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Mercedes are set to revert to their traditional silver livery for the 2022 season, according to a report.
The eight-time consecutive Constructors’ World Champions have had predominantly black cars for the last two seasons as an expression of support for Lewis Hamilton’s endorsement of the ‘Black Lives Matter’ movement.
But a report in German newspaper Bild says Mercedes will switch back to their previous silver colour scheme next year, when George Russell joins Hamilton in the driver line-up in place of Valtteri Bottas.
In early October, Hamilton said it would be “a nice change” if his team dropped the black livery in favour of returning to silver.
Although it was the seven-time former Drivers’ World Champion who requested Mercedes’ change of livery and appreciated that it had been implemented, he said he would have no problem about reverting to the colour most readily associated with the German manufacturer.
“It’s originally a silver arrows,” said the 36-year-old Briton. “When I asked if we could go to make the car black last year, in terms of the symbolism, and what we intend to do moving forward in terms of support, I wasn’t expecting it to last particularly long and we carried it into a second season, which was awesome.
“If it goes back, it will be a nice change. It doesn’t deter us from the changes we are making internally as we continue to truly push for diversity, even working with all of our partners.
“We’ve got a good programme going, so it doesn’t make a difference.”
In the summer, Hamilton launched Mission 44 to empower youngsters from under-represented groups in the UK, seeking to ensure greater equality in both employment and the education system.
That came soon after his Hamilton Commission published its findings and recommendations to help improve diversity in the motorsport industry, which the 2021 World Championship leader said he was “personally committed to ensuring they are put into action”.
On Mercedes’ part, they announced the Accelerate 25 programme towards the end of 2020, stating a five-year plan with the target of 25% of all new hires in the team to be from under-represented groups until 2025.
Since losing his Drivers’ world title in controversial circumstances to Max Verstappen at the Abu Dhabi Grand Prix, Hamilton has yet to confirm anything about his plans for next year, although he has a contract for another two seasons with Mercedes.
According to his brother Nicolas, the 103-time F1 race winner is currently taking a break from social media.
This was a very sincere sendoff to Bottas from staff from MB, especially nice they included Andy Cowell (former managing director of MB Powertrains) and James Allison (former MB TD).
Again why I consider MB a class act in motorsports.
Guanyu Zhou is the latest addition to the F1 grid and is ready to dominate the series. And how do we know this? Zhou, who raced with the number 3 in F2, has changed his number to a very prominent one, with more meaning behind it.
As a basketball fan, there may be one obvious man to look up to: Kobe Bryant. Thus, Zhou dedicates his Formula 1 career to the Lakers legend as he takes on Bryant’s jersey number as his racing number. “I get inspired by him when I was a little kid.”
Threatening to charge through the field with Bryant’s ‘Mamba Mentality,’ Zhou looks to emulate the basketball icon. “I feel the energy, I want to carry his energy, his mentality with me in my journey in Formula 1.”
Thus, the number 24 is now up on the F1 roster, as the Chinese driver looks to make history in the sport. Having showcased his incredible talents in F2, with a stunning P3 in the driver’s championship, Alfa Romeo may have a star in their hands. With Kobe Bryant as his inspiration, Zhou stands as an example of his famous words.“The most important thing is to try and inspire people so that they can be great in whatever they want to do.”
Alfa Romeo F1 excited to welcome Guanyu Zhou
Bringing a rookie into your team is always difficult. Especially when Zhou will partner Mercedes’ star driver, Valtteri Bottas. Thus, Fred Vasseur shares his concerns about Zhou in the team. “It will be a challenge. To start in F1 is never easy. We have limited number of test days. But he’s talented, he’s doing well in F2…”
Nonetheless, it doesn’t water down his faith in the driver. “I think he has everything to be successful in F1. For sure it’s a challenge–a challenge for everybody.”
Thus, Alfa Romeo hopes to improve tremendously in the 2022 season. “With one experienced driver coming from Mercedes and Zhou coming from F2, it’s a very good balance. I know both of them well and I’m totally convinced the combination will work well.”
