Рубрика: Autosport News

Ben Hunt: MotoGP’s 75th anniversary was a hit


Who doesn’t like a bit of nostalgia when it comes to motorsport? Be it a driver or rider from the past, or indeed a special livery that has a fondness in our hearts from a bygone era.

MotoGP’s 75th celebration embraced the celebration of the past with each team picking a one-off livery to commentate the landmark.

Working with Dorna, each team started on its designs in April to feature a stunning variation on a classic livery.

Those teams with a long association with MotoGP were able to deliver some fantastic takes. For instance, Yamaha adopted the red and white colours used by Yamaha upon its first entry, in 1961, and later made famous by Giacomo Agostini.

Fabio Quartararo, Yamaha Factory Racing

Fabio Quartararo, Yamaha Factory Racing

Photo by: Gold and Goose / Motorsport Images

Honda’s satellite team LCR opted for two different liveries, with Johann Zarco racing on a white-and-green bike that paid tribute to Mike Hailwood and Takaaki Nakagami running in the colours of the Japanese flag.

Meanwhile, those newer to the series such as the VR46 squad ran a special livery paying tribute to its legendary team owner Valentino Rossi and a helmet he used during the 2018 MotoGP season. US-owned team Trackhouse had a livery showing the faces of 11 American grand prix winners.

There was also a small area at Silverstone showing off a handful of items such as race suits and helmets, but generally, there was potential for much more and, as a consequence, the final MotoGP race of the season in Valencia is likely to see a repeat on a larger scale.

Not only were the teams creative, the initiative also required the full support of sponsors and partners, which is where things get tricky, especially with F1 teams.

However, as Williams with its Gulf oil livery and McLaren with its Ayrton Senna-inspired liveries have proved recently, it is possible.

Alex Albon, Williams FW45

Alex Albon, Williams FW45

Photo by: Williams

Mercedes too ran a special paint job at the German GP in 2019 to celebrate its 125th year of competing in motorsport on their 200th F1 start.

The possibilities are mind-boggling, but how good would it be to see a 2025 Alpine painted like a Benetton? Or a Red Bull like a 2000 Jaguar? Or Nigel Mansell’s famous red five-era livery on a Williams?

Liveries aside, Formula 1’s British Grand Prix next year, which also sees Autosport celebrate its 75th anniversary as well as the series, will be an opportunity to look at elements, such as safety improvements through brands such as Bell and Alpinestars. Tyre suppliers Pirelli also has 152 years of heritage to draw upon.

It is a real opportunity for a celebration, but it is important that the discussions with the teams, Formula One Management, the circuit and the FIA must start sooner rather than later. Otherwise, it will feel like a great opportunity missed to celebrate such a landmark occasion.



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RB updates haven’t cured high-speed F1 car weakness


Daniel Ricciardo has conceded RB still has to work on finding a solution to its Formula 1 car’s weaknesses despite adding upgrades at the Belgian Grand Prix weekend.

The Australian has rediscovered his form in recent outings, picking up three points finishes in the last six races after initially struggling to match team-mate Yuki Tsunoda.

His struggles early in the season led to suggestions that he could be replaced at the team, with Liam Lawson waiting on the sidelines following his impressive cameo last season, but Ricciardo’s improvement also put him in the frame to take over from Sergio Perez at Red Bull.

Neither scenario has played out after Red Bull’s summer break review and Ricciardo has remained focused on his task in hand, which ended before the break with an 11th place finish at Spa.

This became a points-paying position when Mercedes’ George Russell was disqualified from the race for an underweight car.

It was a reward for RB, which added updates to the car for the weekend as it aims to close the gap to the front of the midfield battle, continuing a four-race scoring streak between its two drivers to consolidate sixth spot in the constructors’ table.

But addressing the changes made to the machinery, Ricciardo suggested work still needs to be done with inherent issues still persisting.

«I still feel like our strengths are in a little bit more the lower speed stuff and our weaknesses are a bit more in the real quick stuff,» he explained.

Daniel Ricciardo, RB F1 Team

Daniel Ricciardo, RB F1 Team

Photo by: Red Bull Content Pool

«I think real high speed we still got to work on a bit, but all the kind of tighter, twistier stuff we seem to be alright.

«So yeah, probably same characteristics, just now load is our friend so maybe I’ll put on some weight over the break, and that’ll help.»

Speaking before Russell’s disqualification was announced, Ricciardo admitted that «I didn’t really know my position during the race» but believed he would be on for a shot at points until Alpine’s Esteban Ocon caught and overtook him late on.

«I really thought we would have ended up in the points,» he said.

«When I had Ocon behind me, that’s when I knew I was 10th and I was like, ‘Oh, I really thought I was maybe ninth’. ‘Cos I knew that holding him off was gonna be tricky.

«He was strong all weekend. And also, he just came out on a fresher tyre.

«I think we had a really good race, I just think some other drivers also had a really good race.»



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Pressure increasing on Aston Martin but team claims owner Stroll is patient


Aston Martin team principal Mike Krack says there is “huge pressure” inside the squad to revive its Formula 1 results but claims owner Lawrence Stroll understands this will take time.

