The Red Bulletin F1 Special - The Styrian Grand Prix 2020 - 03

SUNDAY, 12 JULY, 2020

AN ALMOST INDEPENDENT F1 NEWSPAPER

02 Gallery F1 Spielberg

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12 July, 2020  The Red Bulletin

Rain king: Lewis Hamilton mastered the conditions, showing the skill it takes to become a six-time world champion and beating Max Verstappen to pole by 1.2 seconds.

RAINING

CHAMPIONS Torrential rain lashed the Styrian mountains bringing the F3 race to an early halt and turning FP3 into a washout.

All eyes turned to the skies as the Formula 1 teams waited patiently in their garages for a break in the storms to get on track in time for qualifying. After a delay, the drivers took to the circuit and defied the treacherous conditions with a masterful display of driving skill. They really are the best in the world.

Alex Albon reads all about‌ Alex Albon: The daily edition of the Red Bulletin has been required reading in the paddock on the last two weekends.

The Red Bulletin  12 July, 2020

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F1 Spielberg Gallery 03

Traffic jam: The conditions were so dicey that the drivers had to leave gaps as they exited the pitlane to avoid getting caught in the spray from the car in front.

Gimme shelter: Haas get creative, using a massage table to keep the rain at bay.

We all hope the sun will have his hat back on this afternoon.

Fetch the fire brigade: Everyone at the circuit pitched in, working hard to prepare the Red Bull Ring for action in the rain-hit qualifying session.

PICTUREDESK.COM, GETTY IMAGES, GEPA PICTURES

WERNER JESSNER

Rinse and blow dry: Ferrari mechanics use leaf blowers to dry the box in front of their garage as they search for more grip for their drivers.

Spinning wheels in almost every gear, hardly any grip in the corners: Max Verstappen puts his RB16 on the front row under the toughest conditions imaginable.

04 Bullhorn F1 Spielberg

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12 July, 2020 The Red Bulletin

PIT BITCH: HELEN PARADYCE

She’s been embedded with F1 for over a week now and is delighted to report that F1’s ‘summer of love’ is at an end

W

ell wasn’t that exciting? I can’t remember the last time I watched such a thrilling race. OK, full disclosure: I can’t actually remember watching most races. In those olden golden days, as the cars formed up on the grid, I’d leave the media centre and head down to whichever team motorhome offered the best wine and canapés to spend an afternoon with the Stitch ‘n Bitch Club, the name the drivers’ wives and girlfriends actually gave themselves in those less politically correct days.

Of course, there are no motorhomes at the moment and, anyway, I gather that the current crop of driver girlfriends usually spend the race either in the garage or in the driver’s room in the motorhome, finishing off their homework before school on Monday. Whoa, stop right there! Before you get the wrong idea, remember that these days the drivers are also of school age!

The paddock has largely been sticking with F1’s strict health and safety regs, but the regime has had some odd side effects. I heard some TV reporters complaining that due to the drivers wearing masks, the reporters couldn’t understand a word they were saying and that there was concern audiences at home might think it was a lot of disconnected nonsense. I don’t see the problem, as to me that sounds like a normal conversation with an F1 driver: “Car fast, happy win, struggle, call good.”

However, this inability to string a sentence together doesn’t seem to hinder ex-drivers’ ability to land roles as expert analysts for their national TV channels once their racing days are over. In their defence, I’d suggest they are not going to learn much from their new colleagues, the ‘professional broadcast media’.

You could tell the drivers were delighted at the lack of people in the paddock and occasionally I’d spot one of them dashing from the team office to the garage before slowing to a walk as it dawned on them they no longer had to rush to avoid their devoted fans and the 47 TV crews all demanding to know what exactly they meant when they said: “Hard race, not slow, team-mate utter b***tard.”

Still they did have to do some media and the post-race interviews might have been interesting, but I didn’t notice, as I was too busy staring at the mini-podiums. I assume whoever designed the ‘newnormal’ podium is a football fan otherwise why else would the drivers end up looking like Subbuteo figurines just waiting for a giant thumb to come down and flick them back to their garage?

