Рубрика: Autosport News

RB plans Miami upgrade to keep «surfing on the top» of F1 midfield fight

Опубликовано от ASPPA IMAGES ANO


The Faenza-based squad has found itself locked in an intense fight with Haas for supremacy of the five-squad chasing pack that is behind F1’s top teams of Red Bull, Ferrari, McLaren, Mercedes and Aston Martin.

The current competitiveness of the F1 grid means that there are scant few points on offer for the bottom five teams, meaning Haas and RB have to pull out all the stops to capitalise on any opportunities that come their way.

PLUS: The F1 hero to zero dividing line that has never been so thin

RB currently leads that private battle from Haas, having scored seven points so far this year to its rival’s five, but a double DNF in China proved costly in not allowing it to stretch its advantage.

With so little performance difference between teams, any gains are critical, which is why RB has elected to bring some developments to Miami despite it being a sprint event.

Speaking to Autosport about the midfield battle, team boss Laurent Mekies said: «We’ll have an update in Miami to help us try to keep surfing on the top of that very edge.

«There is nothing guaranteed in this group. I’m sure our competitors will bring updates as well and only if you nail the weekend will you get to that P10.»

Laurent Mekies, Team Principal, RB F1 Team

Laurent Mekies, Team Principal, RB F1 Team

Photo by: Red Bull Content Pool

RB has appeared to have the pace edge over Haas at times this season, but its rival has managed to bring home a decent stack of points.

Mekies said the margins between the two teams were so small, though, that he had no confidence to state that his squad was in control of the fight.

PLUS: How studying Tost, Whiting and Binotto shaped F1’s latest team boss

«We have never been confident that we have the quickest car of the five [teams at the back],» said Mekies.

«We got it there by half a tenth in Australia, half a tenth in Japan and we missed it by a 10th and a half in China.

«In the race, we were probably equal, or if not half a tenth ahead. So we have never had any confidence. It’s a battle every time.

«But it’s a fantastic exercise for everyone. It’s superb training for the team to execute sharp weekends, and you need a strong race from every perspective

«It’s only by doing that you will get a point. As soon as one of these elements, be it tyre management, strategy, or anything, falls off the cliff, you will give up that point.»

Watch: Adrian Newey Set to Leave Red Bull



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Why do so many F1 stars live in Monaco?

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Monaco is considered home for almost half of the 20 drivers on the current F1 grid as well as Mercedes team boss Toto Wolff but there are more reasons than just the huge tax-free benefits that draw them there.

One of the world’s smallest nations, Monaco has a total area of just over two square kilometres – barely bigger than London’s Hyde Park. However, it is jam-packed with buildings and home to a population of almost 40,000, a quarter of which were born there – Charles Leclerc being one of them – and a third being millionaires.

Despite its size, it actually has quite a few different districts, each of which has its unique style. Monte Carlo is the best known, but others include La Moneghetti, Condamine, Fontvieille, Larvotto and Monaco-Ville, and an average property in some of these areas can cost twice the price of those in London’s exclusive Mayfair.

Currently out of 20 F1 drivers, there are nine Monaco residents – Leclerc, Max Verstappen, Lewis Hamilton, Lando Norris, Nico Hulkenberg, Daniel Ricciardo, Valtteri Bottas, Alex Albon and George Russell, who joined them last year. The exact locations of their homes are top secret, but occasionally fans do get a glimpse into their day-to-day lives – such as Lando Norris in his iconic Fiat 500 Jolly or more recently Charles Leclerc walking the streets with his new puppy Leo.

There are also many ex-drivers in residence including Nico Rosberg, who spent most of his childhood there; David Coulthard, who has been a resident since 1995 and used to own the Columbus Hotel until 2020; Jenson Button; Mika Hakkinen; Riccardo Patrese; Stoffel Vandoorne; Daniil Kvyat; Antonio Giovinazzi; and Paul di Resta.

So, what is the appeal of living in Monaco?

Fitness

Many drivers have their own home exercise rooms, but there are enough private gyms around the city to ensure they are not working out alongside another F1 driver. Leclerc, for example, makes daily visits to his local health club.

Carlos Sainz, Ferrari SF-23, Lewis Hamilton, Mercedes F1 W14, Charles Leclerc, Ferrari SF-23

Carlos Sainz, Ferrari SF-23, Lewis Hamilton, Mercedes F1 W14, Charles Leclerc, Ferrari SF-23

Photo by: Glenn Dunbar / Motorsport Images

However, it is the great climate coupled with the superb countryside nearby that takes training up another level, with many drivers regularly cycling or running on the winding paths or roads through the hills or along the coast.

There are plenty of spas for relaxation too, and several drivers follow the practice of cryotherapy, where extreme cold is used to freeze and remove abnormal tissue. Leclerc, for example, pays regular visits to the Thermes Marins Monaco for that.

Lifestyle

The residential properties may be expensive, but an F1 driver’s salary affords places that are opulent and luxurious, most coming with stunning sea views over the harbour, making it the perfect place to hang out between races.

There was a time when rivalry on track meant friendship off it was impossible to build, but many of the current drivers do actually get on – so living so close to each other can make for a more sociable life when they are not on the road.

Dining out in the town – if you have a full wallet – is supreme, with a huge selection of Michelin-starred restaurants including Le Louis XV – Alain Ducasse a l’Hotel de Paris, La Table d’Antonio Salvatore au Rampoldi and Pavyllon Monte-Carlo.

Many drivers also spend time on the Mediterranean Sea, with plenty of small bays to go jet skiing and not one but two full harbours of yachts – Leclerc has his own and spends many days travelling around the 3.8km of coastline and beyond.

