sport a conde nast publication / june 2016
formula 1 grand prix of europe special issue
uk/int
p50
p124
p64
p132
p88
p140
p100
p156
p108
p164
circuit breakers
drive
in the driving seat
senna v prost
get a grip
white heat
Gran turismo
speed trap
gear shift
life in the fast lane
LEYLA ALIYEVA, PHOTOGRAPHED BY ALAN GELATI.
editor’s letter
hat do racing cars and contemporary culture have in common? When talking about Formula 1, a vast and intricate amount. There can be few sporting activities so deeply enmeshed into the psyche of style and cultural leaders in the sport’s historic home, Europe. Those following the races, from the stands or the insiders’ enclaves of the Paddock Club, dream not just of the cars or the drivers, but the glamour of the lifestyle, the beauty of the locations, the glory of winning. Whether it’s on a street circuit imbued with 20th-century history, like Monaco, or a bespoke track, F1’s history runs in parallel with changes in our cultural zeitgeist. I’m enormously proud that my hometown of Baku is hosting 2016’s Grand Prix of Europe, and this issue of the magazine, which is at heart an art, culture and style publication, celebrates this event in its own, unique way. Style leaders and racers alike will enjoy our fashion shoot, together with supercars drawn from two leading teams, on the streets where the race takes place; we explore racing’s infuence on fashion, and highlight fascinating rivalries and the visual beauty of F1. On a practical note, there is a pullout map showing how the race and the city can be enjoyed to the max. And there is plenty more, even if you are neither a racing fan nor passing by Baku this summer: as ever, Baku is a state of mind just as much as it is a beautiful city. Dream fast, and enjoy. Leyla Aliyeva Editor-in-Chief
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Contents 35 CULTURE FIX The season’s best art exhibitions and entertainment in Baku. 37 TIME TRIAL Put yourself in pole position with a head-turning new watch. 41 OBJETS D’ART Make like an F1 driver with our selection of covetable kit, from the Bentley-designed smartphone to a Williams Racing suit.
108 GET A GRIP An alternative vision of F1 racing as seen through the lens of photographer Laurent Nivalle at the Abu Dhabi Grand Prix.
124 WHITE HEAT McLaren’s Applied Technologies division is creating a new paradigm for innovation in the future.
132 GRAN TURISMO The most exciting and demanding driving routes, and the best
42 car for each, all reachable from Formula 1 tracks. PIT STOPS 140 Your essential guide to the best boutiques in F1 cities. TRAP German photographer Rainer Schlegelmilch shares some of 46 SPEED the highlights of his archive of F1 history. POSTER BOYS Where they lead, the world follows – the drivers who have 156 helped cement F1’s reputation as the epitome of cool. SHIFT How the high-tech of F1 became the benchmark for 50 GEAR the humble road car – and much more besides. CIRCUIT BREAKERS Baku is a rare new city track – we ask the drivers and the 164 organizers how they have been preparing for it. IN THE FAST LANE How hard can it really be to go fat out in a supercar? We sent 58 LIFE one novice petrolhead to Mercedes-Benz World to fnd out. BODYWORK Action stations: motor racing-inspired fashion hits the catwalk. 168 64 BAKU CIRCUIT GUIDE Your map of the city, the track, the best spots from which to DRIVE watch the race and attractions to visit in the city. High-octane men’s fashion to get you ahead this racing season. 172 88 POWER TRAIN The eco-friendly engine technology that gives drivers an edge IN THE DRIVING SEAT With more routes into F1 for women than ever before, on the circuit – as well as beneftting the planet. we meet some of those leading the pack. 174 96 MY CARS Jody Scheckter, the 1979 F1 world champion-turned-organic WINGS OF DESIRE The classic cars to end all classic cars – read before you buy. farmer, talks us through his collection of cars. 100 176 PROST V SENNA FUTURE STAR Their rivalry defned an era and divided F1 fans, but how will Meet Max Verstappen, the youngest driver ever history rate legendary drivers Alain Prost and Ayrton Senna?
to have graced a grand prix grid.
Cover. Photographed by Roger Deckker Styled by Lotta Aspenberg Coat by Casely-Hayford, shirt by Carven, trousers by Harris Wharf, shoes by Jil Sander
SPORT
PUBLISHED TO MARK THE INAUGURAL GRAND PRIX OF EUROPE, BAKU, AZERBAIJAN, JUNE 2016
EDITOR-IN-CHIEF EDITOR-IN-CHIEF, CONDE NAST CREATIVE DIRECTOR MANAGING EDITOR
Leyla Aliyeva Darius Sanai
Daren Ellis Maria Webster
ACTING ASSOCIATE EDITOR
Anna Wallace-Thompson
ACTING CHIEF SUB-EDITOR
Andrew Lindesay
EDITORIAL ASSOCIATE EDITOR-AT-LARGE F1 EDITORIAL CONSULTANT PICTURE EDITOR DESIGNER SUB-EDITOR PRODUCTION CONTROLLER DEPUTY EDITOR, RUSSIAN BAKU MAGAZINE DIRECTOR, FREUD COMMUNICATIONS DIRECTOR, MEDIA LAND LLC IN BAKU / ADVERTISING
Francesca Peak Simon de Pury Maurice Hamilton
Nick Hall Arijana Zeric Julie Alpine Emma Storey
Tamilla Akhmedova Hannah Pawlby Khayyam Abdinov +994 50 286 8661; info@medialand.az
CO-ORDINATION IN BAKU
DEPUTY MANAGING DIRECTOR PRESIDENT, CONDE NAST INTERNATIONAL
Matanet Bagieva
Albert Read Nicholas Coleridge
BAKU magazine has taken all reasonable eforts to trace the copyright owners of all works and images and obtain permissions for the works and images reproduced in this magazine. In the event that any of the untraceable copyright owners come forward after publication, BAKU magazine will endeavour to rectify the position accordingly. BAKU magazine is distributed globally by COMAG Specialist, Tavistock Works, Tavistock Road, West Drayton, Middlesex, UB7 7QX; tel +44 1895 433800. © 2016 The Condé Nast Publications Ltd. Vogue House, Hanover Square, London W1S 1JU, United Kingdom; tel +44 20 7499 9080; fax +44 20 7493 1469. Colour origination by CLX Europe Media Solutions Ltd. Printed by Pureprint Group. All rights reserved. Reproduction in whole or in part without written permission is strictly prohibited.
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Contributors Maurice Hamilton
has been a motor sport broadcaster and writer for more than 30 years and was the F1 editorial consultant for this issue. What do you dream of on a long car journey? Chilling out somewhere in the sun. What is your ideal music for driving fast? Rock, preferably Bruce Springsteen. Car or bike? Defnitely car. I’ve never ridden a motorbike and have no wish to. What’s your most memorable F1 moment, and why? The 2001 US Grand Prix was 19 days after 9/11. There were prayers, a children’s choir and plenty of emotion before the start of the race – an incredibly moving mixture of sadness and defance.
Jason Barlow
Sarah Hanson
is contributing editor of British GQ and consultant editor of The Offcial Ferrari Magazine, and wrote about F1’s impact on road cars in this issue (p156). What do you dream of on a long car journey? Usually for the journey to never end. What is your ideal music for driving fast? I have the choice of 10,000 tracks on my iPod, from Little Richard to Leftfeld. Car or bike? I’m a regular user of a bicycle, but I stop short of being a Mamil. What are Ferrari’s prospects for this F1 season? Prospects are good! They’re certainly closer to leaders Mercedes than anyone else.
is a British illustrator who brings to life our classic car buying guide (p96). What do you dream of on a long car journey? Good company and great scenery. What is your ideal music for driving fast? Something with a good beat that I can listen to full blast without annoying other drivers. Car or bike? Car, because it’ll always be warm and dry, and will carry all my stuff – including a bike! Which car was your favourite to illustrate and why? The Gullwing. It’s a great image with the open doors. I didn’t realize until after I’d fnished how ftting it was that they were foating through the clouds.
Lotta Aspenberg
is a freelance stylist and fashion director, and stylist for our fashion shoot (p64). What do you dream of on a long car journey? Stretching my legs, getting some fresh air, and my destination. What is your ideal music for driving fast? Sometimes it’s 1980s and 1990s – Depeche Mode and The Human League – and sometimes it’s my latest fnds on my playlist. Car or bike? Bicycle. I like going through London on my bike but I don’t do it often enough – I usually fnd myself using Uber. What were your frst impressions of Baku on the shoot? I loved it. There are so many stunning buildings, especially Zaha Hadid’s Heydar Aliyev Centre. is a freelance photographer who shot this issue’s fashion feature (p64). He has worked for Harper’s Bazaar, L’Uomo Vogue and Dazed & Confused. What do you dream of on a long car journey? I usually dream of what’s in store at the destination – hopefully great surf. What is your ideal music for driving fast? Chemical Brothers, AC/DC or the Blade Runner soundtrack. Car or bike? Mainly motorbike, but I do love the bicycle for the odd quick trip. Did you get to drive either of the cars used on the shoot? I had a brief ride as a passenger in the Ferrari. Both cars were beautiful to photograph.
32 Baku.
Simon de Burton
is a freelance writer for publications including the Financial Times, the Daily Telegraph, Vanity Fair and GQ, and who wrote our classic car buying guide (p96). What do you dream of on a long car journey? Getting to the destination without one of my ancient cars packing up! What is your ideal music for driving fast? Santana’s ‘Everything’s Coming Our Way’. Car or bike? Motorbike. I’ve been riding them since the age of six and I still look forward to setting off on a long motorcycle journey. What would your dream classic car purchase be? A 1930s Alfa Romeo 8C Spider.
ILLUSTRATIONS BY RADIO.
Roger Deckker
culture fix
Oscar Murillo: Dis place YARAT, Baku November 2016–march 2017 The Colombian superstar artist comes to Baku for his frst major solo show in Azerbaijan, bringing with him a series of new works as part of an important new commission. The show will take further his characteristic inventive combining of material and subject, a process seen in his ‘Frequencies’ project (pictured right), which saw canvases attached to school desks worldwide and children invited to draw or record their thoughts on them. yarat.az
ANNALISA RUSSO/DEMOTIX/CORBIS.
In need of a break from the thrill of the race? make tracks to the must-see art and entertainment of the season in baku.
Gulnur Mukazhanova Artwin Gallery, Baku 18 June–12 September
baku f1 entertainment main stage, gp circuit 17–19 june
The Kazakhstan-born, Berlin-based artist brings her range of provocative visual art – including Yellow Cloth (2016, detail pictured above) – to Baku. Hosting the solo exhibition is the Azerbaijani outpost of the Moscow-based gallery, whose objective is to create a platform for dialogue between artists of different countries and generations. Mukazhanova’s mixing of traditional techniques with contemporary ideas echoes the two cultures she inhabits. artwingallery.com
The Baku Grand Prix has become even more of a hot ticket with the announcement of its three headline musical acts, global superstars Chris Brown (Friday night), Enrique Iglesias (Saturday night) and Pharrell Williams (Sunday night, pictured). For a race-going crowd that thrives on slick moves and the ability to remain cool under pressure, the chance to catch these high-energy artists perform on the specially constructed main stage is sure to be the icing on the F1 cake. bakucitycircuit.com
Richard Deacon: On the Other Side Heydar Aliyev Centre, Baku Until 15 July With a look back at Deacon’s work across the last decade, including his 2008 work Siamese Metal #1 (pictured above), this exhibition shows the British sculptor’s organic approach to the materials he works with, from metal to wood to ceramic. The scope of Deacon’s work is especially surprising – imposing largescale pieces are treated as delicately as his intricate hand-held sculptures, resulting in a deeply personal encounter. heydaraliyevcenter.az 35 Baku.
objets d’art
change your view Cutting-edge independent London-based eyewear label Eye Respect have recruited the fashion-savvy F1 Red Bull team driver Daniel Ricciardo (above) as their brand ambassador and designer. The exclusive collection consists of four premium styles, called Badger, Racer, Straya and Ficarra. eyerespect.com
German engineering on your sleeve
HUNTER AND GATTI. RED PHOTOGRAPHIC LTD.