With Vasseur confident in his lineup, the pairing of Bottas and Zhou seems exciting for the team. Will 2022 bring in good luck for Alfa Romeo?
Stefano Domenicali says an “important month” is ahead regarding a potential Volkswagen entry into Formula 1 in time for the new 2026 regulations.
It has long been known the Volkswagen Group has been involved in discussions surrounding the new power unit in Formula 1 through Audi and Porsche, which they own.
The future engines appear set to retain the 1.6-litre V6 which is in the current cars, along with expanding the power unit’s electrical output to 350kw and removing the MGU-H element, with a new cost cap reportedly set to be introduced for engine production.
With those proposed changes, the Formula 1 chief executive said he cannot predict what VW will do, but knows a crucial time is coming up.
“I think we have an important month ahead of us in terms of the Volkswagen Group’s decision,” Domenicali told Sport1.
“Joining would be great, but I can’t speak on behalf of VW. I was part of this incredible group for a few years (as CEO and president of Lamborghini from 2016-20) and I know how hard they are working on the future.”
Domenicali added that the changes being made to improve Formula 1’s environmental credentials are one of the main drivers behind VW’s interest in F1, given the push towards sustainability in the sport.
He added he hopes the proposed 2026 power units will prove to be an attractive element for any potential new suppliers or teams coming to Formula 1, not just Volkswagen.
Regarding their entry though, the former Ferrari team principal said the ball is now firmly in VW’s court.
“Our sustainable fuel, which we plan to use alongside new hybrid engines with a higher electric content, can give them a second route alongside electromobility,” he said.
“And that applies not only to the Volkswagen Group but to every car manufacturer. With regard to Volkswagen, however, I hope they will make a decision soon.
“It was great that they were involved in the development of the new engine rules. Now it’s up to them to take the final step.”
Date published: January 5 2022 - Jamie Woodhouse Aston Martin have announced that Otmar Szafnauer has vacated his role as their Formula 1 team boss and left the company.
Aston Martin’s F1 team has been undergoing a major recruitment drive, with the arrival of former McLaren boss Martin Whitmarsh as the new CEO proving their most high-profile signing so far.
Despite Szafnauer stating that this was not a direct threat to his position, doubts over his future did remain, and now his exit has been confirmed.
In a statement Aston Martin thanked Szafnauer for his 12 years of service with the team, adding that the management team currently in place allows them to “take a little time to explore options before announcing a new team structure.”
Szafnauer had been part of the team since 2009, starting out when it was known as Force India, playing an integral role in the team’s improved performance from there.
Breaking the 100-point barrier for a season for the first time in 2012, Force India took another huge step forward come 2015 as Sergio Perez scored their first podium with P3 at the Russian Grand Prix, the team going on to finish that campaign P5 in the Constructors’ Championship, their highest position in the standings at that point in their history.
They rose to P4 in the following two campaigns as their engine partnership with Mercedes truly began to prosper.
Back in 2014 Szafnauer had played a crucial role in securing a long-term deal to use the Mercedes powertrain from that season onwards, which started the turbo-hybrid era as the class of its field.
The money dried up sadly for the team, but following Lawrence Stroll’s purchase of the bankrupt Force India, Szafnauer remained at the helm as the team achieved even greater heights in 2020 under the new Racing Point name, claiming a race win through Perez at the Sakhir Grand Prix, and three further podiums.
Racing Point would morph into Aston Martin for the following season, following Stroll’s investment into the luxury car manufacturer.
Alongside the much-vaunted return of the ground effect concept is the revival of wheel rim covers. F1 hopes these will help smooth out the turbulence ordinarily created by the wheel and tyre, and thus help reduce the overall wake generated by the lead car when another is chasing.
The rim covers used in 2022 will be a far cry from the complexity of what we’ve seen in the past though, as teams will have little influence in their design – in order that they don’t use them to damage the overall intent of their inclusion.
