In Retrospect: The 1999 European Grand Prix, by Steven Critchley

F1 action will return to Baku's treacherous street circuit on 25 June, after a successful hosting of last year's European Grand Prix, which returned to the calendar after a three-year absence. This time, it will be host to the inaugural Azerbaijan Grand Prix, once more testing the technical abilities of constructors in a more diverse way, while also forcing drivers on the circuit to time their overtakes to perfection.

As a street circuit, Baku offers little margin for error from anyone, regardless of how experienced or decorated they may be. Another battle of Ferrari versus Mercedes is expected, but the negation of the disparity that once existed is reflected by Mercedes's Valtteri Bottas being priced at 28/1 on bet365's F1 betting odds to win this year's title. However, the unpredictability that typically characterises a new F1 circuit was in full evidence last year, when Sergio Perez enjoyed a rare moment in the sun in an unfancied Force India car and finished third.


19 June 2016: Drivers speak to press after the inaugural F1 race in Baku. 

Interlagos Preview - A little bit crazy

F1 has entered one of those spells, one that is inevitable from time to time at least. The championships are done ahead of time and the sense of drift, almost of going through the motions, is noticeable in those remaining rounds. At times like this you can begin to understand why Bernie pushed that double points idea. A little bit.

Interlagos - where we can expect the unexpected
By Pedro Leiria [CC BY-SA 2.0 (http://creativecommons.org/
licenses/by-sa/2.0)], via Wikimedia Commons

So not that much good news around? Well, again there's a little bit. That this weekend's fare is taking place at the Interlagos circuit in Brazil. Which is not only a good thing in itself this venue also can be counted upon as a place where things happen. Things that are a little bit crazy. Or a big bit crazy; the sort of stuff that could never have possibly been foreseen. Somehow.

It has good claim to being the closest thing contemporary F1 has to the Bermuda Triangle. So while we can be sure that this time we won't get one of its astonishing corkscrew championship conclusions, there's little else that can be ruled out with confidence.

Quite why this is the way at Interlagos isn't entirely clear. It's likely in some part related to that the venue is a throwback - narrow, bumpy, with little run off, meaning that it can be unforgiving to error especially by modern standards. The enclosed features mean safety cars can be a frequent presence to jumble things and close them up and indeed the chance of one in an Interlagos race is around 70%.

More to Ricciardo than we realised

How often do we say of F1 drivers employed in a team stuck in midfield or at the back: 'I wonder what such-and-such would do in a better car?' It's a tempting question to ask, but as often as not it's all illusory. Away from F1's headline acts the glare of scrutiny is less intense. The pressure is lower, and pressure is able to do funny things to all of us. Perhaps inconsistency and other foibles are less widely-noticed.

And the F1 teams, who as we know have much more evidence to work with than most of the rest of us do watching on, often know as much. Reflecting this too often those who do develop a good reputation in mid-pack and who get their step-up can then disappoint; one thinks of Giancarlo Fisichella, Heikki Kovalainen and others.

Daniel Ricciardo has had an even more ready
than usual smile this season
Photo: Octane Photography

But the evidence of his first three races after getting the keys to a Red Bull is that Daniel Ricciardo is one of those plucked from the midfield who is fully deserving of his step-up, and is showing every characteristic of one making good on it.

At the time it was confirmed not everyone backed Ricciardo's selection by the Red Bull A-team, in the stead of the apparently more qualified Kimi Raikkonen; indeed the odd interpretation not flattering to the Red Bull management was aired. I can say with reasonable conviction that I supported Ricciardo's promotion more readily than a lot of people did, but even I have been surprised, albeit pleasantly, by how he's done since getting his big break; both in the quality and extent of his repertoire as well as in the speed with which he's put it all to good use.

Looking back: 1997 - an underrated classic

A F1 season in which grids and races were tight and we'd enter weekends with no idea who would be on top; it could have literally been anyone from more than half of the grid. It was also a season with a close championship battle. And one in which tyres would often fall apart quickly and would have to be nursed through a race stint.

No, it's not now. It's fifteen years ago: the year of 1997.

When classic seasons in F1 history are discussed I often think that 1997 is curiously rarely-mentioned. It was an underrated classic. While much of F1 in the 1990s was characterised by only a small number of likely winners at any given moment, and often one team dominating, 1997 represented something of a renaissance. Perhaps part of the season's not getting the credit it deserves owes something to its being poorly served by statistics. For all of its competitiveness, it can only claim to six different winners (from four teams) in 17 races. But with cards falling the other way it could easily have boasted anything up to double those numbers.

Jacques Villeneuve,
some years later
Credit: Rick Dikeman / CC

In this year Williams Renault was the dominant force, but the Schumacher-Ferrari double act, joined this year for the first time by Ross Brawn and Rory Byrne, was getting into its stride and more than capable of making a thorough pest of itself. Then there was McLaren who, with Mercedes engines, was finally emerging from its post-Senna/post-Honda trough and was an increasingly consistent front runner as the year went on. Benetton and Jordan were both credible contenders for wins on occasion.