You may have read comments in the press about what an ordeal the Covid test is. Rubbish! It’s true that having something huge

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HELEN PARADYCE

shoved up your nose and down your throat – feel free to insert your own jokes here, dear reader – is a bit unpleasant, but as a fan of the high colonic, I think those reporters need to up their pain threshold.

As I mentioned last week, I was concerned about returning to F1 as it seemed to have got a bit clinical and too darn pleasant. And in the build-up to the race, I was proved right, as everything was sweetness and light, with an almost believable ‘we’re all in this together’ attitude at the track.

Imagine my relief then to see that by the time Friday came round it was business as usual, and the brief Summer of Love quickly turned into a sort of verbal Altamont as teams protested each other and drivers claimed they were sacked, while team bosses claimed it wasn’t so much a sacking as a re-evaluation of priorities in the light of a global disaster that provided the perfect excuse – or something.

That last line might or might not be a reference to Sebastian Vettel and I can shed some light on his collision with the man who replaces him next year, Carlos Sainz. It did look to be mainly the German’s fault, but in mitigation I happen to know that Carlos had been suffering visibility problems since first practice, when it became clear that this year’s Ferrari, which because of regulations will also be next year’s Ferrari, is a bit ‘difficult’. Ever since then, Carlos has struggled to see through a veil of tears and a fogged up visor.

HERI IRAWAN (COVER), YANN LEGENDRE

‘I can shed light on Seb’s collision’

The Red Bulletin 12 July, 2020

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F1 Spielberg Gastronomy 05

DINE LIKE A MOUNTAIN MAN

If you want to sample the best of Styrian cuisine, here are four easy recipes suitable for beginners and advanced connoisseurs alike

Level 1 SALAD WITH PUMPKIN SEED OIL

Let’s start with the basics – salad dressing. Firstly, it’s not that you can’t eat salad without pumpkin seed oil, it’s just that you shouldn’t. Secondly, supermarket pumpkin seed oil is better than nothing (but only just). Thirdly, the oil should smell like freshly cracked nuts.

Finally, real pumpkin seed oil should be as thick as engine oil. And now a recipe: take two teaspoonfuls of sweet mustard, emulsify with two pinches of salt and balsamic vinegar and blend with two parts pumpkin seed oil. Mahlzeit!

Level 2 EINE KLEINE GLASS OF SCHILCHER

This Austrian rosé wine used to have a reputation for being acidic and unpalatable but that is all in the past.

In Schilcher country, specifically southwestern Styria, a new generation of vintners have got to grips with wines made from the Wildbacher grape and the results can be spectacular. Schilcher is technically a rosé but some varieties actually pass as reds. If you prefer white, then you can’t go wrong with a Muscat Blanc à Petits Grains from the Gnas/Tieschen region in the south-east of Styria.

DPA/PICTUREDESK.COM, GETTY PREMIUM, STEIERMARK TOURISMUS/BERHARD LODER, ARMIN WALCHER

WERNER JESSNER

Level 4 STEIRERKAS

This is the region’s cheese and there are two types: in the Mur Valley, it’s typically a rubbery, translucent, boiled curd cheese while the version from the Enns Valley is lumpy and crumbly.

Both are made from the same ingredients but in Enns, it’s dried, not boiled. While the Mur version is quite mild, a wellmatured Enns Valley Steirerkas rivals even the most pungent French cheeses for flavour. In either case, enjoy it with fresh bread and hand-churned butter.

Level 3 STERZ

This has to be the simplest recipe of all: mix butter, flour, salt water and something to add flavour, like freshly chopped apple. This staple has kept woodcutters fed for generations. For this special variety, use buckwheat flour.

Here’s how: brown the flour, dry, in a pan, and stir in the boiling water. Tip the dough into the butter, cut it into pieces, grate apple over it, add sugar to taste – and that’s it! Kaiserschmarrn is a similar dish but it’s dressed for more sophisticated Viennese society.

06 Path to Glory F1 Spielberg

Team principal since 2006... Franz Tost has taken 14 F1 drivers under his wing to date.