Stalwarts of road and track Mercedes are celebrating their second year of collaboration with fellow German brand Hugo Boss. Modelled by F1 drivers Lewis Hamilton and Nico Rosberg (above), the range includes Lewis’s bikerstyle jacket with sweatshirt panels (left). hugoboss.com
Call in style
Best foot forward
Luxury tech brand Vertu now offers a customizable Bentley smartphone, bringing classic car style to your calls and texts. Customize the phone’s leather upholstery before enjoying the 21 megapixel camera and 5.2 inch screen – plus the 24-hour concierge service to assist with your every need, from lost phones to directions. vertu.com
Puma have announced a new partnership with the Red Bull team and a range of sportswear to match, including these Wings Vulc Stampede trainers. The unisex design and bright red soles make them a great statement piece, but they’re also available in a muted grey for more restrained tastes. redbullshop.com
you might not be able to get behind the wheel of an F1 car, but you can look the part with any of these car-inspired collaborations.
Suits you, sir Created by British tailors Hackett, the Williams Racing suit celebrates the team’s 114 victories since their frst season. The high-performance, lightweight wool is water resistant, breathable and includes a special lining with a technical drawing of a Williams racing car. hackett.com 41 Baku.
pit stops
findallthose carsandallthat noise a frightful bore?step into one of these cool-as-ice boutiques in grand prix cities instead. THE REDUNDANT SHOP Singapore
This quirky lifestyle store, set up by the masterminds behind Redundant Magazine, is one of the premier retail mall Millenia Walk’s more colourful residents. It’s flled with an eclectic mix of curated goods to ft the magazine’s fve interests: architecture, design, style, gadgets and bikes. As such, you’ll fnd books, bags, vintage bicycles, cameras, accessories and furniture from a range of independent and innovative brands, craftsmen and artists. There’s also a neat little gentleman’s barbershop tucked away in the corner, in case you’re in need of a quick trim. theredundantshop.com
Mosaique The managing partner and creative director of Mosaique, Lama Qaddumi Shahin lovingly refers to the store as her “home away from home”, referring to not only the products on sale, but also to the hospitable atmosphere she’s created. The moment you step through the door, a sales assistant offers you a cup of warm water infused with orange blossom to enjoy while you browse. “I’ve hand chosen every item here,” explains Shahin. “It gives the boutique a harmonious look and feel.” There’s a plethora of colourful, oneof-a-kind fnds, artwork, furniture and homeware by international designers and artisans, including ecological brands such as Ocean Sole’s animal sculptures made from recycled fip-fops found littering the beaches of Kenya. mymosaique.co
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WORDS BY CAMILLA WALTON.
Abu Dhabi
NANUSHKA Budapest
Self-described as “an intimate, snug shelter”, Nanushka – so-called after the head designer Sandra Sandor’s childhood nickname – often appears in top interior design blogs for its unique, eco-friendly space. “The aim was to create a store that is in contrast with traditional retail spaces,” explains Sandor. “One that is a refection of the brand’s core values.” The white canvas canopy that smothers the walls and ceiling makes it feel a little like you’re shopping in a cloud. Sandor trained at the London College of Fashion before returning to her birthplace to set up her label. So who shops here? “Urban nomads who are fashion-conscious but love to stay comfortable at the same time,” explains Sandor. Celebrity followers include Charlize Theron, Selma Blair and Lucy Liu. nanushka.hu
Outpost BARCELONA
This sleek menswear store – with exquisite wooden interiors by local interior designer Pilar Libano – has become a regular stop for the discerning gentleman with a particular penchant for shoes. Not that footwear is the only thing on offer. Expect refned accessories, too, that tread the line between innovative and traditional with brands such as Jil Sander, Balenciaga, Mr. Hare and Falke, and a small corner of Church’s shoes for women, too. The owner’s passion for photography makes for artistic displays worthy of a still life; with a portrait of Mick Jagger taking centre stage as a well-chosen representative of the type of person you might fnd wandering the shop foor. theoutpostbcn.com
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Emporium BAKU
Developed in Baku by a collective of international creative individuals, Emporium unites a variety of artistic practices, showcasing products from leading brands and young designers side by side. While offering cuttingedge fashion, art publications, music, design and cosmetics, the store also houses a chill-out lounge, a cafe with sea views and an art space with a calendar packed full of specialized talks, exhibitions and parties. It’s the best place in the city for discovering niche brands and current trends. Plus, if you’re able to charm the in-house DJ suffciently, he might be persuaded to play specially tailored sets to suit your particular groove. emporium.az
ALTER STYLE Shanghai
The philosophy of Alter, as the name suggests, is to inspire an alternative world. As such, the architect, Francesco Gatti created an MC Escher-like space where the normal rules of gravity no longer exist. Naked mannequins sit on the walls, while clashing concrete stairs display clothing and accessories from a varied collection of designers. Displays change quickly, with something unusual often thrown into the mix to create, as the owner says, “a sense of spontaneity”, that the store sees as vital to its identity. When you begin to feel overwhelmed by the excitement of it all, you can take a quick break and regain composure in their Cube cafe. alterstyle.com
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Nannie Inez
Austin
With a mission to discover and support emerging designers from around the globe, Nannie Inez always guarantees a thoughtfully curated assortment of limitededition pieces, ranging from contemporary Danish furniture and rich French textiles to innovative Swedish art and Japanese offce accessories. The two founders Deeyn Rhodes and Lonzo Jackson are enthusiasts of a minimal but colourful aesthetic (reportedly taking inspiration from Deeyn’s vibrantly but meticulously dressed grandmother, after whom the store is named), aiming to inject a little fun into the everyday and encouraging true selfexpression in the living space. nannieinez.com
Tearose Boutique Monza
NICOLE MLAKAR.
Founded by artist and designer Alessandra Rovati Vitali, Tearose is a magical, fragrant world where fowers, interior design, luxury fashion and beauty meet. Watch live fower arranging by one of the in-house experienced foral designers, in the midst of rails of beautifully curated designer clothing from the likes of Emilio Pucci, Balmain and Acne, before settling down in the courtyard cafe to watch the sun set behind the Duomo, cocktail in hand. Pure Italian bliss. tearose.it
45 Baku.
46 Baku.
I frst started seriously going to grands prix around 25 years ago, when the likes of Ayrton Senna, Nigel Mansell, Riccardo Patrese and Martin Brundle were the stars of the track. Michael Schumacher, Mika Häkkinen and Gerhard Berger were also around, careering around the circuits as though they didn’t have a care in the world. I realized at the time that giving this impression – not having a care in the world – was one of the reasons that they all looked so cool. The frst time I went to the Monaco Grand Prix, I couldn’t believe the glamour: the spectacle, the women, the parties, the road race itself, and – how will I ever forget – the noise. I was staying on a yacht in the harbour, and on the day before race day was woken by the noise of the drivers doing practice laps. It was the best hangover cure I’ve ever had. And when the drivers climbed out of their cars, looking like spacemen in their track suits (as distinct from tracksuits as it’s possible to be), they looked like supermen. Which is what they were. Even the ones with moustaches. I was in Monaco the year – 1991 – that Nigel Mansell overtook Alain Prost with a daring move going into a chicane, moving from third to second position. Not only was this a heroic move on a track where it is famously diffcult to overtake, but it was a huge psychological blow to Prost, as around 20 per cent of the crowd then got up to go, knowing that their man was not going to win (Prost would later take a pit stop to repair a loose wheel, a move which would bump him down to ffth place). Mansell was a hero, even though he tended on occasion to look like a sales rep from the wrong part of Croydon. So it is not so surprising that Formula 1 racing drivers are male icons. First and foremost, they do things that ordinary mortals can’t do. They drive incredibly powerful cars extremely fast, seemingly
poster boys
on and off the track, Racing drivers are the epitome of cool. Dylan jones explores the world of the f1 fashion pin-up.
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1. without the usual mental or physical constraints that make the rest of us brake as we go into chicanes, or take corners with a looping sweep that would shame the chauffeur in Driving Miss Daisy. Secondly, they move around in a world that often seems completely distanced from reality, in a way that even shames Hollywood. The grand prix world is an incredibly sexy, intoxicating world, in a way that few other sports are. Thirdly, they look ridiculously cool. Whether you are Ayrton Senna, Alain Prost, James Hunt, Lewis Hamilton, or – come to that – Paul Newman or Steve McQueen, both of whom firted with the race track, you are a sartorial icon. Jackie Stewart was an icon, although it’s diffcult to fnd a driver as cherished as James Hunt. The champagne-quaffng, skirt-chasing driver was for years a pin-up not just for boys, but for women and girls, too. Whenever the UK’s ability to produce truly great drivers
Previous spread and 9: F1 world champion Lewis Hamilton, 2014. 1. Jackie Stewart of Great Britain, 1972. 2. Steve McQueen in Le Mans, 1971. 3. Paul Newman on the set of Winning, 1969. 4. Argentine racer Juan Manuel Fangio retires in 1958, at the age of 47.
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stood for 47 years until beaten by Michael Schumacher, with four different teams: Alfa Romeo, Ferrari, Mercedes and Maserati. For years, “Oi, Fangio!” was shouted by passers by if you happened to inappropriately overtake them. Also, you can’t tell me that Lewis Hamilton is not cool. I knew him back when he was just starting out in the industry, and at the time you couldn’t have met a more dedicated, conscientious student. All he could talk about was racing, racing, racing. Of course, now that this determination has been compounded by success, he has 5.
8. 9.
2. 3.
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become something of a talismanic force for good, a man who takes his day job seriously, but who has also become a sporting icon to rival David Beckham. The three-time F1 World Champion is unquestionably one of the leading sportsmen of his generation, and last year’s win turned him into something of a national treasure. His ability to cut across into mainstream culture, as well as an ability to successful amplify his brand, is one of the reasons why I, as chairman of London Collections Men (Britain’s men’s fashion week) and the British Fashion Council, asked
Lewis to become one of our international menswear ambassadors, and he has been a resounding success, acting as an ambassador in both the literal and metaphorical sense. The racing driver, 31, who was born in Stevenage and splits his time between London and Monaco, said at the time: “When I grew up, there was a bit of stigma attached to caring too much about the way you look, but now menswear is actually growing faster than womenswear – I think this really shows how things have changed. It feels like it’s our time.” This from a man who bought his frst suit from Burberry and who buys regularly from contemporary British tailors such as E Tautz and Casely-Hayford. Being a male icon these days means so much more than it used to. Principally because we expect so much more from them. It is no longer simply good enough to excel at what you do, in the same way that it is no longer enough just to look good in a suit or have a perfect
5. Seven times F1 world champion, Michael Schumacher of Germany, 2010. 6. Finland’s Mika Häkkinen, 1999. 7. British driver Nigel Mansell, 1982. 8. James Hunt of Britain, 1976, winner of the 1976 F1 world championship.
pair of biceps. In this age of transparency and social media, where reputations can be built and tarnished in the space of just a few seconds, being a male icon involves possessing and espousing the right moral codes as much as appearing on the right magazine covers (although appearing on the right magazine covers obviously still pays a huge part in their success – Lewis has been on the GQ cover three times and each time the sales of the magazine have been more than the issue before). Which is what makes Lewis Hamilton – racing driver, British success story – a genuine male icon for the modern era.
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Dylan Jones is the editor-in-chief of British GQ and the chairman of London Collections Men.
