car presentation formula 1

How F1’s new mandatory car ‘show-and-tells’ will work

The new ‘show-and-tell’ display that Formula 1 teams will be obliged to take part in this season will include public car presentations before practice and after qualifying.

F1 weekend schedules are shifting this year to take away one ‘official’ day of activity at the track, with scrutineering and driver press conferences moved to Friday morning and practice shifting slightly later to accommodate that.

There was originally going to be a requirement for teams to present a reference specification alongside initial scrutineering, which they could then adjust in Friday practice – to trial new parts for future events – before returning to the reference specification before the start of final practice.

Though this has been dropped from the new sporting regulations, it has been replaced in a different form as part of the process outlining a presentation that F1 managing director of motorsport Ross Brawn has referred to as a “show-and-tell”.

There will be a requirement for teams to present their cars to the media before practice begins and again after qualifying.

For what is being officially termed the ‘pre-event automobile display’, teams will provide a summary document to the FIA listing “the name and brief description of all major aerodynamic and bodywork components and assemblies” that have not been run on a previous weekend or official test session.

The FIA and F1 will define the requirements for what teams must disclose at this point.

Each team has to make both cars available outside their designated garage area for a period up to one hour, starting no later than 90 minutes before FP1 begins.

The cars must be “nominally complete and fitted with all major aerodynamic and bodywork components that are intended to be used” when they go on track for the first time in FP1.

Exceptions to taking part in this display will be permitted with prior written permission from the race director.

On Saturday, half an hour after qualifying finishes and for a period of up to one hour, one car from five different teams will be identified by the race director and technical delegate and must be made available for a ‘post-qualifying automobile display’.

A senior technical or sporting representative must be available for at least 10 minutes, at which point they will need to detail “all major aerodynamic and bodywork component updates” made since Friday morning.

Last year, Brawn told media including The Race: “We’re pushing on with initiatives to get greater engagement and a greater insight into what’s happening.

“The teams will explain the changes they’ve made for that weekend and they’ll declare to the FIA the changes they’ve made.

“It will create another nuance and other interest in the sport, because the technical side of the sport is quite fascinating to a lot of fans.”

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Formula 1 cars 2022: Dates and schedule for the presentations

Don’t miss it: All dates for the car presentations by Mercedes, Red Bull, Ferrari and Co. with Vettel and Schumacher for the 2022 Formula 1 season!

The new look of Formula 1: In spring, the teams traditionally present their new Formula 1 cars before they are prepared for the season during the winter tests!

In this continuously updated overview, we not only name the dates for the individual presentations and first details about the race cars, but also offer an overall view of all Formula 1 launches in 2022 and the respective car designations.

Mercedes: If the 2021 Constructors’ Championship champion team stays true to its previous conventions, the next Formula 1 Mercedes will be called W13. This is because it will be the 13th car since the return as a works team in the 2010 season. Incidentally, the “W” stands for “car” within Mercedes. And: The new car of Lewis Hamilton and George Russell is to be a real Silver Arrow again for the first time since 2019 and no longer compete in black. It is not yet known when Mercedes will unveil the car.

Red Bull: In 2021 Red Bull had sent the RB16B to the grid as a further development of the RB16 from the 2020 season. So in 2022 the RB17 could have followed, but they decided on the RB18. “RB” of course stands for “Red Bull”, the number behind it counts the seasons since the energy drink company entered Formula 1. Traditionally, Red Bull colours its Formula 1 cars dark blue with red and yellow elements. New in 2022 is the starting number 1 for world champion Max Verstappen. Sergio Perez, as his teammate, will remain with the number 11. It is not known when the new Red Bull will be presented.

McLaren: It is not yet known when the new Formula 1 McLaren will be seen for the first time. In 2021, the McLaren racing car driven by Lando Norris and Daniel Ricciardo was known as the MCL35M, with the “M” standing for the then new drive partner Mercedes. The M will be dropped in 2022 and the car will be called MCL36. The new car is expected to return to the familiar Papaya colour scheme with lots of orange.

Alpine: In the first year under the new team name, Fernando Alonso and Esteban Ocon drove the A521 model. The car name was a mix of past and present. In 2022, Alpine could follow this up with an “A522”, but this has not yet been confirmed. The presentation date of the vehicle is just as open. Presumably, Alpine will once again appear in metallic blue, including the French national colours blue, white and red as well as black.

AlphaTauri: The team’s two Formula 1 models to date have been AT01 and AT02. If AlphaTauri remains true to this line, Pierre Gasly and Yuki Tsunoda will drive the AT03 in 2022. It is not yet known when and where the new car will be officially presented. Most recently, the racing team showed itself in the colours dark blue and white.

