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Formula 1 2021 Season Stats Review

Hamiltons 5 Biggest Winning Margins

Formula One Drivers Who Won On Their Team Debuts: Part 1

2021 Russian Grand Prix: Stats Breakdown

WRC Stat Attack

The narrowest winning margins in Motorsport: Part 1

Weekend Stats Round-up: Oct 1st-3rd 2021

F1 Saudi Arabian Grand Prix Preview

2021 Turkish Grand Prix Stats Breakdown: 

F1 Qatar Grand Prix Stats Review

Prost: Alpine F1 departure due to being sidelined by CEO Rossi

Ferrari reveals launch date for 2022 Formula 1 car

Alonso: Oldest F1 driver tag now gives me an advantage

Wickens admits IndyCar return “doesn’t seem feasible”

FIA releases update on Abu Dhabi F1 GP investigation

Insider’s guide: F1’s engine rules

Hulkenberg: "Pretty damn fast" F1 2022 cars may still be hard to follow

Maserati to join Formula E as new manufacturer from 2023

Hyundai becomes first WRC team to launch 2022 Rally1 car

Alonso: "Luxury" to leave and return to F1 on my own terms

Four-time Formula 1 world champion Alain Prost says his departure from Alpine came after he felt sidelined by CEO Laurent Rossi.
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Motorsport.com exclusively revealed on Monday that the Frenchman had left his non-executive director and advisory role with the French car manufacturer as part of a management overhaul being undertaken this winter.
After taking to social media to express his disappointment at the way news of his departure had been made public, Prost opened up to French newspaper L'Equipe and discussed the reasons for his exit.
Prost said that he had felt increasingly isolated throughout 2021 following the arrival of Rossi, and that had left him unhappy about his position within the team.
"The 2021 season was very disturbing to me as I felt that those who had been here for a long time had to go," he explained.
"I accept change, as you don't have to always do F1 the same way. You can do it differently, and that's what was done throughout last year. But for me, it has become too complicated.
"I wasn't involved in decision making any more, I sometimes disagreed &ndash; completely &ndash; but I had to keep conveying the official word.
"Even as a member of the board, I found out about some decisions at the last minute. I may not be listened to, but I should at least be informed in time. It's a matter of respect. Relationships have become more and more complicated, I could feel a lot of jealousy."
Prost said that Rossi, who is working on a new management structure, had made it clear to him that he no longer wanted an advisor.
"Laurent Rossi wants to be alone, not to be annoyed by anyone," added Prost. "He actually told me himself that he no longer needed an advisor.
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Gerhard Berger, chairman of ITR, Alain Prost, Alpine F1 Team, and Jean Todt, President, FIA, on the grid.
"It was in Qatar, but he still offered me a contract in Abu Dhabi, which I refused. I still must say that I believed &ndash; and still do &ndash; in this ambitious project which has incredibly boosted motivation in the group.
"However, there is now a real drive to sideline a lot of people. Laurent Rossi wants all the spotlight. What I'm interested in is the challenge of being in a team, being listened to and involved in some decisions.
"I was very much in the background on purpose, but I discreetly had some influence despite all the disagreements I kept to myself."
Prost's comments to L'Equipe come after he made some pointed remarks on Instagram about the way Alpine had handled news emerging about his departure.
"I am very disappointed how this [news] has been announced today!" he wrote. "It was agreed that we would announce together with @alpinef1team! No respect sorry!
"I have refused the offer made to me in Abu Dhabi for the 2022 season because of a personal relationship and I was right! To the Enstone and Viry team I will miss you"
Prost's exit from Alpine comes amid Rossi restructuring the team in a bid to help it move further up the grid.
The team announced earlier this month that executive director Marcin Budkowski had left with immediate effect, and it is expected that former Aston Martin team principal Otmar Szafnauer will step in as new team principal.
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Alain Prost

Alpine

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by Jonathan Noble & Benjamin Vinel