In the mountains behind the city, meanwhile, those roads that are great for cycling are also the perfect place to drive – and Verstappen, for one, is believed to have a collection of exclusive supercars, including a £2m Aston Martin Valkyrie.

Privacy and security

Esteban Ocon, Alpine F1 Team signs an autograph

Esteban Ocon, Alpine F1 Team signs an autograph

Photo by: Simon Galloway / Motorsport Images

It may sound strange, but Monaco actually offers F1 drivers a bit of normality! The unique privacy laws and severe restrictions on professional photography – for which express written permission must be received from the government – allow them to move around without being hassled.

Security is high too – in fact, Monaco is often cited as one of the world’s safest countries. The ratio of police to population is said to be seven times higher than in the UK and there are CCTV cameras everywhere, covering people’s every move.

Logistics

The location of the Principality is ideal for the frequent traveller lifestyle of an F1 driver, being around 15 miles from Nice airport – which has an extensive private plane network. There is a heliport that can take them there in seven minutes.

And when F1 comes to town every year, of course, the drivers who live there can enjoy the unique experience of being able to go back to their own apartments for the night and enjoy some home comforts during the race weekend.

MoneyGram Haas F1 Team driver Hulkenberg, spoke about the benefits of this, saying: «It’s a nice change up to the normal routine. It feels a bit strange to go home every night and between sessions, but it puts me at ease.»

Climate

The weather is great all year round – mild and sunny in winter and hot but pleasant in the summer, with plenty of places to cool down in air-conditioned apartments, private pools or the crystal-clear waters of the Mediterranean Sea.

The area has its own microclimate with an average of more than 300 days of sunshine each year and in the winter, it rarely goes lower than 10 degrees Celsius, while summer temperatures hover around a pleasant 30 degrees.

Tax haven

We have, of course, saved the real benefit until last. All the other elements make for a great lifestyle but most of these can be enjoyed in many other places too. The one truly rare thing about living in Monaco is the financial perks it offers.

The Red Bull Energy Station in the harbour

The Red Bull Energy Station in the harbour

Photo by: Simon Galloway / Motorsport Images

Anyone moving in must have financial liquidity of half a million pounds just to apply for a property, and to receive the tax benefits you have to actually reside there for six months and one day of every year.

With from those caveats, and the added condition that French nationals do not receive the tax advantages, the government does not charge any income tax at all, nor does it charge any wealth tax, local tax, property tax or capital gains tax

When Norris moved there, he said he did so for «the reasons you probably expect» and explained: «It’s something that obviously a lot of drivers go to do, and especially with how racing is – you’ve seen it with a lot of the drivers, how quickly things can also go downhill.»

Is a race in Monaco the stuff of your dreams? If so, go to moneygram.com for the chance to make them come true in the MoneyGram Monaco Dream Weekend.



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Teams expect Sainz’s F1 China qualifying incident to be cleared up

Опубликовано от ASPPA IMAGES ANO


Aston Martin protested against the qualifying result in Shanghai after Ferrari’s Carlos Sainz rejoined Q2 after spinning off the track.

Sainz was stationary for 77 seconds after tapping the wall coming out of the final corner, but the Spaniard managed to get going again and advanced to Q3 at the expense of Aston driver Lance Stroll.

As its driver was eliminated, Aston decided to protest the results based on article 39.6 of the F1 sporting regulations, which states that «any driver whose car stops on the track during the qualifying session or the sprint qualifying session shootout will not be permitted to take any further part in that session.”

The stewards dismissed the protest as it had been clear from previous instances that the rule is only intended for cars that re-join a qualifying session after having received outside assistance from marshals or recovery vehicles, while Sainz continued under his own power.

But the incident re-opened a discussion about tidying up the rulebook, as previously it was agreed that the outside assistance element should be added to 39.6, though the amendment didn’t make it into the 2024 sporting regulations.

«It’s just clarifying things and, in the end, a lot of discussion with the stewards and you’ve got to respect the decisions they’ve come to,» Aston Martin’s performance director Tom McCullough explained.

«But hopefully it’ll get tidied up and be less ambiguous going forward because it’s pretty clearly stated in the messaging system that the car stopped.

«That article says that that car shouldn’t take part further in qualifying. So, that’ll get tidied up going forward.»

Ferrari team principal Fred Vasseur agreed that an explicit clarification is welcome to avoid further confusion, pointing out that F1’s sporting regulations have become ever more complex.

«I don’t know if it’s clear, but for sure we need to have some understanding of what happened,» Vasseur said.

«We asked the race director if we could restart, he said yes, and it was the end of the story. We have to define the situation exactly.

«But what is true is that the regulations are more and more complicated. When I started the job, the sporting regulation was 20 pages, today it’s 75.

«We are all trying to find a loophole and the regulations are now more and more complicated, but on this one, we will find an easy clarification.»

McCullough revealed Aston’s long-time sporting director Andy Stevenson immediately called out the potential rules breach once Sainz’s car had stopped on track.

«Andy sits next to me on the pit wall and he knows that rulebook inside out, he is like an encyclopaedia. He’s been here for so long,» McCullough said.

«The minute it came up on the official messaging system that a car had stopped, he went — bang — ‘Article 39.6, he can’t [rejoin].’

«We were a little bit surprised, which is why [we protested].»



