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Current Formula E Driver for NIO, McLaren test driver, and some incredible results within Endurance Racing, particularly the 24 Hour Le Mans. Who could I be talking about? No other than Oliver Turvey. Talking to someone with such vast experience within racing is always incredible, and Oliver is certainly no rookie when it comes to motorsport. I got to speak to him about those experiences and his plans for the future.

You’ve got a lot of experience in Formula E now; with this being your 6th full season in the series, what makes FE so special?
Formula E is special and unique in being the first fully-electric single-seater series, racing on street circuits in major cities around the world to promote the use of electric cars as fun, fast and more sustainable transport of the future. The series is also special, having a large number of major manufacturers, some of the best drivers in the world, making it one of the most competitive close-fought racing series in motorsport.

What are the main differences between Formula E and other single-seater series?
The main differences in Formula E are in the races with the energy management, the driving style required to save energy and the use of regen to recover energy into the corners. The other main differences are the cars have less downforce, and we have the same tyres for dry and wet conditions.

Are there any similarities?
It’s still a single-seater, so pushing the car to the limit in qualifying is just like driving any other car.

You’ve also had some brilliant successes at the 24 Hour Le Mans; how does the mentality of long stints in those cars differ from a 45-minute race with Formula E?
I have always enjoyed endurance racing, especially the 24 Hour Le Mans due to the physical and mental challenges of long stints in the car and racing through the night. In Formula E, although the races are shorter, the concentration required is extremely high for the street tracks whilst trying to manage the energy and race other cars! The races are more intense and requires a lot of thinking behind the wheel, which I believe is one of my strengths as a driver.

Is there any other racing series you’d like to compete in?
At the moment, I’m enjoying racing in Formula E and focusing on trying to become World Champion which has been one of my dreams since I started racing karts as a kid. However, in the future, I would love to go back to race at the 24 Hours of Le Mans, it is one of my favourite races, and it would be amazing to have the opportunity to be able to go for the outright victory one day.

This topic can be controversial amongst fans, but what are your thoughts on Fanboost?
I think it is a great initiative by Formula E to have Fanboost to allow the fans to be able to vote for their favourite driver to give them a chance to be able to have some extra power in the race that can make the difference when going for an overtaking move. I have been close to getting Fanboost in the last few races but just keep missing out, so please vote for me!

You’ve had plenty of teammates across different series in your racing career, are there any that stood out to you? Everybody has a favourite!
I’ve been fortunate to have some good teammates in my career, which I have always believed has helped push myself to perform at my best. In my junior career, Jaime Alguersuari was a great teammate in Formula 3 & World Series on and off the track. In Formula E, Nelson was a great teammate and a huge help to me in my first few seasons; we pushed each other yet worked well together.

Aside from being a Formula E driver, you’re also the McLaren F1 Test Driver – what does that entail?
I have been McLaren’s F1 Test Driver for 12 seasons now, so occasionally get to test the car on track but due to limited track, testing mainly involves driving their simulator in Woking. I work closely with the engineers on the development of each new car, set up ahead of races and supporting the race team over Grand Prix weekends.

Season Four saw the end of car swaps in Formula E; describe what it was like to jump out of your car and into another one mid-race? Did it ever make you lose focus?
It was always an intense, exciting part of the race, although challenging once they removed the minimum stop time during season four. We used to spend hours practising at the factory on a race weekend to make them as quick as possible, as the race could be decided by the pit stop time. It was tough for the mechanics as they had the pressure to do the belts, radio and get out of the way so that I could focus on the race.

Lastly, do you have any future plans in terms of racing?
My only future plans are to keep striving to be the best I can be with the aim to be a World Champion.

Thank you, Oliver, for taking the time to talk to me. If you would like to see Oliver in action, the next round of the Formula E Championship is on the 10th of July in New York. Remember to vote for him for Fanboost too!

Formula 1 is set to see a major overhaul in 2022, which could dramatically change the sport. These changes were meant to occur in 2021 but were postponed largely due to the pandemic’s financial implications. However, it is now time to discuss and understand what these regulations are and what they will mean for the sport.