Ferrari has issued a &lsquo;save the date&rsquo; for the unveiling of its new Formula 1 car ahead of the 2022 season.
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<a href="https://motorsportstats.com/team/ferrari-2/summary/series/formula-one">Ferrari</a> F1 chief Mattia Binotto said in December the team was planning to launch its new car in mid-February prior to the start of pre-season testing.
But Ferrari has now formalised its plans by announcing on social media that it will unveil the 2022 model on 17 February, one month from today.
<blockquote class="twitter-tweet">
One month to go&hellip; 𝟭𝟳.𝟬𝟮.𝟮𝟮 🏎 <a href="https://twitter.com/hashtag/essereFerrari?src=hash&amp;ref_src=twsrc%5Etfw">#essereFerrari</a> 🔴 <a href="https://t.co/TDR2BH9YfR">pic.twitter.com/TDR2BH9YfR</a>
&mdash; Scuderia Ferrari (@ScuderiaFerrari) <a href="https://twitter.com/ScuderiaFerrari/status/1482978716997373952?ref_src=twsrc%5Etfw">January 17, 2022</a></blockquote>
Ferrari is the second team to announce when it will be launching its car ahead of the new season following Aston Martin, which revealed last week that it would unveil the AMR22 on 10 February.
Ferrari is yet to reveal a name for its 2022 car, but the team will enter the new season looking to build on an encouraging 2021 campaign.
<a href="https://motorsportstats.com/driver/carlos-sainz/summary/series/formula-one">Carlos Sainz</a> and <a href="https://motorsportstats.com/driver/charles-leclerc/summary/series/formula-one">Charles Leclerc</a> scored five podiums and two pole positions to help lift Ferrari to third place in the constructors&rsquo; championship, bouncing back from the team&rsquo;s worst campaign in 40 years in 2020.
While Ferrari failed to win a race for the second season in a row last year, the data proved that it made a step towards the leading pair of Mercedes and Red Bull, both in terms of outright pace and in its race operations such as pitstops.&nbsp;
The new technical regulations for the 2022 season mark a significant opportunity for Ferrari to try and return to the front of the pack, having opted against extended development of its car last year as a result, saying there could be &ldquo;zero compromise&rdquo; for the new ruleset.
Ferrari&rsquo;s new car will enjoy its first extended run-out following its launch on 23 February when pre-season testing gets underway at the Circuit de Barcelona-Catalunya in Spain.
The three-day test will be followed by a further three days of running from 10-12 March in Bahrain, which will also host the opening round of the season on 20 March.
Ferrari is already looking to renew Sainz&rsquo;s contract after an impressive first season at Maranello, with talks due to take place over the winter. His existing deal expires at the end of the 2022 season.
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Ferrari

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by Luke Smith

Alpine Formula 1 driver Fernando Alonso insists that he sees his age and experience as an advantage heading into the 2022 season.
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The Spaniard turned 40 last July, and with his contemporary Kimi Raikkonen now retired he is the oldest driver on this year&rsquo;s grid, ahead of 37-year-old Lewis Hamilton.
Alonso made his grand prix debut with Minardi in 2001. He missed the 2002 season while serving as Renault test driver and took a break from F1 after his final season with McLaren in 2018, before returning with Alpine last year.
He cited the knowledge of low-profile racing tyres gained in the FIA World Endurance Championship with Toyota in 2019 and 2020 as a specific example of the benefits of his extended career.
&ldquo;On the age, I feel good, honestly I feel an advantage,&rdquo; he said when asked by Motorsport.com about his new position as the sport&rsquo;s senior driver.
&ldquo;When I come to a circuit, I know the circuits. Now everyone is testing this 18-inch tyre, and I know very well these tyres from the WEC.
&ldquo;There is exactly the same behaviour on the tyres, and the same way you have to drive the tyre, which is very different. So all the things that I am facing, for other people are live for the first time, and for me it's a second or third time. So this is good.&rdquo;
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Fernando Alonso, Alpine A521
Alonso acknowledged that continuing to race at the top level requires some sacrifices, especially with the busy calendar of the current era. The 2022 season, his 18th as an F1 race driver, will see a record 23 events held.
&ldquo;The only problem to be older is that you have to have the motivation to go into a season that you will be 300 days per year away,&rdquo; he said. &ldquo;You have to have that desire, you have to have that lifestyle that allows you to dedicate yourself to this sport.
&ldquo;Apart from that, all the other things are advantages. So because I'm in a moment in life that I want to dedicate my moment in time to F1, it&rsquo;s fantastic. I think I only see advantages.
&ldquo;And then, physically, I think the cars of today are not very demanding. I think 2004-05, maybe the age was a limitation.&rdquo;
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Fernando Alonso