This year, the team could not repeat its 2022-2023 off-season gains, where it rose from finishing seventh in the 2022 constructors’ championship to scoring six podiums in the first eight races, along with a missed win at Monaco.

Fernando Alonso was then regularly bothering Red Bull at the head of F1’s pecking order.

Although Aston’s year-on-year gains were impressive last season, rivals Ferrari and Mercedes initially persevering with flawed car concepts before joining the outwash sidepods aerodynamic path Red Bull had proven was so successful, along with McLaren leaping in front of all three squads to trail Red Bull, meant the green team’s glittering results dried up.

This term, its major front wing, floor and rear aero parts Imola upgrade package backfired and while Aston has since made alterations to try and recover its lost ground, it currently sits fifth in this year’s constructors’ standings with a best result of fifth.

In an exclusive interview with Autosport at the recent British Grand Prix, Krack discussed how “where others were underperforming and we were overperforming in the competitive order” meant early 2023 was “flattering and probably not a true reflection of where we really were as a team”.

When asked how Stroll viewed Aston’s situation in 2024 – with the outside perception that the team has gone backwards as others have gained more significantly around it – Krack replied: “Well, I think there are two aspects.

Mike Krack, Team Principal, Aston Martin F1 Team

Mike Krack, Team Principal, Aston Martin F1 Team

Photo by: Zak Mauger / Motorsport Images

“One is: what progress do you make compared to the competition over the years? Where you have ambitious targets and you try to manage them.

«That is something that I think you have a discussion [about] and you have a plan in place and you know that you cannot go from seventh to first. It’s not possible.

“You need, ‘this and this and this’. You have seen some of what we need in the future. That is one point and I think there is a certain amount of reality or realism and also patience.

“But then when you go and you zoom in and you bring upgrades and they are not delivering the performance that they should, then the pressure is increasing and rightly so.

“I think the perception from outside is not wrong or erroneous. The perception inside is huge pressure because [the Imola upgrade] doesn’t deliver what you were expected to deliver and trying to solve this as quick as possible [is now the aim] and in that point, I understand also that there is less patience.

“Now, Lawrence has been in this business for long. He is very knowledgeable of how Formula 1 works, he knows also that if you have something that didn’t work until you have something better, it takes time – to make new parts, to make this to make that. So, I think it’s a mix between the two. It is a situation that we would not like to be in.

“We started the season in fifth, wanted to get closer, had a plan to get closer to the top cars, and have not delivered that.”

In addition to trying to recover its 2024 car development ground, Aston has also recently made a change at the top of its management structure, with ex-Mercedes engine chief Andy Cowell set to replace former McLaren team boss Martin Whitmarsh as group CEO in October.



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Who are the Formula 1 drivers’ managers, and what do they do?


With only 20 seats available on the grid competition is fierce. Since Formula 1’s inaugural race at Silverstone in 1950, just 776 drivers can lay claim to being an F1 grand prix driver.

With so few positions on the grid, competition is fierce so having the right person to get you that drive — and creating the right environment for you to flourish — is key.

The majority of today’s F1 drivers have a management team behind them, performing various roles to ensure they are free to focus on driving and being 100% focused on their performances for their respective teams.

Graeme Lowdon, the former CEO of the Virgin and Marussia Formula 1 teams, now runs Equals Management with former racing driver turned manager, Marc Hynes, and together they work with Lewis Hamilton and Zhou Guanyu.

Lowdon says that his approach to managing Zhou is to try and do all he can to ensure his driver is freed up to only concentrate on his F1 commitments.

«The approach we take is what we call a 360 approach,» he told Autosport. «That means overseeing anything that can distract a driver from driving a race car, so logistics, contracts negotiations, sponsorship, physio, health and diet, tax structuring and so on.

«We can’t be experts on all of those so we work with trusted suppliers with those who have experience working in those areas because you can end up with a scenario where you have a driver who is under stress because of some business structure in his life and if you have no control of it, then it is detracting from performance.

Graeme Lowdon, head of CEFC Manor

Graeme Lowdon, head of CEFC Manor

Photo by: Rainier Ehrhardt

«Whereas the whole idea of management is to create an environment where an athlete can perform.

«To a large extent Marc pioneered that with Lewis and we try to have the same approach with Zhou. Some drivers just have managers for a contract renewal and may want to have a third party for that, but our approach is different which is why we work with so few drivers.»

Lowdon explains that understanding how a driver spends his free time away from the track is vitally important to a driver and subsequently knows that could have a significant bearing on the terms of his contract.

He added: «Some management companies work with lots of drivers signed to them and in that instance it is buying knowledge, but that might not get the best out of the athlete. Some of the challenges for the young drivers in partially are quite common, there are some things you’ve never seen before, so coordinating everything is important, especially when it comes to F1 contracts.

«Little things like, we know how a particular driver performs well when he has a particular entourage with him, or not as the case may be, and his driver contract needs to reflect that. Otherwise he might be in a perpetual barney with the team over a pass for his grandfather.