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12 July, 2020  The Red Bulletin

The Red Bulletin 12 July, 2020

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F1 Spielberg Path to Glory 07

THE CHAMPION TRAINER

For the past 15 years, FRANZ TOST has moulded quick young drivers into race winners.

In Spielberg, a third of the grid has come under his tutelage. So what are the raw materials he looks for to turn a rookie into a title contender?

GETTY IMAGES

Words FRANZ TOST, recorded by WERNER JESSNER

08 Path to Glory F1 Spielberg

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12 July, 2020  The Red Bulletin

The Red Bulletin 12 July, 2020

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F1 Spielberg Path to Glory 09

NEW LOOK: Toro Rosso (below) became AlphaTauri (during testing, left). But the goal remains the same: to train young drivers for Red Bull Racing.

‘HOW CAN YOU SPOT FUTURE CHAMPIONS? THEY’RE REACTING TO INPUT AFTER TWO OR THREE LAPS’

SAMO VIDIC/RED BULL CONTENT POOL, GETTY IMAGES

THE CREAM RISES TO THE TOP ‘Any driver who comes to us has to be an aboveaverage talent, otherwise there’s simply no point in trying to train them. The simple fact is that there’s no guarantee that a driver who did well in Formula 3 will make it to the top in Formula 1. I watch as many races in smaller series as I can so that I can have a solid foundation to base the selection process on.

Talent means natural speed but it’s also about being able to judge speed relative to grip, find the perfect braking point and the right place to enter the turn, assessing how much speed you can keep at the top of the curve in order to get perfect acceleration out of it and take as much speed as possible into the next straight. A young driver either has those skills or he doesn’t. Thanks to telemetry, we can see what they’re doing on every lap. I spend as much time as I can at the track during testing so I can study the drivers and see where they can improve.

This is when you find the cream of the crop. We teach the drivers what they have to change in their driving style to get a better time, such as braking earlier on such a turn or to come into it more gently so you hit the top of the curve at the optimal point where you can put your foot down earlier. The talented drivers can put that into effect within two or three laps. The less talented drivers need longer.

I say to any of my new drivers that kindergarten is over, the hard work starts in Formula 1. And part of that talent is the ability to put advice to good use quickly and effectively. You don’t need to tell the likes of Vettel, Verstappen or Ricciardo anything twice.

And now the bad news… there’s been any number of supremely talented drivers in Formula 1 who had everything it took to be world champion but they never came close to winning a Grand Prix because they were lacking one key ingredient, namely...

10 Path to Glory F1 Spielberg

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12 July, 2020 The Red Bulletin

What a lot of people don’t know is Franz is not just a good mentor, he was a successful racer, too. In 1983 he was the Austrian Formula Ford champion.

RUTHLESSNESS

THE WILL TO WIN

Anyone who succeeds in Formula 1 has already relegated everything else in their life to second place.

Racing must be the absolute priority – 365 days a year. That’s why I enjoy working with extremely selfish people: they are the only ones who can really take the cosh to themselves. They know what they have to do to succeed, how to get what they want and don’t let themselves get distracted. Anyone who listens to what his best mate or girlfriend says about racing has lost already. Champions listen to the team and nobody else.

Max Verstappen was probably at a higher level than any of the other drivers because of the work he’d already done with his father and the multiple wins he’d had in rookie categories. And Sébastien Buemi was in the other camp. He’s furiously quick, hardworking and disciplined but at decisive moments his nerve would fail him.

Self-discipline is vital because you have to stick to the rules. Controlling your emotions and habits is essential if you want to succeed in an elite sport.

It’s a development process and the quicker you understand it, the more successful you’ll be. For example, qualifying is all about setting that single fastest lap, so a lot of guys brake late. But what happens next? They leave it too late and end up missing the apex, losing a lot of time or winding up in the gravel.

Nutrition is also a part of discipline. Nutrition is extremely important. I don’t care how good mortadella tastes, it has no place on my drivers’ plates. A lot of young drivers don’t know that. You have to teach them to fine-tune their bodies. That’s why it’s important to know drivers and spend a lot of time with them to steer them away from the distractions of Formula 1. There are some you have to goad on, others who need a bit of slowing down.

