How F1's political battles played out in 2023

Paddock politics largely imitated on-track proceedings this year: the drama was turned right down. Formula 1 wasn’t still reeling from an intensely controversial title decider, no teams were found guilty of breaching the cost cap, dolphins could reclaim ownership of ‘porpoising’, and Oscar Piastri didn’t find himself at the centre of a custody battle. But F1 and the FIA certainly weren’t playing happy families. That marriage of convenience remained just as loveless.

For many, that it didn’t all boil over was a welcome change, given the exhausting vitriol that has hung around the series since the 2021 Abu Dhabi Grand Prix finale. For others, it underlined why 2023 was very far from a season for the ages amid the Max Verstappen monopoly.

But perhaps the past 12 months have at least laid the foundations for some juicier disputes that have yet to fully unfold. Are AlphaTauri and Red Bull that bit too close for comfort? Why did the FIA investigate whether the same could be said of the Wolffs? And will championship top brass ultimately tell Michael Andretti and General Motors where to go to inspire a bitter legal battle?

President elects to step back

A more muted tone for the season was set in February when divisive FIA president Mohammed Ben Sulayem, at least publicly, stepped away from the day-to-day running of F1. While seeking election, his manifesto outlined a plan to install a “revised governance framework”, so handing over control to FIA single-seater director Nikolas Tombazis after 14 months in office wasn’t totally unforeseen.

But the timing of this couldn’t go unnoticed. His move out of the limelight arrived weeks after F1’s lawyers wrote a “cease and desist” letter over the president’s suggestion that the championship’s mooted $20billion valuation was “inflated”. This was deemed to be interference in commercial matters, which fall solely under the remit of series owner Liberty Media. Ben Sulayem also caused chagrin by beating F1 to revealing its own 2023 calendar, upset the drivers by overseeing an updated International Sporting Code that banned “political, religious or personal” statements.

Plus, comments published on his website in 2001 resurfaced. In these, Ben Sulayem said he did not like “women who think they are smarter than men, for they are not in truth”.

Ben Sulayem remained highly visible and, despite seeming to loosen his grip, kept pulling the strings. The president is said to have had plenty of sway in Lewis Hamilton, singled out for his “role model status”, being reinvestigated for crossing a live track at the Qatar GP. Ditto when an inquest was sensationally launched into Toto and Susie Wolff only last week. And Ben Sulayem would remain vocal whenever it came to the merits of the F1 grid growing to 11 teams…

Photo by: IndyCar

This year Andretti moved closer to joining the F1 grid but nothing is certain yet

Any room at the inn for Andretti?

The highest-profile political thread of the year was the flirtation surrounding an 11th F1 team. Championship chiefs are quite content with 10, so were caught unawares when Ben Sulayem said that the FIA was willing to receive applications. A formal reason for wanting to expand the grid was never properly communicated. But the unconvincing inspiration is thought to come from wanting to see exactly how many potential entries really were as interested in joining as they made out.
Bids from Rodin Cars, which would have reserved a race seat for triple W Series champion Jamie Chadwick, FIA F2 squad Hitech GP and start-up Asian effort LKYSUNZ were rejected. Only one interested party was allowed to proceed. That was Andretti Global, which proved it had the technical and financial resources to be competitive and commit to the top flight for a long time.

PLUS: The crucial detail that could determine Andretti’s F1 bid success

The Andretti paperwork then landed on the desk of F1 CEO Stefano Domenicali. While incumbent teams have no direct say in the matter, the Italian knows full well they don’t want to divide their slice of the commercial pie. Plus, they fear any destabilising effect a new entry might have, and they want a bit of recognition for sticking by F1 during its 2014-16 hybrid era lull.

Objections raised in public by team principals have been weak. The one offered for a while was that any new addition must bring “value”. Then in November, it was revealed that American automotive giant General Motors had registered with the FIA to build a Cadillac-branded engine that would be reserved only for an Andretti chassis. This prompted teams who don’t bring the “value” of a works powertrain programme to revise their counterargument, then making out that they didn’t have enough data to know whether Andretti-Cadillac could be a good thing or not.