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How a sportscar friendship prevailed over F1 rivalry

Опубликовано от ASPPA IMAGES ANO


Of far greater importance to Marc Surer than the results he achieved in his on-and-off partnership with Manfred Winkelhock between 1977 and 1985 is his friendship with the exciting German driver. The late elder brother of the no less flamboyant ‘Smokin’ Jo’ Winkelhock shared BMW, Ford and Porsche machinery with Surer in endurance racing, most notably beating the factory teams with their privateer Kremer-run Porsche 956 at the shortened Monza World Endurance Championship round in 1985.

They were also team-mates in European Formula Two, and rivals in Formula 1, but that fact made no difference to their congenial relationship. The choice of Winkelhock, who died in 1985, as Surer’s favourite team-mate was therefore never in doubt for the Swiss.

Surer remembers “we became friends very quickly” after meeting when they joined the BMW Junior Team in ’77 together with Eddie Cheever. Together, Surer and Winkelhock won the 2.0-litre class in the Nurburgring 1000km that formed part of the World Championship for Makes. Rising star Surer was then based near Stuttgart, near where Winkelhock grew up in Waiblingen, so they socialised frequently. That continued when racing against each other in F1 from 1982 onwards.

“We went out in the evenings together, so we spent time privately and also at the track sometimes we had dinner when we didn’t have an engagement with sponsors,” says Surer, who recognises that Winkelhock “was more of a family man” following the birth of son Markus in 1980. “But anyway,” he adds, “we had a lot in common. We had a lot of fun.”

Both drivers were thrust into F2 for 1978 with the works March-BMW team. But unlike F3 graduate Surer, Winkelhock was new to single-seaters and didn’t get a second full season for 1979, when Surer won the title before making his F1 debut at Ensign.

“He had no experience in formula cars and was always over-driving the car,” says Surer. But in touring cars they complemented each other well. Winkelhock was “less sensitive for the set-up of the car, he could drive with the car which was not perfect” in a way Surer says he struggled to do.

Surer (left) was never team-mates with Winkelhock in F1, but the two were great friends from racing together in F2, touring cars and Group C

Surer (left) was never team-mates with Winkelhock in F1, but the two were great friends from racing together in F2, touring cars and Group C

Photo by: Motorsport Images

“Even if I said ‘come on, we have too much oversteer, I cannot drive the car like this’, he’d go out and do the good time anyway,” Surer notes admiringly. “He was just over-driving [around] problems which I sometimes couldn’t. He just forced the car through the corners.

“We could live always with the same set-up, we never had a problem to say ‘I cannot drive the way he wants it set-up’. We were very similar.”

Surer’s F1 career had struggled for momentum after breaking both ankles practicing for the 1980 South African Grand Prix with ATS. He’d twice scored points upon returning to Ensign for 1981, switched mid-year to Theodore, then landed at Arrows for 1982 when Winkelhock joined the grid at ATS. The same year, they collaborated on the Ford C100 programme in the WEC.

«Manfred had the idea and said, ‘if we drive side-by-side, nobody can overtake us’ and so we did!»
Marc Surer

The Zakspeed-run Fords were frequently unreliable, retiring within four laps of each other due to overheating issues at Le Mans, but for the Brands Hatch season finale they locked out the front row courtesy of well-timed laps in changeable conditions. Surer nabbed pole on intermediate tyres in the car he shared with Klaus Ludwig, while Winkelhock was second on Goodyear’s qualifying slicks with Klaus Niedzwiedz. But their part in a race that is remembered for Jacky Ickx’s storming drive to claim the title turned out to be little more than a footnote after “we touched slightly” and Winkelhock was fired into the barriers.

“Always the driver who did the best time in practice was allowed to do the start,” remembers Surer. “Peter Ashcroft came from Ford and he said, ‘BBC is broadcasting the race live on TV, can you try and come back as 1 and 2 in the first lap? Can you agree together how to help the other?’ And we said, ‘Okay, with Manfred I know it was no problem at all’.

“It started to rain before the race, and I said, ‘what are we going to do? In the rain it’s unpredictable’. And then Manfred had the idea and said, ‘if we drive side-by-side, nobody can overtake us’ and so we did!

“There was always one on the outside of the corner who had the better line, because on the inside was more slippery and tighter, so the one on the outside had to lift a little bit to stay side-by-side and we both did. It worked so well, we were still leading, so we did another lap and another lap and the rain got stronger and stronger…”

Surer and Winkelhock drove side-by-side in their Ford C100s for the early laps of the 1982 Brands Hatch 1000km before making contact

Surer and Winkelhock drove side-by-side in their Ford C100s for the early laps of the 1982 Brands Hatch 1000km before making contact

Photo by: Motorsport Images

But the Fords didn’t have it all their own way, as Hans Stuck in the Sauber-BMW loomed large in the mirrors. Autosport’s Quentin Spurring wrote: “Stuck’s progress continued, and by the fifth lap, he was up with the Fords, which came out of Surtees side by side again and set off that way towards Pilgrims Drop. In the kink just a short way down the straight, Surer got his C100 out of shape, his car kissed Winkelhock’s, and Manfred suddenly found himself on the grass and heading for the barrier.”

Without his dance partner, Surer couldn’t hold off Stuck, who took the lead starting lap six. Amid worsening rain and with the guardrail damaged, the race was stopped after nine laps. Winkelhock transferred to the Surer/Ludwig car for the restart on a drying track, but it was never the same competitive proposition as Surer spun at Paddock Bend, then lost three minutes in the pits to a misfire on the way to finishing fifth.

“We touched because of aquaplaning,” says Surer. “It was really difficult to put the power down in these conditions and so it happened. But there was no blaming each other.”