However, that won’t stop us taking a trip down memory lane to see how and why wheel rim covers have been deployed by teams in the past…
As can be seen from Giorgio Piola’s illustration, the roots of the wheel rim cover can actually be traced much further back than you might expect. Ferrari experimented with them at Monza in 1990 to reduce drag at the ‘temple of speed’ during qualifying.
The team was unable to use them under race conditions, however, as the brakes would have overheated, given there was nowhere for the heat generated under braking to escape. To make life even more difficult, not only in terms of regulating temperatures but also when needing to change tyres, a retractable panel was installed over the wheelnut.
It would take over a decade for another solution to reappear but, unsurprisingly, it was at Ferrari again. This time it came with a slight twist, as the team introduced a design for the rear wheel of 248 F1 that featured a shallow rim fairing.
Like the covers reintroduced for 2022, the fairing rotated with the wheel – something that was expanded upon later in the season with a cover that took up all but the central section in order to grant access to the wheelnut at pitstops.
This idea didn’t go unnoticed though, as can be seen here, with Toyota and Toro Rosso deploying their own variants at Imola and Silverstone respectively. Having previously protested the design, Renault also went on to introduce its own version of the rear wheel rim fairing in 2007 but it was Ferrari who continued to see the merits of using these rim covers to assist its aerodynamic endeavours.
Ferrari debuts static wheel rim cover at 2007 British GP
Ferrari introduced an altogether more complex wheel rim cover at the British Grand Prix, one that was static, rather than rotating with the wheel. The cover being static opened up many new opportunities for the team in terms of rerouting the airflow passing through the brake duct assembly, with an aperture created in the lower rear portion of the cover designed to direct the airflow and influence the turbulence created by the wheel and tyre.
This was by no means the simple rim fairing that the team had been using at the rear of the car and had been copied by others. This was a complex system that incorporated several components to help route the internal airflow, including a row of guide vanes, while the entire axle, wheelnut and wheel gun all had bespoke designs to accommodate the new system.
The cover was convex in shape, rather than flat, in order that the airflow passing around the outside of the wheel didn’t have an adverse effect on what the team was trying to do internally.
It didn’t make any dramatic changes to the arrangement going into 2008 but did add a small guide vane across the upper section of the cover to help direct the airflow in that region more effectively.
While Ferrari hadn’t felt the need to alter the design too dramatically, others had taken note and a slew of new designs arrived up and down the grid…
2008 welcomes further wheel rim cover developments
McLaren’s design featured an outlet in the front lower quarter of the wheel rim cover, not the rear. This was obviously a choice based on its different aerodynamic demands and also resulted in designers looking at a variant which also included a forward deflector fence to help direct the turbulence.
Honda’s version included the rearward outlet position, albeit a little larger but, interestingly, had a small overlapping deflector in the lower forward corner too.
Toyota turned things up from a design perspective at the rear of the TF108 when it introduced a fan-like cover at the Spanish Grand Prix.
How wheel rim covers escaped 2009 aero overhaul
The regulation changes introduced in 2009 didn’t overturn the teams’ ability to use wheel rim covers and, despite the overall aerodynamic overhaul that ensued, they opted to use them as a means of altering the wheel wake turbulence.
Those aerodynamic changes did result in the teams having to optimise their pre-existing designs, while others developed new, more complex versions...
For Ferrari, that resulted in the outlet being adjusted to take a more dominant location at the front of the wheel cover, while a deflector was added in the top corner.
When thinking of wheel rim covers, perhaps the Brawn BGP001 is the car that first springs to mind – its fluorescent yellow rim covers truly stood out, whereas everyone else tended to leave theirs blank or simply replicate the wheel rim design beneath.
Force India’s front wheel rim cover was more of a wedge-shaped affair that had a forward projected deflector.
At the rear of the Force India, a fan-like wheel rim cover was deployed – similar to the one we’d already seen on the Toyota the previous year.
The end for wheel rim covers
F1 opted to ban wheel rim covers from 2010 onwards, as not only had they contributed towards the overall failure to improve overtaking that the 2009 regulations had set out to accomplish, they were also an extremely costly solution, which seemed far too lavish to ignore at a point when teams were looking to rein in spending.
