Michael Schumacher wins the race from the pits!

                                                 Michael Schumacher's last lap was in the pit-lane                             Image Courtesy - Daily mail 

The race at Silverstone is always nostalgic. It is at this very circuit the first race of the modern F1 championships was held on 13^th May 1950. British Grand Prix over the years have been hosted by other circuits and personally this remains my favourite British circuit among the others.

In this post, I would not be writing about Silverstone or its history or its struggles to stay relevant in the modern business of Formula One. Instead, I would like to look back on a 'wet' afternoon in 1998 when the race leader pitted on the last lap and yet emerged victorious. Protests were lodged by McLaren-Mercedes and the final verdict didn't alter the results of the Grand Prix. Instead it cost the jobs of the three stewards who awarded the penalty - unclear and ill-timed.

McLaren Mercedes was the car to beat. Ferrari was close and yet so far. In the eight races prior to the British Grand Prix that season, McLaren had won five (Mika Hakkinen four out of them) and Ferrari had three. If at all, the only consolation was that - the last two races were won by Ferrari and Michael Schumacher. Ferrari was not a force to reckon with at all - it was Michael Schumacher who drove not just the car but also the team forward ever since he took the seat in 1996.

PRE-RACE  

McLaren cars were the quickest on all the three practice sessions and on the pre-race warm-up. Mika Hakkinen courtesy of a swift lap put his team on pole ahead of his immediate rival Michael Schumacher.

With heavy rains on the race day morning, the track was not completely dry and this prompted many of the teams to start the race with intermediate tyres. The two Stewarts took the brave decision to start with dry tyres!

THE RACE

There was no major shakeup at the top for the first 12 laps of the race barring for David Coulthard moving to the second position - a move aided by the unsurprising choice of Schumacher and Ferrari to go with a dry set-up, hoping the track to dry as the race progressed. Then Michael Schumacher clocks in a stunner of a lap, 1.6 seconds quicker than any other car on a track that was starting to get wet with dark clouds looming around the 5.89 km circuit. These harsh conditions of wind and wet track made driving a little difficult as the first of the casualties happened to be Damon Hill on lap 13 and Heinz Harald Frentzen two laps later.

RAIN, RAIN - WHY YOU BACK AGAIN?

Rain upset the strategies of all the teams forcing the drivers to make an unscheduled pit stops. From lap 18 onwards, the pit lane saw a parade of cars making their way in to make this change - some like McLaren on Bridgestone and few other like Ferrari on Goodyear. Most of them braved the track with intermediate tyres (Michael Schumacher and David Coulthard) while Mika Hakkinen was given a fully-threaded wet weather tyres.

DRAMA

Up until the lap 35, Mika Hakkinen controlled the race and drove around the circuit comfortably than most others could manage. Coulthard had to win the race to keep his championship alive managed to put in two stunning laps to catch Hakkinen. The track became wet with a fresh round of downpour and in a moment of frowziness while overtaking a back-marker, Coulthard slid off the track and off he went on to the gravel. David Coulthard retired from the race on lap 37.

Mika Hakkinen having the advantage of wet-weather tyres had built a lead in excess of 40 seconds to the now second placed Michael Schumacher. Was this lead under the treacherous weather conditions enough? It sure was, unless you make any mistakes!

SAFETY CAR

Mika Hakkinen had a 'heartbeat moment' when his car on lap 42 turned 360 degrees at the high speed exiting corner 'Bridge'. He lost control for few seconds before recovering and turning the car on the circuit in the right direction - what reflex!. A deficit of 10 seconds would not damage his chances of victory, though there were concerns if his machinery and aerodynamic parts were intact.

Safety car was deployed to aid the drivers on track. Yes, it was such a race that - by the end of it all, only nine cars out of twenty-two were on track when the chequered flag was waved. Unsurprisingly, nine of those thirteen cars were as a result of 'slippery' track conditions.

The advantage built up by Hakkinen went in vain as Michael Schumacher and him were separated by a lapped Benetton car. On lap 49, the safety car went into the pits. Two laps later, Hakkinen straight-lined his car at Beckets - which put Schumacher into the lead and he was away! The damage caused by that spin on lap 42 was clearly visible as Hakkinen soon came under pressure from the second Ferrari of Eddie Irvine.

