The Hockenheimring used to be one of the fastest tracks on the calendar, where F1 cars would blast through the forests at over 220mph (360kph).

But that all changed in 2002 when the circuit was drastically shortened. Here’s how the current tracks compares with the old one.

Hockenheimring, Germany – 1970

Length: 6.789km (4.218 miles)

There’s a certain amount of misplaced romanticism about the original Hockenheimring. The first configuration used by F1 in 1970 wasn’t thought of as fondly at the time as it is today.

It was first used as a substitute for the mighty Nürburgring Nordschleife – and was best known as being the circuit where Jim Clark lost his life in a Formula Two accident two years earlier.

Hockenheim took over as the home of the German Grand Prix in 1977. But as other tracks became increasingly alike, the unusual characteristics of the track gradually made it one of the more distinctive racing venues.

Until 2002 the only significant changes were a tightening of some of the chicanes and the installation of a new one at the Ostkurve after Patrick Depailer was killed there during testing in 1980.

Hockenheimring, Germany – 2010

Length: 4.574km (2.842 miles)

Circuit officials referred to the 2002 changes, paid for by the government at a cost of $45m, as ‘modernisation’.

But they could also have been termed ‘homogenisation’, for cutting back the long straights and adding a series of tight corners transformed the Hockenheimring into a circuit much like many others on the calendar.

There was a clear economic rationale behind this: it allowed the circuit to increase capacity from 83,000 to 120,000 and in some grandstand spectators were now able to see half of the track, where previously much of it had been obscured by trees. The reduced lap length meant more laps were covered, improving ticket value for spectators.

But the Hermann Tilke-devised changes robbed the track of its character. F1 drivers and team personnel had mixed views on the changes at the time.

Ralf Schumacher, the last person to win a race on the original Hockenheim, was firmly in favour, saying:

I am really enthusiastic about the new circuit. It is a lot of fun. The area before the hairpin offers a good opportunity for overtaking. The circuit is one of the best I have ever raced on, my compliments to the designer.
Ralf Schumacher

As was his brother, who won the first race on the shortened track:

In my opinion it is a great success. The new layout flows nicely and there are some overtaking opportunities. It is quite demanding.
Michael Schumacher

But Juan Pablo Montoya spoke for many of the drivers when he expressed his disappointment at the loss of the old track:

It’s a shame we lost the old track, a big, big shame. I flew over it and it’s like when you fly over Silverstone, you see the Grand Prix circuit and then suddenly you see the national circuit. It’s like that.

In public perspective it is probably better because people can see more, but it was a classic circuit. It was quite interesting, even if it was straight-chicane. To get the car right to go over the kerbs was difficult.

With the stadium section on low downforce it was like being on skids on snow. It was good fun. Now everybody is full downforce and it is like any other corner anywhere.
Juan Pablo Montoya

And Ron Dennis, then McLaren team principal, concurred:

It’s not Hockenheim anymore. These new circuit changes have cut the heart out of something which was very special, very emotional, something which had its own spirit.
Ron Dennis

Many drivers on the grid today never raced on the original circuit and most of those who did would rather have the old one back:

Hockenheim has some real history and in its old guise it demanded a lot from the drivers, in terms of set-up, driving and in getting all the little details right. However, now it’s a more conventional circuit, and while I like it, I preferred the old layout.
Jarno Trulli

What do you think of the modern version of the Hockenheimring? Have we seen better races since they changed the circuit? Have you spectated at the new or old versions of the track? Have your say in the comments.

Changing tracks

• Changing tracks: Interlagos
• Changing tracks: Suzuka (Pictures)
• Changing tracks: Monza (Pictures)
• Changing tracks: Spa-Francorchamps
• Changing tracks: Hockenheimring
• Changing tracks: Circuit Gilles Villeneuve
• Changing tracks: Monte-Carlo
• Changing tracks: Circuit de Catalunya

Image (C) BMW

According to the circuit’s website the event will remain at the venue until 2018.

There had previously been talking about the Nürburgring sharing its place on the calendar with Spa. Hopefully this development will also lead to Spa staying on the calendar full-time.

Read more: 2010 F1 calendar

Hockenheim, along with Donington and Fuji, looks uncertain for 2010

With so much attention focused on which teams might be racing in F1 in 2010, less is being said about what circuits might feature on the world championship calendar.