Even without those misgivings, there had also been several failures and pitstop incidents that contributed to their demise on safety grounds.
Ferrari wasn’t entirely done with trying to improve flow around the front wheel assembly though, as even without the rim covers it found a way to adjust the airflow’s behaviour. It added a pair of hoops on to the wheel rim design for 2010 (above), which other teams were unable to copy as the wheels were a homologated component.
Wheel rim covers to return from 2022
Seen below on the Mercedes W10 mule car, which was designed to accept the larger 18-inch rims that will feature on the 2022 cars, these are the wheel rim covers that teams will use going forward.
The dished design is a compromise that erodes some of the aerodynamic inefficiencies created by the wheel and tyre, while also making them as easy as possible for the mechanics to handle during pitstops.
Formula 1 teams can’t survive without their sponsors, and recently there have been some updates in that regards, with Ferrari losing UPS, and Red Bull signing Wolf.
How ironic that Red Bull’s latest sponsor is called ‘Wolf’, and what’s more ironic is that ‘Wolf’ will be there to enhance the cybersecurity of the team.
Red Bull have announced that they have joined forces with US based cybersecurity specialists Arctic Wolf, “the global leader in security operations, delivering the first cloud-native security operations platform to end cyber risk” as described in the team’s statement.
The statement went on to say: “By equipping the Team’s existing infrastructure with its platform, Arctic Wolf will help ensure that the mission critical data and operations necessary for Red Bull Racing Honda to achieve success on and off track are protected at all times. System and network activity will be safely monitored 24/7 and 365 days a year, reducing potential exposure to computer systems at the Factory, Wind Tunnel, the Track and everywhere in between.”
Red Bull Racing Honda CEO and Team Principal Christian Horner said: “Modern Formula 1 is driven by data almost as much as it is by the incredible athletes behind the wheel. With vast amounts of information being generated in the creation of Red Bull Racing Honda’s cars and being sent from the track to the factory, every day protecting the competitive edge we work so hard to achieve is crucially important. Our partnership with Arctic Wolf will further enhance our cybersecurity operations and keep our data safe.”
Ferrari and UPS part ways
UPS has been the Scuderia’s official logistics and shipping partner since 2013, but it has been revealed that the sponsorship agreement has ended without renewal as confirmed in a report by Sports Business Journal, who also reported that UPS has been removed from Ferrari’s team partners website page along with Mission Winnow, Philip Morris’ initiative to transform the company by reducing their cigarette sales and promoting alternative technologies.
The future of the relationship between Ferrari and Philip Morris remains unclear with Mattia Binotto telling The Race: “We are discussing it at the moment. They have been our title sponsor and if you look at the way that we subscribe our team to the next championship, it’s not called anymore Scuderia Ferrari Mission Winnow, but only Scuderia Ferrari.
“I think that’s quite straightforward as an answer. But still, there are many opportunities on which we may collaborate with them, keeping them as partners.
“We have various options on the table at the moment and we are still talking, and hopefully that will remain as a strong partner, but it will take some more days and some more weeks.”
They have also announced Swiss technology firm Velas Network as a partner, to create digital content for its fans, the luxury sports car maker said on Monday.
Kaspersky re-signs with Ferrari
Ferrari has also announced that it has renewed its sponsorship agreement with Kaspersky in a team statement.
Ferrari said in its statement: “Scuderia Ferrari is pleased to announce that it has renewed a multi-year partnership agreement with Kaspersky, a world leader in the field of cyber security and data protection. The collaboration dates back to 2010 and was renewed in 2015, while this further renewal sees its scope expand, as Kaspersky will now also be an Official Partner for the FDA Esports Team, the department that, since 2019, deals with virtual motorsport within the Ferrari Driver Academy.
“As part of the partnership, Kaspersky provides several essential services, including the constant protection of Ferrari data both in its Maranello headquarters and at the race tracks around the world. The company logo will feature on the drivers’ and team members’ helmets and clothing at all official Scuderia events, as well as on the shirts worn by the FDA Esports Team sim drivers and on the Ferrari cars in the various games platforms with which the Maranello marque is involved.”