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By Adam Cooper

Robert Wickens, who will race in this year&rsquo;s IMSA Michelin Pilot Challenge, says that a return to IndyCar doesn&rsquo;t seem feasible but he&rsquo;s &ldquo;interested in exploring other options.&rdquo;
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The 32-year-old Canadian, who suffered a severe spinal injury in a crash during the 13th race of a startlingly strong rookie IndyCar campaign in 2018, today announced his return to racing, as he joins the Bryan Herta Autosport Hyundai team.
In a media conference that followed the announcement, Wickens admitted that his amazing rehabilitation from a litany of injuries &ndash; thoracic spinal fracture, spinal cord injury, neck fracture, tibia and fibula fractures to both legs, fractures in both hands, a fractured right forearm, fractured elbow, a concussion, four fractured ribs and a pulmonary contusion &ndash; has now leveled off.
&ldquo;I would say honestly what you see is what you get,&rdquo; he said. &ldquo;I&rsquo;m at the point in my life now where my recovery has more or less plateaued in terms of neuro recovery. I&rsquo;m not regaining any more muscle function so I think unfortunately it looks like I&rsquo;ll be in a [wheel]chair for the remainder of my life, as long as modern medicines and science stays where it is.
&ldquo;But it&rsquo;s a great life, I was able to regain a lot of function. I can stand with support and I can take a couple of steps with support, but in terms of leaving the chair permanently, I don&rsquo;t think that&rsquo;s in my pipeline right now.&rdquo;
He described his aim this year in the IMPC as wanting to &ldquo;tick the boxes that I&rsquo;ve set for myself internally &ndash; win some races, get on the podium and show the world what can be done. From there, opportunities are endless. I&rsquo;m so grateful for what I have now and let&rsquo;s see where that takes me.&rdquo;&nbsp;
Regarding the possibility of racing in the Indy 500, in which he scored Rookie of the Year honors in 2018 with a ninth-place finish, Wickens replied: &ldquo;First thing for me is that I want to race in the Michelin Pilot Challenge in my Hyundai Elantra N TCR car to prove to myself I can do it again. It&rsquo;s almost a proof of concept I guess &ndash; understand the hand controls, compete again. I haven&rsquo;t raced in three-and-a-half years. I just want for myself and everyone around me to know I can do it again, and once we check that box, nothing&rsquo;s out of the question.
&ldquo;I think it would be awesome to race Indy 500. On the same side, I would be very interested in exploring new avenues. I&rsquo;ve never really done any sportscar driving. I think racing at the highest levels of IMSA, in the WeatherTech series would be amazing. The LMDh cars just look insane. Formula E is something that is very appealing to me. So I&rsquo;m interested in exploring other options of motorsport outside of IndyCar.
Asked if he thought fitting hand controls, such as those he&rsquo;ll use in the Hyundai Elantra N TCR he&rsquo;ll share with Mark Wilkins, could be fitted to an IndyCar, Wickens admitted, &ldquo;I think it&rsquo;s tough to say.
&ldquo;IndyCar is in an evolving state, there&rsquo;s new regulations coming in [for 2023] and I was hoping they were going to go to more of a brake-by-wire system, especially with their hybrid elements that they&rsquo;re including, and to the best of my knowledge they haven&rsquo;t done so, so we&rsquo;re stuck in the same circle we were in originally. I think anything is possible with the right time, money and resources, right?
&ldquo;It&rsquo;s a big ask &ndash; a colossal ask, in fact! &ndash; but I&rsquo;m honestly at the point in my life where if I never return to IndyCar, I&rsquo;m very satisfied with that. I&rsquo;m really looking forward to the opportunity I have here from Bryan Herta Autosport and Hyundai to get back behind the wheel and feed that hunger that I&rsquo;ve had for so many years watching on the sidelines. If things in the future arise, we&rsquo;ll address them as they come, but for the time being I honestly don&rsquo;t see IndyCar as a feasible option on my return.
&ldquo;Knowing what I know now, the physicality of the IndyCar, to adapt it to me and my hand controls will require a lot of customizations that I&rsquo;m not sure the series would really sign off on. The braking system would have to change, the power steering I would probably need, whereas we don&rsquo;t have power steering in an IndyCar. So it would take a one-off IndyCar, which I don&rsquo;t know if other teams would agree to.&rdquo;
Wickens, who will continue working with the Arrow McLaren SP team in IndyCar, expressed his gratitude to team co-owners Sam Schmidt, Ric Peterson, McLaren CEO Zak Brown and team president Taylor Kiel for allowing him to let his IMPC commitments take priority this year. He admitted that what he&rsquo;d lacked most over the past three seasons as he attended races as AMSP&rsquo;s driver advisor was the pre-race adrenaline hit he once felt as a driver.
&ldquo;There&rsquo;s a lot of different aspects you miss, especially that moment before the start of the race&hellip; just you and the racecar to do what you have to do. Working with Arrow McLaren SP, I don&rsquo;t get that kind of adrenaline before the start of a race, as a driver. That&rsquo;s why it was so important for me to return, for good or for bad, to see if it&rsquo;s possible, and move on from there.&nbsp;
&ldquo;I&rsquo;m looking forward to that adrenaline. The fulfillment of winning a race, as a driver &ndash; that&rsquo;s what I&rsquo;m most looking forward to.&rdquo;&nbsp;
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Robert Wickens with Karli Wickens, Bryan Herta Autosport, Hyundai Veloster N TCR
Working the hand-control system Last May, Wickens was able to test the BHA Hyundai Veloster of Michael Johnson, another wheelchair-bound driver who relies on hand controls, and it will be a modified version of his system that Wickens will employ in the #33 Elantra this year.
&ldquo;I think hand controls are an open book on what you need and every driver&rsquo;s different,&rdquo; Wickens observed. &ldquo;We&rsquo;re trying to make small improvements to try and make it a little more comfortable and get more consistent lap times, but right now the braking system will be very much the same as it has been for Michael Johnson. It&rsquo;s worked very well for him and he&rsquo;s had a lot of success, so I&rsquo;m looking forward to getting comfortable with it and just trying to gain enough experience before we go racing at Daytona&hellip;
&ldquo;The hand control system that Michael was using is something he got very familiar with, so that speaks volumes. To me, it wasn&rsquo;t second nature [so] we&rsquo;ve changed the control positions: [the throttle] was on the front side of the steering wheel and you&rsquo;d push it in with your thumbs. I felt like, for me and my experience of driving able-bodied, I couldn&rsquo;t feel the steering wheel as much because I didn&rsquo;t have my thumbs in the wheel ever. They were always kinda floating on the throttle. &nbsp;
&ldquo;So we&rsquo;ve moved the throttle to almost like a clutch paddle-type system that you&rsquo;d see on a formula car. So the throttle is on the backside of the steering wheel. The shift paddles are in the same place, and the brake is going to be a ring on the back side of the steering wheel, which is more or less identical to what Michael has used in the past. The shape is changed slightly just to allow me to see the dashboard a little better.&rdquo;
Given that he&rsquo;s yet to test the Elantra &ndash; that will come next week in the IMPC test at the Roar Before the 24 in Daytona &ndash; Wickens isn&rsquo;t certain how much he&rsquo;ll be able to finess his braking technique with this system.
&ldquo;I can only recall back to the track day back in May,&rdquo; he said. &ldquo;In most racecars you have to apply the brake pedal with a lot of force, more than one can develop by squeezing their hand. So we have a hydraulic actuator to help develop brake pressure &ndash; but the problem with that is it&rsquo;s not a linear feel, like you feel with [a brake pedal under] your foot. &nbsp;
&ldquo;So the biggest adjustment is the balance between master cylinder size versus hydraulic assist to get that good feeling. I think that will take some time to tune, but it&rsquo;s easily accomplishable.&rdquo;&nbsp;
Wickens said that thanks to an adapted simulator at home, he is no longer instinctively trying to use his feet to brake.
&ldquo;What&rsquo;s the rule&hellip; 10,000 hours and you might figure it out?&rdquo; he grinned. &ldquo;I think I did that on my simulator at home, putting in countless hours trying to get there. It&rsquo;s crazy what you can do now with home simulation.
&ldquo;I can honestly say I&rsquo;m not going to my legs any more in the online racing world when I&rsquo;m racing wheel to wheel. I use hand controls on the road, so I&rsquo;m confident I&rsquo;m not going to react by going to my feet to do something.&rdquo;&nbsp;
However, a sim that emulates his new Hyundai&rsquo;s setup has not yet been developed.
&ldquo;Proof of concept is probably going to be at the Roar,&rdquo; he said. &ldquo;The brake system is the most complex part, and that&rsquo;s a carryover piece. It was a time crunch to get it done in time, so we didn&rsquo;t really get time to test it on the sim. We&rsquo;ll get [to Daytona] and learn in reality.&rdquo;

