Riccardo Patrese waving the sister Williams of Nigel Mansell by at Magny-Cours in 1992. David Coulthard blending out of the throttle at Melbourne to let Mika Hakkinen win in the other McLaren. A chorus of boos at Austria in 2002 as Rubens Barrichello surrenders victory for Ferrari to team mate Michael Schumacher.
A driver giving up without a fight is an ugly sight that makes a mockery of Formula 1.
We’ve seen it again this year and inevitably it’s sparked a long-running argument. One which never really went away after what happened at Hockenheim, but has increased in volume since Fernando Alonso took over the top of the championship standings in Korea.
But while anti-Ferrari and Alonso vitriol has been in plentiful supply from some quarters, the greater concern is the damage the sport is voluntarily doing to its own image.
Since Hockenheim we’ve been watching a two-tier championship: two teams each backing two drivers versus one team supporting a single driver, and that does not reflect well on Formula 1.
The weak case for team orders
Various arguments are put forward in defence of the so-called “team orders” that have allowed this to happen and none of them are very convincing.
Let’s be clear: we’re not talking about a team having to choose which of its drivers get the only example of a new performance upgrade, we’re talking about a team ordering a driver to give up his chance of winning a race to help his team mate.
The retort that team orders have been around for a long time is no argument for keeping them. It’s hard to think of any comparable examples in mainstream sport where participants allow themselves to be beaten.
Damp-eyed nostalgics recall the days when Peter Collins surrendered his car and his championship hopes to Juan Manuel Fangio, saying “I have plenty of time to win the championship on my own.”
The bit they leave out is that Collins was killed two years later having never won the title.
Another, even more cynical explanation insists that Ferrari were only in the wrong at Hockenheim because what they did was “blatant”. As if it becomes less wrong when it’s made harder to detect.
The idea that you can sweep it all under the carpet and everything will be fine is flawed. Circumstances will inevitably arise where a team will wish to swap the running order of its drivers and there is no subtle means available to them – especially now that refuelling has been banned.
A team sport, a drivers’ sport, or both?
“Team orders have to be allowed because F1 is a team sport”, goes another defence.
The problem with saying “it’s a team sport” is it isn’t true. Nor is it an individual’s sport. Confusingly, it’s both. We have a drivers’ championship and a constructors’ championship.
And this is the root of the problem: while teams have a championship of their own to win it tends to be treated as a “consolation prize” while the real focus of their efforts is making sure one of their drivers wins the drivers’ championship.
One solution could be to scrap the drivers’ championship. But I doubt that would ever happen because more people tune in to see who will win the drivers’ championship than the constructors’.
Ask someone who won the 2009 F1 championship and they’ll answer “Jenson Button“, not “Brawn GP”.
Why a ban is essential
The only realistic solution therefore is to uphold the team orders ban.
The idea that the ban is not enforceable is palpable nonsense. The FIA has access to radio communications, extensive telemetry from the cars and hours of video replays from every race.
In September the World Motor Sport Council had no difficulty in concluding that Ferrari had used team orders and interfered with the race result in Hockenheim.
The only thing that’s missing is a willingness to enforce the rules with meaningful punishments rather than tokenistic fines. Regrettably, the FIA now seems set on scrapping the team orders ban.
This is a great shame. The kind of race manipulation, of which Hockenheim was only the most recent example, is widely and correctly perceived as unsporting.
Who can say a championship is not devalued if it is won by someone who had one fewer competitor than everyone else?
The advantage of not having to compete against the only other person who has the exact same equipment as you cannot be underestimated. This is why the early years of the 2000s were a turn-off for so many.
This brings us back to the distinction between the drivers’ and the constructors’ championship. The teams may spend the money and build the cars, but it’s the drivers who take the risk of driving them.
Felipe Massa knows this all too well – the German Grand Prix was the first anniversary of his horror crash at the Hungaroring.
Why, one might reasonably ask, should a driver like Massa be expected to risk his life to help Alonso win a world championship?
- Why Hamilton deserves to be a three-times champion
- Don’t try to silence drivers on tyre safety
- Forget surveys, here’s what F1 can learn from Monaco
- Why F1 should adopt the WEC’s ban on grid girls
- F1’s pitiful 18-car grid – and a good week for WEC
Browse all comment articles