More from the favourite team-mate series:

They had to wait until 1985 before racing together again as team-mates, but Surer reveals their collaboration had continued informally in F1, specifically during qualifying for the 1984 South African Grand Prix. ATS had BMW turbo power from 1983, but Arrows remained part of the dwindling group of teams using the long-in-the-tooth Cosworth DFV well into the next season along with Tyrrell.

At Kyalami’s high-altitude, the normally-aspirated cars were “so lost without the turbo”, prompting Surer to seek an out-of-the-box solution. He approached Winkelhock for a tow in qualifying, and the ATS man agreed.

“He said, ‘you go out one lap after I do my fast lap, and when I have finished my fast lap, I do one extra lap and give you a tow,’” chuckles Surer. “And I was the fastest of these four drivers with [Tyrrell drivers Stefan] Bellof and [Martin] Brundle because I got this tow from Manfred!”

Out of an F1 drive for 1985, Surer joined Winkelhock in a Kremer Racing 956 for that year’s WEC. Second in the Mugello opener, they famously won at Monza when a tree felled by galeforce winds blocked the track before the Lesmo caused the race to be halted 34 laps from the end. The first Group C win for Kremer was somewhat fortunate, as its car had been running out of sync due to an early second stop triggered by contact with Mauro Baldi’s Lancia.

Winkelhock agreed to give Surer a tow in qualifying for the 1984 South African Grand Prix, helping him to top the DFV brigade

Winkelhock agreed to give Surer a tow in qualifying for the 1984 South African Grand Prix, helping him to top the DFV brigade

Photo by: Motorsport Images

“It was a present,” admits Surer, who had been due his final stop shortly before the stoppage. But he is adamant “we would have had a chance also at the end” had the race run to its conclusion. In light of what happened a few months later, it stands as a bittersweet memory.

Fourth at Silverstone, both Winkelhock and Surer missed Le Mans due to clashing F1 commitments in Montreal. Winkelhock had joined RAM, while Surer landed a drive at Brabham in place of the disappointing Francois Hesnault. Reunited at Hockenheim, their 956 suffered a fuel leak that resulted in another dramatic pit fire, mere hours after the works Porsche team’s own incident. But what followed at Mosport was much more serious.

«We could live always with the same set-up, we never had a problem to say ‘I cannot drive the way he wants it set-up’. We were very similar»
Marc Surer

Winkelhock was gravely injured when a puncture caused his car to leave the road and crash heavily at the fast downhill Turn 2 left-hander. Surer accompanied his co-driver to hospital in Toronto, but nothing could be done. Winkelhock died of head injuries the following day. It was left to Surer to notify his wife and manager of the sad news.

“Even now when I think about it, it’s horrible,” he says. But Surer has happy memories of Winkelhock, describing their friendship as “unique”.

“Maybe there were some other drivers having that,” he adds, “but it was very unusual. Even fighting each other, it was always with no problem because you can trust the other one.”

Victory together in their Kremer Porsche at Monza in 1985 is a bittersweet memory for Surer

Victory together in their Kremer Porsche at Monza in 1985 is a bittersweet memory for Surer

Photo by: Motorsport Images



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History of the F1 points system with proposed structure for 2025

Опубликовано от ASPPA IMAGES ANO


F1 has changed its points system several times over the years, with the first structure used in 1950 looking very different to what it is now. 

There is even another change on the cards for the 2025 season and a decision over if to introduce it or not will be made later this year — as Autosport exclusively revealed. 

New F1 points system

There will be more points-paying positions under F1’s new structure, should the discussed system receive the necessary support to get introduced.  

It has been proposed that points should be awarded to the top 12 finishers of a grand prix, rather than 10, as a significant gap emerged between the top and bottom half of the championship in 2024. 

1 (Top 12 finisher only) 

In the opening five grands prix Alpine, Sauber and Williams all failed to score, while 33 points separated fifth-placed Aston Martin and RB in sixth.  

The smaller teams therefore argued that a change is needed to ensure points are more widely distributed. For it to be granted, five of the current 10 teams need to vote in favour and, despite it not being unanimous, this shouldn’t be a problem as many top constructors aren’t opposing it.  

This may be due to the new system having a minimal impact on the fight for the overall championship. Under it, the top seven positions will remain as valuable as before with eighth onwards just receiving a slight change.  

Laurent Mekies of Visa Cash App RB talks to Daniel Ricciardo, RB F1 Team

Laurent Mekies of Visa Cash App RB talks to Daniel Ricciardo, RB F1 Team

Photo by: Red Bull Content Pool

The change will also ensure that races become more valuable for slower teams, as right now they are likely to have frequent non-scores. 

RB team principal Laurent Mekies told Autosport: “The bottom five teams are large organisations now and it’s very difficult to explain to the outside world, to our partners, and to our fans, that we battle for a P11 that actually grants zero points. 

“If you look at the level of competitiveness of the top five teams and the reliability level of the cars, it means that most of the race you’re battling theoretically for zero points, and we don’t think this is right.” 

It will also reward consistent finishes throughout a season rather than fluke results which could decide a position in the championship. Yuki Tsunoda, for example, finished either 11th or 12th six times in 2023 yet that level of consistency was never rewarded. 

Under the proposed system, those six results would have scored points causing AlphaTauri — now RB — to finish above Williams in the constructors’ championship.  

Mekies added: “We also think it’s more meritocratic because, if you score points up until P12, you will avoid the effect where if something completely stunning happens and somebody scores a P5 or P4 in the rain, it means the other guys can stay home for 10 races.” 

