop,” later in this chapter, for details on these functions):

»» Three crew at each wheel, who work in concert to change the tires. »» A front jack operator, who raises the front end of the car. »» A rear jack operator, who raises the rear of the car when it has come to a stop.

»» A traffic light operator, whose job it is to decide when the driver can leave the pits.

»» Two car stabilizers, who hold the car still at the stop to prevent it moving around.

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»» Two front wing adjusters, who can tweak the angle of the front wing during the stop.

»» Maybe a visor cleaner, who wipes the visor of the driver’s helmet if they have a big problem with visibility.

In addition, a team manager usually oversees the whole operation. That leaves a couple of spare pit crew to do any other changes that can be required as an emergency. With the exception of the team manager, the pit crew usually double up as mechanics. No formal qualifications exist that specify who can or can’t be a member of the pit crew, but crew members are invariably fully trained as mechanics. During a pit stop, these folks move in high gear. Each has a job to do and must do it quickly and well. See the section “The Anatomy of a Pit Stop” for a blow-byblow account of a typical pit stop. Between pit stops, the pit crew gets to sit down in the garage and watch the race on the monitors. They cheer when their driver pulls off a great move, swear when they mess up or make rude signs at the screen when he’s not assertive enough in dealing with another driver. They make friendly banter with each other too. All of this can be picked up by the television cameras, so this is one of the few chances they get over the whole weekend to be the stars of the show!

Safety and danger in the pits A highly charged competitive environment compressed into a narrow pit lane where cars share space with crew members and where people are in close proximity to red-hot engines and exhausts makes for a potentially lethal combination.

ALL FRIENDS IN LOVE AND WAR! RIVALRY BETWEEN PIT CREWS ENDS AT PIT STOPS Although each driver has their own set of mechanics and engineers during the race weekend, for pit stops the same crew is used for both cars. The team will have carefully selected the best personnel it can for the stops, where it is essential that mistakes are not made. So, although the mechanics can get competitive with each other when watching the on-track action, they know they must do the best possible job they can for both drivers at stops.

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But although no one can deny that a Formula One pit lane is a fundamentally unsafe environment, strict safety rules play their part in keeping things under control. These include the following:

»» Pit lane speed limit: The speed limit in the pits at all times of a race weekend is 80 km/h. (It is even slower in the narrow Monaco pit lane.) If drivers break this limit in practice sessions or qualifying they will get fined, but in the race they risk a time penalty.

»» Rules against going in reverse: Reversing in the pit lane is prohibited. If a car needs to be moved backward, the crew must push it.

»» Restriction on when personnel can go in the pit lane: According to the rule book, the crew of the competing cars are only allowed out of their garages and into the pit lane “immediately” before their car comes in, and they must return to their garage as soon as work is complete. However, that does not stop teams sometimes trying “dummy” stops where they rush out in to the pit lane to make their rivals think their driver is going to stop and so get tricked in to bringing their own car in.

»» Head protection: All pit crew members wear fire-resistant Nomex suits

similar to those used by the drivers. Rules also demand that they wear crash helmets that are up to the standard of motorcycle helmets. Eye protection is also compulsory.

»» Safe releases: Teams have to take care when they release their cars that they

do so in a safe manner. If other drivers are coming down the pit lane, then it is dangerous to let your driver blast their way out as that could cause a collision. Such unsafe releases can earn drivers and teams penalties.

»» Car safety: Teams also have to ensure that, when their car is let out of the

pits, it is done so in a totally safe condition. The means all its tires must be fitted fully (and nothing is loose), and the car must not have any broken parts that can cause safety issues. Any cars deemed to be in an unsafe condition can be ordered to stop and the team can get a fine or time penalty. Refuelling at pit stops has been allowed in several periods in Formula One history, but each time it raised safety concerns. The last time it came in was from 1994 to 2010, but it triggered some dangerous moments. The most famous was the 1994 German Grand Prix when Jos Verstappen, the father of current racer Max, found himself at the center of a huge blaze after a refuelling stop went wrong for his Benetton team.

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Why Drivers Make Pit Stops The purpose of a pre-planned pit stop is to change tires. The exact timing of the call will normally be triggered by several factors.

»» Current tires going off. The most obvious cue for a driver needing to come in for tires is if their current set of rubber is dropping off in performance so they are getting slower. As degradation or wear increases, then the time loss can become quite dramatic, so it makes sense to pit for some fresh rubber that will deliver a speed boost.

»» Window right to change tires. Even if a driver is happy with their current set of tires, they still may be called in for strategy reasons. It may be long enough in to the race for the team to know that the mandatory second set of tires will easily last the distance, so it makes sense to stop now and protect track position, or it could be that there is an immediate risk of their driver being undercut (see Chapter 9) by a pursuing rival so that needs to be headed off.

»» A safety car or virtual safety car opportunity. The total time loss from a pit

stop (including slowing down to get in to the pits and accelerating out again) is around 25 seconds. However, when there is a safety car or virtual safety car, then the loss is a lot less because rivals are going slower — so drivers can gain a lot if they pit during these safety caution periods rather than when everyone else is going at full speed.

»» Chasing the undercut. If a driver is chasing a rival hard and running close

behind him, then they may opt for an aggressive early pit stop before the car ahead. Their switch to fresh rubber could give them a couple of seconds pace advantage on their out lap, which can be enough to leapfrog their opponent when he stops. This is known as the undercut (for more on this see Chapter 9).

If a driver pits and isn’t coming in just for fresh tires then they could be in some sort of bother. Either they have a technical problem that needs immediate attention, or they have been given a penalty for some sporting infringement. The less severe of these is a drive-through penalty where they have to drive through the pit lane at the regulation speed limit of 80 km/h (50 mph) before immediately rejoining the race. The harsher penalty is a stop-and-go, in which the driver must remain stationary for 10 seconds before rejoining the race. Typical offenses for which such penalties are awarded include passing under yellow flags or jumping the start. If a driver comes in to serve a penalty before a tire change, then the rules are clear that the team cannot touch the car at all before the penalty has been served.

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The Anatomy of a Pit Stop In just a couple of seconds a huge number of actions are carried out by a Formula One pit crew. The crew is made up of nearly 20 people, each of whom has an individual job to do (see Figure 10-1):

»» Getting the right tires ready: When the strategists have agreed on when the driver is to make a pit stop and which tire compound they will be moved on to, the team’s mechanics will prepare that set and remove them from the tire warmers.

FIGURE 10-1:

A look at the crew who make up a Formula One pit stop.

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»» Timing: The driver’s race engineer tells them over the radio, usually on the

preceding lap, when to pit. At the same time, the team manager — listening in to all team radio communications — scrambles the driver’s pit crew, who gather their equipment and tires and move from the garage into the pit apron in front of the garage. The front jack man stations himself in line with where the nose of the car will stop, and holds the jack directly in the driver’s path, giving them a clearly visible guide for their precise stopping place. The driver will also pay attention to a red traffic light in front of them.

»» Pit lane entry: The driver enters the pit lane at full racing speed but brings the

speed down to the pit lane speed limit of 80 km/h (60 km/h in the very tight pit lane of Monaco) before they cross the white line that denotes the start of the speed limit area. As they cross the line, they engage a pit lane speed limiter that electronically prevents the car from accelerating above the speed limit. Although the pit lane limiter helps, the driver is the one responsible for being under the speed limit as they cross the line entering the pits. The limiter only prevents the car accelerating beyond that speed once it’s already below it.

»» Hitting the marks: The driver stops the car in the appropriate spot. As the

car stops, the driver will have to make sure they have their foot on the brakes to stop the rear wheels from spinning, as that would make it impossible for the crew to get the wheels off. The driver must also prevent the engine from stalling, which they can be prone to. Although cars now have anti-stall systems to stop the car going completely dead, and drivers can restart them themselves now without the need for external motors to be attached, this can still cost valuable time. It is essential that the driver stops at precisely the exact spot that their crew are awaiting them. Failure to do so means that the crew have to drag their equipment and tires along to the car, costing valuable seconds. To help the driver hit the mark, the stopping place for the front and rear tires and the front jack are marked out by extremely tough-wearing adhesive tape. The crew often also angle the pit stop slightly crooked from the pit lane. This makes it easier for either the driver coming in to the pits or gives them a shallower exit on the way out.

»» Front jack: Right at the front of the car is the front jack operator, whose

equipment is often decorated with a big sign. The instant the car stops the jack will be under the nose of the car and lifting it into the air. The jack is made from steel tubing and has a quick-release button to bring the car back down. In most cases the car only needs to be jacked-up around two inches, though at certain tracks the pit lane is on an incline and the jacking height has to be increased, which is done by giving the jack bigger wheels. Because teams sometimes have different nosecones giving different aerodynamic characteristics, they need also to have specific jacks to suit them, with specially tailored mating points.

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»» Rear jack: The rear jack operator has to wait until the car has passed them

and stopped before getting into position. They then place their jack beneath the car and raise the rear.

»» Stabilizing the car: As the car comes in for the stop at speed, and is then

raised quickly off the ground by the two jacks, there is a risk of it being a bit unstable as its wheels are no longer on the ground. If it moves around too much, then that would make it impossible for the tire crew to swap wheels. To keep things as still as possible throughout the stop, two crew members are assigned to hold the car when it is stationary.

»» Wheel changing: Each wheel has three crew members. One operates the

compressed air-driven gun that removes the single, central retaining nut. Another team member removes the old wheel, while a third fits the new one. The gun operator then re-attaches the nut and when it is tight enough an automatic retention system will be activated. The wheel nut and the socket of the gun are magnetized to prevent the nut falling to the ground. This whole process takes around two seconds. As well as the wheel nut retention system that keeps things in place, to prevent the nuts working loose, the right-hand side of the car uses righthanded threads, the left-hand side of the car left-sided threads. This means that the guns of the right and left sides must work in opposite ways. Teams usually color code them to denote which is which. Each wheel man has a spare gun with him and usually a couple of spare wheel nuts, too, just in case.

»» Front wing adjustments: As well as changing tires, the pit stop is also an

opportunity for drivers to adjust the front wing settings to improve the balance of the car. If the drivers feels the car is understeering or oversteering too much, then they can adjust the angle of the front wing flap up or down depending on what they want. There is one operator either side who uses a small tool to make these quick changes in the stop.

»» Traffic light operator: Formula One used to use what was known as a

lollipop (a round sign at the end of a stick) at the front of a car, to help signal to the driver where to stop and when to go. Nowadays it is done by a light system in the gantry about their head. This is operated by a pit crew member who stands at the front of the car to observe the stop. When they feel that the tire change is complete, and the pit lane is clear for their driver to go, they will hit the go button and that will change the light for the driver.

»» Pit lane exit: The driver, while waiting for the crew to finish, will have selected

the right gear and be poised to leave the pits as soon as the lights tell them. After they have left their pit box and, as they cross the line denoting the end of the pit lane speed limit, they disengage the speed limiter and accelerate hard back up to race speed, taking care not to cross the next white line — the one that denotes the exit lane back onto the track — before they reach the end of the pit lane itself. Failure to respect the white pit lane exit line will incur a penalty.

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RADIO CONTACT: STAYING IN TOUCH An essential part of the whole pit stop operation is the communication between the driver and their race engineer. They talk to each other over the radio so that the driver is fully informed of any changes in strategy. Some race engineers and drivers have a strong competitive bond, too, with the engineer encouraging their driver to “push, push, push” on their in-lap and “go, go, go” as they leave the pits. A race engineer, for example, may watch the lap time monitors for a lazy lap, a lap where they feel their driver could be pushing harder. Such communication can prevent the driver from getting into a rut. The pace around pit stops can be especially crucial because it can be the difference between successfully getting out of the pits ahead of your rival or dropping behind them.

Winning and Losing Races in the Pits Races can be won or lost in the pits through the timing of the stops, through the pit crew’s performance, or through malfunction. The timing of the stops is decided by the race strategists, whereas the time taken for the actual stop is determined by the efficiency of the pit crew. The most frequent cause of a pit stop delay is an equipment problem.

Timing of stops Before the race, the team strategists will have worked out an ideal plan of action. This plan is based on the characteristics of the track, the expected life and degradation of the tires, the car’s grid position and the likely pace of rivals (see Chapter 9 for race strategies). But after the race gets underway, the strategy can be fine-tuned by tactics. If a rival holds up a driver for example, it may be advantageous to pit early and hope to set a strong enough pace immediately after the stop to pass the rival when they make their stop. On the other hand, being able to run longer than your rival before pitting may find you the winning margin. In this scenario, your driver may be able to put in the critical fast laps after the rival has pitted; these laps could enable your driver to rejoin ahead after they make their own pit stop. For more on this (which is known as the undercut and the overcut) see Chapter 9. Changeable weather during the race brings all sorts of opportunities for winning pit tactics too, as can the influence of an unexpected safety car or virtual safety car.

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Crew performance Getting the whole crew to put in an error-free performance is the first prerequisite here. Under the most extreme pressure, the wheel operators have to ensure they don’t cross-thread a wheel nut and that the correct tires go on the correct side of the car; the jack operator mustn’t miscue their lift; and so on. Teams spend a lot of a race weekend practicing their pit stops so that their jobs become second nature in the heat of competition on a Sunday. You can often see them warming up with special exercises, too, which help ensure they are as flexible as they can be when they are called in to action. Although all crew members must perform at their peak, it is not just about focusing on going for a record-breaking pit stop time. Teams well understand that it is far more important to have consistently fast stops that can be repeated race after race, than chase a peak super-quick turnaround that can only be rarely achieved because it is rushed and therefore risks a lot of mistakes being made.

Equipment malfunction Typical malfunctions that have cost teams races include sticking wheel nuts  — where the expansion of the metal due to heat causes the nuts to seize on their splines — or wheel gun failure. If problems do happen with the wheel guns, then each crew has a spare set on the ground behind them that they can grab and use to try to get the pit stop completed.

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IN THIS CHAPTER

»» Understanding what happens when you win a race »» Seeing what it takes and how it feels to win a race »» Knowing how points are awarded for the World Championship titles »» Why it is not all bad news for the losers

11

Chapter 

Winning It All

A

sk any driver why they are in Formula One, and they will give one answer — to win. When they form up on the grid for the start of a grand prix, no driver thinks they don’t have a chance of winning — even if they are in a slow car. There is always the chance, after all, of every other car in the field spinning out or having a mechanical failure. If you could look in the cockpit before a race, no doubt you would see most drivers with their fingers crossed. Sadly, for most drivers, every race can only have one winner. Only a few drivers are ever successful and win a Formula One event, while countless thousands set out in their careers as racing drivers and never get even close to winning anything. This chapter looks at what happens when a driver wins — and just why winning feels so special. Once drivers have started winning races their attention then focuses on the World Championship itself  — the biggest prize in Formula One. There are other accolades to be won though, like Driver of the Day and Overtake of the Month.

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Winning the Race and What Happens After No matter how fast a driver is, how good their car is, and how much sponsorship money there is pushing their team toward glory, winning a Formula One race is not something that anyone can take for granted. It is the end result of an incredible amount of effort and, even with a technical advantage over your opposition, drivers still have to push themselves and their team to the limit to ensure that they do not slip up.

First, make it to the finish There is a famous saying in motor racing that to finish first, first you have to finish. And doesn’t every Formula One driver out there know it. There have been countless occasions when drivers have looked all set for a spectacular victory only to have things go wrong in the final stages of the race. Formula One drivers often talk about hearing strange noises from their cars in the final laps of a race as they begin getting really paranoid of not making it to the finish. Sometimes, late retirements can be down to car problems, like when Mika Hakkinen’s clutch failed on the final lap of the 2001 Spanish Grand Prix when he was all set for victory. Other times, the driver can be at fault. One of the most famous times this happened was at the 1991 Canadian Grand Prix when Nigel Mansell had dominated the race and was poised for his first win of the season. On the final lap of the race, with no challenger near him, he started waving to the crowd who were cheering him all the way. Unfortunately, on the way into a slow hairpin, he got too excited and forgot to change down a gear to get around the corner. As the revs dropped, the car’s voltage fell, and the car got stuck in neutral. This mistake put him out, and he was left stranded at the side of the track. His team was not happy, to say the least! That is why some drivers wait until a few short seconds before the checkered flag to stick their arms out of the cockpit and accept the victory, knowing that if anything does go wrong with their car, they would still be able to coast across the line. As soon as a driver takes the checkered flag (explained in the following section), the race is over, but the spectacle isn’t — not yet anyway.

Getting the checkered flag The first driver across the finish line receives the checkered flag. As the driver crosses the line to take the checkered flag, you often see them move off the racing line and swerve toward the pits. But don’t worry; they aren’t trying to scare whoever is waving the checkered flag. Instead, they want to cross the finishing

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line and get right alongside their team members, who will be crowded onto the pit wall and cheering them on. It is a very special moment winning a Formula One race, and it’s probably the only time of the entire weekend when crew and driver can relax for a few short moments.

Taking the slowing down lap After the checkered flag, the driver has to complete another lap, called the slowing down lap, so that they can return to the pits to celebrate their victory officially. (The only race this does not happen at is the Belgian Grand Prix as the Spa-Francorchamps lap is the longest on the calendar, so it takes too long!) It does not matter if the driver is overtaken on this slow down lap, because the race finishes as soon as the checkered flag has been taken. On the slowing down lap, race marshals often move to the side of the track to wave colored flags at the driver and offer their congratulations. The driver acknowledges them back — often with a thumbs up or by clapping their hands. They also make sure to wave at all the fans who have cheered them on their way. There was a time when Formula One drivers were banned from doing doughnut celebrations, which is spinning a car around in a circle. Now the rules say doughnuts are allowed, as long as they are done safely, do not call into question the legality of the car and do not delay the podium ceremony. However, drivers do not do them because the wild slides can put unnecessary strain through the engine, gearbox, and other car components that must be run at future races. Imagine retiring at the next grand prix because you damaged your car celebrating your previous win! The wildest things Formula One drivers do is normally reserved for when they are back in the pits and can jump out of their car to celebrate joyously with their team.

Parc ferme: Doing post-race checks When a driver wins a Formula One race, they may suddenly become the most important person at the track that day, but they still have to follow the rules. However much the driver may want to drive straight back into their garage, crack open the champagne with their team, and party long into the night, they know they have to wait a little bit longer for that.

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WHY THE CHECKERED FLAG TO END THE RACE? Formula One is so popular now that almost nothing happens without it being fully explained, analyzed, and logged in the history books. Despite that, however, it is amazing to believe that no one can properly explain why a black-and-white checkered flag is used to end a race. Various theories have been put forward: that it was a naval flag used by racing drivers who were also seamen, or it came from horse racing, Roman chariot racing, dog racing, the railways, or athletics. None of these have been proved, and the real answer may well be not so romantic. The first photographic evidence of a checkered flag being used was at the first Vanderbilt Trophy race on Long Island in the United States in 1906 — and it could have been called into action simply because it could easily be seen against the multicolored background of spectators and other signs.

As soon as they have completed their slowing down lap, the winning driver enters the pit lane and they are directed to an area called parc ferme. As its name suggests, this is a closed, fenced-off area where only race officials and drivers are allowed. This area is where the post-race checks take place. These checks ensure that all cars are legal and that teams haven’t cheated in their quest for  glory. The top three cars are directed to an area normally underneath the podium, while other cars form up in an area behind. Team members from the top three finishers rush up to the side of parc ferme to cheer on their star. This is the first time that a driver will have seen their team members up-close since the end of the race and, if the winner had managed to calm down on the slowing down lap, then this moment is sure to get their emotions flowing again. Because the winners don’t have long in parc ferme (they need to be weighed, do a quick television interview, and then be rushed up to the podium ceremony), you often see them run over to congratulate a handful of people with hugs — and perhaps a kiss — before they disappear again for a few moments. The people a driver is likely to make a special effort to see are the following:

»» Their partner »» Their team bosses »» Their manager »» Their mechanics and engineers »» Their trainer 158

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Weighing in — and the first words All too soon during the celebrations, an official calls away the driver and takes them to a special set of scales, where they are weighed with their race overalls and helmet on so that scrutineers can work out whether their car was of legal weight during the race. After being weighed, a team member takes the driver’s helmet away and they will be handed a special cap, designed to show off their sponsors. The first official duty for the top three is to speak to F1’s official television broadcaster for a short interview, just two or three questions, which is shown on the live coverage. This is the first chance the world will have to hear just what went on in the race from the drivers’ perspective  — and that’s why so many people tune into this interview. Then the driver goes to a special room to prepare for the podium. Here, in front of television cameras, they can watch replays of race incidents and chat to the other podium finishers — either congratulating them on the outcome or complaining about something that took place out on track!

Joy on the podium There was a time when drivers could turn up for the podium only if they wanted to, but in modern Formula One, this special post-race ceremony is organized with military precision and is mandatory. Of course, it has to be, with several million people tuned in around the world and wanting to share the joy with the winning drivers. The podium is usually set up high above the pits and in front of a main grandstand, so that as many fans as possible can see the top three drivers. At a lot of tracks, after the cars have returned to the pits, the fans are allowed to run onto the track so they too can get close to the action.

Everyone lines up On the podium are three steps, one each for the top three finishers of the race. The middle step is the highest, and this is designed for the winner. To the right of the winner is a slightly shorter step that the second-place finisher stands on. To the left of the winner is the shortest step for the third-place finisher. When the ceremony is ready to kick off, the three drivers step out onto the podium followed by a representative of the winning constructor. Out on the podium as well normally will be up to three VIPs (a fourth is sometimes allowed), whose job it will be to hand out the trophies.

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A few patriotic tunes are played The first national anthem to be played is that of the winning driver, followed by the national anthem of the winning constructor. After this, the race winner and team representative are presented with their trophies, followed by the second and third placed driver. Since the end of 2022, the FIA has also handed out a medal to the race winner that can be kept as a personal memento.

Someone breaks out the bubbly Finally comes the moment that everyone has waited for: the champagne (or sparkling wine as it has been more recently), which gets sprayed everywhere. This is not a surprise, with a bottle for each of the top three finishers. Usually, the focus is on the race winner — who will find their rivals pouring champagne over their head, over their overalls, and down the back of their neck. It is a small price to pay for winning the race!

Press conferences Although the race winner may be very tired and soaked in champagne, they are still not allowed to return to their garage and get changed because it is time to meet the world’s media. And like everything else in Formula One, this takes place to a rigid timetable.

WHY NOT DRINK THE CHAMPAGNE INSTEAD? Winning a Formula One race would not be the same if the drivers did not get to spray the champagne (or sparkling wine) on the podium, and it’s hard to believe that the tradition only started after a spur of the moment decision back in the 1960s. But don’t think this was some elegant French race winner keen to show off the fine French drink . . . because it was an American who started it all. Dan Gurney, a successful Formula One driver, had just won the Le Mans 24 Hours for Ford in 1967, when he was handed a bottle of champagne for a celebratory drink. His emotions got the better of him, and he thought he would spray it over other team members and fans — not knowing at the time that he was about to change the face of the sport.

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TV interviews, first As soon as the drivers have finished on the podium and perhaps dropped their trophies and bottles of champagne (or sparkling wine) down to their team members below, they are rushed off to the TV pen to speak to individual broadcasters. They can speak for up to 30 minutes, as they may have to speak to tens of different interviewers.

Press conference, next After the television interviews have taken place, the drivers have to go to another press conference room for written media. This press conference has a host, who most recently has been Tom Clarkson, before it is opened to questions from the floor. Some drivers dread this moment, because they can be asked some difficult questions — especially if something controversial has taken place on the track. Only once the final questions have taken place are drivers free to go. Sometimes drivers can disagree in public at these press conferences. After a near-collision on the opening lap of the 2002 San Marino Grand Prix, Juan Pablo Montoya did not hold back when he was asked about being forced wide by Michael Schumacher. “You’ve got to be either blind or stupid not to see me!” he said sarcastically, sat next to his rival!

Getting back to the team When the race winner returns to the pits, they are always treated to a hero’s welcome. The team has often cracked open a few bottles of champagne (for drinking this time, not spraying) and will be patting each other on the back when the driver returns. Still in their sweat- and champagne-soaked overalls, the driver shakes hands with all their mechanics and team members, and can sometimes give a congratulatory speech in which they thank everyone for their hard work. Then they rush back to their motorhome to have a shower and change into casual clothes before a final sit down with their team to run through how the race went. This post-race debrief is important because it is the final chance the team has to discuss and analyze exactly how it won that day — so that it can do it again and again. Some of these debriefs can actually go on longer than the races themselves! When the debrief is finished, it is often time for an official post-race team photograph, where every member of the outfit comes together in the pitlane around the trophies and drivers to celebrate their success.

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OLD AND YOUNG WINNERS Although most Formula One drivers start winning in their mid 20s, and can continue to be successful for another decade, other drivers have proved the exception and pulled off success at a much younger or older age. The youngest driver to win a Formula One world championship race was Max Verstappen, who won the 2016 Spanish Grand Prix aged 18 years and 228 days. The oldest winner was Luigi Fagioli, who claimed victory in the 1951 French Grand Prix when he was 53 years and 22 days old.

After this is done, the driver is free to do what they want to do. If they are flying out of the country early, they may make a dash for the airport, or they may choose to sit around with the team and join in the post-race celebrations. There can be more interviews with the media, as well as hundreds of autograph hunters waiting for them outside the motorhome because they are suddenly the most indemand person to meet at the track.

Winning the Championship Although every driver wants to win races, the aim for all of them is to go for World Championship glory. That is why, at various points of the season, drivers are willing to take it steady to guarantee the points for a second-place finish rather than go all out for victory and risk coming away with a dented car and no points at all. It sometimes happens that drivers are helped out by their teammates in their quest to win the World Championship. Sometimes, for example, a driver in the lead will pull over to make sure that their teammate wins. Or a teammate with a faster car will hold back and defend second place from someone else to ensure that their teammate with the slower car takes the victory. These pre-arranged agreements to let one driver win are called team orders. There was a time when team orders were banned. This came in to force for the 2003 season, in the aftermath of controversy in 2002 when Ferrari ordered Rubens Barrichello to sacrifice victory for Michael Schumacher in that year’s Austrian Grand Prix even though the team was unchallenged, and it was early in the season. The ban stayed in place until 2011 when it became clear that it was not working, because teams were finding ways around giving direct team orders. The most famous example was the 2010 German Grand Prix when Felipe Massa was told

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that his Ferrari teammate Fernando Alonso “is faster than you,” which was clear hint that he had to let him by.

Understanding the points system The Formula One World Championship is not decided by a panel who award the title to the driver that they think has driven in the most beautiful manner. Formula One isn’t ice skating after all. Instead, the title goes to the driver who, at the end of the season, has earned the most points. Sometimes, as happened with Max Verstappen in 2022, drivers are able to clinch the World Championship well before the end of the season because they have such a lead in the title chase that no other driver can mathematically catch them up, even if they finished last in the final races or even did not start them at all. A lot of times, however, the championship can go down to the final race of the season. It can be very exciting when a whole year’s efforts in going for the title are decided in one race — especially if a few drivers are able to win the title. The system used for the 2023 season awards points for both the Saturday sprint races (when they happen) and main grand prix, as well as fastest laps in the race. Table 11-1 shows the breakdown of how points are awarded.

TABLE 11-1

Points Awarded for Placement in Each Round of the World Championship Sprint Race Place

Points Earned

1

8 points

2

7 points

3

6 points

4

5 points

5

4 points

6

3 points

7

2 points

8

1 point (continued)

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TABLE 11-1 (continued)

Grand Prix Place

Points earned

1

25 points

2

18 points

3

15 points

4

12 points

5

10 points

6

8 points

7

6 points

8

4 points

9

2 points

10

1 point

In addition to the points for the top ten in the grand prix itself, one point will be awarded to the driver who achieved the fastest lap of the race, providing they end up in the top ten positions at the end of the race. No point will be given out if the fastest lap driver is classified outside the top ten, or the leader has completed less than 50 percent of the scheduled race distance.

Glory for teams: The Constructor’s World Championship Although all drivers aim to win their own championship, they also must keep an eye out for the title that their teams aim for — which is officially known as the Formula One World Champion Constructor’s title. The points are awarded on the same system as those awarded for the drivers’ World Championship (explained in the preceding section). The difference is that teams take home the points that their two drivers earn. If a team’s drivers finish first and second, for example, then the team scores 43 points, and it can be 44 if they bag fastest lap as well. Some team bosses believe that winning this title is more valuable than having a Formula One star win the drivers’ World Championship because the constructors’ title generally goes to the team that’s produced the best car.

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The constructors’ championship has more importance for other reasons too. This is because

»» The amount teams earn from the sport’s commercial rights income is

dependent on where they finish in the constructors’ standings. The difference between positions can be worth several million dollars.

»» Finishing higher up in the constructors’ championship means that teams are

entitled to the best garage position, which can mean more space in both the pits and paddock. It also means a more advantageous position for the top team as they get the first garage — so a clear run in for their driver at pit stops.

»» Winning the championship also means that more sponsors want to back your team, which can help deliver even more income.

It’s no wonder that the battle for positions in the constructors’ championship gets so intense at the end of the season.

Not all bad news for the losers Although winning is the name of the game, it is not all bad news for teams that do not come out on top. As part of an effort to keep the competition as tight as possible, Formula One introduced rules that give some advantages to the less successful teams. For example, a new sliding scale has been introduced, which means that the further back a team is in the constructors’ championship at certain points of the year, the more aerodynamic development time they are allowed in both the wind tunnel and CFD facilities. Table 11-2 shows how much aerodynamic development time, as of 2023, teams are allowed compared to their rivals based in percentage terms on a baseline number.

Getting the trophy No matter when a driver or team wins the Formula One World Championship, they must wait until the beginning of December to actually get their hands on the trophy itself. In December, motor racing’s governing body, the FIA, holds its annual awards ceremony. This is a black-tie function where all the winners from motor racing championships around the world are presented with their awards. It is mandatory for the top three finishers in the F1 championship to attend.

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TABLE 11-2

The Aerodynamic Development Time Advantage Championship position

Development percentage

1

70

2

75

3

80

4

85

5

90

6

95

7

100

8

105

9

110

10

115

This evening receives great media coverage around the world and provides the perfect end to the season for a driver — especially if they have won the world title. This is the moment when the driver officially becomes champion.

Other Awards In a bid to give all teams and drivers something extra to fight for, and also to add a bit of spice to race weekends, there are other non-official competitions and awards handed out. At each race, Formula One fans can vote for their Driver of the Day, which does not always go to the winner. Sometimes it can be for a driver who has pulled off some spectacular overtakes, or recovered brilliantly from an incident or a poor grid position. F1 fans can also choose their Overtake of the Month, for the pass that they think stood out the best. Other F1 Awards handed out are a Pole Position Award from Pirelli to the fastest qualifier, the Fastest Lap Award to the driver who takes the greatest number of fastest laps over a season, and the Fastest Pit Stop Award to the team that completes the fastest tire change at each grand prix.

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IN THIS CHAPTER

»» Minimizing the dangers of Formula One »» Understanding why Formula One cars are safe »» Discovering what drivers do to protect themselves

12

Chapter 

Safety in Formula One

A

lthough the prospect of wheel-to-wheel battles at 200 mph provides much of the attraction of Formula One, there is no getting away from the fact that motor racing is dangerous. Spins and crashes are never far away in grands prix, but luckily the sport has become ultra-safe thanks to advances in cars and driver safety wear. When the World Championship first began in 1950 the drivers wore little more than leather safety helmets and cotton clothing. This only really offered protection from the weather. The cars too were a lot more basic, and when they crashed drivers were very lucky to escape without injury or even being killed. Here are some of the basic safety features in grand prix racing:

»» Formula One cars not only have to be built to pass technical regulations they must also comply with tough safety legislation as well.

»» Safety wear, including helmets and overalls, help the driver as much as possible if he is unlucky enough to be involved in an accident.

»» The use of safety cars and full-time personnel make sure drivers are treated in the best possible way if there has been an accident.

The space age technology of modern Formula One cars, the protective gear that drivers wear, and the new-and-improved safety procedures on the track keep today’s drivers safer than any of the past. This chapter explores what has been introduced to help protect drivers from being hurt.

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Style Isn’t Everything: Formula One Clothing From the early years of the Formula One World Championship, it became obvious that improvements to safety would not just depend on the design of  cars and circuits. Racing drivers began to realize that if they wore long-sleeved tops, ­ ­protective helmets, and goggles then they were less likely to hurt themselves in accidents.

Helmets: Hard hats of the racing world Crash helmets are the most obvious piece of safety wear for a driver — and they are the one item that a driver absolutely cannot do without. The increased use of modern technology in Formula One has not overlooked helmets and the versions used by drivers today make use of the knowledge gained from space travel. Safety, comfort, and usefulness are all important components of today’s helmets. Consider the following:

»» The material used: The helmets are made with the same ultra-strong

materials that teams build cars with. The carbon fiber material must adhere to tough regulations to ensure it is strong enough to survive an accident. The helmets must comply with similar kinds of crash tests that the cars go through as well. If they are at all damaged in a race then they will be replaced for the following event. Drivers usually get through more than 20 helmets during a season — and discarded ones do become collectors’ items.

»» How it is sized: Each driver has their helmet made to measure. This custom-

ized fit not only increases comfort when it is worn in action, but also ensures that the helmet is not likely to slip off in an accident or have gaps where fire or other debris could find their way inside the helmet during the races.

»» Functionality and strength of the visor: The visor of the helmet has to be

as strong as the rest of the helmet, but it also has to provide the driver with enough visibility. Some drivers fit special tinted visors to keep the sun out of their eyes, and all of them are fitted with tear-off strips that allow the driver to remove a layer of plastic film if it is covered with oil or dirt. Drivers cannot risk smudges on their visors when racing at 200 mph.

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»» Zylon strips: It is mandatory for helmets to feature a strip of super-strong

Zylon material along the top of the visor to reinforce this area. This was put in the rules from 2011 as the result of lessons learned from Felipe Massa suffering skull injuries after being hit on the head by an errant spring during qualifying for the 2009 Hungarian Grand Prix.

»» Special padding: The inside of the helmet is full of special padding. This not

only makes wearing the helmet as comfortable as possible for the driver, but also adds further protection in the event of an accident.

»» The mouthpiece: At the mouthpiece of the helmet is a hole for a special tube that allows the driver to drink fluids during the race. Because of the incredible heat in a Formula One cockpit during the race, it is vital the drivers are kept well hydrated so they do not get tired and run down, which could lead to them making mistakes and crashing out.

»» Earplugs: Before drivers put on their helmets, they put in special earplugs to

prevent their hearing being damaged by the very loud noise of Formula One engines — a roar easily in excess of the decibels produced by a music concert or a fighter jet taking off. The earplugs also house the radio systems that allow drivers to communicate with their teams in the pits. Drivers also wear in-ear accelerometers to help measure the forces of impacts.

»» Balaclavas: Drivers also wear fireproof balaclavas to protect their head in the event of fire.

Race wear: Functional, fabulous, and pretty good-looking Formula One drivers often look like walking advertising hoardings. Their multicolored overalls are full of the logos of their sponsors as every single last piece of material is covered with the names and badges of the companies that support the teams. But the overalls the drivers wear are not just sponsor billboards, because they have a much more important use. The all-in-one overalls must be worn for safety reasons — which is why they are worn whenever the car is being driven. The days of drivers wearing a shirt, trousers, and flowing silk scarf to fight it out for grand prix glory are long gone. Now drivers are decked out in all sorts of safety apparel: overalls, boots, gloves, and more (see Figure 12-1). The following sections explain the function and safety features of what drivers wear when they race.

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NO JEWELRY ALLOWED The spotlight on driver safety, especially in fiery crashes, increased dramatically after Romain Grosjean’s escape from a scary inferno at the 2020 Bahrain Grand Prix. This prompted some toughening up on the enforcement of long-standing rules that had fallen by the wayside. As well as motor racing’s regulators ensuring drivers started wearing fireproof underwear again, with some having worn normal T-shirts under their overalls, it also acted on the wearing of jewelry. Beyond concerns about metal rings, bracelets, and necklaces getting hot and burning drivers in the event of an accident, there were worries that they could get snagged on car parts if a driver needed to get quickly extracted from their car. An original ban on drivers wearing jewelery had come in to force in 2005, but it was never previously enforced and drivers for many years continued wearing what they wanted to do. But from the middle of the 2022 season, the FIA took a hard-line stance on the matter. Its approach was not without controversy, as some drivers — especially Lewis Hamilton — felt it was an unnecessary clampdown. And, with some of his jewelry, like nose studs, not being able to be quickly removed, Hamilton has had to seek regular exemptions to the ban to avoid being punished.

Overalls and undies The driver’s overalls look similar to a baby’s romper suit. They zip up the front and cover their arms and legs. These suits are made of a special material called Nomex that is fire-resistant. The sport’s governing body, the FIA, demands that the material used must protect a driver from a fire of up to 700 degrees centigrade for at least 12 seconds — and the sponsors’ logos have to comply with this as well. The material must also pass heat transfer index tests to ensure that the material insulates drivers from any effects of getting too hot in a fire. To increase the drivers’ protection, they also wear T-shirts, underwear, and socks all made of Nomex. All of this makes it very hot in the car for the driver, but it is a small price to pay in the quest for safety.

