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Articles by GP Racing
1er mai 1994, Senna se tue : Je me vois regarder et dire "bouge, bouge…"
Tout a été dit, ou presque, lors des hommages qui se sont succédés chaque année. Trente-deux ans après le drame, nous republions ce témoignage, d'abord paru en 2011 dans les colonnes de GP Racing. Ian Harrison, team manager de Williams F1 en 1994, raconte comment il a vécu cette terrible épreuve. Les souvenirs sont précis pour une parole qui est restée rare. "Ayrton Senna rejoint Williams".
Cómo podría ser en la práctica el plan de la F1 con carreras rotativas Original
Los entendidos del paddock solían bromear con que el calendario de la Fórmula 1 lo hacían personas que volaban en jet privado. Pero ahora el itinerario anual, que durante mucho tiempo ha rozado lo caótico y disfuncional, está a punto de sufrir una transformación. El calendario va a cambiar de forma, en parte para reducir los gastos y las tensiones físicas, pero sobre todo porque la F1 necesita racionalizar sus viajes para acercarse a su objetivo de alcanzar el estatus de "carbono cero" para 2030.
De noodlottige Italiaanse ster die een outsider werd bij Ferrari
Nadat Alberto Ascari in mei 1955 overleed bij een testongeluk op Monza, zocht Italië wanhopig naar een nieuwe superster in de autosport. Het oog viel daarbij op twee relatief jonge talenten: Eugenio Castellotti en Luigi Musso. Beide jongelingen kwamen uit welvarende families en konden - in een tijd dat coureurs weinig betaald kregen - racen omdat het hun passie was. Musso was de zoon van een diplomaat die in 1924 in Rome ter wereld kwam en vervolgens opgroeide aan de befaamde Via Veneto.
Te contamos cómo es un fin de semana de un jefe de mecánicos
Con 24 carreras en el calendario, trabajar en la Fórmula 1 es un reto mental y físico como nunca antes. Es posible que haya notado que los pilotos expresan cierto descontento por el apretado calendario hacia finales de año, y se alojan en hoteles de cinco estrellas y vuelan en primera clase o en avión privado. La realidad para los mecánicos de equipo es realmente brutal.
ベルギーGPがついにローテーション開催の1枠目に。ますます高まるF1開催の需要……将来のF1開催カレンダーの形は一体どうなるのか？
かつて年間16戦で争われるのが常であったF1。しかしその開催レース数は増加の一途を辿り、今では1年で24戦も開催されるようになった。しかも、まだ新規開催を望む声も、各国から挙がっている状況だ。 F1は年間24戦から開催数を拡大することを目指してはいないとされるが、それでも関係者の負担軽減、移動にかかる予算の削減、そしてF1が目指す2030年までのカーボンニュートラル”ネットゼロ”達成を実現するため、カレンダーに変革が加えられつつある。一部のグランプリの開催時期を移動することで、輸送の効率化が進められているのだ。 今後は、新規開催を求める声に応えるため、一部のグランプリをローテーション開催……つまり隔年開催とするグランプリを設け、それらを組み合わせることで、24箇所以上のグランプリを開催できることを目指していくことになる。...
La ciencia del combustible de la F1 y cómo funciona con el motor
El actual motor de Fórmula 1 es un modelo de eficiencia sólo igualado, y sorprendentemente, por algunos enormes motores diésel marítimos. En términos de pequeños motores de gasolina, el V6 de F1 está significativamente por delante de cualquier otro motor de producción o de carreras. La forma en que esto se consigue es innovadora y relevante, ya que el futuro del motor de combustión interna va más allá de algunas proyecciones sobre su inminente desaparición.