Many circuits are facing pressure from falling audiences and Bernie Ecclestone’s unrelentingly high prices. There is significant doubt over the planned races at Hockenheim, Fuji and Donington Park.

With this in mind, which tracks will still be on the 2010 F1 calendar, which new or returning events could arrive – and which ones will be squeezed out?

British Grand Prix

Significant doubt surrounds the British Grand Prix’s proposed move from Silverstone to Donington Park.

Construction work at the circuit has caused races to be cancelled or postponed, track owner Tom Wheatcroft is demanding millions in unpaid rent from race organiser Simon Gillett, and few details have emerged concerning how the circuit upgrade and race contract will be paid for.

Ecclestone has emphatically denied that, if Donington isn’t ready, F1 could return to Silverstone in 2010. But as well as suggesting the British Grand Prix could skip a year in 2010 while Donington gets ready, he has also indicated that a return to Silverstone could happen after all.

Silverstone, meanwhile, has bagged Donington’s Moto GP race for 2010 and is planning revisions to its layout to accommodate the bikes. But rumours suggest other F1-friendly developments are in the pipeline too. Among the most radical suggestions are that Ecclestone could buy the circuit.

Read more

• British Grand Prix to skip a year in 2010? They said that about San Marino…
• Donington Park has British Grand Prix deal until 2026, claims government
• More bad news from Donington
• Donington Park boss Simon Gillett on building the new British Grand Prix circuit

German Grand Prix

The German Grand Prix is supposed to rotate between the Nürburgring (this year’s host) and the Hockenheimring (next year’s).

However in December the Badem-Württemberg government said it would no longer provide financial support to the race which was believed to have lost €6m (£5.1m/$8.6m) last year.

The two circuits had begun sharing the event since the retirement of Michael Schumacher has seen a significant fall in race attendance – despite five of F1′s 20 drivers having German nationality. The Nürburgring round receives government support estimated at $15m per year in 2007.

Japanese Grand Prix

The Japanese Grand Prix is also operating a rotation system, between Honda-owned Suzuka and Toyota-owned Fuji.

However earlier this week it emerged that the organisers of the Fuji race are considering dropping the event after just two runnings at the modernised venue in 2007 and 2008.

Read more

• Fuji Speedway to disappear from 2010 F1 calendar, things are looking up

South Korean Grand Prix

South Korea's F1 track in Jeonnam (click to enlarge)

The South Korean Grand Prix is expected to be the major new addition to the 2010 F1 calendar.

The 5.4km Jeonnam Circuit was designed by (prepare to feign surprise) Hermann Tilke and is located in the south-west of the country.

The addition of a new round to the calendar doesn’t necessarily mean another event has to be dropped. This year’s calendar was cut from 18 to 17 rounds following the last-minute dropping of the French Grand Prix.

Read more

• 2010 South Korean F1 track shown in new pictures on official website

Recently dropped races

Several races that have fallen off the calendar in recent years have expressed a desire to return.

France’s Prime Minister Francois Fillon has stated a desire to return the French Grand Prix to the F1 calendar in 2010. It is absent from the world championship calendar this year for the first time since its cancellation in 1955 following the Le Mans disaster.

However there are several obstacles hindering the hopes for a race at the proposed Flins-Mureux track (which, unusually, has not been designed by Hermann Tilke). The President of the Conseil General of the Yvelines departement Pierre Bedier, a key supporter of the race, has had to stand down from his position after losing an appeal against a corruption charge. And residents near the proposed site of the Flins track have raised many objections.

Similarly the promoters of the Canadian Grand Prix, which was dropped at the end of 2008, have had a series of meetings with Bernie Ecclestone aimed at returning the circuit to the F1 calendar.

However there has been little talk of a potential return to the Indianapolis Motor Speedway for the United States Grand Prix. There have recently been rumours that speedway boss Tony George, who arranged the 2000-2007 races with Bernie Ecclestone, was to be dismissed from the circuit, but this failed to materialise. He is likely preoccupied with the affect of the recession on his circuit and the Indy Racing League.

