Formula One: “Grand Prix Driver” – The Conflicted Review

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I’m conflicted. Last week I was sent an advance copy of the Amazon Prime documentary series Grand Prix Driver. This fantastic series offers previously unimaginable of levels of access to the McLaren F1 team as they prepare for the 2017 Formula One Season. Recorded over a period of four and a half months, Manish Pandey, Chris Connell, and Anwar Nuseibeh have produced an in-depth study into the life of a Formula One team with seemingly no topic being off limits. All of which, for a lifelong F1 fan such as myself, sounds incredible. So why am I conflicted?

It is said you should never meet your heroes. After watching Grand Prix Driver, I think this phase should be modified to ‘never watch a documentary about your heroes. I want to make it clear, the production values of the documentary are second to none. To gain the level of trust required to film some of the scenes depicted through the episodes is a testament to the passion, dedication and commitment of Manish Pandey and the team surrounding him. This series is a must-see for any fan of motorsport. Unfortunately, however, it’s also a must-see for anyone studying business management looking for examples of how not to run a successful business, and perhaps most importantly, for Toro Rosso and Red Bull Racing on how not to work with a Power Unit Partner.

If you have seen a trailer for the documentary, it will be clear the series charts the breakdown of the relationship between McLaren and Honda on the eve of the 2017 season.

 

Analysing the series and reflecting on narrative documented, I have tried to break down my assessment of the team into a few key sections.

Partnerships

The key rationale for the McLaren Honda partnership was that Ron Dennis and/ or the team felt it would not be possible for McLaren to challenge for world championships as a customer team. Logic and recent history suggest this assessment is absolutely correct. The mantra throughout the McLaren Honda partnership and throughout this series is that of “One Team” and “We win as a team; we lose as a team”. The documentary shows those words to be largely empty. Relations between McLaren and Honda employees at every level of the business seemed strained at all times. There is a constant feeling of us and them.

An interesting insight into teams using customer power units in Formula One is when the customer receives the power unit. As a customer team, power units very rarely enter the team facility. One unit will be made available for the first time the car is fired up ahead of the season. After this, Power Units will be delivered to the circuit by the supplier and taken away again at the end of a test or race weekend. The benefit of direct / works relationship with a power unit manufacturer should be these limitations are removed. Team and Power unit manufacturer work as one in parallel. Based on the Grand Prix Driver documentary, this unity was never achieved between McLaren and Honda.

The first time McLaren physically saw the 2017 power unit was in the days preceding the first fire up of the unit. This is not an integrated partnership. Heading into 2017, Honda were playing catch up, they decided to overhaul their design philosophy. This decision, it is implied, was one McLaren did not have a say in. After taking such a decision, communication between McLaren and Honda should have been continuous, when it came to installing the power unit there should have been no surprises. As the documentary will show, this was not the case, with components having to be re-engineered on the fly.

The relationship between McLaren and Honda was not a partnership. It was barely more than a customer relationship, where the supplier happened to be supplying power units free of charge.

Humility

In speaking to Manish Pandey about the documentary, the topic of humility came up. Manish’s view of humility was interesting. His perspective was that both Honda and McLaren demonstrated great humility as they prepared for the documentary. He and his team made several attempts to get the team to discuss ambitions for the season. Looking for the soundbite of ‘returning to the top step’ or ‘challenging for the championship’. No one offered such remarks. Manish’s view was that this demonstrates the team were realistic in their approach to the season, and on this, I agree.

However, as the McLaren Honda relationship fell apart around them, it was the team’s complete lack of humility that struck me. Throughout the entire series, no McLaren representative takes any level of accountability for the partnership failing. Honda is made entirely responsible for the shortcomings of the team performance. This is wrong. We’ve all had relationships that haven’t worked out, at no time is one party solely responsible for a relationship failing. It comes across as hugely arrogant of McLaren to place all the blame for their performance through the Honda partnership at the foot of the power unit manufacturer.

Honestly, I am amazed McLaren are happy for this lack of humility to be made public. At times I wasn’t sure if I was watching a documentary series set in Woking or a Mockumentary series from Slough.

Communication

In the opening episodes, meetings are filmed from outside rooms giving the viewer a feel for events taking place without the content being made public, by the final episode cameras have been invited into meeting with no talking points edited or removed. Whilst again, this is great access, being part of these meetings will be quite distressing for any fan of the sport. Time after time the viewer is shown milestone dates on timelines being missed or management interactions in which it seems almost impossible to offer a clear answer to basic questions. To me this again comes down to accountability, no one in the organisation seems willing to accept their role in the failure.