アウディF1計画に不安なし。本社から独立したプロジェクトで”F1向け”スピードを確保……かつての巨人の轍は踏まない？
2026年から、アウディがついにF1への参戦をスタートさせる。その時まで、あと1年と少しである。 アウディは世界最大の自動車メーカーグループのひとつである、フォルクスワーゲン・グループ内のブランド。ついに巨人が打って出る格好だ。 アウディがF1への参戦を決めたのは、2026年からパワーユニット（PU）に関するレギュレーションが大きく変わるから。巨額の開発費用がかかるにもかかわらず市販車への転用が難しいとされてきたMGU-H（熱エネルギー回生システム）が排除され、エンジン出力と電動出力の割合がほぼイコールとなり、さらにエンジンで使う燃料も持続可能燃料のみとなる。これらの技術開発は、アウディが市販車で目指す方向性と合致している。...
F1 uncovered: A weekend behind the scenes with a chief mechanic
With 24 races on the calendar now, working in Formula 1 is a mental and physical challenge like never before. You may have noticed the drivers expressing some disgruntlement over the packed schedule towards the end of the year – and they’re staying in five-star hotels and flying either first class or private. The reality for the team mechanics is truly brutal. They’re the ones arriving at the venue almost a week before the race and leaving six hours after the chequered flag drops on Sunday.
Cómo podría ser el plan de rotación de carrera de F1
La gente del paddock solía bromear (a medias) con que el calendario de la Fórmula 1 lo confeccionaban personas que volaban en jet privado o, como mínimo, giraban a la izquierda mientras bajaban a respirar el mismo aire que nosotros, los mortales, en un vuelo regular. Pero ahora nuestro itinerario anual, que durante mucho tiempo ha rozado lo caótico y disfuncional, está a punto de transformarse.
¿Puede Audi evitar los errores de Toyota en su aventura en la F1?
Audi entrará en la Fórmula 1 como equipo oficial en 2026. No es una noticia nueva, ya se anunció en agosto de 2022, pero merece la pena volver a exponerla como un hecho, porque es importante. Audi es una marca premium del Grupo Volkswagen, la mayor empresa automovilística del mundo, que nunca antes había competido en la F1.
Por qué es tan difícil alcanzar la temperatura óptima de los neumáticos en la F1
A nivel general, el cambio en la competitividad de los coches en la temporada 2024 ha sido evidente. Red Bull, que dominó en el principio, se ha visto amenazado y superado por McLaren y Ferrari. Mercedes también ha incrementado su competitividad, siendo en ocasiones el mejor de la categoría. Sin embargo, desde un punto de vista más microscópico, hay oscilaciones considerables de un día a otro e incluso de una sesión a otra. Parece que esto fue más frecuente que nunca en la pasada temporada.
Why peak tyre temperature is an elusive state for F1 cars to attain
At a macro level the change in competitiveness this season has been obvious. From early domination, Red Bull found itself regularly challenged by McLaren with Ferrari always there or thereabouts. Mercedes too built on its ever-increasing competitiveness, at times being the class of the field. However, taking a more microscopic view there are considerable swings from day to day and even from session to session.
The underperforming Surtees follow-up that thwarted a promising bike-to-F1 union
Time in hospital bookended John Surtees’s life as a Formula 1 team owner. Reflections from his sick bed first fired his ambition to become self-reliant, then nearly 10 years later resigned him to the sad reality that the dream was over. His friends Bruce McLaren, Jack Brabham and Dan Gurney had succeeded in flying under their own steam, and so too did Surtees – on occasion with style.
Why French interest in F1 seems secure despite Renault’s looming absence
A challenging year for the Alpine team has been tough for French connections in Formula 1. Based in the UK yet owned by the Renault Group and with power delivered from the southern side of Paris to provide two French drivers with opportunities to shine, it hasn’t delivered results. In a period when the nation that hosted the first motorsport events in the 1890s no longer holds an F1 race, it feels as though there is a gap developing.
How Komatsu was moulded by F1 on his rocky climb to the top job at Haas
“Don’t be so Italian!” With a broad grin and a twinkle in the eye, Haas team principal Ayao Komatsu dismisses GP Racing’s suggestion that, since the hour is just past 10am, the cappuccino he’s now sipping would constitute a ghastly breach of national coffee etiquette in the home of the cappuccino, where the froth-topped beverage is considered a breakfast drink only. And he should know, given his team’s close ties with both Ferrari and Dallara.