«Another classic area is if you have negotiated a massive number of [sponsorship] days with the team and then there is an imbalance with what a driver has in terms of personal sponsors.

«Typically, sponsors for drivers is split between a racing context and a personal one, so a driver wearing a helmet in a race suit with some mechanics is very much a racing context, but him at home with his cat and mug of coffee is totally different. But if the dots are joined up, you might find yourself selling a sponsorship in a personal context and there are not enough days left for them to fulfil it.»

Max Verstappen, Red Bull Racing with his manager Raymond Vermeulen

Max Verstappen, Red Bull Racing with his manager Raymond Vermeulen

Photo by: Simon Galloway / Motorsport Images

Who manages who in the F1 paddock?

Max Verstappen — Raymond Vermeulen (manager)
Vermeulen has been by Verstappen’s side since he made his debut in F1 with Toro Rosso in 2015 when he was just 17. Vermeulen worked with Verstappen’s father Jos during his time in F1 so it was only natural he would be enlisted to help navigate the Red Bull driver’s career. Vermeulen is responsible for running Verstappen’s business on a day-to-day business, working through his ‘to-do’ list on his notepad. Any decisions are presented to both Verstappens with the final say coming down to Max.

Sergio Perez — Julian Jakobi (agent), Luis Alberto Aguirre (manager)
Perez has a two-pronged approach. The vastly-experienced Jakobi has looked after the careers of some of the biggest names in F1 from Ayrton Senna, Alain Prost, Michael Schumacher, Jackie Stewart and David Coulthard. Meanwhile, Aguirre, a former sport journalist, acts as Perez’s manager on a day-to-day basis and travels with the Red Bull driver.

Lewis Hamilton — Marc Hynes (manager)
Former racing driver Hynes works for Hamilton’s Project 44 and is his manager on a day-to-day basis. Hamilton also has a small team that looks after his non-race PR and a lawyer who oversees his contract but generally he has a small entourage overseeing his negotiations.

George Russell — Mercedes and Harry Soden (management)
Russell is unique in that he still comes under Mercedes’ stable as a former Mercedes young driver. Negotiations however are handled by Soden, who is a director at Infinity Sports Management and has been working with Russell for over a decade.

Oscar Piastri — Jam Management (management team)
Jam stands for Jason Allen, Ann and Mark Webber, the trio who oversee Piastri’s career. Former Red Bull and Jaguar and Williams driver Mark, and his wife Ann, have worked in F1 for years, while Allen has over 20 years’ experience in building and growing organisations and is the Jam Sports Management Chairman.

Lando Norris — ADD Management (management team)
Norris has been working with Mark Berryman and Fraser Sheader for a number of years through karting and to F1. Both karted in the junior ranks before switching to management. Berryman travels to most races to be by Norris’s side and also works as an intermediary between McLaren and their driver.

Charles Leclerc, Scuderia Ferrari, his manager, Nicolas Todt, arrive at the circuit

Charles Leclerc, Scuderia Ferrari, his manager, Nicolas Todt, arrive at the circuit

Photo by: Mark Sutton / Motorsport Images

Charles Leclerc — All Road Management (management team)
Leclerc’s management team consist largely of one figure, Nicolas Todt, the son of former Ferrari team principal and FIA President, Jean Tod. Nicolas has also managed former F1 drivers Daniil Kvyat, Felipe Massa and Pastor Maldonado.

Carlos Sainz — Carlos Onoro Sainz (manager)
Sainz likes to keep his F1 interests close to home, enlisting the help of his cousin to act as his manager. Sainz also turns to his father as a sounding board and did so over his protracted move to Williams for 2025.

Fernando Alonso — Flavio Briatore (manager)
Alonso has formed his own driver management company, A14 management with his close confidants Albert Resclosa and Alberto Fernandez, however, his own management has been done by Briatore for a number of years. The former Renault boss is now back at Alpine while Alonso is at Aston Martin.

Lance Stroll — Steve O’Connor and Mel Hoppenheim (management team)
When your father owns and runs the team you drive for, there is little need for an agent. However, Stroll has a group around him working as strategic advisors.

Nico Hulkenberg — Raoul Spengler (manager)
Hulkenberg used to use Michael Schumacher’s former manager Willi Weber but split in 2011 to take management into his own hands. He has since enlisted the help of Spengler since March 2018. Spengler previously managed the media and communications for surfer, Sebastian Steudtner.

Kevin Magnussen — Himself
The Dane had a bitter split with his former manager Dorte Riis Madsen and has since taken to managing his own career. Having been shown the door at Haas, he now needs to find a seat if he wants to remain in F1 next season.

Daniel Ricciardo, Visa Cash App RB F1 Team, arrives at the track with his manager Blake Friend and Performance Coach Pyry Salmela

Daniel Ricciardo, Visa Cash App RB F1 Team, arrives at the track with his manager Blake Friend and Performance Coach Pyry Salmela

Photo by: Mark Sutton / Motorsport Images

Daniel Ricciardo — CAA (agent), Blake Friend (manager)
Like some other drivers, Ricciardo has split his structure. CAA — the global talent agency manage his commercial interests while the Australian employs Blake Friend to act as his manager. Ricciardo’s business ventures are probably the most widely engaged with out of all the current F1 drivers.