The 2011 and 2012 F1 calendars

The Indian Grand Prix, which was originally planned for 2010, is now aiming to be on the F1 calendar in 2011. Ecclestone told the BBC in January:

Of course we will deliver… otherwise we wouldn’t have entered into an agreement. [India is] a large, large country with a big population and it’s good for the sponsors, car manufacturers and everyone involved in Formula 1.

A Rome Grand Prix looks increasingly likely for 2012. The circuit layout has been planned (video lap here) and Ecclestone is believed to have registered the name ‘Formula 1 Gran Premio di Roma’. This would likely scupper any lingering hope Imola has of returning to the calendar, despite getting a facelift since being dropped by F1 in 2006.

The Hungarian national government, which puts around $14m per year into the Hungarian Grand Prix, is considering whether to continue that level of support after 2011.

The Turkish Grand Prix’s contract is up for renewal after the 2011 race. Many circuits are suffering poor attendance at F1 races at the moment but the Istanbul Park circuit’s shortage seemed particularly acute last year. Keep an eye on those stands this weekend.

Read more

• 2012 Rome Grand Prix circuit revealed
• Rome Grand Prix track video lap
• 2010 F1 calendar

Which events do you think will fall off the calendar in 2010? Will we continue to see European races fall by the wayside? And will the South Korean race happen? Leave a comment below.

Hermann Tilke's A1 Ring was first used in 1997

Yesterday’s discussion about a potential Rome Grand Prix circuit turned into a debate about Hermann Tilke’s abilities as an F1 track designer. Daniel put forward the case for the prosecution:

Why do they still get this guy to build tracks? Every track he has designed is boring. With all the new tracks that have appeared in the last five or six years, the old ones are still the most entertaining: look at Spa and Monza.

Paul responded:

Tilke is rather limited to what he can produce by (presumably) FOM/Bernie and FIA regulations [...] I really don’t see any bad track he’s produced aside from Valencia, and we only have fifty or so laps to base that upon.

Has Hermann Tilke ruined the F1 calendar? Let’s take a look at what he’s done for F1 track design in the last 14 years.

In 1997 the Austrian Grand Prix returned to the calendar on a circuit based on the popular old Osterreichring. But the new A1-Ring was a radically different affair to its predecessor: the fast, long-radio turns of the original were replaced by tight, slow corners.

This is one of the hallmarks of Tilke’s designs and by comparing the calendar of 13 years ago with today’s schedule we can see the influence it has had.

1996 F1 calendar

Melbourne, Australia
Interlagos, Brazil
Buenos Aires, Argentina
Nürburgring, Germany
Imola, San Marino
Monte-Carlo, Monaco
Circuit de Catalunya, Spain
Circuit Gilles Villeneuve, Canada
Magny-Cours, France
Silverstone, Great Britain
Hockenheimring, Germany
Hungaroring, Budapest
Spa-Francorchamps, Belgium
Monza, Italy
Estoril, Portugal
Suzuka, Japan

Since 1996 every new track that has been introduced on the calendar has been developed by Tilke GmbH. And on almost every other occasion where an existing track has been changed, the modifications were handled by Tilke’s team – with the possible exception of Indianapolis in 2000 (I’m not sure who handled that one):

1997 – A1-Ring
1999 – Sepang International Circuit
2000 – Monza (first chicane)
2002 – Hockenheimring (major re-design)
2002 – Nürburgring (new corners at start of lap)
2003 – Monte-Carlo (Rascasse reprofiling and moving of barriers)
2003 – Magny-Cours (new corners at end of lap)
2003 – Hungaroring (new corners at end of lap)
2004 – Bahrain International Circuit
2004 – Shanghai International Circuit
2005 – Istanbul Park
2007 – Catalunya (new chicane at end of lap)
2007 – Fuji (major re-design)
2007 – Spa-Francorchamps (new chicane at end of lap)
2008 – Valencia
2008 – Singapore
2009 – Abu Dhabi
2010 – Donington (major re-design)

Regardless of what you think of Tilke’s tracks, you have to ask whether only having one circuit designer is good for Formula 1. Where are the new ideas going to come from in a monopoly? How can good value for money be ensured in an industry where there is no competition?