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Sponsorship

The topic of sponsorship or partners is something frequently addressed through the series. In a bid to highlight a new beginning for the McLaren team, it was decided that a departure from silver, grey and black tones in the car livery and team environment was required. The origins of this decision and influencing factors are a little conflicted in the series, but the message for change was clear. The ambition being a new livery concept will entice new sponsors to join a new McLaren.

For me, the professionalism around this decision is diminished somewhat by branding being applied on the eve of the launch in what appears to be a corridor. Nevertheless, the ambition is clearly communicated. This desire to rebrand after a challenging period also explains why McLaren are expected to reveal another new livery concept for the 2018 season.

The McLaren team has developed a strong reputation within the technologies sector for its work outside of Formula One in recent years. Major FMCG’s consult with the group on numerous challenges. The McLaren Formula One Team depicted in this documentary is not one many FMCG’s would look favourably upon. I do not believe the McLaren commercial team will look favourably on the way in which the team is portrayed.

Even Handed Approach

In my discussion with Manish Pandey, in an interview for Paddock Magazine (click here to head to the interview) I raised the question of the way in which McLaren and Honda were depicted within the series, highlighting my concern that Honda did not have the opportunity to offer their side of the story.

Understandably Manish did not hold my opinion. The narrative of a documentary is often defined by the events it covers from the perspective of the lead. This is not a Honda documentary. It is a McLaren documentary and the views within it are communicated as such. Again this is not a criticism of the documentary, more a reflection of the brief and the client.

 

I sincerely hope my interpretation of the McLaren team based on the series is not an accurate reflection of the way in which the business operates. 12 months have passed since this documentary was filmed. With new management structures in place, much-needed process and accountability may have been successfully implemented. I, like many other F1 fans, hope to see McLaren back at the front of the grid challenging for race wins.  With The McLaren Team seen through this 2017 documentary, I doubt this would have been possible. Whatever the power unit.

Grand Prix Driver is available on Amazon Prime from February 10thClick here for more.

 

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Formula One: Can F1 afford to wait until 2021?

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Barely a day goes by without one of the leading motorsport websites publishing comments around the future plans for F1. From louder engines to racing game inspired car designs, 2021 will amaze and inspire a new generation of fans. All of which sounds great, but it’s 2018. There are 3 seasons of Formula One between now and the promised fantastical future. The landscape of the motorsport industry can and will change dramatically in 3 years. Can Formula One really afford to wait?

2017 saw the introduction of the current set of technical regulations guiding the sport. Whilst cars are visually more impressive than there predecessors with the dimensions of the cars and tyres increasing. An overall increased emphasis on aerodynamics has had a dramatic impact on drivers ability to overtake with the 2017 season seeing less than half the number of overtakes of 2016.  At present, there appears to be no plan to address this issue, with the 2018 regulations seeing no modifications around aerodynamic regulations.

Mindful of a likely closer battle for wins, Mercedes, Ferrari and Red Bull Racing, may have focused the aerodynamic philosophies of their 2018 challengers around an ability to more closely follow a competitor, but without regulation changes a significant increase in overtaking from 2017 to 2018 is unlikely.

All this comes at a time the commercial positions of Formula One are coming under threat. Longstanding partners involved in the championship are defecting to the likes of Formula E or other sports, and at this time, prospects for new partnerships appear limited. With the Formula One business focusing their attentions towards 2021 why would a partner commit to the championship ahead of the ‘revolution’? The Formula One product from 2018 -2020 may be a difficult product to sell.

It is possible, Formula One management are focusing taking a strategy of focusing to the future with the view and expectation of teams demanding an earlier introduction of new regulations. With the Season 5 Formula E car set to make its public debut in the coming weeks, and Indycar looking strong with a new car concept, competition between championships is ever growing. Can Formula One and the teams committed to its success afford to wait another 3 years for change?

Formula E: Raising the Bar in Motorsport Sponsorship

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Season Four of the FIA Formula E World Championship resumes this weekend with the third round in the calendar coming from Marrakesh. As the first major motorsport event of 2018, now is a good time to reflect on the success of the championship and explore how Formula E’s approach to partners is changing the face of motorsport sponsorship.