Yuki Tsunoda — Mario Miyakawa and Luis Alvarez (management team), Takashi Usami (operations/finance)
Tsunoda has a team around him to help him negotiate his interests, contrary to many who incorrectly presume it is Red Bull that manage him.

Valtteri Bottas — Didier Coton (manager)
Bottas enlists the help of Coton’s Aces Management Group, who have also worked with a number of other drivers in the past, including Mika Hakkinen and Olivier Panis, building key relationships with team bosses and major sponsors.

Zhou Guanyu — Graeme Lowdon and Marc Hynes (management team)
Lowdon and Hynes oversee all aspects of Zhou’s career to free him up to concentrate on driving for Sauber. The two are part of Equals Management and have a long history of working in F1.

Logan Sargeant — Gary Catt (manager)
Sargeant enlists the help of Catt, who works for Infinity Sports Management, the same company who advise Russell. Catt began his career in karting and had much success before forming his management company with Soden.

Alex Albon — Jacques Heckstall-Smith (manager)
Albon has entrusted Grip Sports Management to act as his management team, led by Heckstall-Smith, who worked with Albon during his time at Red Bull as a senior communication manager. Heckstall-Smith has also worked at Williams in a similar role.

Esteban Ocon, Force India, Gwen Lagrue

Esteban Ocon, Force India, Gwen Lagrue

Photo by: Charles Coates / Motorsport Images

Esteban Ocon — Gwen Lagrue (manager)
Ocon has strong links with Lagure, who runs Mercedes young driver programme and is the F1 team’s talent-spotter. Consequently, there is a bond that means Mercedes are effectively managing the French driver.

Pierre Gasly — Guillaume Le Goff (manager)
Gasly is managed by Le Goff of The Grid Agency, who has over 16 years of experience in motorsport having started out as a race engineer working with 10 drivers before they reached F1.



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Haas avoided being «stupid or arrogant» with lowly F1 prediction


Haas team principal Ayao Komatsu has insisted his pre-season prediction that the team would be at the bottom of Formula 1’s pecking order was not a deflection, and that any suggestion it could be better would have been «stupid or arrogant».

Komatsu took the helm at the American-owned outfit following the shock departure of Guenther Steiner, who had been team principal since Haas joined the F1 grid in 2016.

The team had struggled with issues across the duration of last term, where despite strong qualifying performances — particularly from Nico Hulkenberg — inherent rear tyre degradation left both drivers hamstrung in races and often plummeting down the order.

With an upgrade taken to the United States Grand Prix setting the team back even further against its competitors and then the managerial change taking place in January, Komatsu declared ahead of the opening race of the year in Bahrain that Haas would occupy the back of the grid.

But it has been quite the opposite across the season with Hulkenberg and Kevin Magnussen making the most of slow starts for rival teams, helping to secure seventh in the constructors’ standings at the summer break — with the German driver taking two consecutive sixth places in Austria and Great Britain.
Nico Hulkenberg, Haas VF-24, Kevin Magnussen, Haas VF-24, Yuki Tsunoda, RB F1 Team VCARB 01

Nico Hulkenberg, Haas VF-24, Kevin Magnussen, Haas VF-24, Yuki Tsunoda, RB F1 Team VCARB 01

Photo by: Zak Mauger / Motorsport Images

Denying the comments pre-season were a deliberate deflection, Komatsu explained to Autosport: «Honestly, I knew how much improved over the winter [we were].

«You know how small we are, I know how late we started, I know how much time we wasted by doing the Austin upgrade. So, I had to assume people with at least the same resource or three times [the resource] will do at least as good a job as us because I know people are not stupid, right?

«So, I had to assume that you cannot count on people being 10kg overweight or totally messing up the concept. You cannot count on that, you’ve got to make your own result.»

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He added: «It’s pretty simple. We are 300 people. The next smallest team there is about three times as much. We started [thinking] like, ‘we wasted some time, how are we going to be better, right?’ So, if I said, ‘loading out of door in Bahrain, we’re going to be P8’, either I’m stupid or arrogant, one or the other.

«Then luckily for us, some other people messed it up, but I cannot count on that. When you’re doing the business, when you’re doing anything, you cannot come for other people’s mess. You’ve got to make your own fortune. That’s what I’m trying to do.»



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Red Bull to replace Wheatley internally in F1 management shakeup


Red Bull will promote from within its Formula 1 team to replace departing sporting director Jonathan Wheatley.

Wheatley will leave Red Bull at the end of the current campaign after an 18-year stint at the F1 world champions.
The 57-year-old will become the Audi F1 team principal in a switch after overhauling its own management structure.

The German car giant has taken over Swiss-based Sauber with a view to producing its own car and engine for the 2026 season but had struggled to make significant progress and lost out on signing its main driver target Carlos Sainz to Williams.