2009 F1 calendar

The first race at Tilke's Valencia street circuit was processional

Here’s this year’s calendar with the tracks entirely designed by Tilke marked in bold and the tracks where he’s changed at least one corner in italics:

Melbourne, Australia
Sepang, Malaysia
Shanghai International Circuit, China
Bahrain International Circuit, Bahrain
Circuit de Catalunya, Spain
Monte-Carlo, Monaco
Istanbul, Turkey
Silverstone, Great Britain
Nürburgring, Germany
Hungaroring, Budapest
Valencia, Spain
Spa-Francorchamps, Belgium
Monza, Italy
Marina Bay, Singapore
Suzuka, Japan
Interlagos, Brazil
Yas Island, Abu Dhabi

On top of that, the German and Japanese rounds are being rotated between two other circuits which aren’t hosting Grands Prix year, but will be on the 2010 F1 calendar.

These are the Hockenheimring, which was substantially re-designed by Tilke in 2002, and Fuji Speedway, which has also had a complete Tilke overhaul.

Culprit or scapegoat?

Tilke gets a hard time from a lot of F1 fans. His designs are derided for being unimaginative, with too many slow corners.

I think Tilke gets a bad press. As this Youtube video posted by Gabal on the forum shows, he is more of a petrol head than people give him credit for:

It’s hard to match the idea of Hermann Tilke grinning through hot laps of the Nordschleife in a Lamborghini with the man who gave us horrible Mickey Mouse bends like the final sector at Fuji Speedway. So what’s the problem?

As I’ve said before I think the regulations are partly to blame. Why should the world’s most technologically sophisticated racing cars be prevented from tackling no more than ten degrees of gradient?

I also think the safety demands placed on modern circuits saps them of their power to impress us. This is not an argument for making tracks less safe, but I think it shows why the first turn at Shanghai doesn’t impress us the same way Eau Rouge or Blanchimont does. (Also, it helps that corners on old tracks usually have proper names).

Motorland Aragon – his finest work?

Motorland Aragon

Ironically, one of Tilke’s most promising tracks may never be used for an F1 race. Motorland Aragon in Spain includes the closest thing you can get to Laguna Seca’s fabled Corkscrew on an F1-ready track.

But with Spain already holding two Grands Prix at Catalunya and Valencia, its chances of getting on the calendar look slim. This is a great pity, as it looks like one of Tilke’s best efforts, and includes a dramatic pit building designed by Sir Norman Foster, the man behind the McLaren Technology Centre and many other exceptional pieces of architecture.

Although I’m not sure Tilke deserves all the criticism he gets, equally I’d like to see more variety in F1 track design. For example, given enough run-off space, why couldn’t F1 have high-speed circuits like the Monzas, Silverstones and Osterreichrings of old?

Do you think the Tilke track monopoly is good or bad for F1? Would Tilke produce better tracks if the rules were freer? Have your say in the comments.

Images (C) BMW ag, Red Bull / GEPA

Silverstone was packed for the British Grand Prix

Did you visit a Grand Prix in 2008?

If so, please take a moment to share your opinions about the experience with other fans who’ve been to the same venues:

You can read other people’s experiencess of visiting the races on the Grand Prix calendar, share your own and pass on tips to other F1 fans via these links:

• Albert Park, Mebourne – spectators’ experiences
• Bahrain International Circuit – spectators’ experiences
• Spa-Francorchamps – spectators’ experiences
• Autodromo Jose Carlos Pace, Interlagos, Sao Paulo – spectators’ experiences
• Shanghai International Circuit – spectators’ experiences
• Hockenheimring – spectators’ experiences
• Nürburgring – spectators’ experiences
• Silverstone – spectators’ experiences
• Hungaroring – spectators’ experiences
• Autodromo Nazionale Monza – spectators’ experiences
• Fuji Speedway – spectators’ experiences
• Sepang International Circuit – spectators’ experiences
• Monte-Carlo – spectators’ experiences
• Singapore street track – spectators’ experiences
• Circuit de Catalunya – spectators’ experiences
• Circuito Urbano Valencia – spectators’ experiences
• Istanbul Park – spectators’ experiences

F1 gains Suzuka (above) but loses Montreal in 2009

The official 2009 F1 calendar has been published with the Canadian Grand Prix mysteriously absent. That’s not the only change for next year, with Abu Dhabi arriving on the calendar as the new season finale.