Design changes

The biggest and most dramatic change for the 2022 season will be returning to the ground-effect formula of aerodynamics on the car. The existing reliance on wings is causing the cars to produce ‘dirty air’, which means the cars behind lose 50% downforce when close. This means overtaking is becoming increasingly difficult, and therefore the FIA plan to reduce this downforce loss to 5-10%. The ground-effect design involves air being passed through two Venturi tunnels at the front of the floor. Therefore, the air is squeezed to the closest point to the ground, turning it into a low-pressure area with suction underneath. This means that the floor is relied on more for downforce, rather than several bodywork components, as we currently see. Air will therefore be cleaner as it comes off the car while also being pushed higher, out of the path of the drivers and cars that are following. Cars being able to follow each other closely will mean much more exciting races for the fans to watch and the drivers to race in.

In addition, many elements of the car have been made sleeker and simpler, including the front wings and bodywork. Under the new regulations, front wings will be much simpler, being made up of a maximum of just four elements. The most striking difference can be seen on the endplates, which remain up-turned. The nose will be attached to the front wing rather than being connected by additional carbon fibre, making the likelihood of front wings breaking much lower. The rear wings have also changed, with endplates now wrapping around the back of the car, allowing cars to follow each other without any aerodynamic difficulties. With the barge boards also removed, in place of “wheel bodywork”, which minimises the impact of wheel wake, the cars are more reliant on the floor for downforce, making the racing fairer between teams. These wheels are also changing with larger 18-inch wheel rims, as seen already in F2, taking the place of the current 13-inch tyres, with wheel-wake control technology, which again should lead to more fair racing throughout the field.

One major element of the car that will not change is the V6 turbo hybrid engines, although they will be built from commercially available materials, meaning none are company exclusive. This freeze will continue until 2025, with the aim of sustainability becoming the major focus at that point. In addition, exhaust systems have been added to the PU components that are limited during a season, with a maximum of 6 permitted before a driver incurs a penalty.

Cars will be 25kg heavier due to all of these changes, meaning they will be slower than they currently are, but racing will hopefully be drastically improved.

Financial changes

2022 brings with it a cost cap of $175 million per team, which will apply to everything that impacts on-track performance, excluding driver salaries, marketing costs and the top-three personnel at any team. In addition, cars will be given less wind tunnel running time and must focus more on Computational Fluid Dynamics simulation than physical testing. Rules have also been put into place to limit car upgrades over a weekend, as well as the number of in-season aero upgrades. This will reduce the constant developments from the larger teams, which are currently impacting how competitive the grid is.

Race weekend structural changes

With the FIA hoping to have a maximum of 25 races in 2022, the race weekend has been condensed to cater for this and to improve the fan experience. Rather than Thursday, the press conferences will take place on a Friday morning before FP1 and FP2. Cars will also be in Parc Ferme conditions from the start of FP3 onwards, limiting the upgrades that teams can add over the course of the weekend. Teams must at this point return their cars to ‘reference specification’, meaning any bodywork being trialled must be removed at this stage.

Teams must also run at least two practice sessions during the year using drivers who have competed in two Grand Prix or fewer. This is a very beneficial change for the future of the sport as it gives opportunities to young drivers who are hoping to race in Formula 1 in the future, rather than reserve drivers who have competed in a multitude of previous races.   

What do these changes mean for the sport?

According to Ross Brawn, these new regulations stop the serious issue that we currently see in Formula 1, where “the more you spend, the quicker you go”, which means finances won’t entirely dictate the competitiveness of a car. With so many talented drivers currently on the grid, the future of motorsport looks hugely positive with closer racing and, therefore, hopefully, more varied results.

With the FIA Formula 3 Championship starting this weekend in Barcelona, what more could you need than a quick stop guide with everything you might need to tune into the opening rounds in Spain.