Robert Wickens

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By David Malsher-Lopez

The FIA has announced the next steps and plans for its investigation into the controversial Formula 1 season finale in Abu Dhabi last month.
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Since revealing in the week after the race at the Yas Marina Circuit that it would be launching a full investigation into what happened in the closing stages of the race, the FIA had not issued any updates or communications.
But in a statement issued on Thursday, the FIA confirmed that the investigation was now fully underway, and outlined what the next steps would be.
Newly-appointed FIA president Mohammed Ben Sulayem is set to consult both teams and F1 drivers as part of the analysis of what happened in Abu Dhabi, before a final decision is announced at the World Motor Sport Council meeting in Bahrain in March.
"Following the decision to the World Motor Sport Council in Paris on 15 December 2021, the FIA administration, under the leadership of Mohammed Ben Sulayem, has started the detailed analysis of the events of the last Formula 1 Abu Dhabi Grand Prix," the FIA statement reads.
"The FIA president launch a consultation with all F1 teams on various issues, including this one.
"On January 19, an item on the agenda of the Sporting Advisory Committee will be dedicated to the use of the Safety Car.
"The following stage will be a shared discussion with all F1 drivers.
"The outcome of the detailed analysis will be presented to the F1 Commission in February and final decisions will be announced at the World Motor Sport Council in Bahrain on 18 March.
"FIA president Mohammed Ben Sulayem has asked Secretary General Sport and recently-appointed Single-Seater Director Peter Bayer for proposals to review and optimise the organisation of the FIA F1 structure for the 2022 season."
The news comes at a time when Hamilton is understood to be considering his future due to the fashion of his defeat in Abu Dhabi. He said over the radio after the race that it had been "manipulated", and has not spoken publicly since his brief post-race interview in parc ferme.
Mercedes F1 boss Toto Wolff said last month that both he and Hamilton were "disillusioned", and that he hoped it would not prompt the seven-time world champion to walk away.
FIA statement in full
"Following the decision to the World Motor Sport Council in Paris on 15 December 2021, the FIA administration, under the leadership of Mohammed Ben Sulayem, has started the detailed analysis of the events of the last Formula 1 Abu Dhabi Grand Prix," the FIA statement reads.
"The FIA president launch a consultation with all F1 teams on various issues, including this one.
"On January 19, an item on the agenda of the Sporting Advisory Committee will be dedicated to the use of the Safety Car.
"The following stage will be a shared discussion with all F1 drivers.
"The outcome of the detailed analysis will be presented to the F1 Commission in February and final decisions will be announced at the World Motor Sport Council in Bahrain on 18 March.
"FIA president Mohammed Ben Sulayem has asked Secretary General Sport and recently-appointed Single-Seater Director Peter Bayer for proposals to review and optimise the organisation of the FIA F1 structure for the 2022 season."
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2021 Abu Dhabi Grand Prix