Not everybody is in favour of the change though, as ex-F1-driver-turned-commentator Martin Brundle posted: «Points must be hard won and treasured. Valued. Not some kind of lucky dip where everyone wins a prize.» 

Martin Brundle, Sky F1, chats with Carlos Sainz Jr

Martin Brundle, Sky F1, chats with Carlos Sainz Jr

Photo by: Sam Bagnall / Motorsport Images

The proposed system will have no impact on the sprint race, with a sliding scale of 8-7-6-5-4-3-2-1 still to be in use.  

F1 world champions if the proposed points system had always been used 

The proposed system will mark the 30th change to F1’s points structure since its inaugural season in 1950. Back then, F1 used a scale of 8-6-4-3-2 before switching to nine points for a victory in 1961 and then 10 in 1991, while a win has been worth 25 points since 2010. 

Up until 1990, F1 also used a dropped points format where not every result counted towards the championship — in 1950, for example, only a driver’s four best finishes were recognised. It varied throughout the years and in some instances, a driver became champion despite scoring fewer points than a rival. 

In 1964, for example, Graham Hill scored one more point than John Surtees, yet the latter became champion because Hill had his points finish in Belgium dropped from the standings. This meant only 39 of Hill’s points counted as opposed to 40 for Surtees. 

It happened again in 1988 when Alain Prost scored 11 more points than Ayrton Senna, yet the Brazilian became champion because he had 14 fewer points dropped than his McLaren team-mate.  

So, if the proposed system had always been used, many championship outcomes would have finished differently — for example, 1964 and 1988. 

This means Prost would join Michael Schumacher and Lewis Hamilton as a seven-time world champion, having taken a title from Senna, the 1983 championship from Nelson Piquet and Niki Lauda’s 1984 crown. 

Alain Prost, Williams FW15C Renault.

Alain Prost, Williams FW15C Renault.

Photo by: Motorsport Images

Elsewhere, James Hunt would not be a world champion as the 1976 title would belong to Lauda. Eddie Irvine would be the 1999 world champion and not Mika Hakkinen, while Damon Hill would have two titles after claiming the 1994 championship on top of the 1996 crown that he actually sealed. 

Despite losing the 1994 championship to Hill, Schumacher would still have seven titles because the 1997 crown would have gone to him and not Jacques Villeneuve. 

Carlos Reutemann also becomes the 1981 world champion instead of Piquet while Jacky Ickx takes the 1970 title off Jochen Rindt, who died at that season’s fourth-to-last round. 

Also, Alberto Ascari would be a triple world champion after winning the 1951 title instead of Juan Manuel Fangio, meaning the Argentine has four titles.  

Driver list if F1’s incoming points system had always been used 

Michael Schumacher (1994-95, 2000-04) 

Lewis Hamilton (2008, 2014-15, 2017-20) 

Alain Prost (1983-86, 1988-89, 1993) 

Michael Schumacher (1995, 1997, 2000-04) 

Lewis Hamilton (2008, 2014-15, 2017-20) 

Juan Manuel Fangio (1951, 1954-57) 

Alain Prost (1985-86, 1989, 1993) 

Sebastian Vettel (2010-13) 

Juan Manuel Fangio (1954-57) 

Sebastian Vettel (2010-13) 

Jack Brabham (1959-60, 1966) 

Jackie Stewart (1969, 1971, 1973) 

Niki Lauda (1975, 1977, 1984) 

Nelson Piquet (1981, 1983, 1987) 

Ayrton Senna (1988, 1990-91) 

Max Verstappen (2021-23) 

Alberto Ascari (1951-53) 

Jack Brabham (1959-60, 1966) 

Graham Hill (1962, 1964, 1968) 

Jackie Stewart (1969, 1971, 1973) 

Niki Lauda (1975-77) 

Max Verstappen (2021-23) 

Alberto Ascari (1952-53) 

Graham Hill (1962, 1968) 

Jim Clark (1963, 1965) 

Emerson Fittipaldi (1972, 1974) 

Mika Hakkinen (1998-99) 

Fernando Alonso (2005-06) 

Jim Clark (1963, 1965) 

Emerson Fittipaldi (1972, 1974) 

Ayrton Senna (1990-91) 

Damon Hill (1994, 1996) 

Fernando Alonso (2005-06) 

Giuseppe Farina (1950) 

Mike Hawthorn (1958) 

Phil Hill (1961) 

John Surtees (1964) 

Denny Hulme (1967) 

Jochen Rindt (1970) 

James Hunt (1976) 

Mario Andretti (1978) 

Jody Scheckter (1979) 

Alan Jones (1980) 

Keke Rosberg (1982) 

Nigel Mansell (1992) 

Damon Hill (1996) 

Jacques Villeneuve (1997) 

Kimi Raikkonen (2007) 

Jenson Button (2009) 

Nico Rosberg (2016) 

Giuseppe Farina (1950) 

Mike Hawthorn (1958) 

Phil Hill (1961) 

Denny Hulme (1967) 

Jacky Ickx (1970) 

Mario Andretti (1978) 

Jody Scheckter (1979) 

Alan Jones (1980) 

Carlos Reutemann (1981) 

Keke Rosberg (1982) 

Nelson Piquet (1987) 

Nigel Mansell (1992) 

Mika Hakkinen (1998) 

Eddie Irvine (1999) 

Kimi Raikkonen (2007) 

Jenson Button (2009) 

Nico Rosberg (2016) 

F1’s current points system (2022 — present)

F1 has used its current points system since the 2022 season when it trialled a new format for the sprint race. The sprint race debuted in 2021 where a scale of just 3-2-1 was given to the top three finishers.  