Autosport understands that Audi’s new chief operating and technical officer Mattia Binotto, the former Ferrari team boss, did not have any hand in Wheatley’s appointment.

Sources say Red Bull will look to replace Wheatley from within the organisation, giving the team the chance to freshen up their management structure.

While Christian Horner will remain in control, Wheatley and Adrian Newey’s subsequent departures means that Red Bull will be forced to reorganise its structure and pit wall.

That could see the return of the team manager role, rather than the sporting director title held by Wheatley.

This would be of considerable benefit as Red Bull looks to trim costs to comply with F1’s cost cap.

Jonathan Wheatley, Red Bull Racing team manager

Jonathan Wheatley, Red Bull Racing team manager

Photo by: Red Bull Content Pool

While Wheatley’s and Newey’s departures will lead to an increase in speculation that Red Bull is in turmoil, another school of thought is that the team is in a state of evolution, with veteran staff making way.

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Designer Pierre Wache was offered new terms just days before Newey’s departure was confirmed and it is likely that a new target has been identified for Wheatley’s role.

It was well-known within the paddock that Wheatley harboured aspirations to be a team boss.

At the start of the year he was linked with Horner’s job when the latter was facing an internal investigation.

That had created an uneasiness within the team before Wheatley signed a letter of support, pledging his faith to Horner, who signed him from Benetton in 2006.

Red Bull could now split the position held by Wheatley, possibly by promoting Gianpiero Lambiase, who is already Head of Race Engineering as well as Max Verstappen’s race engineer.


Another senior figure would be responsible for acting as a team manager in negotiations with the FIA.

However, sources say it is unlikely to look for external candidates and sees the departures of high-paid staff simply as evolution.

Watch: Mercedes Mistakes and McLaren’s Tough Decision — F1 Belgian GP Analysis



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What happens during an F1 summer shutdown?



You’ve heard the phrase mentioned in Formula 1, but what is the «summer shutdown» and what actually does it mean?


The relentless nature of Formula 1, especially in this record-breaking season with 24 races running from February to December, means that this year’s summer shutdown will be a welcome one for drivers and their respective teams.


It is an important break that is written into the 2024 FIA F1 sporting regulations. Article 24.1 says that «competitors must observe a shutdown «period of 14 consecutive days during the months of July and/or August».

As it is in the rules, any team found breaking the shutdown rules risks a penalty from the FIA.

The rules are simple. During the two-week break, teams cannot carry out any work related to the performance of their cars.
That means any design, research, wind tunnel time or even making a phone call or sending an email about the performance of the car is prohibited.


However, as Mercedes Chief Operating Officer Rob Thomas explains, there is still work to be done.

«Around 95% of the people are hopefully on the beach,» he tells Autosport, «but a lot does go on and people don’t really realise it.

«There is a lot of planning that goes on in the run-up to these precious two weeks. It’s the only time where you can get to things that you can’t normally get to, because we’re so flat out all the time.


Maintenance work can be carried out by external contractors while regular staff are on their enforced leave

Maintenance work can be carried out by external contractors while regular staff are on their enforced leave

Photo by: Red Bull Content Pool

«It sounds obvious, but it is a time where you give everything a good going over, rather like servicing your car.
It means that you can take the power down for a day and it will not disturb operations.


«Our shutdown starts at 6am on Saturday morning and when the last person leaves the site, an army of contractors will descend on the place.

«They will try to clean up as much as they can. In the machine shop, each machine will be serviced.

«We’re actually taking four machines out and bringing four new machines in, which is a pretty massive piece of work to do that. And then you’ve got all of the services around it.

«So things from the air conditioning systems to lighting to your heating, that all gets its annual service.


«Anything that needs repairing will get repaired and we’ll even paint the floors so when people walk in again in two weeks’ time they go ‘gosh, it’s changed a lot. It looks really nice’.»

It is up to the FIA to ensure that teams adhere to the rules. But while he says it is up to F1’s governing body to ensure that teams are sticking to the regulations, Thomas says it is unlikely that teams would disobey the shutdown procedures.


He added: «It’s like a lot of things in Formula 1 where it’s very hard for the FIA to actually police directly. So a lot of it comes down to the integrity of the teams.

«What would happen if let’s say we were cheating, and we were running a wind tunnel — it’s actually really hard to keep those sorts of things quiet because people move between teams all the time, as you know, so a lot of things become self-policing by the transient nature of people moving between teams.

Wind Tunnel Model in Toyota Cologne

Wind Tunnel Model in Toyota Cologne

Photo by: Andretti Autosport

«I guess there was always the potential of the FIA could just come in here at any point and see what you’re doing, but I don’t believe that has ever happened.

«I have also never heard any rumour of any other team doing activities, so I hope it’s one of those things that people stick to because people are so, so ready for a break.»

However, while the work on the F1 car ceases, not every department comes to a halt. Those areas that a not directly related to the performance and the development of the car can continue to operate as normal.

Thomas said: «It’s all in the sporting regulations, but effectively, you can’t do anything that involves testing or design work, production, car build or any racing activity.