What is Formula 3?
In 2019, the FIA Formula 3 Championship launch dived into our lives, an ambitious new project from the FIA and the former GP3 Series Organisation to form another step in the Road To F1 ladder. The series combines the GP3 and European F3 to create an entry point for young talent on their path to join their inspirations in the paddock and get to the top. Success in this series can lead to making the step up to FIA Formula 2, which happens under the watchful eye of the F1 paddock on race weekends.

The Cars
As the championship is a spec series, all teams compete with an identical Dallara F3 2019 chassis and three tyre compounds developed by Pirelli, designed to provide the most suitable compound for every circuit. Each car will be powered by a 3.4L naturally aspirated V6 engine, which Mecachrome has developed.

Format – Schedule
The FIA Formula 2 and Formula 3 Championships have had a huge format change for the 2021 Season due to Covid-19 and cost-cutting reasons. This year, the two series will alternate race weekend appearances rather than both series supporting the Formula 1 races. Both the series will host three races per weekend, with a single feature and two sprint events. Practice and qualifying take place on Friday, and Race 1 and 2 on Saturday. Race 1’s grid is set by reversing the top 12 finishers of Friday’s Qualifying session. Race 2 will be determined by reversing the top 12 finishers of Saturday’s Race 1. The final classification of Fridays Qualifying sets race 3’s grid – I promise it will get less confusing the more you watch. This means that managing the weekend as a whole to maximise points becomes crucial.

More races in a weekend mean fewer tracks, with only 7 different destinations being confirmed for this year’s calendar.

8-9 May – Circuit De Barcelona-Catalunya
26-27 June – Circuit Paul Ricard
3-5 July – Red Bull Ring
31-1 August – Hungaroring
28-29 August – Circuit de Spa-Francorchamps
4-5 September – Circuit Zandvoort
23-24 October – Circuit of the Americas

Both Zandvoort and COTA are making its FIA Formula 3 Debut for the 2021 season.

Who To Watch Out For
A few graduates made the step up to Formula 2 for the 2021 season, but some familiar names remain. Mercedes Junior Fredrik Vesti had 3 race wins and had consistent results giving him a solid fourth in the championship standings in his rookie season. He also has the Formula Regional European title to his name, and I definitely believe he could be one of the fastest drivers on the grid this year.

Arthur Leclerc will make the step up to F3 this year from FREC after narrowly missing out on the title, this F3 season will be his fourth single-seater racing series, and he’s yet to finish out of the top five of any of them. This season, the Ferrari Driver Academy Member will drive for Prema Racing with Dennis Hauger and Olli Caldwell.

One of the main stories of this year’s FIA Formula 3 Championship is Juan Manuel Correa’s return to single-seater racing after his tragic accident at Spa-Francorchamps in 2019. In the last year, he has documented his recovery from fractures to both of his legs and a minor spinal injury. In an Instagram Live on the F3 page this morning, Correa says he “feels great” when you see just how far he has come and that the “rehab has kept improving and improving.” He tells his fans how he “didn’t come here to win this championship” and how his return is more about transitioning back into motorsport. The American driver has dreamed of being an F1 driver since he was 7 years old, and says “that’s still my dream, and that’s why I’m here in F3.”

Regardless of JM’s results on return, one thing is for sure; it will be a heartwarming moment for motorsport fans and everyone involved in the sport.

How To Watch
Sky Sports F1 broadcasts the FIA Formula 3 Championship in the UK as part of its Formula 1 package. Highlights of the series are available on the official F1c channel over the race weekend.

Life isn’t fair. Sometimes, you can be absolutely great at something and come close to being the best in your preferred field, but someone else always beats you by a hair. That’s just a life thing, and it happens a lot in Formula One. F1 has produced some legendary drivers, and some of the best go on to win one or multiple championships. Some of the best that is. I asked some of the GridTalk team to come up with a few suggestions of these drivers, so a big thanks to Mile, Charley, and Aimee for providing some of the suggestions. . For one reason or another, bad cars, poor decisions off the grid, or just bad luck, there are F1 drivers, past and present, who were champions that never were. Join us as we look at some of these racers.