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Do you know what power an F1 engine has, how energy recovery works and what parts teams can replace when? Find out this and more here&hellip;
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Formula 1 is at the cutting edge of engine technology and its latest power plant is one of the sport&rsquo;s most complex yet.
In fact, the current engines are so complicated they need to go through a pre-start routine involving laptops, remote operations and a bunch of clever engineers before they can be kicked into life.
What is in an F1 power unit?
First things first, a modern F1 engine is no longer called that, it&rsquo;s called a &lsquo;power unit&rsquo; &ndash; and that&rsquo;s because it&rsquo;s a hybrid. It consists of a petrol internal combustion engine and electric motors powered by an Energy Recovery System. (ERS).
When introduced in 2014, they were criticised for their lack of noise compared to the popular ear-rattling V8 and V10 monsters of the past, but these are some of the most powerful and efficient power units in Grand Prix history.
&nbsp;
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Max Verstappen, Red Bull Racing RB16, Valtteri Bottas, Mercedes F1 W11, Lewis Hamilton, Mercedes F1 W11, Lando Norris, McLaren MCL35, Alex Albon, Red Bull Racing RB16, and the rest of the field away at the start
How much horsepower does an F1 power unit produce?
The total power output from the combined petrol and electric elements is around 1,000bhp &ndash; significantly higher than a normal road car. The petrol engine runs at 15,000rpm &ndash; again, significantly more than a road car.
This all means an F1 car can cover 0-60mph in around 2.6 seconds and top out at around 230mph, depending on the amount of drag it is running. When BAR (which via Honda and Brawn GP eventually became Mercedes) stripped its car of as much drag as possible, it hit 246.9mph on the Bonneville Salt Flats in 2006.
What type of petrol engine does the power unit use?
The engine is a four-stroke 1.6-litre turbo V6. It is designed to a strict set of dimensions and material limitations, with the cylinders arranged in a 90-degree &lsquo;V&rsquo; configuration and two inlet and exhaust valves per cylinder.
The turbocharger works by using a compressor to pressure charge the engine. It&rsquo;s driven by airflow from the car&rsquo;s exhaust, via a turbine that is connected to the outlet system.
For those who understand engines, the compression ratio for each cylinder must be no higher than 18, the fuel pressure in the injectors is 500barG or below and the fuel mass flow is no more than 100kg/h, scaling down at lower revs.
That fuel mass flow is key &ndash; because it basically means the amount of petrol going into the engine is limited, restricting the revs and the power that can be produced and encouraging the teams to design more efficient engines.
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Haas F1 Fuel in sign
What fuel does it take?
The cars use fuel made up of compounds normally found in commercial fuels, with no specific power-boosting chemical compounds. Nowadays, a minimum of 10 per cent of the fuel must comprise advanced sustainable ethanol.
The cars reportedly go through around 135 litres of fuel during a race, which is said to be a third less than they did with the more thirsty V8s of old.
What does the Energy Recovery System (ERS) do?
The ERS recovers energy from the exhaust and brakes and converts it into electricity to either power the electric motors directly or be stored in a battery for later use as an extra power boost.
The MGU-K (Motor Generator Unit - Kinetic) is an electric motor linked to the engine crankshaft. In regenerative mode, it works as a generator, slowing the car through &lsquo;engine braking&rsquo; (reducing the use of the conventional brakes) and producing electricity to charge the battery. In drive mode, it becomes a motor, using that electricity to drive the wheels for extra acceleration.
The system is only allowed to generate a certain amount of energy per lap &ndash; about 33 seconds worth of maximum power boost - but it can store double that amount, so a team can be strategic and save and use energy at different times.
The MGU-H (Motor Generator Unit - Heat) is more complicated and is used in combination with the turbo, which itself works by using exhaust gases to spin a turbine that pressurises the engine.
As a generator, the MGU-H provides resistance that slows down the turbo spin &ndash; which helps to prevent the turbo creating too much boost at high power &ndash; and turns that energy into electricity that is stored in the battery.
As a motor, it is used to keep the turbo spinning when the driver is not on the throttle, reducing turbo lag and smoothing the delivery of power. This is more efficient than the fuel-powered alternatives.
Crucially, electricity generated by the MGU-H can be used to power the MGU-K directly &ndash; so it can add to the 33-second limit maximum that can be used from stored energy each lap. That means the more electricity the teams can generate from the MGU-H, the longer they can use their electric power boost.
The whole system, including the different parts and ancillaries, must be no lighter than 150kg, with the storage part making up between 20-25kg of that.
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MGU-H
How much power do the electric motors generate?
The maximum power the MGU-K can produce is 120kW &ndash; which equates to about 160bhp. To prevent electric powered super starts, though, its use is restricted at the start of the race to until the car has reached 100km/h.
The MGU-K must weigh no less than 7kg and can spin up to 50,000rpm, with a maximum torque of 200Nm. The MGU-H can be 3kg lighter and can spin up to a massive 125,000rpm.
How is that power deployed?
The power is in the hands of the driver &ndash; and the onboard computer. Teams develop engine maps set up to deliver the electric power in different ways, and the drivers simply have to choose between them and let the car do the rest.
Is the electric motor dangerous?
The ERS is a seriously high voltage piece of kit. It operates up to 1000V so can give off a very hazardous electric shock.
To reduce risk, high voltage cables are coloured orange and have a voltage cut-off when disconnected. The main energy storage enclosure, MGU-H and MGU-K and all high voltage junction boxes are marked with hazard warning signs.
The ERS can be shut down in several different ways and to show its operating and insulation state it is fitted with status lights on top of the airbox, glowing green when safe and red when not.
In 2019, after retiring from the Bahrain Grand Prix, Daniel Ricciardo was told to &ldquo;jump from the car&rdquo; without touching it after the red light came on and his Renault team declared it &ldquo;electrically unsafe.&rdquo; Luckily, that doesn&rsquo;t happen often.
How do they start the cars?
The team need to attach an external starter device to the car to start the petrol engine in the garage, pit lane and on the grid. The engines are fitted with anti-stall systems to prevent the engine cutting out when a driver loses control.
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Haas F1 mechanics on the grid
How many power units can a team use in a season?
Years ago there were no restrictions on engine use and teams spent millions producing special &lsquo;qualifying spec&rsquo; engines which were tuned up to the max but would only last a handful of laps before revving themselves into submission.
Now, to keep costs down, the number of power units allowed in a season is restricted, with each driver allowed no more than&hellip;
- three engines - three turbochargers - three MGU-H - three MGU-K - two energy stores - two control electronics - eight sets of engine exhaust systems Teams are allowed to go beyond their allocated number but will be handed grid position penalties every time they do &ndash; so power units are now built to be more robust than in the past.
How does the FIA make sure the power units are legal?
To minimise the chances of cheating, electrical DC sensors from the FIA&rsquo;s designated suppliers are attached to different parts of the ERS and there is a torque sensor fitted to the MGU-K.
All cars run the same high-pressure fuel pump, manufactured by a single supplier appointed by the FIA World Motor Sport Council, and two fuel flow metres are positioned in the fuel tank to monitor flow rates.
To keep check on the petrol engine operation, the power output shaft and each driveshaft are fitted with a certified torque measurement system, and pressure and temperature sensors are fitted for the fuel injectors.
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Ferrari SF1000 engine detail
What&rsquo;s the future?
The current units are not going to last for ever &ndash; because F1 is already shaping plans for the next generation.
There is now a &lsquo;freeze&rsquo; on these designs &ndash; which means teams are no longer allowed to develop them. That is to free up time and budget to develop a new different, more industry-relevant hybrid engine to be introduced in 2025.
The new regulations will focus on high levels of environmental sustainability, with plans to use fully sustainable fuels and significantly simplify the design to reduce costs.