What F1’s biggest partnership deal yet reveals about its progress
Back in 2019, two full years after Liberty Media acquired Formula 1, I received a call from a New York-based investment analyst asking if I thought the sport’s new owners stood a chance of growing the number of official sponsors of the world championship. Bernie Ecclestone had not fully exploited the opportunity, yet Liberty were making positive noises about the prospects for strong growth in that area. “Give it time,” I said, pointing out that Liberty was rather busy with more pressing matters.
How Renault overcame early hiccups to prove its worth in F1
The end of Renault as an engine manufacturer in Formula 1 will be nothing like the beginning. How could it be when the French firm arrived in the Silverstone paddock halfway through the 1977 season like Del Boy and Rodney turning up at a wake dressed as Batman and Robin?
How a desire to avoid becoming "stale" led Newey to his Aston Martin adventure
Is a new super-power rising in Formula 1? Adrian Newey’s decision to join Aston Martin suggests there might be. Since buying the failing Force India team in 2018, and renaming it Aston Martin in 2022 after his takeover of the car company, Canadian billionaire Lawrence Stroll has been assembling quite the fighting force. A state-of-the-art new factory has been up and running since last year and a new wind tunnel comes on stream shortly.
The two-pronged problem Red Bull faces if it moves to replace Perez
“I think Helmut has just signed his first nine-year-old.” Christian Horner revealed something new about Red Bull’s much-vaunted junior team at the 2024 Mexican Grand Prix. The scheme – Formula 1’s most comprehensive, albeit far from universally appreciated – is undergoing a redevelopment, or at least an urgent restock as ‘driver advisor’ Helmut Marko goes wild in the aisles. That it needs to after committing vast capital sums since 2001 highlights a certain rot setting in.
The sporting greats Norris must emulate to beat Verstappen
The Silverstone mistakes, Oscar Piastri’s Monza muscle, the Baku Q1 yellow flag misfortune. These moments did not cost Lando Norris his long-shot 2024 Formula 1 world title. This is mathematically still on. But Max Verstappen’s brilliant drive to win the Brazilian Grand Prix from 17th on the grid, when Norris had started from and lost another pole, has made the prospect more remote. Share Or Save This Story
Het verhaal van degene achter de Williams- en McLaren-successen
Hij heeft gewerkt met Nigel Mansell, Ayrton Senna en Mika Häkkinen, maar ook met Lewis Hamilton en Jenson Button, maar de stille en bescheiden ingenieur is nooit echt iemand geweest die graag op de voorgrond opereerde. Toch is Paddy Lowe een van de drijvende krachten achter 12 wereldkampioenschappen en meer dan 150 Grand Prix-zeges. Van actieve vering tot McLaren's 'F-duct' - de verboden uitvinding die de weg vrijmaakte voor het Drag Reduction System - Lowe is een echte vernieuwer.
How Britain's Ferrari survived a double loss to enjoy a famous final hurrah
Pedro Rodríguez, Jo Siffert, Vic Elford, Peter Gethin, Howden Ganley, George Eaton and Helmut Marko. Jean-Pierre Beltoise, Alex Soler-Roig, Reine Wisell and Jackie Oliver. Niki Lauda, Clay Regazzoni, Henri Pescarolo and François Migault. All of them – the great, the good and the footnotes – share the BRM P160 in common, because they make up the dizzying roster of drivers who campaigned the British powerhouse’s last Formula 1 car of genuine significance from 1971 to 1974.