But for 2022, that sliding scale was increased to 8-7-6-5-4-3-2-1 meaning the sprint race became more valuable for much of the grid. The current grand prix scale of 25-18-15-12-10-8-6-4-2-1 has been used since 2010 though, as F1 wanted to increase the value of a victory because beforehand just two points was the difference between first and second under a 10-8-6-5-4-3-2-1 format.  

The system introduced in 2010 then received a controversial addition in 2014, as F1 offered double points for the Abu Dhabi season finale when Hamilton and Nico Rosberg were fiercely battling for the championship. 

Lewis Hamilton, Mercedes F1 W05 Hybrid, 1st Position, arrives in Parc Ferme after securing the win and the 2014 World Champion

Lewis Hamilton, Mercedes F1 W05 Hybrid, 1st Position, arrives in Parc Ferme after securing the win and the 2014 World Champion

Photo by: Andrew Ferraro / Motorsport Images

Luckily, it had no impact on the championship fight as Hamilton would have won regardless, but it was subsequently scrapped for 2015. F1 then tweaked the format again in 2019 but this time proved more successful, as the fastest lap bonus point returned for the first time since 1959 and it remains in use today.

1 (Top 10 finisher only) 

The 2022 season also saw F1 revamp its reduced points system. Currently, F1 has two hours of track time within a three-hour window to complete the scheduled distance of a grand prix. But, for differing factors whether it be a safety car or slow laps etc, sometimes a full race cannot be completed within the time limit. 

So, if track time hits two hours, then the grand prix finishes at the end of the next full lap and depending on how much of the distance has been completed, a certain percentage of points will get awarded. 

For example, if two laps or fewer are completed then zero points are given. A quarter of points will be awarded if a grand prix completes up to 25% of its scheduled distance, while it is half points for 26-50%. Finally, three-quarters of points will be awarded if 51-75% of the scheduled distance is done, while anything above that sees full points get awarded. 

This change came after the controversial 2021 Belgian Grand Prix, which was a two-lap procession behind the safety car because heavy rain made conditions unsafe. Despite that, half points were still awarded because all F1 needed at the time was to complete two laps — it did not matter if conditions were green or not.

Up to 25% race distance 

F1 world champions if current points system had always been used 

F1’s world champions list would also look very different had the current system been used since 1950. Under this system, Prost would be a six-time world champion with him taking the 1984 crown off Lauda and the 1989 championship from Senna. 

That means, unlike the proposed system, Piquet remains a three-time world champion as the 1981 championship also does not go to Reutemann. The other changes remain the same as what they are under the proposed system.

Driver list if F1’s current points system had always been used 

Michael Schumacher (1994-95, 2000-04) 

Lewis Hamilton (2008, 2014-15, 2017-20) 

Michael Schumacher (1995, 1997, 2000-04) 

Lewis Hamilton (2008, 2014-15, 2017-20) 

Alain Prost (1984-86, 1988-89, 1993) 

Juan Manuel Fangio (1951, 1954-57) 

Alain Prost (1985-86, 1989, 1993) 

Sebastian Vettel (2010-13) 

Juan Manuel Fangio (1954-57) 

Sebastian Vettel (2010-13) 

Jack Brabham (1959-60, 1966) 

Jackie Stewart (1969, 1971, 1973) 

Niki Lauda (1975, 1977, 1984) 

Nelson Piquet (1981, 1983, 1987) 

Ayrton Senna (1988, 1990-91) 

Max Verstappen (2021-23) 

Alberto Ascari (1951-53) 

Jack Brabham (1959-60, 1966) 

Graham Hill (1962, 1964, 1968) 

Jackie Stewart (1969, 1971, 1973) 

Niki Lauda (1975-77) 

Nelson Piquet (1981, 1983, 1987) 

Max Verstappen (2021-23) 

Alberto Ascari (1952-53) 

Graham Hill (1962, 1968) 

Jim Clark (1963, 1965) 

Emerson Fittipaldi (1972, 1974) 

Mika Hakkinen (1998-99) 

Fernando Alonso (2005-06) 

Jim Clark (1963, 1965) 

Emerson Fittipaldi (1972, 1974) 

Ayrton Senna (1990-91) 

Damon Hill (1994, 1996) 

Fernando Alonso (2005-06) 

Giuseppe Farina (1950) 

Mike Hawthorn (1958) 

Phil Hill (1961) 

John Surtees (1964) 

Denny Hulme (1967) 

Jochen Rindt (1970) 

James Hunt (1976) 

Mario Andretti (1978) 

Jody Scheckter (1979) 

Alan Jones (1980) 

Keke Rosberg (1982) 

Nigel Mansell (1992) 

Damon Hill (1996) 

Jacques Villeneuve (1997) 

Kimi Raikkonen (2007) 

Jenson Button (2009) 

Nico Rosberg (2016) 

Giuseppe Farina (1950) 

Mike Hawthorn (1958) 

Phil Hill (1961) 

Denny Hulme (1967) 

Jacky Ickx (1970) 

Mario Andretti (1978) 

Jody Scheckter (1979) 

Alan Jones (1980) 

Keke Rosberg (1982) 

Nigel Mansell (1992) 

Mika Hakkinen (1998) 

Eddie Irvine (1999) 

Kimi Raikkonen (2007) 

Jenson Button (2009) 

Nico Rosberg (2016) 

F1 points system costs 

Red Bull dominated the 2023 season by winning a record-breaking 21 of 22 grands prix, yet such unprecedented success did not come without its cost. It meant Red Bull paid the FIA $7,445,817 to compete in the 2024 season, which is the highest entry fee ever given by an F1 constructor. 