Has the FIA and Bernie Ecclestone done a better job with the 2009 F1 calendar than the 2008 schedule? Compare the two and cast your vote below.

The major changes between the two calendars are:

• The Canadian Grand Prix is dropped for 2009
• The Abu Dhabi Grand Prix arrives in 2009 as the season finale
• The German round will be held at the Nürburgring in 2009 instead of the Hockenheimring
• The Japanese round will be held at Suzuka in 2009 instead of Fuji Speedway

*Exact title TBC. The Hockenheimring owners won’t allow the Nürburgring to use the title ‘German Grand Prix’.
**Exact title TBC. May use the title ‘Mediterranean Grand Prix’ so the Nürburgring can be the ‘European Grand Prix’.

Pit stops have evolved from slapdash chaos to precisely-timed perfection

Steve suggested I write an article about how pit stops have changed in F1 and, following the controversy over Ferrari’s pit stop at Valencia, I thought now would be a good time to take a look at it.

When the world championship began in 1950 pit stops were fairly disorganised affairs. But as the sport became more professional and cars more advanced, the importance of a well-drilled pit stop became ever more crucial.

The return of refuelling in 1994 added a whole new dimension to F1 racing, though whether it’s a welcome one or not is a point of debate. Here’s a look at six famous pit stops that show how the practice has changed – including the fastest F1 pit stop ever.

1957 – Juan Manuel Fangio, German Grand Prix

In a modern F1 race a slow pit stop might cost you a second or two. But in 1957 when Juan Manuel Fangio pitted his Maserati 250F from the lead of the German Grand Prix he spent one minute and 16 seconds stationary. He fell 48 seconds behind the new leaders, the Ferraris of Mike Hawthorn and Peter Collins.

Fangio didn’t panic and spent his ‘out lap’, as we call it today, bedding in his tyres as he toured the 14 miles of the mighty Nordschleife. This cost him another three seconds.

After that he launched into a devastating series of fastest laps, achieved by willing himself to take each bend one gear higher than he had been doing before.

He burst past Collins and Hawthorn to win – his final victory, and his final championship title. Fangio later said the mental strain of the race meant he went without sleep for two nights afterwards.

Pit stops in the 1950s were more likely to lose you the race than win it.

Read more about the 1957 German Grand Prix

1982 – Riccardo Patrese, Austrian Grand Prix

Refuelling had been legal for a long time but its value as a strategic device had not been exploited. In 1982 Brabham, while getting used to life with their thirsty BMW turbo engine, realised that time could be saved by doing the entire race distance on half a tank of fuel, and stopping halfway through to top up.

For several races Brabham prepared for their plan but it wasn’t until the Austrian round that they actually got to try it out. On several previous occasions the car retired before its scheduled stop, and on one memorable occasion leader Nelson Piquet was punted out of the German Grand Prix by the lapped Eliseo Salazar.

When Brabham finally got to try their new tactic it was Piquet’s team mate Patrese who had the honours. Team boss Bernie Ecclestone supervised the fuel stop, and Patrese blasted out onto the Osterreiching… before spinning out of the race.

Despite having shown the rest of the F1 teams the way of the future, Brabham’s Gordon Murray was the only designer to create a car with a half-capacity fuel tank for 1983. It played a major role in the team’s title success but after that refuelling was banned from 1984.

1989 – Nigel Mansell, Portuguese Grand Prix

Pit lane safety remained an importance even when refuelling was banned. In the 1980s although there was no pit lane speed limit, but were not allowed to reverse in the pit lane of their own accord.

Nigel Mansell apparently was not aware of this rule, and when he overshot his pit box at Estoril in 1989 he stuck his Ferrari into reverse and backed into his slot.

He was given the black flag but, battling with Ayrton Senna at the time, claimed not to have seen it. The pair eventually collided, and Mansell was barred from the following race by the FIA.

1993 – Riccardo Patrese, Belgian Grand Prix

In the days when refuelling was banned drivers would still make pit stops during the race to change tyres. Today the speed of a pit stop is almost always dictated by how much fuel is being put in, but then the quicker the team was at changing all four wheels, the less time a driver lost.

In the final year before refuelling was reintroduced – 1993 – Benetton recorded the fastest ever pit stop in a Formula 1 race. The time? An incredible 3.2 seconds.