As motorsport goes, Formula E is a Championship still very much in its infancy. When considering the achievements of the championship, this fact is something many forget. Over three seasons Formula E has established a global audience in excess of 200M, this compared to Formula One which using the same metrics reported an audience of 350M across 2017 is hugely impressive. On average, Formula E appeals to a younger audience, with a gender split whilst still leaning towards males is far more balanced than any other form of motorsport. The city-centre, single day format has proven successful, as have affordable ticketing policies. Attendance of an ePrix is successfully positioned as a family event.

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The level of manufacturer support Formula E has achieved since its inception has exceeded all expectations. Championship management targeted 4-5 OEMs to have committed to the championship by season five. With DS, Jaguar, NIO, Mahindra, Audi, Renault (set to run as Nissan from next season) Venturi, BMW, Mercedes, and Porsche now involved, the championship finds itself in the position of having the most manufacturer-backed entries in any form of motorsport. Of course championship management acknowledge manufacturer support is cyclical, but Formula E represents a unique platform for manufacturers to showcase Electric Vehicle technology in a cost-controlled environment. The appeal of the championship goes beyond racing, Formula E gives manufacturers access to an audience demographic they would otherwise struggle to connect with. There is every reason to expect the current level of manufacturer support to be sustained.

Season Five will see the most significant change in the championship to date. In a bid to keep team costs under control, Formula E limits the development of components on a season by season basis and in some cases mandates the use of standard equipment across all teams. Through season five, two of the most significant standard elements will be upgraded, in the battery and the car itself. Whilst both elements will remain standard items, significant improvements in battery technology will remove the requirement for a mid-race car change, alongside delivering a sizable increase in performance. With the new car, Formula E promises to amaze fans with a futuristic design incorporating FIA mandated cockpit safety structures in a fully integrated design concept. The new look championship promises to leave other forms of motorsport looking old-fashioned by comparison.

Following the lead of Mumm Champagne, long time partners of Formula One including Allianz and Hugo Boss continue to transition towards Formula E. This shift is due in part to the way in which Formula E engages with its audience and has positioned itself at the forefront of the conversation around Electric Vehicles. The technology demonstrated within Formula E is perceived to be of greater relevance to the future of the automotive industry and as a consequence, has positioned itself as a sport which a broad and diverse audience can engage with. Free from shackles of history, the Formula E message evolves with it’s fans. This open and dynamic approach sits well with the marketing teams behind the championships growing list of partners and continues to attract new partners to the sport.

Formula E and its approach to fan engagement has not gone unnoticed.  2017 saw Formula One announce a partnership with premium partner Carbon Champagne. In attempts to build awareness of the F1 – Carbon Champagne partnership, CEO, Alexander Mea has acknowledged taking inspiration from the Formula E podium celebrations. Carbon have already employed ideas such as the use of a DJ to build atmosphere around the podium (as seen at the Mexican Grand Prix), to branding the cool down room and presenting drivers through the crowds to increase visibility. Formula E and its partners have inspired the established brands to up their game to maximize any return on investment.

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Engagement extends far beyond the podium ceremony, for race attending fans the eVillage supporting every ePrix provides an area for championship partners to engage with fans, delivering both tangible sales and the ability to build brand awareness. Formula E encourage championship partners and local partners to embrace the eVillage and its captive audience of fans. Beyond the eVillage is the The EMOTION Club.  Formula E’s unique take on the VIP paddock life experience. In contrast to other forms of motorsport where team and championship guests are hosted in separate motorhomes or paddock buildings, Formula E, through the EMOTION Club, have created a shared environment in which all guests and partners are together, facilitating an environment which truly lends itself to the development of new business to business partnerships and allows guests to maximize their experience from both an entertainment and commercial perspective. Formula E has always been keen to ensure all brands and partners involved with the championship have every opportunity to maximize their position in the sport. Success in this open approach is evidenced by the fact that to date, all partners joining the championship have chosen to renew and extend their commitments.

Another great asset of Formula E is its relationship with the media.  Of course the sport has it doubters and critics, but media reporting from within the championship hold Formula E in high regard. Motorsport will be criticized irrespective of any decisions taken, but Formula E seeks to balance this by engaging with the media, explaining the strategy of the championship, ensuring a feeling of inclusion and community. Many journalists have been a part of the championship from the very beginning, they feel part of the championship and their value in its continued growth does not go unnoticed by championship management.