Max Verstappen, Red Bull Racing

Max Verstappen, Red Bull Racing

Photo by: Red Bull Content Pool

This is because a team must pay money for every point it scores during the season. Currently, a point is worth $6575 for nine of 10 teams, while the constructors’ champions must pay $7893 per point. This means Red Bull gave the FIA $6,787,980 on top of the $657,837 base fee for scoring 860 points in 2023.  

Red Bull therefore paid almost double what Mercedes did, as the 2023 runners-up gave $3,347,012 for entry into the 2024 F1 season with last-placed Haas giving the FIA the least at $736,737. 

Such a system was introduced in 2013 as part of a revised Concorde Agreement where the base fee started at $500,000 plus $5000 per point scored, with the constructors’ champion paying $6000 but inflation has since caused it to rise.  

So, if the proposed system gets introduced, the FIA should receive extra money from teams entering the 2026 season due to more positions offering points. It shouldn’t have too much of an impact on the bigger teams, but it certainly will on the slower constructors who have a smaller budget because now they will pay more to enter the championship.   

The table below shows what teams would have paid for the 2024 season had the proposed system been in use for 2023. 

The table below shows what teams would have paid for the 2024 season had the proposed system been in use for 2023. 

Points if proposed system was used in 2023 

Total ($) if proposed system was used in 2023 

History of F1’s points system



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Newey set to leave Red Bull F1 team

Опубликовано от ASPPA IMAGES ANO


Newey has decided to leave Red Bull after a two-decade stint as the team’s stalwart designer, playing an instrumental role in designing the cars that propelled Sebastian Vettel and Max Verstappen to a total of seven drivers’ world championships and six constructors’ titles for Red Bull.

The news of Newey’s impending departure was first reported by German outlet Auto Motor und Sport and since been confirmed to Autosport by sources with knowledge of the situation.

Despite only signing a fresh Red Bull deal last year, Newey’s future at the Milton Keynes squad has been the subject of intense speculation in recent weeks.

Red Bull is still embroiled in an ongoing internal power struggle between the Thai side of the business, which supports team principal Christian Horner, and the Austrian side including team advisor Helmut Marko.

The issue came to a head at the start of the 2024 season after an internal investigation into allegations of misconduct by Horner against a female member of staff, a probe which dismissed the claims against the 50-year-old.

Newey is understood to be unsettled by Red Bull’s situation and the saga around Horner, which has led to a shock decision to inform the team management that he has decided to walk out.

Adrian Newey, Chief Technology Officer, Red Bull Racing, speaks with Christian Horner, Team Principal, Red Bull Racing

Adrian Newey, Chief Technology Officer, Red Bull Racing, speaks with Christian Horner, Team Principal, Red Bull Racing

Photo by: Mark Sutton / Motorsport Images

The news presents a huge blow for Red Bull, which is currently cruising to another world championship with Verstappen and its dominant RB20.

Verstappen still has a contract with the squad until the end of 2028, but made it clear in recent weeks that his future of the team heavily depends of all the «pillars» of its success remaining in place.

The Dutchman is informally known to have an exit clause in his deal in case Marko leaves the organisation, but it is not known if he has a similar option for a departure by Newey.

Newey’s next move is not yet known. As previously reported by Autosport, the 65-year-old received a big-money offer from Aston Martin owner Lawrence Stroll over the Saudi Grand Prix weekend.

He has also long been admired by Ferrari, whose advances he has repeatedly turned down in the past.

The terms of Newey’s gardening leave are understood to be the subject of further talks.

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Previously, Newey designed the Williams that helped Damon Hill win the 1996 world championship. He then moved to McLaren, where he also found success conceiving Mika Hakkinen’s championship winning cars in 1998 and 1999.

He stayed with the Woking team until Red Bull convinced him to join its ambitious project in 2006.



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Mercedes taking action to cure F1 car’s “underlying balance” problem

Опубликовано от ASPPA IMAGES ANO


The German manufacturer has endured a challenging start to the 2024 campaign, with its W15 showing flashes of speed but struggling to deliver consistency through race weekends.

Lewis Hamilton and George Russell have battled a ‘knife-edge’ feeling at times, as Mercedes has failed to nail a set-up that exploits the potential that it believes is locked in the car.

While the team is hopeful that an aerodynamic upgrade package scheduled for the next race in Miami will bring an overall lift to its performance, the squad is also in tandem planning other changes to its car over the next few grands prix.

Speaking in the team’s regular post-race video debrief, technical director James Allison has revealed the upcoming introduction of new parts are specifically targeted at making the car handle much better.

“We’ve got upgrade packages coming to the car but also components that we hope will rectify the underlying balance that is causing us difficulty,” he said, reflecting on another up-and-down weekend at the Chinese GP.

“Much as it’s painful to talk in this way after a weekend like this, I just have to remember that there’ll be races in the future when we’ve executed those things, when we’re back more on the front foot and when we’re progressing, where the pleasure of talking about it will be massive, and that day can’t come soon enough.”

James Allison, Technical Director, Mercedes-AMG

James Allison, Technical Director, Mercedes-AMG

Photo by: Erik Junius

Allison said that while the team delivered a well-executed race in China to bring home a double points finish, the overall performance was far from the high standards that he and Mercedes expected.

“We’ve had something of a front-limited car all year, especially in the lower-speed corners, and that was really amped up to 11 this weekend,” he said.

“Once you’ve got front tyres that don’t want to go around the corner, that means the drivers have to wait an eon to get on the power on the exit of the corner, you haemorrhage lap time there.

