The “borderline” team compromise that staved off an F1 crisis
Formula 1’s budget cap was heralded as a radical advance, the saviour of smaller teams, and the pathway to a brighter commercial future for all. So why were so many teams so keen to either break it or negotiate a raise? As MARK GALLAGHER reveals, it’s not just about the cost of crash repairs
Following the introduction of Formula 1’s budget cap, the one thing which seemed inevitable was that its limits would soon be tested. Coping with factors inside F1 was one thing: financial allowances were made for the addition of sprint races and the ever-expanding nature of the calendar.
Turn to factors outside F1’s control, and the shrinking nature of the global village and its impact on every facet of staging a world championship becomes evident. COVID-19 proved that. F1 ground to halt in spring 2020 and is still dealing with the pandemic’s effects on global travel, supply chains and logistics. As a result this year’s budget cap, a ceiling of $140m on each team’s race car design, manufacturing and operations, was already at odds with a world of variation, fluctuation and unpredictability.
OPINION: Everything looked set for Red Bull and Porsche to join forces for the 2026 season, before the marriage between both parties was called off. While at the time it looked like a major coup for Formula 1 in gaining both VW Group powerhouses Audi and Porsche for 2026, Red Bull and Porsche have really been spared a potentially fractious relationship.
Glory days for Tyrrell became increasingly infrequent after Jackie Stewart’s retirement. But in the latest instalment of his history of the team for Autosport's sister title GP Racing, MAURICE HAMILTON recalls how Ken Tyrrell’s plucky and defiantly small team stayed bold enough to innovate – springing a surprise with F1’s first six-wheeled car
While it launched the F1 career of a future world champion, STUART CODLING recalls that the BT60 was also the final nail in the coffin of a once-great marque 30 years ago. Here is its story
Multiple-title-winning designer and team boss Ross Brawn is finally leaving Formula 1 after nearly 50 years in motorsport. But he still has plenty of insights on what’s working and what comes next, as he revealed to Autosport in a far-reaching exclusive interview in Abu Dhabi
OPINION: Mattia Binotto’s departure from Ferrari will naturally bring a range of changes across the Formula 1 team. But how the changes shape up and the impact they could have is set to be dictated by a key direction Ferrari’s top dogs will need to pick
OPINION: Mercedes endured its worst season of the hybrid Formula 1 era, but was mercifully spared its first winless campaign in over a decade late on. It has owned up to the mistakes it made which led to its troubled W13. And while its task to return to title-challenging contention is not small, its 2022 season seems more like a blip than the beginning of a downward spiral.
Esteban Ocon likes to point out he’s the first driver since Lewis Hamilton to emerge from a spell as Fernando Alonso’s team-mate with a superior overall points record. While some may disagree, as LUKE SMITH discovered, the 2021 Hungarian GP winner reckons it’s not just luck which has made him France’s pre-eminent Formula 1 driver of the moment…
The death of Dietrich Mateschitz last month has not only deprived Red Bull of its visionary founder, it has shorn Formula 1 of one of its most influential benefactors. Mateschitz himself was famously media-shy, preferring to let the brand do the talking on his behalf. And, while it’s now normal to speak of Red Bull F1 titles and champions made, Mateschitz never assumed it would be easy or even possible – as ANTHONY ROWLINSON discovered during this previously unpublished interview from 2006…
Russell: De Vries deserved to have “stars align” for F1 entry
Steiner: F1 now a “tough crowd” with so many competitive teams