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FIGURE 12-1:

What drivers wear. Antonio Gravante / Adobe Stock

Boots, gloves, and other accessories The use of Nomex is not just restricted to the overalls and underwear because the boots and gloves that the drivers wear are also made of this modern fabric  — although comfort issues have to be considered in these areas. All of these items must now pass similar flame and heat transfer tests, some of which were ramped up in the aftermath of Romain Grosjean’s escape from a fiery crash at the 2020 Bahrain Grand Prix. In F1, drivers must also wear special biometric gloves. These feature a small­ sensor on the inside that monitors a drivers’ pulse and blood oxygen levels  — which can be a crucial aid for medical teams to judge how best to deal with any incidents where the drivers need to be attended to.

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Although the overalls may provide protection in the event of serious fires, they do not protect the drivers from the bumps and heat of a Formula One cockpit. Some of the top stars also wear knee and ankle protectors to prevent bruises, while drivers have been known to get heat blisters from the bottom of their car. Driving is a dirty business and racing overalls are in a far from pristine condition at the end of the race — covered in sweat, oil, dirt, and, if a driver has been successful, champagne.

Safety Features of Formula One Cars It sometimes appears a miracle that Formula One drivers are able to walk away from accidents that have destroyed much of their car, but that is because modern cars are designed with driver safety in mind. Cars are so much safer today than in years past for these reasons:

»» The cars are built with ultra-strong materials to make them as safe as possible.

»» They’re designed with safety as a priority and include things like safety structures, special fuel tanks, and in-built fire extinguishers.

»» High-tech cockpits offer the maximum protection for drivers and technology is helping the understanding of accidents.

Formula One cars may be designed for speed, but they also must be made as safe as possible. Thankfully a lot of developments that are made in an attempt to win races also have a beneficial effect on improving protection for drivers.

Safe in the cockpit The driver sits in a cockpit, shown in Figure  12-2, which is incorporated into a special ultra-strong part of the car called the “survival safety cell.” This is designed to stay intact in the event of an accident. To help the driver get in and out of the car, the steering wheel is removed. They then sit in a special seat that has been molded to fit the contours of their body. There are strict regulations about how a driver must fit into the cockpit. Their head cannot stick too far out of the top, so that they are protected in the event that their car rolls over in an accident. Their legs must also fit well inside the cockpit, so that safety personnel can remove them safely if they have been hurt in a crash. The drivers’ feet are not allowed to sit beyond the line of the front wheels, so that they are protected if they crash head first into a wall.

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FIGURE 12-2:

Diagram of a Formula One cockpit.

To ensure that the cockpit is big enough, before the start of every season drivers must take part in a special cockpit escape test. When the car is stationary, they must undo their belts, remove the steering wheel, get out of the car and then put the steering wheel back on within 12 seconds. If drivers fail this test, then they are not allowed to race. Any new driver joining midway through a season also needs to complete this test. Inside the cockpit are plug points for the driver’s radio system, which they use to get up to the minute race information, rather than listening to the latest weather forecast as they drive! Also inside the cockpit is a water bottle that is filled with liquid for them to drink during the race and a special fire extinguisher used to keep fire away from the cockpit in the event of an accident. The modern Formula One seat has been designed so that it can be removed from the car intact following an accident. This is a big step forward in safety because it means that drivers’ necks and backs can stay in place if there is a fear that they have been damaged in an accident. There is a special slot in the seat designed to fit a neck support to prevent the drivers’ head from moving. Monitoring the drivers at all times is a rear-facing camera looking back at the cockpit to record everything that happens in the event of an accident. Detailing incidents at 400 frames per second this footage has delivered valuable lessons in understanding the physics involved in crashes, and works in conjunction with the in-ear accelerometers and accident data recorders that cars are fitted in. Protection for the drivers extends outside of the cockpit as well. Fitting along the side of the cockpit are special head restraints, which not only deflect debris in accidents but are also made of special impact-absorbent material to cushion the driver’s head during an accident. Then towering over the drivers is the halo safety structure, which is designed to deflect flying debris away from the driver. More details of that can be read further on in this chapter.

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Strapped in and ready to go: Seat belts Drivers are strapped into the cockpit with special seat belts that have virtually no similarities with the comfortable versions used in road cars. The F1 belts are made of a special ultra-strong material that keeps a driver firmly in place in the event of an accident and they use six of them — hence its term “six-point seat belt.” There is a strap for each of their shoulders, a strap that comes up each side of the car into their lap and two other belts that come up between their legs. All of these belts are mounted into a central buckle where they are locked into place. This buckle features a special quick-release mechanism that undoes all the straps at the same time — so the drivers can jump quickly out of the car after an accident — or safety personnel can quickly release them. The seat belts are mounted into the special seat that the driver sits in and, unlike those in road cars, are not activated when there is a sudden jolt. This means the drivers are strapped in tightly at all times — and this means they need some help from a mechanic to get the belts as tight as possible before they go out on the track.

EXPLODING THE MYTH OF THE AIRBAG IN FORMULA ONE Road car manufacturers are only too keen to boast about how safe their products are — and more often than not this includes the latest use of airbag technology. Almost every new production model is now fitted with airbags in the dashboard and sometimes in the doors as well. But although they offer protection for the ordinary motorists, airbags have proved no use for the unique demands of Formula One. Despite extensive investigation, it has proved impossible to make a system that does not accidentally go off when a driver goes across a curb or brakes excessively. The airbags could also be triggered by gear changes. The speeds of accidents in Formula One also means that airbags would not react fast enough to help a driver — and could in fact cause more injury. Racing car accidents also often involve more than one impact and airbags can only be used once. That is why Formula One’s bosses have concentrated on permanent headrest protection in the cockpit and the use of the HANS Device.

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The HANS Device Formula One drivers no longer only get strapped in to their cars — from the start of the 2003 season they have also had to get strapped into a special safety system fitted to their helmets. The huge shoulder protectors may make them look like American footballers, but the HANS (head and neck support) device (you can see a picture of one in Chapter 5), has been one of the biggest safety breakthroughs ever in motor sport in preventing major injury. The HANS Device was first invented by Michigan State University professor Bob Hubbard, who designed it for use in powerboat racing. It was subsequently modified for use by Mercedes-Benz in Formula One and was made mandatory since the start of 2003. It works by restraining the head and the neck from moving too much independently of each other in the event of an accident. HANS has been credited with saving many lives after its introduction in motor racing.

The halo Perhaps one of the most visible safety components on a modern Formula One is the halo — the huge structure that sits over the cockpit. It has been mandatory since 2018 and it protects drivers from flying debris, as well as helping in the event of there being contact with another car, a barrier or even safety vehicles. The push for improved head protection for drivers increased after a spate of accidents several years ago, including youngster Henry Surtees being killed during an F2 race in 2009 after being struck by a flying wheel, and Felipe Massa suffering injuries when he was hit by a spring at the Hungarian Grand Prix that took place a few days later. The halo is made of titanium and has to be strong enough to withstand forces that are equivalent to 12 tons. It has been credited with saving many lives in F1, including Charles Leclerc after his car was hit by Fernando Alonso’s flying McLaren at the 2018 Belgian Grand Prix, as well as Roman Grosjean after he speared through a barrier in his fiery crash in Bahrain in 2020.

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The chassis: What it’s made of and how it’s built Modern grand prix cars are built mostly from a high-tech composites material called carbon fiber. This lightweight material, which was originally used in the aerospace industry, is also incredibly strong and offers massive protection for drivers in the event of an accident. But it is not just the use of carbon fiber that has helped safety; it is the way the whole Formula One car is constructed that has really improved matters:

»» The cars are designed so that the strongest parts of the car surround the

driver’s safety cell (the part of the car that they sit in). Crash tests, like those that modern road cars have to pass, are used to test every single Formula One car to make sure it is strong enough.

»» Fitted in front of the driver on the nose of the car, and behind them above the cockpit, are two rollover hoops. These are designed to hold the weight of the car if it rolls over, to make sure that the driver’s head is protected.

»» To prevent drivers being hit by errant wheels that have been ripped off in an accident, wheel-tethers are attached to the front and rear suspension. Although they cannot withstand the incredible forces in some highspeed accidents, their effectiveness has improved over recent years.

»» Other features on the car that are primarily fitted for safety include high

visibility rear warning lights on the gearbox and rear wing that are activated when it is raining, a special casing for the fuel tank that will not rupture in accidents and in-built fire extinguishers for the car that will try to put out any flames.

Track Personnel and Procedures Formula One is prevented from looking like an episode of Wacky Races by a host of visible and also less high-profile people whose jobs mean that the race can go ahead with the minimum of fuss. Without these unsung heroes, the chances are that many races would end up being delayed for hours in the event of the smallest of accidents.

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Marshals: Keeping everyone on the straight and narrow Formula One races would not be able to take place if it was not for the hundreds of track staff who help ensure safety levels during a grand prix weekend. You can usually spot them wearing brightly colored orange overalls. These personnel, known as marshals, are often trained volunteers whose job is to warn drivers of danger ahead, retrieve cars if they have spun off the track, and ensure that spectators stay in safe areas during the races. It is the marshals who wave warning flags that can be seen at the side of the track to let drivers know if there is danger ahead (a yellow flag) or the danger has passed and racing can resume (green). For more on what the different colors flag are for, see the illustration in this chapter. Marshals are kept in touch with the race situation using special radio systems. The person in charge of safety at the grand prix has the grand title of the race director, whose job it is to decide whether the race should ever be stopped, whether the safety car is needed and whether a new track is safe enough to hold a grand prix.

Following the leader: The safety car Don’t be surprised if you see a saloon car leading a grand prix — or one chasing up the tail-enders on the first lap. They are not spectators who have taken one left turn too many and ended up racing around the circuit. Instead they are two critical safety cars that are taken to every grand prix. The one at the front is the official safety car that is called in to action when the race needs to be neutralized because of an incident. On the first lap you will also see the medical car chasing the pack so doctors can be on hand quickly in the event of an accident. Mercedes-Benz and Aston Martin have a deal to provide these modified cars at every grand prix. They are high-performance sports cars, with improved brakes and better tires to cope with the demands of a racing circuit, while they are also fitted with special seat belts, lights, radios, and a television screen so those inside the car can see what is going on out on the track. When the safety car is out on the track, the field must slow down behind it with the race leader at the front of the pack. Drivers are allowed to make pit stops, although when they resume they will have to stay in the same position they come out of the pits.

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No overtaking is allowed behind the safety car, although special permission will be given to lapped cars to go through shortly before the restart to ensure that the race leaders are running together on track. The drivers will get a warning that the race is about to restart when the safety car driver turns off his warning lights on the lap before they return to the pits. Once the lights are out, the pace of the pack is then decided by the leader. The race resumes as soon as the cars cross the start-finish line — so there is no overtaking until then. And in case you are wondering, no, the safety car wouldn’t win the grand prix if it crossed the finishing line first!

Slowing cars down: The virtual safety car As well as having the option of bringing out the safety car to help clear up an incident, F1’s race director can also make use of what has become known as the virtual safety car. If an accident or problem is only minor, so can get sorted relatively quickly, then the virtual safety car is a better option as it can be implemented and ended very quickly so it does not disrupt the race too much. First introduced in 2015, the virtual safety car effectively forces all cars to slow down the same amount and hit a designated lap time, which is around 30 percent slower than a flat-out racing lap. The race can resume as soon as the race director thinks it is safe to do so, and drivers will be given a countdown to alert them. Like with the safety car, drivers can pit for fresh tires under the virtual safety car, as the lap time loss compared to rivals is less than when everyone is running around at full speed.

On-site medical facilities There was a time when racing drivers would survive accidents at a track but then die in the aftermath because they did not receive the right medical attention in time. Thankfully, such occurrences are a thing of the past. Modern Formula One tracks must have their own medical centers kitted out with the latest equipment to be able to treat any kind of racing injury. Sometimes these facilities are even better than those offered at some nearby hospitals. It is also mandatory for there to be a medical helicopter on standby at each circuit, ready to airlift any injured driver to a hospital if they need urgent treatment. When bad weather delays sessions, it is not because it is too dangerous for the Formula One cars to go out but usually because the medical helicopter cannot land or take off.

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FORMULA ONE’S DOCTOR The days of Formula One safety being put in the hands of doctors from different countries who knew little about the specific demands of motor racing injuries have long gone. Now the sport has its own doctor, who is currently Ian Roberts. His official title is F1 medical rescue coordinator. Roberts’s job at the tracks is to ensure that the medical facilities are satisfactory enough for a top-level motor race. This includes the equipment fitted at the track’s own medical center, where drivers will be taken in the event of being hurt in an accident. He also makes sure that there is a medical helicopter on stand-by at the track whenever cars are on the track, just in case a driver needs to be airlifted to hospital for treatment. At the start of the race, Roberts’s medical car can be seen at the back of the field following the Formula One drivers for the first lap of the race. This is to make sure that he is quickly on the scene should there be an accident at the start of the race — which, with the drivers jostling for position, is the most dangerous time of all. After the first lap, his car is positioned at the end of the pit lane, ready to be called into action if there is a crash. Roberts became famous after Romain Grosjean’s fiery crash at the 2020 Bahrain Grand Prix when he bravely dived into the flames to help pull the Frenchman away from his burning car.

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4

Understanding Formula One Tracks

IN THIS PART . . .

Learn about the different types of tracks Find out how drivers learn each circuit Understand the challenge of overtaking Dive deep into all the current Formula One venues

IN THIS CHAPTER

»» Finding out why each Formula One track is different »» Discovering how Formula One venues are chosen »» Understanding the types of tracks where grands prix take place

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Chapter 

Track Basics and Racing Circuits

F

or those who don’t follow Formula One that closely, being a Formula One driver may look like one of the easiest jobs in the world. Turn up at the race track, get strapped into your car, and just tear around an easy circuit until someone waves the checkered flag at you. That, however, could not be further from the truth. In addition to the difficulties of building a competitive car and developing the skill to drive it to the limit (see Chapters 5 and 7, respectively, for info about those) — a driver’s job is made even more challenging by the fact that every track on the calendar provides a completely different challenge. Although every track is unique, there are characteristics that various tracks share, and which demand certain things from the drivers and from the cars. In this ­business, there’s absolutely no guarantee that a car that’s fast around the tight twists and turns of the Monaco Grand Prix will even be competitive along the ­flat-out straights at Monza. This is what makes each Formula One race so unpredictable. This chapter gives you an overview of the different types of circuit that the ­Formula One circus visits. If you want more specific details about the individual circuits, check out Chapter 14.

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Sorting Out the Types of Tracks Although every track is unique and instantly recognizable to any Formula One driver, all the tracks on the calendar can be broken down into certain categories: street tracks, high-speed tracks, high-downforce tracks, and medium-speed tracks. Teams use these breakdowns to work out which parts they should bring to the each venue and what kind of setup they’ll work with when Friday practice begins. They also take other things into account before they travel to a race, such as the probability of accidents, the difficulties of getting spare parts, and strategy decisions. The following sections give you a breakdown of the various kinds of circuits.

Street tracks Some of the biggest challenges for teams and drivers at all levels of motor racing, not just in Formula One, come from street tracks. These tracks are closed-off sections of public roads. Drivers fight for glory on the very same bit of road where commuters travel to work every day for the rest of the year. There was a time when there were only a few street circuits on the calendar, but Formula One has done a lot in recent years to try to bring the racing closer to the fans. This has led to a boom in venues taking place on streets. The 2023 F1 season featured six venues on regular roads: Saudi Arabia, Australia, Azerbaijan, Monaco, Singapore, and Las Vegas. Plus, some other venues, like Canada and Miami, take place on partial public streets. Even though the actual characteristics of street circuits may be slightly different (no track on the calendar is as tight and twisty as Monte Carlo’s), there are a lot of similarities between them in terms of their challenge:

»» The teams and drivers have a lot less data to prepare with. Because the venues are still used by the general public until only a few days before the grand prix takes place, data about the track surface is limited and rookie drivers are unable to get some laps in other race series beforehand.

»» The fact that the tracks are public roads just before the grand prix also means that the circuit surface is very dirty when the cars leave the pit lane for the first time. Fallen leaves, litter, dirt, and dust all need to be

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cleaned off, and a layer of rubber from the Formula One car’s tires laid down, before the track gets anywhere near perfect condition. Head to Chapter 8 for information on how drivers deal with these types of conditions during practice and qualifying.

»» Street circuits are notoriously tight, but Baku and Saudi Arabia have also been designed with some long straights as well, which makes them very fast. Although there is still room for run-off areas to ensure safety is as good as it can be, a lot of the track is very close to the barriers, so any mistake is usually punished with a car-crunching smash into the barriers rather than a harmless spin across the grass or into a gravel trap.

It takes a lot more skill to be successful on a street track than at other venues, where drivers can push to the limits and run wide without the danger of hitting a barrier. The high probability of accidents mean that teams must make extra preparations for street tracks as well: They have to bring many more spare parts in case of an accident. In addition, because they’re so tight, street tracks are almost always difficult to overtake on. For this reason, getting a good grid position is vital when racing on a street track, and the best way to get past a rival is often to force them into a mistake. One of the most thrilling finishes to the Monaco Grand Prix was in 1992 when World Championship leader Nigel Mansell dominated the race but had to come into the pits in the closing stages because of a slow puncture. He resumed behind Ayrton Senna. Although much quicker than his Brazilian rival, Mansell couldn’t do anything to find a way past, despite his best efforts. The two drivers crossed the finish line just two tenths of a second apart, with Mansell behind.

WHY FORMULA ONE CARS DON’T RACE ON OVALS The most famous oval race in the world, the Indianapolis 500, featured on the Formula One World Championship calendar from 1950 to 1960. The American venue also held F1 races from 2000 to 2007 on an in-field track, but Formula One cars don’t actually race on ovals these days. Although nothing per se stops the sport’s bosses from suddenly deciding that the World Championship should include some rounds on ovals, safety concerns have always been the stumbling block. (continued)

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(continued)

Formula One cars are designed to be as light and nimble as possible — and as safe as possible for the kind of accidents that are common on road courses. That’s why Formula One venues are littered with plenty of crash barriers, tire barriers, and gravel traps. What Formula One cars aren’t designed for are the high-speed side-on impacts against walls more typically associated with oval racing. Racing a modern Formula One car on an oval would be far too dangerous, and the cars would have to be completely redesigned to make them competitive when they only turn left.

High-speed low-downforce tracks The high-speed venues on the calendar call for sheer out-and-out speed. The current fastest track on the calendar is Monza, the home of the Italian Grand Prix, but the new Jeddah street circuit in Saudi Arabia is not that much slower. Like the Red Bull Ring in Austria and Spa-Francorchamps in Belgium, high-speed venues call for a very different setup to the tight street circuits or low-speed venues on the calendar. To prepare for these tracks, teams often focus on a low downforce setting on their cars so that drivers can zoom down the straights as fast as possible (even though the low downforce makes the cars less fast through the corners). The fact that top-speed on the straights is the most important factor at these tracks also means that good engine performance can sometimes be more important than a well-handling car. During the 2022 season, Red Bull had by far the fastest car in a straight line, which helped play a key part in Max Verstappen’s World Championship title. Because high-speed tracks are often broken up by chicanes or tight corners (so that they aren’t too dangerous) and the cars don’t run with so much downforce, overtaking is possible at these venues. Passes usually occur at the end of the straights, when one car pulls out of their rivals’ slipstream, and brakes just a moment later to dive through. With overtaking possible at these venues, grid positions aren’t as vital as they are at street circuits or some other venues. For this reason, teams focus their qualifying and race strategy on trying to be as fast as possible on Sunday.

High-downforce tracks At the other end of the spectrum to the high-speed tracks are the slow speed venues on the calendar. They are slow because the cars must run with a

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high-downforce setting to get around the numerous tight and twisty corners. Apart from Monaco and Singapore, which are both street circuits, Hungary’s Hungaroring and the Zandvoort circuit in the Netherlands fall into this category. At these circuits, downforce is the most vital ingredient that teams search for. When you watch these races, you’re likely to see extra aerodynamic wings and devices sprouting up all over the car as the teams’ designers search for every ­conceivable way of getting more grip from the car. With cornering speed the most vital ingredient to being quick at these low speed tracks, engine power isn’t really important. What drivers do need, however, is a well-handling car so that they can push it to the limits in the bid to find the extra speed that can make the difference between victory and defeat. The numerous corners on these tracks also make overtaking very, very difficult — almost as hard as it can be at Monaco (see the section “Street tracks” earlier for details about that track). In fact, former World Champion Mika Hakkinen once joked that the Hungaroring was just like Monaco, but without the crash barriers at the side of the track. The problems with overtaking at these tracks mean that a good grid position is absolutely vital if a driver is to have any reasonable chance of winning the race. At these venues, therefore, drivers can push that little bit harder for a better grid slot in the hope that being near the front of the grid can give them clear air in the race, rather than getting stuck in traffic on Sunday. Of course, starting near the back of the grid doesn’t necessarily mean doom for a driver. Former World Champion Nigel Mansell pulled off one of the greatest drives ever seen at the 1989 Hungarian Grand Prix, held at the tight and twisty ­Hungaroring circuit. He qualified well down the grid but charged his way through the field to grab the lead from the then-World Champion Ayrton Senna. In the closing stages of the race, Mansell made a thrilling move when he shot past Senna as the Brazilian hesitated when lapping a backmarker. That is one of the amazing things about Formula One: Just when you’re expecting it to be boring, you can find yourself watching a real thriller.

Medium-speed tracks Most of the Formula One tracks on the calendar can be regarded as medium-speed circuits, where a combination of decent top speed and a good amount of­ downforce is needed. These are venues where a fast, well-handling car driven by the best driver should always be able to come out on top — barring mechanical failures or accidents, of course.

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At venues like Silverstone, Imola, Suzuka, and the Yas Marina in Abu Dhabi, teams spend every single second of the race weekend trying to tweak and perfect their race setup in a bid to find a vital few tenths of a second that can make all the difference in the fight for glory. At some of these venues, especially Interlagos in Brazil and Yas Marina in Abu Dhabi, the teams constantly work on compromises because half the track is made up of long straights, which require the minimum amount of downforce, and half is made up of tight twists and turns, which require as much downforce as possible. Because they know they have little chance of victory, drivers who don’t have a well-balanced car can find these tracks frustrating. But for those who have a quick car and have found the “sweet-spot,” when their car is set up absolutely perfectly, these tracks can bring the best feeling in the world. Especially if you win! A lot of these medium-speed circuits have some spectacular corners that drivers really love. For a Formula One star, few feelings can beat being on the edge and blasting through a corner at 150 mph  — knowing that only the bravest of the brave can take such a corner absolutely flat-out.

Choosing a Track The prestige and glamour of hosting a Formula One race means that many countries around the world are constantly hoping to host World Championship grands prix. At any time, numerous governments court the sport’s bosses with the hope of being allowed to host a race  — just as they dream of holding an Olympics Games or a soccer World Cup final. However, hosting a Formula One race is no easy task. Far more is required than just building a track on a huge bit of land and asking the teams and drivers to turn up. Prestige isn’t the only reason why so many countries are desperate to host Formula One races. The influx of grand prix personnel, be they team members or journalists, as well as the hundreds of thousands of fans, can boost the economy of the region around the track incredibly. Some hotels, in fact, can make enough profit from one weekend to keep them going for the rest of the year.

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Providing a quality track The track owners must ensure that their track is built to the highest possible standards. Formula One racing venues should provide the following:

»» A safe and well-constructed circuit, with enough run-off areas and crash

barriers. All Formula One tracks must earn a Grade 1 license from the FIA to show its facilities are first class.

»» Suitable pit garages for the teams and a big enough paddock for the teams to fit their trucks and motorhomes.

»» A media center, medical facilities, and other suitable organizational infrastructure.

When you consider these as basic requirements, it’s no wonder that track owners get little change out of £30 million when they build a new venue.

Convincing F1 bosses When a country has a track ready — or ready to be built — they must then do a deal with the sport’s commercial rights holder, Formula One Management. Although the FIA approves the calendar, the schedule is put together by FOM, which gets the final say in deciding which venues do and do not get races. It wants to ensure there is a good geographical spread of races that deliver the biggest impact for the series. Race organizers then pay a fee to FOM for the right to hold a race, and this can vary dramatically from around $25 million to more than $50 million per year depending on the type of venue and how much convincing F1’s bosses need to give it a slot.

Other stuff Deciding where the races occur isn’t just a matter of picking the best 23 races. It is important for a team’s sponsors that plenty of races occur in Europe and in the sport’s traditional venues, such as Britain, Monaco, and Italy. The local time difference to Europe, where most Formula One fans are based, is still­ important — but F1’s shift to the United States has meant more races are taking place in the prime time evening for the European audience.

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HERMANN TILKE — F1’S MOST FAMOUS TRACK DESIGNER When a new Formula One venue is put on the calendar, more often than not they use the services of a track design company set up by Hermann Tilke to help get the facility ready. He has been responsible for designing from scratch, or upgrading and improving, more than ten of the current Formula One tracks. The company he set up is now run jointly with his son Carsten. Tilke has been called back time and again because he knows exactly what’s required for a track to be suitable for Formula One cars and the traveling circus that visits. When Malaysia became the first Asian country to host a grand prix in the late 1990s, for example, Tilke made sure that Muslim prayer rooms were included for spectators. Tilke’s overriding priority has always been safety — one of the most important factors for new Formula One tracks. He says that he plays out all possible eventualities at every spot along the track, and then considers how much space would be needed for the runoff area if something happens at one of these spots. He has not always been very popular with fans though because some of his circuit layout choices, while aimed at being as safe as possible, do not often produce the most exciting races. Other times, however, his designs have delivered some spectacular action.

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IN THIS CHAPTER

»» Recognizing what kinds of tracks drivers like »» Testing tracks to learn their ins and outs and improve performance »» Understanding why tracks change over time

14

Chapter 

Track and Driver

A

fter their team fires up the engine and they exit the pit lane, Formula One drivers know that they must make the most of every opportunity out on the track. A driver who hasn’t actually driven the circuit before spends their first few laps finding their way around, whereas one returning to a track they’ve raced before should be up to speed on their first or second laps out of the pits. Some tracks are much easier to learn than others. At some venues, for example, a driver must have intimate knowledge of camber changes on the track surfaces, where corners may be slightly banked, and how to use the curbs if they are going to be quick. This chapter gives an in-depth look at how drivers learn about the tracks and the demands tracks place on them. It also explains why an easy circuit is not necessarily what every driver wants.

Going Around the Bend . . . Fast! Almost any sportsman or woman in the world will admit that more satisfaction comes from beating the odds and triumphing in the face of disaster than being handed an easy victory on a plate. Formula One drivers are certainly no different. Formula One drivers may spend their entire careers trying to get their hands on the best car, but they all know that nothing is better than being able to win on tracks that provide a big challenge.

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This means high-speed corners that call for immense skill and extreme bravery. Plus, if there’s a chance of a big accident if the driver makes a slight mistake, that extra challenge makes it all the better, too. Following are some of the most spectacular corners or sections of track to grace the Formula One calendar:

»» 130R, Suzuka: Although this turn was changed for the 2003 Japanese

Grand Prix, it’s still regarded as one of the best corners of the season. Its entry is about 180 mph and, if the car is in qualifying trim and the driver is brave enough, it can be completely flat out. It is all a matter of commitment. Some drivers find some corners easy to take “flat-out” (without lifting their foot off the throttle), whereas others feel that they must back off. However, Allan McNish’s massive accident here during qualifying for the 2002 race, when he over-corrected a skid, highlighted the dangers of what happens when drivers get it wrong. It was this incident that triggered modifications at this turn that made its angle less severe.

»» The Senna-S, Interlagos: Now named after the late great Brazilian hero Ayrton Senna, the left-right opening corner complex at Brazil’s Interlagos track is one of the most technically challenging of the season. Plunging downhill, with some tricky off camber, it allows multiple racing lines and plenty of opportunity for drivers to get it wrong. Make a mistake on entry at the top of the hill, and you’ve compromised your exit at the bottom. This is why there have been so many great overtakes here — as well as some controversial collisions, including one between Max Verstappen and Lewis Hamilton at the 2022 Brazilian GP.

»» Becketts Complex, Silverstone: Sometimes spectacular sections of track

comprise more than one corner, as the Becketts Complex at Silverstone proves. This sweeping series of left, right, left, right, left bends is taken at almost 160 mph and demands a well-balanced car and full commitment from drivers. If a driver gets one of the bends wrong, it becomes increasingly harder to pull the car back into line for the next turn. Becketts Complex is a great place to see for yourself how good a driver is.

»» Eau Rouge corner, Spa-Francorchamps: The Eau Rouge corner has become

truly legendary and is perhaps the most famous track section on the calendar. Although safety improvements mean it is now easily flat, the change of elevation still makes it very exciting. The quest to go one better than other drivers has resulted in some pretty spectacular accidents at Eau Rouge. At the 1999 Belgian Grand Prix, for example, British American Racing teammates Jacques Villeneuve and Ricardo Zonta both crashed heavily at the corner after having a bet with each other over who could take the corner flat-out on their first flying lap.

Getting these corners right in Formula One requires a car that is well set up, but these corners also demand more input from drivers than corners that are slower,

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simpler, or purely technical. This is another reason why drivers like them  — because they know they can overcome some deficiencies in their cars over every lap. A good driver will be able to take a corner faster than his rival — even if their car is not as good. If you add up the few tenths they can gain in the corners over a whole lap, then it can be the difference between qualifying on pole position or qualifying in the middle of the pack. Unfortunately, the increased demand for ever safer tracks has meant that a lot of the more challenging corners have been replaced with slower bends to ensure fewer accidents. Although this trend means that there are fewer and fewer challenges for drivers in Formula One, it does make any good corner even more rewarding because they are so rare.

In the Sim . . . Getting to Know the Tracks These days, even a rookie Formula One driver who’s never been to a particular track before is rarely completely blind about which way the track goes when they finally venture on to it for the first time. The easy availability of on-board video footage of the previous year’s race, plus ever more sophisticated simulators, means that, at the very least, drivers know where the left turns are, where the right turns are, and roughly when they need to brake. That’s the theory anyway. However, there is absolutely nothing like experience when it comes to finding your way around the track. All the possible knowledge you can get from being in the simulator can never replace being in the Formula One cockpit and driving around the track itself — although to be fair simulators these days do come close. Curbs and bumps can be different in the real world, and track conditions can change dramatically over a race weekend, but at least the pre-event preparations should mean there is no danger of a driver making an early mistake as they learn the layout. (For information on practice sessions, head to Chapter 8.) If you go to a grand prix circuit on the Thursday before a race, you are likely to get to watch experienced drivers like Max Verstappen, Charles Leclerc, or Lewis ­Hamilton walking, cycling, or riding an electric scooter around the track with their engineers. This exercise is the best way for them to get a close look at all that may have changed since the previous year. Chapter 8 has details on what these drivers are looking for when they set out on the track for what may seem like a leisurely afternoon stroll. In fact, Thursdays are perhaps the best chance you will get all weekend to see the driver in the flesh — because there is not as much pressure on them as when the real work begins.

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RACING AT NIGHT There was a time when Formula One races would take place exclusively on Sunday afternoons to guarantee the best conditions. However, over recent years, there has been a boom in F1 racing under the lights at night. The first night race took place in Singapore in 2008, and since then plenty of other venues have followed suit in wanting to hold their races under the lights after the sun has gone down. Saudi Arabia boasts of being the fastest night race for its event in Jeddah, and the new grand prix in Las Vegas features the latest start time of any grand prix — with the race starting at 10 p.m. on Saturday night, and qualifying at midnight the day before. That schedule means European audiences will get to watch it as they wake up for breakfast! In a bid to stand out, the Abu Dhabi Grand Prix likes to hold its race as the sun sets, so the race runs from dusk to nighttime.

Counting on experience A driver who has raced a track before will be at a big advantage to one who has never seen it in real life. That is because you can gain so much speed by knowing intimately any quirky racing lines, the kind of surface the track is built out of, the impact of road surface camber that can lead to some corners being theoretically quicker than they look, and the height of curbs on the entry and exit of corners. With in-season F1 testing no longer allowed, that is why some teams try to get their rookie drivers to have a proper simulator session beforehand, or even go out on tracks in other cars or old F1 machinery before the race weekend itself — even if it is only for a few laps on a quiet weekend. One big advantage of doing this is that drivers aren’t under any pressure to go out there and put in a good lap time; they have plenty of time to experiment with racing lines and car setups, so when they see it in real life, they are much better prepared.

Learning the way around the track If a driver is competing at a track for the first time, their team usually gives them a well-balanced setup initially so that it’s easy to drive. A balanced setup also allows the driver to experiment with racing lines and get themselves up to speed, without also having to fight hard to keep their car on the track.

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Once they are up to speed themselves, then work can focus on fine-tuning the setup. A top driver requires only a handful of laps to learn which way a track goes, meaning they should be within a couple of seconds of a leading time quite quickly. It gets more and more difficult, however, to find the final few tenths of a second that are needed if a driver is going to be able to win. One of the ways for a driver to find the limits at a track is to actually go beyond them. That sometimes means skidding up an escape road after working out how late they can brake for a corner, or merely running wide at a corner as they work out how fast they can go round it. The driver also must work out how much they can use the curbs when they go around the corners. Some curbs are quite high and bounce the car too far out of the corner; these can’t be used. Other curbs, however, are quite low, enabling a driver to shave a couple of meters off a corner. Such a maneuver can save a few tenths off a lap time. This is why you will often see every driver cutting a certain low curb once one driver has got an advantage from doing so.

Playing with the set-up After a driver learns their way around a track, they can then start playing with their car’s set up, which lets them work out whether they prefer more grip for the corners or more speed on the main straights. Sometimes a driver may even want their car to be more difficult to drive if the trade-off is that it’s quicker. Being comfortable is not always the name of the game in Formula One.

The evolving track Believe it or not, a track can change its characteristics massively throughout a race weekend. Before the track action begins, the surface can be quite dirty, its surface covered with dust, debris (like fallen leaves and small stones), and oil. Over the course of a race weekend, as cars circulate around the track, the surface gets cleaned up dramatically. The car’s tires also put rubber down through the corners and in the braking area — which makes the track more and more grippy with every lap. The improvement of the surface as the race weekend progresses is why, for example, going out at the end rather than at the beginning of practice and qualifying sessions is a big advantage. Every single layer of rubber that is put down means more and more grip on the racing line. However, this extra grip on the racing line does have a downside: As soon as you get off-line, where cars haven’t run time after time, you have much less grip than

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normal. The dirt and dust won’t have been cleared, no rubber will have been laid down, and — worse than that — marbles will be strewn across the circuit surface. (Marbles are tiny balls of rubber that the tires throw off as they wear down, and they’ve been known to trip up plenty of drivers who run wide at a corner.) You may occasionally notice some of the better drivers having a close look at the run-off areas around the outside of the track. They’re not checking to see whether these areas are safe enough; they’re trying to work out where the access roads are that lead back onto the track. This info is important to them in case they make a mistake in the race and spin off. However, this knowledge once caught out Kimi Raikkonen at the 2012 Brazilian Grand Prix when, after running wide on the damp track, he tried to take a shortcut through the support race pit lane as he had done many years before — only to find his exit blocked by a gate that had not been there before!

The Ever-Changing Nature of Tracks Although a brief look at the Formula One history books show that some of the tracks still in use today were on the calendar during the first year of the Formula One World Championship in 1950, any driver who was transported back in time would hardly recognize the circuits. In fact, only the Monaco Grand Prix circuit has remained virtually identical to its original configuration — and that’s because the streets of the principality haven’t changed much over the years.

Increasing safety The reasons for the changes are usually based on safety grounds — although some tracks like Abu Dhabi have invested heavily in different configurations in a bid to help overtaking opportunities.

Slowing the cars down Circuits have had no option but to introduce chicanes (two slow corners, going left then right or right then left at the end of straights to slow cars), slower corners, and less challenging layouts because car speeds have increased dramatically over the years. The biggest problem hasn’t been out-and-out straight-line speed; that’s remained pretty much unchanged since the 1950s. The problem is that cornering speeds are now so much higher. Drivers who spin off in corners traveling

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at 150 mph, for example, have a much higher chance of hitting the barriers than drivers traveling around the same corner at 70 mph. The flat-out straights of Monza, the fastest circuit on the calendar, have been broken up by tight chicanes to ensure that drivers don’t blast through the long corners at breakneck speed. If you look at any old track and its modern version, it is the addition of chicanes that have had the biggest impact. Figure 14-1 shows the layout of the Silverstone track as it has appeared in the past and as it is today.