The public perception seems to be that Andretti brings everything that can be reasonably asked of a new team, so should be allowed in. If it isn’t, expect a damning response from the team and General Motors, which will brand F1 as a closed European shop

Already, the drawn-out new team saga has underlined the lack of communication between the FIA and F1, and made the paddock appear unwelcoming to new faces. The public perception seems to be that Andretti brings everything that can be reasonably asked of a new team, so should be allowed in. If it isn’t, expect a damning response from the team and General Motors, which will brand F1 as a closed European shop. In that scenario, given the loss of time, money and, worst of all, face for Andretti, a legal battle will ensue because investors will want to know exactly why they have met every specified criterion and yet still been turned away.

Massa’s legal claim to the throne

F1’s legal department has also been kept busy thanks to Felipe Massa. After a spring interview with Bernie Ecclestone, the 2008 runner-up reckoned the powers-that-be knew in good time that Nelson Piquet Jr had crashed deliberately in that season’s Singapore GP. But they chose not to act to protect the championship’s reputation. As such, 15 years down the line, Massa wants the race result to be deleted so the Brazilian would beat Hamilton to the crown. Aside from the trophy, Massa’s representation believes that he has missed out on “tens of millions of euros”.

Explaining his legal challenge, the ex-Ferrari racer said: “I always was really aggressive about what’s happened in that race, which is not sport. Especially after 15 years, we hear that people knew in 2008 and didn’t do anything. So, then it was what changed my mind to fight for justice.”

It’s unlikely that Massa will get what he believes to be his. Once the post-season FIA Prize-Giving Gala is complete, the year’s result is set in stone. The governing body’s judicial system also makes plain that there is no higher authority than the independent International Court of Appeal. No alternative has jurisdiction over the FIA.

Photo by: Sam Bloxham / Motorsport Images

Massa's fight for the 2008 F1 world title was certainly the least expected battle of this year

Nevertheless, Massa’s legal team pressed on and sent a letter to the FIA and FOM to set a deadline for when their internal investigations needed to be completed. But this was ultimately pushed back by the summer break, since too many personnel were on holiday to compile a proper response in time.

PLUS: The forgotten F1 finale controversy that set a precedent Massa ignored

Mercedes motorsport boss Toto Wolff warns that “disarray” could follow if the case is somehow successful. Still, the Austrian is watching “from the sidelines with curiosity” on the off chance that it enables his team to revisit the 2021 Abu Dhabi GP, for which the FIA has openly admitted that it incorrectly handled the late safety car period and procedure for drivers unlapping themselves. The tin opener remains poised over the can of worms.

F1 rallies around the power couple

But the Wolff household was somewhat distracted by a different investigation over the winter. In a remarkable early-December development – and ostensibly following complaints from team bosses – the FIA Compliance Department started looking into a possible conflict of interest between spouses Toto and Susie Wolff, the F1 Academy managing director.

This was apparently exposed when Toto made a comment in a meeting between team principals based on material that could only have come from FOM, to which Susie could theoretically have greater access. This was relayed to Ben Sulayem, who asked his staffers to do some digging.

Plainly, this – plus the support the governing body keeps throwing behind Andretti – is causing further harm to the relationship between F1 and the FIA. See the strong riposte from the championship: “We note the public statement made by the FIA that was not shared with us in advance. We have complete confidence that the allegations are wrong, and we have robust processes and procedures that ensure the segregation of information and responsibilities in the event of any potential conflict of interest. We are confident that no member of our team has made any unauthorised disclosure to a team principal and would caution anyone against making imprudent and serious allegations without substance.”

Mercedes’ reply was similarly punchy: “The team has received no communication from the FIA Compliance Department on this topic and it was highly surprising to learn of the investigation through a media statement. We wholly reject the allegation in the statement and associated media coverage, which wrongly impinges on the integrity and compliance of our team principal.”

But arguably the most damaging was posted by Susie Wolff on social media, who suggested alternative motives were at play. She wrote: “I am deeply insulted but sadly unsurprised by the public allegations that have been made. It is disheartening that my integrity is being called into question in such a manner, especially when it seems to be rooted in intimidatory and misogynistic behaviour and focused on my marital status rather than my abilities.”