And further was the variable brought in by the Bridgestone tyres. For the first time since 1991 Goodyear had opposition in supplying F1 teams, and it could be argued that for the first time since 1984 (when Michelin left the sport) Goodyear had a serious threat to its pedestal position. If anything the Bridgestone was the superior tyre, certainly the more durable. And in this its debut season it could only count midfield runners at best among its customers: Prost (née Ligier, just bought by Alain), Stewart (also in its debut season) and the like; but the Bridgestones could, on occasion, bring these guys right to the sharp end. Heck, even Arrows nearly won a race on them. And Goodyear in response sometimes got its sums wrong, the resultant gumball rubber meant that 'blistering' and subsequent pace variation returned to the F1 parlance with a vengeance.

Retro F1: the 2003 Brazilian Grand Prix

Today was witness to my second ever Retro F1 event. Retro F1 is where I watch a classic F1 race in full on YouTube, tweet updates as I go and have some Twitter chat (using the hashtag #retrof1) with like-minded people!

The race in question was the Brazilian Grand Prix at Interlagos, from the 2003 season.

If you want to watch the race in full the first part is here. And you can read through the chat on Twitter here. Highlights of the updates and chat is below:

Righty-ho, I'm clicking play now. Off we go.

We're clearly getting the Australian coverage, we'll be getting the James Allen/Martin Brundle partnership in the commentary.

A little bit of scene setting. This is round 3 of the 2003 season. In 2002 Ferrari dominated, but have struggled in first two races of 2003, and McLaren have won both. Kimi Raikkonen leads the table on 16 points, David Coulthard is second on 10, then Schumi and others are on 8.

@SartoMutiny Kimi looks about eight years old.

That's because he is, I think. 

F1's Spa Treatment: the history of the Spa-Francorchamps circuit

It really is genius when you think about it. Construct a fast and challenging motor racing circuit that racing drivers can race and overtake on in a naturally beautiful and undulating part of the world. What's more, ensure that part of the world is in a notorious mini-clime, meaning it rains often and with little notice. Most of us therefore look forward to races there like no other.

Credit: Nathanael Majoros / CC

You've probably worked out by now that this circuit is Spa-Francorchamps. It's for these reasons and more that it remains resolutely the favourite of many F1 drivers and fans alike. I'm sure there have been dull races at Spa, but somehow it's genuinely hard to imagine one taking place. And it's next up on this year's F1 calendar, once the fraternity return from their summer holidays at the end of August.

In an age of gleaming and expensive new facilities and high circuit standards, Spa remains a circuit apart in modern F1. Yes, the track has had to adapt to the demands of the present day, it's no longer made up of roads open to the public, it has plenty of generous run off areas where there was previously very little room for drivers to get it wrong, has a billiard table smooth surface, and the efficiency of current F1 machines ensures that some of the demands of its sweeps are not what they once were. But Spa is still very special.

Racing between the lakes - the Interlagos circuit

There are many reasons to dislike the Autódromo José Carlos Pace, or Interlagos as it's better known (literally meaning 'between the lakes'), where the Brazilian Grand Prix takes place this weekend. Its surrounding urban sprawl is claustrophobic and not 'in keeping' with the image that the F1 fraternity likes for itself. Its pit and paddock facilities apparently belong to another age, power failures and timing screens being wiped out are common. Organisation is usually poor. In the year 2000 the qualifying session had to be stopped three times because of advertising hoardings falling onto the track, one even being hit by Jean Alesi's Prost. Then there's the track itself: for most of its existence the bumps have been treacherous and dangerous. Indeed, the Saubers had to withdraw from the 2000 race, due to the bumps accounting for the structures of their rear wings. A succession of resurfacing jobs consistently failed to solve the problem (though the surface laid in 2007 is a big improvement). Walls are close to the track, even on fast sections such as the uphill blast at 'Boxes'. Its pit entrance there has always had an outward resemblance to a death trap. Eddie Jordan in 2001 commented on Interlagos that 'They could do with doing something with the track, in terms of knocking the place down and starting again'.

The Interlagos circuit.
Some of the outline of the old track can be seen.
Credit: Marlon Hammes / CC

Yet, the Interlagos race for many who follow F1 (me included) is one of the most eagerly anticipated of the year. Why is this? Well, unusually for a modern F1 venue it is a proper racing track. Its undulating variety of fast and medium turns provide a genuine driving challenge. Further, each year it seems to prove the adage that if you give drivers a proper racing track they'll give you a proper race. The amount of overtaking in an Interlagos race, mainly under braking into the Senna 'S', seems to outnumber the rest of the season combined. This was notably seen in Button and Hamilton's drives through the field last season.