Getting medics to accidents Safety demands don’t just relate to making sure cars aren’t traveling too fast. Modern tracks are much shorter to enable medical personnel to get to any accident as quickly as possible. The old Nuerburgring Nordschleife layout was an amazing 14 miles long, proving an unrivalled challenge to drivers. But providing enough safety coverage with marshals, firefighters, and ambulance crews at the track became impossible. The final straw came in 1976 when Niki Lauda was lucky to escape with his life after his car burst into flames when he crashed out. Now, F1’s longest track is Spa-Francorchamps in Belgium, which is 4.352 miles long — half the distance of its original configuration, which was 9.3 miles long!

Making overtaking easier As Abu Dhabi’s track revamp for 2021 showed, safety isn’t the only reason for changes to tracks, especially as Formula One cars are now much safer than they’ve ever been. Another reason for track changes has been that track bosses (the owners of the circuit) want to make their venues as exciting as possible — and that means making overtaking much easier. This helps draw in the crowds. As car characteristics constantly change, so too does the need for tracks to evolve to make sure the show is as good as it can be. It used to be felt that slow corners on to long straights were the best for overtaking, which is why the Barcelona circuit in Spain featured for many years a tight and tricky chicane complex at the end of its lap. But with this serving to simply spread the field out, this chicane layout was dropped for the 2023 season as the track reverted to its original layout of a high-speed end to the lap. In the future, other demands may be put on circuits  — including designs that allow sponsors’ logos extra coverage or corners that make the cars look­ spectacular and give the drivers a real challenge.

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FIGURE 14-1:

Changes in the track at Silverstone.

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IN THIS CHAPTER

»» A look at Formula One race venues »» Advice on what to do at each grand prix

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Chapter 

A Look at Formula One’s Tracks

T

he Formula One World Championship is fought out over nine months, normally between March and November, in all corners of the world. Most people watch each race, be it early morning in America or the middle of the night in Australia, from the comfort of their lounge. Some, however, want to get really close to the action. Finding your way around and working out which races you would like to go to can be a bit of a daunting task. This chapter gives you some insight into what you can expect at each venue; Chapter 16 tells you more about visiting each track, and how to prepare for watching a Formula One race.

Sakhir, Bahrain Grand Prix The Bahrain Grand Prix holds a place in the history books as Formula One’s first race to be held in the Middle East. That inaugural event took place in 2004, and was won by Ferrari’s Michael Schumacher. Since bursting on to the F1 scene, Bahrain has established itself as one of the calendar’s favorites, thanks to guaranteed good weather (although testing was once hit by a sandstorm!) and a challenging circuit layout (see Figure  15-1). It recently signed a new contract to remain on the schedule until 2036.

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FIGURE 15-1:

The Sakhir circuit in Bahrain. © yan4ik / Adobe Stock

Track history Bahrain has established itself as one of the early season races, and provides a stern test to teams thanks to a super abrasive track surface and the often-high temperatures that punish cars and tires. Things have been made easier in recent years though, thanks to its switch to becoming a night race. This was initially done to celebrate the tenth anniversary of the grand prix in 2014 but has stayed ever since. Lewis Hamilton is the most successful driver at the venue, having won five victories during his career there. Bahrain has not been without its drama and controversy over the years. Few F1 fans will forget the horrifying scenes that unfolded in 2020 when Romain Grosjean’s Haas car burst in to flames after an opening lap crash in that year’s race. Although the Frenchman escaped with his life, he did suffer some minor burns. The 2011 Bahrain Grand Prix season opener had to be cancelled because of political unrest in the kingdom. Bahrain also holds the distinction of having held races on all of its circuit configurations. As well as its regular F1 layout, the longer Endurance layout was used in 2010, and the second round of the double-header that Bahrain hosted during the COVID-hit 2020 race — known as the Sakhir Grand Prix — was run on the shorter outer loop.

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Track specs Type: Permanent Length of lap: 3.363 miles Length of race: 57 laps (191.530 miles) Start time: 6 p.m. One of the best places to watch the Formula One action is down at Turn One. The start-finish straight is one of the key areas for overtaking, and it means most of the moves take place in to the tricky first complex which has witnessed its fair share of incidents over the years.

Jeddah, Saudi Arabian Grand Prix Saudi Arabia is one of Formula One’s newest additions, and it takes place on a unique high-speed street circuit right next to the sea in Jeddah. (See Figure 15-2.)

Track history When Saudi Arabia first expressed interest in holding a grand prix, it planned to do it at a new circuit at Qiddiya near the country’s capital, Riyadh. However, delays in the construction of that venue meant Jeddah, which was initially put forward as a temporary home, now looks set to keep the race for a while. The circuit runs next to the sea and there are plenty of flat-out areas where cars reach top speed. Saudi boasts that it is the fastest street circuit in F1, with average speeds around 160 mph. The inaugural race was won by Lewis Hamilton after a controversial fight with Max Verstappen as the pair battled it out for the 2021 World Championship. They collided at one point as the FIA’s running of the event came under the spotlight because of some questionable decisions. The controversy of Saudi Arabia’s second year in 2022 took place off-track when events were overshadowed by a missile strike on an oil facility near the Jeddah track. The incident triggered discussions between F1 chiefs about whether to go ahead with the event, but in the end, it was decided things were safe enough to proceed — and Verstappen duly won. In 2023, Red Bull’s Sergio Perez ensured the Saudi Arabian GP had had no repeat winners as he brought home the win for Red Bull Racing.

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FIGURE 15-2:

The Jeddah circuit in Saudi Arabia. © yan4ik / Adobe Stock

Track specs Type: Purpose-built street track Length of lap: 3.836 miles Length of race: 50 laps (191.662 miles) Start time: 8 p.m. Top tip: The Jeddah street circuit is in the Corniche area near the international airport. If you want to visit, try to stay somewhere nearer the coastline so you can avoid needing to cross the main highway, which can often be crowded with traffic. And if you do go to the race, make sure to take some time out to visit Jeddah’s amazing old town.

Melbourne, Australian Grand Prix The Australian Grand Prix is one of the most popular events on the calendar, and it’s not hard to see why. The whole of Melbourne goes crazy for Formula One when the circus rolls into town, and the sunshine, good beaches, and great ­restaurants and bars all add to a truly mesmerizing weekend. The track is laid out in the beautiful Albert Park that lies near the center of town. It winds its way through trees and around the lake, making it one of the most ­picturesque locations of the season. (See Figure 15-3.)

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FIGURE 15-3:

The Albert Park circuit in Melbourne, Australia. © yan4ik / Adobe Stock

Track history Although the Albert Park circuit is a street track, the design has allowed plenty of fast-flowing corners and high-speed sections. There are some tight chicanes, though, that make quite good overtaking opportunities and are quite punishing on the brakes. The first race in Melbourne was held in 1996, with Australia having previously held a Formula One race around the streets of Adelaide from 1985. And whereas Adelaide used to take place at the end of the season, Melbourne has always been nearer the start of the schedule. The street circuit nature of the track, with barriers in close proximity, means that Melbourne has witnessed some spectacular accidents. Current F1 commentator Martin Brundle walked away from a crazy crash in the inaugural 1996 race after he was launched over some other cars. There have been some memorable races there. Mika Hakkinen won for McLaren in 1998 after his McLaren teammate David Coulthard was asked to pull aside for him. Eddie Irvine took his maiden F1 win in 1999, whereas Kimi Raikkonen took his first win for Ferrari in the 2007 event. It was also the scene of Brawn GP’s debut F1 success as the squad caused a massive surprise on its way to the 2009 world title. More recently, Australia found itself right at the center of the coronavirus pandemic when the 2020 grand prix was called off on the Friday. F1 was only able to return in 2022.

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Track specs Type: Street Length of lap: 3.280 miles Length of race: 58 laps (190.216 miles) Start time: 3 p.m. The Australians certainly know how to party, and there’s no better way to watch the race than out in the sunshine with an ice-cold drink. One of the best spots to watch the race is from the first corner, which is one of the main overtaking spots. The right-left chicane has been the scene of many accidents in the past, too, which means you may even have the chance to grab the autograph of a driver who has spun out of the race and is walking back to the pits. Don’t expect him to be too happy, though!

Baku, Azerbaijan Grand Prix The Azerbaijan Grand Prix is a fairly modern addition to the Formula 1 calendar, and it broke the mold for what a street track should be  — because it has both high-speed and low-speed sections. It is one of the longest tracks on the schedule, after Spa-Francorchamps in Belgium and Jeddah in Saudi Arabia. The super-long main flat-out blast from the final corner to the start-finish straight demands a good top speed, and teams have to trim off their downforce levels, making things especially tricky for drivers in the narrow old city section. (See Figure 15-4.)

Track history The Baku City circuit hosted its first Formula One race in 2016 when it held the European Grand Prix on its unique track — which was won by that year’s world champion Nico Rosberg. The venue has proved to deliver some tricky challenges over the years, and is known for producing some unexpected outcomes. Drivers are forced to make compromises with their car setup, as they must take off downforce to ensure that they are fast enough down the long flat-out run that lasts from Turn 16, all the way through to the first corner.

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FIGURE 15-4:

The Baku City circuit in Azerbaijan. © yan4ik / Adobe Stock

It makes some of the tight corners in the old city section, including the narrow 7.6-meter–wide castle section, a bit of an extreme challenge where there is no room for error. The nature of the Baku track, allied to the high probability of incidents, means that it can be hard to predict how exciting the races can be. It has produced some thrillers over the years, including the famous 2021 event when Sergio Perez won after a late-race standing restart as Lewis Hamilton went straight on at the first corner. But there are times when chaotic support events have left drivers convinced that driving slowly and safely will guarantee a good finish — and then the race turns into a procession!

Track specs Type: Street Length of lap: 3.730 miles Length of race: 51 laps (190.170 miles) Start time: 3 p.m. Top tip: Be sure to experience both sections of the Baku track to see F1 cars going totally flat-out along the start-finish straight, but also carefully threading their

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way through the narrow sections that weave their way around the old city. If you get a chance, try to watch the action from on top of some of the castle walls.

Miami International Autodrome, Miami Grand Prix The Miami Grand Prix is one of the newest additions to the Formula One calendar and is the result of Formula One owners Liberty Media wanting the sport to make a bigger impression in the United States. An original plan to hold a Miami race in the port area fell through because of local opposition, but in the end a track was created around the famous Hard Rock Stadium to the north of the city. (See Figure 15-5.)

FIGURE 15-5:

The Miami International Autodrome in Miami. © yan4ik / Adobe Stock

Track history The Miami venue is one of the most spectacular looking on the calendar, as it takes place in the shadow of the Miami Dolphins’ Hard Rock Stadium. The circuit weaves its way around the car park areas, offering a good mixture of challenging corners and long-speed straights that will help with overtaking. Its inaugural F1 race in 2022 was not without its problems, though, because the track surface caused some issues. In some areas, it broke up and needed repairing on that grand prix weekend, and the lack of grip meant overtaking was quite hard off-line. That first race was won by Max Verstappen, who added his second triumph in 2023 when he produced a brilliant performance to charge through from ninth on the grid to beat his Red Bull Racing teammate, Sergio Perez.

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Track specs Type: Purpose built street circuit Length of lap: 3.363 miles Length of race: 57 laps (191.584 miles) Start time: 3:30 p.m. The Miami Grand Prix goes big on entertainment and there are plenty of areas around the circuit where you can soak up the sun and enjoy some fun while the cars are going around. Some of these spots, like the Hard Rock Beach Club, also offer a brilliant view of the track as cars weave their way through the barriers so make sure you try some of the different locations around the campus.

Imola, Emilia Romagna Grand Prix Imola used to famously host the San Marino Grand Prix, because the Italian Grand Prix’s title had already been taken by Monza and Formula One bosses did not allow a doubling up of race names. More recently, because the venue returned to the F1 schedule, it has been given the title of the Emilia Romagna Grand Prix — because of the beautiful region in which the track lies. Some of the surrounding areas wouldn’t look out of place in an oil painting. (See Figure 15-6.)

FIGURE 15-6:

The Imola circuit in Italy. © yan4ik / Adobe Stock

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Track history Imola is perhaps most famously known for hosting Formula One’s darkest-ever weekend, when Roland Ratzenberger and Ayrton Senna lost their lives over the 1994 San Marino Grand Prix event. As a result of those accidents, circuit bosses changed the track dramatically, introducing several chicanes that shortened the straights. The venue held its first race in 1980 with that year’s Italian Grand Prix. It proved such a hit with Formula One people that Ferrari founder Enzo Ferrari called on the venue to be awarded a permanent fixture on the calendar, which is what originated the idea for the San Marino Grand Prix. The race became very popular with the F1 community, as it was often the first European race of the season so there would be a back-at-school vibe in the paddock. But despite hosting some spectacular races — including some memorable battles between Fernando Alonso and Michael Schumacher in 2005 and 2006  — Imola briefly lost it place on the calendar from 2007. However, an opportunity opened up for it to return during the COVID-19 pandemic in 2020 as F1 searched for European race venues that could hold events behind closed doors. That was supposed to be a one-off, but it held another race in 2021 and that opened the door for a longer-term deal. The 2023 event was cancelled at the last minute though because flooding in the local region meant it was impossible for the race to go ahead.

Track specs Type: Permanent Length of lap: 3.050 miles Length of race: 63 laps (192.034 miles) Start time: 3 p.m. The Imola circuit will forever be remembered for that terrible weekend in 1994 when Ayrton Senna and Roland Ratzenberger lost their lives. If you get a chance, walk down to the Tamburello corner, where Senna lost his life, to take a look at the countless flowers and tributes that are left every year at the statue that has been erected there.

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Monte Carlo, Monaco Grand Prix The Monaco Grand Prix is arguably Formula One’s most famous and glamorous race on the calendar. The picture postcard images of yachts on the harbor front, champagne parties at the famous Casino, and cars blasting out of the tunnel are the stuff of legends. Formula One at Monte Carlo is definitely magical. Of course, having a huge wallet is a big help if you are going to enjoy it. (See Figure 15-7.)

FIGURE 15-7:

The Monte Carlo circuit in Monaco. © yan4ik / Adobe Stock

Track history The tiny principality situated near Nice first hosted a grand prix in 1929, before the official World Championship began. The original 1.954-mile layout remained incredibly unchanged until 1972, when a chicane complex around a new­ swimming pool was put in place. Apart from minor revisions since then to chicanes, the track remained untouched until 2003 when land reclamation on the harbor front allowed the organizers to change the final few turns. The venue has been made safer over the years, with the barriers at the high-speed swimming pool complex in particular being moved back to make things less dangerous for drivers.

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Formula One cars have long outgrown the tight confines of the Monaco streets, but that takes nothing away from the sheer spectacle of the best drivers threading their way between barriers. .

Although a slight mistake often results in contact with the barriers, relatively low speeds mean that the only thing that drivers often hurt is their pride. The low-speed nature of Monaco means that teams must put as much downforce as possible on their cars  — that is the reason why you often see extra wings sprouting from strange places. Teams also must adjust their steering racks and suspension for this race so cars can get around the tight hairpin corner.

Track specs Type: Street Length of lap: 2.074 miles Length of race: 78 laps (161.734 miles) Start time: 3 p.m. Although race day at Monaco takes place on Sunday, qualifying on Saturday can sometimes be more important. Because the tight street circuit makes overtaking almost impossible, drivers must secure a good grid position. Make sure you don’t miss qualifying, and try and get a vantage point near a corner to see just how close the drivers get to the barriers. Although Formula One stars can’t win the race on Saturday, they can definitely lose one if they make a mistake and end up at the back of the field for the start.

Barcelona, Spanish Grand Prix The Spanish Grand Prix takes place at a track that the drivers perhaps know the best as they have tested so much there in the past. The Circuit de Barcelona-Catalunya used to regularly host pre-season testing and is the preferred venue for any extra running teams can get nowadays because its high- and medium-speed corners are the perfect proving ground for F1 aerodynamic performance. (See Figure 15-8.)

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FIGURE 15-8:

The BarcelonaCatalunya circuit in Spain. © yan4ik / Adobe Stock

Track history The circuit was built as part of the huge development that took place when Barcelona hosted the Olympic Games in 1992, even though motor racing has never been part of the Olympics. It features a lot of high-speed corners that put a premium on a good car setup and aero performance — but it also means that it can make overtaking quite difficult at times. Although Spain has hosted a grand prix every year since 1986, first at Jerez and then at Barcelona from 1991, before then it had a mixed history. Its race has taken place at tracks in Pedrables near Barcelona, Jarama near Madrid, a challenging circuit in Montjuich Park in Barcelona itself, and at Jerez near Cadiz. Jerez appeared to have finally secured the Spanish Grand Prix’s future, but safety concerns at the venue, after a big crash suffered by British driver Martin Donnelly in 1990 led to the event switching to Barcelona. Barcelona has delivered some amazing races, including Michael Schumacher’s maiden victory for Ferrari in 1996, and Pastor Maldonado’s shock triumph for Williams in 2012. But the Spanish fans have never been happier than when local hero Fernando Alonso won in 2006 and 2013.

Track specs Type: Permanent Length of lap: 2.894 miles Length of race: 66 laps (190.908 miles) Start time: 3 p.m.

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The Spanish Grand Prix is one of the most popular events for foreign visitors, and it’s not hard to see why. Fans can stay in Barcelona, one of Europe’s most vibrant cities, and the track has some great facilities and high-speed corners that let Formula One cars show off a bit. The weather can also be fantastic, but pack your rain coat because showers are usually not that far away.

Circuit Gilles Villeneuve, Canadian Grand Prix The Canadian Grand Prix is held on the outskirts of Montreal, on a temporary circuit built on the Ile-Notre Dame island in the St Lawrence Seaway. Like the Barcelona track, the Circuit Gilles Villeneuve has some Olympics heritage, being situated next to the Olympic rowing lake used in 1976 — although one of the more unusual landmarks is the famous Biosphere dome that was built for Expo 67 and sits in a park near the track. (See Figure 15-9.)

FIGURE 15-9:

The Circuit Gilles Villeneuve in Montreal. © yan4ik / Adobe Stock

Track history Montreal held its first race in 1978. Prior to that, Canadian races had been held in Mont Tremblant in Quebec and Ontario’s Mosport Park. Montreal has become a popular event on the calendar because of both the ­downtown fun to be had in Montreal, as well as the challenges of the track. Its flat-out blasts and difficult corners always ensure exciting racing. Crashes are not uncommon as drivers get a little bit too carried away. The exit of the final chicane has earned the nickname “The Wall of Champions” because it has caught out many title winners.

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Local hero Gilles Villeneuve, whom the track is now named after, won the inaugural race. For Formula One’s newer fans, Villeneuve is probably more famous as the father of former World Champion Jacques Villeneuve, who won the title in 1997. Nowadays it is Lance Stroll who carries the hopes of Canadian fans. The Canadian Grand Prix has produced some spectacular races over the years, helped in no small part by the fact that the weather can be a bit unpredictable. It has also had a habit of helping drivers deliver their first F1 wins. Lewis Hamilton took his maiden triumph in 2007, Robert Kubica became a first-time winner in 2008, and Daniel Ricciardo stood on the top step of the podium for the first time in 2014.

Track specs Type: Temporary road course Length of lap: 2.709 miles Length of race: 70 laps (189.694 miles) Start time: 2 p.m. Although the Circuit Gilles Villeneuve has many great corners for watching and almost always produces a great race, a lot of people make the trip to the event for the parties in the evening in downtown Montreal. The locals make a real effort when Formula One comes to town, so make sure you put on your coolest gear and head down to Crescent Street, which is closed off to traffic for much of the race weekend. And keep your eyes well-peeled, because you may even be lucky to bump into a driver or team boss.

Red Bull Ring, Austrian Grand Prix Although the Red Bull Ring is a shadow of the original Osterreichring circuit that it was built over, and was one of the fastest on the calendar, it still remains one of the most challenging, spectacular, and picturesque tracks of the season. (See Figure 15-10.)

Track history The origins of racing at the Osterreichring can be dated back to 1958 when events were held on a military airfield at Zeltweg. In 1964, a temporary circuit was deemed good enough to host a Formula One race. However, it was obvious that if the Austrian Grand Prix was going to become a permanent fixture a better track was needed  — because only high-quality tracks would be allowed on the calendar.

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FIGURE 15-10:

The Red Bull Ring circuit in Austria. © yan4ik / Adobe Stock

Work began on a nearby hillside, and it became the home of the country’s Formula One race from 1970 until 1987. The track drew the admiration of drivers because of some spectacular corners, including the famous Jochen Rindt Kurve, which was a flat-out 180-degree corner that blasted cars onto the start-finish straight. The venue was dropped from the calendar after the 1987 race, but a revamped circuit, called the A1-Ring after a mobile telephone company sponsor, hosted the race again from 1997. It ran until 2003 when it fell off the calendar and it seemed that the event would never return. However, huge investment from new circuit owners Red Bull helped revive the event from 2014, and it has been a permanent fixture ever since  — which included it being the first to host back-to-back races in the COVID-19 hit 2020 season.

Track specs Type: Permanent Length of lap: 2.683 miles Length of race: 71 laps (190.493 miles) Start time: 3 p.m. Although the first section of the circuit appears to consist of three long straights separated by sharp right handers, they can provide some great viewing opportunities for fans. Make sure you can get a good view of the entry to the turns, because that is where the cars are likely to jump on an overtaking opportunity.

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Silverstone, British Grand Prix Silverstone is the home of motor racing in Great Britain and holds the prestigious honor of having held the first-ever World Championship Formula One race in 1950. Back then, the track was a converted airfield, but now it is one of the most famous racing venues in the world. Silverstone used to have to share its grand prix with Aintree, near Liverpool, and Brands Hatch in Kent, but since 1987 it has had the event all to itself.

Track history The layout of Silverstone has changed dramatically over the years, mainly due to modifications required for safety reasons. In its original guise, back in 1948, the track had several high-speed straights that saw cars head toward each other at nearly 160 mph, protected only by a tarpaulin cover that blocked each driver’s view of their oncoming opposition! (You can see a diagram of how it has changed over the years in Chapter 14.) While many of the corner names have remained the same for several years, their layout has seen vast changes. In the mid-1980s, the track was the fastest in the world at the time, with Keke Rosberg becoming the first man in Formula One history to qualify with a 160-mph lap when he grabbed pole position for the 1985 British Grand Prix. Nowadays the track looks almost nothing like it did decades ago, with a new pits and paddock complex having been built at the lower end of the circuit. But it remains a supreme high-speed challenge and is one of the most punishing circuits of the year for tires. (See Figure 15-11.)

FIGURE 15-11:

The Silverstone circuit in Great Britain. © yan4ik / Adobe Stock

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If you choose to camp over at Silverstone during the grand prix weekend, don’t expect to get a good lie-in on race morning. The helicopters that ferry in the drivers, team bosses, and VIPs fly straight over your head as they land near the runway in the middle of the track. In fact, Silverstone is so busy that it once held the record for being the busiest airport in the world for one day!

Track specs Type: Permanent Length of lap: 3.661 miles Length of race: 52 laps (190.372 miles) Start time: 3 p.m.

Hungaroring, Hungarian Grand Prix The Hungarian Grand Prix made history in 1986 when it became the first Formula One race to take place behind the Iron Curtain. Since then, the walls of Eastern Europe have come down, and the Budapest race has proved to be a big hit. The Hungaroring circuit has one of the tightest layouts on the calendar apart from Monaco; some drivers even refer to it as “like the Monte Carlo circuit but without the barriers!” Its twisty nature means that overtaking is very difficult, even with modifications made over the years to try to help passing. (See Figure 15-12.)

Track history If drivers complain now about the tight nature of the Hungaroring, it is nothing compared to how it was in 1986. Since then, one unplanned kink has been removed because track constructors were finally able to divert an underground spring that prevented them building the track how they had originally wanted it. Although passing is notoriously difficult, that has not prevented the Hungaroring producing some spectacular races over the year — maybe because drivers know they need to do something special to make an overtake. At the 1989 race, Ferrari’s Nigel Mansell produced a stunning drive to climb from 12th on the grid to grab victory after an opportunistic pass on Ayrton Senna in the closing stages when the Brazilian was briefly slowed by a backmarker.

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FIGURE 15-12:

The Hungaroring circuit in Hungary. © yan4ik / Adobe Stock

It has also been the scene of several first wins for drivers including Damon Hill (1993), Fernando Alonso (2003), and Jenson Button (2006) — all of whom went on to win World Championships. One of the biggest challenges for drivers in Hungary is the heat. The central plains of Eastern Europe can get oppressive in the summer, and out on the track, temperatures can get as high as they do in the Middle East. The lack of a major straight at the Hungaroring means it can get very tiring as there is no time to rest.

Track specs Type: Permanent Length of lap: 2.722 miles Length of race: 70 laps (190.531 miles) Start time: 3 p.m. Make sure you don’t miss the first corner of the race because it could well decide the outcome of the race. All the drivers are absolutely desperate not to concede position because getting places back later in the race is so hard. In addition, the downhill braking section means Formula One’s aces have to be at their very best to avoid skidding off or hitting their rivals.

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Spa-Francorchamps, Belgian Grand Prix The Belgian Grand Prix at Spa-Francorchamps holds mythical status for Formula One fans as the circuit features perhaps the most iconic corner in grand prix racing  — Eau Rouge. The dramatically steep plunge down and up over the hill shows off F1 cars at their very best and is one of the greatest places on the calendar to watch.

Track history The Spa-Francorchamps circuit was created in 1921 for motorbike racing. Its builder made use of public roads that twisted around the beautiful Ardennes forest to create a magnificent eight-mile–long track that was very fast, very challenging, and quite dangerous. Anyone who ever won there easily got the respect of their peers. The dangers of the circuit prompted a track redesign by the early 1980s. Although this revamp effectively sliced the circuit in half, it still retained much of its previous charm and challenge and became known as a real drivers’ circuit, where skill could overcome a car’s deficiencies. (See Figure 15-13.)

FIGURE 15-13:

The SpaFrancorchamps circuit in Belgium. © yan4ik / Adobe Stock

Apart from the fantastic circuit, the Belgian Grand Prix is also known for its incredible changing weather conditions. The track can go from bright sunshine to a downpour in a matter of minutes, and it’s not unknown for one half of the track to be soaking wet whereas the other half is bone dry. This is one of the reasons why Spa often produces great races. Bad weather meant Spa holds the accolade of having hosted the shortest race in F1 history, after the 2021 race was abandoned following two laps behind a safety car.

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Spa witnessed the first race for F1 legend Michael Schumacher back in 1991 when he drove for Jordan, and he took his maiden victory there a year later after he had switched to the Benetton team.

Track specs Type: Permanent Length of lap: 4.352 miles Length of race: 44 laps (191.488 miles) Start time: 3 p.m. No trip to the Belgian Grand Prix is complete without watching Formula One cars blasting through the Eau Rouge corner, a flat-out left-right down-and-up sequence that’s one of the highlights of the year. The corner requires massive bravery, and drivers hold onto their steering wheels for dear life! And don’t forget to have a bag of pomme frites — Belgian fries come with a huge dollop of mayonnaise and are unbeaten anywhere in the world!

Zandvoort, Dutch Grand Prix The boom of interest in Formula One in the Netherlands thanks to Max Verstappen’s success helped trigger the return of the Dutch Grand Prix to the calendar in 2021 after being off the schedule for 36 years! The seaside town of Zandvoort duly turns in to a huge party of Verstappen fans over the race weekend, as they make the most of the sunshine and good atmosphere to cheer on their hero.

Track history Zandvoort’s circuit, built in the sand dunes near the seaside city, first hosted a non-championship F1 race in 1950, before joining the official calendar in 1952. It earned a reputation as a tricky high-speed challenge, but there were questions about the safety of the venue following the death of Piers Courage in the 1970 race. Improvements to the venue were made for 1973, but there was another tragedy as British driver Roger Williamson died after his car caught fire and track officials were too slow to respond and put the blaze out. The Dutch GP has featured several iconic moments, including when Ferrari’s Gilles Villeneuve famously tried returning to his pits at full speed with only three wheels on his car in 1979 after a crash — dragging broken bits behind him.

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The race was dropped after 1985 when the company that ran the circuit went bust, and there seemed little hope of it ever returning. But Verstappen’s popularity was enough for a new plan to be put in place, as the track was heavily revamped to include several banked corners. (See Figure 15-14.)

FIGURE 15-14:

The Zandvoort circuit in the Netherlands. © yan4ik / Adobe Stock

Track specs Type: Permanent Length of lap: 2.646 miles Length of race: 72 laps (190.504 miles) Start time: 3 p.m. Top tip: As part of the safety revamp for its return to the F1 calendar, Zandvoort had to make some of its corners banked, as there was no space to build more runoff areas. These are great places to watch cars in action, so be sure to check out the final corner — Arie Luyendyk Curve. But the cars look even more dramatic through the very steep third turn, Hugenholtzbocht.

Monza, Italian Grand Prix The Italian Grand Prix at Monza is all about ambience, and it oozes atmosphere. Any driver worth their salt has raced here, and it’s hard to forget that wherever

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you walk, you’ll be standing in the footsteps of the sport’s greats — people like Juan-Manuel Fangio, Jim Clark, Ayrton Senna, and Michael Schumacher. Monza itself is built in a royal park just on the outskirts of Milan. It is the quickest track on the calendar, and Lewis Hamilton’s pole position time from the 2020 event is the fastest lap in history at 164.267 mph.

Track history Monza has appeared on the Formula One calendar more times than any other circuit in history, having hosted an event every year since the World Championship started in 1950, with the exception of 1980 when the Italian Grand Prix moved to Imola. That is not bad for a track that was built in just 110 days from scratch back in the early 1920s  — including two days when work was interrupted by conservationists. The races are always spectacular at Monza. The slow-speed chicanes at the end of long straights always provide great overtaking opportunities, although the cars are very scary to drive because they’re set up with minimum downforce to ensure they’re as fast as possible down the main straights. (See Figure 15-15.)

FIGURE 15-15:

The Monza circuit in Italy. © yan4ik / Adobe Stock

There have been some iconic F1 moments at the track. It was the scene of a famous Ferrari 1-2 in 1988 (the only race that McLaren lost that year), after race leader Ayrton Senna tripped over a backmarker when lapping him late on.

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In 2021 it also witnessed an incredible coming together between title protagonists Lewis Hamilton and Max Verstappen — with their cars ending up on top of each other. With the history, excitement, and passion in Italy  — plus the fact that Ferrari have done so well in recent years — it’s not hard to work out why the race attracts one of the biggest crowds of the year. More than 100,000 fans attend every year, and almost all of them support the local team!

Track specs Type: Permanent Length of lap: 3.600 miles Length of race: 53 laps (190.586 miles) Start time: 3 p.m. To soak up the full atmosphere at Monza, don’t just turn up, watch the race, and head home. One evening, when practice has finished, wander out to the middle of the track toward the first corner and take a look at the famous banking that was used up until the 1960s. The angle is so steep that walking up to the top is ­impossible  — but Formula One stars diced wheel-to-wheel here in the quest for glory.

Marina Bay Circuit, Singapore Grand Prix The Singapore Grand Prix was Formula One’s first ever night race. And although other venues have followed suit in running after dark, the Marina Bay event still holds a special place on the calendar as one of the most spectacular looking events.

Track history Singapore hosted some junior category races on its streets in the 1960s and 1970s, but Formula One only became a proper target for the state’s government in the early 2000s. It agreed an ambitious deal with F1 to hold grand prix racing’s first race under lights, with it confident there would be no risk of power cuts dropping the track into dark. Over its years there has not been a single black out. The inaugural event in 2008 proved to be one of the most controversial races in Formula One history after it was later found out that Renault had ordered its driver Nelson Piquet Jr. to crash deliberately to help his teammate Fernando Alonso win.

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Since then, the races have been a bit more normal, with the venue pushing cars and drivers to the limit as there is very little time to rest around the lap that comprises 19 corners. (See Figure 15-16.)

FIGURE 15-16:

The Marina Bay circuit in Singapore. © yan4ik / Adobe Stock

The track has featured only minor revisions since first appearing on the calendar, with those changes primarily focused on the famous “Singapore Sling” chicane. But for 2023, building work between Turns 16-16 means for now the venue loses the grandstand, which goes over the track.

Track specs Type: Street Length of lap: 3.062 miles Length of race: 63 laps (192.906 miles) Start time: 8 p.m.

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Top tip: If you go to the Singapore Grand Prix, make sure you get a hotel room with decent curtains. As it runs to a night timetable, it means the entire F1 paddock sticks to European time — so people stay up until 6 a.m. and don’t get out of bed until 2 p.m.! You don’t want to get woken up too early by the normal day kicking off outside your bedroom window!

Suzuka, Japanese Grand Prix The Japanese Grand Prix at Suzuka always feels like the end-of-term is nearing as it traditionally falls toward the tail end of the campaign. That is why it has often featured decisive world championship title deciders. Suzuka has the distinction of being the only figure-of-eight circuit on the calendar. But don’t worry, it’s not like a toy-car track where cars have to avoid collision as they criss-cross each other. Instead, a bridge crosses over the top of the track.

Track history The Suzuka circuit was built by Honda in 1962, initially just to test road cars, and it was added to the Formula One calendar in 1987 when the Japanese car manufacturer’s success in Formula One meant that interest justified a race there. It proved to be a massive hit as the locals cannot get enough of it. The race is sold out many times over; some years the race organizers have even had to hold a lottery with winners being allowed to buy tickets. Those lucky enough to get a ticket often queue up very early in the morning to make sure that they get the best view, and they stay late into the night just to catch a glimpse of mechanics working on the car. The drivers absolutely love Suzuka, too. The Esses complex of corners near the start of the lap proves a real thrill for the stars and, although the high-speed 130R left-handed corner has been modified on safety grounds over the years to make it less dangerous, it’s still a heart-in-the-mouth turn. (See Figure 15-17.) Suzuka has witnessed some dramatic moments over the years, including the famous collisions between rivals Ayrton Senna and Alain Prost in 1989 and 1990.

Track specs Type: Permanent Length of lap: 3.608 miles Length of race: 53 laps (191.053 miles) Start time: 2:00 p.m.

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FIGURE 15-17:

The Suzuka circuit in Japan. © yan4ik / Adobe Stock

Like most grands prix, make sure that you can buy tickets before traveling. Suzuka is always sold out, and tickets are like gold dust. If you do manage to get in, the experience is well worth the amount you pay. If you can, take a trip out to every single corner, because each one is spectacular. With a massive shopping mall of stalls lining the entrance to the circuit, the weekend is also the perfect chance to buy your T-shirts and hats before the end of the season.

Losail, Qatar Grand Prix The Qatar Grand Prix is one of the newest additions to the calendar, and is hosted on the same Losail circuit that has hosted MotoGP for many years. It originally held a one-off race in 2021 as part of an effort by Formula One chiefs to get a full calendar in amid the challenges of the coronavirus pandemic. But it returned to the schedule in 2023 as part of a ten-year deal. (See Figure 15-18.)

Track history The Losail circuit, located near the city of Doha, was opened in 2004 and originally designed for motorbike racing. Its first MotoGP event was won by Sete Gibernau. With the venue becoming a permanent feature on the MotoGP calendar, its facilities were upgraded to include a lighting system from 2008 that shifted the event to running at night.

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FIGURE 15-18:

The Losail circuit in Qatar. © yan4ik / Adobe Stock

F1 never really featured on its radar but, as part of the country’s effort to attract international sports, which included the soccer World Cup in 2022, a deal was done to bring grand prix racing. It held its inaugural race in 2021, which was won by Lewis Hamilton as he and Max Verstappen battled for that year’s World Championship. The event was absent for 2022 because of the World Cup, but returned in 2023 as track bosses invested in improved pits and paddock facilities.

Track specs Type: Permanent Length of lap: 3.367 miles Length of race: 57 laps (191.919 miles) Start time: 5 p.m. Top tip: Although being a night-race means the Qatar Grand Prix should take place in cooler conditions, things can still be pretty hot in the Middle East at that time of year. The sun will still be out for the practice sessions so bring plenty of layers of clothing — and don’t forget the sunscreen!

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Circuit of the Americas, United States Grand Prix The Circuit of the Americas (COTA), just outside Austin, has successfully become the home of the United States Grand Prix  — after decades where Formula One struggled to find somewhere good for the long haul. In fact, America has had more venues for its F1 race than any other country, with no less than 11 circuits having held a grand prix. They are Indianapolis, Sebring, Riverside, Watkins Glen, Long Beach, Dallas, Detroit, Phoenix, Austin, Miami, and Las Vegas. (See Figure 15-19.)

Track history There was a time in the mid-2000s when Formula One had no home at all in the United States, after Indianapolis fell off the calendar. After ideas to hold a race in New York fell through, an ambitious plan to build an all-new track on the outskirts of Austin, Texas, won the day. The new Circuit of the Americas was designed by famous F1 architect Hermann Tilke and took many of the best design ideas from other tracks to help create what its owners hoped would be the most spectacular and challenging circuit in the world. It hosted its first race in 2012, which was won by Lewis Hamilton — who had fittingly been the winner of the last USA GP at Indianapolis in 2007.