Driver A might have done things like that but it’s got to be right for Driver B too. Behind his happygo-lucky persona, Daniel Ricciardo is madly disciplined and very hard working. He learns very quickly, is intelligent and focused. That’s how he beat his team-mate Jean-Éric Vergne – who is crazy quick – to advance to Red Bull Racing, whereas JEV is now in Formula E. Thanks to his hard work, Carlos Sainz is off to Ferra­ri. Discipline doesn’t have to mean moving close to the factory and going for a run with me at 5.30am every day. Everyone has to do what it takes to perform at his best – and do it consistently.

‘DISCIPLINE DOESN’T HAVE TO MEAN MOVING CLOSE TO THE FACTORY AND GOING FOR A RUN WITH ME AT 5.30AM EVERY DAY’

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A THREE-YEAR COURSE

GETTY IMAGES, RENAULT, MALCOM GRIFFITHS, F1, DAVID CLERIHEW/RED BULL CONTENT POOL

Ideally, I want to have a driver in the team for three years. The first year flies by and there’s no way young drivers can keep up with the pace. They may not like hearing it but in their early days, they’re just passengers in Formula 1 who can keep the cars on the road thanks to the good grounding they’ve had in karting and smaller series, but no more than that.

Everything else overwhelms them.

They have to process and store a lot of information.

Sebastian Vettel liked to write it down. That basic knowledge lays the foundations for their second year when they’ll have to adapt to changes: new car, new regulations, a newly surfaced turn. And I remind them that there’ll never be a point when they know everything, not even if they’re a multiple world champion.

So by the second year, they should also be better at dealing with the demands of sponsors and the press.

The danger here is with pushing drivers too far mentally. We have to make sure they’re not tired when they get into the cockpit on Sunday. That’s why there are no activities for AlphaTauri drivers from Wednesday afternoon. They have to focus. Any duties they have to carry out for sponsors on Saturday have to be finished by 8.30pm. Even if the driver doesn’t then go to bed, he still has to gather his mental strength and process his thoughts.

By the third year, the driver has to be ready to step up into the top team. Daniil Kvyat and Pierre Gasly are examples of what happens if you rush through basic training. They’re both now back with us. The pressure at Red Bull Racing is a very different ball game that you can easily underestimate. A positive example is Alex Albon. If he keeps developing at the same rate, he’s going to become a top driver.

ATTENTION TO DETAIL Champions are perfectionists. Tweaking your seating position for hours on end until it’s absolutely perfect isn’t petulance, it’s normal. The same goes for setting up the car. Champions know what parts of their own car and their team-mate’s are poorly made because the first person to beat is your team-mate.

You’ll only figure out all the small details if you spend time with your mechanics and engineers and go and see the car again at the garage after your latest meeting. You also have to learn to understand the circuits and your opponents. Who brakes where, what was the track temperature last year compared to this and how does that affect my driving style? It’s tough work but I guarantee you that people who don’t take it seriously, won’t be in F1 for long.

Understanding the importance of that takes intelligence and Sebastian Vettel is the best at it.

He questions everything and doesn’t settle for the first solution. It’s no wonder he’s a four-time world champion.’

F1 Spielberg Path to Glory 11

WHERE ARE THEY NOW?

Successful graduates from Red Bull’s School of Racing Sebastian Vettel

Jean-Éric Vergne

Joined Formula 1 aged 20, led one race – Japan – in his first year and, in his second, won sensationally for Toro Rosso at the 2008 Italian Grand Prix. Having won four world championships in a row with Red Bull Racing, Se­bastian moved to Ferrari in 2015.

Between 2012 and 2014, he raced in 58 GPs for Toro Rosso. After moving out of Formula 1, he was one of the first drivers to fully commit to Formula E. He’s the first driver to retain the championship. Off track, he’s co-owner of the hugely successful Veloce esports team.