Honourable Mentions

There are two people who I did consider but who ultimately didn’t cut it for this list. The criteria for this list is retired F1 drivers who, despite doing their best, never won a title. The people who I am not considering are drivers like Daniel Riccardo. He’s still an active racer, even though he’s sniffed gold before, despite never tasting it. Then there are one time champions, who could, and arguably should, have won more. People like Kimi Raikkonen, and Jaques Vielleneuve. Both men did win but could have gotten more. That latter category probably deserves its own list, so comment below if you want to see that.

1) BMW Williams Racing (2003)

Starting with a constructor. Did you think I was only going to talk about drivers? The Williams FW25 was a monster of a car, with its 10v BMW engine and the skilled drivers, Juan Pablo Montoya and Ralf Schumacher. The team did have a lot of success in 2003. 4 wins, 4 poles, and 4 fastest laps. And, when the drivers weren’t winning, they were consistently on the podium or in the Top 10. The Williams FW25 came second in the constructor’s championship, its best result since 1997.

But what went wrong? A spin during the Australian Grand Prix by Montoya didn’t help or retire during the last race of the season. What really killed BMW Williams’ momentum was a complaint by Bridgestone and Ferrari about its tires. The Michelin tyres, used by BMW Williams, were technically wider than the oppositions. The narrower tyres helped knock the competitive edge off the cars. Incidentally, Montoya came third in the championship and Schumacher fifth.

2) Didier Pironi (1982)

The French driver raced in Formula One for four years. Initially racing with the underfunded Tyrrell Racing, who snatched him up, based on his performances in Formula Three, and his association with Elf. Following two seasons with Tyrrell, Pironi moved to Ligier Racing, where he got his first victory in 1980, and from 1981, Ferrari. It was 1982, In what was already a pretty sad season, after the death of Giles Villeneuve, when Pironi became a serious championship competitor. During the 1982 Formula One season, Pironi was leading the championship. By the German Grand Prix, he had 39 points, ahead of both McLaren’s John Watson and Keke Rosberg, racing for Williams.

The German Grand Prix was wet, so the ground force produced by the cars on such a wet track meant that cars right in front of you were pretty much invisible. During qualifying, Pironi crashed into the rear of Alain Prost’s Renault, sustaining injuries that would end his career in Formula One for good. That championship was eventually won by Keke Rosberg, relegating Pironi to second. However, his efforts did help Ferrari clinch the 1982 Constructor’s Championship.

3) Mark Webber (2010)

Mark Webber was always the bridesmaid but never the blushing bride he should have been. The Australian driver drove for Minardi, Jaguar, Williams, and finally, Red Bull. It was there he became the serious competitor we knew and loved in Formula One. The driver came so close to winning the Drivers’ Championship in 2010. However, a botched tyre strategy ruined his chances at the 2010 Abu Dhabi Grand Prix.

Ultimately, he came second in 2010, behind the ascending Sebastian Vettel. The favouritism towards Vettel caused tension in the paddock, though Webber never blamed Seb for this. One hopes, in a parallel Earth, Webber was treated respectfully by his team and did win in 2010. Ultimately, he just missed out, and we missed out on a well-deserving champion.

4) Jacky Ickx (1969 and 1970)

Not just a one time almost champion, but a two time almost champion. Ickx was a great racer. The 6 time Le Manns 24 Hour champion certainly was a great racer and proved that winning the Formula One World Champion isn’t the be-all and end-all of what makes a racer great. As it goes, Ickx very nearly was the World Champion twice. His first near-win was in 1969, with Brabham. A shaky start at the beginning of the season meant that he started poorly. However, once Jack Brabham had to retire from the season due to a broken foot, his team came behind him. He scored some decent podium finishes and the odd win that brought him behind Jacky Stewart. However, his 2nd place in Mexico made him runner up for the F1 World Championship.