The innovator behind gadgets that turned Williams and McLaren into champions
He’s worked with Nigel Mansell, Ayrton Senna and Mika Häkkinen as well as Lewis Hamilton and Jenson Button, but this quietly spoken and unassuming engineer has flown below the public radar for much of his Formula 1 career. Nevertheless, Paddy Lowe has had a hand in winning 12 world championships
as well as over 150 grands prix. From active suspension to McLaren’s ‘F-duct’ – the banned invention which paved the way for the Drag Reduction System – Lowe has been a restless innovator.
8 billion to 1: How Oracle’s cloud technology allows Red Bull to simulate success
Fail to prepare, prepare to fail. Max Verstappen has won eight Formula 1 grand prix so far in 2024 and each of those victories came after eight billion simulations were run by Red Bull to best predict scenarios ahead of time. Utilising the partnership with its title sponsor, Red Bull works with Oracle Cloud technology to crunch the numbers to help with strategy, tyre choices and pitstop calls - starting two weeks in advance of every race.
Why mistrust in development tools results from an inherent aerodynamic trait
The sophistication of aerodynamic research techniques has grown immensely in recent years. When I started wind tunnel testing in the 1980s, the models were crude, the tunnels small and the instrumentation limited to a simple balance to measure forces and moments as well as a manometer to measure a few pressures. CFD didn’t exist, at least not in the realms of motorsport. The aerodynamics department consisted of two full-time employees and two others (me included) who also performed other duties.
How F1's processing-intensive development tool really works
One of the great challenges for Formula 1 engineers in modern times has been the growing necessity for accurately relating experimental aerodynamics to what is happening to the physical car on track and how our tools for aerodynamic research all have their limitations. A key part of this is computational fluid dynamics - or CFD - but what is it?
How F1's processing-intensive development tool really works
One of the great challenges for Formula 1 engineers in modern times has been the growing necessity for accurately relating experimental aerodynamics to what is happening to the physical car on track and how our tools for aerodynamic research all have their limitations. A key part of this is computational fluid dynamics - or CFD - but what is it?
Can Hamilton avoid Vettel's mistakes in taking on Leclerc at Ferrari?
Whisper it – but sharing a garage with a seven-time world champion could mean less rather than more pressure on Charles Leclerc in 2025. That’s because Leclerc, according to those close to the team, has nothing to lose unless Hamilton regularly beats him by a huge margin – and, going on recent form, that’s unlikely. Hamilton’s presence actually puts Leclerc in an enviably strong position: if he wins races, even the championship, he’s beaten one of the greatest drivers of all time.
Can Hamilton avoid Vettel's mistakes in taking on Leclerc at Ferrari?
Whisper it – but sharing a garage with a seven-time world champion could mean less rather than more pressure on Charles Leclerc in 2025. That’s because Leclerc, according to those close to the team, has nothing to lose unless Hamilton regularly beats him by a huge margin – and, going on recent form, that’s unlikely. Hamilton’s presence actually puts Leclerc in an enviably strong position: if he wins races, even the championship, he’s beaten one of the greatest drivers of all time.
The crucial detail overlooked in a gallant Briton's famous Monza gesture
Many years ago, there was a Swedish motorsport journalist whose specialist subject was ‘The Graves of Dead Racing Drivers’. Rather than being a reverential journey of respect, this was a mission, an assemblage of headstones from far and wide. He would show cemetery photos with a sense of enthusiasm not dampened in the least by the apathy of his rather bewildered audience.
Why life after racing in F1 has plenty of upsides for Ricciardo
Don’t feel too sorry for Daniel Ricciardo. Having survived the risks and rigours of 14 seasons competing in Formula 1, the ever-likeable Aussie can now enjoy the freedoms which come with a fortune most people can only dream of. On top of that, he has much to look forward to.
Will Piastri prove kingmaker or spoiler in Norris’s F1 title bid?
Obfuscation is an innate part of the F1 game. Teams are, utterly understandably, unwilling to allow any more insight into their designs or decisions than is strictly necessary into the public realm. Lest rival squads use any of that information for their own gain. At McLaren, preserving the squad’s ‘intellectual property’ is a hot topic for team principal Andrea Stella.