PREVIOUS SPREAD: VLADIMIR RYS. THIS SPREAD: RAINER W. SCHLEGELMILCH/MAURICE JARNOUX/PARIS MATCH/MICHAEL COOPER/ALLSPORT/GEORGE PIMENTEL/ AMFAR/WIREIMAGE/GETTY. RONALD GRANT ARCHIVE/TOPFOTO. CAT’S COLLECTION/CORBIS. COURTESY AUDEMARS PIQUET. GP LIBRARY LTD/ALAMY.
was called into question, the media would just point to Hunt as a way to illustrate the fact that we could produce great sportsmen with character, rather than automatons. In this age of politically driven initiatives, sportsmen are cosseted, protected, and given so much media training that their personalities are hidden beneath a veneer of rather dull professionalism. You never felt that with James Hunt. Then of course there was Juan Manuel Fangio, who for many remains the greatest driver of all time. The Argentinian – nicknamed El Maestro (The Master) – won the World Drivers’ Championship fve times, a record which
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50 Baku.
ackling a new motor racing circuit represents a unique challenge. Every track in the world has idiosyncrasies waiting to trap the unwary, be it a sudden change of surface, an adverse camber or the more potent hazard of a solid wall or a steel barrier. The driver needs to be fully aware of the these potential pitfalls if he is to take his car to the limit. A so-called ‘street circuit’ such as Baku (as opposed to a permanent race track such as Silverstone in England or Monza in Italy) brings additional diffculties. A permanent facility will be purpose-built with a completely fat surface. On the other hand, a street circuit, by its very nature, will have a crown in the middle of the road for drainage. The crown may be barely noticeable to the eye but can have a signifcant effect on F1 cars that run very close to the ground. Drivers will need to familiarize themselves with this and other features of the track, such as the location of manhole covers and changes of surface that come with pedestrian crossings and other road markings, that would not be found on permanent circuits. And these potential hazards will be made worse if it rains and they become even more slippery.
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THE NEW STREET TRACK IN BAKU WILL BE A REAL TEST FOR THIS SEASON’S F1 DRIVERS. SOME OF THE BIGGEST NAMES IN THE SPORT TELL US WHAT THEY EXPECT AND HOW THEY PREPARE FOR THE CHALLENGE AHEAD. words by MAURICE HAMILTON illustrations by JAMES DAWE
51 Baku.
F1 DRIVERS TELL US THEIR VIEW OF THE CIRCUIT AHEAD OF THE RACE. LEWIS HAMILTON (MERCEDES)
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That is why each driver will spend time either walking the track – usually with his engineer as they note the circuit’s quirks – or cycling its length several times. These preliminary forays are also useful for noting landmarks and reference marks on the walls that the driver can use as braking points. The race track will look very different when sitting low in the cockpit of a racing car at speeds of up to 275kph. Drivers need all the help they can get when looking for a fast and precise line into and through the corners.
52 Baku.
The same challenge awaits every driver, but with the welcome presence of the new Baku city circuit in this year’s F1 season, a thorough examination of the track before the European Grand Prix weekend gets started is precluded. To compensate, each driver will have spent time in a simulator that mimics as much of the track as pre-event reconnaissance will allow, but there is no substitute for actually feeling the ground beneath your wheels. It is a challenge relished by each and every driver.
Going to new circuits is good because we have the traditional tracks – Monaco, Silverstone, Monza and so on – that we know well. While I’ve always felt that F1 should remain true to its heritage and stay with the classic race tracks, it’s important to have a balance of the old and the new. Baku looks like being a really good addition; a bit of the old and the new, if you like, because of the track’s position in such beautiful, historical surroundings. It’s the same for all of us [drivers] because we’re starting on the same level playing feld. I like a challenge, and a new circuit always provides that. Of course, we will have run through plenty of laps beforehand on the simulator but you never really know what it will be like until you get out there and feel your way.
JENSON BUTTON
FERNANDO ALONSO
Some circuits are easier to learn than others because they have landmarks. Sochi in Russia was the most diffcult to learn because there were none and a lot of the corners seemed the same on the simulator. A frst glance at the map of Baku suggests there’ll be plenty of landmarks to go by so it’ll be a lot easier to learn on the simulator. The one thing you won’t know is the track surface. The team will go beforehand and try to laser-scan all of the track, but I’m not sure they’ll be allowed to, or be able to, because the Baku track will be using public streets. One thing for sure is it’s going to be bumpy; all street circuits are like this, particularly an old one such as Baku. That’s the trickiest thing for us in F1 cars with the stiff suspension. But I’m not complaining! F1 fans will be there as ever and, being in a city, this race will also draw in people curious to see what F1 is all about. They hear that something’s going on and they’ll want to come and watch. This is where city centre races can really score and I’ve no doubt that’ll be the case in Baku.
I’ll be in the simulator probably two or three times. If, say, we do 100 laps a day, we will have done 300 beforehand. A new circuit is not exactly perfect on the simulator, so we get there a few days in advance of our normal routine. We cycle or we walk the track and make sure that everything we tested in the simulator matches what we fnd in reality. Sometimes you fnd that the corners are different to what you expected. On some of these 90-degree corners you may have a wall on the inside or they’ve made a modifcation and a little kerb has been added which changes the line through the corner. That could be enough to change the gear you thought you would be using, or the braking point for the corner. You have to get it right because the repercussions of a mistake are much higher on a circuit such as Baku’s.
MARK THOMPSON/GETTY.
(MCLAREN)
(MCLAREN)
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IT’S NARROW HERE, VERY NARROW, AND UPHILL WITH A SHARP BEND AS YOU PASS THE WALLS OF THE OLD TOWN.
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FELIPE MASSA
NICO HULKENBERG
We only have a few street circuits – Monaco, Singapore and Sochi – so one more is a good thing. It’s important that we create a good atmosphere for the people and that we go to countries that want to have F1. The thing about a street circuit is that it draws in people who might not otherwise see F1. They wouldn’t drive some distance to a permanent track to watch an F1 race if they don’t know what it is. But if it’s in the streets of your town or city, then you will be drawn to it – and usually you will like it! That’s a good thing about the Baku circuit – it’s right in the heart of a city. I’ve never been to Baku before so I have no idea what to expect. But it was the same with Bahrain or Abu Dhabi; I knew nothing about these places until I got there for the grands prix – and I adapted to them very quickly and really enjoyed racing there.
I’m a big fan of street circuits because they’re different. They tend to be more thrilling and exciting. You fnd that streets can be narrower, which is more challenging for the drivers; there’s a bigger chance of errors and you pay for those more than you would on a permanent circuit. Having good and interesting surroundings is always a bonus. But to be honest, it doesn’t make a lot of difference to the drivers as we’re focussed totally on what we see from the cockpit while racing. But it’s good for the images on television and for photographs. It’s hard to look at a track on paper and really get an understanding of how it will feel to drive. I prefer to experience things before I make a judgement. It’s fun to learn a new track and I’m really looking forward to the frst laps during practice to fnd out what Baku is really all about. I’d say that after about 10 laps you’ve done your learning and start to feel comfortable. After that, you can focus more on improving the car’s performance.
(WILLIAMS)
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(FORCE INDIA)
SERGIO PEREZ
(FORCE INDIA)
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Working in the simulator speeds up the process of learning about a new track and helps the driver and the team start to make decisions about getting the car ready, like setting the gear ratios and so on. But the simulator can’t tell you anything about the level of grip and where the bumps are. The good thing is that nobody knows the track and all the drivers will be starting from zero. Everyone is in the same position and, when it’s like that, the most professional team will do the best job. Then it’s up to the driver to make the best of what he’s got and it’s always interesting to see who comes out on top!
MARK THOMPSON/GETTY.
13 NOW IT’S DOWNHILL AS YOU LOOP ROUND THE OLD TOWN, AND FAST, ALL THE WAY TO TURN 15.
55 Baku.
KIMI RAIKKONEN
ROMAIN GROSJEAN
In recent years, one of the things about going to new circuits – particularly the permanent tracks – is that they’ve been designed by the same guy and tend to be quite similar. I’m not saying that’s bad but they are pretty much the same. I’ve always enjoyed the older, traditional circuits for that reason. But because Baku is on the streets, that’s a good thing because it will have its own character and be different – which is what drivers like. I prefer this to, say, a new track in a desert area where people don’t come to see us. In a city, it is easier for spectators to come along and that’s important if we are to expand the audience for F1. Being at a new track doesn’t actually make a lot of difference to how a driver plans his weekend. We go wherever the race is. The weekend itself doesn’t change. We work with the same people in the pit lane and paddock. The timetable is more or less the same as anywhere else and the same things happen. The challenge is on the track itself and, in the case of Baku, learning about what looks like being a really good circuit.
It’s always great when you go to a new circuit. Last year we went back to Mexico, which was the frst time for many of us, and the welcome was great; it was an awesome weekend. So, going to Baku presents new opportunities for us and for new race fans to fnd out about F1. When you go to new countries, you open up the sport to new people and generations and that’s a very nice feeling. The F1 calendar is much longer than it ever was and is more demanding in terms of travelling and preparations for racing. But this is the direction the sport chooses to go and we, as drivers, simply follow the calendar we’re given. Discovering new places and racetracks makes a long season quite special and Baku’s circuit looks like it will make it very special indeed.
(FERRARI)
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(HAAS)
HOW DID BAKU PREPARE FOR ITS NEW F1 TRACK? ANDREW LINDESAY ASKS THE KEY PLAYERS.
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finish line
MARK THOMPSON/GETTY. ATP/WENN.
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YOU NOW HAVE A CLEAR 2KM PAST MAIDEN TOWER AND ALL THE WAY TO THE FINISH TO GO FLAT-OUT AND REACH SOME OF THE HIGHEST SPEEDS THIS SEASON. 340KPH, ANYONE?
It’s no mean feat to create a new Formula 1 racetrack from scratch but this is exactly what the city of Baku has done. Established street circuits, such as the one for the Monaco Grand Prix, are used to the yearly set up for the race. For Baku, it’s been a steep learning curve but one that should serve it well in future years as a host for the Grand Prix of Europe. The impact of such an event on a city such as Baku is profound. As Anar Alakberov of the Azerbaijan Automobile Federation explains, “Our aim is to develop new and more effcient working processes, skills, jobs, commercial knowledge and major event expertise in our local communities”. This event is a major investment for the city – not just in the infrastructure like the resurfacing of streets for the track and the building of the paddock, but in all the people involved in making the race happen. Arif Rahimov, the head of Baku City Circuit (BCC), the organization set up to develop the Grand Prix, was in no doubt about what kind of track it should be: “We felt from the very beginning that hosting a street race was the best option, not only to deliver an exciting race but also to show off our city to the world.” Preparations began in 2014 when BCC commissioned the F1’s experienced and trusted (but also sometimes controversial) track designer Hermann Tilke. His track uses both the modern street pattern for speed and overtaking – the circuit will be one of the fastest street circuits of the season – and the city’s historic, narrow streets, which will test the drivers’ skills and nerve. As Tilke told Baku, “the layout of the track is designed to show the beauty of the historic and modern sights of Baku”, but at the same time has “to keep millions of mandatory requirements” imposed upon any track design by F1’s governing body. Drivers, teams and F1 fans alike will be keen to see how well Tilke Engineering pulls it off.