Aston Martin: The presentation of the new Formula 1 car of Sebastian Vettel and Lance Stroll will take place on 10 February in Gaydon/England. The car will be called AMR22, after the AMR21 was used in 2021. Until now, the team had often noted the year in the car name. “AMR”, incidentally, stands for “Aston Martin Racing”, which last competed in metallic dark green, with pink accents.

Williams : The search is on for the successor to the FW43B. Will the historic vehicle name be retained after the death of team founder Frank Williams? Then there could be an FW44 in 2022. After all, “FW” stands for “Frank Williams”, but he had already given up his shares in the company in 2020. When and where the new car by Alexander Albon and Nicholas Latifi will be shown for the first time is not yet known.

Alfa Romeo: The C41 will probably be followed by the C40. Sounds strange, but it could really happen. Because the number 40 was actually reserved for the 2021 project, which was then postponed to 2022. By the way, the “C” in the car’s name stands for Christiane, the wife of team founder Peter Sauber. And at Alfa Romeo, many things are new in 2022, not only the car: Valtteri Bottas and Guanyu Zhou will compete for the team in Formula 1 for the first time. Only title sponsor Alfa Romeo will remain with the racing team from Hinwil in Switzerland. There is no date for the presentation of the car yet.

Haas: Since entering Formula 1, the US racing team has always named its cars after the respective year. So the VF-21 of 2021 should be followed by the VF-22 for 2022. “VF” actually means “Very First”, which of course was only really true in the premiere year of 2016, but was retained thereafter. The new Haas car of Mick Schumacher and Nikita Masepin is eagerly awaited, after all Haas 2021 has only developed for 2022. Details of the presentation, however, are not yet known. The colour scheme of title sponsor Uralkali with lots of white, blue and red is likely to remain.

The dates of the Formula 1 presentations in 2022:

10 February: Aston Martin – Gaydon (Great Britain) Mid-February: Ferrari – TBA still open: Mercedes still open: Red Bull still open: McLaren still open: Alpine still open: AlphaTauri still open: Williams still open: Alfa Romeo still open: Haas

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If you drive a car, you are already using F1 technology

F1 engineers fast-track innovations for the car industry and always have

Turn up the volume on the radio.

Check tire pressure.

Drop down a gear to manage a steep hill.

A typical car steering wheel allows most people to accomplish these functions without taking their hands off the wheel — the same way a Formula One driver races.

F1 racing has long been a testing ground for technology that later appears in consumer cars. Even something as simple as the bolted-on rearview mirror can be traced back to Ray Harroun’s race-winning Marmon Wasp in the very first Indianapolis 500, in 1911. With big budgets and rules that allow for experimentation, F1 teams attract innovative engineers who devote their time to performance development. From new materials to energy technology, innovations in an F1 car eventually affect the future of the transportation industry.

“Racing is always about going the extra mile and looking for the most sophisticated technical solution,” said Jochen Hermann, chief technology officer at Mercedes-AMG. “That opens your mind for technologies you would not think of first for a [consumer] car.”

From racetrack to city streets

Incorporating F1 technology into consumer cars is not as simple as passing a new component over the wall from the racing side and plugging it into next year’s Mercedes G-Wagen, a luxury sport-utility vehicle, or a McLaren 750S sports car.

The requirements of an F1 car are very different compared with the cars typically seen in a grocery store parking lot, said McLaren’s chief technical officer, Charles Sanderson. “Basically, a Formula One car is trying to do a very fast lap time and only do that a few times,” Sanderson said. Its components are specialized just for the task of going fast.

An F1 car doesn’t have to have room for a laptop bag or be sturdy enough to survive wintry roads full of potholes for months like a consumer car must be. Designed to operate for many years, a consumer car must be suitable for a variety of drivers, young and old. “NVH requirements and safety requirements are very specific in road cars,” Sanderson said, referring to noise, vibration and harshness, or, in other words, how loud and jiggly something is.

It can be hard to trace the lineage of a feature in a consumer car that first existed in an F1 machine. Often the technology will filter through other forms of racing, such as IndyCar or NASCAR. Sometimes the aerospace industry tests similar innovations before the technology is available to motorists. For instance, turbocharging, a way of increasing the power of an engine using the flow of exhaust gas, was first used on radial airplane engines. Now turbos are a common engine configuration on many consumer cars as well as on Formula One machines.

Not every new technological feature originated on the racetrack, but as we head into the 2024 F1 racing season, engineers agree on a few important innovations that consumer cars have inherited from F1 in recent years.