“In extremis, actually to make the car go around the corner, they have to boot it around the corner with the throttle to loosen up the rear end somewhat, and that kills the rear tyres so you end up overheating on the rear as a result of being front-limited.

“It’s no pleasure at all to be taken from a weekend which, even though competently executed and well driven by both guys – no pleasure at all when the hardware itself is not where it needs to be or should be.

“Of course, the challenge that we face in the coming races is to try and move both the set-up of the car and also the pieces that we bring to the car so that that’s improved.”

Lewis Hamilton, Mercedes F1 W15

Lewis Hamilton, Mercedes F1 W15

Photo by: Sam Bloxham / Motorsport Images

Allison said that going into Miami, Mercedes also needed to change its approach to mid-weekend set-up changes, with both drivers having made big shifts from the China sprint into the main grand prix, which did not deliver the step forward hoped for.

“We definitely learnt during this weekend that if you’re going to be ambitious, be ambitious in the sprint race and then tune it down for the main race rather than the opposite way around,” he said.

Read Also:

“Hopefully we’ll land a car in a better place, that the upgrades that we’re going to bring to Miami serve us well in a grid that in qualifying at least is really close.

“Around the part of the battle we’re fighting, a few hundredths can make a difference sometimes and a couple of tenths would make all the difference in the world. So, looking forward to seeing how that all plays out.”

Watch: Who Are The Key Players In The F1 2025 Driver Market



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Ayrton Senna’s famous Honda NSX up for sale

Опубликовано от ASPPA IMAGES ANO


The car is one of three examples of the Honda NSX owned by Senna, with his red NSX one of the cars the Brazilian kept at his Portuguese home.

The car was first registered in 1991 and has since accumulated 39,100 miles / 62,925 kilometres.

Senna’s red Honda was made famous by several photoshoots in Portugal and also featured in the 1992 documentary Racing is in my Blood.

Senna tragically lost his life at the 1994 San Marino Grand Prix, the 30-year anniversary of which is coming up on 1 May.

After Senna’s passing, the car remained in Portugal until current British owner Robert McKagan purchased it in 2013. He has now put it up for sale via a listing on Auto Trader.

«I first bought the car in 2013 during a trip to the Algarve in Portugal and have owned it ever since where it has sat proudly at my estate in East Sussex,» McKagan said.

«Senna’s red NSX was given to him by Honda, who he had a commercial partnership with, and Senna frequently used and was photographed with the car during his stays in Portugal.

«Being a huge Senna fan myself, I was delighted when I was able to get my hands on the NSX which was crafted to perfection and features a sleek and powerful machine to give an incredible experience on the road.

Ayrton Senna’s Honda NSX

Ayrton Senna’s Honda NSX

Photo by: Auto Trader

«It’s been a real pleasure owning what is one of the most famous cars belonging to a true sporting legend and the thrill of driving Senna’s car never goes away.»

The car boasts a six-cylinder three-litre engine making 271bhp, rated for a 0-60mph time of 5.8 seconds and a top speed of 165mph.

Senna’s Honda was last spotted in Imola in 2019, when Minardi F1 team founder and circuit boss Giancarlo Minardi took it onto the track.

It is set to be on display at the Senna Exhibition in Silverstone in August and the seller said he «would prefer the car to be collected after the exhibition closes».

For more automotive news, visit Autosport’s sister website Motor1.com.



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Ricciardo felt «rapid» before Stroll F1 clash in China

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Under a mid-race safety car, Aston Martin driver Stroll clattered into the back of Ricciardo at the hairpin, which forced the Australian to retire with car damage.

Ricciardo was furious with Stroll’s refusal to take blame for the incident, while the Canadian labelled his penalty a «joke».

But amid a tough a thus far point-less start to the 2024 season, which has dented Ricciardo’s hopes of landing the coveted second Red Bull seat in 2025, China was a much-improved weekend for him until the Stroll clash.

Ricciardo qualified ahead of team-mate Yuki Tsunoda for both the sprint and the grand prix, and was in the hunt for points in both races.

Describing his «yo-yo race», Ricciardo said. «Everyone pitted early, so we went longer.

«As soon as we put on the second medium, we were very good. I know we were only out there for five or six laps, but it felt rapid.

«The tyres still being pretty good, we chose to stay out for track position.

«Then we were going to fit a soft at the end. We would have been in a very good place.

Daniel Ricciardo, Visa Cash App RB F1 Team

Daniel Ricciardo, Visa Cash App RB F1 Team

Photo by: Sam Bloxham / Motorsport Images

«Obviously, immediate disappointment and frustration, but in 48 hours time we look back and reflect on the weekend. It’s definitely a good weekend.

«As a team, we feel like we took a blow to the stomach now. But probably deeper than that, we have some positives.»

Ricciardo had asked RB for a chassis change ahead of the Shanghai event. While there is no word of whether there was any actual issue with his old tub, or whether it is a placebo effect, the 34-year-old said at least «something» changed to make him feel more at ease.

«From the get-go it just felt like we’re in a better place and everything came a bit more seamlessly,» he explained.

«We did change chassis. I don’t want to jump on that and be like: «It’s definitely that’.

«But something didn’t make me feel right with the previous chassis I was racing.

«I would love to kind of be here in five races’ time and say that, because then it means the season has definitely turned around and I get that monkey off our back.

«We’ll see in Miami, and Imola and maybe the next few [races] if it continues.»

Additional reporting by Jonathan Noble

Watch: Who Are The Key Players In The F1 2025 Driver Market



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