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s a Titian-haired model stormed through an auditorium planted with 57 concrete columns ripped in half and covered in smashed mirror tiles, wearing a cropped leather jacket, popper-front skirt over red patent leather jeans and kick-ass boots, it was clear that the style tempo for autumn was shifting into full throttle. The mise en scène, created in collaboration with artist Justin Morin for the Paris Fashion Week Louis Vuitton autumn/ winter 2016 show, evoked a destroyed disco pantheon. Meanwhile the girls, clad in big-shouldered leather bomber jackets patterned with chevrons and arrows, printed silks and gauntlets – appeared like champions of a Formula 1 race or gladiatorial battle. It is a good time to be embracing superheroes, speed freaks and conquerors of the universe. Think of F1 and you conjure up all-in-ones plastered with sponsor badges, a sexy swagger, sunglasses, bandanas, glossy leathers and a beribboned trophy or two. Fashion, of course, has never been shy of role-play. And besides, are we not slightly tiring of the pre-Raphaelite beauties in high-necked fulllength gowns and tumbling tresses that have dominated fashion for so long? What creative director of Louis Vuitton, Nicolas Ghesquière, wants is to offer some fresh new wardrobe pieces for a woman “who is always on the move, whose elegance springs from her dynamism – in clothing that combines irrefutable classicism with the athletic vitality of
a true explorer.” Translation? We want to be ft both in mind and body. Frow guests, including sultry Jennifer Connelly, dressed in LV graphic-striped leggings and great clumping boots, and Alicia Vikander in a navy blue marshall’s coat with refective diagonals, offered a primer. This fashion U-turn has been revving up for a while. From Paris to Seoul, LA to London, underground cool kids are sporting racing leathers and mirrored shades, and are possessed by hard grind – a fusion of metal and dub. Labels like Vetements, co-founded by Georgian designer Demna Gvasalia (the new creative director of fabled house Balenciaga), delivered outsize Kawasaki motorcycle jackets this spring and serious fashion players cannot get enough of them. It does not take a psychotherapist’s fee to understand that we are yearning again for action. Fast equals hot; hot equals zips, fames and leather. Hide is emerging as the hero material of the season. Its tactility, durability and sensuality make it a frontrunner in the battle for bold style. Chrome yellow, cobalt blue, violet, acid green, gold and cherry red offer up an alternative to stereotypical black, while fame motifs (on Anthony Vaccarello’s nifty M1 jackets), badges, studs and pins are helping turn classics like the biker jacket and the pencil skirt into new desirables. The last time leather was truly covetable was back in the late 1990s, when Tom Ford clad the Gucci girls in ruched, bodyhugging moto jackets and proclaimed the arrival of that era’s racy, sexy femme fatale. In 2016, the tempo is different. Issues of sustainability, durability and trans-seasonal wearability cast a different light on the business of getting dressed. What designers are trying to nail now is some top gear that’s so racy it will prove irresistible. The options are as diverse as their creators but what they all agree upon is a sense of thrill. Cue ‘rip it off’ pressstuds, kickboxing boots and tough ‘repel everything’ outerwear. Karl Lagerfeld at Chanel propelled the show into fast forward to capture that sense of urgency.
With the new taste for designs and materials that riff on car racing and biking gear, fashion houses are turning to leather and styles that are ready for action. words by HARRIET QUICK
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CHRISTOPH PIMBACHER. ANTONIO DE MORAES BARROS FILHO/WIREIMAGE/VICTOR VIRGILE/ GAMMA-RAPHO/MARTIN BUREAU/PATRICK KOVARIK/AFP/PETER WHITE/GETTY.
1. Gold leather trousers by Petar Petrov. Collections for a/w 2016 shown at Paris Fashion Week by (2) Balenciaga, (3) Courrèges, and (5, 6 & 8) Chanel. 4. A design by British duo Hillier Bartley from their s/s 2016 collection. 7. Karl Lagerfeld at Paris Fashion Week, March 2016. 9. Designer Mary Katrantzou, following her (10) a/w 2016 show at London Fashion Week.
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A Mercedes-AMG, a Ferrari, and some mean streets.The perfect backdrop for style in the fast lane. Photography by ROGER DECKKER Styling by LOTTA ASPENBERG
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Previous spread. Cars (left) Ferrari 458 Spider, (right) Mercedes-AMG GT S. (Clothes, both models) blazer by Harris Wharf London, shirt by Dolce & Gabbana, hat by Nasir Mazhar; (model on the left) trousers by Carven, shoes by Jil Sander; (model on the right) trousers by Marni, shoes by Neil Barrett Opposite. Shirt and sweatshirt by Christopher Kane, trousers by Casely-Hayford
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This page. Jumper by Kenzo, shorts by Agi & Sam, shirt and socks by Marni, shoes by Heinrich Dinkelacker sunglasses stylist’s own. Opposite. (See caption for opening spread)
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This page. Top and skirt by CĂŠline Opposite. Dress by Roberto Cavalli,
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This page. Coat, shirt and trousers by Burberry Prorsum, socks by Sock Shop, shoes by Heinrich Dinkelacker
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This page. Sweatshirt and trousers by Christopher Kane, sunglasses by Dita, socks by ITEM m6, shoes by Jil Sander Opposite. Jumper by Neil Barrett, trousers, socks and shoes by Marni
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This page. Blazer and trousers by Yohji Yamamoto, shirt by Alexander McQueen, shoes by Heinrich Dinkelacker Opposite. Coat and trousers by Kenzo, shirt by Hugo Boss, shoes by Alexander McQueen
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Jacket and trousers by Alexander McQueen
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This page. Jacket, trousers and shoes by Prada Opposite. Coat and trousers by Daniel Fletcher, shirt by Jil Sander, trainers by Marni
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This page. Shirt and trousers by Neil Barrett, vintage watch stylist’s own Opposite. Sunglasses by Dita
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Coat by Antonio Marras, vintage scarf stylist’s own
Hair and Make-up Karina Constantine using Yves Saint Laurent Men’s Skincare Models Gennadii Solodukhin at Premier Model Management and Stanislav Svetlichny at IMG Models Fashion assistant Christopher Maul Photography assistant Chris Bromley Creative Director Daren Ellis Producer Maria Webster With special thanks to Avtolux Azerbaijan LLC (ofcial dealer of Ferrari in Azerbaijan) and AutoStar Kaukasus (ofcial dealer of Mercedes-Benz in Azerbaijan)
Jennifer Plueckhahn, Shell F1 fuels laboratory co-ordinator, Hamburg.
MORE THAN EVER BEFORE, WOMEN HOLD SOME OF THE MOST IMPORTANT ROLES IN THE EVER-EXPANDING WORLD OF FORMULA 1. MAURICE HAMILTON MEETS SOME OF THE INDUSTRY’S MOST ACCOMPLISHED FIGURES AND FINDS OUT WHAT DREW THEM TO THE SPORT.
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ormula 1 may be known as a male-dominated sport, yet women have always played a signifcant part. Having said that, their roles have changed considerably across the decades. Long gone are the days of women being mere wives and girlfriends, providing sustenance in the form of tea and sandwiches, or, worse still, being little more than fragrant diversions in grimy garages occupied by oil-streaked (and always male) mechanics. Today, as an explosion of technology has been embraced by motor sport, women are taking on positions of crucial responsibility in areas ranging from team management and public relations to engineering and aerodynamics.
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The Original Timekeepers
Firing On All Cylinders
Interestingly, it was not all tea and biscuits even back in the 1960s and 1970s. Before the onset of today’s sophisticated technology, women played a substantial part in the sport once the cars were on the track. Forty years ago, the technical aspects associated with designing and building an F1 car would be limited to a drawing board and a box of spanners. A grand prix outft would amount to no more than 30 people. As such, during practice, the progress of each driver would be measured by lap times on a stopwatch equipped with a split device. Through a complex piece of mental arithmetic, wives and partners watching a succession of cars go by at speed would record the lap times for competitors as well as their own driver and note down the times. This process could run continually for at least an hour. The race itself was even more demanding. The main task was to keep a lap chart, noting the position of every driver on every lap in order to map the progress of their particular driver compared to the rest. This could be a daunting task, particularly on the opening lap, as more than 20 cars sped by almost as one on the main straight. It could become even more complicated if the weather changed and drivers rushed into the pits to change tyres. More than ever would the team manager rely on the lap chart to understand the precise position of their driver and let him know via a signalling board hung over the pit wall. At the end of a race of changing conditions and positions, it was not uncommon for these lap charts to be used successfully by the team to claim against a mistake on the lap chart kept by race offcials. The advent of computerized timing equipment in the 1980s made the timekeeper’s job redundant, and today a serious F1 team requires at least 600 technicians and specialists to put two cars on the starting grid. However, the rapid advances in technology have opened the door for both men and women with expertise in areas previously unheard of.
Bernadette Collins is a senior strategy engineer with Force India. In the 1950s and 1960s, ‘strategy’ would amount to telling the driver to go for it and seeing what happened. Today, every conceivable aspect of performance is analyzed, discussed and acted upon. For Collins, this means monitoring weather conditions and improving pit-stop times and, most importantly, planning the team’s best qualifying and race strategy in order for Force India to achieve maximum points. “During the race this means deciding when to make pit stops and which tyres to ft,” she explains. “In the week before the race and during the practice sessions I help analyze both our pace and the pace of others, as well as tyre degradation [a drop-off in tyre performance shown by an increase in lap time]. During qualifying and the race, I work predominately on Checo’s [Sergio Perez’s] car but, outside of these sessions, we work as a team to plan the best strategy for both drivers.” A team’s vast remit will also include working with its fuel company to maximize engine performance. Shell, as supplier to Ferrari, provides a mobile laboratory at races to examine samples of fuel and oil taken from the cars. Jennifer Plueckhahn is Shell’s F1 fuels laboratory coordinator and is responsible for pre-season preparations and maintenance of equipment, operational trackside support during the season, as well as coordinating laboratory work at Shell Technology Centre in Hamburg, Germany. “On site during grand prix weekends I sample and test the fuels and lubricants that come straight from Sebastian [Vettel] and Kimi’s [Räikkönen] cars to ensure the fuel is legal and the engine is healthy, reporting the results to the Scuderia Ferrari engineers,” she explains. For Plueckhahn, a long-standing interest in motorsport makes the long hours worth it. “I think you have to be a fan, otherwise you can’t survive the long days and working weekends,” she muses. “This will be my frst season in F1, so I am really looking forward to it.” When it comes to the effciency of the Mercedes cars provided for Nico Rosberg and reigning world champion Lewis Hamilton, maximizing aerodynamic performance is the domain of Kimberly Stevens, who previously spent fve years working for the Sauber team. At Mercedes, she ensures that the engineers are provided with the necessary aerodynamic information in order to make the best setup compromise on the Silver Arrows cars for each track. “I also make sure that all bodywork is ftted correctly and is meeting our high quality standards, and that we’re getting the most out of the instrumentation to monitor damage and debris, but also to make gains in the future,” explains Stevens. “The competitive nature of F1 is largely what appeals to me.”
PREVIOUS SPREAD: HEIKE OLLERTZ. THIS SPREAD: HEIKE OLLERTZ. JAMES MOY PHOTOGRAPHY. STEVE ETHERINGTON.
Opposite page, from top: Jennifer Plueckhahn in the Shell lab, and in team colours; Bernadette Collins, senior strategy engineer with Force India. This page: Kimberly Stevens at work in Barcelona during preseason testing, 2016.
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For The Love Of The Job Indeed, far from being intimidated by a predominantly male sport, it is the competitive nature of its fast-moving environment (as the F1 circus travels to 21 races scattered across the globe) that appeals to so many of those involved. “I haven’t run into any discrimination in the industry,” says Stevens, something that is echoed by Plueckhahn. “Being in a maledominated sport doesn’t really matter as long as everyone has the same vision and loves doing their job,” she says. “I have never seen this as a problem,” agrees Sophie Ogg, who is head of Communications for the Williams team. “I always knew that [F1] was male dominated, but it never once occurred to me that that was strange or that I couldn’t achieve what I wanted to. I have always been focused on the job I’m doing.” She adds: “Men have made comments along the way, but when I talk about the work I’ve done, my path through motorsport and why I love the sport, any negativity about being a girl quickly disappears. I have made so many friends in motorsport over the years; it’s great to have lots of friendly faces around.” Having studied mechanical engineering, the gender make-up of F1 also never entered Collins’s head when considering a job. “Most forms of engineering are male dominated so the decision to work in such an environment really came when I decided my university degree in Northern Ireland,” she says. “For me, it has never been a factor. Yes, there are more guys but, in general, I get on really well with everyone and it has never held me back or impacted on how I or my opinions or ideas have been received. I would encourage other young females to ignore the gender issue and if you are interested in engineering, then take a closer look at areas that might suit you.” Indeed, for Ogg, it was always her love of motor racing that came frst. Memories include visiting the British Touring Car Championship with her father in the early 1990s. “I knew then that I wanted to work in a motor-racing paddock,” she recalls. “After that, I found a local race team and started washing wheels, basically doing anything just to be involved and learn more about the sport.” Ogg managed this while studying for a public relations degree at university, working in a London PR agency frst to gain experience in the media industry then working her way up through the motorsport industry before joining Williams in 2010.