1970, however, was a different kettle of fish. Now racing for Ferrari, he battled with Jochen Rindt for the championship. After an accident at the Spanish Grand Prix gave him severe burns to his legs, he returned to action in Monaco, where he came fifth. However, things changed when Rindt died in Monza during qualifying for the 1970 San Marino Grand Prix. By this point, Ickx won 5 out of 9 races that season, with 4 to go. He was the only man who could have surpassed Rindt’s point count. In the end, he didn’t. A win at Mexico didn’t help him surpass Rindt’s total point score, making Rindt the first and only posthumous World Champion of F1.

In 2011, Ickx admitted he was happy not to win that season against a man who couldn’t defend himself. While he lost the championship, he certainly won for Sportsmanship.

5) Felipe Massa (2008)

Massa was Ferrari’s next big thing. After the dominance with Michael Schumacher and Rubens Barrichello between 2000-2005, Ferrari looked to the future with its two drivers. Kimi Raikkonen’s win of the 2007 World Championship showed a bright future for the Tifosi to look forward to. And, maybe, that future could have been shared with Massa.

Massa’s performance during the 2008 season was neck and neck with Lewis Hamilton, the then young, bright-eyed and bushy-tailed McLaren hopeful who was runner up in 2007. Massa’s six race wins that season to Hamilton’s five wins certainly made this championship fight tight. There really wasn’t a lot in it, and when it came down to the last race of the season, in Brazil. Massa needed not only to win that race, but he needed Hamilton to come Sixth or lower to win the Championship. Half of that actually happened. I remember watching this race with my Dad, and I can remember the drama of this one. Massa crossed the finish line first before cutting to the paddock, with Massa’s family cheering, the engineers hugging and high fiving. Then, like a great white shark, we cut to Hamilton’s overtaking of Timo Glock. Hamilton came fifth and won the title by a single point.

The podium after that was awkward, to say the least. It was a bittersweet victory for the Tifosi, Massa, his family, and Brazil. His 2008 near-win was followed by further bad luck in 2009, when Massa was hit with a piece of debris, causing a crash, and head injury, which wrote him off for that season.

6) Clay Regazzoni (1974)

Clay Regazzoni came second in the 1974 Formula One World Championship, behind Emerson Fittipaldi. Losing the title by only 4 points, Regazzoni’s runner up position was achieved because of one race: The 1974 Belgian Grand Prix. During that race, the Ferrari driver’s pole position put him in the lead to start with, with Fittipaldi in Fourth place. The race was tight. The top six were each hot on the heels of each other, with Regazzoni in the lead. His lead would end due to one error: ‘The pair scythed through the traffic which ultimately destroyed hopes of a fight for the lead. The victim would be Regazzoni, who misjudged a move on the recovering Pace and ran onto the grass, allowing Fittipaldi to charge through into the lead’.

Regazzoni would come fourth, and Fittipaldi coming first. Ultimately, that mistake cost him the points that would have given Regazzoni the lead, and ultimately, the championship.

7) David Coulthard (2001)

How could we not discuss Coulthard? That man was Mark Webber before Mark Webber. Heck, he even raced with Mark Webber in Red Bull! DC was the number two for too much of his career. Starting in Williams, after the death of Aryton Senna in 1994, he moved to McLaren in 1996 and stayed with the team up until 2004. And, as I said, he was number two for a good chunk of his career. Firstly, to Damon Hill, who became the number one driver in the aftermath of Senna’s death. Then, to Mika Hakkinen in McLaren.

However, by 2001, Hakkinen was burnt out and wanted to leave F1. His performance, compared to Coulthard’s, was not good. Crashes, retirements, and poor placement on the grid meant Hakkinen’s title challenge to Michael Schumacher was doomed. Conversely, Coulthard did well. Winning in Brazil and Austria. However, retirements in four races meant that the momentum he had gained had begun to slow down. Schumacher won the title, with Coulthard being 58 points behind.

Ultimately, throughout his career, Coulthard won 13 races and was almost always the number two driver, or stuck in a bad car, a la Red Bull in 2005-2007.