MELODRAMA

While Michael was leading the race, behind the scenes at the steward's control room there were discussions surrounding his overtake manoeuvre (to lap) on Alexander Wurz's Benetton on lap 43 - under the stationary yellow flag (safety car period). Normally in such cases back then, the penalty verdict must be informed to the team (in this case Ferrari) within 25 minutes of the time of the incident under investigation. The trio - Canada's Roger Peart, India's Nazir Hoosein and Britain's Howard Lapsley took about 24 minutes to make the decision.

The decision of the penalty was handwritten and it stated '10 seconds penalty' to Michael Schumacher. It was brought to the notice of Ferrari seven minutes after the decision was taken by the three stewards. The verdict did not specify if the penalty was a 'stop-go' (Article 57C) or whether 10 seconds would be added to Schumacher's time post race (Article 57E). To top it all, the official who delivered the note to the Ferrari did not know which rule was to be enforced.

While all this confusion was going on, the race was reaching its climax with just about two laps to go. Ferrari pit-crew were ready but were waiting for the instructions. Keeping in mind of the ramifications of the ignored penalty at the 1994 British Grand Prix (Schumacher later disqualified for the same driving for Benetton), Ferrari did not want to take any chances. Having a lead in excess of twenty seconds coming onto the last lap - he entered the pits to take the stop-go penalty. In doing so, he had to cross the 'start/finish' line to enter the Ferrari pit-lane. Michael Schumacher won the British Grand Prix. With-in minutes after the race, the stewards confirmed - they had applied Article 57E.

THE ARGUMENT CONTINUED....

McLaren were disappointed and wasted no time to appeal the decision. Technically, article 57E applies only if the incident took place in the last 12 laps - which clearly was not the case. McLaren argued that it was a clear case of 'stop-go' penalty. The hearing was called at the FIA International Court of Appeal before the next race at Austria which was scheduled to start in fortnight's time.

After hearing out F1 race director Charlie Whiting, his deputy Herbie Blash and the three stewards, the World Council concluded that - the stewards applied the wrong rule in the situation and failed to communicate their decisions as per the regulations. The three stewards accepted the verdict and gave up their licences.

 Ferrari could rejoice as Michael Schumacher finally managed to win at Silverstone. It was his first of the three victories he managed to secure at this historic venue. Murray Walker, veteran F1 commentator commented at the end of the race aptly - " I have never, ever in the years I have been watching Grand Prix racing seen a finish like that - it is absolutely unprecedented". And he start commentating in 1949!

TO END IT.....

Whether or not, Michael Schumacher would watch this year's British GP - he can never forget the memories from the Silverstone circuit. It was here in 1999, he suffered a major blow - an injury which made him sit out most part of the 1999 World Championship and eventually cost him that year's driver's crown. He bounced back from that setback and what a comeback he has had after that. And hoping his bounce-back ability is the same this time around as he fights to lead a normal life.  

Gentlemen's Agreement or Team Orders - McLaren at the 1998 Australian Grand Prix

In sporting context, one of the exciting parts of any year is the first weekend leading up to the F1 race. Like every year in the recent past, Australia is the destination that gets to host the F1 circus led by Bernie Ecclestone. A lot of incidents have engulfed the initial race - though none would have the drama which the final races are usually associated with. However, the first race often indicates what to expect and how teams are placed with their competitiveness. More than anything none can beat the excitement of a season opener.  

The year 1998 was one such scenario. The team of Mika Hakkinen and the Scot David Coulthard recorded stunning lap times in the pre-season testing and the MP4/13 was tipped to be the 'best' car on circuit. This was McLaren's year on paper and the only way it was going to be achieved is when their drivers do not take out each other in the heat of the battle.

In view of this, David Coulthard and Mika Hakkinen made a pre-race pact whereby "whichever of the two was ahead taking the turn to the first corner would be allowed to stay at number one for the rest of the Grand Prix unless there were to be any mishaps."

As predicted the two McLarens dominated the qualifying session with Mika Hakkinen taking the pole and his team mate coming in second. The fiercely fought rivals in the previous season Michael Schumacher and Jacques Villeneuve were in 3^rd and 4^th respectively. The silver-arrows duo were 0.7 seconds clear of the rest of the cars and certainly looked to be racing on another planet. Anything less than 1-2 to McLaren would have been a unhappy weekend. A first one-two pole for McLaren since Adelaide 1991 when Senna and Berger had put the two cars on the front row was anything but surprise.