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Clockwise from bottom left: Bernadette Collins monitors the Force India performance at the 2015 Brazilian Grand Prix, São Paulo; Sophie Ogg of Williams at the Australian Grand Prix, Melbourne, 2016; Amber Lounge founder Sonia Irvine in Monaco; past highlights at the club have included performances by Craig David and fashion events at Le Meridien Beach Plaza Hotel, Monte Carlo; Irvine at the 1999 Australian Grand Prix, in her former role as physiotherapist to her F1 driver brother Eddie Irvine.
Changing Times
JAMES MOY PHOTOGRAPHY. GLENN DUNBAR. SUTTON IMAGES/CORBIS. ALPHA PRESS. REBECCA MARSHALL.
In fact, the role of communications within F1 is an example of just how much the nature of the sport – and the industry as a whole – has evolved in recent years. Given the secrecy involved and the vast amount of detailed work needed to support their drivers, technicians have neither the time nor the inclination to speak to anyone outside of the team. It is left to media communications departments run by the likes of Ogg to provide a buffer between the team and a voracious media constantly looking to feed websites running 24/7. This is a far cry from the days when newspaper and specialist magazine reporters would chat directly and informally with drivers and team owners. Public relations departments were unheard of. Today, interview sessions with team personnel are strictly managed and monitored by a division also dedicated to issuing press releases and organizing media events. “I am responsible for creating and implementing a communication and digital strategy to support the business aims of all divisions within the Williams Group,” says Ogg, who
MEN HAVE MADE COMMENTS ALONG THE WAY, BUT WHEN I TALK ABOUT THE WORK I’VE DONE, MY PATH THROUGH MOTORSPORT AND WHY I LOVE THE SPORT, ANY NEGATIVITY DISAPPEARS. oversees a department of eight people. “[I am] responsible for all communications, both internally and externally, regarding Williams Martini Racing, Williams Advanced Engineering, Williams Heritage, our CSR programme and investor relations. We recently brought our digital operation in-house, which has allowed us greater creative control to deliver innovative solutions to improve the effciency and quality of the work and maximize brand engagement.” Perhaps nobody has been in a better position to witness change on this scale than the inimitable Sonia Irvine, founder of the glamorous Amber Lounge and sister to ex-Ferrari driver Eddie Irvine. After her brother’s retirement from the sport, Irvine, who had acted as his personal physiotherapist, saw the opportunity to create somewhere that various teams 93 Baku.
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LUCA TEUCHMANN/WIREIMAGE/PASCAL RONDEAU/GETTY. PHIPPS/SUTTON IMAGES/HOCH ZWEI/ CORBIS. COLORSPORT/NICK ROGERS/DAILY MAIL/REX/SHUTTERSTOCK. TOPFOTO.
and other F1 members could get together in relative privacy to let their hair down. “After the race in Brazil one year, we were driving around looking for a party to go to. Normally, after a race in Europe, you’d be on your way home,” she says. “But this was not only in São Paulo, it was also the last race of the season and everyone was in the mood to party. There were about six drivers, their partners and myself trying to fnd somewhere but there was nowhere we could all go together. The big teams were having their individual parties, everyone else more or less doing their own little thing and not getting together after a long, hard season travelling the world. I thought that was really sad and it got me thinking.” Irvine began to tap into her contacts and utilize a sense of ambition sharpened by her association with such a competitive business. Amber Lounge was born on the night of the 2003 Monaco Grand Prix and has since spread to Singapore, Melbourne, Abu Dhabi and Mexico City. “[F1] really suited me because I always want more and I’m always hungry to learn,” says Irvine. “The people in F1 knew me as a hard worker and that was a good foundation for the idea formulating in my mind.” It seems that, over and above gender considerations, it is hard work and teamwork that have driven the world of F1 forward. Yet from the days of timekeeping to the modern science of aerodynamics, the sport has become increasingly specialized, offering new opportunities for skilled and determined women where they can forge their standing within the sport. As Irvine says, “I’m a strong believer that in life your reputation is paramount. You can’t buy that.”
This page, from top left: Singer Pixie Lott at the 2014 Amber Lounge Gala, Monte Carlo; Giovanna Amati during practice for the 1992 South African Grand Prix, Kyalami; Divina Galica of Great Britain at the 1978 Argentinian Grand Prix, Buenos Aires; Lella Lombardi at the German Grand Prix, Nürburgring, 1975. Opposite page, from top: Desire Wilson at Brands Hatch, 1978; Maria Teresa de Filippis in her Maserati at Silverstone during practice for the 1959 International Trophy Race; Susie Wolf for Williams Martini Racing at the 2015 Spanish Grand Prix, Barcelona.
Women Driversin F1 During the past 60 years, six women drivers have taken part in a grand prix weekend, with just two of them actually racing. Maria Teresa de Filippis was a pioneer in every sense when she took part in three grands prix in the late 1950s, an era when motor racing was extremely dangerous. Not only that, but she made her debut in 1958 on the SpaFrancorchamps road circuit, one of the fastest and most hazardous of them all. Driving her privately entered Maserati, the Italian fnished 10th but had mechanical trouble in races in Portugal and Italy. In 1959, she decided the risks were too high after her close friend Jean Behra lost his life on a race track in Germany. It was not until 1974 that Lella Lombardi returned a female presence to the starting grid, the Italian racing eight times and becoming the only woman to score a championship point when she was classifed sixth in the 1975 Spanish Grand Prix. In the decades following Lombardi’s retirement in 1976, three female drivers – Divina Galica, a British Olympic skier, South Africa’s Desire Wilson and Giovanna Amati of Italy – all attempted but failed to qualify for various grands prix. In more recent years, Scotland’s Susie Wolff worked as a development driver for Williams and took part in two offcial grand prix practice sessions in 2014 before deciding to retire from the cockpit and launch an initiative to fnd more female drivers. “There are many fantastic women doing very good work in F1, work that is just not as visible as what happens on track and, sadly, there aren’t as many women on track,” says Wolff. “But the next generation is coming and I am dedicating time and energy to helping them.”
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MercedesBenz 300 SL Gullwing It’s diffcult to imagine the impact the Mercedes-Benz 300 SL must have had when it frst hit the streets in 1954. With its spaceage looks, upwardhingeing gullwing doors, fuel-injected engine and 225kph top speed, it was nothing short of a sci-f dream turned real. A sleek grand tourer and the fastest production car of its day, the 300 SL proved irresistible to stars such as Clark Gable, Zsa Zsa Gabor and Tony Curtis. Just 1,400 were made.
under the hammer: 1955 model, sold at Bonhams, London, in 2015 for £898,333.
GET TO KNOW WHAT TOPS THE SERIOUS COLLECTOR’S WISHLIST IN OUR BUYER’S GUIDE TO CLASSIC CARS. words by SIMON DE BURTON illustrations by SARAH HANSON
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FERRARI 365 DAYTONA SPIDER
LAMBORGHINI COUNTACH Not for nothing can the name ‘Countach’ be loosely translated as ‘Wow!’ When it hit the streets in 1974, Lamborghini’s rearengined supercar was nothing short of radical. Penned by Bertone designer Marcello Gandini, creator of the legendary Miura, the Countach featured a tubular space frame construction skinned in aircraft-grade aluminium. Gandini added avant-garde ‘scissor’ doors, but ignored practicalities such as rear visibility – making it nigh on impossible to reverse a Countach safely. Production lasted 16 years but the earlier cars are the most sought-after.
“What’s behind me is not important,” said fctitious racing driver Franco Bertolli as he snapped off the rear view mirror of his Ferrari 365 GTS/4 (Daytona Spider) in the motoring caper The Gumball Rally. With a 352 horsepower V12 engine up front and a top speed of 277kph, there wasn’t much that could outpace a Daytona. A mere 122 examples were made in drop-top Spider format from 1968 to 1973, making it one of the most collectable Ferraris of all.
under the hammer: 1972 model, sold at RM Sotheby’s, Amelia Island, Florida, US, in 2015 for $3,300,000.
under the hammer: 1975 model, sold at Bonhams, Goodwood, UK, in 2014 for £953,500.
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BOND BUG 700ES The Bond Bug was built with but one thing in mind – fun. A threewheeler with a 700cc engine and a wedgeshaped plastic body, it was mainly available in a screaming orange hue entirely appropriate to the 1970s, with the range-topping, £629 ES model offering luxuries such as sports seats, mudfaps and even an ashtray. Just 2,270 Bugs were built from 1970 to 1974 and retain a strong enthusiast following.
Under the hammer: 1970 model, sold at H&H Classics, Buxton, UK, in 2014 for £7,952.
MCLAREN F1 Among modern supercars, McLaren’s F1 is, quite simply, the ultimate. Built in a mere 106 examples from 1992 to 1999, the F1 was as exotic as they come with its central driving position, 372kph top speed, wind-cheating aerodynamics and gold foil-lined engine bay. It remains the fastest, normally-aspirated production car ever built. With a price tag of more than $500,000 when new, McLaren later struggled to shift F1s.
under the hammer: 1998 model, sold at RM Sotheby’s, Monterey, US, in 2015 for $13,750,000.
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FERRARI 550 MARANELLO It has been said that true gentlemen don’t drive mid-engined Ferraris. So there were a few sighs of relief when the Prancing Horse introduced the 550 Maranello in 1996, its frst frontengined, two-seater grand tourer since the 365 Daytona had gone out of production 23 years before. Capable of touching 320kph, its 5.5 litres and 485 horsepower make it a consummate continent crosser. It is already considered a classic just 14 years after production ended.
under the hammer: 1999 model, sold at Silverstone Auctions, Coventry, UK, in 2016 for ÂŁ110,250.
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ONE OF FORMULA 1’S BEST KNOWN AND LONGEST RUNNING RIVALRIES WAS TO SHAPE THE DESTINIES OF TWO OF ITS MOST TALENTED DRIVERS – BUT, ASKS MARK HUGHES, JUST WHO WERE THE MEN BEHIND THE WHEEL?
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n the world of Formula 1, the names Ayrton Senna and Alain Prost are synonymous with one of the greatest and most enduring rivalries in racing history. For 10 years, two of the sport’s greatest drivers were engaged in an intense duel. Indeed, the antagonism between the Brazilian prodigy and the cool Frenchman became the stuff of legend, living on far beyond Senna’s untimely death at the 1994 San Marino Grand Prix. The scale of challenge that Senna would come to represent to Prost frst became evident at Monaco 1984, Senna’s ffth grand prix. Prost, already a multiple grand prix winner and in his ffth season of F1 (each season comprising multiple grands prix), was leading the race for the dominant McLaren team. So far, so routine. But a few laps later, an irritant: as the rain fell more heavily someone was catching him at between three and four seconds per lap. What was this? A lowly Toleman team car catching his McLaren? Driven by a rookie? Prost, recognized at the time as the world’s number one driver (and in F1’s fastest car), was being made to look pedestrian by Senna, fve years his junior. With Senna’s previous halfminute defcit down to just seven seconds and the rain intensifying, Prost waved his hands to offcials as he passed the pits, suggesting that conditions were becoming too bad. This probably played its part in the race being declared after just 31 of the scheduled 78 laps – before Senna was quite able to catch up and pass. With half-points awarded on account of the race being shortened, Prost gained just 4.5 points. Had the race gone the full distance and Prost fnished second to Senna, he’d have gained six points. In that scenario he – and not his teammate Niki Lauda – would have been world champion. Instead, Prost lost it by half-a-point. On that rainy Monaco day Senna arguably cost Prost his frst world title. In the years ahead he would cost him more – and that irritant in Prost’s mirrors would grow to become his Moby Dick, the adversary that would defne his career. The two would become locked in combat and would fght each other for the world title across three consecutive seasons, between 1988 and 1990, and two of them as McLaren team-mates. 102 Baku.