Ferrari team principal Mattia Binotto said: “We are pleased to renew our partnership with Kaspersky and in fact to increase its scope. Our two companies have much in common, such as a policy of striving for technological excellence and a culture of teamwork. For over a decade, Kaspersky has played a key role for Scuderia Ferrari, protecting our data both at the track and in Maranello and it is important that we can count on such a reliable partner when it comes to such a delicate aspect in the life of a team. We are also happy that our collaboration has been extended into the world of esports, which is growing fast and is vital when it comes to promoting motorsport to a wider and younger audience.”
Williams win $ 35-million lawsuit against Rokit
Just before Williams was acquired by US-based investment firm Dorilton Capital in August 2020, Williams terminated their sponsorship agreement with Rokit and Rokit Drinks, an agreement that was signed ahead of the 2019 F1 season intended for five years.
However, Decalspotters, has reported that Williams has filed a lawsuit against Rokit for failing to make payment to the Grove-based outfit under the agreement, with the news outlet dedicated specifically to motorsport branding, business and sponsorship coverage stating that “The California Central Court attributed a payment of $35.7 million in arbitration to ROKiT for failing to oblige with the contractual agreements with Williams Racing.”
Are Aston Martin and BWT parting ways?
BWT, an Austrian company specialized in systems for the generation, storage and distribution of Purified Water and Water for Injection (WFI), has been the sponsor of the Silverstone-based F1 team ever since the days when it was called Force India and Racing Point, with the team’s cars having the pink color used in BWT’s branding, the cars being dubbed the ‘Pink Panthers’.
The sponsorship continued under the F1 team’s Aston Martin moniker despite the cars being painted in British Racing Green, with Sebastian Vettel acting as an ambassador for the water treatment company instead, as the German driver debuted a pink helmet at the start of the 2021 F1 season.
Long-term Mercedes sponsors Bose and Epson have reportedly ended their collaboration with the eight-time F1 Constructors’ Champions ahead of the 2022 F1 season. However no official statement has been issued by Mercedes.
Another iconic carmaker brand is reportedly eyeing a Formula 1 foray.
F1 CEO Stefano Domenicali said part of the justification for the shape of the future engine rules, including the introduction of E10 fuel in 2022, was to entice new manufacturers to the grid.
VW's Audi and Porsche are said to be close to deciding to enter F1 in 2026.
"Our sustainable fuel, which we want to use in parallel with new hybrid engines with a higher proportion of electricity, can open up a second option alongside electromobility," Domenicali told Auto Bild.
"This does not apply only to the Volkswagen Group but to every automobile manufacturer."
Indeed, it is now rumoured that Maserati - owned by Stellantis, the result of the Fiat-Peugeot merger - is looking into Formula 1.
It comes after the iconic Italian name, whose rich history in Formula 1 dates all the way back to the 50s, announced that it will race in Formula E in 2023.
When asked about Maserati's other plans, brand CEO Davide Grasso answered: "You mean the other championship led by my friend Stefano Domenicali?
"Time will tell, but Formula 1 is the premier class, the most important championship for racing cars, a great competition.
"Maserati was there, winning the world championship with Juan Manuel Fangio. So the question is not out of place, but also not relevant at the moment.
"Formula E should be our first step."
Looks like click bait. If Maserati does return to F1, it would probably be at the expense of Alfa Romeo. I'd rather see Alfa stay than replaced by Maserati.
Two Formula 1 teams are kicking off 2022 with major top management changes.
It is believed Otmar Szafnauer, who has now left Aston Martin, will imminently be unveiled as having switched to the top job at Renault-owned Alpine.
Aston Martin, insisting that it has "a little time to explore options" before naming the successor, admits that Szafnauer will "undoubtedly" take on another challenge elsewhere.
Alpine is expected to lose Davide Brivio back to MotoGP, with Marcin Budkowski also stepping away from the team - and tipped for a top FIA job.
Budkowski was the technical delegate of the sport's governing body prior to returning to Formula 1 with Renault, and apparently he is now the top contender to plug the void left by Michael Masi and Nikolas Tombazis.