There’s an excellent account of the pit stop, which was performed on Riccardo Patrese’s car on lap 17, in former Benetton mechanic Steve Matchett’s book “The Mechanics Tale” which I thoroughly recommend.

Sadly I couldn’t find any footage of the record stop but the video above shows one of Schumacher’s stops in that race and gives a good impression of how quickly pit stops were conducted at the time.

1994 – Jos Verstappen, German Grand Prix

Perhaps Benetton were trying a little too hard to turn around a super-quick pit stop in 1994.

That year refuelling had been reintroduced, and though it seems scarcely believable now, there wasn’t even a pit lane speed limit to begin with. That changed after the horrors of the San Marino Grand Prix, which included several mechanics being hit by a wheel from Michele Alboreto’s Minardi.

At the Hockenheimring Jos Verstappen came in for a regular pit stop and all hell broke loose. Fuel suddenly gushed from the hose onto the car – for a brief moment, nothing happened – and then the B194, Verstappen and his mechanics were coated in fire.

The horrifying scene (an image of which is on the cover of Matchett’s book, above) lasted only a few seconds and the injuries to the driver and mechanics were light.

An investigation into the fire discovered a filter was missing from Benetton’s fuel rig. There were accusations that this allowed them to refuel their cars more quickly and had given them an advantage in previous races.

However Benetton went unpunished. It was later claimed that FIA president Max Mosley spoke to the team’s lawyer and advised him not to seek to avoid any FIA personnel, and instead enter a guilty plea.

Refuelling fires still happen in Formula 1. At Hungary this year there were several small fires and more occurred at Valencia last weekend.

2004 – Michael Schumacher, French Grand Prix

In modern F1 overtaking has become all-but impossible in normal racing conditions. Refuelling stops are therefore the most viable way of gaining a position on the race track and become the focal point of a race.

At Magny-Cours in 2004 Michael Schumacher surprised his rivals by making four planned pit stops. Races had been won with more stops before, but usually only in changing weather conditions which forced extra stops for wet weather tyres.

Schumacher took advantage of the short Magny-Cours pit lane to make his strategy work and get ahead of Fernando Alonso to win without having to pass his rival on the track. He also used a special fuel created by Shell specifically for this purpose.

It’s an interesting statistical footnote and a technical curiosity, but is it a substitute for proper racing? No.

Sadly, it looks like refuelling is here to stay. Apart from anything else, I enjoyed the frenzied drama of those early ’90s tyres-only stops where it was all down to how quickly the mechanics could get the wheels off and on the cars.

This article was suggested by Steve using Skribit. Suggest an article for F1 Fanatic using the Skribit box in the right-hand column.

Lewis Hamilton was one-third of the youngest podium trio ever

The 2008 German Grand Prix saw the youngest ever podium. Plus Kimi Raikkonen failed to match the record for most consecutive fastest lap, while Nick Heidfeld goes after the record of most consecutive finishes.

More stats and facts from the German Grand Prix below.

Lewis Hamilton scored his eighth career victory giving him as many as Denny Hulme, Jacky Ickx and Felipe Massa. He has now won as many races as he did last year. He also started from pole position for the ninth time.

It was McLaren’s first win at the Hockenheimring since Mika Hakkinen won in 1998.

Kimi Raikkonen failed to set the fastest lap for the seventh race in a row which would have seen him match Alberto Ascari’s all-time record of seven. Nick Heidfeld instead set the second fastest lap of his career having set the first at Malaysia this year.

Nelson Piquet Jnr scored the first podium finish of his career with second. It was also the first time a Renault has led a race this year.

This means half of the drivers have led a lap this year (11):

Lewis Hamilton 233
Felipe Massa 168
Kimi Räikkönen 135
Robert Kubica 49
Nick Heidfeld 21
Heikki Kovalainen 13
Rubens Barrichello 7
Nelsinho Piquet 6
Timo Glock 3
Jarno Trulli 2
David Coulthard 1

Last year 12 drivers led at least one lap.

With Nelson Piquet Jnr and Felipe Massa on the podium it was the first time two Brazilians have stood on the podium since Ayrton Senna (first) and Nelson Piquet Snr (third) in the 1991 Belgian Grand Prix.