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AHEAD OF THE INAUGURAL GRAND PRIX IN BAKU, GET AN ALTERNATIVE VIEW OF THE ACTION THROUGH THE LENS OF PHOTOGRAPHER LAURENT NIVALLE, WHO CAPTURED LAST YEAR’S F1 SEASON CLIMAX IN ABU DHABI.
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Hair and Make-up Karina Constantine using Yves Saint Laurent Men’s Skincare Models Gennadii Solodukhin and Stanislav Svetlichny Fashion assistant Christopher Maul Photographer’s assistant Chris Bromley Creative Director Daren Ellis Producer Maria Webster With special thanks to Avtolux Azerbaijan LLC (ofcial dealer of Ferrari in Azerbaijan) and AutoStar Kaukasus (ofcial dealer of Mercedes-Benz in Azerbaijan)
hat connects Formula 1 and toothpaste manufacturing? No idea? OK, here’s a clue. We’re talking specifcally about making toothpaste production lines faster by improving change-over times. Give up? The answer is a company called McLaren Applied Technologies. Part of the McLaren Technology Group, best known for one of the world’s most successful F1 teams with 20 championship titles to its name, McLaren Applied Technologies, or MAT, is based with its parent at the McLaren Technology Centre. Something of a celebrity in its own right, the campus-like headquarters were designed by Foster + Partners and are half-building, half-lake; from above they look a bit like a Yin and Yang symbol. It’s the kind of HQ you might expect to fnd in Silicon Valley, rather than nestling in the rolling green countryside of southern England, just outside the commuter town of Woking. What MAT did was take the know-how behind those insanely fast pit-lane changes in F1 races and apply it to GlaxoSmithKline’s toothpaste production line. The expertise that allows a race car to have its wheels changed in a few seconds also enables GSK to swap from making one type of toothpaste to another very quickly. The company has thus signifcantly improved its productivity and now makes millions of extra tubes a year. 124 Baku.
WHITE HEAT
MCLAREN’S APPLIED TECHNOLOGIES DIVISION IS TAKING THE HIGH-TECH LESSONS OF FORMULA 1 AND APPLYING THEM TO EVERYTHING FROM HEALTHCARE TO RUGBY – AND VICE VERSA, RHYMER RIGBY REPORTS.
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This was one of MAT’s early successes. However, this example is also a little deceptive as it perpetuates a bit of a misunderstanding. This is that MAT is ‘just’ a technology transfer company that takes the cool stuff from racing cars and applies it to industries such as toothpaste manufacturing. In fact, says MD Geoff McGrath, the business’s remit is far broader. What it does is take the capabilities of racing and other high-tech felds and pull them together to create “rapid prototyping solutions”. It also offers technology consultancytype services in partnership with the professional services frm KPMG. The source of the technology itself doesn’t matter. If MAT comes across something amazing in healthcare or, for that matter, toothpaste, it would be happy to take it back to racing. Moreover, McGrath himself, although an engineer, does not have a background in F1. He worked in oil and gas, then mobile data and did a stint in Silicon Valley before joining MAT.
PREVIOUS SPREAD: FRED MACGREGOR. PATRICK GOSLING/ BEADYEYE. THIS SPREAD: MANUEL VAZQUEZ/CONTOUR BY GETTY.
THE SOURCE OF THE TECHNOLOGY ITSELF DOESN’T MATTER. IF THE COMPANY COMES ACROSS SOMETHING AMAZING IN HEALTHCARE, IT WOULD BE HAPPY TO TAKE IT BACK TO RACING. So, perhaps it’s best just to describe the business as it describes itself: an applied technology company. Whatever you call MAT though, it is very much the kind of high-tech, high-skills company that is building the future. And what’s more, it’s growing fast. When McGrath joined in 2009, it was just three people. Now, six years later, it employs over 300 (McLaren as a whole employs 3,000 people). “In a sense,” McGrath says, “we’re like a start-up within a big corporation. We have our own culture and our own identity.” But what does all this impressive-sounding comingtogether of technologies mean, apart from an interesting link between F1 and toothpaste? Let’s start with motorsport. From its work on race cars, McLaren is a world leader in measurement. “We can measure the health and condition of the engine in racing. This means we can measure the health and condition of almost any asset whether it’s moving or not – and that includes people.” 127 Baku.
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Next, we move to bikes and MAT’s work with Specialized, one of the world’s best-known bicycle manufacturers. In the past, bike design was a lot of trial and error: you’d make a change and see how it worked out on a real bike. However, McLaren took a different approach. It used sensors to collect data from riders on bikes in its labs – and it then used these measurements to create a simulation of a bike. What this meant was that Specialized could effectively design a virtual bike. Making and testing alterations was far easier and faster because they were all done in the virtual world – and far more alterations could be made. “We went from doing a project to make a bike very light to transforming the way Specialized approaches the design of bikes altogether,” explains McGrath. Back in the real world, this sort of thinking has uses once the physical bike has been built, too. It could mean a bike that adapts to you as you’re riding it. “If you’d put on a bit of weight over Christmas, you’d want a different set-up to get optimum performance.” Via the cloud and the internet of things, it is possible to build a bike that not only notices the extra weight you’ve put on but then adjusts the seat post and the shocks automatically to compensate for this. “The idea,” says McGrath, “is that you’re adapting on the fy.” This sort of embedded intelligence has uses in dozens
MANUEL VAZQUEZ/CONTOUR BY GETTY.
WE CAN MEASURE THE HEALTH AND CONDITION OF THE ENGINE IN RACING. WE CAN MEASURE THE HEALTH AND CONDITION OF ALMOST ANY ASSET – AND THAT INCLUDES PEOPLE. of different felds. “We can have a dialogue with lorries and cars and we can also make interventions – and you can measure the condition of components in wind turbines and understand how long they can be expected to run before maintenance is needed.” In the case of offshore turbines, where maintenance requires sending someone out in a boat, this can be a huge money saver. What applies to cars and wind turbines applies to people, too. “Our vision in healthcare is the same. I want to be able to monitor your vital signs and make an intervention if I
see a cause for concern,” says McGrath. This might be a pattern of behaviour that precedes any of what might be considered ‘normal’ symptoms and could mean that an earlier, smaller intervention is needed. Professional sports are a big area, too. “When Martin Johnson was coach for the England rugby squad, he had a vision that he wanted to monitor players during training and understand how overtraining correlated to risk of injury in a game.” What was interesting, McGrath explains, is that they started with very sophisticated instrumentation but found, in time, they could go down to much cheaper, simple sensors and use smart analytics based on pattern recognition and spotting deviations from the norm. They could even tell which player they were looking at, just from the data. It’s clear that McGrath thinks that we’re only just starting to scratch the surface when it comes to the internet of things and analytics in the cloud. “I think the way forward is to use data to drive design – and that’s becoming possible now.” The possibilities, he believes are extraordinary because, “We’ll understand how people interact with products and the environments in which
they live.” At the moment, this has to be done by observation; in the future it will be done by the products themselves, constantly. If data-driven design is exciting, then so, too, is datadriven decision making. “If you use motor racing as an example, we can take the data coming off a racing car, feed it into models and run thousands of scenarios in parallel. So we don’t have one strategy, we have thousands of strategies per second.” For a race anywhere in the world, this will be done from a room in England and, again, it allows interventions to be made, not 129 Baku.
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in the next race, but in the race that is being run. Capabilities like these can be applied to numerous processes and industries – and they allow humans to make higher value “judgemental interventions”. In terms of real-life applications, McGrath says that data-driven decisions are well suited to systems with lots of variables. “One use could be air traffc control. If you ask an air traffc controller to make sure that most people leave on time, they can do the job.” However, humans tend to become overloaded if you have more than three variables. “If you say, ‘make sure most people leave on time, while making sure that the high-value passengers make their connections, while minimizing CO2 emissions over London’, they’re going to start to struggle, and they can’t look forward.” McLaren has developed maps that allow air traffc to look a couple of hours ahead and optimise their performance accordingly.
HIGH LEVEL/REX/SHUTTERSTOCK. PATRICK GOSLING/BEADYEYE. NIGEL YOUNG/FOSTER + PARTNERS.
WE CAN TAKE THE DATA COMING OFF A RACING CAR AND RUN THOUSANDS OF SCENARIOS. SO WE DON’T HAVE ONE STRATEGY, WE HAVE THOUSANDS OF STRATEGIES PER SECOND.
All images. Views of the exterior and interior of the McLaren Production Centre in Woking, in southern England, where their road car, the McLaren 12C (pictured on the opening spread and opposite) was made until 2014, and where they continue to design and make the McLaren Sport Series of highperformance road cars such as the 570S.
Another example is UK rail timetables, which are produced two years in advance. So how do you react when there’s bad weather or leaves on the track? The answer at the moment is that you don’t. “There’s no tool to do that. It doesn’t exist in Britain today.” But McLaren is working on it – and the same thinking could apply to cars: “A car is just like a train with a carriage of one.” It’s clear that McGrath sees us at the beginning of an intelligent, networked future, where much of the complex decision making is taken out of the hands of people and given to smart systems. “If you take driverless cars,” he says, “I think they’re coming faster than people realize.” But what of the future of MAT? The company is, he says, a leader in its feld and already has a presence in Singapore and North America. It’s a great example of what can be done when you take engineering and technology and merge the physical and virtual worlds. “We’re miles ahead of our F1 rivals, and we have a mindset that is more Silicon Valley than GB.”
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ENJOY THE THRILL OF THE OPEN ROAD ALONG SOME OF THE MOST EXCITING AND BEAUTIFUL MOTORING ROUTES IN THE WORLD, ALL REACHABLE FROM FORMULA 1 CIRCUITS, AS SELECTED BY FRANCESCA PEAK.
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STELVIO PASS ITALY
Consistently voted one of the best drives in the world, the dramatic Stelvio Pass runs high up in the Ortler Alps in northern Italy, just 200 metres from the Swiss border. Such is its popularity, that serious drivers should hit the road early in the morning to beat the crowds. With 48 switchbacks and 75 hairpin bends, and at its highest point 2,745m-high, Stelvio leaves you breathless in more ways than one. Want more? Those in the know take a detour to the adjoining Umbrail Pass for extra twists and turns.
DRIVE IT: MASERATI GRANCABRIO MC
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MONACO TO NICE MONACO / FRANCE
Make the most of the short drive between two of Europe’s most glamorous destinations by taking the high road – literally. Head uphill from Nice on the Grande Corniche, the highest of the three corniche roads, and enjoy mesmerizing views over Cap Ferrat and the superyachts of the Mediterranean (although it’s perhaps most famous for its starring role in the Bond flm Golden Eye). Stop off en route in the medieval village of Eze on the Corniche-Moyenne (below left) for a Sanbitter (on the rocks, slice of orange), before heading down the switchbacks and arriving in style at the Place du Casino in Monaco, handing the keys to the portier.