It is believed both race director Masi and single seater chief Tombazis are vacating their key posts following the controversy surrounding the final laps of the 2021 season finale.
As for Aston Martin, most insiders expect team newcomer Martin Whitmarsh - best known for his role as McLaren's former boss - to succeed Szafnauer.
Ralf Schumacher thinks Szafnauer's departure could upset Sebastian Vettel, who was close to the Romanian-American when he signed for Aston Martin.
Former F1 supremo Bernie Ecclestone said when asked about Vettel's future: "Sebastian Vettel will leave when he sees fit.
"But we no longer know how fast he is because his car is not competitive," he told Sport1. "So it is not so easy to draw such conclusions."
Not much moves on the driver side of the sport this off season, but big changes at the management side still to come.
Aston Martin have confirmed that former BMW motorsport head Mike Krack will become their Team Principal, taking over from the recently-departed Otmar Szafnauer.
Although not a familiar name in the world of F1, Krack has headed up BMW’s global motorsport operation since 2014, meaning he was in charge of the German manufacturer’s Formula E, GT and IMSA programmes, as well as overseeing their expansion into the new LMDh category. Prior to that, Krack spent a year and a half with Porsche as Head of Track Engineering for their LMP1 project, working alongside current McLaren Team Principal Andreas Seidl.
He’s not an F1 rookie, however, with Krack having previously worked at Sauber and BMW Sauber – including working as an engineer with current Aston Martin driver Sebastian Vettel when he was the latter squad’s fresh-faced test driver.
Get your diaries ready: Aston Martin are the first team to have announced the launch date for their 2022 Formula 1 car, the AMR22.
The team, which finished seventh in 2021, are being led into a new era by owner Lawrence Stroll. The Canadian businessman has grand plans for his outfit and aims to take F1 by storm in the future.
Aston Martin's 2022 Formula 1 car will be launched on February 10, with the event to be streamed online from Aston Martin's Gaydon headquarters.
Audi will make a decision about whether or not to enter Formula 1 towards the end of the first quarter or the start of the second quarter of this year.
An unnamed source who spoke with Reuters said that the supervisory board will discuss the subject at an upcoming meeting at the end of February. They stipulated, though, that a decision will not be made until later.
The German newspaper F.A.Z. similarly reported that Volkswagen’s supervisory board will decide on an entry into the sport for both Audi and Porsche, by the end of February.
Reports of the Volkswagen Group entering F1 go back years, with Audi’s involvement being the subject of rumors since at least 2014. The latest reports suggest that Audi will enter the sport by buying the McLaren race team, while Porsche will become a supplier for Red Bull.
The decision to enter two of its brands into the sport may sound unusual, but VW has a plan. By working together, they could take on the F1 establishment of Mercedes and Ferrari more effectively.
Even if the teams fail to collaborate (or the plan to hedge its bets turns into an expensive farce) it wouldn’t be the first time that Porsche and Audi have competed in the same sport.
The tie-up with McLaren has been an interesting one, as a report emerged last year suggesting that Audi had bought the brand, which was quickly denied by both automakers. Sources, though, told Reuters that a discussion was on the table but that it hadn’t been confirmed.
However this all shakes out, it’s clear that Volkswagen has an interest in getting into F1 and that the sport is similarly interested in getting the automaker involved. In September, Toto Wolff, the Mercedes F1 team’s boss said that his team was willing to make compromises to get the Volkswagen Group into the series.
F1's calendar grows further with 23 races planned in 2022
Since Liberty Media in 2017 acquired control of the Formula One Group and listed it on NASDAQ, the primary focus of F1's commercial masters has been on growing the sport's bottom line in order to boost the FWONK share price. Another imperative is to reduce costs under the budget cap, and the tighter the timing, the greater the travel, clearing and transportation costs.
The easiest way of achieving Liberty's objective is through calendar expansion: more races equal more in hosting fees, increased TV offerings and greater visibility for sponsors and trackside advertisers – hence 2022's record 23-race calendar. There are, though, practical limitations to such growth, particularly if add-ons are staged outside Europe given the flipside is more travel, and less 'me' time for hardworking F1 staff.