FIGURE 15-19:

The Circuit of the Americas in Austin. © yan4ik / Adobe Stock

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While previous grands prix in the USA had struggled to attract consistently big audiences, Austin realized it needed to do something different so made an extra effort to attract big music stars for race weekend concerts. Gigs by Taylor Swift, Justin Timberlake, and Britney Spears have helped ensure bumper crowds. Austin is one of only a few race tracks that runs counter-clockwise.

Track specs Type: Permanent Length of lap: 3.426 miles Length of race: 56 laps (191.634 miles) Start time: 2 p.m. Top tip: Although the view from the top of the first corner can be spectacular as cars climb the 11-percent gradient, the best view of the COTA is from much higher up. If you get a chance, go to the top of the observation tower for a bird’s eye view of the layout as the cars stream around underneath you.

Autodromo Hermanos Rodriguez, Mexican Grand Prix The Mexican Grand Prix is Formula One’s highest race, with the Autodromo Hermanos Rodriguez taking place 2,240 meters (7,730 feet) above sea level. The thinner air has always made the event a challenge for teams, as it changes the characteristic of engine performance but also means that drag levels are reduced — so teams can run maximum downforce despite the long straights.

Track history The current Autodromo is a modern-day revamp of the original Magdalena Mixhuca circuit in Mexico City that hosted the Mexican Grand Prix from 1963. It remained on the calendar until 1970 but was dropped amid safety concerns, as the capacity crowd spilled on to the track to cheer on their favorite drivers. A shorter version of the circuit eventually returned in 1986 and it hosted the grand prix until 1991, when poor air quality and lackluster facilities left F1 opting to go elsewhere.

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But with Mexican interest in F1 returning thanks to Sergio Perez, local businessman Carlos Slim Domit revived the race, which returned to the schedule in 2015. The new layout got rid of the one of the most fearsome corners in F1 — the highspeed banked Peraltada — in favor of a slow-speed section right in the middle of a baseball stadium. So what the drivers lost in terms of challenge was more than made up for with atmosphere. (See Figure 15-20.)

FIGURE 15-20:

The Autodromo Hermanos Rodriguez in Mexico. © yan4ik / Adobe Stock

Track specs Type: Permanent Length of lap: 2.674 miles Length of race: 71 laps (189.854 miles) Start time: 2 p.m. Top tip: If you prefer a good atmosphere to seeing Formula One cars at the limit, then there is no better place that the stadium section in Mexico. It is packed to the rafters on a grand prix weekend, and the place goes nuts when local hero Sergio Perez blasts through. After the race, it turns into a massive party!

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Interlagos, Brazilian Grand Prix The Brazilian Grand Prix may not be one of the most liked races on the calendar, but it is certainly an experience. For the city of Sao Paulo can be a world away from cosmopolitan places like Melbourne and Miami. On the downside, street crime and beggars are an ever-present threat and visitors are advised to stay away from unlit areas and definitely not try to enter the shanty towns, known as favellas. Formula One teams and drivers have learned to leave their valuables back home in Europe (you often see some of the sport’s top stars walking around with very cheap plastic watches on!). There is also a permanent sickly-sweet smell of pollution that comes from the sugar alcohol that powers a lot of the cars on the roads. There are plenty of them too, because there seems to be traffic jams 24 hours a day. But the place still oozes its own charm. The local meat restaurants, known as churrascarias, serve the best beef in the world, and the local sugar-cane cocktail called caipirinha is delicious while you drink it (but serves up an amazing hangover the next day). Plus the Interlagos track is one of the best in the world.

Track history Despite being bumpy and twisty, the mixture of high- and low-speed corners at Interlagos makes it a fan favorite. Interlagos first held the Brazilian Grand Prix as part of the World Championship in 1973 and is the modern home of the event, despite ten grands prix being held at Rio de Janeiro in the 1980s. The track is built in a natural bowl and includes a long, flat-out uphill section to the start-finish straight and a tight and twisty infield section. (See Figure 15-21.) It has produced many great races, and been the scene of some important title showdowns. Perhaps its most famous race was in 2008 when Lewis Hamilton won the World Championship after a last-corner pass on Timo Glock. That gave him the position he needed to beat race-winner Felipe Massa to the crown, after the Brazilian had crossed the line thinking he had won the title! The Interlagos circuit is one of the few tracks on the calendar that runs anticlockwise, which can cause problems for the drivers because their necks are not used to running in that direction. The track took its name from the fact that its original layout, first used in 1940, wound its way between two lakes.

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FIGURE 15-21:

The Interlagos circuit in Brazil. © yan4ik / Adobe Stock

Track specs Type: Permanent Length of lap: 2.677 miles Length of race: 71 laps (190.067 miles) Start time: 2 p.m. If you stand in the grandstands on the start-finish straight just before the start of the Brazilian Grand Prix, you’d be forgiven for thinking that you’d just walked into the Rio de Janeiro carnival. The drums, whistling, dancing, and flag waving is spectacular, and if a Brazilian driver is doing well, then it can get really intense. Just make sure you’ve not had too much caipirinha the night before, or the noise could make your hangover even worse!

Las Vegas, Las Vegas Grand Prix No new Formula One race has perhaps had as much hype around it as the Las Vegas Grand Prix. It has marked the culmination of many years of effort from F1 owners Liberty Media to put on a grand prix in one of the world’s most famous cities.

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Track history Las Vegas is actually no stranger to F1, having held a Formula One race as long ago as 1981. That event, known as the Caesars Palace Grand Prix, took place around the car park of the famous hotel and casino. The layout did not prove especially popular and, after races in 1981 and 1982, did not go back. This time around F1 has made bigger and bolder plans for what will be the third grand prix on the schedule in the United States, alongside Austin and Miami. The new Las Vegas Grand Prix runs on a temporary street circuit that includes the famous Strip. The bespoke pits and paddock area, which will be permanently set up as an F1 attraction, are built on land purchased by F1. The Las Vegas strip section of the track is high-speed, and features a 1.181 mile flat-out section that includes a sweeping left-hand curve. (See Figure 15-22.)

FIGURE 15-22:

The Las Vegas circuit. © yan4ik / Adobe Stock

Track specs Type: Street Length of lap: 3.803 miles Length of race: 50 laps (190.065 miles) Start time: 10 p.m.

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Top tip: Make sure you turn up on the right day! In a bid to capture the best television audience, the Las Vegas Grand Prix is starting at night  — which means early morning in Europe. But to make sure that doesn’t mean Monday morning, the whole timetable has shifted forward a day — so that means practice Thursday, qualifying Friday, and the race on Saturday. If you turn up on Sunday you will have missed everything!

Yas Marina, Abu Dhabi Grand Prix The Abu Dhabi Grand Prix has for many years been the final race of the season — which often helps give it an end-of-term feel as Formula One teams get ready for a long winter after the intensity of the season. Being at the end of the season, that sometimes means that it has hosted some world championship deciders — with perhaps none more famous than the controversial finish to the 2021 campaign where the FIA’s handling of a late-race safety car helped Max Verstappen win the world championship.

Track history Abu Dhabi followed Bahrain as being the second Middle Eastern race when it won the right to host a Formula One event from 2009. Beyond building a spectacular track around a marina on Yas Island, just north of Abu Dhabi, it also grabbed attention by holding it as a dusk race — so it starts at sunset and runs in to the dark. The layout, with a selection of long straights and tight corners, was aimed at helping overtaking, but it quickly proved to be quite a tricky venue for passing. (See Figure 15-23.) Fernando Alonso found that out to his peril in 2010 when, in the F1 title decider, he got stuck behind Renault’s slower Vitaly Petrov and could not make up the places he needed to stop Sebastian Vettel taking the crown. The issue of overtaking prompted some revisions to the track for 2021 which did help make passing a lot easier. That was the year of the controversial title finish between Verstappen and Hamilton that ultimately led to the departure of F1 race director Michael Masi later that winter. Lewis Hamilton remains the driver with the most wins there, having taken five up until the start of the 2023 season.

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FIGURE 15-23:

The Yas Marina circuit in Abu Dhabi. © yan4ik / Adobe Stock

Track specs Type: Permanent Length of lap: 3.281 miles Length of race: 58 laps (190.298 miles) Start time: 5 p.m. Top tip: The Yas Island circuit forms part of a major leisure complex, so if you attend the race make sure to book some extra time to do some other activities there. The famous Ferrari World leisure park is right next to the track and features a rollercoaster that simulates the kind of g-forces F1 drivers experience.

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5

You and Formula One: A Day at the Races

IN THIS PART . . .

Prepare to go to a Formula One race Find out where to get tickets Discover tips and tricks for being there Follow Formula One at home

IN THIS CHAPTER

»» Buying tickets for a Formula One race »» Finding accommodation at a race »» Getting autographs from the drivers »» What to take on race day »» Travel tips for folks attending races

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Chapter 

Going to a Race

G

oing to a Formula One race is not like going to other sporting events. Football matches, basketball games, and athletics meetings may all be spectacular, but they don’t come near to the special feeling you get when you go to a Formula One grand prix. A grand prix is much more like the Super Bowl, an Olympics final, or seeing your favorite rock star in action. For some, it is so special it’s like all these others rolled into one. Every country’s grand prix is a major event, and fans often spend the entire weekend there, camping out and partying. The fans fill local campsites, hotels, bars, and restaurants, meeting and greeting each other and making sure that wherever they are, everyone nearby knows about it. In addition, Formula One race fans will be cheering on any of the 20 drivers, or any of the 10 teams. All of this translates into a huge range of supporters, all of whom are getting more and more excited as race day approaches. For some devoted fans, following Formula One is more like a religion than just a normal sport. Such a special atmosphere exists at a Formula One race that it can totally overwhelm some people, leaving them absolutely hooked and wanting to go to more and more races. If you plan on going to a race, you’re in for a real treat. Not many things compare to the spectacle of a Formula One race and a Formula One crowd. But the planning can take several months: It’s important to buy the right tickets, wear the right clothes, and carry the right flags. And, if the race isn’t within driving distance, you

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may be traveling far afield and need overnight accommodation, too. This chapter tells you what you need to know — including track-specific details — so that you can get the most out of your Formula One adventure.

Buying Tickets Going to a Formula One race is not a spur of the moment decision. You cannot just wake up one Sunday morning and think, “Hey, I’d like to go to a grand prix today.” It takes weeks of organization and a great deal of planning — especially when it comes to getting hold of the much-sought-after tickets.

When to buy them and who to get them from Formula One races are such big events that most of them sell-out each year, often weeks or months in advance. So before you make your travel plans, you need to get hold of your tickets. After all, you would be pretty upset to travel halfway across the world only to be forced to watch the race in your hotel room because you couldn’t get into the track. Because Formula One races are major sporting events, tickets don’t come cheap. It is normally only possible to get three-day tickets, and the prices can range between $250 for events like Hungary, Japan, and Bahrain, up to more than $1000 for races in Miami and Las Vegas. Before you plan where to go, check out the prices for each country because you could find it cheaper to go to a far-away-race with less-expensive tickets (even with extra travel costs), than going to your nearest track. Here are some tips for getting tickets to events:

»» Check out the website for the track you want to go to as early as you can to

get information on tickets (a full list of details is later on in this chapter). Some events sell a majority of their tickets months in advance, so you can never check too early. There are other benefits to enquiring early: Tracks often sell tickets cheaper the more in advance they are purchased, so you’ll probably not only get a better seat, but you’ll probably pay a lot less for it as well.

»» Another place to check out what tickets are available is the official Formula One website, which has a whole section devoted to tickets for each and every race. It also gives you plenty of options in terms of if you want general admission, a grandstand seat, or something extra special. There can be resale here too.

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»» If you have time to spend surfing the Internet, you can purchase tickets

through special agents. These can focus entirely on just motorsport tickets, but they may also be companies that sell for rock concerts and other sporting events too. Try going to your favorite Internet search engine and typing in Formula One tickets to see what comes up. Several motor racing sites also have fans’ forums with advice on where to get tickets. Check out Chapter 17 for a list of trusted websites.

»» Even if you haven’t been lucky enough to get hold of tickets well in advance of

the Formula One race, don’t despair. Some tracks may have tickets for sale on the gate — especially for the qualifying days — and they may even have had some last-minute returns available for the race itself. If the worst comes to the worst, you can always buy your tickets off fans or ticket touts at the gates. Just be careful that you don’t buy a counterfeit, and be prepared to pay well over the original price.

Whenever you buy a ticket for a Formula One race from anyone other than official ticket agents, you’re always taking a gamble. First, you’re probably going to be paying way more than the face value of the ticket. Second, and more importantly, there is absolutely no guarantee that you aren’t spending your hard-earned cash on a fake. The risk of buying a counterfeit ticket can be particularly bad for some of the European races, such as Italy, where demand for tickets is high and language barriers make it much harder to check a ticket’s validity. The best advice is to steer well clear of ticket touts.

Where: Grandstand or standing? When you buy your tickets for a Formula One race, you’re often given plenty of options: Do you want a general admission, a center pass, or a grandstand ticket? The differences can get very confusing, especially if you have never been to the track before. The following sections explain the differences between these options so that you can get the ticket you want.

General admission pass The most basic ticket is the general admission pass that gets you into the s ­ pectator areas on the outside of the circuit. Most racing fans are more than happy just to buy these passes, and they wouldn’t want to swap them even for some grandstand tickets. Standing in the general admission areas can provide a great atmosphere: All fans are close together, and you get a fantastic feeling of togetherness  — especially if some rival fans are nearby and you want to keep them quiet. Like being at a music festival, if you are in a general admission area, there are no reserved places to stand. So you need to get to the circuit really early if you want

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to get a good vantage spot. It is also wise to take plenty of food and drink with you, because if you leave the spectator area for a few minutes, there’s a very good chance that you won’t be able to push your way back in to where you were before. Before deciding whether you are happy to just take a general admission pass, check out how good the spectator banks are. At Suzuka in Japan, for example, most of the banking is high over the track, giving you a great view of the action. Places like Monza and Melbourne, on the other hand, have much flatter spectator banks, so getting a proper view can be that much harder. Also keep an eye out on the weather forecasts for race weekend if you have a general admission ticket because there is unlikely to be much cover from the elements — which means getting sunburned if it’s hot or soaking wet if it rains.

Center pass Although every race track is different in what tickets you need to get to specific areas, most circuits give fans the option of buying a center pass. This ticket gives access to the central part of the circuit, usually via a tunnel or bridge. Although the facilities are no better than on the outside of the circuit — you will still be standing unless you have a grandstand seat  — there are other benefits. This area is usually where the pits and paddock are, so you get a much better chance of glimpsing your heroes. Because it costs more to get to the center of the track, it’s not as crowded as the general admission areas. You have a better chance of getting a good vantage point for the race itself — before rushing back to grab the drivers and team bosses when they make a dash for the exits. If you’re planning to make a weekend of the grand prix, then you have even more reason to get a center pass. Drivers and team personnel usually stay late at night and trickle out during the evening, giving fans a perfect opportunity to get an autograph. In addition, great parties and social events may take place in the center of the track some nights.

Grandstand The best views of the track are from the grandstands, which are the rows of covered seats that line the sides of the circuit. These tickets are the most expensive, but they can be well worth it. The atmosphere can be just as electric as in the standing areas, there is the chance of making friends with the person sitting next to you, and you don’t have to get to the track at the crack of dawn because your seat is already reserved.

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When you book a grandstand seat, it’s a good idea to know just where your seat will be. If you’re after some great action, then make sure that your grandstand overlooks one of the best corners on the circuit. If you want to see the start or keep an eye out for what’s going on in the pits, then you may want a grandstand seat on the start-finish straight. Also remember that the best seats are actually high up in the grandstands. Unlike football games or rock concerts, where sitting near the front of the grandstands is a priority, at Formula One races sitting at the back means you’re high up and can usually see more of the track — plus the cars don’t rush past you close-up in a blur of noise and color.

Paddock Club luxury If you really want to make your trip to a Formula One race a special occasion then you could spend some extra money on a corporate hospitality tickets, which usually gives access to what is known as the Paddock Club. Although these tickets are very expensive (they can be around $5,000 per weekend), you will be wined and dined, have a great view of the track, and also get access to the paddock where the drivers and team bosses hang out. The ultimate ticket can be bought at some races for what is known as the Garage Experience, where one of the pit lane garages is turned into a hospitality box with an open view direct in to the pit lane. It does not come cheap, though, with prices around $25,000 for the weekend.

Finding Hotel Accommodation If you’ve been lucky enough to get hold of a ticket for the race, your next major decision will be where you will stay. If you decide to only go for a qualifying day or the race itself, then your only real problem will be finding the track on a map, but if you want to spend the weekend at the track, then you may have bigger ­challenges facing you. Booking accommodation for Formula One races is no easy task. A lot of hotels can be fully booked up to a year or so in advance, so as soon as you have your grand prix tickets, get on the phone or on the Internet to book a room. Get searching for the best location around the track (see the section “Formula One Globetrotters — Travel Tips” later in this chapter for some initial help) and then have a scan through the main hotel websites. The earlier you are the cheaper it will be. Keep in mind that, because of the high demand for hotel rooms during a grand prix weekend, you’ll often find that prices rise dramatically. You may find yourself

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paying between $100–$200 per person per night, and a lot of hotels require a three- or four-night stay, as well as payment up front. If you can’t find a hotel within your budget near the track, then look farther afield. If you’re willing to drive for an hour or so, then finding hotels that are reasonably priced is often quite easy. If finding a hotel at the track (or in outlying areas) is impossible, you may want to consider camping. Most venues, especially in Europe, have designated camping spots near the circuit where you can pitch your tent, caravan, or motorhome for a weekend. Staying in the fields and forests surrounding a circuit is not for everyone because it can get very noisy. For many fans, Formula One races are a great chance to have a three-day party — so you may not get much sleep if you join them.

Tricks for Race Day If you’re going to make your visit to a Formula One race a success, be sure to prepare properly — even if you already have your tickets and hotel room sorted. You still need to know plenty of things before you head out for the big day.

Getting there early Although a Formula One race doesn’t start until early afternoon, don’t expect to have a leisurely lie in on Sunday morning before making your way to the track. The popularity of the events, with up to 150,000 people wanting to get in at the busiest events, allied to the fact that almost all of them are making the journey to the track in cars, means that you can expect to spend some of your race morning stuck in traffic. If you haven’t a reserved grandstand seat, getting to the track early is especially important so that you can claim a piece of ground in the general admission area to get a great view of the race track. A lot of fans rush for areas near the start-finish line or near the main entrance, so why not consider making a dash for a spectacular corner out of the back of the track?

Watching it on the big screen It may seem strange to want to watch a Formula One race on television when you’re at the track, but that is actually one of the best ways of following the race.

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Unlike a football match or baseball game, a lot of action in a Formula One race can take place out of your sight. Seeing when overtaking moves happen or when drivers go in for pit stops can enhance your enjoyment of the race. One option is to take a mobile device and try to watch the event on a streaming service if it is available and you’ve got enough mobile data to burn through. Alternatively, you can watch the race on the huge television screens put up by the track officials. Another must is to listen to the track commentary, either through the public address system, over your own radio system, or your mobile device. Commentary is usually in both English and the local language at the race, so you have no excuse for not knowing what’s going on as the race progresses. The official F1 App carries race commentary, and you can even listen in to the team radio when the cars are out on track.

Getting close to the action The setup at a Formula One race is very different from other types of motor racing events that you may have visited. While at NASCAR, sports car, or touring car events, it’s easy to stand at the back of the garages to get a glimpse of the drivers and team personnel throughout the weekend, at a Formula One race, the paddock is off-limits to the general public. Although you may think this is a little unfair to the fans who have paid a lot of money to come and watch the grand prix, it’s really no different to not being allowed backstage at a music concert. And could you imagine the chaos at a Taylor Swift gig if everyone who had a ticket was allowed into her dressing room! The people who have access to the paddock, and who ordinary racing fans can see walking in and out of the turnstiles each morning and evening, include drivers, team bosses, mechanics and engineers, journalists, public relations staff, VIPs, and motorhome staff. Paddock Club guests can also get access to the area at certain times. Although you can’t buy tickets to get into the paddock unless you opt for an expensive hospitality package, you usually have plenty of opportunities over the weekend to get a look at the cars and drivers.

»» Some tracks put on special pit lane walkabouts for fans, where those with

special tickets can get to wander up and down the pits, watch the teams working on the cars, and maybe even catch a glimpse of the driver or team boss if they happen to be in their garage at that time.

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»» Keep an eye out in the race program, or listen for announcements on the

public address system, about special times when fans can get into the pit lane or have a look at the cars.

»» Check out the merchandise stalls which are usually grouped together. Drivers are often called over for special appearances. You may just be lucky enough to grab a word with your hero if they show up while you’re there.

»» Many tracks now have a special autograph areas, or a special stage inside a

Fan Zone, where drivers are required to attend over the course of a Formula One weekend. So be sure to check out the timetable so you can be there when your hero visits.

So you’ve got a paddock pass! If you’re one of the lucky few who has a paddock pass around your neck, then you’ll be given the chance to get a view of Formula One that many fans would give their right arms for. These passes are often only available for team guests, or sponsors who have direct links with the sport. It also helps if you are a major personality. The paddock really is the nerve center of a Formula One race, and you’ll find hundreds of people milling about — some relaxing, some working, and some following around the drivers. All the team’s motorhomes are lined up in neat rows, and it won’t take you long to get your bearings. You’ll also notice that the more successful the driver, the more people are hanging around outside their motorhome trying to catch a glimpse of them or even get an autograph. Many of those with paddock passes are invited by teams or sponsors who not only show you around the paddock and pits but may also give you a breathtaking tour of the garage itself. In return for the privilege of a paddock pass, the team or sponsor demands certain things from you:

»» Look, but don’t touch. If you’re in the motorhome or the garage itself,

remember that these are working areas, and you won’t be very popular if you get in the way. If barriers have been put up, they’re there for a reason, so don’t go charging through thinking you know better. You’ll usually be asked to stay in a specially designated area at the side or back of the garage, to make sure that you cause the least disruption to the team, which will be busily preparing the cars for the races. The best advice is to do exactly what your tour guide tells you; that way, you and the team will have the best time.

»» Try to look the part. The paddock is a great showcase for the teams and

sponsors to show off to the world, and they don’t want any of their guests to

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look out of place. So wear smart-casual clothes (no rude T-shirts, surf shorts, and flip flops), and make sure you don’t embarrass your hosts for the weekend. If you’ve been invited by Ferrari, don’t wear a Red Bull T-shirt for the day.

»» Behave yourself in the garage and pit lane. If you’re drunk and acting in a

crazy fashion in the paddock, then your hosts may not look kindly on you. But if you’re drunk and acting the fool in the pit lane or garage, there’s every chance you could get yourself into danger. A lot of machinery and chemicals are in the garage that could cause you injury. And during the session, cars can often coast into the pits with their engines turned off, so you may not hear them heading toward you until it’s too late. They are busy working areas too so staff can be rushing around, and you don’t want to get in their way.

»» Only smoke in the designated areas. Smoking is completely banned in the pits because of all the fuel swilling about, and you may be thrown out of the racetrack if you’re caught smoking in an area where it’s not allowed. Just be sensible.

»» Show your pass at all times. Paddock passes come on a neckband for a

reason. You have to go through several electronic gates to get into the paddock and pits, and security has every right to throw you out if your pass isn’t visible.

Getting an autograph or selfie Formula One drivers’ autographs are like gold dust, and grabbing a selfie gives some great bragging rights. The fact that the paddock is not open to the general public means that getting autographs or a photo with your favorite driver is not a walk in the park. However, the fact that it’s so difficult makes getting a moment with Max Verstappen or Lewis Hamilton’s even more special. Although having a paddock pass makes getting autographs or selfies much easier, you can still catch your hero even if you’re not in the paddock. Here are some tips on getting what you want:

»» Wait outside the paddock gates. This is the most popular place to get

autographs and photos, especially in the mornings and evenings when all the drivers and team personnel come into or leave the track.

»» If you’re in the paddock, try waiting outside the motorhome. Waiting

outside the team motorhome is probably the best place to grab a driver, especially just before or after a practice session. You won’t be able to get into the motorhome, though.

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CELEBRITY FASHION It is not just drivers’ autographs that you can get at Formula One races, because other celebrities attend as well. Film stars, pop singers, and sportsmen all love visiting the races and will only be too happy to sign a few autographs while they’re there. Over recent years, the big names that have visited Formula One races include Mbappe, Tom Cruise, Michael Douglas, Catherine Zeta-Jones, Usain Bolt, Al Pacino, and Justin Bieber.

»» Have your phone or pen and paper ready. It’s no use waiting an hour for

your favorite driver to turn up, only to be passed by because you didn’t have your paper or pen ready, or your phone was in your pocket. Have them ready at all times, because you never know when you might bump into a star. And don’t embarrass the drivers by getting them to sign articles that promote a rival driver or sponsor either!

»» Choose your moment well. In the minutes leading up to qualifying or the

race, the drivers are entirely focused on their jobs; they’re not worrying about fans, so don’t bother them during this time. If you do, don’t expect a great autograph or for the driver to stop for a photograph. Also, if the driver has just qualified badly or crashed out of the race, you’re not likely to get a very good autograph off of them. Of course, if this is your only chance, say something positive to make them feel better — it might just do the trick.

»» Be polite. You can’t expect a driver to stop for a long chat because they have

got work to do, and don’t be rude if they haven’t got time to stop. If you’re polite, then next time they will be more likely to stop off, and you may be able to get all you need from them.

»» Say thank you. This always helps!

Formula One Globetrotters — Travel Tips If you’re thinking about getting up off the sofa and taking a trip to see a race ­closeup, here is some useful information for each of the tracks. You can read more about each location in Chapter 15, and here we have arranged them by region.

Races in the Americas If you would like to take in a race in North or South America, there are plenty of options to choose from depending on how far you want to travel.

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Brazilian Grand Prix, Interlagos Getting tickets: For tickets or information see the official website: https:// autodromodeinterlagos.com.br/ or Twitter: @InterlagosTrack Fly to: Sao Paulo Where to stay: Sao Paulo is a huge city so your best bet is to say in an area near the city. A lot of the teams stay around the Morumbi or Jardins area. Getting to the track: Interlagos is located about nine miles south of Sao Paulo. From the center of town, head south and take the Marginal Pinheiros and follow signs to the Interlagos district.

Canadian Grand Prix, Circuit Gilles Villeneuve Getting tickets: For tickets or information see the official website: www.

grandprix.ca or Twitter: @F1GPCanada Fly to: Montreal Where to stay: With transport links to the Circuit Gilles Villeneuve quite easy, finding accommodation in Montreal itself is your best bet. Getting to the track: The Circuit Gilles Villeneuve is situated on the Ile NotreDame Circuit on the St Lawrence Seaway, east of downtown Montreal. Although it’s possible to drive to the track by taking the Jacques Cartier Bridge across the St Lawrence Seaway, parking at the track is very limited. Most fans take the metro from downtown Montreal and get off at the Ste-Helene Station, which is just a couple of hundred meters from the track.

Mexican Grand Prix, Autodromo Hermanos Rodriguez Getting tickets:  For tickets or information, see the official website: https:// linktr.ee/mexicogp or Twitter: @mexicogp Fly to: Mexico City Where to stay: The Mexican Formula One track is in the city, so that leaves plenty of options to stay downtown. Central areas of Mexico City are best though, in terms of both safety, culture, and having the best restaurants and nightlife. Getting to the track: The Autodromo is located to the east of the city, not too far from the main international airport. Traffic in Mexico can be very slow moving, but there is a good metro service that goes direct to the circuit.

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Miami Grand Prix, Miami International Autodrome Getting tickets: For tickets or information, see the official website: https:// f1miamigp.com/ or Twitter: @f1miami Fly to: Miami Where to stay: The Miami International Autodrome runs around the Hard Rock Stadium, which is around 25 kilometers north of Downtown Miami. This means staying anywhere in the city, or even on South Beach, is perfectly feasible. Getting to the track: The Hard Rock stadium has good transport links from downtown, with several bus routes running to the circuit. The freeways run near the track, but parking can be difficult — especially as the track runs over the car parks that are normally used for events at the venue.

Las Vegas Grand Prix, Las Vegas Getting tickets: For tickets or information, see the official website https://www.

f1lasvegasgp.com/ or Twitter: @F1LasVegas Fly to: Las Vegas Where to stay: The Las Vegas circuit is in the middle of the city, so staying anywhere local will be ideal — although prices are super high for race weekend. Getting to the track: As the race track is in the middle of Las Vegas, everywhere is within walking distance of the major landmarks and casinos.

United States Grand Prix, Circuit of the Americas Getting tickets: For tickets or information, see the official website: https://­ circuitoftheamericas.com/event/f1/ or Twitter: @cota Fly to: Austin Where to stay: The Circuit of the Americas lies just outside of the main city, so staying downtown in Austin is perfect for the grand prix weekend. Getting to the track: The circuit is around 15 miles from downtown Austin, and is close to Austin-Bergstrom International Airport. If you are taking a car, it is just off the SH130 toll road, or via the I-35 south that runs to highway 71 east.

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Races in Europe If you fancy taking in a Formula One race in Europe, your (quite plentiful) choice of tracks is as follows.

Austrian Grand Prix, Red Bull Ring Getting tickets: For tickets or information, see the official website: www.­

redbullring.com or Facebook: @redbullring Fly to: Graz or Vienna Where to stay: The Red Bull Ring is in a rural part of Austria, with accommodation very spread out and quickly booked up. If you don’t fancy camping at the track, the nearest city is Graz, which is around an hour away. Getting to the track: The Red Bull Ring is located north of the town of Zeltweg. It has good transport connections, and the S36 motorway runs right by.

Azerbaijan Grand Prix, Baku Getting tickets: For tickets or information, see the official website: www.­

bakucitycircuit.com or Twitter: @BakuCityCircuit Fly to: Baku Where to stay: The Baku city track is right in the middle of the new part of the city, so staying anywhere downtown is perfect as every part as the circuit is within walking distance. Getting to the track: Being right in the city center, parking can be difficult so it is best to walk to the track or use public transport.

Belgian Grand Prix, Spa-Francorchamps Getting tickets: For tickets or information, see the official website: www.­

spagrandprix.com or Twitter: @spagrandprix Fly to: Brussels Where to stay: Spa-Francorchamps is not that close to major cities but there are plenty of hotel options near the track. One of the best places to stay is the city of Spa, which is around 10 miles from the track.

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Getting to the track: The Spa-Francorchamps circuit is easily accessible by road from most of central Europe. Situated in the picturesque Ardennes forest, the nearest major cities are Brussels (90 miles) or Cologne, Germany (70 miles). The track lies just more than 10 miles from the German border, just off the major E42 motorway.

British Grand Prix, Silverstone Getting tickets: For tickets or information, see the official website www.

silverstone.co.uk or Twitter: @SilverstoneUK Fly to: London Luton or East Midlands Where to stay: Silverstone is in the middle of the British countryside, but the cities of Northampton and Milton Keynes are less than 30 minutes away from car. Getting to the track: Silverstone is easily accessible from the major motorways and is situated between Towcester and Brackley, about 65 miles north of London. The best access road is the A43, which can be reached from the M1 and M40 motorways, with new bypass roads now fully complete. Follow the road signs from here, and remember that traffic can be very heavy during grand prix weekends.

Dutch Grand Prix, Zandvoort Getting tickets: For tickets or information, see the official website www.dutchgp.

com, or Twitter: @f1dutchGP Fly to: Amsterdam Where to stay: Zandvoort itself is a busy seaside town that has many hotels  — although they can get quickly booked up for the grand prix. Amsterdam is the nearest major city, and there are regular trains on race weekend. Getting to the track: Zandvoort is a Dutch seaside town around 20 miles west of Amsterdam. There are not many parking options so you are better off taking public transport or even cycling to the track — as there are plenty of bike parks.

Emilia Romagna Grand Prix, Imola Getting tickets: For tickets or information, see the official website: www.

autodromoimola.it or Twitter: @autodromoimola Fly to: Bologna

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Where to stay: Although it is possible to commute from Bologna on race weekend, there are several small towns near the Imola circuit that have hotels if you book early enough. Getting to the track: The town of Imola is situated in northern central Italy, about 25 miles southeast of Bologna, which has good flight connections with the rest of Europe. The track is south of the city, and road signs can sometimes be confusing, so you can often do worse than follow the thousands of Ferrari fans pouring into the track.

Hungarian Grand Prix, Hungaroring Getting tickets: For tickets or information, see the official website: www.

hungaroring.hu or Facebook: @hungaroringofficial Fly to: Budapest Where to stay: With the track not being too far away from Budapest, the best place to stay is in the city, which has plenty of accommodation options. Getting to the track: The Hungaroring lies about 15 miles northeast of Budapest. The best route to the track is to take the M3 motorway towards Miskolc, before picking up signs to the circuit.

Italian Grand Prix, Monza Getting tickets: For tickets or information, see the official website: www.

monzanet.it, or Twitter: @Autodromo_Monza Fly to: Milan Where to stay: The royal park of Monza is on the outskirts of the city, and there are many hotel options nearby. However, it is also possible to stay in Milan and either drive in or take the train. Getting to the track: Monza is located in northern Italy, about 10 miles northeast of Milan. The town of Monza is well-signposted from the Tangenziale Est, and the track can be found in the Royal Park of Monza.

Monaco Grand Prix, Monte Carlo Getting tickets: For tickets or information, see the official website: www.

formula1monaco.com or Twitter: @ACM_Media Fly to: Nice

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Where to stay: Monaco has a lot of hotels, but they can be super expensive on grand prix weekend. With a good railway line along the coast, there is better value to be had finding somewhere in the towns along the coast. Getting to the track: The principality of Monaco is on the Mediterranean coast about 15 miles east of Nice. It is easily accessible by the coastal roads, although the inland A8 Autoroute can be quicker.

Spanish Grand Prix, Barcelona Getting tickets: For tickets or information, see the official website: www.

circuitcat.com or Twitter: @Circuitcat_eng Fly to: Barcelona Where to stay: Although it is possible to drive in from Barcelona city, there are some towns nearer the track with good hotel options, including Granollers and Mataro. Getting to the track: The Circuit de Catalunya is situated about 10 miles north of Barcelona. The track is easily reached off the A7 motorway which heads toward Girona. Take Exit 13, which is signposted Granollers before picking up signs for the track.

Races in the Middle East Formula One has expanded greatly in the Middle East, and the region now boasts four grands prix that offer a variety of different experiences.

Abu Dhabi Grand Prix, Yas Marina Getting tickets: For tickets or information, see the official website: www.

yasmarinacircuit.com, or Twitter: @ymcofficial Fly to: Abu Dhabi Where to stay: As part of the Yas Island leisure complex, there are many hotels near the circuit, but these can get quickly booked up. However, Abu Dhabi itself is not so far away by car — and even Dubai can be an option. Getting to the track: The Yas Marina track is located not far from Abu Dhabi’s international airport, and is well signposted from the city with good access roads.

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Bahrain Grand Prix, Sakhir Getting tickets: For tickets or information, see the official website: www.

bahraingp.com or Twitter: @BAH_Int_Circuit Fly to: Manama Where to stay: Although the Sakhir track is towards the south of the island, the main hotels are all in the city of Manama, which has options for a variety of budgets. Getting to the track: The circuit is located about a 40-minute drive from Manama on the main Shaikh Khalifa Bin Salman Highway, and is well signposted.

Qatar Grand Prix, Losail Getting tickets: For tickets or information, see the official website: www.lcsc.qa or Facebook: @circuitlusail Fly to: Doha Where to stay: After hosting the soccer World Cup in 2022, Doha has plenty of hotel options for international visitors and is within easy driving distance of the Losail track. Getting to the track: The Losail circuit is located about 8 miles north of Lusail, which is Qatar’s second largest city. Doha is around 20 miles south of the track.

Saudi Arabian Grand Prix, Jeddah Getting tickets: For tickets or information, see the official website: www.

saudiarabiangp.com or Twitter: @SaudiArabianGP Fly to: Jeddah Where to stay: The Jeddah circuit is situated to the north of the city, and there are plenty of hotel options nearby. Getting to the track: Situated in the Corniche area to the north of the city, the Jeddah circuit is best traveled to via taxi, as parking can be quite difficult.

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Races in Australia and Asia Finally, if you’re interested in watching Formula One Down Under or in the Far East, these are the places for you.

Australian Grand Prix, Melbourne Getting tickets: For tickets or information, see the official website: www.

grandprix.com.au or Twitter: @ausgrandprix Fly to: Melbourne Where to stay: With good transport links to Albert Park, staying anywhere in ­Melbourne is great for the grand prix weekend — although the St. Kilda area is the nearest to the track. Getting to the track: The circuit is situated right in the middle of the picturesque Albert Park, which is easily accessible from anywhere in downtown Melbourne. It is best to leave your car at home, though, and either get a taxi to one of the entry gates or  — better still  — jump on the tram that takes you right to the circuit entrance.