DRIVE IT: 2009 FERRARI F430 SCUDERIA SPIDER 16M
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PREVIOUS SPREAD: KARL THOMAS/GETTY. WESTEND61 GMBH/ALAMY. THIS SPREAD: MASSIMO BORCHI/ATLANTIDE PHOTOTRAVEL/ BERTRAND RIEGER/HEMIS/RADIUS IMAGES/ ALISTAIR BAKER/OCEAN/CORBIS. JEAN DESY/GETTY. MOTORING PICTURE LIBRARY/GABRIELA INSURATELU/ALAMY. PETER ROBAIN.
TRANSFAGARASAN HIGHWAY ROMANIA
THE LAURENTIAN MOUNTAINS QUEBEC, CANADA
Straight from the F1 circuit, take Autoroute 40 east to Beauport, crossing the vast green plains, stopping off in the quaint town of Louiseville for a relaxing lunch by the Wolf River, where you can bathe in the summer sun. Continue to Quebec City and meander through cobbled streets of bistros and boutiques, making sure not to miss Chateau Frontenac (above), and the infamous Citadelle of Québec. Then pick up the pace along Route 138 and head south to the Laurentian Mountains. Once there, the world is your oyster - take a pit stop and taste the local epicurean delights (maple butter pancakes, anyone?), or continue through and explore the quaint local towns.
Begin your Transylvanian trek in the village of Bascov. Then, to squeeze between two of the country’s tallest mountains, Moldoveanu and Negoiu, cruise along 90km of sinuous roads. Keep an eye out for blind corners and wandering focks of sheep (part of the local charm), then sail through the sky as the road takes you 165m above Vidraru Lake. The Fagaras mountain range is easy on the eye, with waterfalls, glaciers and the dense pine forests that engulf the entrance to the charming village of Cartisoara, where you can stop off during your descent for some refreshments, or even stay the night. The Transfagarasan Highway is snowed under for half of the year, but promises to be one spectacular summer trip.
DRIVE IT: 1999 LAND ROVER DEFENDER V8
DRIVE IT: 1968 FORD MUSTANG CONVERTIBLE
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BEANSTOCK IMAGES/MASTERFILE/CORBIS. DAVID WALL/GETTY. MOTORING PICTURE LIBRARY/ALAMY.
GREAT OCEAN ROAD VICTORIA, AUSTRALIA
Make the most of the dramatic landscape down under by cruising down the M1 to the beach town of Torquay to reach the Great Ocean Road. Roll down the windows and let the sea breeze blow through your hair as you make your way through Lorne and Apollo Bay (stop here for watersports or indulge in some award-winning local cheese). Then head inland and lose yourself among the tall forests, magnifcent waterfalls and tranquil lakes of Otway National Park. Finally, set off along Shipwreck Coast and marvel at the rock stacks called Twelve Apostles (even though there are only eight), which cast their shadows on Australia’s far horizons and jewel-seas (as the much-loved Aussie poem puts it).
DRIVE IT: 1957 PORSCHE 356 SPEEDSTER
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HOKKAIDO SCENIC BYWAY JAPAN
JEBEL HAFEET MOUNTAIN ROAD UNITED ARAB EMIRATES
While the adrenaline from the fnal race of the season lingers, speed along the E22, taking the exit from Abu Dhabi to Al Hayer Road until you reach Jebel Hafeet. Now put your car in sport mode. This 11km ribbon of smooth tar cascades down the mountain in tight turns and fast sweeps; the perfect backdrop to channel your inner F1 driver as you explore your car’s dynamic abilities. However, on the way down from the mountain’s 1,249m-high peak, slow down to enjoy the rocky panoramas before you. At the bottom of Jebel Hafeet, enjoy some time out in one of the many natural hot springs and tranquil oases.
DRIVE IT: PAGANI HUAYRA
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Part of an impressive drive to showcase the beauty of the northernmost of Japan’s islands, the Hokkaido Scenic Byway offers multiple driving routes to choose from. You could begin in ShikotsuToya and admire the lakes, mountains and smouldering volcanoes (below) in the city’s National Park, before arriving in Taisetsu-Furano. Here, felds of vibrant fowers (right) have been specially planted. In fact, regular pit stops around the island are designed to include everything from hot spring baths to dairy farms and even the celestial views afforded by the Mt Kenashi Observatory. However, make sure you save enough energy for the fnal stop, Hakodate City, home to Edoperiod Fort Goryokaku and its dramatic star-shaped moat.
DRIVE IT: 1972 DATSUN 240Z
DOMINIC BYRNE/GEORGE OSTERTAG/DRIVE IMAGES/ALAMY. MARK HORN/MASANOBU HIROSE/SHANNON SWITZER/GETTY. MAGIC CAR PICS/REX FEATURES/SHUTTERSTOCK. JOHN AND LISA MERRILL/CORBIS.
ORANGE COUNTY MOUNTAINS
CALIFORNIA, UNITED STATES Set off down the coast from Newport Beach, head inland and ascend to 1,200m, before tackling the passes of Highway 76. Cruise through mountain towns such as Lakeland Village, viewable from the Lookout Roadhouse, before checking out the Cleveland National Forest. Here you can fnd the quaint town of Jamul (where you can refuel with some tasty pie) before joining Route 94 and heading into Some Like It Hot’s Coronado (below) for dinner by the sea.
DRIVE IT: MERCEDES-AMG SL 65
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OVER THE PAST 50 YEARS GERMAN PHOTOGRAPHER RAINER SCHLEGELMILCH HAS TAKEN SOME OF THE DEFINING IMAGES OF F1 RACING. HERE HE SELECTS HIS FAVOURITE SHOTS AND TELLS US THE STORIES BEHIND THEM.
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ainer Schlegelmilch has been photographing Formula 1 for the past 50 years, and his name has become synonymous with the style of imagery we associate with the sport. His body of work has become one of the most important archives of F1’s key races, faces and places. At 14, he was given a simple Kodak Retinette camera. Taking photographs of landscapes and people, and doing his own darkroom work, the young Schlegelmilch soon abandoned his plans to study law in favour of attending the Bavarian State School of Photography. This fne art background quickly defned Schlegelmilch’s photographic style, setting him apart from his peers. He started his own studio for advertising photography, from which he earned his income, but his weekend passion became racing photography. His independence (and bravado) allowed him to capture what are now regarded as some of F1’s quintessential images. The story behind the image is often as tantalizing as the picture itself. Take, for example, the moment he used a pair of woman’s sunglasses to capture Denny Hulme and Dan Gurney’s McLarens at the 1970 French Grand Prix at ClermontFerrand. “I saw a woman with mirrored sunglasses outside, so I took her to the pit lane so that I could photograph the cars refected in her glasses,” he recalls. “This was the sort of thing you could do at the time – this was 1970. I was famous for climbing over fences and walls as I was a freelancer, and normally only photographers from magazines got access passes.” What follows here is a selection of some of his favourite shots and some more of the stories behind them.
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Previous spread: Pit stop with Denny Hulme and Dan Gurney’s McLarens at the 1970 French Grand Prix. This spread: 1. Jackie Oliver airborne in his LotusFord F2 during the 1967 German Grand Prix at Nürburgring. 2. Denny Hulme passes a group of photographers at the British Grand Prix, July 1968, Brands Hatch. 3. Bruce McLaren in his McLaren-BRM at the 1967 Monaco Grand Prix. 4. Jo Sifert stops to borrow a dry visor from retired Graham Hill during the 1968 French Grand Prix in Rouen, allowing John Surtees to pass in his Honda. 5. Graham Hill sports a customised rain visor at the French Grand Prix, Clermont-Ferrand, June 1965.
JACKIE STEWART IS CONGRATULATED BY HIS WIFE HELEN AFTER WINNING THE DUTCH GRAND PRIX, ZANDVOORT, 23 JUNE 1968. 4.
“Jackie had had an accident two months before this win in the Dutch Grand Prix, so he had a brace on his hand. Upon winning, usually the wives or girlfriends of the winner go up on the podium – Jackie wanted to kiss his wife, or she wanted to kiss him, but in order to do that, a nice guy had to hold up his visor, as it was raining, and you see the other cameras around, capturing that moment. For me this story is so beautiful, it’s such a nice kiss and I think it’s really poignant – Jackie is still one of my best friends today.” 5.
AUSTRALIAN DRIVER JACK BRABHAM COOLS DOWN WITH AN ICE LOLLY AT THE CIRCUIT DE SPAFRANCORCHAMPS, BELGIUM, 17 JUNE 1962. “This was 1962, and it was my very frst grand prix, in Spa-Francorchamps, where I did my exam work for photography school. I was so interested in faces and the drivers and I saw this guy sitting in his car, waiting to go out again – I think the mechanics were working on his car at the time. So he got an ice cream and began to eat it and then somebody told me this was two-time world champion Jack Brabham. In the early days I used to ask somebody to tell me all the names, and I’d write them on the pictures so I could remember them!”
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1. Jackie Stewart’s wife Helen records laps alongside Tyrrell-Matra mechanics at the 1969 Italian Grand Prix, Monza. 2. British driver Piers Courage and his wife Sally at the 1968 Italian Grand Prix, Monza. 3. Denny Hulme at the 1969 British Grand Prix, Silverstone. 4. Jackie Stewart’s Tyrrell-Matra MS10-Ford passes in a blur of speed at the 1968 Belgian Grand Prix, Spa-Francorchamps.
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FANS PERCH ATOP A HUGE AGIP BILLBOARD AT THE 1974 ITALIAN GRAND PRIX, MONZA. “This advertising board at Monza is typical of the time – when the Italian fans fgured out this was a fantastic place from which to watch the race, they climbed up from the back and began to make holes in the facade. This went on for about two years, I think – then one day the whole thing fell down and a lot of people were hurt so that ended there. But it’s a nice photo – you get a crazy sense of what it was like to watch the race.”
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1. Nanni Galli of Italy is refected in his car’s mirror during practice for the 1972 British Grand Prix, Brands Hatch. 2. Time out for a fag marshal at the 1973 Austrian Grand Prix, Zeltweg. 3. Niki Lauda has his pulse taken before the 1977 German Grand Prix, Hockenheimring. 4. James Hunt, 1973. 5. Jochen Rindt, 1970. 6. Mike Hailwood of Great Britain at the 1972 German Grand Prix, Nürburgring. 7. Jack Brabham in his Brabham-Cosworth at the 1970 Monaco Grand Prix.
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1. 1. Race leader Ayrton Senna, Monaco Grand Prix, 1989. 2. The 1984 British Grand Prix, Brands Hatch. 3. Gerhard Berger, 1989. 4. Manfred Winkelhock, 1983 Austrian Grand Prix, Spielberg. 5. Renault’s RE24 at the 1980 US West Grand Prix, Long Beach. 6. Keke Rosberg, 1982. 7. Of-duty track marshals, Monaco Grand Prix, 1982.
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NIKI LAUDA DURING THE AUSTRIAN GRAND PRIX, AUGUST 1984. “This was a photo taken when Lauda was with his last team, McLaren, which he joined after a break of two years. Here you can see the wrinkles caused by the burns around his eyes and there is such great light on his face. He was never emotional, Niki, he’s a tough guy – I love this picture as it could be right out of that movie, Rush.”
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STEFAN JOHANSSON IN HIS FERRARI AT THE 1985 MONACO GRAND PRIX. “This is my most perfect zoom shot ever! My camera zoom was totally synchronized with the car. There was a fre fare from the burning gas behind the exhaust, and it happened just at that fraction of a second. And the sense of speed comes from the zoomed background of the Rascasse corner of the circuit.”
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ROAD CAR TECHNOLOGY HAS COME A LONG WAY IN A SHORT TIME VERY QUICKLY, THANKS TO THE PACE OF FORMULA 1 INNOVATION. JASON BARLOW REPORTS FROM THE FRONTIERS OF CAR DESIGN.