The five red lights went off and race began - Mika Hakkinen ahead of Coulthard coming into turn one. Unless there were to be any incidents, the race was firmly decided in Mika's favour. With Coulthard not willing to try harder to make an attempt to pass Hakkinen, it was clear how the race would finish as per the pre-race pact. The only driver that could match Hakkinen's pace was his teammate while rest of the field were off the pace. Michael Schumacher unsuccessfully made attempts to overtake the Scotsman and eventually retired on lap six owing to engine trouble. It would have been an uphill task even if he were to be racing.

With none of the other drivers able to stay with the McLarens, it seemed like the Hakkinen and Coulthard would coast to victory without having to look at their rear-view mirrors. On lap 36 when Hakkinen was just  about to lap Eddie Irvine, he heard blurred messages on his radio. Mika chasing Eddie Irvine was close to the pit- lane entry and without thinking and confirming with the team he dashed into the pits (he was nearing his pit stop schedule). While rest of the field were going flat-out, the race leader cruising in pit lane speed limits found no mechanics in the garage and he simply drove straight on and rejoined rest of the cars. It was an misjudgement on the part of Mika.

This unplanned diversion cost Mika the lead and he was now behind his team mate by 13 seconds. On lap 41, this time Mika came in for his scheduled and final pit stop of the race. Mika known to be ice cool was anxious and in that nervous moment made an error. He dropped his clutch while one of his mechanics was working on his left rear wheel. It didn't cost much time. He came out and still was in second position - 41 seconds behind. That huge lead was short-lived as Coulthard dashed his way in for his final stop of the race. With fifteen laps to go, it was 1-2 McLaren and it was a mere formality for the rest of the race. Drivers barring McLaren duo were battling the race of attrition. By this time only nine cars out of twenty-two were on track and a lap down.

McLaren crew took some time, close to eight laps after that detour from Hakkinen to inform David Coulthard about Hakkinen losing his lead owing to a misunderstanding. 

Towards the fag end of the race, Hakkinen was racing a second quicker than Coulthard and on lap 53 he took 3 seconds out of Coulthard's lead - the next lap add another two seconds. With just three laps remaining Coulthard's car was within striking distance to Mika's. Next moment Mika takes the lead in a manner quite strange and unsatisfactory!

'It was a very difficult decision to take. But I was alone in front without any pressure, which allowed me to think about it calmly and to reach the decision that this was Mika's race by right.' This was the explanation given by Coulthard post-race when asked about this bizarre move. McLaren and David Coulthard were criticised and the matter went to World Motorsports Council. The verdict went this way - "Any future act prejudicial to the interests of the competition should be severely punished in accordance with the article 151c of the International Sporting Code."

In 2007 at the Monaco Grand Prix,  McLaren were criticised for ordering their cars not to race each other after the first round of pit stops, when it was clearly established McLaren duo of Alonso and Hamilton were much superior to the rest of the pack. To add to Hamilton's frustration, he was told not to race Alonso.

The above matter again raised the question of possible violation of article 151c. Ron Dennis defended the move by stating - "Team strategy is what you bring to bear to win a grand prix. Team orders are what you bring to bear to manipulate a grand prix. We do not and have not manipulated grands prix, unless there were some exceptional circumstances, which occurred in Australia (1998), when someone had tapped into our radio and instructed Mika Hakkinen to enter the pits." 

He went on to add - "He entered the pits and I reversed that, because that was unfair, that was an outside influence on the outcome of the race. That is one of the rare occasions that there's been a team order. I have a clear conscience, both on that particular race - and this race today."

The 1998 Australian GP was Mika Hakkinen's second victory and both times under controversial circumstances. Was it a team order or Coulthard's gentlemanly gesture? I would say it had good proportions of both. In the end, the result didn't matter - Hakkinen was much superior and went on to win his maiden World championship title. 

Lost Track: Circuits of the Yore XIII - Donington Park, European Grand Prix

Image Courtesy: Allf1.com

Twenty years ago on an Easter Sunday, I had no idea about the whole business of F1. I barely remember watching it on TV, just little glimpses that appeared once in a while on the sports magazines, and I never looked much into it. Few years from that Easter Sunday, I was a changed man or say boy when it came to F1. It has never been the same since then.

Four years ago, while in London for a short work assignment, I wanted to visit Leicestershire, Silverstone and what not. I ended up not visiting any of these places. Someday in the future for sure, for now I am happy talking about the solitary race that took place at Donington Park.

In this edition of Lost Track: Circuits of the Yore, I write about England’s permanent park circuit which hosted a single F1 race; though not as the British Grand Prix.