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With the imminent announcement of title sponsorship of the entire Formula E Championship, Formula E management can be proud of what has been achieved. Formula E continues to outperform rival motorsport championships in terms of its reach and engagement. Founding partners including Qualcomm, DHL, Michelin, and Mumm Champagne continue to be rewarded for their willingness to embrace a new form of motorsport. As the championship grows, so will their return on investment.

Formula One: JB Launches Jenson Button TV!

Following in the footsteps of fellow former World Champion Nico Rosberg, Jenson Button has launched his own YouTube channel to chronicle his adventures post F1.

VLOG001, released earlier today, features Button and his crew heading to Sepang to test the Super GT Honda NSX he plans to race through 2018. Adopting a style similar to that of Jon Olsson, Button offers almost behind the scenes like insights into his life alongside glamour shots coupled with a chilled soundtrack.

Similar to the only professional racing driver I’ve had the pleasure to share a car with, early on in the Vlog, Button demonstrates the true level of respect racing drivers have for the handbrake of rental cars…

Vlogging, similar to blogging, or podcasting allows the host to present themselves to an audience in a way in which they feel most comfortable. Free from broadcast restrictions, hosts control what they share and when they share it. That being said, this being Button’s first post, the extent to which he posts content through his channel and the amount of his daily life he chooses to share remains to be seen.

Similar to Nico Rosberg’s YouTube Channel, Button’s motive behind this level of engagement isn’t overtly clear. Fan’s will appreciate the access and the feeling of inclusion, beyond this, as Jon Olsson will attest, developing a following in the Vlogging space can prove extremely lucrative and facilitate the fulfilment of the most unthinkable personal goals. (check out Jon Olsson’s Youtube Channel here for more)

Subscribe to Jenson Button TV here

Enjoy Mr Snow!

Formula E: Julias Bär confirmed as Title Partner for the Zürich ePrix

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Julius Bär – leading Swiss private banking group and Global Partner of the FIA Formula E Championship – has today been announced as the title sponsor for the historic first running of the Julius Bär Zürich E-Prix.

The electric street racing series will be bringing circuit racing back to Switzerland for the first time in over 60 years, with the inaugural Julius Bär Zürich E-Prix set to take place on June 10.

With its headquarters in Zürich, Julius Bär has been Formula E’s global partner since the inception of the championship in 2014. Julius Bär has been instrumental in bringing Formula E to the streets of Zürich for the very first time and have acquired the naming rights for the inaugural race.

Gian A. Rossi, Head Switzerland at Julius Bär, emphasises the Bank’s pioneering spirit and its commitment to future technologies as the main reason to support Formula E and the Zürich E-Prix: “Formula E is an investment in our society’s future. The racing series serves as a test bed for innovations advancing the future of mobility and ‘smart cities’. We firmly believe that in a country whose flair for innovation is the secret of its success, the racing series will generate great interest and underscore the image of Switzerland as a hotspot for technology. The decision to pick Zürich to stage the race is the right one – after all, it is a flagship for research and innovation as home to ETH, one of the two Swiss Federal Institutes of Technology, as well as being the country’s largest city.”

Racing had previously been forbidden in Switzerland for decades, with the last event taking place at Bremgarten circuit in 1954. However, a law change in 2015 lifted restrictions on fully-electric racing and paved the way for Formula E to bring electrifying wheel-to-wheel action to the streets of Zürich.

Alejandro Agag, Founder & CEO of Formula E, said: “It’s only fitting that at such an historic moment in the championship and for motorsport in general, one of the main protagonists in bringing racing back to Switzerland for the first time in over 60 years, has put its name to the first-ever Julius Baer Zürich E-Prix. Since even before the first race in 2014, our global partner has believed in the concept of electric street racing and has been instrumental in making the championship what it is today. Formula E makes history at every race, but on June 10, Formula E becomes the first category to bring back professional circuit racing to Switzerland – none of this would have been possible without Julius Baer and the vision of electric racing.”

Sebastien Buemi, Renault e.dams driver and proud Swiss, with his country’s flag emblazoned on his helmet, has stood on the top step of the podium 12 times before in Formula E, and will be looking to not only secure the Julius Bär pole position award, but put his name in the history books as the first professional circuit racer to win at home in over six decades.