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Special feature

Recent Formula 1 driver Nico Hulkenberg is unsure the new technical regulations for 2022 will totally solve the issue of dirty air due to the &ldquo;extremely high&rdquo; cornering speeds.
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F1 will introduce a new technical ruleset for this year, featuring an overhaul of the aerodynamic regulations that could shake up the pecking order.
The goal of the new regulations is to make the field more competitive and allow drivers to race wheel-to-wheel more without losing as much downforce due to dirty air coming off cars ahead of them.
The cars were expected to be several seconds slower than the 2021 models, although much of this lap time has since been regained.
The 2022 cars will hit the track for the first time in pre-season testing at the end of February, but drivers have been working to get up to speed with the models in simulators, getting a first taste of what to expect this year.
Hulkenberg last raced full-time in F1 through 2019 with Renault, but made three appearances for Racing Point in 2020, deputising for drivers with COVID-19. Through last year, he worked with Aston Martin as its reserve and development driver.
Writing on his LinkedIn page, Hulkenberg explained how his initial findings with the 2022 car from his simulator running suggested they would not be much slower or different to drive, and that he was unsure the dirty air issue would be resolved.
&ldquo;They aimed to [make the cars] a bit slower, more challenging to drive, to have more focus on drivers that can make a difference rather [than] car performance and aerodynamics dominating,&rdquo; Hulkenberg said.
&ldquo;From my initial experience, however, the new cars are pretty damn fast and not necessarily slower than the last generation. The driving experience hasn't changed that much either, at least in the simulator.
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Nico Hulkenberg, Racing Point RP20, in the cockpit of the car (Motorsport Images)
&ldquo;It will be very interesting to see whether these cars can really follow the car in front better. In the simulator, the cornering speeds are extremely high, so the risk of dirty air is still given and it&rsquo;s difficult for me to imagine that following another car comfortably at these speeds will be easy.
&ldquo;Anyhow, I hope we will [be] positively surprised. Once pre-season testing starts drivers and teams will find out how the cars really behave on-track.&rdquo;
Hulkenberg felt the new regulations would be a &ldquo;huge learning curve for everybody involved&rdquo;, and although he felt it was &ldquo;too early for predictions&rdquo;, he expected the leading teams from recent years to be at the front once again.
Hulkenberg revealed in September that his hopes of making a full-time return to F1 in 2022 were over. The German driver tested for McLaren&rsquo;s IndyCar squad, only to rule out a switch to the series due to personal reasons.
by Luke Smith
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Nico Hülkenberg