8) Sir Stirling Moss (1955-1961)

How could we not end this list on the most obvious man? Sir Stirling Moss. There frankly is nothing new I could add to the mountains of articles, interviews, TV documentaries, and films about this man—the Four Time Runner Up and Three-Time 3rd Placer in the F1 World Championship between 1955 to 1961. Look him up yourself because the man is a British hero. His stiff upper lip attitude and perseverance are why we hail him as a hero over here. We knighted him despite his lack of championships.

Conclusion

Formula One is a funny old sport. Lots of great athletes, fantastic racers, and excellent cars that all could have been champions but were beaten out by other teams. It just goes to show that life is unfair, sometimes. However, you either relish your misery or take it on the chin and stand up again. These racers all are champions in our minds and hearts. And if there is any we missed out on, let us know who we should consider because we may always revisit the champions that never were.

I’ve given you the reasons why you should watch Formula E, and you’ve decided to give it a go, but now you’re wondering, “Charley, what actually is Formula E?” Well, don’t you worry, here is my Formula E Guide to give you all the information you need for this weekend’s doubleheader in Rome.

Like everything, there are rules and regulations to keep the sport from being absolute chaos. So, what are the hard fast rules of Formula E? Let’s break it down.

Race Format
Like Formula 1, there is practice, and qualifying sessions are very different from the format we are used to. Formula E has two practice sessions, an opening 45-minute session followed by a further 30-minute session. However, this is reduced when it’s a weekend doubleheader to just one 45 minute practice session on the second day. Like F1, this is the first time that teams and drivers will take to track and get a feel for their lap times. It is just a practice session, so nothing from these sessions count towards the final result.

Now, qualifying in Formula E is quite different – If you’re like me and dislike change, it does take a little while to get used to. Firstly, the qualifying session lasts an hour, and the drivers are divided into four groups of six cars, which is defined by their position in the championship. Once that group is out on track, the drivers have six minutes to set their time and obviously, be the fastest. Once all the groups have had their runs, the top six drivers proceed to the Super Pole shoot-out in a bid to secure the Julius Baer Pole Position and an additional three points (we’ll talk about that later). During the Super Pole, the drivers go out one by one, with the sixth-fastest driver going out first and so on.

It’s worth noting that between both the practice and qualifying sessions, 250kW is available throughout.

We have our grid, and we’re ready to race. So how does a typical E-Prix work? The drivers line up on a dummy grid, a short distance behind their grid slot, to slowly file into before the race. A standing start, meaning the cars are stationary until the lights go green. Every E-Prix is 45 minutes plus a lap.

The lights go out, and Formula E offers incredible racing from start to finish; from the 2018/2019 season, Attack Mode was introduced into the series. This lets every driver pick up an extra 35kW of power at their own risk to get their attack mode – it requires the driver to steer off the racing line and through the activation zone. It does usually pay off. It gives drivers that extra edge to keep ahead of any competition. On top of that, there’s Fanboost. This gives you the chance to impact the race. This has had some negative feedback from fans of the sport, saying that it’s ‘gimmicky’ – it gives fans the chance to gift their favourite driver with a significant boost of power, which they can deploy in a five-second window during the second half of the race. Only five drivers get this honour.

The majority of races take place over a single day to minimise disruption to the host city.

Championship, Standings, and Points
Again, just like Formula 1, the ABB FIA Formula E World Championship consists of two separate titles. One, which is dedicated to the driver, and the other that is dedicated to the teams. The drivers’ championship is awarded to whichever driver has racked up the most points throughout the season, simple! The team’s championship is decided by calculating their driver’s scores. In terms of these points, Formula E follows a standard points system used in other FIA series – awarding points to the top 10 finishers. As mentioned earlier, additional points are also rewarded for getting Pole Position and the fastest lap in the race.

Other Things To Mention
Charging the car is not allowed during both qualifying and the race, and throughout parc ferme.
The Formula E cars use 18-inch treaded all-weather tyres used by every single team which Michelin supplies.