Indeed, during triple-headers, of which there are two in 2022 - three if the Bahrain test followed by two back-to-back Middle East races is factored into the equation - mean long-suffering personnel don't get to see loved ones for a month (or more) unless drastic measures are taken to redress the (im)balance. Equally, F1 is losing valuable expertise and knowledge through folk no longer being prepared to travel non-stop.
In addition, where flyaway triple headers - such as Russia, Singapore and Japan on the bounce - are listed it is virtually impossible to guarantee freight will make it to the next destination and be unpacked timeously. Indeed, last year delays caused by inclement weather between the Mexican and Brazilian rounds meant some hapless teams were wrongfooted during the latter event. F1 knows it got lucky, but at some stage fortune will run dry.
In effect the choices facing FOG were no calendar expansion, or a more compact format to 'buy' the sport time between fixtures. It is obvious which option Liberty preferred, with the most logical format being a reduction in 'track days'…
What will the new F1 weekend schedule look like?
F1 historically operated to four-day (Thursday-Sunday) schedules - and five days, namely Wednesday to Sunday, for Monaco - with the opening day in each case featuring media and administrative sessions and track activities commencing Fridays. From this year all events, including, crucially, the Principality's race, feature three-day schedules, with non-essential personnel not gaining paddock access on Thursdays.
Thus, no pitlane walkabouts for fans, with Monaco visitors being particularly hard hit...
The result is that Grand Prix weekends will start Friday morning, with ancillary stuff such as documentation, meetings and media sessions taking teams through to around midday depending upon specific timings for an event. Thereafter two free practice sessions - each of 90-minute duration and separated by at least two hours - will take place.
At most venues the first free practice session is expected to start at 13:00 local time, with FP2 run from 17:00 to 18:30. These sessions will be followed by further media activities and meetings/briefings, potentially keeping personnel trackside for 12 (or more) hours at a stretch. The good news - particularly for fans at events - is that F1 is reverting to two 90-minute sessions in place of 2021's two one-hour practices.
Then, according to the revised regulations, "a further free practice session (P3), lasting one hour and starting no less than seventeen-and-a-half hours after the end of P2, will take place on the day before the race", so from 12:00 on Saturday. The regulations continue: "The qualifying practice session will take place on the day before the race and start no less than two hours after the end of P3", so 15:00 (or later).
Qualifying follows the familiar structure and timings, so Q1 lasting 18 minutes with the bottom five cars eliminated (20 car entry), followed by a 15-minute Q2 session commencing seven minutes after the end of Q1. The final 10 cars will then go through to a Q3 of 12-minute duration. The Grand Prix proper shall not start later than four hours before official sunset, so usually 15:00.
However, the regulations make provision for driver interaction with fans: "Within a one-hour period finishing no later than one hour and 30 minutes before P3, all drivers must be available for fan activities (including, but not limited to, autograph sessions and fan forums) for a maximum period of 15 minutes each within the hour."
Three days packed full of F1 action, on and off the track
Accordingly, a typical weekend schedule during the 2022 F1 season will be:
Friday
09:00 – Media/documentation/scrutineering
13:00-14:30 – FP1
15:00-16:00 – Team representative media session
17:00-18:30 – FP2
19:00 onwards – Media/briefings
Note: exact timings will vary within permitted parameters, particularly for dusk/night races.
The bottom line is that F1 believes the revised formats will this year save at least 24 days – two days for Monaco and one per each of the 22 'traditional' Grands Prix, in turn potentially saving teams hotel costs while enabling most personnel to enjoy additional time off between races. The downside for promoters is that tourism potential is reduced a day (at least) per race weekend.
These 'off' days may not translate to domestic time - particularly where flyaways and back-to-backs are concerned - but should make for less interim hectic while permitting a modicum of relaxation. The flipside is that Liberty may well decide to grow calendars even further, arguing that three-day formats are the silver bullet to 25 or more events…
It has been rumoured that Cyril Abiteboul will move to Red Bull to take charge of their new Powertrains department.