Hamilton, Massa and Piquet Jnr together made the youngest ever podium with an average age of 24 years, seven months and one day. The previous youngest podium was Fernando Alonso, Kimi Raikkonen and Juan Pablo Montoya in the 2003 Hungarian Grand Prix, an average of 24 years, seven months and 12 days.

Nick Heidfeld was classifeid for the 20th race in a row. The record for most consecutive race classifications is held by Michael Schumacher, with 24 between 2001 and 2003.

What interesting stats did you spot in the German Grand Prix results?

Fernando Alonso, Renault, Hockenheimring, 2008

Here’s a look back at the German Grand Prix weekend with a gallery of 33 high-resolution photographs of all the teams.

Click once to preview, click again for the hi-res version.

Copyright owners as described in thumbnail views

Lewis Hamilton scored his fourth win of 2008 in the German Grand Prix

Lewis Hamilton was dominating the German Grand Prix until a safety car appearance threw his race into disarray.

His McLaren team made a clear mistake by failing to bring him into the pits – leaving him to fight his way back to the front of the field the hard way.

After taking his delayed stop Hamilton hunted down and passed first Felipe Massa then surprise leader Nelson Piquet Jnr in the closing stages for another memorable victory.

Hamilton takes an early lead

Lewis Hamilton beat Felipe Massa to the first corner

From pole position Hamilton shot into an early lead – pulling out 1.8s over Massa in the first lap alone. Massa had spent the first few corners fending off the attention of Heikki Kovalainen, who had a run at the Ferrari into the Spitzkerve hairpin but backed off.

Robert Kubica made an exceptional start from seventh to take fourth. He passed Kimi Raikkonen off the start line and took advantage of Jarno Trulli and Fernando Alonso racing each other to pass the pair of them.

David Coulthard made a poor start from tenth, however, plunging down the order to 15th.

There was no stopping Hamilton in the early stages as he quickly stretched his lead over Massa. By lap four he had a 3.7s lead, seven seconds by lap ten, and 11 by lap 18.

Kovalainen was not able to lap anything like as quickly, and actually fell to 4.3s behind Massa on lap eight.

Raikkonen made some progress on lap three when Alonso tried a very optimistic pass on Trulli at turn one. Trulli brushed Alonso aside and the Renault driver lost momentum, allowing Raikkonen through with ease. But Raikkonen could do nothing about Trulli.

Massa’s strategic switch

Kimi Raikkonen fell to seventh at the start

In an effort to get on terms with Hamilton, Ferrari switched Massa onto the softer compound tyres at his first stop. Hamilton had come in on lap 18 and Massa followed two laps later. Massa’s brief period in the lead allowed him to take a couple of seconds out of Hamilton, and he was further helped by Hamilton getting stuck behind Trulli on his out-lap, before the Toyota pitted.

Kovalainen came in on lap 21 and resumed right in front of Nick Heidfeld. The BMW had fuelled heavily after qualifying outside the top ten.

Raikkonen’s pit stop enabled him to leap ahead of Trulli and he now found himself fifth behind Kubica.

But Massa’s switch onto softer tyres didn’t help his race pace and Hamilton was quickly able to extend his lead again. By lap 30 it was back up to 11s with Kovalainen, third, chipping away at Massa’s 7.2s advantage.

By now some of the drivers who had started outside the top ten were making their first stops. Timo Glock briefly ran third before pitting on lap 30. Kazuki Nakajima, who had spun on lap 17, came in at the same time.

The last two drivers to pit were Rubens Barrichello on lap 32 and Nelson Piquet Jnr on lap 36. It proved to be perfect timing for Piquet.

Glock crash changes race complexion

Just as the German Grand Prix was starting to look settled it took a sudden and dramatic twist. While Piquet was making his final stop Glock’s race came to an end in the barrier on the pit straight. Coming out of the final corner his right rear suspension seemed to give way, and Glock was a passenger as his car spun backwards into the pit wall (video).

Glock escaped injury in the crash but the safety car was summoned while the debris was cleared up. With only 24 laps until the finish anyone who still needed to pit could do so under the safety car and make it to the end of the race.