Japanese Grand Prix, Suzuka Getting tickets: For tickets or information, see the official website: www.

suzukacircuit.jp or Twitter: @suzuka_event Fly to: Nagoya or Osaka Where to stay: Although there are some hotels near the track — both in Suzuka town and at the nearby amusement park — these often sell out quickly for the F1 weekend. One option is to stay in Nagoya, around 40 miles from Suzuka, and get the train in and out each day. Getting to the track: Suzuka is situated on the main Japanese island of Honshu. It’s about 300 miles west of Tokyo and is best accessed by train via Nagoya. Japanese public transport is excellent, and staff are very helpful.

Singapore Grand Prix, Marina Bay circuit Getting tickets: For tickets or information, see the official website: www.­

singaporegp.sg or Twitter: @F1NightRace Fly to: Singapore

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Where to stay: As a city night race, staying anywhere in Singapore is perfect for the grand prix weekend, as there are plenty of options to use public transport or walk to the track. Getting to the track: The Marina Bay circuit is in the heart of Singapore, around 30 minutes by car from the airport. Public transport is a better bet for the race weekend, and there are numerous metro options that will take you to a circuit entrance.

A final list of do’s and don’ts There are certain do’s and don’ts that are like second nature to regular Formula One fans, but if you have never been to a race before you may not know exactly what these things are. Here is a handy list that should help you out:

»» Do take a rug or waterproof mat to sit on (and even a chair), especially if you are in the general admission areas. You may be sitting on concrete or grass for race day and, if it’s been raining, the ground could be very muddy and dirty. Having a rug also marks out an area of ground that is yours, so other fans can’t push or force their way onto your space. But don’t be too greedy and take up too much space for yourself, because it could make you very unpopular with other race fans.

»» Do take a raincoat to protect yourself if it rains. Although a lot of fans take along umbrellas, these can block the view of other fans, and track security may ask you to put it down. Having a waterproof coat also enables you to move about the crowds much easier, and if the rain does stop, you’ll at least have something to sit on.

»» Do take sunscreen. Although most people only consider taking sun tan lotion to the beach when they’re on holiday, you’d be surprised just how much sun you can get at a race track. When you’re at a race, you probably won’t move for several hours, and if the sun is out, then you become a prime candidate for sunburn. Turning up for work the following day with a healthy glow and beaming about the grand prix you have just been too is a lot more fun than looking like a cooked lobster and being miserable about it!

»» Do take earplugs — especially for any children that you have with you.

Formula One cars are very loud, and if you don’t wear ear protectors then your ears will not only hurt at the end of the day, but you’ll probably have a screaming headache and have lost your sanity. Although you can spend a lot of money on headsets that muffle out the sound, most fans and team personnel wear foam earplugs that you can roll up with your hands. You can purchase these from most vendors at the track, and you may even be given a free set when you walk in the circuit gates in the morning. Make sure to follow

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the instructions closely when you put them in, because if they’re not worn properly, it can be just as bad as not wearing them at all.

»» Do dress for the weather. The climate can vary dramatically during the

season and from location to location. The cool cotton summer clothes for Singapore, which is very hot and humid, will be of no use at all for the Belgian Grand Prix, which can sometimes be wet, cold, and windy. Check the weather forecasts (either on your phone or on websites) for where you’re travelling to in the week leading up to the race.

»» Do wear comfortable shoes, even if they are not the most fashionable.

Although it feels great to wear your coolest gear to a grand prix, it won’t make up for sore feet at the end of a weekend. You’ll do a lot of walking at a Formula One race, over grass, gravel, and tarmac, so make sure your feet are ready for the punishment.

»» Do take enough money to buy your food, drink, and merchandise.

Although you can usually find cash machines at the Formula One races, the queues can sometimes be horrific. Make sure you don’t waste your time standing in line: Bring enough cash with you to buy everything you need to make your visit to the Formula One race perfect.

»» Do bring a radio or mobile device so you can keep up to date with what

is going on out on the track. Track commentary is provided through a public-address system, but Formula One cars are so loud that it’s hard to hear what’s being said when the cars are racing past. Some tracks, however, set up their own radio station through the weekend so that you can tune your radio to, to listen in to the commentary. Alternatively, you can listen in on the official F1 app.

»» Do bring binoculars, no matter where you are sitting. Formula One tracks are big places, and binoculars help you get a much closer look at the cars, teams, and pits when you’re stuck on the other side of the track.

»» Do bring plenty of water. Staying hydrated is very important at a Formula

One race, and it’s all too easy not to bring enough water with you. The spectator banks and the grandstands can get very hot, and there’s nothing worse than spending all your money to get into a race only to waste it in the medical center because you’ve been struck down with heat stroke or exhaustion.

»» Do bring your own food and cooler. If you don’t want to lose your spot in

the spectator banks and you want to enjoy some of your favorite food, then bring your own cooler and picnic. Doing so ensures you don’t have to miss out on any of the action on the race track. You can also avoid what are likely to be big queues for the food vendors. But always check first what the race organizers do and don’t allow you to bring in to the track. Some venues will not allow metal can nor glass bottles.

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»» Don’t throw things. The spectator banks and grandstands are quite close to

the circuit, and it’s important that objects — even plastic food wrappers — aren’t thrown onto the track. Any litter on the track can be dangerous because it can cause a driver to skid off the circuit, or it can get caught up in the brakes and cause them overheating problems that could put them out of a race. If security sees that you have deliberately thrown something on the track, you may find yourself chucked out of the track.

»» Don’t get drunk or start acting the fool. Track officials are desperate to

ensure that everyone at the event has as good a time as possible, and they’ll look dimly on anyone who starts misbehaving and making a nuisance of themselves. You may be given a warning, or you could be thrown out of the circuit immediately.

»» Don’t mouth off. Out of fairness to the people around you who paid a lot of good money to watch the race, don’t keep shouting out your dislike for a certain driver. This advice is for your own good. You may very well be sitting near or standing among several fans of the driver you hate and that could make things quite awkward.

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IN THIS CHAPTER

»» Following Formula One at home »» Tips for watching the sport on television »» Where to get in touch with your heroes

17

Chapter 

Following Formula One from Home

A

s strange as it may seem, many Formula One fans never ever make it to an actual race.

They may live in a country that doesn’t have an event, they may not have enough money to afford tickets, or they may simply not get excited about the prospect of standing around in the pouring rain for a day to watch some cars going around when they could be in the luxury of their own front room with a cold drink in their hands. Luckily for them, however, Formula One gets massive coverage worldwide on television, radio, newspapers, magazines, the Internet, and social media. Even without ever setting foot at a race venue, you can follow what’s going on 24 hours per day, 365 days a year. In fact, the coverage is so good that fans often find themselves knowing more about what’s going on in the sport than some of the drivers. For those fans who are still desperate for more, despite all the coverage elsewhere, the sport has plenty of fan clubs and opportunities to see behind-the-scenes, even if you can’t make it to many — or any — of the races.

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Turning on Your Screen On most Sunday afternoons during the summer, you find millions of people around the world sitting down in their darkened lounges to watch Formula One on the television — or even watching it on their phone while out and about. It has become a ritual for lots of people, and no wonder: The coverage of the sport delivers a fantastic spectacle, providing views and insights that aren’t available for fans at the event.

Camera angles galore Formula One’s broadcaster sets up numerous cameras around the track, paddock, pit lane, on the cars, and even inside the drivers’ helmets, to ensure that no moment of action is missed. These images are backed up by several reporters in the pits and paddock who grab interviews with drivers, team bosses, or other personnel. Here are the different cameras views that you can expect to see if you watch a Formula One race on television:

»» Cameras mounted along the side of the track: This view, the most com-

mon one used to show the action, mainly focuses on the best battles from a sequence of cameras mounted at the side of the track. When the car has gone out of view of one camera, the next camera picks it up, and then the next, and so on, ensuring that cars can be seen on every single inch of asphalt throughout a grand prix race.

»» Overhead cameras: Helicopters are used throughout grand prix qualifying

and the race to offer overhead views of the cars in action. This view can give great in-depth analysis of overtaking moves or accidents. Formula One has been experimenting with drones to capture high speed action shots but they currently aren’t fast enough to keep up with the cars!

»» Curb-mounted cameras: Special small cameras can be mounted in the curbs

or safety walls at the side of the track to offer a real close-up vision of the cars. Sometimes the car runs right over these small cameras — showing fans the underside of the cars or tires.

»» On-board cameras: Special cameras are mounted above the driver’s head, or on the nose, to show fans exactly what is in front. This view can be especially fascinating during great overtaking moves, pole position laps, or even during accidents.

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»» Helmet cameras: Small cameras are now fitted inside the padding of a driver’s helmet to offer a view of what they are actually seeing from the cockpit — including the steering wheel and halo.

»» Rear view cameras: Cameras can be mounted to parts of the back-end of the car to show views of what’s going on behind the cars. This view lets you see trailing cars close the gap and look for a way past.

»» Pit lane cameras: A sequence of cameras are positioned in the pit lane to

focus on cars that are about to stop for tire changes. These cameras can also show pit crews working on the cars during practice and qualifying. They can even highlight what’s wrong with a car that’s been forced to come into the pits to retire. A special overhead camera on a wire that runs down the length of the pit lane also keeps track of the cars that are coming and going. Roving cameras can also pick up the post-race celebrations when drivers return to the pits after the checkered flag.

»» Pit wall cameras: During the race, team bosses and other senior personnel

sit in special booths on the pit wall, and their behavior can be crucial in helping to decide the outcome of the race because they are often focused on race strategy for their drivers. Team bosses could be rushing from the pit wall to the garage if there’s a problem with the car, or arguments could break out between different team personnel. It’s important the cameras do not miss these.

»» Interview cameras: Roving cameras follow around a reporter who chases

down drivers and team personnel for interviews when track action is taking place. These interviews can take place during the races themselves and offer explanations for what’s happening at the time. This facility is not available in other sports, like soccer or baseball, where interviews only take place during breaks in the action.

»» The green room camera: Just before the drivers are taken to the podium

ceremony, they are put in what is called the green room. Here, they can be observed watching a replay of the action and interacting with each other — which can sometimes even include them disagreeing on incidents out on the track.

»» Podium camera: After the race, the top three drivers return to the pits before the special podium ceremony, where they’re handed their trophies and spray champagne (or sparkling wine, as has happened most recently). A special camera is set up to follow this. Formula One has also added a special camera to the actual podium champagne bottles for a unique view.

»» Fan cameras: One of the highlights for many fans who go to the race and

video it to watch later is actually seeing themselves on the television. Special cameras follow fans’ reaction to events on the track, as well as the celebrations later. Try and spot yourself among the crowds!

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Listening to the experts You would never expect to watch a football game on the television without commentary, and the same is true of Formula One races. Each television station that covers the race has its own commentary team, which not only makes the sport entertaining but also informs the fans at home about what’s exactly happening out on the track. (To find out how to locate the coverage on your own TV, head to the following section, “Finding Formula One coverage.”) The commentators sit in their own booth, usually high above the track, and have their own monitors to follow the action. They also have access to high-tech timing screens that allow them to check on the gaps between the drivers out on the track, as well as informing them which drivers are putting in the fastest laps. Commentators are also linked up by radio to their own reporters down in the pit lane who inform them of the latest developments in the garages. This setup is why commentators are often able to inform the fans which drivers are about to stop for fresh tires or why a driver has just retired from the race. In fact, many of the ­commentators do such a good job that fans at home often find themselves knowing more about what’s going on at the race than those at the track. The television stations also have access to (and will broadcast) the radio communications between the drivers and the pits, enabling them to listen in as orders are given to the drivers or the driver complains about the behavior of another driver. On special occasions, a commentator may be able to get direct communication with a driver as he drives the car  — something that doesn’t happen in other sports.

MURRAY WALKER — FORMULA ONE’S MOST LOVED COMMENTATOR When you’re watching a Formula One race at home with some friends, you may often hear them say “It’s not as good as when Murray Walker was doing it.” Walker wasn’t a driver, but he was the most famous and loved Formula One commentator in the world. His enthusiastic loud style earned him millions of fans around the world; many claimed that he commentated as though his trousers were on fire. His career stretched back to the 1948 British Grand Prix and, although he retired in 2001, he kept close to the sport until his death in 2021.

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When you’re sitting at home and you get frustrated because your Formula One commentator keeps getting his drivers mixed-up, hold back a minute before you pick up your soft drink can and throw it at the television set in disgust. Although people sitting at home, relaxed in their darkened lounges, can easily see what’s going on, commentators work in a very loud and busy environment, often with the sun glaring down on the screens they’re commentating from, and they have to pay attention to lots of things. No wonder they sometimes make mistakes.

Finding Formula One coverage No matter where you are in the world, you can easily find live coverage of a Formula One race, but you may have to hunt around the television schedules to find which stations it is on. More often than not, Formula One is broadcast on pay TV channels that do a lot of promotion to make people aware of what they are offering. Formula One also has its own subscription television offering, F1TV, which is available in certain regions. It broadcasts all the track action live, as well as interviews, previews, and reviews, and you can even watch historic races. More information can be found on the ­official Formula 1 website www.formula1.com. There is also an official F1 app that offers live timing screens from the sessions, as well as team radio and official commentary so you can follow the action even if you can’t find it on a television.

DRIVERS WORKING ON TV — WHY YOU SHOULD LISTEN TO THEM When Formula One drivers retire, many of them turn their back on the sport for good and are never seen in a grand prix paddock ever again. Some, however, can’t stand being away from the sport and invariably take on reporting roles, either for television or radio. And although many of these ex-drivers may prefer to be out there on the track, their insight into what goes on behind the wheel often provides an element to understanding a grand prix race that normal commentators can’t provide. After all, the drivers know exactly what their former rivals are going through during the races; they know how tiring races can be; and they can predict the mistakes and opportunities that often decide the outcome of a race. One of the best drivers-turned-commentators is Martin Brundle, one of Britain’s most famous stars, who sadly failed to win a Formula One race. He now works for Sky, and his considered approach is matched by his enthusiasm for his traditional grid-walk — a spontaneous wander before the start where he speaks to anyone and everyone he can.

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Most countries sell the rights to a race to one particular channel, which can vary year-on-year. Check out your favorite Formula One website or have a look on social media to find out who is broadcasting the event in your area. If the worst comes to the worst, you can always wait until the race is due to start and flick through the channels to check who is showing the race. Television stations do more than just show the races though. They also air preview shows, special features, and behind-the-scenes looks. Some television stations that don’t have the rights to broadcast the races live can still put on Formula One specials with exclusive interviews. It is always worth checking out the local television listings.

Listening to the Radio and Podcasts If you’re not near a television or you’re on the move when a race is taking place, you can still follow what’s going on. Many radio stations follow the races live, and sometimes the commentary is so good that fans at home turn down their television sets and watch the images to the sound of the radio. Because they’re better able to devote time to covering the entire weekend, radio stations often provide more in-depth analysis than is available on some television channels. By the time the television stations have switched to the next program, radio reporters are often walking up and down the paddock and pit lane to bring more interviews. Of course, one of the main drawbacks of radio commentary, however, is that you do not get to actually see what is going on. You can also listen to this radio commentary at the track, although the tracks themselves sometimes have their own radio stations providing track commentary, interviews, and other important announcements. It is best to look around the Internet or social media to find out which radio stations are covering the race. Fans are also spoiled for choice these days when it comes to finding content to consume between races. Many high-quality podcasts (both audio and video) available today include expert opinion on the latest events, debate about the latest controversies, and even interviews with some of the main stars. Have a search on your favorite podcast provider for Formula One.

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Following on the Internet Formula One has not been left behind by the massive growth of the Internet, and hundreds of websites now cover the sport. The coverage is much more up-to-date than the newspapers and magazines that continue to report on the races because it is often published within seconds of events happening. What exactly you want from a Formula One website very much depends on personal preferences, and there are so many different options to go for. Some sites take a more serious approach to covering the news, and will include detailed analysis of the races, exclusive interviews with the biggest stars, as well as deep dives into the technical aspects of the cars. Other websites will focus more on the gossip from the paddock, and take a more lighthearted approach to all that has happened on a Formula One weekend. Finding the right site for you can take some time, but a good starting point is to type Formula One into your favorite search engine to see what grabs your attention. When you do, however, you’ll probably be given a list of several hundred websites to trawl through. Although some sites do charge subscriptions, it is still possible to get everything you want free-of-charge. Here is a selection of 10 of the most popular independent English language sites out there. Each one delivers regular news updates, as well as features, interviews, and photographs. They all have their different styles, so take a pick and find a favorite.

»» www.motorsport.com »» www.racingnews365.com »» www.planetf1.com »» www.gpblog.com »» www.crash.net »» www.autosport.com »» www.gpfans.com »» www.speedcafe.com »» www.racer.com »» www.racefans.net Also don’t forget to look at the official websites of Formula One’s organizers.

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Motor racing’s governing body, the FIA has its own site. It is usually packed with the latest information from grands prix events, including press conference transcripts, press releases, and other vital information. You can find this site at www. fia.com. Formula One’s commercial rights holder also has an official site that can be found at www.formula1.com. This includes the latest news, analysis, interviews, and video highlights from each race.

Up Close with Social Media Formula One fans can get closer to drivers now than they have ever been able to in the past thanks to social media. Almost every driver and team posts regularly on the main social media platforms with what they are up to, so you always know what they are thinking about. Teams also often host Q&A sessions with their drivers so if you are lucky you can get to ask a direct question to your favorite racers. Some go even further than that though, as Lando Norris and Max Verstappen have been known to chat to fans during some live streaming sessions they do while taking part in sim racing. All the details of the driver and teams’ social media channels can be found at the end of this chapter. Social media is also a great way to interact with other fans and media too. There are numerous channels that offer watch-alongs, which you can follow while the track action is taking place, and many social media accounts have hundreds and thousands of followers. Have a search on your favorite platform for the hashtags #formulaone, #formula1, or #f1, and have fun exploring.

Keeping in Touch with Your Driver or Team Formula One is such an international sport that it’s very difficult for the average fan to go to each race on the calendar. To travel to the 23 races a year, you’d not only need plenty of free holidays from work, but also a very sizeable bank balance to fund the travel budget. Although coverage of the sport on television, radio, newspaper, magazines, and the Internet may be enough for many fans, for those who are incredibly devoted to a driver or team, there are plenty of chances to get a bit closer to the action.

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Getting autographs long distance If you fancy getting a photograph or piece of merchandise signed, and you can’t make it to a race, try writing to a team and asking them to get an autograph for you. When drivers visit the team’s factories during the season, they are often asked to spend some time signing items at the factory. Sometimes the team will send out these signed driver cards to fans. You could also ask if it is possible to get something personal signed, although this could be a long shot with no guarantee of success. If you follow this route, keep the following in mind:

»» Make sure that you always enclose a self-addressed stamped envelope (SASE) so that the team can send the item back to you. Without an SASE, there’s no guarantee that you’ll get your stuff back.

»» Don’t expect an immediate reply. You could wait up to six months for a

response from a team, such is the demand for getting items signed, so make sure what you send off is something that you won’t miss.

Keep an eye out on websites for special appearances by drivers and other team personnel at locations near you. Sponsors are only too keen to show off drivers to the fans, and you may find that Lando Norris, for example, will be stopping off for a quick chat with fans just around the corner from you — especially if it is grand prix time.

Joining a fan club Fan clubs provide a great opportunity to get near the stars. Almost all drivers and teams have their own fan clubs. These clubs often provide exclusive chances for you to meet your stars — or get things signed — that are not available to the normal fans. In exchange for a yearly fee, which can vary from $20 to $50, depending on how popular the club is or what perks you get for joining, fan clubs offer a host of other benefits. These can range from signed photos, badges, and T-shirts to full-blown regular magazines and the chance to meet the driver or visit a team’s factory. Not all fan clubs are official. Be sure to check out exactly what you get for your money before you join. If the club is official, it will tell you so, and you can probably expect better benefits than unofficial sites that are usually run by fans.

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Here are the details of where you can find information on your favorite driver or team, their social media tags, and where you can get in contact with the teams. Table 17-1 lists where you can find information on particular drivers. For information on your favorite teams, see Table 17-2.

TABLE 17-1

Contact Information for Drivers

Driver

Contact Information

Max Verstappen

Website: https://www.verstappen.com Twitter: https://twitter.com/Max33Verstappen Instagram: https://www.instagram.com/maxverstappen1 Facebook: https://www.facebook.com/MaxVerstappen

Sergio Perez

Website: https://checoperez.com Twitter: https://twitter.com/schecoperez Instagram: https://www.instagram.com/schecoperez Facebook: https://www.facebook.com/sergioperezf1

Charles Leclerc

Website: https://www.charlesleclerc.com Twitter: https://twitter.com/Charles_Leclerc Instagram: https://www.instagram.com/charles_leclerc Facebook: https://www.facebook.com/CharlesLeclercOfficiel

Carlos Sainz

Website: https://www.carlossainz.es Twitter: https://twitter.com/carlossainz55 Instagram: https://www.instagram.com/carlossainz55 Facebook: https://www.facebook.com/Carlossainz55

George Russell

Website: https://www.georgerussell63.com Twitter: https://twitter.com/GeorgeRussell63 Instagram: https://www.instagram.com/georgerussell63 Facebook: https://www.facebook.com/GeorgeRussell63

Lewis Hamilton

Website: https://www.lewishamilton.com Twitter: https://www.twitter.com/lewishamilton Instagram: https://www.instagram.com/lewishamilton Facebook: https://www.facebook.com/LewisHamilton

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Driver

Contact Information

Esteban Ocon

Website: https://www.esteban-ocon.com Twitter: https://twitter.com/OconEsteban Instagram: https://www.instagram.com/estebanocon Facebook: https://www.facebook.com/profile.php?id= 100089976866074&mibextid=LQQJ4d

Pierre Gasly

Website: https://www.pierregasly.com Twitter: https://twitter.com/PierreGASLY Instagram: https://www.instagram.com/pierregasly Facebook: https://www.facebook.com/PierreGasly

Oscar Piastri

Website: https://oscarpiastri.com Twitter: https://twitter.com/OscarPiastri Instagram: https://www.instagram.com/OscarPiastri Facebook: https://www.facebook.com/OscarPiastriRacing

Lando Norris

Website: https://landonorris.com Twitter: https://twitter.com/landonorris Instagram: https://www.instagram.com/landonorris Facebook: http://facebook.com/landonorris1

Valtteri Bottas

Website: https://valtteribottas.com Twitter: https://twitter.com/ValtteriBottas Instagram: https://www.instagram.com/valtteribottas Facebook: https://www.facebook.com/ValtteriBottas

Zhou Guanyu

Website: https://www.zhou-guanyu.com Twitter: https://twitter.com/zhouguanyu24 Instagram: https://instagram.com/zhouguanyu24

Lance Stroll

Website: https://www.lancestroll.com Twitter: https://twitter.com/lance_stroll Instagram: https://www.instagram.com/lance_stroll Facebook: https://www.facebook.com/stroll.lance (continued)

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TABLE 17-1 (continued)

Driver

Contact Information

Fernando Alonso

Website: https://www.fernandoalonso.com Twitter: https://twitter.com/alo_oficial?lang=es Instagram: https://www.instagram.com/fernandoalo_oficial Facebook: https://www.facebook.com/FernandoAlonsoOficial

Kevin Magnussen

Website: https://kevinmagnussen.com Twitter: https://twitter.com/KevinMagnussen Instagram: https://www.instagram.com/kevinmagnussen Facebook: https://www.facebook.com/KevinMagnussen

Nico Hulkenberg

Website: https://www.nicohulkenberg.net Twitter: https://twitter.com/HulkHulkenberg Instagram: https://www.instagram.com/hulkhulkenberg Facebook: https://www.facebook.com/NicoHulkenberg.official

Daniel Ricciardo

Website: https://www.danielricciardo.com Twitter: https://twitter.com/danielricciardo Instagram: https://www.instagram.com/danielricciardo Facebook: https://www.facebook.com/danielricciardo

Yuki Tsunoda

Website: https://www.yukitsunoda.com/info Twitter: https://twitter.com/yukitsunoda07 Instagram: https://www.instagram.com/yukitsunoda0511 Facebook: https://www.facebook.com/yuki.tsunoda.1257

Alexander Albon

Website: https://www.alexalbon.com Twitter: https://twitter.com/alex_albon Instagram: https://www.instagram.com/alex_albon Facebook: https://www.facebook.com/alexalbonofficial

Logan Sargeant

Website: https://www.infinitysportsmanagement.co.uk/driver/

logan-sargeant

Twitter: https://twitter.com/logansargeant Instagram: https://www.instagram.com/logansargeant

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TABLE 17-2

Contact Information for Teams

Team

Contact Information

Red Bull Racing

Address: Red Bull Technology Campus, Building, 2 Bradbourne Dr, Tilbrook, Milton Keynes MK7 8AT Website: https://www.redbullracing.com Twitter: https://twitter.com/redbullracing Instagram: https://www.instagram.com/redbullracing Facebook: https://www.facebook.com/redbullracing

Ferrari

Address: Via Enzo Ferrari, 27, 41053 Maranello MO, Italy Website: https://www.ferrari.com/en-EN/formula1 Twitter: https://twitter.com/Scuderiaferrari Instagram: https://www.instagram.com/scuderiaferrari Facebook: https://www.facebook.com/ScuderiaFerrari

Mercedes Benz

Address: Operations Centre, Brackley NN13 7BD Website: https://www.mercedesamgf1.com Twitter: https://twitter.com/MERCEDESAMGF1 Instagram: https://www.instagram.com/MercedesAMGF1 Facebook: https://facebook.com/MercedesAMGF1

Alpine

Address: Whiteways Technical Centre, Chipping Norton OX7 4EE Website: https://www.alpine-cars.co.uk/formula-1/f1-team.html Twitter: https://twitter.com/AlpineF1Team Instagram: https://www.instagram.com/alpinecars Facebook: https://fr-fr.facebook.com/alpinesportscars

McLaren

Address: McLaren Technology Centre, Chertsey Rd, Woking GU21 4YH Website: https://www.mclaren.com/racing Twitter: https://twitter.com/McLarenF1 Instagram: https://www.instagram.com/mclaren Facebook: https://www.facebook.com/McLarenRacing (continued)

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TABLE 17-2 (continued)

Team

Contact Information

Alfa Romeo

Address: Wildbachstrasse 9, 8340 Hinwil, Switzerland Website: https://www.sauber-group.com/motorsport/formula-1 Twitter: https://twitter.com/alfaromeostake Instagram: https://www.instagram.com/alfaromeostake Facebook: https://www.facebook.com/alfaromeostake

Aston Martin

Address: Dadford Rd, Silverstone, Towcester NN12 8TJ Website: https://www.astonmartinf1.com Twitter: https://twitter.com/astonmartinf1 Instagram: https://www.instagram.com/astonmartinf1 Facebook: https://www.facebook.com/AstonMartinF1Team

Haas

Address: Overthorpe Rd, Banbury OX16 4PN Website: https://www.haasf1team.com Twitter: https://twitter.com/HaasF1Team Instagram: https://instagram.com/haasf1team Facebook: https://www.facebook.com/haasf1team

AlphaTauri

Address: Via della Boaria, 229, 48018 Faenza RA, Italy Website: https://scuderia.alphatauri.com Twitter: https://twitter.com/AlphaTauriF1 Instagram: https://www.instagram.com/alphataurif1 Facebook: https://www.facebook.com/AlphaTauriF1

Williams

Address: Grove, Wantage OX12 0DQ Website: https://www.williamsf1.com Twitter: https://twitter.com/WilliamsRacing Instagram: https://www.instagram.com/williamsracing Facebook: https://www.facebook.com/WilliamsF1Team

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6

The Part of Tens

IN THIS PART . . .

Learn about the greatest Formula One drivers Discover which were the best Formula One races Pin down the best things to do during a Formula One season Get the lowdown on the stars of tomorrow

IN THIS CHAPTER

»» Insight into the lives of some of the sport’s best drivers »» Great drivers whose great careers were cut tragically short »» Great drivers whose careers ended in retirement »» A great driver who is breaking all the records

18

Chapter 

The Ten Greatest Formula One Drivers

M

illions of youngsters dream of becoming Formula One drivers, but only a small fraction of them actually achieve it. Of those who get there, relatively few will be really successful, and fewer still will be looked back on in years to come as truly great. The drivers who qualify as truly great depend on who you ask. Ask a hundred Formula One fans to name their favorite driver, for example, and chances are, each will give a different answer. This chapter names the ten drivers we believe to be the sport’s greatest ever. This list will no doubt produce arguments and discussions — and that is partly the aim. However, we did arrange them in date order to avoid any more controversy!

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Juan Manuel Fangio Although some drivers are hailed for their talent but not their results, Juan M ­ anuel Fangio is lauded for both. Still regarded as the best ever by many in the sport, the statistics of his career are testament to just how good he was. Fangio may only have started 51 grands prix in his career, but he won five World Championships, 24 races, and started from pole position 29 times. Just imagine what he would have achieved if his career had lasted for 200 races, as many of the modern stars’ careers do. Fangio first began his racing experience as a riding mechanic in his native Argentina, before finally being given the chance behind the wheel. He impressed so much that the Argentinian government funded a trip to Europe in 1949, where Fangio took part in grands prix and beat plenty of more established stars’ starts. The following year, when the Formula One World Championship began for the first time, Italian team Alfa Romeo managed to sign Fangio up. He did not let them down, winning the second race of the championship and adding two more wins. Fangio’s first World Championship title came a year later, in 1951, and he would no doubt have added more success the following year if he hadn’t broken his neck in a crash at Monza, after having driven overnight to get to the track after a oneoff race in Northern Ireland. Fangio stayed out of racing until 1953 and won again in that year’s Italian Grand Prix. He hit the ground running from the beginning of the 1954 season, winning his second Championship and beginning an amazing run of title success in 1955, 1956, and 1957. The following season, Fangio raced in only two grands prix, partly to honor previous obligations, before retiring and becoming an ultra-successful businessman. He maintained close links with Mercedes-Benz, with whom he had clinched his 1955 title, and followed the sport closely. He sadly passed away in 1995.

Stirling Moss Stirling Moss was perhaps the first racing driver to become a household name — although those with a bit of knowledge of the sport remember him for something else. He is still widely talked about as the best driver never to have won the World Championship.

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Moss made his grand prix debut in 1951, but his early Formula One career didn’t allow him to reach his potential because his patriotism meant he chose to stick to British teams — even though they weren’t truly competitive. All that changed in 1954 when Moss signed to drive for Maserati, and he impressed enough to land a drive with the famous Mercedes-Benz team in 1955. That season saw Moss land his first victory at the British Grand Prix, but it came in controversial circumstances. He led home team-mate Juan-Manuel Fangio on home ground at Aintree, but many believed that Fangio had deliberately let Moss win. Moss went on to score a further 15 wins in his career, but never quite had the luck to be able to secure the Championship. He was runner-up four times and finished third in the Championship three times. Moss’s hopes of actually becoming world champion were scuttled for good in early 1962 when he crashed heavily during a race at the Goodwood circuit. He was badly injured, and although he made a full recovery, he never drove a Formula One car again — restricting himself to sedan and sports cars. He kept a close eye on F1 during his later years and eventually died at his London home in 2020.

Jim Clark It’s hard to imagine a great racing driver with a less glamorous background, but amazingly Jim Clark was a Scottish sheep farmer who became an international superstar, winning Formula One World Championships, the Indy 500, and many, many other races. One of the most remarkable aspects of Clark’s Formula One career was that  he spent it entirely with one team — Lotus. Clark made his debut in 1960 and won his first races the following year, although they were the non-championship Pau and South African Grands Prix. Clark’s first actual Formula One wins came the following season when he took three grands prix victories and finished runner-up to BRM’s Graham Hill in the title chase. Clark went one better the following season, clinching his first World Championship title and then won it again in 1965.

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By 1967, Lotus had embarked on an ambitious program with engine supplier Ford Cosworth for an all-new power-unit that was designed to lift the team clear of the opposition. The new Ford Cosworth engine made its debut at the 1967 Dutch Grand Prix, with Clark comfortably winning, and he went on to win the British, American, and Mexican Grands Prix with the new package. Clark was instantly installed as favorite for the 1968 championship and proved his status when he clinched victory in the season-opening South African Grand Prix. However, the motor racing world was left shell-shocked in April of that year when Clark was killed in a Formula Two race at Hockenheim in Germany. Clark’s death was perhaps the biggest loss the sport had until the death of Ayrton Senna in 1994.

Jackie Stewart Jackie Stewart was a racing driver who was a step ahead of his generation. He was the man who had the biggest impact in helping to improve safety, he was the first truly professional driver, and he was the first Formula One star to make the most of promotional activities. As well as all that though, Stewart became an ultrasuccessful racing driver, winning three World Championships and more races than any man before him. The canny Scotsman made his Formula One debut at the start of 1965 as teammate to the great Graham Hill, scoring points on his World Championship debut and then clinching his first win after a fantastic battle at the Italian Grand Prix. Stewart’s best years, however, were with the Tyrrell team, which he joined in 1968. One of his best victories came that year at the daunting 14-mile long Nurburgring in Germany, which he won by more than four minutes. Imagine that happening these days! In 1969, Stewart took his first World Championship title, adding another in 1971. After a disappointing 1972 season, caused in part by a stomach ulcer, Stewart, who had decided to retire at the end of the season, was determined to capture his third Championship in 1973. He achieved that feat, clinching a then-record 27th victory at the Nurburgring, but the season ended on a sad note when he pulled out of the United States Grand Prix at Watkins Glen after his teammate Francois Cevert was killed in practice.

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Stewart’s retirement as a driver opened up a new chapter in his career. He maintained close links with car manufacturer Ford. In 1997, along with his son Paul, he launched the Ford-backed Stewart grand prix team. It raced for three seasons, winning the 1999 European Grand Prix, before it was bought out by Ford, turned into the Jaguar team and eventually became Red Bull Racing.

Niki Lauda Niki Lauda may have won three Formula One world championship titles, but he is best known for his brave comeback from a fiery crash that nearly killed him. During the 1976 German Grand Prix at the Nurburgring, Lauda crashed his Ferrari, which burst into flames. Suffering severe burns and inhaling toxic fumes, his injuries were so bad that a priest gave him the last rites. The Austrian not only survived but he was able to make his F1 comeback just six weeks later at the Italian Grand Prix, where he finished fourth. Lauda would go on to miss out on that year’s championship by just one point to arch rival James Hunt, but there was plenty more success in his career. After making his F1 debut for March in 1971, Lauda’s biggest career success came at Ferrari where he won both the 1975 and 1977 world championship titles for the Italian team. A big money switch ($1 million per year at that time) to Brabham for 1978 did not deliver much success and, during the middle of the 1979 Canadian Grand Prix weekend, he told team boss Bernie Ecclestone that he was retiring on the spot. That was not the end of his racing career, though, because he came back for McLaren in 1982 and showed he had lost none of his skills by winning the 1984 title against teammate Alain Prost by just half a point. He eventually retired after the 1985 season, switching focus to running his own airline. However, he had many management roles in F1, including at Ferrari and Jaguar, before playing a big role in the recent success of Mercedes. Lauda died in 2019  in hospital, having long suffered health complications as a result of his 1976 crash.

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Alain Prost Alain Prost was undoubtedly one of the very best drivers in history — and probably the very best of the 1980s. One of Prost’s biggest attributes was not his outstanding natural speed in qualifying, but his ability to think tactically during races, a skill that earned him the nickname “The Professor.” Prost would start the events very slowly, to look after his tires, fuel load, and brakes. Then toward the end, he would charge his way through the field and invariably grab the victory in the closing stages. Prost’s Formula One debut came in 1980 with the McLaren team, with whom he would achieve great success many years later. At the time, however, McLaren was going through a lean patch, and Prost only managed to score five points that season. The poor return on his efforts led to the Frenchman looking for a drive elsewhere, and he switched to his national team, Renault. The driver and outfit appeared to gel immediately, and Prost scored his maiden victory at the 1981 French Grand Prix. By 1983, it appeared that Prost and his team were well on their way to the World Championship, but somehow rival Brabham managed to claw back the deficit and Nelson Piquet triumphed. The situation led to an acrimonious split, and Prost returned to McLaren. Back at McLaren, Prost was lined up alongside Niki Lauda for 1984, who had returned to the sport after retiring a few years earlier. The pair won 12 races out of 16 over the course of the season, but it was Lauda who took the title — by just half a point at the end. Prost finally clinched his first World Championship in 1985 and then added another the following season, despite a three-way championship showdown in the final race of the season in Australia. Prost then had a fallow few years before hitting back in 1989 after fighting off an ultra-strong challenge from team-mate Ayrton Senna. By the early 1990s, Prost could do little to stop the might of Williams-Renault, and he took a sabbatical in 1992, before returning in 1993 with Williams to grab his fourth World Championship title and then hanging up his helmet for good. He later tried his hand as an F1 team boss, but could not match the success he had as a driver.