Photo by: Carl Bingham / Motorsport Images

The F1 teams united to back Toto and Susie Wolff to force the FIA into a climbdown

A day later, in an almost unprecedented display of unity, particularly behind Susie Wolff, the nine other squads issued near-identical statements: “We can confirm that we have not made any complaint to the FIA regarding the allegation of information of a confidential nature being passed between an F1 team principal and a member of FOM staff. We are pleased and proud to support F1 Academy and its managing director through our commitment to sponsor an entrant in our liveries from next season.”

PLUS: How the FIA/Wolff case could shape F1’s political landscape

Since the team bosses denied all knowledge of lodging a complaint, it placed immense pressure on the FIA to disclose precisely what prompted it to shine a spotlight on the Wolffs. That transparency didn’t come but, 24 hours on, the governing body said it was satisfied that FOM’s protective measures were robust enough and that the investigation had been dropped.

Red Bull gives you wings – what about floors and suspension?

After the late-2022 death of company co-founder Dietrich Mateschitz, whose love of motorsport was clear to see, the Red Bull F1 teams fell under the leadership of new CEO Oliver Mintzlaff. His business mind wanted to know why AlphaTauri was sinking to the bottom of the standings while the exposure of racing in the top flight was doing little to boost sales for the fashion brand.

Amid the corporate restructure, rumours were rife that Marko had been sidelined. But the rest of the pitlane was more concerned by the dynamic between Red Bull and AlphaTauri, the latter enjoying an aggressive run of upgrades during the closing rounds to jump from last to eighth in the points

AlphaTauri team boss Franz Tost wrung the changes through an aerodynamic department he thought was responsible for the torrid adaption to the ground-effect rules. But that wasn’t enough to save his job. After 18 years in charge at Faenza, his last race in charge came at the 2023 Abu Dhabi GP before making way for ex-Ferrari sporting director Laurent Mekies.

As Tost counted down his remaining weekends, Helmut Marko was next in the crosshairs. The FIA issued the Red Bull motorsport advisor with a written warning for suggesting that Sergio Perez’s protracted dip in form was down to his ethnicity. “He is South American [sic] and he is just not as completely focused in his head as Max [Verstappen] is or as Sebastian [Vettel].” Autosport understands that Red Bull’s new engine technical partner Ford was furious and that sales of the energy drink took a major hit in related regions.

Amid the corporate restructure, rumours were rife that Marko had been sidelined. But the rest of the pitlane was more concerned by the dynamic between Red Bull and AlphaTauri, the latter enjoying an aggressive run of upgrades during the closing rounds to jump from last to eighth in the points. McLaren team principal Andrea Stella seemed more barbed than complimentary when appraising the turnaround: “I would like to say very well done to the AlphaTauri engineers for having made the best car in low speed. It’s quite impressive!”

It points to a storyline that will run into 2024, with the paddock concerned that ties between Red Bull and AlphaTauri are especially tight. The worry stretches beyond how far the junior squad could climb. Put simply, with the AlphaTauri operation – which uses the main team’s wind tunnel – consolidating in Bicester, how much information and how many personnel could theoretically be shared? And might some of those shiny new parts that ended up on the AT04 find themselves bolted onto the RB20 in time for next season? Sharing the love could help mitigate some of the aerodynamic testing restrictions imposed upon Red Bull for winning the constructors’ crown.

Photo by: Mark Sutton / Motorsport Images

The F1 pitlane will be keeping an eye on how closely related Red Bull and AlphaTauri become in 2024

Team boss Christian Horner is emphatic: Red Bull is “totally within the regulations” and this is no “pink Mercedes” repeat – a la Racing Point in 2020. The FIA investigated the pairing and found no evidence to indicate foul play. Tombazis said: “We haven’t seen anything in AlphaTauri that is concerning us.” Besides, ground effect requires a holistic approach. Red Bull’s floor might interact horribly with an AlphaTauri chassis that was homologated at the start of the term.

Sources suggest that at the last F1 Commission meeting in Abu Dhabi there was a proposal to consider refining the ways in which teams might collaborate under future rulesets. This was met by resistance from two teams, and they weren’t Ferrari and Haas, who also enjoy a close working relationship… Red Bull’s rivals might therefore wish to revisit the matter when the Christmas cheer runs dry early in the new year.

Alpine drought results in Famin

Alpine set crystal clear and entirely attainable pre-season targets. The team that snared fourth in 2022 would repeat that feat while closing the gap to Red Bull, Mercedes and Ferrari by again ensuring that every upgrade bolted on its car would be an instant hit.