Thanks to one of the archived videos, I was able to watch the designated European Grand Prix of 1993. European Grand Prix, over the years have had different interpretations and avatars so to speak. What started as an honorary title to the existing races, the name became a full-fledged race from 1977. The association was short-lived and the whole business of European Grand Prix was volatile. European GP did take place few times in the mid 1980’s and cancelled after two seasons. The idea was revived in the decade of 90’s before the race occupied a consistent slot for close to 20 years.

   

F1 was popular in Japan at the start of the final decade of 20^th century. A track was being built called Nippon Autopolis, an ambitious project of Japanese businessman Tomonori Tsurumaki  to host an F1 event. Autopolis sponsored the Benetton team for two seasons (90 and 91) and also lobbied heavily to have a race scheduled in his purpose built circuit. Similar in characteristics to that of Mexican GP at that time, the Autopolis looked good to host Asian GP in 1993, before bankruptcy forced the project to be aborted.

On the other hand Tom Wheatcroft, who was responsible for the up gradation and managed the Donington Park since 1970’s, took this as an opportunity after repeated failures to host a GP previously. An agreement was set in motion and Donington Park was to be designated as the European GP for 1993.

Back to that Easter weekend of 1993. Senna on his McLaren was not as sharp as the Williams during qualifying. The Williams duo of Prost and Hill took the front row, while Michael Schumacher and Aryton Senna took the second row respectively.

The weather on the race day can be summarised by these words of Murray Walker, the famed F1 commentator “Look from the commentary box, I saw the worst weather that I have ever seen at any race anywhere in the world”. Mind you, he has watched a lot of F1 races.

Race started and by the end of lap one, and by the time tyres got warmed;  Senna on a wet track was leading the race and was a good four second ahead of the pack by the time lap three started. He was no stranger to this circuit, as he had driven and won it in 1983 as a part of British F3 championships. That was a good 10 years ago and the conditions were not this bad.

The race started with majority of drivers opting for wet weather tyres as the track was slippery. With rain clouds staying away on the track site, the conditions suited for the dry slicks to come on to the cars by lap 15. By the end of lap 20, all the drivers had pitted in for dry tyres and fate has it, light shower graced the circuit three laps later. Alain Prost quick to pit for wet tyres. Other drivers opted to race with dry tyres, prolonging the decision to change for the more gripped tyres.

By the time Senna came on to wet weather tyres, he had a good lead. The track started to dry out and teams went for pits for the slicks. Senna had a slight problem which promoted Prost to the lead till the time of the next showers. The Williams duo pitted while Senna stayed out on dry tyres. McLaren was spot on with this move as the track started to dry few laps later and the two Williams returned to pits for dry tyres. Amidst all this confusion, Senna had built up a lead in such manner that he had lapped every car but the second placed Damon Hill come lap 60.

By the time, the chequered flag was waved; Senna had a lead of 83 seconds over Hill. He made just four pit stops while Prost had to make seven. Not surprisingly, the fastest lap of the race was Senna’s which came in bizarre circumstances on lap 57, which included a drive to the pits but aborted the pit stop. This was also Senna’s final fastest lap of his F1 career.

Ten years after that incredible race of 1993 - on the thirtieth anniversary of his fatal crash, a bronze statue of Roger Williamson was unveiled at the Donington Park circuit in his native Leicestershire. Then-owner Tom Wheatcroft had provided financial backing to Williamson, and described the day Williamson died as the saddest day of his life.

The one-off event was a success if you consider what was on display that Easter Sunday with race being held in wet/dry conditions. The European Grand Prix would move to Jerez, Spain the following year and since then Donington Park have made many failed attempts to host the race. The financial meltdown in 2008 was the final deciding factor, as the organisers could not gather the money which was required to host the race.

But Donington’ 93 belongs to Senna. For all his doubters and critics, this race was the proof of his superior driving skills and greatness in the way he handled the ever-changing conditions.

In 2010, in Top gear episode, there was a special focus that featured Senna and his legacy. The team at Top Gear presented the statistics of Schumacher, Fangio and Senna. They asked the current crop of drivers to share their number one driver. Alonso, Barrichello, Massa, Trulli, Webber, Coulthard, Hakkinen, Hamilton and Michael Schumacher himself, all put Aryton Senna as the number one driver in F1. I am sure there are more drivers who would agree to this.

Former F1 driver Martin Brundle sums it up nicely.  “If you ever wanted to know Aryton Senna in 40 seconds, just watch the opening lap of this race”. And that to me is the highlight of the 76-lap solo F1 race at Donington Park.