«It really is the best thing we ever bought into Formula 1 because otherwise, you’d never stop.


«There are some areas of the business, people who work in commercial areas or finance and they need to be around to do end-of-month type activities.


«We are also having some building work done and I was speaking to the site manager who is overseeing a big construction project and when I said we would all be out of his hair for two weeks, he said ‘no offence, but that would be really helpful because your cars are parked everywhere’, so it allows them to get on with their building projects.»




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Was the 2024 Belgian GP one of Formula 1’s closest races?


There have been several close finishes in Formula 1 history involving two cars racing, or as was the case for Ferrari at the 2002 US Grand Prix, putting on a display of ‘racing’ towards the line. The margin of victory for Rubens Barrichello that day, on a botched attempt at creating a dead heat, was just 0.011s in favour of the Brazilian over team-mate Michael Schumacher.

But occasions when the leading three cars are line astern at the finish are altogether rarer. George Russell’s on-the-road win at Spa, later handed to Mercedes team-mate Lewis Hamilton after his car was found to be underweight, was all the more spectacular as Oscar Piastri loomed large in their mirrors.

Here we look over a few instances in F1 history where the top three were even closer still.

5. Monaco GP 2012

Mark Webber, Red Bull RB8 Renault.

Mark Webber, Red Bull RB8 Renault.

Photo by: Rainer W. Schlegelmilch / Motorsport Images

1. Mark Webber, Red Bull
2. Nico Rosberg, Mercedes (+0.643s)
3. Fernando Alonso, Ferrari (+0.947s)

The 2012 Monaco Grand Prix is mostly remembered for Michael Schumacher’s fastest time in qualifying, which to this day would still make him the oldest polesitter since 1970, hadn’t the 43-year-old served a five-place grid penalty for colliding with Bruno Senna in the previous round.

As a consequence, Red Bull’s Mark Webber started in pole position ahead of Mercedes’ Nico Rosberg and McLaren’s Lewis Hamilton, while championship leader Fernando Alonso was fifth and title contender Sebastian Vettel down in ninth.

The safety car neutralised the race early on following multiple first-lap contacts ending the races of three drivers including Romain Grosjean, who had started fourth. Webber still led from Rosberg and Hamilton, with Alonso now up to fourth and Vettel sixth.

On lap 26, Webber held a 1.8s gap on Rosberg, with Hamilton, Alonso and Felipe Massa respectively 6.6s, 7.4s and 9.5s away from the lead.

All of them made their only pitstop in the next five laps, with Vettel electing to stay on track to enjoy the clear track and free air while hoping for a rain shower to make his gamble jackpot-worthy. The reigning double world champion eventually changed tyres on lap 46 and rejoined in fourth, now just only 3.5s off first place, behind leader Webber, Rosberg and Alonso; completed by Hamilton and Massa, the top 6 was covered by 5.3s.

Some scarce drops of rain did materialise at last, around ten laps before the end of the race, but only Jean-Eric Vergne gambled on intermediates, which cost him a likely seventh-place finish.

Meanwhile, the fight for victory and podium became closer than it ever was, but the order didn’t change and Webber took the win from Rosberg and Alonso. Vettel’s fourth meant the top four was covered by 1.343s.

4. Abu Dhabi GP 2016

Lewis Hamilton, Mercedes F1 W07 Hybrid, crosses the line and takes the chequered flag to win the race from Nico Rosberg, Mercedes F1 W07 Hybrid, Sebastian Vettel, Ferrari SF16-H, and Max Verstappen, Red Bull Racing RB12

Lewis Hamilton, Mercedes F1 W07 Hybrid, crosses the line and takes the chequered flag to win the race from Nico Rosberg, Mercedes F1 W07 Hybrid, Sebastian Vettel, Ferrari SF16-H, and Max Verstappen, Red Bull Racing RB12

Photo by: Glenn Dunbar / Motorsport Images

1. Lewis Hamilton, Mercedes
2. Nico Rosberg, Mercedes (+0.439s)
3. Sebastian Vettel, Ferrari (+0.843s)

The stakes were high at the title-deciding 2016 Abu Dhabi Grand Prix, with Mercedes’ Nico Rosberg leading team-mate Lewis Hamilton by 12 points but the Briton grabbing pole position ahead of his rival.

Hamilton kept the lead at the start, with Ferrari’s Kimi Raikkonen passing Red Bull’s Daniel Ricciardo for third. Then a three-time world champion, Hamilton knew winning was not enough: he needed Rosberg to finish fourth at best to claim the title.

Hamilton managed to pull a 5.6s gap on Rosberg by lap 20 as the German was stuck behind Max Verstappen’s Red Bull for some time after his first pitstop, but Rosberg remained a comfortable second, so Hamilton decided to lose a few tenths a lap in order to back his team-mate into the pack.

As a consequence, at the end of lap 49 of 55, Rosberg was 0.9s off Hamilton while leading Verstappen by 1.5s and Vettel by 2.1s. The Ferrari driver had much fresher tyres and quickly overtook the Red Bull for third.