Nationality: German Successes: Four-time Formula 1 World Champion, drives for Ferrari

Nationality: French Successes: Two-time Formula E champion

Carlos Sainz

Sébastien Buemi

Nationality: Spanish Successes: An F1 Podium, future Ferrari driver

Nationality: Swiss Successes: Two-time winner of the 24 Hours of Le Mans, two-time WEC champion and Formula E champion Swiss Seb might be the busiest driver of all, juggling drives in Formula E, WEC (where he’s been a Toyota factory driver for years) and the Red Bull Racing simulator. He also competed in 55 races in F1 with Toro Rosso, has won the 24 Hours of Le Mans twice and has one Formula E championship to his name.

Daniel Ricciardo

Nationality: Australian Successes: 7 Grand Prix wins After debuting with F1 underdogs HRT, Daniel spent two years honing his skills at Toro Rosso before going on to become one of the world’s fastest drivers from 2014 with Red Bull Racing. After his surprise switch to Renault last year, he’s on the move again in 2021, this time to McLaren.

The son of the three-time World Rally champion and three-time Dakar Rally winner left Toro Rosso in his third season to join the Renault factory team and then went on to shine at McLaren. Ferrari promptly snapped him up for 2021 to be Charles Leclerc’s team-mate.

Brendon Hartley

Nationality: New Zealand Successes: Winner 24 Hours of Le Mans From 2006 to 2010, the Kiwi raced with Daniel Ricciardo in various rookie categories with Red Bull Junior Team. He became a Porsche works driver in 2014, winning the WEC world championship and, in 2017, the 24 Hours of Le Mans. He competed in 25 F1 races for Toro Rosso.

12 Cutting Corners F1 Spielberg

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12 July, 2020 The Red Bulletin

SHORT CIRCUITS

The Red Bull Ring might be short but it’s sharp and packs a mighty punch.

So what would happen if we took other F1 tracks and cut some corners.

Would they still be every bit as exciting?

Let’s wield the axe and find out…

Since returning to the calendar in 2014, the Austrian Grand Prix has provided some astoundingly good, wheel-banging races, pulling in a vast number of spectators, all of whom can see all of the track, all of the time. It’s even silenced any complaints that the modern circuit isn’t a patch on its famous predecessor, the fabulously fast Österreichring – and this is putting odd thoughts in people’s heads. Is smaller better? The Red Bulletin has obtained confidential documents from F1’s secretive Department of Spurious Fiction, outlining plans to chop up other tracks in a quest to ‘enhance the show’.

RED BULL RING Small is beautiful: the Red Bull Ring offers the high-speed thrills, technical twists and sweeping corners of the old Österriechring but in a condensed package where fans can take in all the action from the edge of their seats.

012_TRB00_TRBF 12

GETTY IMAGES, PROJEKT SPIELBERG, PICTUREDESK.COM

The grand prix circuit used to sweep around the perimeter of the old airfield, but in 2010 it gained a fiddly infield section, which hasn’t exactly endeared itself to anyone. Silverstone should be all about screaming around fast corners at incredible speed and switching direction faster than a diarrhoetic goshawk. You need Copse, Maggotts, Becketts and Chapel. The rest of it? Not so much.

Fortunately, you can use the old A-Frame runway layout: you turn hard right at Stowe, hammer down the main runway, hang a left onto the Wellington Straight and come out somewhere near Woodcote. Fans get to see 75 laps instead of 52, which gives them plenty of time to buy 10 pints of warm beer and some pork scratchings while watching Formula 1 cars doing remarkable things at unbelievable speeds. What more do you want? A unicorn?

MATT YOUSON

SILVERSTONE

11.07.2020 17:22:05

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F1 Spielberg Cutting Corners 13

SUZUKA It’s quite possible that the Suzuka East and Suzuka West circuits are the second and third best race tracks in the world. After Suzuka, obviously. Even so, the prospect of chopping up the Beast in the East sounds like an act of barbarism on a par with throwing acid at the Mona Lisa or adding a voiceover to Blade Runner. That said, there are very few grandstands down at the western end and who wouldn’t be happy watching F1 cars scream through the Esses over and over again? You also get a track that looks like an Easter Island Moai that’s fainted – an asset the current calendar is clearly lacking.