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Maserati will make its return to motorsport to join Formula E as a new manufacturer from the 2022-23 season, signing up for the advent of the Gen3 regulations.
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The Italian manufacturer will end its lengthy hiatus from single-seater racing to join Formula E next year, in partnership with a yet-to-be-announced team &ndash; an arrangement akin to fellow Stellantis brand DS and its deal with Techeetah.
Having become part of the Stellantis automotive group at the start of 2021, following a merger between Fiat Chrysler Automobiles and the PSA Group, Maserati is due to launch an electric variant of its MC20 sportscar ahead of plans to have electric variants of its full range by 2025.
This follows Stellantis&rsquo; plans, outlined in 2021, which pledged to invest &euro;30bn through to the end of 2025 to develop its interests in electrification.
To develop its products further in the realms of motorsport, Maserati will hence develop its own Gen3 powertrain &ndash; which will generate 350kW of power in addition to a standard-spec front powertrain pushing 250kW.
&ldquo;The Maserati brand today is going back to the future, going back to its roots of racing,&rdquo; said Maserati CEO Davide Grasso in a call to select media on Monday.
&ldquo;I'm extremely happy and excited to announce that Maserati is the first Italian brand to join the Formula E Championship from 2023, season nine. It couldn't be a better way to start the new year.&rdquo;
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Maserati MC20 (Photo by Motor1)
&ldquo;[It&rsquo;s] probably one of the greatest days in the history of ABB Formula E Championship, to have a brand as iconic as Maserati with a racing heritage.&rdquo; added Formula E founder and chairman Alejandro Agag.
&ldquo;The incredible history that Maserati has, to have this brand come into the ABB Formula E Championship, into the electric revolution that we're pushing, is really an incredible moment for Formula E.
&ldquo;It's great to have an Italian team in the ABB Formula E Championship. And you know, it's been a few seasons, it's taken a few years, but I think it couldn't be a better brand, a better team to come into the championship than Maserati.&rdquo;
A select number hardware design solutions will cross-pollinate between DS and Maserati, but the two brands will compete against each other and will not share software solutions.
Maserati ended its tenure as a manufacturer team in single-seater racing back in 1957 after Juan Manuel Fangio won his fifth and final Formula 1 title at the wheel of a 250F.
The 250F remained popular among privateers afterwards, remaining in use until the end of 1960 at the climax of the 2.5-litre powertrain regulations.
The Modena marque also developed the MC12 for GT1 regulations, which made its debut in the FIA GT championship in 2004 and enjoyed fantastic results in the category &ndash; extending its success by winning the first FIA GT1 Championship title in 2010.
By Jake Boxall-Legge
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Maserati