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Ayrton Senna They say you only miss something when it’s gone, and that is perfectly true of the late Brazilian Ayrton Senna. Ever since his death at the 1994 San Marino Grand Prix, many within the sport continue to wonder just what the three-times world champion would have achieved — and how much he would have enjoyed fighting with Michael Schumacher for race victories. Although other drivers like Michael Schumacher and Lewis Hamilton have better records, Senna is widely regarded as one of the outright fastest. His tally of 65 pole positions provides the perfect evidence that, although his race craft may have been flawed sometimes — especially with controversial accidents — when he had to drive flat-out for the best time, few were better. Senna made his debut for the Toleman team in 1984 and came very close to winning a race almost immediately. He was running second in the rain-hit Monaco Grand Prix and closing on leader Alain Prost, when the race was stopped because of the weather. Senna would have to wait another year when, driving for Lotus, he won the wet Portuguese Grand Prix. Senna stayed at Lotus until the end of 1987 when a switch to McLaren delivered him the kind of success he had dreamed of as a boy growing up in Sao Paulo. Along with teammate Prost, the pair dominated the 1988 season, but it was Senna who grabbed the World Championship at the Japanese Grand Prix, despite nearly stalling at the start. He won the title again for McLaren in 1990 and 1991, before finding himself unable to compete with the technical superiority of the Williams team car. Senna subsequently joined the Williams team for 1994, but the partnership ended in tragedy at Imola when he was killed, cutting short what would have been an even greater career.

Michael Schumacher Michael Schumacher is perhaps Ferrari’s most famous ever racing driver, having dominated Formula One with the Italian team in the early 2000s. The German had already set new standards when he burst onto the F1 scene at the 1991 Belgian Grand Prix. His race that day for Jordan may have only lasted two corners, but he had done enough to get snapped up by the Benetton team on a long-term contract in time for the next race.

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As Schumacher found more and more success, including World Championship titles in 1994 and 1995, other racers became aware of the secret of his success: complete devotion to the job and a fanatical obsession with fitness. Many times, Schumacher’s rivals marveled that he could climb out of the car at the end of a tough grand prix without a bead of sweat on his forehead. Schumacher’s two titles with Benetton meant he was hot property on the drivers’ market, and Ferrari eventually lured him to its team in 1996, as it bid to win the World Drivers’ Championship for the first time since 1979. Schumacher came close several times, including losing out after a controversial crash with Jacques Villeneuve at the 1997 European Grand Prix, before he finally got success rolling in 2000. Further titles were added in 2001, 2002, 2003, and 2004 as he became F1’s first seven-time champion. He originally retired from F1 at the end of the 2006 campaign but was lured back by Mercedes in 2010. And although his return did not bring the kind of success he had earlier in his career, he enjoyed being back racing without the pressure of battling for a title. Schumacher finally retired for good at the end of 2012, but he suffered terrible head injuries in a ski crash in December 2013 that he has still not fully recovered from.

Fernando Alonso Fernando Alonso is Formula One’s most experienced driver ever, as well as the oldest on the grid at the start of 2023, but he has shown no signs of wanting to hang up his helmet just yet. The Spaniard made his debut all the way back in 2001 for the Minardi team, before spending the 2002 campaign as a Renault test driver. His breakthrough season came in 2003 for the French car manufacturer when he became, at the time, F1’s youngest winner with his triumph at the Hungarian Grand Prix. Alonso and Renault soon became a dominant force in F1, winning both the drivers’ and constructors’ championships in 2005 and 2006. He was lured away to McLaren for 2007 with hopes of adding another crown, but it would prove to be a difficult season for the fiercely competitive driver.

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Amid the fallout of McLaren getting engulfed in a spy scandal that would net it a $100 million fine, Alonso found himself battling against superstar rookie Lewis Hamilton — and feared his team was not favoring him. After falling out with team boss Ron Dennis, Alonso returned to Renault for two seasons before securing a dream move to Ferrari from 2010. Despite finishing runner-up in the world championship in 2010, 2012, and 2013, another title was out of his grasp and he and Ferrari parted ways after a frustrating 2014 campaign. A return to McLaren (under new management) proved equally troubling as Honda’s F1 return hit the skids early on, and Alonso briefly quit F1 at the end of 2019 before returning with Alpine in 2021. Having shown his fiery fighting spirit remained as strong as ever, he was poached by the Aston Martin team from the start of 2023 and proved to be as fast as ever as he delivered a series of podium finishes.

Lewis Hamilton Lewis Hamilton is arguably Formula One’s biggest superstar, achieving huge fame off the track as well as being one of the most successful drivers on it. He has matched Michael Schumacher’s tally of seven world titles, but is still adding to the records he holds of having more wins, more pole positions, and more points finishes than anyone else in history. Hamilton made his debut for McLaren in 2007, but that rookie campaign proved to be one of the most tumultuous in history, as his team was engulfed in a spy scandal that netted it a $100 million fine. He also endured some tense times with teammate Fernando Alonso — including being held up in the pits during qualifying for the Hungarian Grand Prix so he couldn’t start his final flying lap. A gearbox problem in the season finale in Brazil ultimately cost Hamilton the championship to Kimi Raikkonen, but he made amends the following season to capture his maiden crown.

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After some more frustrating years with McLaren, Hamilton took a gamble on joining Mercedes for 2013. But it was a move that paid off handsomely as Mercedes proved to be the most dominant team in F1’s new turbo hybrid era. Hamilton won his second title in 2014, and added more crowns in 2015, 2017, 2018, 2019, and 2020. He was beaten by teammate Nico Rosberg in 2016. Hamilton could have had an eighth title at the 2021 Abu Dhabi Grand Prix, but the race ended in controversy after the FIA made mistakes in its handling of a safety car restart, which allowed Max Verstappen to overtake him and take the title. While deeply disappointed at the time, the bad memories of that day have pushed Hamilton on to try to get back to the top.

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Chapter 

The Ten Best Formula One Races

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he Formula One World Championship has had more than 1,000 races in its history, and it’s no surprise that some of those have been more spectacular than others. Here I have picked ten of the very best.

1957 German Grand Prix Juan Manuel Fangio was 46 years old when he won this race around the tortuous 14-mile Nurburgring circuit to clinch his fifth and final World Championship. It was, without doubt, the greatest of many great drives from the champion. Fangio, driving for Maserati, was up against the two Ferraris of Mike Hawthorn and Peter Collins. The Ferraris were planning to go through the race without a pit stop, whereas Fangio decided he would start on half tanks to get far enough ahead to allow him to pit, refuel, and rejoin without losing the lead. With only gravityfed fuel churns and with wheel nuts that had to be hammered off and back on, pit stops in those days weren’t the two-second wonders of today. The Maserati team practiced the stop like crazy throughout the weekend and got it down to a highly commendable 30 seconds.

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Fangio had enough fuel for 12 of the 22 laps, and he duly took the lead on lap 3 and began pulling away from the Ferraris. He was 28 seconds in the lead when he pitted. But then everything began to go wrong. The stop went badly over schedule because Fangio’s seat had begun to work loose and needed to be fixed. He rejoined the race in third position, 51 seconds behind the Ferraris with ten laps to go. His first two laps were no quicker than the Ferraris as he took care to bed in his new tires (a necessary operation in those days). This fact lulled Ferrari into a false sense of security and their drivers relaxed; by the next time around, Fangio had made up a massive ten seconds. In the days before in-car radios, the Ferrari drivers knew nothing of Fangio’s advance and couldn’t be informed by the pits until they’d passed them again — over nine minutes later. Taking corners a gear higher than he’d done before, Fangio was driving out of his skin and obliterating the lap record by ever-bigger margins each lap. Going into the last lap he was right on the tail of Collins and passed him. He did the same to Hawthorn with a ruthless move. Hawthorn retaliated with a magnificent effort, lapping close to Fangio’s astonishing pace. But there was no beating the Maestro on this day.

1970 Monaco Grand Prix The 1970 Monaco Grand Prix had a very surprising end. When Jackie Stewart retired from the lead on lap 28 of 80 with engine failure, it looked like wily old veteran Jack Brabham had the race in the bag. And it continued to look that way until the very last lap! The sensation of the race was the performance of Jochen Rindt. He’d qualified only eighth in his old Lotus and spent much of the first half of the race in the lower reaches of the top six, well behind the leader. Then, at around half distance, Rindt suddenly switched into a different mode entirely. Passing cars — never an easy thing to do at Monaco — he became the fastest man on the track. When Chris Amon retired from second, only Brabham stood between Rindt and victory. Brabham was a full 15 seconds ahead of Rindt, with just 20 laps to go in the race. Driving with incredible flamboyance between the barriers of the tight track, Rindt was within one second of the lead as he and Brabham entered the last lap. Incredibly, Brabham broke under the pressure. With just two corners to go and Rindt right on his tail, he misjudged a lapping maneuver, locked his brakes, and slid straight into a straw bale. Rindt took one of the most unlikely victories of all time.

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1979 French Grand Prix Jean-Pierre Jabouille created a piece of history at the 1979 French Grand Prix. By winning the race in his Renault, he gave the turbocharged engine — a format that would come to dominate the sport in the years that followed — its first grand prix victory. But, unfortunately for Jabouille, that is not what the race is remembered for. A stirring late-race battle for second place between Gilles Villeneuve’s Ferrari and René Arnoux’s Renault captured the hearts of everyone who witnessed it. Almost half a century later, this battle is still recalled as one of the most thrilling, highoctane few laps that Formula One has ever seen. Villeneuve had led from the start but could only hold Jabouille’s faster Renault behind him for the first 46 laps of the 80-lap distance. Villeneuve’s pace slowed because his Ferrari was hard on its tires — teammate Jody Scheckter was forced to pit to have his replaced — and three laps from the end, Arnoux outbraked the Ferrari at the end of the pit straight to take second place. The Frenchman Arnoux assumed he could now follow his teammate home for a Renault 1-2 finish. But that was to reckon without the Canadian: Villeneuve counterattacked and repassed Arnoux at the same place on the next lap, smoke pouring off all four of the Ferrari’s tyres. On the last lap, through a fast downhill left-hander of the Dijon track, the two ran side-by-side, the crowd drawing their breath at the audacity of both men. They were going so fast that Arnoux couldn’t avoid sliding out wide, into the side of Villeneuve, both sliding wildly as they fought to control their cars, Arnoux now ahead again. They rubbed wheels and Villeneuve took to the grass to give Arnoux room. Then into the hairpin for the last time, Villeneuve stood on the brakes as late as possible and sliced his car inside Arnoux’s, smoke again pouring off his tortured tires. It was the decisive move, and the place was Villeneuve’s. Arnoux was not too disappointed with his third place, and the two men congratulated each other afterwards as the crowd went into a frenzy of cheering, whistling, and applause.

1981 Spanish Grand Prix At the 1981 Spanish Grand Prix, the track was slippery as hell, melting tarmac on Jarama’s racing line and dusty wastes off it. It wasn’t surprising that even stars of the caliber of Alan Jones, Alain Prost, and Nelson Piquet (who would eventually

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amass eight World Championships between them) made errors and left the track. And yet Gilles Villeneuve, in a turbo Ferrari that was a rocket ship down the straights but hopelessly slow in the corners, made not one single error in 80 laps, despite the additional pressure of spending most of that time keeping a four-car queue of faster cars behind him. He won a race that he shouldn’t have, given his competitive circumstances  — and that is always the measure of a very great driver. Jones led from the start, with Williams teammate Carlos Reutemann slotting into second. Villeneuve made his usual lightning getaway to be third into the first corner from seventh on the grid. Within a couple of laps, Villeneuve passed Reutemann’s faster car round the outside of the first corner, but he could do little about Jones. Then Jones, the world champion, locked his brakes and spun off the track. Villeneuve was in the lead. All he had to do was hold off the train of hungry rivals queued up behind him for the next 66 laps. The tiniest slip-up, the first chink of daylight, and the race would be lost. Villeneuve made no mistake. The first five cars crossed the line covered by 1.2 seconds — about what they had been for most of the race.

1984 Monaco Grand Prix The 1984 Monaco Grand Prix lasted just 31 laps of its allocated 77, but came tantalizingly close to producing one of the biggest upsets ever seen in Formula One. Deep rain puddles covered the track as the race got underway. Nigel Mansell’s Lotus took the lead from Alain Prost’s McLaren on the first lap and began to pull away at a ridiculous rate. His pit crew spent the next few laps desperately trying to get him to slow down. Mansell got a wheel on a painted white line as he headed up the hill to Casino Square on lap 15 and crashed hard into the barriers. Mansell’s mishap put Prost back in the lead, but soon the McLaren was quickly being caught by a driver in his fifth grand prix driving a Toleman — a previously uncompetitive car. That driver was Ayrton Senna. Remarkably, Senna was himself being slowly caught by another driver, in his sixth grand prix in an unfancied car. His name was Stefan Bellof. Just as Senna was about to take the lead, the race was stopped as the clerk of course felt conditions were just too dangerous. It was the day Prost first got to understand the challenge that Senna was going to represent.

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1987 British Grand Prix Nigel Mansell was always a hero with the Silverstone crowds. At the 1987 British Grand Prix he justified his status beyond any shred of doubt. Only the powerful Williams-Hondas of Mansell and Nelson Piquet were in contention around the high-speed sweeps of this track, and the pair were soon in a race of their own. Piquet led, but Mansell was right with him. Until, that is, Nigel began to feel a vibration in the steering. A front wheel weight had flown off, and with the car out of balance, the front tires began to suffer. Mansell dropped back, in frantic radio conversation with the team. The decision was made that he should pit for new tires on lap 35. There was no refueling in Formula One at this time, and a pit stop here surely spelt the end of Mansell’s chances. The crowd were despondent as he rejoined the race 30 seconds behind Piquet with 30 laps to go. But Mansell never knew how to give in, and with his new tires and his turbo boost turned high, he began cutting into Piquet’s lead at a second per lap. Two laps from the end, Mansell was on Piquet’s tail as they rushed down Hangar Straight at 200 mph. Into Stowe corner, Mansell feigned a move round the outside, Piquet moved to block him and Mansell dived down the inside. The crowd erupted. On his slow-down victory lap, he ran out of fuel. He was mobbed by the crowd.

1993 European Grand Prix Ayrton Senna was revered as a god by his legion of fans all over the world. At this wet Donington Park race in Britain, he walked on water. Senna was in an underpowered McLaren against the mighty Williams-Renault of Alain Prost. It was raining at the start as Prost went into the lead from pole position. Senna tried to pass Michael Schumacher for fourth into the first corner, Schumacher moved to block him, and Senna lost the place but then regained it by driving round the German’s outside. Then the two came to the awesome Craner Curves, a very fast downhill plunge with a blind exit. As everyone went through in single file, not daring to get off the line in the wet conditions, the McLaren pulled out to the right and passed Karl Wendlinger for third. Two corners later, Senna sliced inside Damon Hill for second. That left just Prost, whom Senna dispatched with an on-the-limit piece of late braking at the

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end of the lap. It surely stands as the best first lap anyone has ever done in the history of Formula One. From that moment on, Senna controlled the race. There was even a point when, on slick tires and with the rain falling hard, he was pulling away from Prost’s wet-tired car. It was an unbelievable demonstration of genius.

2005 Japanese Grand Prix Formula One has long debated about whether reverse grids, with the fastest drivers starting at the back, would make things more exciting. This arrangement has never been tried, but some races have delivered a mixed up order — and none more so than the 2005 Japanese Grand Prix. A wet qualifying had jumbled things up, with top stars — Michael Schumacher, Fernando Alonso, Kimi Raikkonen, and Juan Pablo Montoya — down in 14th, 16th, 17th, and 18th place on the grid respectively, and having a lot of work to do to get to the front. Although Toyota’s Ralf Schumacher led away from pole position before an early pit stop handed the lead to Giancarlo Fisichella, all eyes were on the big guns coming from the back. Fernando Alonso had looked inspired early on, moving up to seventh by the end of the opening lap. Then, in the early stages, he pulled off one of the most memorable overtaking maneuvers of modern times as he swooped around the outside of Michael Schumacher at the fearsome 130R corner. But as the pit stops rolled out, it was Raikkonen who appeared to be in the best shape as he hunted down long-time leader Fisichella. The Finn made his final fuel stop at the end of lap 45 and then set about closing down a ten-second deficit to Fisichella. It seemed a lot, but Raikkonen was in inspired form and eventually swooped past Fisichella at the start of the final lap. It proved to be one of the most remarkable drives of Raikkonen’s career and one of the most exciting races in F1 history.

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2008 Brazilian Grand Prix There have been some exciting Formula One World Championship deciders in history, but none approach the late twists and turns of the 2008 Brazilian Grand Prix. Ferrari’s Felipe Massa had gone into the race knowing that he needed victory to secure his first title, whereas main rival Lewis Hamilton only required a fifthplace finish to guarantee himself the crown. For Massa, racing in front of his home crowd, things looked under control from the off as he sped away from pole position on the wet track. As drivers switched to dry tires, Hamilton found himself battling in the pack. However, for much of the afternoon, he looked okay as he was well inside the top five. Everything turned on its head in the final laps, though, when the rain returned and drivers faced the tough choice of pitting for wet tires or continuing with their dry rubber. Both Hamilton and Massa pitted, but some — like Toyota’s Timo Glock — stuck it out and found themselves moved up the order. On lap 69, with just two laps to go, things looked bleak for Hamilton as, having been in fifth behind Glock, he was then pushed down to sixth by Toro Rosso’s Sebastian Vettel. It seemed his title chances were over, but as the rain increased, Glock on dry tires found himself in big trouble and his pace fell away. Just before the final corner on the last lap, Hamilton managed to blast past Glock and move himself back up to fifth, securing himself the title much to the dismay of Massa, who thought as he crossed the line that he had won the crown himself.

2012 Brazilian Grand Prix Formula One title deciders often focus only on the Championship contenders, but the 2012 Brazilian Grand Prix delivered a dramatic and unpredictable fight for victory as well. Sebastian Vettel and Fernando Alonso were the center of attention as they both chased the world title in the season finale.

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Alonso had needed a podium finish at a minimum whereas Vettel just needed to bring home points  — although even that seemed out of reach when he was involved in a crash on the opening lap and dropped to the back of the field. Although Vettel’s Red Bull was damaged, he was able to continue and steadily moved up the order, as Alonso found himself in a tight battle for the top three spots. The race turned on its head early on as rain fell and a number of drivers pitted for intermediates, whereas Jenson Button and Nico Hulkenberg stayed out. This proved to be the right decision because the rain eased off, and Hulkenberg took the lead as other cars had to pit once again to go back to dry tires. Hulkenberg briefly lost the lead to Hamilton after a slide, and on lap 54, as he battled his McLaren rival, he slid in to the Briton and the pair crashed — handing Button the lead. The drama at the front had helped Alonso move up to second but it proved to not be enough to win the title because Vettel, despite a lengthy pit stop late on when a radio problem meant his crew were not expecting him, came home sixth to secure the crown by three points!

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Chapter 

Ten Things to Do During the Season

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peak to any Formula One fan and they can tell you which corner or circuit on the calendar is their favorite. However, a bit more knowledge is necessary if you want to actually pick out specific elements of a Formula One season that a fan just cannot afford to miss. Every grand prix on the calendar is unique, in terms of what it offers. It takes some pre-planning if you’re going to get the best out of your trip to a race. This chapter gives you hints on the sort of things you should try to pack into your Formula One season. If you do them all, you will have truly qualified as a real grand prix racing fan.

Watching a Formula One Start — Anywhere! Few things in the world can match the excitement and intensity of standing at the side of a track when a Formula One start is about to take place. A single car tearing past provides enough of a thrill by itself (see the next section), but imagine what 20 of them  — all crowded together and ready for the off at exactly the same moment — looks, sounds, and feels like.

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About 19,000 bhp are there at the start, all being revved like crazy, and you’ll feel each single vibration as it shakes the ground or the grandstand where you’re sitting. When all the cars are lined up in formation, and just before the lights go on, the spectacle has an awesome beauty. You’d have to be pretty heartless not to feel your breathing deepen and your heartbeat quicken. When the lights go out, you won’t know what to focus on, so just enjoy the sights and sensations. And remember, the next race starts in just another two weeks!

Listening to a Formula One Car at Full Revs Although Formula One’s modern turbo hybrid power units are not as loud as the old V10 and V8 engines, they are still pretty impressive. The noise is the reason the drivers wear ear plugs in their helmets and why fans have to follow suit, unless they fancy a headache for the rest of the day or worse — actually doing permanent damage to their hearing. Saying that, nothing is better than actually listening to what a car sounds like without ear plugs. But rather than taking your ear plugs out, take an audio recording of some car sounds that you can listen to later on, in the comfort of your own home and without the risk of hurting your hearing. You could even have some fun when driving along if you put the sounds on your car stereo for others to hear. Just imagine the looks other drivers will give you! They’ll definitely be wondering what you have under your hood.

Mixing It with the Stars in Monaco At most Formula One venues, spotting the superstar drivers or team bosses in the flesh is very difficult. You need the right passes to get anywhere near them, and they are often locked away in important meetings or in their hotel rooms trying to get an early night’s sleep. Monaco, however, is very different. It is one of the highlights of the Formula One racing social calendar, and sponsors love to get their drivers out to show off to their guests. The grand prix weekend in Monaco is bustling, and because Monaco is the hometown for many drivers, they don’t actually like going to bed that early. Bumping into the stars while walking around at night is quite common in Monaco. Stop off at any restaurant, bar, or even the casino, and you won’t have to wait long

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before you can celebrity spot. As well as offering the possibility of bumping into Max Verstappen as he walks home, the race also attracts famous film stars and musicians, so you never know who you might meet.

Joining In with the Fans Like many other sporting events, a Formula One race is all about atmosphere. The whole day’s entertainment can be made if there is a great buzz between the spectators and the sports stars themselves. So if you have a favorite driver, find some like-minded fans to sit with so that you can cheer even louder. If you’re in a group of like-minded fans, your star may even notice you when they are racing around the track, and they may even give you a special salute if they feel that your support has helped lift their performance that afternoon. Depending on the venue, your search for like-minded fans may be easier or harder. Some venues now even have specific grandstands that are full of fans of their favorite driver  — especially for hometown heroes like Max Verstappen in the Netherlands and Carlos Sainz in Spain. Check out what is on offer at each track when it comes time to book your tickets.

Watching a Formula One Car at High Speed Formula One cars are designed for racing at high speed. They reach their element not going around tight second-gear hairpin corners, but when they are pushed to the limit, in some of their top gears, at corners where bravery is demanded and good machinery is an absolute must. Although watching a Formula One car lapping a circuit on television can be pretty spectacular, it doesn’t match seeing the same thing close-up, hearing the engine roar in the flesh, feeling the air rush past as the car blasts through your view, and being absolutely amazed at its speed. One of the absolute musts during a visit to a Formula One track is to try to find a corner where you can see cars pushed to their limits. Some of the best places are the Esses at Suzuka in Japan, the Becketts Complex at Silverstone in Britain, or Eau Rouge and Raidillon at Spa-Francorchamps.

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Try to get a good spot where you can see the cars turning through the entire bend, and watch for the characteristics of cars and drivers: the cars that don’t have much grip, the drivers who brake much later or are much quicker, and the guys who get it all wrong and spin off. High speed means high fun.

Seeing a Formula One Car on a Street Circuit Street tracks may not deliver the thrills of high-speed corners that you get at more open venues, but they can be just as — if not more — spectacular. The fact that races like those in Singapore, Baku, Monaco, and Las Vegas take place on roads that are either in permanent or temporary use by the public during the rest of the year means that the layouts are quite tight and twisty, and that means crash barriers right by the side of the circuit. These circuits are an incredible challenge for the drivers and absolutely brilliant for spectators who want to get close to the action. At Monaco, for example, the spectators are often just a few meters from the side of the circuit and protected only by a layer of crash barriers and some debris fencing. The drivers know that they can’t afford to make mistakes, but at the same time, they can’t afford to take it too easy. It is much easier on street circuits to see how good a driver is — how close he gets to the barriers, how many times he nearly gets it wrong, and how smooth he looks with the steering wheel and pedals. One word of warning though: If you’re standing on the exit of a corner, always make sure you have a getaway route, just in case a driver gets it wrong, goes crashing into the barriers, and sends bits of his car flying in your direction.

Joining the Parties at F1’s City Races Enjoying a Formula One race is not just about having a good time at the race track. You can have just as much fun in the evenings, too. Although some venues, like Austria and Britain, are very quiet for the drivers and a lot of team personnel, other races see a lot of people in the Formula One paddock trying to get their work done as quickly as possible so that they can go and find the action. The best places on the calendar for having a good time away from the track are the city races. The fact that the tracks are located so near to population centers

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certainly helps, and the locals do everything they can to make fans and everyone who works in Formula One welcome. Crescent Street in Montreal, East Sixth street in Austin, and South Beach in Miami can become the hub for eating, drinking, and partying — and don’t think you won’t find the drivers wandering around there, too, sometimes. They may have to worry about the race, but that doesn’t mean they can’t have a good time — especially when it is party time on Sunday night.

Getting an Autograph or Selfie from Your Favorite Star What better souvenir of your weekend away at a Formula One race than meeting your favorite star and getting a selfie or getting them to sign a photograph, a program, or even an item of clothing? Of course, being lucky enough to get the opportunity to meet your favorite star is a completely different matter. The fact that the paddock, the inner sanctum of Formula One, is out of bounds to a lot of Formula One fans makes bumping into the stars during the day very difficult. But there are now regular autograph signing sessions at Fan Zones where you can meet your heroes for an autograph and a quick chat. Another good place to hang around is outside the paddock entrance — especially if you know that the drivers have to walk that way to get to work. You’ll probably be surrounded by hundreds of other fans all wanting the same thing, but if you stay sharp, get your phone or pen ready, and be persistent, you increase your chances of getting exactly what you’re after: something to put on the wall at home and show all your jealous friends and family.

Soaking Up the Sport’s History at Monza Formula One drivers and team bosses may only be interested in the next race or planning for the future, but the sport has a rich history that every Formula One fan should try to understand. Getting into the glories of motor racing history may be difficult at some of the newer tracks, like Abu Dhabi and Saudi Arabia, but travel to some of the venues that have held races since motor racing first started and you will find it hard to ignore the tales and events of the past.

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At the Monza circuit in Italy, for example, in the evenings you can still walk across the modern circuit and onto the famous banking that used to form part of the track. This area was made famous in the film Grand Prix and required some big commitment and bravery to race there on the limit. If you let your imagination go wild and concentrate really hard, you might just be able to hear the noises of races gone past and the cars tearing past you at 200 mph.

Paying Homage to the Greats from the Past Race fans have no greater focus than the drivers themselves; that’s why some of the superstars from the past are still talked about in the paddocks today. The names of Juan-Manuel Fangio, Jim Clark, Gilles Villeneuve, and Ayrton Senna often crop up in conversation between fans, and it can be illuminating to go and visit some of the statues, memorials, and gravestones that have attracted hundreds of fans over the years. In Brazil, Ayrton Senna is laid to rest right in the center of the Morumbi Cemetery, not too far from the Interlagos track. You can also visit special statues placed in his honor on the inside of the Tamburello Bend at Imola in Italy, where he was killed in 1994, and at the entrance to the tunnel underneath the track that leads to the pits at Spa-Francorchamps. The modification of the former F1 Hockenheim circuit in Germany means that the memorial to the great Jim Clark, near the old first chicane, is no longer easily accessible, although the sport’s bosses are pushing that a path leading to it remain. And in terms of famous monuments that are used almost every day, you can travel to Maranello in Italy, the home town of the famous Ferrari team. Gilles Villeneuve remains one of the most popular drivers to have raced for the team. On the junction between the factory and the team’s test track, Fiorano, lies a very famous statue of Villeneuve that remains a landmark for the team’s current staff and drivers.

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21

Chapter 

Ten Famous Names from the Past

D

etails of some of the sport’s great names can be found in Chapters 6 and 18, dealing with team bosses and drivers, respectively. But there are other major figures in the sport’s history who you might want to know about, too.

Tazio Nuvolari Strictly speaking, Tazio Nuvolari shouldn’t be in a book about Formula One because his great days in the sport were before the term Formula One had been coined. But prior to Formula One, there was still grand prix racing, and Nuvolari was the absolute master. When any debate about the greatest grand prix driver of all time comes up, the knowledgeable always put Nuvolari’s case forward. By the time he received his big break of a works drive with the official factory Alfa-Romeo team in 1932, courtesy of Enzo Ferrari, Nuvolari was 37 years old and had already established himself as a major star in motorcycle racing. But his age made little difference to his sensational driving as he took a flurry of grand prix victories. His racing success made him a legend in his own lifetime. He finally got behind the wheel of one of the new generation cars when he signed with Auto Union in

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1938. Even at the age of 45, the talent was undimmed, and he continued on his winning way. He won the final grand prix before World War II put a temporary stop to grand prix racing. Nuvolari took up the sport postwar, and still the miraculous performances unfolded. By this time, however, he was ill and often had to retire from races coughing up blood. He died in 1953.

Enzo Ferrari Italian Enzo Ferrari was one of the most iconic figures in the history of both Formula One and the automobile world. Born in 1898, he began his career as a successful racing driver in the early 1920s, winning races for Alfa Romeo in the pre-World Championship era. But after deciding that he was better involved in management than in battling it out on the circuit, he set up Scuderia Ferrari in 1929, which helped deliver more success for Alfa Romeo’s racing division. Ferrari went his own way when Alfa Romeo restructured its racing plans, and following the end of World War II, he founded Ferrari S.p.A in 1947 where he competed with his own machinery and built his own road cars. From that moment on, the Ferrari brand quickly established itself as one of the biggest in the world — as well as one of the most successful in Formula One’s World Championship era. It continues racing with the famous Prancing Horse logo that Enzo Ferrari put on his racing cars when he first took to the track. Ferrari won its first drivers’ championship in 1952 with Alberto Ascari and has 15 titles in total — with its most recent being with Kimi Raikkonen in 2007. Adding to its success are its 16 constructors’ championship crowns. Enzo Ferrari’s charisma, including his trademark sunglasses, helped make his company a household name — and it remains as famous today despite his passing in 1988.

Bruce McLaren New Zealander Bruce McLaren founded the great team that is still Ferrari’s closest rival as the most successful of all time in terms of race victories. A protégé of Jack Brabham’s, McLaren was drafted into the Cooper team alongside the old master. There, he learned all about the art of setting up a car. When Brabham moved on to form his own team, McLaren began to get ideas about doing the same. He founded McLaren in 1963 and won the team its first grand prix at

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Spa, Belgium in 1968. Two years later, he was killed while testing a sportscar. However, the team went on to prosper under the guidance of the people he had brought together. McLaren’s legacy lives on beyond his name, as the squad continues to run in the famous papaya orange colors that McLaren raced with himself in the 1960s.

Graham Hill Graham Hill is still the only man to have won the Formula One World Championship, the Indianapolis 500, and the Le Mans 24 Hours, the three blue ribbon awards of the sport. Oozing charm, but with an underlying gritty determination, Hill became the classic British hero with his exploits in the 1960s. His first world title came with BRM (British Racing Motors) in 1962 and his second with Lotus in 1968. At the end of the following year, Hill badly injured his legs in a crash at the United States Grand Prix and was never again a competitive Formula One driver, although he remained in there trying for another six years. Having set up his own Formula One team, Hill announced his retirement from the cockpit in 1975, when he was 46 years old. Later that same year, he was killed when the plane he was flying crashed in the fog as it was landing. Five team members died with him. Graham’s son Damon went on to forge his own successful Formula One career, taking the world title in 1996.

Phil Hill The first American world champion, Phil Hill took the honors for Ferrari in 1961. America didn’t really have a Formula One culture, but Hill knew all about the sport and dreamed of becoming part of it. He made his name racing sports cars in his native California and was eventually spotted by America’s Ferrari importer Luigi Chinetti, who recommended him to Enzo Ferrari. Hill duly became a member of the great Italian team, but initially only in sports cars. Notoriously tough, Hill demanded that he be given a try in Formula One and made a superb impression for the team in the final two races of 1958, helping teammate Mike Hawthorn win the World Championship. Three years later, it was Hill’s turn for the title as he triumphed at Monza, albeit in tragic circumstances. During this race, his teammate Wolfgang von Trips was

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killed, along with 14 spectators early in the race. Hill retired at the end of 1966, and he died in 2008.

Max Mosley Max Mosley was once the most powerful man in motor racing when he was at the helm of the governing body, the FIA, from 1993 until 2009. He was a former lawyer, well known as the son of fascist politician Oswald Mosley, and originally began his career as a racing driver before becoming team boss. As one of the cofounders of the March team, he helped deal with its legal and commercial matters — and that helped elevate him to involvement with the Formula One Constructors’ Association (FOCA) to represent all the F1 squads at the time. He was a key player in the power-struggle between the constructors and the then FIA, working closely with FOCA chief Bernie Ecclestone in their fight to earn more money for the teams. Having moved full-time into a role as legal advisor to FOCA in 1978, he helped negotiate the first Concorde Agreement — which provides the legal framework between the teams, F1’s commercial rights holders, and the FIA. In 1991, Mosley was elected as president of FISA (the Federation for International Motorsport) before becoming president of its parent body, the FIA, in 1993 when he merged the two organizations. During his tenure he pushed hard for improved safety both on the roads and on the racetrack, including the creation of the now widely accepted Euro NCAP test program. After winning several terms, Mosley eventually stood down in 2009, just a year after he was engulfed in a newspaper sex scandal. Having devoted his later life to a campaign over press regulations, he died in 2021 after taking his own life following the diagnosis of terminal cancer.

Frank Williams No Formula One team boss has ever shown as much grit and determination as Frank Williams, who helped lead his team to many titles in the 1980s and 1990s despite severe disability. Williams originally set up his own team, Williams Grand Prix Engineering, in 1977 and at the time formed a close alliance with long-serving technical chief Patrick Head. The squad claimed its maiden victory at the 1979 British Grand Prix, with its

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first F1 drivers’ and constructors’ championship double coming a year later when Australian Alan Jones ended 1980 as the man to beat. Williams went on to win championships with a host of famous drivers, including Keke Rosberg, Nelson Piquet, Nigel Mansell, Alain Prost, Damon Hill, and Jacques Villeneuve. Those successes came despite some difficult moments, and Williams faced his own personal challenges after being confined to a wheelchair following a car accident near the Paul Ricard circuit in France in 1986 that left him paralyzed. He never let his disability get in the way of his focus to win races, though. Williams also endured further tragedy in 1994 when Ayrton Senna was killed driving a Williams car at that year’s San Marino Grand Prix. In his later years, Williams stepped back from taking full responsibility for the team and handed over many duties to his daughter, Claire. He eventually sold the team to American investment company Dorilton Capital in 2020. Williams died in 2021.

Bernie Ecclestone Bernie Ecclestone is the man who helped make Formula One as big as it today. A former car salesman, Ecclestone hoped to become a racer but came to realize he was not quick enough. He started out in driver management before becoming a team owner of the Brabham team in the early 1970s. Being a smart businessman, he realized that F1 teams were not getting a good deal with prize money, so he helped form the Formula One Constructors’ Association to help negotiate better commercial terms. Although this put him on a collision course with motor racing’s regulators and the circuits that paid to host races, in the end Ecclestone’s determination paid off and he completely changed the finances of grand prix racing. A better split of F1’s revenue for teams also led to him taking control of the sport’s commercial rights  — and for decades he helped ramp up television deals and race-hosting fees as he ran almost every aspect of grand prix racing. Ecclestone remained F1’s supremo until 2017 when new owners Liberty Media decided it was time for him to step back from day-to-day management of the company and put American executive Chase Carey in charge. Although Ecclestone still visits the occasional race, and has some forthright opinions on the sport, most of his time nowadays is spent with his family.

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Ron Dennis Ron Dennis was one of the most famous and most powerful Formula One team bosses in the 1980s and 1990s as he helped make the McLaren team ultra-successful. Having originally started his career as a mechanic, Dennis moved in to F1 after taking over the McLaren team in 1980. It did not take long for his trademark attention to detail and his perfectionist streak to pay off, as McLaren went on to win numerous titles for the next couple of decades — including with Niki Lauda, Alain Prost, Ayrton Senna, Mika Hakkinen, and Lewis Hamilton. He stepped down from his role in 2009, and, despite a brief return to involvement with the squad from 2014 to 2016, he eventually walked away from F1 in 2017 — focusing instead on other business ventures, including some work for the UK government. Dennis was well-known in F1 circles for his love of speaking in complex sentences — he once described glass windows as “vertical optical interfaces” — which earned the tag Ronspeak.