Though Mercedes was urging him to pick up the pace, Hamilton slowed down more dramatically at the end of the race, going from 1m45.9s on lap 53 to 1.46.3s and finally 1.47.2s, but it did not suffice for the title.

The Englishman took the chequered flag four tenths ahead of Rosberg, leading Vettel by eight, while Verstappen was a further eight tenths back. Rosberg won his single world championship and announced his retirement from Formula 1 just five days later.

3. Spanish GP 1981

Villeneuve's sixth and last GP win came under huge pressure

Villeneuve’s sixth and last GP win came under huge pressure

Photo by: LAT Photographic

1. Gilles Villeneuve, Ferrari
2. Jacques Laffite, Ligier (+0.211s)
3. John Watson, McLaren (+0.571s)

Jacques Laffite may have been only fifth in the drivers’ standings coming into the 1981 Spanish Grand Prix, but he achieved the seventh and last pole position of his career on the twisty Jarama track, with both Williams right behind him – driven by Alan Jones and championship leader Carlos Reutemann.

Due to the late June heat, the race took place at 4pm. Laffite got a dismal getaway and dropped to 11th, with Jones and Reutemann taking the lead while Ferrari’s Gilles Villeneuve jumped from seventh to third before overtaking Reutemann on the next lap.

Jones was in a class of his own and was 10.4s clear of Villeneuve after 13 laps, but the reigning world champion then went off, losing 15 places and nearly 55 seconds in the process.

New leader Villeneuve had a fast car on straights but slow in corners, with Reutemann closely tucked behind the Ferrari but unable to make a move. Now in third, Renault’s Alain Prost brought the gap down from 9.6s to 3.9s in 14 laps, but he misjudged a braking point, went off and had to retire.

At that stage, Villeneuve and Reutemann led John Watson and Laffite by over 12 seconds, with the Frenchman having fought his way back into the top five and overtaking the McLaren driver on lap 49.

Laffite caught up with the leaders on lap 60 and was swift to overtake Reutemann, who dropped to fourth behind Watson. Villeneuve’s Ferrari was unassailable, and the Quebecois took his sixth and last grand prix win from Laffite, Watson, Reutemann and Lotus’ Elio de Angelis: five different constructors in a top five covered by 1.24s.

2. Italian GP 1969

Jackie Stewart, Matra MS80

Jackie Stewart, Matra MS80

Photo by: David Phipps

1. Jackie Stewart, Matra
2. Jochen Rindt, Lotus (+0.08s)
3. Jean-Pierre Beltoise, Matra (+0.17s)

Once upon a time, Monza was a track bereft of any chicanes. Just imagine what the temple of speed was like back then, because it really explains why the Italian circuit bags the first two positions here.

The 1969 Italian Grand Prix took place with little suspense remaining in the title race, as Matra’s Jackie Stewart led the way with 51 points – more than twice his closest challenger Jacky Ickx’s 22, with four rounds to go. Stewart had a first opportunity for a maiden crown that weekend in Lombardy.

The Scot was only third on the grid, outqualified by Lotus’s Jochen Rindt and McLaren’s Denny Hulme. Yet, he made his way to the front as early as the first lap, but was not able to pull away.

The slipstream phenomenon, which was much stronger than at any other track, meant that the lead changed hands 15 times in the first 38 laps – the order being recorded at the end of each lap only, so there may have been more switches – with Stewart, Rindt, Hulme and Piers Courage trading first place.

Further on, Stewart mostly kept the lead while Hulme was out of contention due to brake issues, but the Matra driver was still followed closely by another five cars: team-mate Jean-Pierre Beltoise, the Lotuses of Rindt and Graham Hill, Courage’s Brabham and Bruce McLaren driving his own machinery. Stewart would sometimes let Rindt or Hill into the lead in the Lesmos before repassing them on the next straight.

Hill kept pressuring Stewart ahead of third-placed Courage, but the latter’s Brabham suffered a fuel system issue and dropped out of contention. Then Hill retired due to a driveshaft failure on his Lotus, leaving Stewart with just four rivals.

Rindt took the lead again in the Lesmos on the last lap, but Stewart was back in front by what is now known as Variante Ascari, which was then just a kink. Beltoise dived down the inside of the last corner, Parabolica, but ran wide and hindered Rindt. Stewart managed to cross the finish line both a winner and a world champion, leading these two and McLaren… all four covered by fewer than two tenths of a second.

1. Italian GP 1971

Peter Gethin, BRM P160 beats Ronnie Peterson, March 711 Ford across the finish line in the closest finish in an F1 race at 0.01 seconds.

Peter Gethin, BRM P160 beats Ronnie Peterson, March 711 Ford across the finish line in the closest finish in an F1 race at 0.01 seconds.

Photo by: LAT Photographic

1. Peter Gethin, BRM
2. Ronnie Peterson, March (+0.01s)
3. Francois Cevert, Tyrrell (+0.09s)

This time around, Tyrrell’s Stewart was already the world champion coming into the Monza round, having been crowned in the preceding race at Osterreichring – an older version of Red Bull Ring.