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By Jake Boxall-Legge

Hyundai is the first World Rally Championship manufacturer to officially launch its all-new hybrid Rally1 car that will contest the 2022 season.
Hyundai i20 N Rally1 2022 edition
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Photo by: Hyundai Motorsport The Korean marque has unveiled its challenger to tackle the WRC&rsquo;s new hybrid era, featuring a tweaked version of its blue and orange factory livery.
The i20 N Rally1 will be piloted by Thierry Neuville and 2019 WRC champion Ott Tanak across the full 13-round championship, while new signing Oliver Solberg will share the third entry with the experienced Dani Sordo during the season.
Solberg is expected to contest the majority of the rallies beginning with the first three outings in Monte Carlo (20-23 January), Sweden (24-27 February) and Croatia (21-24 April).
New Rally1 regulations has resulted in Hyundai, Toyota and M-Sport Ford designing and constructing all-new cars from the ground up, with Hyundai the last of the marques to commit and start working on its 2022 challenger, the final specification only began testing in late November.
The biggest change to the cars sees the introduction of a 100kW hybrid unit coupled to the 1.6 litre turbo charged internal combustion engine, the only key component carried over from the previous generation of cars.
Drivers will be required to use hybrid power during every stage with power boosts activated by the throttle pedal and unlocked through energy regeneration under braking during the tests.
Rally1 cars are constructed around a new safer, steel spaceframe chassis built from scratch. Compared to their predecessors, vehicles will be approximately 70kg heavier, feature reduced aerodynamics to the tune of 15%, have less suspension travel and will be without trick centre differentials.
Hyundai president Scott Noh, acting as an interim team principal following Andrea Adamo&rsquo;s departure last month due to personal reasons, believes the new i20 will be capable of mounting a title challenge.
&ldquo;We are confident we have the package to fight for our third manufacturers&rsquo; title &ndash; and to support our crews to be in the hunt for the drivers&rsquo;/co-drivers&rsquo; titles too,&rdquo; said Noh.
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Photo by: Hyundai Motorsport
Despite heading into uncharted waters with the introduction of hybrid power, powertrain manager and deputy team director Julien Moncet says the team has embraced the technological challenge, but is wary that the i20&rsquo;s performance will only be known when competition begins at Monte Carlo.
To further understand the challenges of hybrid technology, Hyundai conducted a private three-day rally simulation in Italy with its prototype car in October last year.
While testing has been largely completed without major issues, in November the team&rsquo;s test in France was halted by a serious crash for Neuville and co-driver Martijn Wydaeghe. Neuville emerged unscathed while Wydaeghe is set to recover from a collarbone injury in time for Monte Carlo.
&ldquo;We have welcomed the technical challenge of WRC&rsquo;s new hybrid era,&rdquo; said Moncet.
&ldquo;It promises to be a step into the unknown for every team, but we are confident we&rsquo;ve done the best job possible with our Hyundai i20 N Rally1.
&ldquo;The main objective has been to combine the internal combustion engine and the plug-in hybrid unit, getting all the components working together harmoniously within the chassis.
&ldquo;We have carried out testing with the car in different scenarios on different terrain to gather as much real-time data as possible.
&ldquo;Our simulation test in October put the car through a representative experience of a real rally weekend, and from that we&rsquo;ve been able to further tune the Hyundai i20 N Rally1 ahead of its competitive debut.
&ldquo;The car&rsquo;s performance level will only really be known when we get to the rally stages against our competition.&rdquo;
Hyundai will conduct its final pre-event test this week in France ahead of the Monte Carlo season opener.
Toyota and M-Sport Ford are expected to unveil their Rally1 machines at the official season launch on Saturday (15 January).
by Tom Howard
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2022 Monte Carlo

Hyundai Motorsport

Thierry Neuville

Ott Tänak

Daniel Sordo

Oliver Solberg

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by Tom Howard

<a href="https://motorsportstats.com/driver/fernando-alonso/summary/series/formula-one">Fernando Alonso</a> says it was a &ldquo;luxury&rdquo; to be able to leave and return to Formula 1 on his own terms after enjoying his comeback season with Alpine in 2021.
Two-time world champion Alonso returned to F1 last year after spending two seasons out of the series to explore other racing disciplines.
After leaving F1 at the end of 2018 following a four-season stint with McLaren, Alonso raced at the 24 Hours of Le Mans, the Indianapolis 500 and the Dakar Rally.
Alonso enjoyed a successful comeback season with Alpine as he scored one podium finish in Qatar, as well as playing a crucial role in teammate Esteban Ocon&rsquo;s shock victory in Hungary.
Alonso said earlier in the year that he had enjoyed his F1 comeback more than he expected, and reflected on the season as a whole as being &ldquo;a good year for me&rdquo;.
&ldquo;On-track and off-track, I did enjoy the time with the team, and in this comeback, I was super happy,&rdquo; Alonso said.
&ldquo;I had the luxury to come back to the sport when I decided. When I decided, I stopped. When I decided, I came back. This is a very high luxury.
&ldquo;Normally it is a very small group of drivers that can drive in Formula 1, and it&rsquo;s not easy to have these kind of possibilities. I felt thankful for this.
&ldquo;And also the way that the season has been for me, from improving every time and finishing very strong, it was the best way to prepare for 2022.&rdquo;
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Fernando Alonso, Alpine A521
Alonso initially took a few races to get up to speed and readjust to life back in F1, explaining that he found the front tyres particularly difficult to get to grips with.
&ldquo;The biggest challenge was probably the front tyres and the philosophy that every team has in terms of front suspension, front power steering, feedback that you get on the steering wheel,&rdquo; Alonso said.
&ldquo;That&rsquo;s obviously very unique for each of the teams. And the front tyre construction did change from 2020 to 2021, and that was a challenge, I think, for everybody.
&ldquo;But it was a challenge apparently for the people that changed teams, we saw at the beginning of the year, and for me as well, because I was two years out of the sport.
&ldquo;The most rewarding moments were for sure the highs, and the moments that we performed a little bit better. Obviously the victory from Esteban in Hungary, that was the best moment for us as a team.
&ldquo;My podium in Qatar was obviously a very nice feeling.&rdquo;
by Luke Smith
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