Jean Todt Jean Todt originally started out as a rally co-driver, but he would become a legend in Formula One as the man who guided Ferrari back to World Championship success in the 2000s. The Frenchman earned a reputation as a brilliant team boss when he worked for Peugeot, helping it win World Rally Championships, the Paris-Dakar, and the Le Mans 24 Hours. It earned him a switch to Ferrari in the middle of 1993, and he set about completely changing the approach taken by the Italian team. As well as restructuring the squad behind the scenes, he successfully lured Michael Schumacher from Benetton for 1996 and the pair would work closely together to help Ferrari become dominant in F1 — which included five consecutive title doubles from 2000 and 2004. When Schumacher initially retired after 2006, Todt stepped back from running the team to take a more senior position with Ferrari, before he eventually quit the team entirely. In 2009, he was elected president of motor racing’s governing body, the FIA, and spent many years pushing hard for improved safety both on the track and on the roads. His presidency ended in 2021, but he remains focused on road safety improvements. Todt’s partner is Oscar-winning actress Michelle Yeoh.

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Chapter 

Ten Future Stars of Formula One

F

ormula One fans may be happy cheering on the current generation of big-name stars — including Lewis Hamilton, Max Verstappen, and Charles Leclerc — but nothing ever lasts forever. No matter how good a driver is, or how much they think age won’t affect them, at some point, time catches up and they have to call it quits. Well, either that, or their team makes that decision for them, which can be very embarrassing for former world champions! But just as the big names disappear, so too do countless youngsters come in to take their spots and eventually go on to become Formula One’s future stars. At any single time, the very best youngsters are racing all over the world to grab the attention of team bosses and slowly work their way up the motor racing ladder. Here is a quick look at some drivers who could become the big names of the future, no matter whether they are just taking their first steps in grand prix racing or they are at the beginning of their motor racing careers.

Oscar Piastri Not many drivers find themselves in the middle of a fight over their services before they get to Formula One, but that’s exactly what happened to Oscar Piastri. The Australian was at the center of a tussle between the Alpine and McLaren

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teams over his services for 2023, with the matter being decided by a hearing at Formula One’s Contracts Recognition Board. In the end, McLaren triumphed to hand Piastri his debut at the start of 2023. Although his car was not initially good enough to fight near the front, a midseason upgrade lifted the pace of the team and helped him battle for podium finishes. It was little wonder McLaren fought so hard to get him, thanks to a junior career that included titles in Formula Three and Formula Two during his rookie campaigns. Piastri is managed by former Formula One driver Mark Webber.

Colton Herta Formula One’s expansion in to the United States in recent years has left many teams looking for an American driver to help capitalize on the growing interest. Although Williams may have handed Logan Sargeant his debut at the start of the 2023 season, the American who many believe will make a big impression in the future is Colton Herta. Already a multiple winner in IndyCar, he became the series’ youngest race winner when he triumphed at the Circuit of the Americas round in 2019 aged 18 years and 359 days. He has good pedigree, as the son of IndyCar driver Bryan Herta, who won four races himself, and has been guided in his career by the famous Andretti team that wants to enter F1. Herta has already come close to an F1 drive, having been courted by the AlphaTauri team for 2023, but the plans fell through because he had not earned enough of the mandatory Super Licence points required to join the grand prix grid.

Dennis Hauger Norway has had many famous rally stars, but the nation has not yet had a Formula One driver. All of that may be about to change with Dennis Hauger having shown throughout his career that he has the talent to go all the way to the top. After winning many championships in karting, Hauger kept up his successes when he made the first steps in racing cars. He won the 2019 Italian F4 crown and finished runner up in the ADAC F4 category. His step up to FIA Formula Three in 2020 came with a few difficulties, but he made amends in 2021 as he changed teams and roared to the championship. He

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moved up to Formula 2  in 2022, winning two races, and his progress is being closely followed by Red Bull, whose junior driver program includes his name on the roster.

Andrea Kimi Antonelli Despite his middle name being linked to former Formula One world champion Kimi Raikkonen, Andrea Kimi Antonelli’s parents actually only picked his moniker because they liked the sound of it. But even without a direct Raikkonen link, the young Italian has made a name for himself thanks to some impressive speed in junior categories. Early championship successes in karting caught the eye of Mercedes Formula One team boss Toto Wolff, who signed him up straight away to the German car manufacturer’s young driver program from 2019. Antonelli has repaid that faith by adding more karting titles before stepping up to single-seater racing at the end of 2021 in the F4 UAE series, aged just 15. After scoring podiums that winter, Antonelli went on to win the Italian and ADAC F4 championships in 2022, and then added the Formula Regional Middle East title in early 2023. Few doubt that he has what it takes to succeed at the very top.

Theo Pourchaire Many Formula One drivers are known to get their first taste of karting very young, but Theo Pourchaire took things to the extreme as he had his first go aged just two. The Frenchman, who has served as test and reserve driver for the Sauber Formula One team that will become Audi from 2026, has earned praise for his successes on his way up the motor racing ladder. After numerous karting championships, Pourchaire moved up to single seaters in 2018 — winning the Junior French F4 championship, and even taking a win in the main series despite being ineligible for points because he was too young. In 2019, he beat the highly rated Dennis Hauger to the ADAC Formula 4 championship, and then the following year just missed out on the FIA Formula Three crown to Oscar Piastri. Pourchaire has most recently raced in Formula Two, where he finished runner up in the 2022 title as he awaits a potential opening on the Formula One grid.

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Victor Martins Having already been picked out by the Alpine Formula One team’s young driver academy, Victor Martins has made a strong name for himself during his rise up the single-seater ladder. With a French mother and Portuguese father, Martins’s first sporting love was not actually motor racing — it was gymnastics. But when he began karting in 2014, he soon showed incredible talent for it — winning the CIK-FIA world championship title in dominant fashion. He kept up his strong showings when he began racing cars, finishing runner-up in the French F4 championship in 2017. After stepping up to Formula Renault Eurocup, he took wins in 2018 and finished just behind current F1 driver Oscar Piastri in 2019. He clinched the crown properly in 2020 and also added the FIA Formula 3 championship in 2022 before making the step up to F2 for 2023.

Liam Lawson New Zealand has had fewer than ten Formula One drivers in its history, but Liam Lawson is hoping to add himself to the membership of that exclusive club. Lawson began karting in his home country, winning several junior titles. But he really made a name for himself in 2016 when he became the youngest ever winner of New Zealand’s F1600 championship series. He spent much of his early career racing in Australia and New Zealand, and duly triumphed in the prestigious Toyota Racing Series after beating Ferrari junior driver Marcus Armstrong in 2019. With his talent clear as Red Bull signed him to its young driver program, Lawson made the move to Europe, finishing runner up in the 2019 Euroformula Open Championship behind Marino Sato — but clinching the rookie’s cup. A step up to the FIA Formula 3 series followed for 2020 but, despite taking wins that year and 2021, he could not put together a consistent enough challenge to gun for the title. In 2021, Lawson had a super busy season, racing in both the DTM and F2 — becoming the youngest ever DTM winner but just missing out on the title. In F2, he took one win that season and, after staying in the category for another campaign, he finished third overall in the standings in 2022. The 2022 season proved a big one for Lawson, though, because his participation in free practice for AlphaTauri at the Belgian and Mexican Grands Prix, plus Red Bull in Abu Dhabi, gave him his first outings in a contemporary F1 car.

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In 2023, he has been a star in the Japanese Super Formula championship, winning on his debut in the category.

Jack Doohan As the son of five-time MotoGP world champion Mick Doohan, Jack was always likely going to end up racing something. But rather than pursue the two-wheel route that made his father so famous, Jack has instead made a success of racing with four wheels. The Australian began his single-seater career at age 15 when he took part in the 2018 F4 British championship alongside Dennis Hauger. That season, he took three wins and finished fifth in the standings. After several more years gaining experience, Doohan’s breakthrough came in the 2019 F3 Asian championship when he won five races for the Hitech team and finished runner-up in the standings to the experienced Ukyo Sasahara. A difficult year in the FIA F3 championship followed in 2020, where he failed to earn a point, but he then had a much better 2021 campaign, where he finished runner-up in the standings behind Hauger. He moved up to F2 for a few rounds in 2021, before a full season in 2022 produced three wins and led to him finishing sixth in the standings. As of 2023, Doohan was a member of Alpine’s F1 young driver academy and had taken part in two practice sessions for the squad in 2022, in Mexico and Abu Dhabi.

Arthur Leclerc With his older brother Charles a successful Ferrari Formula One driver, Arthur Leclerc knows he is going to need to deliver his very best if he is also going to get all the way to grand prix racing. Having starting karting when just 14, Leclerc began competing in single-seaters when he took part in the 2018 French F3 championship. The Monegasque won his second race, and added another triumph at Magny-Cours later in the year to end up fifth overall in the standings. He switched to ADAC F4 the following year, taking a win at Hockenheim and finishing on the podium a further seven times to end the year third in the championship.

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Leclerc really grabbed attention in 2020  in the European Formula Regional championship as he won six races  — more than anybody else  — and finished runner-up in the standings. That year he was also signed as part of Ferrari’s young driver academy. His efforts that year secured him a step up to F3, when he won races in both 2021 and 2022 for the Prema team. At the start of 2023, Leclerc moved to F2, which leaves him just one step away from competing with his brother in F1.

Logan Sargeant When Logan Sargeant lined up for the Williams team at the start of the 2023 Formula 1 season, he became the first American grand prix driver on the grid since 2015. Sargeant’s arrival in F1 was helped by the boom of the sport in the United States, which has undergone huge expansion under new owners Liberty Media. Born in Florida, Sargeant began karting at age eight but quickly established himself as a hot talent as he grabbed a host of titles — including in 2015 becoming the first American to win an FIA karting crown since 1978. Having moved to Europe, Sargeant won races in British F4 in 2017 and Formula Renault Eurocup in 2018 before making the step up to FIA F3 for 2019. He eventually won his first F3 race in 2020 as he went on to finish third in the championship that year. He stayed in the category for another year before a fulltime move to F2 in 2022 resulted in him grabbing two race wins and the eyes of the Williams F1 team, which was after a replacement for Nicholas Latifi. Having finished high enough up in F2 to secure his mandatory Super Licence, Sargeant was handed his first F1 contract.

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7

Appendix

IN THIS PART . . .

Learn about Formula One’s key phrases Understand Formula One’s most complex terms Latch on to Formula One’s technical jargon Dive deeper into key Formula One elements

A

Appendix 

Formula One Jargon Aerodynamics The science of how air flows over the surfaces of the car. This information is used to find ways of increasing downforce and minimizing drag.

Aerodynamic wing See Wing

Anti-roll bar The part of the suspension system that prevents the car from leaning too much on its outer springs during cornering. Anti-roll bars are also a useful tool in setting the car up to make it handle well.

Asphalt run-off area The area of asphalt situated between the edge of the track and the barriers. This area is designed to slow a car down in the event it runs off the circuit. Asphalt run-off areas are often built with high-friction asphalt.

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Backmarker The term used to describe a driver at the rear of the field who has been caught up by the race leaders and needs to give way.

Ballast Weight added to a car. Many teams intentionally build their cars lighter than the minimum weight limit so that they can then add ballast in the right location, which helps with the car’s handling and setup.

Blocking When a driver defends their position from another rival by moving into the area of track from which they were being attacked.

Briefings Meetings during which Formula One teams and drivers evaluate the data and telemetry from each practice session in a bid to find ways of improving the car. Briefings take up a great deal of time over race weekends, whether they are prebriefing to discuss tactics or debriefs to talk about things that have already happened.

Camber The amount of angle in which a tire is tilted from vertical. This adjustment is designed to ensure that there is a maximum contact patch between the tire and the track when the car is at under-cornering load.

Carbon fiber A space-age material made from sheets of carbon used to build a modern Formula One car. It is twice as light and can be up to five times as strong as aluminum.

CFD (computational fluid dynamics) The discipline of studying the behavior of fluids — including air — via computer programs. CFD is used as an aid for aerodynamicists and enables the aerodynamics of small parts or small changes to be studied without actually making the part or the change.

Chassis The main structure of the car, which mostly encompasses the drivers’ safety cell.

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Chicane A tight sequence of corners on the track designed to slow down cars. Chicanes have usually been fitted in the middle of long straights and ahead of very fast corners to improve safety.

Closing the door A slang term used to describe blocking, where a driver moves over on a rival to close the gap that would have allowed them to have been overtaken.

Contact patch The surface area of tire that is actually in contact with the track surface. The contact patch can be affected by the tire pressure or camber.

Crash test The strict tests that Formula One cars have to pass every year to ensure that they’re strong enough, and therefore safe enough, to actually race. These tests vary from high-speed impacts with structures to load testing on specific parts.

Curb The usually red-and-white raised sections of concrete at the side of the circuit, usually on the entry and exit of corners, designed to keep the cars on the circuit and provide a little bit of run-off area in case drivers take the corner slightly too fast.

Customer teams Teams owned by independent team bosses that have to pay for their supply of engines from the manufacturer teams.

Data logging The electronic recording of elements of the car, including engine, suspension, and driver inputs. The transmitting of this data is called telemetry.

Delta A term often used by teams to reference the time difference between two laps, two cars, or different tire compounds. Under VSC or safety cars, drivers must keep below a lap time delta set by the FIA.

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Dampers Part of the suspension system that damps out oscillations in the springs. Dampers affect how stable the car is under braking and cornering, and they can be used to fine-tune the car’s setup.

Diffuser An upward-sweeping construction on the underside of the car behind the rear axle line. Air channeled through the diffuser creates a suction effect that pulls the car to the ground.

Downforce The amount that air pressure through the aerodynamic wings and diffuser pushes the car onto the ground at high speed. Downforce is one of the most important elements of modern Formula One, with increased downforce meaning higher cornering speeds and improved traction.

Drag The amount of resistance a car experiences as it travels through air. Drag can be caused by the aerodynamic wings or other parts of the car, such as radiators, tires, and the driver themselves. Lower drag means higher top speed in a straight line. Maximum downforce will nail the car to the ground under braking and in corners, but at the cost of drag.

Driver aids The generic term describing electronic systems  — such as traction control and launch control — that have been banned for quite a while now.

Drive-through penalty A penalty for a breach of sporting regulations — such as overtaking under a yellow flag — whereby the driver has to return to the pits and drive the length of the pit lane at the regulation speed limit before rejoining.

Drag reduction system (DRS) The overtaking aid that adjusts the angle of the rear-wing main flap to reduce drag on the straights and help a pursuing car get a straight-line speed boost to pass a rival. It can be used freely in specific zones throughout practice and qualifying, but is only activated in races if a driver is less than one second behind another car.

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Endplates The shaped plates at the edges of the front and rear wings that help direct the air efficiently so teams can better manage airflow.

Energy store The battery storage for the extra electrical power drivers can deploy on a racing lap.

FIA (Federation Internationale de l’Automobile) The governing body of motorsport. Part of its job is regulating Formula One.

Flags Used by marshals for signaling drivers. The following explains the various flags and their meanings: Flag

Meaning

Yellow

Warning danger ahead. No overtaking.

Waved yellow

Extreme caution, be prepared to stop.

Blue

A faster car is trying to lap you.

White

A slow-moving vehicle — maybe a course car, maybe a troubled car — is on the track.

Black

Go immediately to the pits / disqualified.

Red

The race or the session has been stopped.

Yellow flag with red stripes

Slippery surface warning. Oil or water is on the track.

Checkered flag

End of the race, sometimes hung out by a local celebrity under careful guidance of someone who understands what they’re doing.

FOM (Formula One Management company) The Formula One Management company looks after all the commercial rights activities of Formula One. Its current CEO is Stefano Domenicali.

Formation lap The final lap before the actual start of the race, during which the cars are waved away from the grid and then warm up their tires and brakes before they form up on the grid for the actual start.

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Fuel cell Gas tanks of modern Formula One cars. Fuel cells are made of a deformable Kevlar material, which is puncture-proof so that it can’t rupture in the event of an accident.

Grand prix Originally, the French term for “big prize”; nowadays, it refers to the individual events that make up the Formula One World Championship. The first grand prix race was held in 1906 at Le Mans in France.

Gravel trap An area situated next to the side of the track in front of tires or crash barriers. The gravel trap, which is filled with very small stones, is designed to slow a car down to a halt if it runs off the track.

Gremlins A slang term that refers to unexpected problems with a car, either mechanically or with the electronic systems.

Grid The area on the start line where the cars take their place before the start. These places are arranged in rows of two, and each grid position is marked in white paint.

Handling A term that drivers or team members use to describe how a car feels to drive. The better a car “handles,” the more suitable the driver feels it is for that race track.

HANS (head and neck support) device A modern safety system that fits around the driver’s neck and helmet to protect them in the event of a major crash. HANS devices were made compulsory in Formula One from the start of 2003.

Hard compound tires Tires that are made of a hard compound of rubber. Although the hard compound rubber doesn’t provide as much grip as softer compound rubber over one lap, it is far more durable for long race-distance runs.

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Headrest A protective headrest for the drivers that fits around the side of the cockpit and protects the driver’s head in the event of an accident.

Horsepower A unit of measurement describing how much power an engine generates.

Hospitality unit The name given to the motorhomes that the teams use in the Formula One paddock to entertain sponsors, guests, and the media.

Km/h Kilometers per hour.

Lap chart A special chart that fans and team members use to log the progress of a Formula One race. This chart depicts any changes in position as well as laps when cars retire or stop for fresh tires.

Lapped traffic Cars not on the lead lap that have already been overtaken by the race leader.

Left-foot braking The art of drivers using their left foot to brake for corners, rather than their right foot as they would in normal road cars. Although some drivers struggle to drive Formula One cars like this, many believe that left-foot braking is quicker because it frees up the right foot to ensure that engine revs, and therefore speed can be maintained.

Loose How a car feels when it starts breaking away from a driver during cornering. Cars feel loose, for example, because of oil on the track, a bad setup, or just overexuberant driving.

Manufacturer teams Teams funded and/or owned by the major car manufacturers in the sport.

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Marbles The small balls of rubber that are worn off tires during the race and collect off the racing line. If a driver accidentally runs off the line and over these, they are likely to be in for a shock because they slip and slide on the tarmac and then collect on the tires for a few laps, leading to even less grip.

Marks The lines of adhesive tape laid down by the pit crew to denote exactly where the car should stop when it pits. These marks enable the wheelmen to have their kit at exactly the right place, saving vital seconds.

Marshals The personnel at each event whose job it is to attend to any accidents and remove cars from dangerous places. These men and women are usually in direct touch with race control.

MGU-H The motor generator unit (heat) is a system that generates electrical energy from waste exhaust heat produced by a turbo engine. This energy is transferred to a battery and helps deliver a power boost to drivers further around the lap.

MGU-K The motor generator unit (kinetic) is a system that recovers electrical energy from the crankshaft, which is normally wasted under braking, and also works as a motor to boost engine power under acceleration.

Moment What drivers refer to when they have a scary incident on the track — whether it is another car nearly hitting them or merely coming close to an accident all by themselves.

Monocoque The modern fashion of creating a one-piece chassis that forms the central part of the car.

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Motorhome The modern facility used as the team’s base during a Formula One weekend. Although these were once real motorhomes, nowadays they’re custom-made trailer units that open out into mezzanine areas or meeting places.

Mph Miles per hour.

Nomex The specialist fireproof material used in drivers’ overalls and balaclavas that guarantees protection for around 12 seconds in the event of a serious fire  — enough time for marshals or medical personnel to arrive at the scene of an accident.

One move rule The rule covering how much a driver is allowed to attempt to block a rival who is trying to overtake them. The driver in front is only allowed to move once to defend their position. The one move rule has eliminated the dangerous art of weaving down a straight where a driver would keep swerving to make sure that nobody could get past them.

Outbrake When a driver trying to overtake their rival manages to brake a little bit later for a corner and therefore gains track position.

Out of shape A term drivers use to explain that they had a wild moment during a corner or coming onto a straight. The phrase means that their Formula One car was not handling perfectly or on the perfect racing line — and needed a bit of help to bring it back into shape.

Oversteer When the rear of the car slides more than the front of the car during cornering — that is, the car is turning more than the steering wheel input.

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Paddock An area, usually immediately behind the pit garages, where the teams’ motorhomes, transporters, and tire manufacturer facilities are based. The paddock is the hub of the weekend’s non-track activities, with press conferences, sponsor entertainment, and secret deals taking place all weekend.

Paddock pass The credential needed to gain access to the Formula One paddock. These cannot be purchased and are only given to working personnel, drivers, media, and sponsors’ guests.

Paint scheme The color scheme of the car, which is usually mostly decided by the team’s sponsors.

Pits The area where teams work on their cars during the weekend. The garages of the teams usually face onto the pit lane and back onto the paddock.

Pit board The boards hung out by the teams over the pit wall to advise drivers of what’s going on in the race. Teams also use radio systems to communicate, but such systems are not infallible, and the pit board is a useful failsafe device to convey any communications between the driver and the pits.

Pit crew The team personnel who swing into action during pit stops to refuel the cars and fit fresh tires.

Pit lane The separate road that typically runs inside the race track, usually parallel to the start-finish line, that drivers take to get to their garage for tires or repairs.

Pit stop When a car pulls down the pit lane to take on some fresh tires or for repairs to be made.

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Plank The mandatory length of wood that teams must fit underneath their cars, which is aimed at stopping them running too close to the ground and permanently bottoming out. The wooden plank must not be worn away too much at the end of a race, otherwise teams will be disqualified.

Podium The place where the top three drivers are handed their trophies  — and the champagne  — immediately after the race. The podium features three steps of varying heights, with the tallest for first place situated in the middle.

Pole position The first position on the grid. This position is awarded to the driver who has set the fastest time in qualifying.

Race director The person in charge of the smooth running of all on-track activities. He ensures procedures are followed and that action is taken if drivers or teams break the regulations.

Racing line The theoretical best line around the racing track for the perfect lap. The racing line is not necessarily the shortest distance, but one that involves the smoothest turns around each corner so that each bend can be taken at the highest possible speed.

Reserve driver A driver who is called into action if one of the two regular drivers is forced out through illness or injury. The reserve driver can only race, however, if they take part in qualifying, so many of them fly home from grand prix meetings on Saturday night.

Revolutions per minute (rpm) The number of times an engine turns over per minute.

Roll bar See anti-roll bar

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Roll hoop The parts of the car in front and behind the driver that are designed to hold the weight of the car in case it rolls over and ends up upside down. These ultra-strong parts are tested prior to the season in extensive crash tests.

Rumble strip A type of curbing fitted at the exit of the corner and featuring stepped layers or ridges that make a noise when the car runs over them. Rumble strips are designed to deter drivers from running wide too often.

Safety car A sedan used during a race when the race director deems continuing at full speed too dangerous. The safety car drives in front of the race leaders for a number of laps until the race director calls it back into the pits. When the safety car returns to the pits, racing starts again.

Seats Seats especially molded for each driver, following the contours of their back, and designed to be removed along with the driver in the event of a serious accident.

Sectors For the purposes of timing, every F1 track is divided in to three separate sectors — Sector 1, Sector 2, and Sector 3 — which each cover around one-third of a lap.

Semi-automatic gearbox Gearboxes that require the driver to simply pull or push a paddle-switch on the back of the steering wheel to indicate the gear they want to select.

Setup How a car is prepared for running on the track. A car’s setup is determined by every single component on the car — including tires, suspension, engine, electronics, and brakes.

Show car A Formula One car no longer used for racing that is usually repaired and repainted and used at sponsors’ functions for display only. Show cars are usually not fitted with proper engines.

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Shunt A slang term for an accident.

Skid block Made up of titanium and fitted underneath the car, the skid blocks help prevent excessive wear of the wooden plank that runs the length of the floor. When the blocks hit the ground, they trigger the sparks that can be seen flying out of the back of cars.

Slick tires Tires that have completely smooth surfaces, without the type of grooves seen on road car tires. These tires maximize the contact patch with the ground and therefore produce the maximum amount of grip around corners and offer the best traction.

Slipstream The vacuum of air formed behind a racing car during high speeds. Drivers try to get into the slipstream produced by other drivers’ cars so that they can get sucked along. Although this lack of air is great in a straight-line (because it reduces drag), in cornering, there is less airflow for downforce.

Soft compound tires Tires that are made of a soft type of rubber, which provides more grip in dry conditions but won’t last as long as hard, durable compounds.

Sponsors The generic terms for companies that pay to be involved with a team and have their logos on the team’s car.

Springs The suspension system of the car. Formula One springs can look like the concentric coil springs you see on most road cars, or they can be torsion bar springs — a metal bar with a certain amount of give in it.

Stewards The people at each Formula One race whose job it is to ensure that the rules of the FIA are followed. Stewards also decide the severity of penalties handed to drivers or teams, and they are advised on any offenses by the race director.

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Stop-and-go penalty A penalty in which a driver must come into the pits and stop at their pit crew for a set period of time before rejoining the race. During a stop-and-go penalty, no work can be done on the car. Offenses that merit this penalty include overtaking under yellow flags.

Teammate A driver who races for the same team as another driver.

Technical director The person in charge of a Formula One team’s design, development, and construction of its car. Nowadays, these individuals are supported by other senior management figures because the cars are so complex.

Telemetry The practice of recording information produced by a series of sensors fitted all over the car and beamed back to computer terminals for later study. The sensors measure exactly how the car is performing, and this data can be used to perfect the setup of a car, warn of imminent problems with certain components, or analyze new electronics settings.

Traction control The now-banned electronics system that helps a car maximize traction coming out of a corner. If the car’s computers sense too much wheelspin, they cut the engine a little so that wheelspin is minimized to help acceleration.

Truckie The person who drives the race team’s transporters to each Formula One race and who helps out with spares and other activities actually at the grand prix event.

Tire barriers Barriers by the side of racing circuits that are protected by several layers of old road car tires bound together. These tire-surrounded barriers provide the best cushioning for cars that spin off the track at high speed and hit the outer perimeter of the track.

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Tub The central section of the car, which mainly features the cockpit and drivers’ safety cell.

Understeer When the front of a car slides more than the rear of the car during cornering — that is, the car is not turning as much as the steering wheel is telling it to.

Uprights The casting onto which the wheel hub is attached on one side and the suspension on the other.

Virtual safety car (VSC) The virtual safety car is a tool used by F1’s race control to slow competitors down during a minor incident, such as a car being stopped at the side of a track. When activated, drivers have to back off to a specific delta time until the VSC period ends, when racing resumes immediately.

Wets The type of special grooved tires used during wet weather conditions. Wets, designed to channel water away from underneath the tires, maximize grip and minimize the chance of hydroplaning. The wet tires are made of a soft compound that doesn’t last very long in dry conditions.

Wheelbase The distance between the axles on the same side of the car. A long wheelbase car tends to be stable once into the corner but unresponsive in direction change. A short wheelbase car can usually change direction better but is more twitchy in the corners.

Wind tunnel A specially designed tunnel used to test aerodynamic parts on cars. Wind tunnels work by firing air over the car, which can then be analyzed to work out how much downforce is being created and how much drag there is. A team without a good wind tunnel stands no chance of designing a winning Formula One car.

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Wing The front and rear airfoils designed to force the car down onto the ground during cornering. Formula One wings are, in effect, merely upside-down airplane wings that make use of the same air pressure effect that keeps jumbo jets up in the sky.

Wishbone The suspension arms  — usually made from carbon-fiber  — that transfer the loads from the wheels to the springs and dampers. These arms are usually arranged in wishbone formation.

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Index A

A1-Ring, Austrian Grand Prix, 214 Abu Dhabi Grand Prix, Yas Marina as medium-speed track, 188 night race of, 194 origin of, 46 overtaking at, 197 overview of, 233–234 safety car controversy at, 143 strategy at, 141 tips regarding, 252 accept button, 74 accident data recorder, 173 aerodynamics benefits of, 58 chief aerodynamicist for, 87 defined, 313 design elements of, 12 development time advantage for, 166 sliding scale system and, 165 wind tunnel for, 327 wings and, 12, 64–65, 328 airbag, 174 Albon, Alexander (driver), 270 Alfa-Romeo, 27, 77, 81, 272 Alonso, Fernando (driver) at Abu Dhabi Grand Prix, 233 accident of, 175 at Belgian Grand Prix, 63 at Brazilian Grand Prix, 291–292 cheating scandal of, 127 contact information for, 270 driving skills of, 97, 163 at Emilia Romagna Grand Prix, 208 at Hungarian Grand Prix, 217 at Japanese Grand Prix, 290

overview of, 22, 282–283 popularity of, 25 qualifying controversy regarding, 122 rivalry with, 283 at Singapore Grand Prix, 222 at Spanish Grand Prix, 211 AlphaTauri team, 34, 77, 81, 272 Alpine team, 32, 77, 80, 271 Amon, Chris (driver), 286 anti-roll bar, 68, 70, 313 Antonelli, Andrea Kimi (driver), 307 Aramco, 32 Arie Luyendyk Curve, Zandvoort, Dutch Grand Prix, 220 arm, in suspension, 67, 69–70 Armstrong, Marcus (driver), 308 Arnoux, René (driver), 287 Ascari, Alberto (driver), 300 asphalt run-off area, 313 Aston Martin contact information for, 272 as customer team, 77, 81 engines of, 77 factory of, 28 as manufacturer team, 81 road cars of, 40 safety car of, 177 sponsorship of, 32 Australian Grand Prix, Melbourne, 202–204, 240, 254 Austrian Grand Prix, Red Bull Ring, 36, 213–214, 249 autoclave, 58 Autodromo Hermanos Rodriguez, Mexican Grand Prix, 228–229, 247 autograph, 245–246, 267, 297 Azerbaijan Grand Prix, Baku, 185, 204–206, 249

Index

329

B

tips regarding, 247

backmarker, 314 Bahrain Grand Prix, 74, 170, 171, 175, 179, 199–201, 253 Baku, Azerbaijan Grand Prix, 185, 204–206, 249 balaclava, 169, 171 ballast, 77, 314

website of, 247 Briatore, Flavio (driver), 127 briefing, 314 British American Tobacco, 34 British Grand Prix, Silverstone Becketts Complex of, 192

BAR team, 53

as medium-speed track, 188

Barcelona, Spanish Grand Prix, 156, 162, 210–212, 252, 287–288

overview of, 215–216, 289 tips regarding, 250

Barrichello, Rubens (driver), 140, 162

track changes to, 198

Becketts Complex, Silverstone, 192 Belgian Grand Prix, Spa-Francorchamps

website of, 250 Brown, Zak (McLaren CEO), 82, 83

accident at, 74, 175

Brundle, Martin (driver), 203, 263

Eau Rouge corner of, 192, 218, 219

budget cap, 45, 48

length of, 197

business. See also specific elements

overtaking at, 140

budget cap in, 45, 48

overview of, 192, 218–219

challenges regarding, 11

penalties in, 63

Concorde Agreement regarding, 45

tips regarding, 249–250

costs in, 31, 33

weather changes at, 218

financial regulations regarding, 48

website of, 249

overview of, 15–16, 29

Bellof, Stefan (driver), 288

of team structure, 80

Ben Sulayem, Mohammed (FIA president), 11, 46

Button, Jenson (driver), 63, 217, 292

Benetton, 32

buttons, in cockpit, 72

black flag, 317

BWT, 32

blocking, 314 blue flag, 317 boots, 171–172 Bottas, Valtteri (driver), 269 Brabham, Jack (driver), 84–85, 286 brake balance button, 74 brakes, 70, 76, 131, 138, 319 Bravi, Alessanro Alunni (lawyer), 81 Brazilian Grand Prix, Interlagos accident at, 139 cheating at, 53 as medium-speed track, 188 overtaking at, 139 overview of, 192, 196, 230–231, 291–292 Senna Esses of, 139, 192

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C

Caesars Palace Grand Prix, 232 camber, 70, 116, 314 camera, for television coverage, 260–261 camping, 242 camshaft, 59 Canadian Grand Prix, Circuit Gilles Villenueve, 156, 212–213, 247 Canadian Grand Prix, Montreal, 131, 212–213 car. See also specific elements building of, 10–11 camera on, 260, 261 chief designer of, 87

design elements of, 12–13

Clarkson, Tom (broadcaster), 161

developments of, 27

closing the door, 315

electronics of, 76

clothing, 37–38, 109, 168–172, 256

floor and ground effect of, 21, 65–66

cockpit, 12, 72–74, 108–109, 116, 172–173

historic overview of, 27

Cognizant, 32

model maker of, 91

Collins, Peter (driver), 285–286

overview of, 11–12, 57–58

commentary, television, 262–263

paint scheme of, 322

commercial director, 90

performance elements of, 14

compound, of tires, 71

photo of, 13

computational flow dynamics (CFD), 91, 314

preparation of, 14

computer-aided drawings (CAD), for chassis, 60

ride height of, 70

computer-aided manufacture (CAM), for chassis, 60

safety features of, 74–76 scrutineering of, 50–51 set-up of, 68, 118, 125, 188, 195, 324 speed versus reliability of, 76 sweet-spot of, 188 technical regulations regarding, 47 car park, 110 car stabilizer, 146, 150 carbon fiber, 314 catering staff, 93 caution, 141–143 celebration, post-race, 156–157, 160, 161–162 center pass, 240 Cevert, Francois (driver), 278 champagne, 160 Chapman, Colin, 34, 84 chassis (tub), 58–59, 60, 176, 314 cheating, 53, 127 checkered flag, 156–157, 158, 317 chicane, 196, 315 chief aerodynamicist, 87 chief designer, 87 chief mechanic, 89 chief of engineering, 88 chief of research and development (R&D), 87 Circuit, Gilles Villenueve, Canadian Grand Prix, 156, 212–213, 247 Circuit of the Americas, United States Grand Prix, 227–228, 248 Clark, Jim (driver), 34, 221, 277–278, 298

Concorde Agreement, 44–46, 302 construction, of tires, 71 Constructor’s World Championship, 164–165 contact patch, 314, 315 control electronics (CE), 61, 62, 63 controls, in cockpit, 72 Cooper, 27, 28 corner A1-Ring, Austrian Grand Prix, 214 Arie Luyendyk Curve, Zandvoort, Dutch Grand Prix, 220 Craner Curves, European Grand Prix, 289–290 curbs of, 195, 260, 315 Eau Rouge, Belgian Grand Prix, 192, 218, 219 exiting, 139 Jochen Rindt Kurve, Austrian Grand Prix, 214 overtaking and, 136–137, 138, 139 Senna Esses, Interlagos, 139, 192 skill regarding, 191–193 Coulthard, David (driver), 105, 109, 203 Courage, Piers (driver), 219 Craner Curves, European Grand Prix, 289–290 crankshaft, 59 crash test, 49–50, 176, 315 critical path analysis, 93 Crypto.com, 32 curb, 195, 260, 315 customer/customer team, 77, 315

Index

331

D

debrief of, 120

damper, in suspension, 67, 69, 316 danger, 23 data, logging of, 92, 315 debrief, 120, 161 defending, of positions, 135–137 delta, 315 Dennis, Ron (businessman), 85, 283, 304 diet, of drivers, 107 differential, 64, 73, 76 diffuser, 66, 316 dilution fee, 45 Domenicali, Stefano (manager), 11, 46 Domit, Carlos Slim (businessman), 229 Donnelly, Martin (driver), 211 Doohan, Jack (driver), 309 Dorilton Capital, 82, 85, 303 double wishbone formation, 67 Douglas, Michael (actor), 246 downforce braking and, 70 defined, 58, 64, 316 at high-downforce track, 187 at high-speed low-downforce track, 186 at medium-speed track, 187 at Monaco Grand Prix, 210 shifting of, 21 drag, 316 Drag Reduction System (DRS), 20–21, 65, 73, 138–139, 316 Drive to Survive (TV show), 8, 17, 82–83 driver. See also specific drivers assistances as banned for, 137, 316 car park of, 110 challenges of, 9 characteristics of, 94, 96–97 clothing of, 109 consistency of, 96–97 cooling routine of, 108–109 corner skill of, 191–193 courage of, 97

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diet of, 107 endorsements for, 36 endurance of, 96, 105–108 experience of, 194 fan interaction by, 35, 101, 104, 243–244, 297 female, 97 fitness routine of, 105–108 hydration routine of, 104–105, 109 love of racing of, 97 mental alertness of, 96 mental preparation of, 103–105 overview of, 9, 93–94, 95 parade of, 102 physical strength and dexterity of, 96 pit stop skill and, 131 post-race rituals of, 159 practice rituals of, 99–101 profile of, 96–97 race day rituals of, 101–105 reactions times of, 96 reserve, 323 rest for, 104–105 rivalry of, 94 routines of, 94 sponsorship challenges and, 42 star, 22–23 as television analyst, 263 tire skill of, 130 track learning by, 115, 193–196 training of, 94 week in the life of, 98–99 weighing in of, 159 driver aid, 137, 316 Driver of the Day award, 166 driveshaft, 64 drive-through penalty, 316 DRS Activation Zone, 21, 138–139 dual axis steering (DAS) system, 52 Dutch Grand Prix, Zandvoort, 187, 219–220, 250 dynamic test, 50