Paddle shifters

Once found only in the most exotic of supercars, paddle shifters — the little pull-tabs directly behind the steering wheel that can be used to change gears in cars with automatic and semiautomatic transmissions — or adjust regenerative braking in several electric cars — can now be found in anything from a new Nissan Maxima to a 2010 Chevy Camaro. So ubiquitous is the feature that you might not even realize your car has it.

“A semiautomatic gearbox had been the subject of studies and track tests as far back as 1979,” said Emanuele Carando, head of global marketing at Ferrari, who recounted the story of why racecar drivers benefited from moving the gear shift onto the steering wheel. At the time, F1 cars still used a manual transmission, somewhat like a motorcycle, where the driver would click up and down the gear range rather than moving a lever on a manual car. The movement required precious time and took hands off the steering wheel.

In 1989, Nigel Mansell won the Brazilian Grand Prix racing in a F1-89, a car equipped with the first electrohydraulic gearshift on the steering wheel. About 10 years later, the automotive world was abuzz when the first consumer car with similar technology debuted at the 1997 Frankfurt Motor Show. It was Ferrari’s F355 F1 Berlinetta.

“Its electrohydraulic system allowed drivers to keep their hands on the steering wheel during gear changes, reducing shift times and improving integration with the engine,” Carando said. The technology appeared in more expensive performance cars first, then mainstream cars.

Carbon fiber

McLaren shook up the racing scene in 1981 when it built a tub, the capsule in which the driver sat, out of carbon fiber instead of metal and used that as the main structure of its MP4/1 racecar. Carbon fiber combines strong carbon threads with resin, which hardens into a material that is lightweight yet strong enough to replace steel in many applications. The aerospace industry had been using the material to make the blades of some jet engines.

“The root of that [carbon tub] goes back to the lightweighting philosophy,” Sanderson said, referencing an idea common among sports car builders that the best way to be fast and nimble is to start with the least amount of mass: Think of a gazelle’s advantage, should it be chased by an elephant through a labyrinth.

“Maybe it’s not a technology,” Sanderson continued, “but it’s a philosophy transfer very strongly driven within F1. The core principle to delivering lap times is lightweighting.”

After the MP4/1’s success on the racetrack, McLaren continued using carbon in its racecars and eventually developed a consumer car using the technology, the aptly named McLaren F1 in 1995. Other car manufacturers soon followed.

“Since then,” Sanderson said, “every vehicle that we’ve built has had a carbon [tub]. It’s got a lot of advantages, not just in lightweighting, but in stiffness and in safety.”

Because it’s still an expensive material, carbon fiber is used sparingly by car manufacturers, usually as automotive jewelry. Its light-catching black weave gives a sporty but elegant look to console covers and door trim inlays. Some manufacturers use it to create aerodynamic elements such as rear wings, front spoilers and scoops.

In more performance-oriented models, carbon fiber can be found in structural parts such as wheels and cabins. On a Ferrari 296 GTB, one of the many expensive options is a carbon fiber diffuser that channels air underneath the lowered body of the vehicle. Sporty cars from mainstream brands such as Honda or Chevrolet use carbon fiber for rear wings and other add-ons.

For more affordable cars manufactured in large quantities, carbon fiber might be too expensive to justify its weight-saving benefit just yet. Exceptions include BMW’s electric SUVs, the tiny i3 and the larger iX, which have passenger cabins made of carbon fiber.

“I think as those technologies continue to improve, they’ll be more valid for the mass market,” Sanderson said. For electric cars weighed down by heavy lithium batteries, mass must be eliminated in other places. “Lightweighting becomes more important, as does safety. Both of those things are delivered really well by carbon.”

Hybridization

Unlike paddle shifters and composites, hybrid engines — an electric motor coupled to a gasoline engine to maximize fuel efficiency — were placed in consumer cars first. F1 racing adopted the technology later.

Fuel efficiency is the reason. From a marketing perspective, it seemed prudent to F1 executives to follow the automotive industry in a switch from large V-8 engines to smaller engines combined with an electric motor. It would be an interesting new engineering challenge. It would also keep F1 more relevant to advertisers and address its environmental impact in a world affected by climate change.

F1 engineers quickly saw the possibilities of recovering energy from braking, and even from the heat of the engine, to be used later as an electronic power boost. This idea of using stored energy as a performance enhancer, not just a gas-saver, is now available in some consumer cars.

“KERS [Kinetic Energy Recovery System] definitely began in Formula One,” Sanderson said. “In fact, I think McLaren and Honda were developing the KERS concept. Regenerative braking, basically. I distinctly remember having a discussion with our Formula One team about the battery that was going into their KERS system in 2014.”