“I cannot wait to be able to race on home soil – it’s something no other professional circuit racer has said in 63 years! The atmosphere of racing on the streets, coupled with having your home crowd cheering you on is something I’ve never experienced before and this will be one of my dreams achieved – I can’t thank everyone enough who has played their part in bringing racing back to Switzerland; from the city, the fans who have supported this, Julius Bär and Formula E,” the 2015/16 champion said.

Head to the Zürich ePrix website for all the latest on the event and to order your tickets, by clicking here

Formula One: Preparing for the budget cap

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The Liberty Media vision for the future of Formula One Teams is clear. The owners expect 12 commercially viable, profitable, franchises all capable of challenging for race victories. In his role as Managing Director of Motorsports, Ross Brawn, has been mandated with the task of delivering a strategy to ensure this vision is achieved.

12 commercially viable & profitable teams, on paper, sounds fantastic. With the variable of available finances removed, the resourceful nature of F1 teams will truly be put to the test. Outwardly it seems as though there is widespread support from the teams for such a move. Afterall, what business wants to spend more money? With representatives from leading teams including Red Bull Racing emploring Liberty Media to ‘ Save F1 Teams from themselves’ the route to implementing a budget cap should, in theory, be straightforward.

However, As with any commercial decision in Formula One nothing is straightforward. The first major hurdle to overcome is the existing structure around payments and the legacy of disparity. In 2017 Joe Saward explained the complexities around the current structure in this article. The existing structure rewards success and longevity, a something which is not overly inviting to a new team, nor geared towards a midfield team ever being in a position to surprise. In an estimated payment fund of $900M per season, the top 3 teams receive approximately 60% of the revenue, leaving the remaining, currently 7, teams to compete for 40% ($360M) between them. It is estimated that the smallest operational budget in F1 today is in the region of $100M, with only $50M coming from the championship, teams have a significant shortfall to cover.

A more appropriate payment structure would be equal distribution amongst all teams, with a proportional bonus for constructors championship position, similar to that seen in the Premier league as detailed here.  Unfortunately, in order to reach this point, the largest teams, with operational budgets believed to be in excess of $400M per season must agree to a cut in support from the system under which their team structure has been developed. What business would agree to lose as much as 50% of its funding without a clear view of how it will cut costs or increase revenue through other ventures.

Convincing; Red Bull Racing, Scuderia Ferrari, and Mercedes Grand Prix to agree to this change will be one of the key tasks ahead of Ross Brawn through 2018 and 2019 if a new system is to be introduced under the new commercial vision for the sport in 2020.

The task is far from simple, the infrastructure of the top teams has been built around a mindset of a limitless budget. If a budget cap of $150m per season were to be introduced in 2020 with no consultation from the teams, it would be almost impossible for the top teams to comply. From a personnel headcount perspective alone a team such a Mercedes Grand Prix, with in excess of 1400 employees, if an average salary of $50,000 is applied, the team commit 46% of its budget to salaries before considering building a car. Without modifying the current team structure, introducing a budget cap within the next 3 seasons, unless Liberty Media expect teams to make more than 50% of their workforce redundant, is not feasible.

On a more positive note, there are indications that the top teams in question are preparing for the change. A budget cap in Formula One will not mean that the likes of operating entity such as Mercedes Grand Prix or Red Bull Racing will be limited to an expenditure of $150M per season, rather their allocation of resources to F1 will see this limit applied.

As a result, it is highly likely that diversification will be a key element to the future of F1 Teams. Over the past decade, McLaren and Williams have established an industry-leading position in the application of engineering solutions developed to improve performance in motorsport being incorporated into manufacturing processes and commercial entities.  For these teams, this third-party business will likely continue to grow. it is, however,  unlikely Ferrari or Red Bull Racing will view this as an appropriate use of resources or brand credibility.

Instead, expect the very top teams to move towards expanding their foothold in other forms of motorsport.

  • Mercedes Grand Prix has already made steps in this direction with the announcement of a commitment to Formula E team from season 6 of the championship. This alongside the development of the Mercedes Project One, which to many is a clear indication of Mercedes ambitions to return to Endurance Racing. A return which with LMP1 regulations under review and the prospect of the reinvigoration of the FIA Global Engine strategy, Mercedes are well positioned to find success.