How an answer to the FIA president’s gripes lies in a pre-Abu Dhabi 2021 arrangement
‘WTF?’ Seems the appropriate response to FIA president Mohammed Ben Sulayem revealing recently that he wants Formula One Management to limit bad language in live broadcasts. It certainly had that effect during the Singapore Grand Prix weekend – spectacularly managing to distract from the on-track action in this unexpectedly exciting 2024 Formula 1 season. Share Or Save This Story
Can F1 make triple-headers sustainable?
The final quarter of the 2024 F1 season is about to kick off with a particularly intense burst of action. A triple-header in the Americas is followed by a two-week gap before the last three races are held on consecutive weekends, travelling from Las Vegas to the Middle East. For drivers fighting for a higher position in the championship, it will be a hugely engaging period.
Waarom Red Bulls Wheatley de perfecte F1-teambaas voor Audi is
Vraag iedereen in de Formule 1-paddock hoe ze Jonathan Wheatley omschrijven en bijna iedereen zegt hetzelfde: het is iemand met oog voor detail. Zijn zoektocht naar perfectie neemt soms zelfs bizarre vormen aan. In gesprek met GP Racing, een zusterpublicatie van Motorsport.com, vertellen enkele mensen die met hem hebben samengewerkt over de unieke manier waarop Wheatley werkt.
Por qué el fichaje de Sainz por Williams va más allá de lo "eventual"
"Uno de los cuatro mejores pilotos, si es que no es a veces el número dos de la parrilla". Aunque hay que inclinar la cabeza hacia un lado y acariciarse suavemente la barbilla mientras se analiza esa frase, se puede entender lo que quiere decir el director del equipo Williams, James Vowles, quien considera el fichaje de Carlos Sainz un paso muy importante, así como también por qué sigue sorprendido de que ninguno de los equipos punteros se le haya adelantado.
How F1’s most famous engine unlocked the potential of Brabham's forgotten gem
Want an example of how influential
the Cosworth DFV was in Formula 1
during its first flush in the late 1960s? Look no further than the Brabham BT26, a model that was transformed across its two-year period lifespan from disastrous defender of double world championships
to a potent grand prix winner only bested
by Jackie Stewart’s Tyrrell-run, DFV-powered Matra by the end of 1969.
The detail focus that will make Audi’s Red Bull hire a hit team boss
Ask anyone in the Formula 1 paddock and you’ll get the same response – Jonathan Wheatley is a detail man. His obsessive pursuit of perfection puts him in the same niche as another team boss who entered motorsport via the workshop floor: Ron Dennis. “I’ve known him since my karting days,” David Coulthard tells GP Racing. Latterly DC worked with Wheatley in the mid-2000s as they helped Christian Horner build Red Bull Racing from midfielder to championship contender. Share Or Save This Story
The Russell traits that will ease his adaption to becoming Mercedes team leader
“Without doubt.” George Russell is unequivocal the performance
that earned his 2024 Belgian Grand Prix ‘victory’ was one of his best ever in Formula 1. He might have lost his stunning on-the-road victory at
Spa-Francorchamps over his car/driver weight total being found to be 1.5kg under the limit post-race, but it was nevertheless a statement drive.
Cómo cambió la guerra del desarrollo en los equipos de F1 2024
En el punto álgido de la fase más predecible de la pasada temporada, cuando las victorias de Max Verstappen estaban tan aseguradas como la muerte y los impuestos, gran parte de la afición se conformó con que estaba cerca de llegar la convergencia de los monoplazas, aunque eso no es algo que ocurre de la noche a la mañana.
Can Alpine’s latest regime change shift its course?
Among the curious customs of the British and Canadian parliaments is the tradition in which newly elected speakers of the house are ceremonially ‘dragged’ to their chair. Supposedly this faux-unwillingness reflects the frequency with which previous holders of that office were parted with their heads after delivering news the monarch found disagreeable, unpalatable or downright vexatious.