The Mercedes-AMG C63 is a large luxury sedan known for its big engine and impressive performance. The 2024 version of the C63 S has an engine half the size of the previous generations. By combining that small engine with an electric motor and lightweight battery, the 2024 model creates more power while delivering better fuel economy. It’s a combo that comes straight from F1.

“The special cooling system of the batteries of the AMG C 63 is also based on the technology we use in Formula One,” Hermann said. “It’s not only hardware. Software is getting more important.”

New innovations are already in the race paddock. Gains made in battery technology and energy management will improve consumer electric vehicles, and advancements in biofuels may help cars transition away from fossil fuels to lessen the carbon footprint.

About this story

Elana Scherr is senior features editor and columnist at Car and Driver. Scherr has been covering the automotive scene, from racetracks to new car reviews, for more than a decade and spends her weekends tinkering on a collection of vintage cars.

Editing by Bronwen Latimer. Photo editing by Haley Hamblin. Design and development by Audrey Valbuena. Design editing by Betty Chavarria. Copy editing by Anne Kenderdine.

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Thieves Stole a Formula 1 Driver’s Ferrari. It Turned Up 28 Years Later.

Gerhard Berger unsuccessfully tried to chase down the thief in a Volkswagen Golf back in 1995. Now, the car has been tracked down.

By Victor Mather

As a driver on the glamorous, jet-setting Formula 1 circuit, naturally the Austrian Gerhard Berger drove some serious iron, even away from the track: a red Ferrari 512M Testarossa.

So it was very likely with some dismay that he watched his car unexpectedly drive away with someone else behind the wheel.

The theft took place at the 1995 San Marino Grand Prix in Imola, Italy. Berger jumped in the path of the car, according to reports at the time, but had to leap out of the way as it zoomed off.

He then gamely gave chase in a friend’s Volkswagen Golf, which went about as well as you would have expected it to. The Ferrari was gone.

Good news, however: The car has been recovered. And it took only 28 years .

The car’s whereabouts were unknown until earlier this year, when Ferrari contacted the Metropolitan Police in London about a suspicious vehicle being sold by a British broker.

The police determined the car had been sent to Japan shortly after being stolen and then brought to Britain late last year.

No arrests have been made. A second Ferrari stolen at the same Grand Prix from the French driver Jean Alesi remains missing.

Why would this car in particular attract a thief, or the people who hired them to steal it?

The Testarossa is one of Ferrari’s most famous makes, initially manufactured in 1984. The 512M variant that Berger drove was made between 1994 and 1996; only 501 of them were produced. It was the final Testarossa.

Mr. Berger could not be reached for comment. He finished third at the 1995 San Marino Grand Prix, but may not have the best memories of the week in Italy.

The theft was brazen not only in how it was carried out, but because of the target itself. As Dave North of Wayne, N.J., a Ferrari expert and a member of the Ferrari Club of America, Empire State Region, noted: “It takes a lot of nerve to steal one. Everyone knows their Ferrari serial number.”

Stephan Markowski of Nyack, N.Y., another Ferrari expert who has worked on the automaker’s cars for years, had a theory as to the car’s enduring popularity. “I happen to fall right in that perfect age of people who love the Testarossa,” he said. “Miami Vice was on TV, and the Testarossa was that iconic white Miami Vice car.”

“It was so ’80s, but it held up remarkably well,” he said. “It’s amazing how well that car has aged.”

Mr. Berger was not the only famous person to choose the car. The baseball star Gary Sheffield pleaded no contest to a reckless driving charge in 1994 after being caught going more than 110 miles an hour on Interstate 4 in a Testarossa. Michael Jordan picked up a ticket in 1989 when his Testarossa was going 90 m.p.h. in a 60 m.p.h. zone. Jean-Claude Duvalier, the former Haitian dictator, drove a red Testarossa while in exile on the French Riviera.

The New York Times was also not immune to the charms of the Testarossa, to say the least. “Want to meet gorgeous members of the opposite sex?” a news columnist asked in 1996 . “For guaranteed results, buy a Ferrari and cruise the malls. While we’re on the subject, don’t buy just any Ferrari. Make it the F512M, arguably the most beautiful and certainly the most recognizable Ferrari ever built.”

The column added: “No other car that is legal to drive in the United States offers a comparable combination of glamour, aesthetics and performance.”

In 1988, not long after the Testarossa was launched, Enzo Ferrari, the company’s founder, died. That increased the car’s value for collectors even further, as it was one of the last cars directly associated with him.

Sold on it yet? The police said Mr. Berger’s car had a value of 350,000 pounds (about $445,000). Other 512Ms were recently listed for sale online between $500,000 and $700,000.

Victor Mather covers sports as well as breaking news for The Times. More about Victor Mather

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