So there we go! A quick-fire guide to Formula E, now you have absolutely no reason not to watch. I feel like I could be hired to turn fans to the electric side (Formula E, if you’re reading this, I am available)

The start of the season is creeping up on us, with only six days to go until lights out at Bahrain, and with new cars – come new liveries. I honestly don’t think there is anything better than a really beautiful Formula 1 Car, so here I am rating each of the 2021 F1 Liveries from their first release and after seeing them on track.

McLaren MCL35M
McLaren launched their car on the 15th February with an online event hosted at the MTC, the reveal was highly anticipated by many – especially with it being the first car reveal of the season. It.. was the same. Almost identical to the 2020 design, the car was just as beautiful now as it was last season. Of course, if something isn’t broken, don’t fix it right? Unlike a lot of people, I actually really love the matte finish. It was something I was praying that they wouldn’t get rid of, it does something to the papaya that only love heart emojis can describe.After seeing the car on track, I would give it the same rating because well, in case you weren’t aware.. It’s the same. I still love it.

Launch Rating: 8/10
On Track Rating: 8/10

Mercedes W12
You know when you were younger and you did egg and spoon races? The feeling of disappointment for getting so close to the finish line and then, the egg drops. This is the only analogy I could think of to sum up my feelings about the Mercedes car and I’m still trying to come to grips with it. For real though, last year’s Mercedes was one of my favourite liveries of all time and I can’t believe how much the AMG Logos at the back just change the look completely.I love the thought of incorporating the silver back into the livery, and I did see much cleaner and more subtle ways of doing this on Twitter, but this just wasn’t it. However, once the car got onto the track, It didn’t look as bad as originally thought – but it pains me to say, definitely not a favourite.

Launch Rating: 3.5/10
On Track Rating: 5.5/10

Haas VF-21
Haas revealed their car on the 4th March, to some very mixed reviews. Most that I’ve seen have been negative. The politics behind the car, obviously downgrade it more than the actual design of the livery does, so to judge this fairly – i’ve based this rating off just the livery. It’s not a favourite, but nor do I hate it, aside from the obvious reasons.Seeing it at testing didn’t change my mind much, although it definitely looks better from the side than the front. I guess I just can’t let go of the obvious Russian Flag plastered over the only American F1 teams car.

Launch Rating: 2/10
On Track Rating: 2/10

AlphaTauri AT02
The second car launch of the season belonged to AlphaTauri, now this may be a bit of an unpopular opinion but I really wasn’t too keen on the 2020 Alpha – something about it just didn’t click for me. This year’s car looks so much more sleek, the extra blue which has been extended right down the nose is amazing, I also think the white rims are a surprising factor which gives the car a much more complete look.My only criticism is the random pinstripe above the white at the bottom, was it needed? Not really, but does it affect the overall beauty of the car? Not at all! After seeing it on track, it got bumped down slightly – not because it didn’t look as gorgeous but just because other cars took the limelight!

Launch Rating: 9.5/10
On Track Rating: 9/10

Williams FW43B
I bet you were waiting for this one right? The launch came, I took one look at the car and thought ‘what have they done’, I really didn’t like it at first. It took a lot of convincing from a friend and seeing it on track in Bahrain for me to actually quite like it. It’s very bold from Williams, but I kind of like that.My only criticism would be that the lighter shade of blue, probably shouldn’t be there. I love the dark blue and orangey-yellow colour scheme they started at the front of the car, maybe they should’ve kept with that a little more. Overall, don’t hate it.

Launch Rating: 4/10
On Track Rating: 6.5/10

Aston Martin AMR21
Wow. Beautiful. Stunning. Gorgeous. Is it okay to marry a car? Asking for a friend..
Yes, this car was so hyped, it was the car that every F1 fan was just tauntingly waiting to see, but in my opinion that hype was completely justified. I am obsessed. The metallic ‘British Racing Green’ is just incredible and is a fantastic way of honouring tradition. The car has received mixed reviews, some saying its ‘too safe’ and a bit plain, but I think it’s perfect. The pink stripe was incorporated really well, I never knew those two colours could work so well.Seeing the car in a sandstorm, under the lights, or in normal daytime lighting – it’s still just as beautiful. It made my question my loyalty to McLaren, my social media has now become an AMR21 Fan Account.

