New drivers can demonstrate their potential in GP2, but Duncan Stephen wants to know where the next generation of F1 teams is going to come from.
In the coming weeks the FIA is expected to announce the identity of Formula 1′s 13th team for 2011 – if indeed there is going to be one.
This outfit should join the three new teams that joined the grid this year. But the drive to bring new teams into Formula 1 for the first time since Toyota’s entry in 2002 has revealed a problem with the motor sport hierarchy – there is no way for potential constructors to prove that they belong in F1.
There is a well-established ladder that allows drivers to showcase their talents before reaching F1. You might even say the ladder is too congested, with series such as GP2, GP3, Formula Two, World Series by Renault and multiple Formula 3 series among others. They provide a proving ground for those looking to step up to F1.
The major problem is that almost all of these are single-spec series (the exception being Formula 3, which is dominated by Dallara and a handful of other suppliers). This is a relatively cost-effective way of going racing.
It works well for drivers as reduced costs means that these series are not just open to the cash-heavy but talent-light Sakon Yamamotos of tomorrow.
But there is no real way for potential F1 constructors to demonstrate that they have what it takes to step up to F1. While the the likes of Nico Rosberg, Lewis Hamilton and Nico Hülkenberg wowed the crowds and the F1 bosses when they raced in GP2, the evidence backing potential new constructors is a great deal more opaque.
Many were left scratching their heads last year when established operations like Lola and Prodrive were rebuffed by the FIA during the selection process for this season’s new teams. Meanwhile, USF1 were granted an entry – apparently on the basis of an impressive presentation but not a lot else.
The trouble with the new teams
It’s been painful watching the new teams make their faltering first steps into F1. No new team has tried to enter F1 since Toyota eight years ago. Lotus (in their new incarnation), Virgin and Hispania have all taken on a challenge that few have even attempted.
In this context, the new teams have done a fairly impressive job. While we have become accustomed to watching increasingly professional teams and tighter grids, in the context of the bigger pictures the new teams are actually doing well.
This has not stopped the jibes from some who suggest that they do not belong in F1. We have heard David Coulthard talking about “A class” and “B class” teams. Bernie Ecclestone recently said, “there are a couple of teams who really shouldn’t be there. They are a bit out of their depth at the moment.”
The problem is not a lack of ability on the part of the new teams. It is a lack of credentials. Yet on paper, all have the hallmarks of an experienced motor racing team.
Lotus is headed up by experienced technical director Mike Gascoyne, and emerged from the (admittedly embryonic) Litespeed F3 team. Virgin is run by Manor Motorsport, a well-established team that has achieved great success in lower formulae.
HRT was originally run by Adrián Campos, who had been successful as a team owner in GP2, and is now headed up by ex-Jordan/Midland/Spyker/Force India man Colin Kolles.
But none of these teams had demonstrated their ability as a potential top-level constructor. As motor racing teams, they looked great on paper. As constructors, they lacked the hard evidence.
In the end, we must assume that the FIA had to look at what the potential teams had to say for themselves in their presentations and were left to guess which of the entries would be suitable for F1. Perhaps that is why USF1 fell by the wayside, and Campos had to be rescued at the last minute.
New teams driven by business, not sport
It would be useful if there could be some kind of feeder series for constructors, just as there are for drivers. Gone are the days when new teams could enter F1 relatively easily. F1 had effectively become a franchise system, with ten franchises. New teams did not emerge. Instead, existing teams changed hands from one rich businessman to another.
Red Bull may have first entered F1 in 2005, but its roots can be traced back to Stewart Grand Prix in 1997, via Jaguar. A team may only have been called Force India since 2008, but it has run as Jordan, Midland and Spyker since 1991.
Mercedes may have officially entered their first Formula 1 season since 1955 this year, but the team it bought can in fact be traced back to the 1960s via Brawn, Honda, BAR and Tyrrell.
So it goes for every “new” team that has entered F1 this past decade, with the exception of Toyota. The chief reason for this is cost. For anyone looking to enter F1, it is simply easier to buy an existing team than go through the pain of building one from scratch.
As such, F1 was running the risk of becoming stale. The decision for a new team to enter motorsport’s top level was always about cold business, not sporting success. While the FIA’s attempts to bring fresh blood into the sport should be applauded, the way they have gone about it has done little to improve the situation.
No matter how well this year’s new teams have done, there will always be scepticism. The question can always be asked: why USF1, but not Lola? Why HRT, but not Prodrive? Why Virgin, but not Epsilon Euskadi?
The problem: costs of course
Some kind of system where potential constructors can flex their muscles in a lower formula would help sort out the wheat from the chaff, just as GP2 does for drivers. Of course, the costs of such a series would be astronomical. In the past, Formula 2 and F3000 provided great scope for competition between chassis manufacturers. But in these cost-conscious times, GP2 is viewed as being more viable.
Moreover, this structure could be harming upcoming drivers as much it harms potential constructors. Lucas Di Grassi has complained that GP2 provided little scope for him to develop the skills needed for him to carry out development work.
Nonetheless, the current system of feeder series is rightly regarded as doing an excellent job of developing the F1 drivers of tomorrow. Unfortunately for wannabe constructors, the motorsport hierarchy has probably never been less effective at helping new teams make the step up to F1.
F1′s new teams
- New teams have cut the gap to the midfield by a third since Bahrain
- Di Montezemolo attacks new teams
- McLaren supportive of new teams
Image (C) Virgin Racing