Matra’s Chris Amon took pole with a remarkable 1m22.40s – over 251km/h on average thanks to the slipstream – ahead of Ickx on Ferrari, followed by BRM’s Siffert and Howden Ganley.

Sunday’s race was even more frantic than two years prior, with at least eight different race leaders – among whom Ferrari’s Clay Regazzoni and Stewart would be struck by engine failures on a hot afternoon, while Siffert would get stuck in fourth gear.

Ten laps before the end of the race, Amon was in the lead, but the New Zealander mistakenly removed his two visors instead of just the dirty one and had to slow down.

It was now a five-way fight involving Peterson, Cevert, Ganley, Mike Hailwood on Surtees, and Peter Gethin, who had started just 11th but had fought his way to the front of the pack. Incredibly, all five of them were yet to win a grand prix.

Gethin took the lead for the first time on lap 52 of 55, before being repassed two tours later by Peterson, who led from Cevert, Hailwood, Gethin and Ganley when starting the last 5.75km of the Monza track.

Cevert had taken the lead before the last corner, where Peterson overtook him on braking, but Gethin had a better exit and went on to win by a hundredth of a second, with the top five covered by 0.061s. This was the last we saw of the chicane-free Monza.



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The uncompromising Williams vision that Sainz was sold


By landing Carlos Sainz to partner Alex Albon, Williams is confident it has one of the strongest line-ups in Formula 1. What is the vision that Sainz and Albon have signed up for?

Speaking days before Sainz’s deal was announced, team boss James Vowles shared a conversation he and the Spaniard had about the Ferrari driver’s long delay in finally picking a team for 2025.

«Here’s what he told me, which actually resonated the most: ‘The reason why I’m doing this is when I commit, I need to commit with all my heart and my soul, 100% — and to do that means I can’t have any doubts’.»

Sainz ended up turning down the work-in-progress factory drivers at Audi and Alpine for an even bigger work-in-progress at Williams, which Vowles is rebuilding from the ground up.

So what is the vision that has swayed Sainz to commit the prime of his career to Williams, which has scored just four points this season?

«The fact he chose us about all else is a huge, monumental decision,» Vowles said. «We have to be straightforward. Alpine are ahead of us on points this year. They were ahead of us last year as well. I recognise all of that.

Carlos Sainz, Scuderia Ferrari

Carlos Sainz, Scuderia Ferrari

Photo by: Andy Hone / Motorsport Images

«What he’s not buying into is 2025; what he’s buying into is, what can we provide over the next two years, and what’s the direction of travel?

«It is monumental to beat these two incredible organisations [to Sainz’s signature], but what Carlos recognised from us, and much of it you won’t see, is what we’re changing on the inside.

«I believe that’s what’s won it from the beginning, I gave him warts and all; here’s what’s going to happen. We are going to go backwards. Here’s why, here’s what we’re investing in. Here’s why I’m excited by this project, and it’s your choice if you want to be a part of it.

«I know that we will have success in the future, and I know it’s going to cost us in the short term, and I’m confident that honesty and transparency have paid off.»

Vowles has unapologetically focused all his attention on 2026 and has been given the crystal clear mandate from Dorilton to ensure the team is in the strongest possible position then, weeding out short-term thinking that leads to taking shortcuts, which will only come back to haunt the team on the long term.

That has meant a ground-up rebuild of the team’s processes after years of underinvestment, and a huge recruiting spree which is still ongoing to bolster its Grove facilities, which are also receiving investment.

«We have to recognise as well that the competition is fierce this year, and that with just a few points to our name, that’s not a good reflection of where we would like to be,» Vowles explained.

«As strange as this sounds. I’m not worried about it. Because I’ve said from the beginning, everything we are doing is investing in 26 and beyond. And a lot of what we’re doing at the moment is really quite invisible under the surface, but it’s changing fundamentally the technology’s there, the culture and the people at Williams.

Logan Sargeant, Williams FW46

Logan Sargeant, Williams FW46

Photo by: Zak Mauger / Motorsport Images

Recently Williams announced it had recruited as many as 26 senior staffers from the likes of Red Bull, Mercedes, Ferrari and Alpine, and Vowles said he had attracted over 250 people since he has been in charge.

«I didn’t know where to draw the cut-off because if I’d done the [announcement] a week later it would have been 30 already.

«We’ve hired close to 250 across the last 17 months. Those are key senior hires from other F1 teams that will make a direct impact from the moment they join.

«Of the other 26 hires, I think 11 are within aerodynamics, which was about 50 people or so. And when you’re bulking it up by another level, that gives you an idea of how much growth we have as a result.

«When I joined the team, we were about 700 people. The livery on the car in Silverstone [on which the names of all Williams members formed a Union Jack] had 1005 names on it.

«That’s Williams today, and that’s not the end of our journey by any stretch of the imagination.»

«You don’t do that by coincidence, you do that because people believe in what you’re doing.

«People see that Williams isn’t there just to make up the numbers anymore.»



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