Launch Rating: 10/10
On Track Rating: 10/10

Red Bull RB16B
The definition of a classic is “a work of art of recognised and established value” and that perfectly describes the Red Bull livery. What else is there to say? Yes, it’s the same but does it need to change? The colour scheme which has pretty much stayed the same for 5 years, but I do believe that it’s looking its prettiest that it has, the white honda logo on the rear wing is a really nice addition.My ratings may seem a little low, but for a livery that has been the same for a few years I think it has fared quite well! It’s also changed from seeing it on track, but again – only because other cars have found their way into my heart.

Launch Rating: 8.5/10
On Track Rating: 7.5/10

Alfa Romeo C41
Alfa Romeo launched their car on the 22nd February this year, after being the first team to announce their launch date. I’m going to step back and take the boos because I don’t dislike the 2021 Livery of Alfa Romeo, but it’s certainly not my favourite. It is definitely better than last seasons, and it deserves the hype it has been getting, it’s just not for me. Although, why they didn’t slap that Uno Reverse card down in the first place is a real mystery.Seeing the car on track didn’t change my mind, I still like it but just don’t love it. If i was going to change one thing, it would be that i think there is too much white on the nose. From the front, the car just doesn’t excite me.

Launch Rating: 8.5/10
On Track Rating: 8.5/10

Ferrari SF21
You know earlier we talked about how if it’s not broken, don’t fix it? I wish Ferrari had chosen to follow this advice. It’s red, obviously and I do quite like that they are trying to incorporate the burgundy design from their special edition 1000th Grand Prix at Mugello, although they could’ve maybe blended it into the red rather than just a block of colour at the back of the car.Now, let’s talk about the snot green Mission Winnow logo on the car. I’m confused, I hate it but when it was on track it didn’t look that bad and anyway, it has been said that it won’t appear on the car for some of the races so, is it something to be that mad about? Probably not.

Launch Rating: 5/10
On Track Rating: 6.5/10

Alpine A521
Can I get a round of applause for this absolute beauty of a car? Like honestly, well done Alpine! When the rebranding of Renault was announced, I was quite skeptical on what the car would look like – especially since blue is becoming a F1 livery favourite at the moment but I cannot fault the design of this car. The metallic light blue is simply stunning and the red just blends so nicely with the flow of the car.It was my third favourite though, but after seeing it on track in Bahrain, especially under the lights, it took one leap forward into the number 2 spot on my list.

Launch Rating: 9/10
On Track Rating: 9.5/10

In terms of liveries, I wasn’t expecting much of a change in them considering the development freezes and the new regulations due to come in 2022, but I was pleasantly surprised with most of them! One thing is for sure though, no matter what they look like – I just can’t wait for lights out in Bahrain.

Charley x

Whether its a few drinks with friends, or just for fun – everyone loves a good game of
Would You Rather?

So, we put current Formula 2 and Haas F1 Team Reserve driver Louis Deletraz to the test with some weird and wonderful questions. Do any of his answers surprise you?


would you rather give up social media or eat the same meal for the rest of your life?
give up social media!

would you rather have a rewind button or a pause button for your life?
a rewind button

would you rather win 40 races but never win a championship, or win a championship without ever winning a race?
win a championship!

would you rather talk like Yoda or breath like Darth Vader?
Yoda

would you rather be able to run as fast as a cheetah or fly, but only as fast as a tortoise?
run as fast as a cheetah!

would you rather have raced in the 1950s or the 1980s?
1980s

would you rather race at Silverstone or Monza?
Silverstone!

would you rather have 1 Horse Sized Duck or 100 Duck Sized Horses?
100 duck sized horses

would you rather drive a McLaren 720s or a Ferrari F12?
Ferrari F12

would you rather your only mode of transport be a donkey or a giraffe?
Donkey

A big thank you to Louis for talking part! Is there any other drivers you’d love to see? We’re really hoping to make this into a series to get to know the drivers we love on a different level!
Let us know!




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