E

earplug, 169, 171, 255–256 Eau Rouge corner, Spa-Francorchamps, 192, 218, 219 Ecclestone, Bernie (businessman), 24, 27, 85, 302, 303

Fagioli, Luigi (driver), 162 fan club, 35, 267–268 Fan Zone, 102 Fangio, Juan-Manuel (driver), 221, 276, 285– 286, 298 fans

electronics, car, 76

atmosphere of, 295

Emilia Romagna Grand Prix, Imola, 131, 188, 207–208, 250–251

autographs for, 245–246, 267, 297 camera for, 261

endplate, 317

close action experience of, 243–244

endurance, building, 105–108

clothing of, 256

energy store (ES), 61, 62, 317

do’s and don’ts for, 255–257

engine

driver interaction with, 35, 101, 104, 243– 244, 297

camshaft of, 59 control electronics (CS) of, 61, 62, 63 crankshaft of, 59 energy efficiency of, 63 energy store (ES) of, 61, 62, 317 engine design chief of, 88 exhaust system of, 61, 62 grid position and, 125

ear protection for, 255–256 food for, 256 as global, 8 hotel accommodations for, 241–242 hydration for, 256 merchandise for, 37–40 paddock pass of, 244–246, 322

internal combustion engine (ICE), 59, 61, 62

radio station for, 256

Motor Generator Unit, Heat (MGU-H), 59, 61, 62, 63, 320

selfies of, 245–246, 297 statistics regarding, 7

Motor Generator Unit, Kinetic (MGU-K), 59, 61, 62, 63, 76, 320

sun protection for, 255

overview of, 59–63

tricks for, 242–246

power units of, 60–62 rules regarding, 61–62, 63 thermal efficiency of, 63 turbocharger (TC) of, 61, 62

tickets for, 238–241 weather considerations for, 255, 256 Fastest Lap Award, 166 Fastest Pit Stop Award, 166

engine braking button, 73

Federation Internationale de l’Automobile (FIA), 43–46, 48, 165, 266, 317

engine design chief, 88

feeder formula, 20, 23

engine exhaust system (EX), 61, 62

Ferrari, 27, 34, 77, 80, 271, 300

European Championship, 26, 282, 289–290

Ferrari, Enzo (driver/entrepreneur), 83–84, 208, 300

exercise, driver, 105–108

F

F1 Academy series, 97 facilities, overview of, 10, 28. See also specific locations factories, 14, 28

Ferrari World leisure park, 234 financial regulations, 48. See also business finite stress analysis, 60 Finland, 25 Fisichella, Giancarlo (driver), 21, 290 fitness, driver, 105–108 Fittipaldi, Emerson, 24

Index

333

flags, 38, 317 flat-out, 192 floor effect, 65–66 food, 256 Ford Cosworth, 278 formation lap, 317 formula, defined, 18, 57

German Grand Prix, 23, 140, 148, 162–163, 279, 285–286 Glock, Timo (driver), 291 gloves, 171–172 Gold Leaf Team Lotus, 34 Gordon Bennett Cup, 25, 26 graining, of tires, 118

Formula One Commission, 45

grand prix, defined, 318

Formula One Constructors’ Association (FOCA), 302, 303

grandstand, 239–241 gravel trap, 318

Formula One Group, 44

green light, 133, 135

Formula One Management (FOM), 189, 317

green room, 261

Formula One racing

grid, 318

championship origin of, 26 as global sport, 8 growth of, 26

gremlins, 318 grid position, 124–125, 133, 187, 210 grip, 68, 195–196

historic overview of, 25–28

Grosjean, Romain (driver), 74, 170, 171, 175, 179, 200

origin of, 19, 26

ground-effect concept, 21, 65–66

overview of, 7–8, 16

Guanyu, Zhou (driver), 269

popularity of, 17–18, 20–25

Gurney, Dan (driver), 160

power plays in, 27 as premiere, 18 website for, 263, 266 Formula Three racing, 19, 20 Formula Two racing, 19 Foster, Lord, 28 French Grand Prix, 162, 287 front impact structure test, 50 front jack operator, 146, 150, 151 front wing adjuster, 147, 150, 152 frontal impact test, 49 fuel, 52, 63, 119, 148 fuel cell, 318 fuel tank, 76

H

Haas, Gene (businessman), 82 Haas team, 32, 77, 82, 272 Hakkinen, Mika (driver), 25, 140, 156, 187, 203 Halo, 12, 74, 173, 175 Hamilton, Lewis (driver) at Abu Dhabi Grand Prix, 141, 143, 233 accident of, 139, 192 at Bahrain Grand Prix, 200 boss of, 85 at Brazilian Grand Prix, 230, 291 at Canadian Grand Prix, 213 contact information for, 268 at Indianapolis 500, 227

G

at Italian Grand Prix, 221, 222

Garage Experience, 241

motorhome of, 110

Gasly, Pierre (driver), 269

overview of, 283–284

gearbox, 64

personal transportation of, 104

gearbox neutral button, 73

at Qatar Grand Prix, 226

general admission pass, 239–240

qualifying controversy regarding, 122

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Formula One Racing For Dummies

at Saudi Arabian Grand Prix, 201

IndyCar racing, 19

success of, 22, 36

INEOS, 80

at United States Grand Prix, 227

information technologist, 93

viewpoint of, 170

injury, coming back from, 107–108

handling, 318

inspection, 49–52, 53

handling balance, 68

instruments, in cockpit, 72

HANS (head and neck support) device, 75, 171, 175, 318

Interlagos, Brazilian Grand Prix accident at, 139

harness, 74

cheating at, 53

Hauger, Dennis (driver), 306–307

as medium-speed track, 188

Hawthorn, Mike, 285–286, 301

overtaking at, 139

Head, Patrick (engineer), 302 head of communications, 90

overview of, 192, 196, 230–231, 291–292

head of strategy, 88

Senna Esses of, 139, 192

headrest, 173, 319

tips regarding, 247 website of, 247

helmet, 109, 148, 168–169, 261 Herta, Bryan (driver), 306

internal combustion engine (ICE), 59, 61

Herta, Colton (driver), 306

interview, 261

high-downforce track, 186–187. See also track

Irvine, Eddie (driver), 203

high-speed low-downforce track, 186. See also track

Italian Grand Prix, Monza brake wear at, 131

Hill, Damon (driver), 85, 217

as fastest track, 186

Hill, Graham (driver), 34, 277, 301

overview of, 208, 220–222, 297–298

Hill, Phil (driver), 301–302

spectator bank at, 240

Honda, 63

tips regarding, 251

Horner, Christian (team principal), 81, 83

track changes to, 197

horsepower, 319

website of, 251

hospitality unit, 319 hotel accommodation, 241–242 HPP rotary button, 74 Hulkenberg, Nico (driver), 270, 292 Hungarian Grand Prix, Hungaroring, 52, 129, 175, 187, 216–217, 251 Hungaroring street circuit, 187 Hunt, James, 24 hydration, 104–105, 109, 173, 256 hypercars, 40

I

Imola, Emilia Romagna Grand Prix, 131, 188, 207–208, 250–251 Indianapolis 500, 185, 227

J

Jabouille, Jean-Pierre (driver), 287 Japanese Grand Prix, Suzuka, 21, 188, 192, 224–225, 240, 254, 290 Jeddah, Saudi Arabian Grand Prix, 185, 186, 194, 201–202, 253 jewelry, 170 Jochen Rindt Kurve, Austrian Grand Prix, 214 Jones, Alan (driver), 24, 85, 287–288

K

Krack, Mike (engineer), 10, 81 Kubica, Robert (driver), 213

Index

335

L

overview of, 222–224

lap chart, 319 lapped traffic, 131, 319 Las Vegas Grand Prix, Las Vegas, 231–233, 248 Latifi, Nicholas (driver), 141, 310 Lauda, Niki (driver), 23, 85, 108, 197, 279 launch control, 137, 316 Lawson, Liam (driver), 308 lazy lap, 153 Le Mans, France, 26, 318 Leclerc, Arthur (driver), 309–310 Leclerc, Charles (driver), 8, 74, 175, 268 LEDs button, 74 left-foot braking, 319 Les Combes, Spa-Francorchamps, 140 Liberty Media, 17, 44, 231 lights, 133, 134, 135, 176 logistics manager, 93 loose, 319 Losail, Qatar Grand Prix, 225–226, 253 Lotus, 27, 84, 278

passing challenges at, 132 tips regarding, 254–255 website of, 254 mark button, 74 marks, 320 marshals, 177, 320 Martins, Victor (driver), 308–309 Maserati team, 285 Masi, Michael (race director), 233 Massa, Felipe (driver), 162, 169, 175, 230, 291 Mateschitz, Dietrich (businessman), 81 McCullough, Tom (engineer), 88 McLaren, Bruce (driver), 300–301 McLaren team British American Tobacco and, 34 contact information for, 271 engine penalties of, 63 engines of, 77 German Grand Prix and, 140 as independent customers, 82 road cars of, 40 shareholders of, 82

M

spy scandal of, 283

Magdalena Mixhuca circuit, Mexico City, 228

McLaren Technology Centre (MTC), 28

Magnussen, Kevin (driver), 270

McNish, Allan (driver), 192

Malaysian Grand Prix, 109, 190

medical facility, 178

Maldonado, Pastor (driver), 211

medium-speed track, 187–188. See also track

Mansell, Nigel

Melbourne, Australian Grand Prix, 202–204, 240, 254

at British Grand Prix, 289 failure of, 156 at Hungarian Grand Prix, 187, 216 at Monaco Grand Prix, 185, 288 race day routine of, 107 success of, 85 manufacturer team, 77, 319 marbles, 196, 320 Marina Bay Circuit, Singapore Grand Prix cheating scandal at, 127 cooling routine at, 109 night race at, 194 overtaking challenges at, 122

336

Formula One Racing For Dummies

menu rotary button, 74 Mercedes Benz contact information for, 271 dual axis steering (DAS) system of, 52 engines from, 77 German Grand Prix and, 140 growth of, 37 leadership structure of, 80–81 as manufacturer team, 77 road cars of, 40 safety car of, 177 steering wheel of, 73–74

merchandise, 37–40, 102 Mexican Grand Prix, Autodromo Hermanos Rodriguez, 228–229, 247 Miami Grand Prix, Miami International Autodrome, 206–207, 248

Motor Generator Unit, Heat (MGU-H), 59, 61, 62, 63, 320 Motor Generator Unit, Kinetic (MGU-K), 59, 61, 62, 63, 76, 320 motorhome, 110, 321

Minardi team, 33

mouthpiece, 169

model maker, 91

MSP Sports Capital, 82

moment, 320

Mumtalakat, 82

Monaco (country), 110, 294–295 Monaco Grand Prix, Monte Carlo driver failure during, 104 mental exhaustion following, 103 overtaking challenges at, 122 overview of, 185, 209–210, 286, 288 passing challenges at, 132 qualifying controversy at, 122 spectator experience at, 296 tips regarding, 251–252 website of, 251 Monaghan, Paul (engineer), 88 money. See also specific elements budget cap in, 45, 48 challenges regarding, 11

N

NASCAR, 19 national anthem, 160 national colors, racing in, 25 Newey, Adrian (Red Bull Racing CTO), 40, 86 night racing, 194, 200 Nomex, 170, 171, 321 Norris, Lando (driver), 269 Nuerburgring Nordschleife layout, 197 Nuvolari, Tazio (driver), 299–300

O

Ocon, Esteban (driver), 269

Concorde Agreement regarding, 45

one move rule, 135, 321

costs in, 31, 33

Oracle, 32

financial regulations regarding, 48

out of shape, 321

overview of, 15–16, 29

outbrake, 321

of team structure, 80

oval track, 185–186. See also track

Moneygram, 32

overalls, 170, 171

monocoque, 320

overcut, 131–132, 153

Montoya, Juan Pablo (driver), 139, 161, 290

oversteering, 100, 321

Montreal, Canadian Grand Prix, 131, 212–213

Overtake of the Month award, 166

Monza, Italian Grand Prix

overtaking

brake wear at, 131

at Belgian Grand Prix, 140

as fastest track, 186

at Brazilian Grand Prix, 140

overview of, 208, 220–222, 297–298

Drag Reduction System (DRS) and, 20–21, 65, 73, 138–139, 316

spectator bank at, 240 tips regarding, 251 track changes to, 197 website of, 251 Mosley, Max (businessman), 302 Moss, Stirling (driver), 276–277

ease of, 197 at high-downforce track, 187 at high-speed low-downforce track, 186 at Japanese Grand Prix, 21 overview of, 138–140

Index

337

overtaking (continued)

hitting the marks for, 151

process of, 21

jacking for, 151–152

rules regarding, 136–137

lap traffic and, 131

at Senna Esses, Interlagos, 139

location for, 146

on street tracks, 185

overview of, 130, 145–148

oxidization, 70

penalty rules regarding, 149 performance at, 154

P

purpose of, 149

paddock, 244, 322 Paddock Club, 241, 243 paddock pass, 244–246, 322 paint scheme, 322 parade, driver, 102 parc ferme, 51–52, 125, 157–158 parties, 296–297 pasta, 107 pedals, 72 penalty, 63, 149, 316, 326 Perez, Sergio (driver), 22, 201, 205, 206, 229, 268 Petrov, Vitaly (driver), 233 Philip Morris, 34 Piastri, Oscar (driver), 269, 305–306 Piquet, Nelson (driver), 53, 85, 127, 222, 287– 288, 289 Pirelli, 71, 130 pit board, 103, 322 pit confirm button, 73 pit crew, 146–147, 150, 154, 322 pit lane, 241, 261, 322 pit lane speed button, 73 pit stop anatomy of, 150–153 brakes and, 131 choices regarding, 130–131 danger in, 147–148 defined, 322 driver skill and, 131 entry to, 151 equipment malfunction at, 154 exit from, 152 Fastest Pit Stop Award for, 166 front wing adjustment for, 152

338

Formula One Racing For Dummies

qualifying position and, 130 radio contact during, 153 refueling at, 148 rivalry regarding, 147 rules regarding, 148 safe release for, 148 safety car opportunity for, 149 safety in, 147–148 stabilizing for, 152 strategy of, 130 timing at, 151, 153 tires for, 130, 145–146, 149, 150, 152 undercut and, 149 pit wall, 146 the pits, 146, 322. See also pit stop plank, 323 podcast, 264 podium ceremony, 159–160, 261, 323 points system, 47, 144, 163–164 pole position, 121–122, 323. See also qualifying Pole Position Award, 166 popularity, 17–18, 20–21, 22–23, 24, 25 post-race, 156–162 Pourchaire, Theo (driver), 307 powertrain engineer, 88 practice arrival to, 100 communication during, 100 debrief following, 120 driver benefits of, 117–119 establishing set-up during, 118 going purple during, 120 initial laps of, 100 overview of, 99–101, 117–120

reconnaissance lap of, 100, 102

camping for, 242

routine regarding, 98

checkered flag following, 156–157

scrutineering during, 51

formation lap on, 317

strategy for, 119–120

grid positions for, 125

tire choosing during, 118–119, 129

hotel accommodations for, 241–242

working through problems during, 100

mental preparation for, 103–105

press conference, 160–161

at night, 194

private jet, 114

podium ceremony following, 159–160

production manager, 89

post-race functions on, 102

Prost, Alain (driver)

rituals regarding, 101–105

domination of, 281

television coverage of, 243

at European Grand Prix, 289–290

tickets for, 238–241

at Japanese Grand Prix, 224

time table for, 117

at Monaco Grand Prix, 104, 288

tricks for, 242–246

overview of, 280

winning, 156

at Spanish Grand Prix, 287–288

race director, 48, 323

success of, 22, 85

race engineer, 89

protein, 107

race meeting, 114

pushrod (pullrod), 67

race start button, 74 race wear, 169–172

Q

Qatar Airways, 32 Qatar Grand Prix, Losail, 225–226, 253 qualifying grid position during, 124–125 mistakes during, 122 at Monaco Grand Prix, 210 overview of, 121–122 pit stop location and, 130 Q1 in, 121 Q2 in, 121 Q3 in, 121 routine regarding, 98 Saturday sprint day and, 123–125 scrutineering during, 51 tires for, 122 weather challenges during, 124

R

race day arrival time to, 242

racing line, 323 radio, 41, 153, 243, 264 radio button, 74 Raikkonen, Kimi (driver) at Australian Grand Prix, 203 at Brazilian Grand Prix, 196 as champion, 300 at Japanese Grand Prix, 21, 290 race day routine of, 107 victory of, 25, 283 Ratzenberger, Roland (driver), 23, 208 rear impact structure test, 50 rear jack operator, 146, 150, 152 rear-facing camera, 173 reconnaissance lap, 100, 102 Red Bull, 36, 40 Red Bull Racing Austrian Grand Prix of, 36, 213–214, 249 contact information for, 271 engines of, 77 leadership of, 86 ownership by, 33

Index

339

Red Bull Racing (continued)

for post-race celebration, 157

at Saudi Arabian Grand Prix, 201

for post-race checks, 157–158

sponsorship of, 32, 81

for power unit components, 61–62, 63

strategy of, 129

racing, 46–47

victories of, 34

sliding scale system in, 165

Red Bull Ring, Austrian Grand Prix, 36, 213–214, 249

sporting regulations in, 46–47

red flag, 141, 317

for team orders, 162–163

reliability, speed versus, 76 Renault, 27, 127 research and development (R&D), 87 reserve driver, 323 restart, 143–144 Reutemann, Carlos (driver), 288 reversing, 148 revolutions per minute (rpm), 323 Ricciardo, Daniel (driver), 213, 270 ride height, 70 Rindt, Jochen (driver), 286 rivalry, 94 road cars, 40 Roberts, Ian (CMO), 179 roll bar, 173 roll center, in suspension, 69–70 roll hoop, 324 roll structure test, 49 rookie, 115, 116 Rosberg, Keke (driver), 25, 53, 85 Rosberg, Nico (driver), 9, 122 rules changes of, 21 defining a car in, 47 financial regulations in, 48 governance for changing, 45 for jewelry, 170 locations of, 48 one move, 135, 321 for overtaking, 136–137 overview of, 43 paddock, 244–245 penalty, 149 for pit stop, 148

340

Formula One Racing For Dummies

stewards of, 325 for teams, 86, 162–163 technical regulations in, 47 for tires, 71 rumble strip, 324 run-off area, asphalt, 313 Russell, George (driver), 268

S

safety airbags for, 174 built-in, 74–76 in the car, 172–176 chassis, 176 clothing for, 168–172 in the cockpit, 172–173 doctor for, 179 gear for, 167, 168–172 Halo for, 12, 74, 173, 175 HANS (head and neck support) device for, 75, 171, 175, 318 helmet for, 168–169 marshals for, 177 medical facilities for, 178 medical personnel for, 197 overview of, 167 procedures regarding, 176–179 regulations regarding, 23 safety car, 142–143, 177–178, 324 seat belts for, 174 track, 196–197 in track design, 190 for track personnel, 176–179 virtual safety car (VSC), 141–142, 178, 327

safety car, 142–143, 149, 177–178, 324

legacy of, 298

Sainz, Carlos (driver), 8, 268

at Monaco Grand Prix, 104, 185, 288

Sakhir Grand Prix, 200

overview of, 281

San Marino Grand Prix, 23, 161, 207, 208, 281

Senna Esses and, 192

Sargeant, Logan (driver), 270, 306, 310

success of, 22, 85

Sauber team (Alfa Romeo), 81

Senna Esses, Interlagos, 139, 192

Saudi Arabian Grand Prix, Jeddah, 185, 186, 194, 201–202, 253

sensors, 92

Scheckter, Jody (driver), 287

shift paddles button, 74

Schmitz, Hannah (engineer), 129 Schumacher, Michael (driver) at Bahrain Grand Prix, 199 at Belgian Grand Prix, 140, 219 championship win by, 32 criticism of, 161 at Emilia Romagna Grand Prix, 208 at European Grand Prix, 289–290 fitness of, 107 at Italian Grand Prix, 221 at Japanese Grand Prix, 290 Jean Todt and, 304 overtaking of, 139, 140 overview of, 281–282 qualifying controversy regarding, 122 reflexes of, 124 at Spanish Grand Prix, 211 success of, 22, 25 team orders regarding, 162 telemetry of, 124 scrutineering, 50–51 Scuderia Ferrari team, 83–84 seat, 72, 172, 173, 324 seat belt, 174 sector, 324 selfies, 245–246, 297 semi-automatic gearbox, 324 Senna, Ayrton (driver) death of, 23, 208 at European Grand Prix, 289–290 at Hungarian Grand Prix, 216 at Italian Grand Prix, 221 at Japanese Grand Prix, 224

set-up, car, 68, 118, 125, 188, 195, 324 show car, 324 shunt, 325 side impact structure test, 49 Silverstone, British Grand Prix Becketts Complex of, 192 as medium-speed track, 188 overview of, 215–216, 289 tips regarding, 250 track changes to, 198 website of, 250 simulator, 14, 99 simulator technician, 91 Singapore Grand Prix, Marina Bay Circuit cheating scandal at, 127 cooling routine at, 109 night race at, 194 overtaking challenges at, 122 overview of, 222–224 passing challenges at, 132 tips regarding, 254–255 website of, 254 skid block, 325 skip 1/10 preset button, 73 slick tires, 325 sliding scale system, 165 slipstreaming, 138, 325 slowing down lap, 157 social media, 41, 266, 268–272 Spa-Francorchamps, Belgian Grand Prix accident at, 74, 175 Eau Rouge corner of, 192, 218, 219 length of, 197 overtaking at, 140

Index

341

Spa-Francorchamps, Belgian Grand Prix (continued)

Stewart, Jackie (driver), 84, 278–279, 286

overview of, 192, 218–219

stint, 128

penalties in, 63

stop-and-go penalty, 326

tips regarding, 249–250

strat mode rotary button, 74

weather changes at, 218

strategy

website of, 249

briefing regarding, 102

Spanish Grand Prix, Barcelona, 156, 162, 210–212, 252, 287–288

challenges regarding, 141

Spears, Britney (musician), 228

for defending positions, 135–137

speed, 76, 148, 196–197 speed limit, 151 sponsorship attracting, 11 benefits of, 15, 29, 31–37 choosing, 35–36 company types in, 32 defined, 325 development of, 15 driver interaction with, 101

deciding, 128–131 elements of, 127 for no restart, 143–144 overcut and, 131–132 overview of, 127 for safety car, 141–143 for starting the race, 132–135 for tires, 128–130 undercut and, 131–132 for weather, 153

failures of, 42

street track, 184–186, 296. See also track; specific tracks

logo locations of, 30

stress analysis, 59, 60

overview of, 16

Stroll, Lance (driver), 107, 269

on race wear, 169

Stroll, Lawrence (businessman), 81

role of sponsor in, 30

Surtees, Henry (driver), 175

rules regarding, 30

survival cell camera, 173

small, 35–36

suspension, 67–70, 100, 328

television and, 24, 40–42

Suzuka, Japanese Grand Prix, 21, 188, 192, 224–225, 240, 254, 290

title, 31–35 from tobacco companies, 34 track selection and, 189 sporting director, 89–90 sporting regulation, 46–47, 86 spring, in suspension, 67, 69, 325 Sprint weekend, 113, 116–117, 123–125 squeeze test, 50 staff, recruiting, 10 starting, race, 132–135 static load test, 50 steering column test, 50 steering wheel, 73–74, 172 Steiner, Guenther (engineer), 82 Stella, Andrea (engineer), 82 steward, 325

342

Formula One Racing For Dummies

Swift, Taylor (musician), 228 systems engineer, 92

T

Tauranac, Ron (engineer), 85 team. See also specific teams advantages for, 165 boss of, 80–85 briefing of, 314 catering staff of, 93 chief aerodynamicist of, 87 chief designer of, 87 chief mechanic of, 89 chief of engineering of, 88 chief of research and development (R&D) of, 87

collaboration on, 101, 162

coverage locations for, 263–264

commercial director of, 90

growth of, 7

computational flow dynamics (CFD) analyst of, 91

overview of, 260–264

Constructor’s World Championship for, 164–165

race day coverage on, 243

customer, 315 debrief for, 120 engine design chief of, 88 head of communications of, 90 head of strategy of, 88 importance of, 9–10 information technologist of, 93 leadership approaches of, 80–81 logistics manager of, 93 manufacturer, 77, 319 model maker of, 91 overview of, 79–80 pit board for, 103, 322 pit crew, 146–147, 150, 154, 322 powertrain engineer of, 88 production manager of, 89 race engineer of, 89 rules for, 86 simulator technician of, 91 sporting director of, 89–90 sporting regulations for, 86 strategists of, 127 structure of, 85–90

post-race press conference on, 161 sponsorship and, 24, 40–42 statistics regarding, 7 testing, factory, 14 thermal efficiency, 63 throttle, 76 tickets, for race day, 238–241 Tilke, Hermann (track designer), 190, 227 Timberlake, Justin (musician), 228 tire barrier, 326 tires camber of, 70 choosing, 118–119 compound of, 71 construction of, 71 driver skill regarding, 130 drop off time of, 130 graining of, 118 grooved, 72 hard compound, 318 manufacturer information regarding, 130 marbles from, 196, 320 overview of, 71–72

systems engineer of, 92

pit stop strategy regarding, 130, 145–146, 149, 150, 152

technical directors for, 86–87

during practice, 118–119, 129

telemetry of, 92

for qualifying, 122

truckie of, 93

rules for, 71

wind tunnel chief of, 88

scrutineering of, 51

“works” manufacturers of, 80–81

slick, 325

team boss, 9–11, 114

soft compound, 325

team order, 162–163

strategy regarding, 128–130

teammate, 326

temperature sensitivity of, 71

technical director, 86–87, 326

types of, 118–119, 129

technology, developments in, 10

wets, 327

telemetry, 92, 116, 124, 315, 326 television

wheel nut retention system for, 152 title sponsorship, 31–35. See also sponsorship

camera angles on, 260–261

tobacco companies, sponsorship from, 34

commentary on, 262–263

Todt, Jean (driver), 304

Index

343

Toleman team, 32

turbocharger (TC), 61, 62

torsion bar, in suspension, 67

Tyrrell, Ken (driver), 28, 84

Tost, Franz (driver), 81

Tyrrell team, 53

toys, as merchandise, 38 track. See also specific tracks changing nature of, 196–198 choosing, 188–189 corner skill for, 191–193 design of, 190 details regarding, 115–116 evolution of, 195–196 experience regarding, 194 fees for, 189 fuel changes on, 119 getting to know, 193–196 grip at, 195–196 high-downforce, 186–187 high-speed low-downforce, 186 learning of, by drivers, 115, 193–196 marbles on, 196, 320 medium-speed, 187–188 oval, 185–186 overview of, 14, 183 paddock at, 322 paddock pass for, 322 quality of, 189 racing line of, 323 run-off areas of, 196 safety changes at, 196–197 sectors of, 324 street, 184–186 tire barrier at, 326 track boss, 197 traction control, 316, 326 traffic light operator, 146, 150, 152 transmission, 64 travelling, 114 trophies, 160, 165 truckie, 93, 326 Tsunoda, Yuki (driver), 22, 270 tub, 327 tub (chassis), 58–59, 60, 176, 314

344

Formula One Racing For Dummies

U

undercut, 131–132, 149, 153 understeering, 68–69, 100, 327 underwear, 170, 171 United States Grand Prix, Circuit of the Americas, 227–228, 248 upright, 67, 327

V

Valkyrie, 40 Vanderbilt Trophy race, 158 Vasseur, Frederic, 8 Venturi tunnel, 65–66 Verstappen, Jos (driver), 148 Verstappen, Max (driver) at Abu Dhabi Grand Prix, 141, 143, 233 accident of, 139, 192 contact information for, 268 driving style of, 22, 135 free time of, 97 at Italian Grand Prix, 222 at Miami Grand Prix, 206 motorhome of, 110 at Qatar Grand Prix, 226 at Saudi Arabian Grand Prix, 201 strategy of, 129 success of, 83 World Championship victory of, 163 as youngest winner, 162 Vettel, Sebastian (driver), 25, 52, 83, 114, 291–292 Villenueve, Gilles (driver), 213, 219, 287, 288, 298 Villenueve, Jacques (driver), 85, 192, 213, 282 Virgin Racing, 91 virtual safety car (VSC), 141–142, 149, 178, 327 visor cleaner, 147, 150 Vowles, James (engineer), 82

W

W Series, 97 Walker, Murray (commentator), 262 waved yellow flag, 317 weather, 124, 153, 218, 226 websites Abu Dhabi Grand Prix, 252 Alexander Albon, 270 Alfa Romeo, 272 AlphaTauri, 272 Alpine, 271 Aston Martin, 272 Australian Grand Prix, Melbourne, 254 Austrian Grand Prix, Red Bull Ring, 249 Autosport, 265 Azerbaijan Grand Prix, 249 Bahrain Grand Prix, 253 Belgian Grand Prix, Spa-Francorchamps, 249 British Grand Prix, 250 Canadian Grand Prix, 247 Carlos Sainz, 268 Charles Leclerc, 268 Cheat Sheet, 4 Crash.net, 265 Daniel Ricciardo, 270 Dutch Grand Prix, Zandvoort, 250 Emilia Romagna Grand Prix, 250 Esteban Ocon, 269 Federation Internationale de l’Automobile (FIA), 48, 266 Fernando Alonso, 270 Ferrari, 271 Formula 1, 263, 266 George Russell, 268 GP Blog, 265 GP Fans, 265 Haas, 272 Hungarian Grand Prix, 251 Imola, 250 Interlagos, 247 Italian Grand Prix, 251 Japanese Grand Prix, Suzuka, 254 Kevin Magnussen, 270

Lance Stroll, 269 Lando Norris, 269 Las Vegas Grand Prix, 248 Lewis Hamilton, 268 Logan Sargeant, 270 Max Verstappen, 268 McLaren, 271 Mercedes Benz, 271 Mexican Grand Prix, 247 Miami Grand Prix, 248 Monaco Grand Prix, Monte Carlo, 251 Monza, 251 Motorsport, 265 Nico Hulkenberg, 270 Oscar Piastri, 269 Pierre Gasly, 269 PlanetF1, 265 Qatar Grand Prix, Losail, 253 RaceFans, 265 Racer, 265 Racing News 365, 265 Red Bull Racing, 271 Red Bull Ring, 249 Saudi Arabian Grand Prix, Jeddah, 253 Sergio Perez, 268 Silverstone, 250 Singapore Grand Prix, Marina Bay Circuit, 254 Spa-Francorchamps, 249 Spanish Grand Prix, Barcelona, 252 Speedcafe, 265 United States Grand Prix, 248 Valtteri Bottas, 269 Williams, 272 Yas Marina, 252 Yuki Tsunoda, 270 Zhou Guanyu, 269 Wendinger, Karl (driver), 289–290 wets, 327 wheel nut retention system, 152, 173, 176 wheel retention cable, 76 wheelbase, 327 wheels, design elements of, 12. See also tires wheel-to-wheel racing, 20–21

Index

345

white flag, 317

origin of, 46

Williams, 77, 82, 85, 272

overtaking at, 197

Williams, Frank (driver), 85, 302–303

overview of, 233–234

Williamson, Roger (driver), 219

safety car controversy at, 143

wind tunnel, 327

strategy at, 141

wind tunnel chief, 88

tips regarding, 252

wings, 12, 64–65, 328

yellow flag, 317

wishbone, 328

yellow flag with red stripes, 317

Wittich, Niels (director), 48 Wolff, Susie (driver), 97 Wolff, Toto (driver), 10, 80–81, 82–83 workout, driver, 105–108 World Championship, 26, 162–166

Zandvoort, Dutch Grand Prix, 187, 219–220, 250 Zeta-Jones, Catherine (actress), 246 Zonta, Ricardo (driver), 140, 192 Zylon strip, 169, 171

Y

Yas Marina, Abu Dhabi Grand Prix as medium-speed track, 188 night race of, 194

346

Z

Formula One Racing For Dummies

About the Authors Jonathan Noble is Formula One editor of Motorsport.com, the world’s biggest independent motorsport website. His sports journalism career began during university when he won the prestigious Sir Williams Lyons Award for aspiring young writers — after interviewing a then-relatively-unknown David Coulthard. After graduating from Sussex University, he joined news agency Collings Sport, helping cover Formula One, football, and rugby for a host of newspapers and agencies, including The Daily Telegraph, Reuters, and The European. He then moved to Autosport Special Projects in 1999, with one of his tasks being to edit the ­company’s excellent Grand Prix Review. In 2000, he became Autosport magazine’s grand prix editor, and in 2004, he switched to the Autosport website. In 2015, he was hired by Motorsport.com and helped play a key role in establishing it at the top of the rankings. Mark Hughes used to race cars before he began writing about them. His journalistic career began at British motorsport weekly Motoring News in 1988, where he would stay for the next five years, moving from club race reporting up to Formula One. After a spell in road car journalism, he went freelance in 1996 and was later contracted by Autosport — one of the leading motorsport titles in the world — to be its Formula One editor at large. In this role he travels to all races and writes the grand prix reports for the magazine.

Author’s Acknowledgments From Jonathan: To everyone at Wiley Publishing who has been involved in this fun project, thank you for the opportunity and putting in the effort to make it all happen. To my parents, thank you for all the support you’ve always given me as I’ve continued to chase racing cars around the world. And finally, to my family — my wife Sarah and children Amalie and Seb — for losing me to the garden office on my rare days at home so I was able to work my way through everything: I could not have done it without you.

Publisher’s Acknowledgments Acquisitions Editor: Jennifer Yee

Production Editor: Saikarthick Kumarasamy

Project Editor: Christopher Morris

Cover Image: Courtesy of Jiri Krenek for Mercedes-Benz Grand Prix Ltd.

Copy Editor: Christopher Morris Technical Editor: James Roberts

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Black and white photos do not do justice to the color, spectacle, and thrill of Formula One racing, so I’ve selected some stand-out images that help bring the sport to life. The photos should at least give you a bit of insight into the thrill that F1 races deliver, and the tremendous technology and emotions that help make millions of people tune in every year.

© A ston Martin F ormula 1 team

In this section, you see the emotions of the pit crew as one of their drivers takes a podium finish — in this case, Aston Martin celebrating Fernando Alonso crossing the line in the 2023 Bahrain Grand Prix — as well as what goes on in the pit lane, the paddock, some important safety elements, and a reminder of one of F1’s darkest days.

© Jonathan Noble © Jonathan Noble

The Formula One paddock is full of impressive motorhomes that form the base for all the teams and all of grand prix racing’s important players on a race weekend. This two-story structure is F1’s own facility that travels to all the European grands prix.

F1 teams follow the races from special pit wall structures that they build each weekend. This is the Ferrari team’s set-up, and shows off the many screens that broadcast the international race feed as well as data channels from all the track action.

© Ferrari © Mercedes-AMG F1 team

Fans are what make the atmosphere of Formula One races so special, and no place does it better than Italy, where Ferrari’s loyal supporters — known as the tifosi — spill on to the track after the race to celebrate with the grand prix winners.

Lando Norris (left) and Lewis Hamilton (right) are two of Formula One’s biggest stars right now.

© Mercedes-AMG F1 team © Mercedes-AMG F1 team

Nothing shows how far Formula One technology has come than the progress of steering wheels. In the 1950s, a steering wheel was just something to turn the front wheels; nowadays, they feature high-tech systems that help drivers tune many aspects of the car.

Formula One’s racing action can get very close and exciting. Here, George Russell and Charles Leclerc are cheered on by the crowd as they fight for position.

© Jonathan Noble © Mercedes-AMG F1 team

The Red Bull pit crew are regularly the fastest in Formula One, and their continued success comes down to the ample practice they conduct each and every weekend.

The Formula One safety car comes into action when an incident or track conditions make it too dangerous to continue racing. Pictured here is the Mercedes version. The safety car helps neutralize the field until the danger has gone and racing can resume.

© Mercedes-AMG F1 team © Jonathan Noble

Formula One cars are fitted with rear safety lights that flash to warn following drivers of potential danger. They are switched on in the rain, or in situations when the car is going slower than normal — such as in the pit lane or during safety car periods.

Max Verstappen gets out of his Red Bull car on the grid before the start of a Formula One race. His mechanics will give everything a final check over to ensure everything is in order and that there are no last-minute dramas.

© A ntonio Gravante - stock . adobe.com © Cristiano B arni - Shutterstock

The famous memorial for three-time world champion Ayrton Senna at Italy’s Imola circuit. The Brazilian lost his life there at the 1994 San Marino Grand Prix on F1’s darkest weekend, which saw another driver, Roland Ratzenberger, also die in a qualifying accident.

The rivalry between Max Verstappen and Lewis Hamilton has sometimes bubbled over, with one of their most famous tangles coming at the 2021 Italian Grand Prix as their cars ended up on top of each other.

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Romain Grosjean proved how robust Formula One’s safety standards are when he escaped with just minor burns from this fiery crash on the opening lap of the 2020 Bahrain Grand Prix.

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