The Frenchman left the Formula 1 grid at the end of the 2020 campaign with Renault choosing to sack him after the team failed to win the battle for P3 in the Constructors’ Championship.
During his time with the French team, his relationship with Christian Horner and Red Bull was frosty to say the least, with the two parties often clashing due to Red Bull being unhappy with the Renault engines they were supplied with.
If rumours are to be believed though, they’ve buried the hatchet, with reports from Italy claiming he’s in contention to join the team, becoming the manager of Red Bull Powertrains.
Such talk comes after he was spotted in the Red Bull garage during the Abu Dhabi Grand Prix and praised the team when asked about his presence there.
“I have to confess I was at Red Bull,” said Abiteboul, quoted by GPFans. “I can admit it because I was spotted there. It’s all right, I’ve chosen the right place!
“I have worked a lot with Red Bull. People remember our differences, but I also have a lot of respect for this completely results-oriented organisation. I want to say that at all costs. Sometimes that was what Renault lacked, that willingness to want to win at all costs.
“When I see the strategic choices made by Helmut Marko, with Max [Verstappen] and with Honda, and the implementation of them by the team in Milton Keynes under Christian’s leadership, I am glad it paid off in the end.
“And those last few minutes in Abu Dhabi, you could say to yourself it was meant to be.”
Reportedly, as per the Italian branch of Motorsport.com, he was attending the race weekend with the team as he was negotiating a move that would see him become the head of their engine department in their first year using their own power units.
The move would perhaps make more sense than it first seems with Abiteboul working as a consultant for Mecachrome, the company that assembles Renault’s F1 engines, since leaving the team.
That being said, given how bad things between himself and Horner got, it would still be something of a shock move.
Four-time world champion Alain Prost has left his role as Non-Executive Director at Alpine, as the French manufacturer continues its review of the management structure, Formula1.com understands.
Prost took on an advisory role with Renault in 2017 and became Non-Executive Director two years later, staying on when the team rebranded as Alpine for the 2021 campaign.
It is understood the Frenchman had an annual contract with Alpine and the management decided not to renew it for 2022.
CEO Laurent Rossi – who attends most races with the F1 team – is temporarily running the operation.
Since taking on the role, after a restructure that saw Team Principal Cyril Abiteboul leave the team in January 2021, Rossi has been reviewing how the squad operated. He wanted to give himself enough time to understand the business before making any adjustments.
With only a few races to go last year, he hinted changes to the structure would happen ahead of the upcoming Formula 1 campaign. The news Budkowski and Prost have left are the first signs of the changes.
Alpine finished fifth in the constructors’ championship last year, with Esteban Ocon securing their first win with victory in Hungary.
So happy we are less than a month away from the first car unveilings. That said, unfortunately, I expect them to be either livery unveilings on the old car or livery unveiling on a mockup car that looks like the regulations release car we saw 2 years ago now. I don't believe anyone will be willing to tip their hand before day one of testing. Maybe the smaller teams but still not sure I would count on it.
Launch season is always an exciting time for fans and teams alike but, with the aforementioned all-new cars incoming, the excitement levels could not be higher.
Teams will be trying their best to keep their technical innovations under wraps as beady eyes from their competitors will begin to look at how others have interpreted the new regulations.
As it stands, Aston Martin are set to be the first team to launch on February 10, but plenty of others are still yet to announce their plans.
Aston Martin: February 10
McLaren: February 11
Ferrari: February 17
Mercedes: February 18
Red Bull: TBC
Alpine: TBC
AlphaTauri: TBC
Williams: TBC
Alfa Romeo: TBC
Haas: TBC
12-30-2021 | 09:22 AM
comment that Bose may be leaving Mercedes due to product damage from Wolff.
I'm seeing 2 hours - 1hr for P3 and 1hr for Qualifying. Friday goes to three hours.
The Alpine was one of the better '21 liveries. A pink/blue BWT/Alpine could work, though.