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Credit to Sean Bull Design for the concept Mercedes Formula E livery 

  • Similarly, Red Bull Racing through their partnership with Aston Martin has acknowledged an interest in taking the Valkyrie racing, and under guidance from Ross Brawn will no doubt be seeking to bring the Toro Rosso team entirely in-house.

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  • McLaren has taken the decision to take control of their GT programme, and have already explored further engagements in championships including Indycar following the positive coverage generated through the one-off partnership with Andretti Autosport at the Indy 500 in 2017.

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  • Ferrari continually talks of a return to Endurance Racing, and could, similar to Red Bull Racing consider a strategy of an in-house B-team with which budget cap compliance could be achieved.

In conclusion, political posturing between the top teams in Formula One, Ross Brawn, and Liberty Media throughout the 2018-19 seasons will likely overshadow on-track performances. Fans of the sport should take any empty threats from top teams to walk away from the sport as just that. Empty threats. The financial implications of such a move make the option unviable. Instead, teams will double down on motorsport, getting involved with more championships, with the eventual winner being the fans.

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Formula One: Confirmed – Renault will not feature in McLaren team name designation

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McLaren has confirmed that Renault will not be referenced in the official team name designation for the 2018 season. Whilst Renault branding will feature within the team environment and livery as would be expected in a customer power unit relationship, the team will not be referred to as McLaren Renault.

As speculated on this site in September 2017, such a move will facilitate a single focus for the McLaren brand and enable consistent naming conventions should the team implement its own Power Unit solution under future F1 regulations.  Unlike fellow Renault customers, Red Bull Racing, McLaren have not taken the route of rebadging their Power Unit.

The Renault Power Unit supplied to Red Bull Racing has been badged TAG Heuer since 2016, in an agreement which saw the LVMH owned brand end a long-standing partnership with McLaren switching to the Milton Keynes based team.

The naming convention surrounding Toro Rosso’s relationship with power unit partner Honda is yet to be confirmed.

Formula One: Scuderia Ferrari IQOS

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Following yesterday’s article in which the prospect of Scuderia Ferrari carrying IQOS branding was explored, designer Sean Bull got in touch to share his vision of a possible 2018 livery for the Scuderia.

Philip Morris International, as title partners of Ferrari, will likely seek to include IQOS naming rights within a partnership announcement in order to maximise coverage and brand exposure. As such the team may well be referred to as Scuderia Ferrari IQOS, following the previous Scuderia Ferrari Marlboro naming convention.

Sean‘s concept livery harks back to Ferrari livery style of the early 90’s using black as a secondary colour throughout the design. The use of black on the front and rear wing would likely appeal to the team’s designers, with the fine detail of aero intricacies being more difficult to make out in rival team ‘spy shots’.

It remains to be seen if Philip Morris International will seek to promote its e-cigarette business through Ferrari in 2018, based on fan response to the rumour, the move would be positively received.

Click here to check out Sean on Twitter for more motorsport livery work.

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Formula One: Missing Sponsors

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As the clock struck midnight on December 31st 2017, many sponsorship relationships throughout the F1 Grid reached their conclusion. In the coming weeks and months, numerous new agreements will be announced at both a team and championship level as attention focuses on the season ahead. For myself as a lifelong fan of the business of Formula One, now aspiring to develop a career in this side of the sport, this period between commercial contract expiry and new contract announcements can be fascinating.

No team will encourage media to make a story out of the end of a partnership, so don’t expect any press releases confirming a departure, instead head to the partner’s section of the website of the team you follow and see if you can spot the brands or names suddenly missing from the list.

A well-publicised partnership expiration is that of the relationship between Santander and Scuderia Ferrari.  A partnership many believe will be replaced by the promotion of long-term team partners Phillip Morris introducing e-cigarettes to Formula One with the brand IQOS. If true, e-cigarettes could represent a high-value sector of sponsors for F1 moving forward, assuming advertising challenges can be overcome, and OEM’s including Mercedes and Renault are comfortable with the association.

Intriguingly, whilst Santander has been removed from the Scuderia Ferrari Website, it remains on the McLaren (no longer McLaren Honda) website. Santander, whilst no longer a brand represented on the McLaren livery have been partnered with the Woking based team since Alonso first joined the team in 2007.

Can you spot any other team websites with mysteriously missing partners? There are some out there which may surprise…

Opinionated MotorSport Journal

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