Yet bafflingly McLaren chose not to pit Hamilton. Afterwards Ron Dennis admitted they underestimated how long the safety car would stay out for, as the field reorganised itself while lapped cars got their places back. But even so it was a completely unnecessary gamble.

Practically everyone else pitted, with Raikkonen falling to 12th as he had to queue behind Massa, and Kubica getting ahead of Kovalainen. Sebastian Vettel came out of his pit box alongside Alonso, forcing the Renault driver to cross the white line at the exit of the pit lane, although he did not incur a penalty.

Hamilton’s fight back

Mark Webber retired when the oil cooler failed on his RB4

When the race resumced on lap 42 Hamilton had eight laps to build as large a gap as possible. Behind him were Heidfeld, Piquet Jnr and Massa. As the safety car headed for the pits Mark Webber came to a smoky stop, pulling up with a broken oil cooler after debris had gotten into his car.

Kovalainen went straight for Kubica on the restart, drawing along the outside of the BMW at the left-hander in front of the Mercedes grandstand. He hung on around the outside of the corner and took advantage as the track bent to the right, seizing the position.

Alonso and Vettel’s battle went on and as Alonso tried to pass the Toro Rosso driver Raikkonen was able to take advantage on lap 43 and Nico Rosberg also passed the Renault. Raikkonen then made rapid progress, passing Vettel on the next lap and Trulli on the lap after that.

Meanwhile Hamilton had pulled out 15.7 seconds over Massa before his final pit stop on lap 50. He came out fifth, behind Heidfeld (still to pit), Piquet Jnr, Massa and Kovalainen.

Kovalainen wasted no time in letting his team mate past. Hamilton quickly went by – and Heidfeld shortly emerged from the pits behind Hamilton, showing the McLaren driver would have had an even tougher time had he not passed his team mate so quickly.

But when Hamilton caught Massa on lap 57 the Ferrari driver hardly made it any harder for Hamilton than Kovalainen had. Hamilton tucked into Massa’s slipstream on the run towards to Spitzkerve and must hardly have believed his luck when Massa took his usual racing line, allowing him to pass down the inside with ease. Massa tried to fight back at the next bend but Hamilton defended his position and left him behind.

Piquet Jnr was next in Hamilton’s sights and on lap 59 he was dispensed with too, having put up no more resistance than Massa had, but not really having a car to fend Hamilton off with anyway.

Second place was extremely useful for Piquet Jnr and Renault, as it moves the latter ahead of Williams in the constructors’ championship. Massa took third ahead of Heidfeld and Kovalainen.

Raikkonen started where he finished – sixth – with Kubica seventh and Vettel scoring a point in his home race.

But after the double whammy of this battling win at Hockenheim, and his dominating drive in the wet at Silverstone, Hamilton must be feeling invincible. He heads to the Hungaroring with a narrow four-point advantage over Massa, and the comforting knowledge that his MP4/23 is now the car to beat.

2008 German Grand Prix result

Win number four for Hamilton gives him the championship lead

1. Lewis Hamilton McLaren-Mercedes 1h31:20.874
2. Nelson Piquet Jnr Renault +5.586
3. Felipe Massa Ferrari +9.339
4. Nick Heidfeld BMW Sauber +9.825
5. Heikki Kovalainen McLaren-Mercedes +12.411
6. Kimi Raikkonen Ferrari +14.403
7. Roibert Kubica BMW Sauber +22.682
8. Sebastian Vettel Toro Rosso-Ferrari +33.299
9. Jarno Trulli Toyota +37.158
10. Nico Rosberg Williams-Toyota +37.625
11. Fernando Alonso Renault +38.600
12. Sebastien Bourdais Toro Rosso-Ferrari +39.111
13. David Coulthard Red Bull-Renault +54.971
14. Kazuki Nakajima Williams-Toyota +1:00.003
15. Adrian Sutil Force India-Ferrari +1:09.488
16. Jenson Button Honda +1 lap
17. Giancarlo Fisichella Force India-Ferrari +1:24.093*

*Received a 25-second penalty for unlapping himself when he was not allowed to, demoting him from 14th to 17th.

Not classified

Rubens Barrichello Honda 52 laps
Mark Webber Red Bull-Renault 41 laps
Timo Glock Toyota 37 laps

Championship positions after the German Grand Prix