But come round five in Miami, the Enstone squad sat sixth and had watched midfield rivals Aston Martin and McLaren surge past. Meanwhile, the Viry engine factory needed to answer why its power unit – finally reliable after replacing a fragile water pump – was 30bhp down on everyone else’s.

Laurent Rossi, the Alpine CEO whose remit covered both the diminutive road car programme and F1 concern, wanted to tell the world that this simply wasn’t good enough. He organised an interview with French broadcaster Canal+ to brand his employees “amateurish” and lacking the right mindset. Shockingly, this didn’t curry favour.

Chief technical officer Pat Fry was suitably irked and signed for Williams. Two months later, Rossi was given the flick and told to focus on nondescript “special projects” – chiefly, writing a new CV. Four-time F1 champion Alain Prost, formerly a team advisor, would declare Rossi to be akin to “an inept manager who thinks he can overcome his incompetence with his arrogance and his lack of humanity towards his people”.

PLUS: The concerning questions raised by Alpine’s latest F1 upheaval

Ex-FIA operations director Bruno Famin was tasked with looking after the grand prix team in addition to his role at the top of the engine programme. Renault Group boss Luca de Meo then called team principal Otmar Szafnauer, who he’d hired ahead of the 2022 campaign, plus long-serving Enstone sporting director Alan Permane, to demand success in double-quick time.

Photo by: Alpine

Alpine chopped and changed its senior management once again with little success

The experienced duo reckoned it took longer than that to change the fortunes of an F1 team, so both were shown the door. Szafnauer would reveal: “They wanted to do it faster than is possible and I couldn’t agree to an unrealistic timeline. If you do that, it’s only a matter of time before everyone gets frustrated, so I laid out a very realistic and possible plan and I think they wanted to shortcut that plan with somebody else.”

When the revolving door finally stopped spinning, Famin could also count himself as interim team principal. By Autosport’s count, Alpine (nee Renault) has ousted 13 senior figures in the past five years. The season ended with the team still sixth in the standings and challenging nobody. It was 92 points ahead of Williams but 160 adrift of fifth-placed Aston.

Teams fear ‘Frankenstein’ horror story

Audi and Porsche were both at the negotiating table when it came to devising the 2026 engine regulations. With F1 enjoying its Drive to Survive popularity boom, they wanted in. But the emissions scandal still loomed large for their parent Volkswagen Group, so the new rules had to promote greater sustainability and road relevancy.

As such, the FIA outlined a much larger reliance on the electrified part of the hybrid unit. Theoretically, a 50:50 power split between batteries and internal combustion engine can still change. But this would inspire outrage from manufacturers, whose dyno testing is well under way.

Plenty of that saving will come from the wheels and tyres, with Pirelli anticipating a 16-inch design brief compared to the current 18s. This will help address complaints that the cars are too lazy and too large

Early analysis from squads prompted fears that the cars would not be able to regenerate enough energy from the Motor Generator Unit–Kinetic. This, they reckoned, could lead to sudden losses of speed on straights, with drivers forced to even downshift should the electrically generated 470bhp go AWOL. One team boss said: “We have to make sure we don’t end up creating some Frankenstein cars that are not what was originally intended with the regulations.”

F1 chiefs hit back. They reckoned that these concerns were due to teams using outdated data, possibly based around simulating how the 2026 engines would cope when fitted in the middle of the current breed of high-drag machinery. For the next generation, both front and rear wings will become active to improve the way cars slice through the air. The new model will also be 10 centimetres narrower, and 20cm will be lopped off the wheelbase as a 50kg diet is targeted.

Plenty of that saving will come from the wheels and tyres, with Pirelli anticipating a 16-inch design brief compared to the current 18s. This will help address complaints that the cars are too lazy and too large, meaning kerbs must be avoided. This, in turn, reduces the available width of the track to make overtaking that bit harder. In the meantime, Pirelli is under pressure to construct a tyre that is less prone to thermal degradation to prevent drivers from backing off to find clear air to cool their rubber – a feature that does nothing to enhance the spectacle.

Photo by: Mark Sutton / Motorsport Images

What will be the political battleground in 2024?