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Previous spread, left to right: the Ferrari driven by Kimi Räikkönen at the 2015 Abu Dhabi Grand Prix; the limited-edition LaFerrari hybrid supercar, unveiled in 2013. This spread: 1. Race winner Michael Schumacher celebrates with Jean Todt, then general manager of Ferrari, at the 2004 German Grand Prix, Hockenheim. 2 & 5. Renderings of the BMW i8. 3. Porsche 918 Spyder. 4. BMW’s electric i3. 6. Alfa Romeo Giulia. 7. Ferrari F430 Spider.
PREVIOUS SPREAD: LAURENT NIVALLE. SHAUN PILLAI/ALAMY. THIS SPREAD: SUTTON IMAGES/BRUCE BENEDICT/TRANSTOCK/CORBIS. GERRY PENNY/EPA/ALAMY.
or a global entertainment spectacle enjoyed by millions of people around the world, Formula 1 is thrillingly complicated. Fundamentally, F1 should put the world’s best drivers into the fastest cars, and pit them against each other in the most challenging of latter-day gladiatorial arenas. But as the top racing formula, F1 also has to be the most innovative and technologically advanced form of motorsport. Factor in that the main contenders are the giant OEMs (original equipment manufacturers) of the car industry, determined to forge a bulletproof link between what they race on Sunday and what they sell on Monday, and you have a formidable, perhaps irreconcilable combination of demands. The extent of technical crossover between those rapid, aerodynamic racing missiles and an apparently mundane family hatchback has never been more signifcant – or more of a battleground – especially in the current era of downsized and hybridized power trains (the engine and its connections to the axles). Jean Todt is president of the FIA, motorsport’s governing body. He was team principal at Ferrari from 1993 to 2008, a period which encompasses Michael Schumacher’s incredible run of fve consecutive world championships as a driver for Ferrari. Back then, Todt ran Ferrari with an iron fst, and promoted the interests of the sport’s most fervently supported participant with tireless dedication. Now, as part of the sport’s primary rule-making body, he has frmly established himself as one of the main advocates of a much
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more environmentally focused hybrid formula. (He’s also one of the main forces behind the all-electric Formula E championship.) “I knew we had to change because the world is changing,” he tells me. “Even manufacturers like Ferrari understood that they needed to introduce some new technologies and they did. It’s part of the evolution of society, and you cannot be blind – even if you are Formula 1. In fact, if you are Formula 1, you have a responsibility. It’s the pinnacle of motorsport so you must set the right example. I’m sure it’s the right direction.” “In 10 years’ time, Ferrari will be completely different from what they are now,” he continues. “It’s essential. We still dream. But if I had to choose myself, I would like much simpler cars, narrower tyres and much simpler aerodynamics.” It’s a fascinating admission, and prompts the single most important question as the battle for the soul of the sport rages on: is Formula 1 too complicated? Here’s the Mercedes F1 team boss Toto Wolff’s view: “No. F1 is about innovation,” he tells me. “I know there are many fans who think we should put GP2 cars [a racing series in which all teams must use the same supplier to even the playing feld] on the grid, call it F1, and put the best drivers in them and let them fght it out. However, I believe in F1 as the pinnacle of innovation, with the highest performance and most complicated cars.” Mercedes is also the team that has managed the transition to the new formula most successfully, and its main players insist that the technology transfer from racing car to road model is an essential part of the sport, not just a useful by-product. For proof, one has only to look at the increasing use of carbon fbre (pioneered by McLaren back in its 1981 F1 car) in very high performance road cars and the implementation of paddleshift semi-automatic gearboxes (to change gears without a clutch pedal) across the board. However, to truly understand the depth of the transfer requires a more forensic understanding of the technology, as Mercedes F1’s technical executive director Paddy Lowe tells 159 Baku.
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IT TAKES MORE THAN A FEW SPINS AROUND A TRACK TO BECOME WORTHY OF THE FASTEST SPORT IN THE WORLD. NOVICE FRANCESCA PEAK TAKES HERSELF TO MERCEDESBENZ WORLD AND TRIES TO GET TO GRIPS WITH A SUPERCAR. Photography by WILL SANDERS
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rive a car for a few hours. Talk to the press after the race. Spray champagne over your teammate. Travel around the world nine months of the year. This is what I thought the life of a Formula 1 driver entailed, and it sounded pretty sweet. Formula 1 just seemed like everyday driving with a highpowered injection of glamour, money and glory. Despite the noticeable lack of female drivers on the grid, what was stopping me from dropping my journalistic ambition and embarking upon a glittering career in car racing? As it turns out, everything. The bravado that took me to Mercedes-Benz World in Weybridge, Surrey, quickly disappeared when I saw what I’d be driving: the 2016 AMG GT S, with its 510 brake horsepower and 4.0 litre V8 engine. Quite a leap from my Fiat 500. But, as I learnt from driving instructor Eunan, it’s very much a case of mind over matter. “All it takes to be a racing driver is practice. Learn the basic techniques, put in time in the car, and you’ll be on the grid in no time.” Despite this, I suspected I wouldn’t be much of a challenge to Hamilton et al anytime soon. If I was going to get a taste of Formula 1 anywhere, it was going to be here at MercedesBenz World, where the elite Silver Arrow instructors take members of the public around dry and wet tracks, as well as challenging them to braking and accelerating tests, all while maintaining control of a high-powered engine. However much you think you know about racing driving, it’s back to square one when you’re behind the wheel here. As Eunan explained, there’s no cast-iron barrier preventing women getting behind the wheel 166 Baku.
The writer on the practice track at Mercedes-Benz World in the MercedesAMG GT S.
of a Formula 1 car: a glance at the drivers’ stats proves they come in all shapes and sizes, from all backgrounds. Of course, you need to be physically ft, light as a feather and mentally imperturbable, but beyond that there’s nothing stopping me leading the way for female drivers in F1. At least, that’s what I told myself as I spun the car around in a doughnut on one of the centre’s slick wet tracks. It’s on the track that drivers are made, with hours of relentless practice, learning how best to steer the car through turns and accelerate down straights, achieving the quickest speed with maximum control throughout. After cruising around the track in the AMG a few times, I learned where the best racing lines were, how to override the car’s automatic braking system and when to turn into a sharp bend. Eunan mentioned that real F1 drivers keep their hands in the quarterto-three position on the wheel, and once I’d got the hang of that I was fying around the track. On to the braking zone, where the car reached 129kph before an emergency stop brought it to a standstill – well, as quickly as possible on the wet surface. I imagined this multiplied by a thousand on a lap around an F1 circuit in the driving rain. Maybe not. Despite my initial trepidation, Eunan seemed to have faith in my Formula 1 future. “All you need is to put in the hours, take a few exams to get your racing licence, and undergo extensive training to make sure you’re mentally up to driving a car at 240kph for two hours. You’re a smooth driver and took direction well, you’ve got a good foundation to build on.” Turns out Hamilton may have to watch his back after all.
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your pull-out map of the circuit was right here. where did it go?
power train
Gone are the days of noisy, gas-guzzling F1 engines. Now, in the name of efficiency and greenness, the engines are no bigger than that of your average road car. Yet, with electric motors and some highly advanced technology, they are now called power units and deliver astonishing speed –And your car benefits, too.
How it all works: The exhaust gases [1] turn the turbocharger [2] to boost the air coming in [3]. The extra heat energy from the turbocharger feeds the motor generator unit– heat (MGU-H) [4], which converts it to electricity and either sends it to the battery [5] or directly to the motor generator unit–kinetic (MGU-K) [6]. This in turn absorbs power from the braking system, converting it to electricity for running a motor to supplement the internal combustion engine (ICE) [7], which burns the 100kg of fuel [8] allowed to each car per race. The distribution of electricity is controlled by the brains of it all, the electrical control unit (ECU) [9].
illustration by LEANDRO CASTELAO
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jodyscheckter
The 1979 F1 world champion is also a multimillionaire entrepreneur, a passionate advocate of organic farming and owner of a worldclass car collection. photography by BENJAMIN MCMAHON
Jody Scheckter at home in Hampshire, UK, with the F1 cars in his collection.
model as my mother’s frst car, so I got sentimental and bought it. It has ‘suicide doors’, which open the wrong way. There were no seat belts in those days and I can remember as a small boy fddling with the door handle when the door few open. My mother pulled me back to safety. More recently I bought an Alfa Sprint V and a beautiful Alfa Zagato.
What’s the tally so far? Twelve race cars that I drove and the three historic road cars that mean something to me. The cars I drive every day are a Mercedes S class and a Mercedes GLS, the four-wheeldrive car that I use at the farm.
Ever take the collection out for a spin? We host CarFest South at Laverstoke Park Farm for BBC Children in Need, hosted by Chris Evans. Each year I run three of my race cars. The most fun I have at the event is in a Mercedes-AMG A class, which is a real rocket. I take passengers around the hill climb scaring them and sometimes myself in the process! Toby and Tomas, my two elder sons [both racing drivers], have driven a couple of my F1 cars, but slowly and under my strict instructions!
What’s on the wishlist? I think the Zagato is the prettiest car, but I would love a Jaguar D type.
your crown jewel? The T4. Winning the world championship had been my goal throughout my racing career.
mycars
what’s changed in F1?
what was your First car? A Renault R8. It was a road car but I started modifying it and turned it into my frst race car, eventually beating the offcial Renaults. The original can’t be traced but I’m in the process of having it recreated, which will be very special to me.
What makes a car valuable?
Your first as a collector?
Maybe my third career. When I set out to produce the “best tasting and healthiest food for myself and my family”, I had no idea that it would become such a big, complex operation. Had I known how much was involved, I would have kept it as a hobby! However, we do produce some of the best food and overall it has been a lot of fun.
I bought my Ferrari T4 (in which I won the 1979 F1 World Championship) at the end of that year. I had to negotiate with Enzo Ferrari, and he was tough!
Are all your cars ones you have driven in? Up until last year, yes. Then I saw a car which was the same
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It is much safer now but I’m not sure the cars are as much fun to drive as they were back in my day.
Rare models with a good history, mainly sports cars that can be driven on the road. But I’m not an expert, I just buy the cars I like, not as investments.
any regrets?
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future star
What LESSONS from your father?
No, not much. It’s nice to be compared to somebody like that, but I just focus on myself and do the best I possibly can.
Too many things for one answer, but discipline, professionalism, the beneft of his experience… the list goes on.
what keeps you going?
SO WHAT’s Your driving style?
The speed, the noise, the smell of the fuel, driving to the limit; I want to be a part of all of it.
Any pre-race rituals? I do some stretching and a bit of warming up but nothing massive, I like to just jump in the car and get ready to race. I’m not sure yet what my goals are this season, so let’s just see where we end up!
favourite F1 circuit? Spa [Spa-Francorchamps, Belgium]. It’s a very fuid track to drive, and Eau Rouge [one of its corners] is particularly good to take. It’s also kind of my home grand prix so I think that makes it the most special.
Max Verstappen at (left) the Spanish Grand Prix at Circuit de Catalunya, 2015, and (below) at the Australian Grand Prix in Melbourne, 2015.
You have to be aggressive when you need to be, and more smooth when you need to. At the same time you have to be aware of what the car is doing.
How do you relax? I spend time with friends, or do some sim [simulation] racing to prepare myself for the next race. I even combine the two and sim race with friends!
Looking forward to the new track in Baku? Well, they say it’ll be the fastest street circuit in the world so I’m defnitely looking forward to that. I’m ready for it and can’t wait to get there.
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ADAM PRETTY/PETER FOX/GETTY.
wunderkind of the racing world Max Verstappen was just 17 when he entered formula 1 as the youngest driver in the sport’s history. as Son of former F1 driver Jos Verstappen, racing is in his blood. we catch up with the 18-year-old Toro ROsso prodigy between races during the current f1 season.
You’ve been compared to Senna – any pressure?
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