El componente de un coche de F1 más humilde, pero con más rendimiento
En esta columna a veces tratamos temas bastante complejos e intentamos explicarlos en un contexto de Fórmula 1. En otras ocasiones, el tema puede parecer sencillo, pero los matices añaden complejidad. Del mismo modo, siempre intentamos responder a las preguntas que plantean los lectores, así pues, vamos a profundizar en un tema que ocupa a los muelles de torsión. Antes de responder, veamos en qué consisten los muelles.
Why long Sainz courtship was only one factor in eventual Williams union
“One of the top four drivers, if not at times the number two driver on the grid.” While you might have to tip your head to one side and gently stroke your chin while parsing the somewhat curious phrasing of this sentence, you can see what Williams team principal James Vowles is getting at, why he views the signing of Carlos Sainz as such a significant step for his team – and why he remains surprised none of the leading outfits beat him to Carlos’s signature.
How F1’s tech war has transformed in 2024
At the height of 2023’s most predictable phase, when Max Verstappen victories were as assured as death and taxes, much of the Formula 1 fanbase and fraternity medicated itself on the notion that convergence was around the corner. This isn’t the sort of pursuit that happens overnight. Red Bull’s grasp of the 2022-spec aerodynamic regulations needed to be fully autopsied by the other nine teams to understand where their own interpretations had gone wrong. Share Or Save This Story
The apparently humble F1 component with remarkable attributes
In this column we sometimes cover quite complex subjects and try to explain them in a Formula 1 context. At other times the subject may seem simple but the nuances add complexity. Equally, I always try to answer questions put to me by readers. So, let’s delve into a subject which occupies the second category: torsion springs. Before answering that question let’s examine just what springs are all about.
The statistical F1 anomaly Verstappen will seek to remedy in Singapore
Winning at every grand prix venue on the regular schedule is a remarkable achievement and one Max Verstappen has in view – although he has yet to check Singapore off the list. It’s one of the most challenging tests for drivers as they cope with heat and humidity for almost two hours on a bumpy, twisting surface with the concentration required to avoid mistakes under the lights. An error cost Verstappen a huge opportunity in 2022, but it wasn’t his mistake.
The hard-to-shift narratives Mercedes needs Antonelli's next steps to dispel
“What he tried to do, the car can’t take.” Well, perhaps if Andrea Kimi Antonelli had been driving a race-win-challenging Ferrari or McLaren in FP1 at Monza, he might not have crashed. Isn’t this the logical inference of Mercedes boss Toto Wolff’s spin on his junior charge’s shock slip-up 10 minutes into his Formula 1 weekend bow at last month’s Italian Grand Prix, given how that event turned out for the Silver Arrows? Share Or Save This Story
How Alonso played designer in Aston’s new limited edition special
Company cars and their spec have long been a measure of self-worth for a particular type of person. For the travelling salesman fraternity and their ilk it was a matter of life or death what letters appeared alongside the model name on the bootlid, lest shame descend on the family when the car was in repose in the company car park or the homestead’s driveway. GLX for someone with a glassy corner office and a seat in the boardroom already in sight. LX for the thrusting young executive on the up.
F1 uncovered: A weekend behind the scenes with a team physio
Nothing is trivial in Formula 1 – literally every aspect of a team’s activities is geared towards performance and, given the rapid calendar expansion of recent years, the well-being of track personnel is now being given a great deal of attention.
Why the turbine Lotus experiment failed to realise its potential in F1
All in all, 1971 was a strange year for Team Lotus. It should have been all champagne and silverware given its potent cocktail: the great Lotus 72, not only arguably Colin Chapman’s greatest Formula 1 car but a contender for the best from anyone, ever; young, ambitious Emerson Fittipaldi, already a winner following his astounding maiden-season breakthrough at just the fourth time of asking at Watkins Glen, 1970; financial security through its continuing (gaudy) support from Gold Leaf tobacco.
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