SINGAPORE

ALBERT PARK

It’s difficult to imagine a grand prix more regularly processional than Monaco – but Singapore somehow pulls it off. The track is no worse than the one in Monte Carlo – there’s just more of it, so the pain lasts longer.

Indeed, we used to think street circuits had to be a tedious sequence of low-speed, second-gear corners but then Baku opened our eyes to the potential for high-speed mayhem on a layout convenient for shopping and bars. As such, the Marina Bay Street Circuit should go from having the most corners in F1 to the fewest, cutting everything from Turn Five to Turn 22, and simply hammering down the long straight from the first sequence of corners, around the back of the paddock to the Singapore Flyer. Then we’d have a circuit so fast it’d make the drivers’ eyes spin in their sockets. Like Avus – with added sweat and better street food.

It’s odd that Australia, the all-action nation that gave us AFL, Alan Jones and the pie floater have made such a technical and – dare one say? – dainty grand prix circuit. Oz is the perfect place for the first race of the year and the crowd is magnificent – but they never get to see a magnificent race. As the track goes around a lake, there’s not much room for short cuts but you could get rid of turns one, two, nine, 10, 11 and 15, and have some decent straights. Granted, that might mean carving through a cricket oval or two – a heinous crime to most Aussies – but it’s not like they don’t have plenty more of pitches…

013_TRB00_TRBF 13

11.07.2020 17:22:16

14 Then and Now F1 Spielberg

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He may be writing new chapters in Honda’s return to the grid but the Japanese engineer already has a storied history in F1

T

oyoharu Tanabe has been Honda F1’s Technical Director since the start of the 2018 season when the Japanese manufacturer teamed up with what is now Scuderia AlphaTauri, before powering the entire Red Bull family as from last year. But Tanabe-san is no racing rookie, in fact he was Gerhard Berger’s engineer at the time when McLaren and Honda were the dominant force in the sport.

“When I started working in F1, I was 26 years old, working as the engine data engineer for Nelson (Piquet) and Nigel (Mansell) and I had very little experience of life outside Japan. A couple of years later, we switched to McLaren and I began work with Gerhard.

Goto-san (Osamu Goto, Honda F1 project leader at the time) had this motto that ‘the driver and engineer should know one another as people’. That’s how we ended up on Gerhard’s private jet.

“We had a test at Silverstone after the 1990 Mexican Grand Prix, where Gerhard had finished third. That night, Gerhard flew us to his mountain home town in Austria and showed us the sights. There was a festival going on and lots of people were drinking lots of beer in a big tent! Gerhard had many friends and we had a happy time.

“Since I came back to F1, Gerhard would always have an encouraging word for me when we met at some races, laughing and shouting ‘More power!’ at me, which is what all racing drivers say to all engine mechanics! Last year at the Red Bull Ring, we also had a very public meeting: I was really proud when I was asked to go up on the podium to collect the Constructors’ trophy after Max gave Honda its first win since Hungary in 2006. It was particularly special that Gerhard was there to present me with the trophy.

“We had got the win after working very hard and after some difficult times. Doing it at Red Bull’s home race with my old friend Gerhard with me on the podium was a very emotional moment.

“Do I understand Austria and Austrians? Hard to say, because I also work with Franz Tost and he and Gerhard have very different personalities. But it seems that when Austrians decide to do something, they do it one 100%!”

HONDA, MOTORSPORT IMAGES

JUSTIN HYNES

1990

Back in the day as Gerhard Berger’s engineer at McLaren

2020 Toyoharu Tanabe is in the engine room for Red Bull Racing and Scuderia AlphaTauri

12 July, 2020 The Red Bulletin

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F1 Spielberg Then and Now 15

‘THE DRIVER AND ENGINEER SHOULD KNOW ONE ANOTHER AS PEOPLE’

FULL OF WIIINGS. FREE OF SUGAR.

RBATSE-00002 Keyvisual ED + SF Anzeige EN 202x287+5_l2.indd 1

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