Despite his strong start, Lawson was ultimately overlooked by AlphaTauri – which has since rebranded as RB – for a permanent seat in the 2024 season. Instead, the team went with the more experienced Ricciardo and Yuki Tsunoda. Then, after a half-season of inconsistency from Ricciardo, Lawson was again called upon and was more than up for the challenge, with two points finishes in his three races so far.

Now there’s three races remaining in the 2024 season and Lawson’s seat is anything but safe. His is the only place on the grid that hasn’t been officially decided for 2025, as his position beyond this season isn’t guaranteed. The pressure to perform has never been higher for the 22-year-old. Nevertheless, he remains even-keeled.

“Even if I had a contract locked in for next year, it wouldn’t change how I approach each race,” he tells Men’s Health from Los Angeles during a video call, one week out from the Las Vegas Grand Prix. “Everything is race by race. You don’t get guaranteed a full year and if you’re not consistently performing, you won’t be in the sport for long.”

Credit: Red Bull

With two point-scoring finishes in his first three races of 2024, Lawson’s second F1 stint could hardly have gotten off to a better start. Still, the New Zealander isn’t one to rest on his laurels. “It was obviously a very good start in Austin [at the United States Grand Prix] and since then we’ve been figuring out things with the car and making little improvements, but we can always go better,” he says. “You can always improve. It’s very rare that you’ll have a perfect race.”

He attributes his fast start on the track to the work he’s been putting in off it. “When you’re not driving you can train all you like – and this year has been the hardest I’ve ever trained – but it’s still hard to get into the car for a race when you haven’t been driving,” he says. “They say you have to be ‘race fit’, which comes as you just naturally get comfortable in a car. I felt like that from the first race, to be honest.”

Race fitness is a necessity in F1, where drivers can feel G force equivalent to six times their bodyweight. “Austin was a super high G [force] track. You’re under a lot of load, it’s very hard on the neck and when you’re pulling that kind of G, it’s hard to breathe,” explains Lawson.

Credit: Red Bull

Lawson’s place in F1 has been a long time coming. He’s been in the Red Bull system for six years, but his journey to racing’s pinnacle began early in his childhood. “I started racing when I was very young. I first did go-karts at six years old and when I was 12 I started testing for scholarships to race in entry level cars,” he says. “I actually started racing a circuit car on a full-size circuit at 13 years old.”

Riding his potential into a third-place finish in the 2022 F2 championship, Lawson was quickly elevated into the conversation as a future F1 driver, and he soon became Red Bull’s go-to reserve ahead of Ricciardo. Lawson believed that during his 2023 cameo he had shown enough to earn a permanent seat for 2024, having outperformed teammate Yuki Tsunoda in four of their five races together. But with five drivers on the Red Bull roster – Max Verstappen, Sergio Pérez, Ricciardo, Tsunoda and Lawson – but only four seats available, Lawson was the odd man out.

An episode of Drive to Survive captured the moment Lawson was told he wasn’t being given a full-time role for 2024, with the visibly upset New Zealander saying “It’s tough knowing that I don’t get the seat even though I’ve beaten a guy that’s getting a seat.”

This level of candour has become a trademark of Lawson’s. He’s still adjusting to life as part of the F1 circus, and after a number of confrontations with other drivers last month, he was quoted as saying “I’m not here to make friends”. When we bring this up, he makes a clarification. “Well, I’m not here to make enemies either,” he says. “I’m learning that stuff can get taken out of context. We have to be careful about what we say and how we say it and that’s part of being a racing driver.”

It is true that Lawson probably isn’t the most popular guy in the locker room right now, with the driver drawing the ire of veterans Fernando Alonso and Sergio Pérez in separate incidents in October. That unfriendliness doesn’t extend to Lawson’s Australian neighbours from across the ditch, however – with the exception of Ricciardo perhaps, who lost his seat to Lawson.

Rather than building the standard Kiwi/Aussie rivalry, Lawson has become good friends with Oscar Piastri and Jack Doohan, the latter of whom has already nabbed a full-time seat at Alpine for 2025. “I’m close mates with both of them,” Lawson says. “Honestly, the rivalry between New Zealand and Australia is only a rivalry when you’re in New Zealand or Australia. When you escape that in an international sport like F1 and you’re on the other side of the world, I think we actually link together because we’re so far away from home.”

Credit: Red Bull

With three races left in the 2024 F1 season, Lawson’s career hangs in the balance. If he disappoints, he may not race at this level ever again. If he continues to impress, he’ll likely earn his first full season on the grid – or, if the rumours are to be believed, a promotion.

Midway through his six-race quarter season, Lawson is already close to surpassing Ricciardo’s total of points finishes in 2024. Ricciardo could only manage three top ten results across his 18 races this year, a strike rate of roughly 17 per cent. Lawson has already finished in the top ten twice and, albeit with a smaller sample size, has a points strike rate of 66 per cent.

Lawson’s run of form hasn’t gone unnoticed by the higher-ups at Red Bull who control his future. “There is always feedback from both Christian [Horner] and from [Helmut] Marko,” Lawson says. “They both play a big role in my future, so they always give feedback after each weekend. The expectation from them is high. That’s why they put me in the car.”

Getting in the bosses’ good books would be wise for Lawson if he is to secure a place at RB next season, but his ambition isn’t limited to the sister team, especially when an opportunity at Red Bull could soon open up.

Max Verstappen’s seat is unimpeachable. His teammate Sergio Pérez’s is not. Over the last 15 races, Pérez hasn’t finished higher than sixth. He is yet to win a race this season while his teammate has won eight. Pérez’s top ten strike rate sits at 71 per cent, only moderately better than Lawson’s 66 per cent. And let’s not forget that Lawson is driving a car that currently sits eighth out of ten in the constructor standings, while Verstappen is cruising to another championship in the same car as Pérez.

Pérez’s underperformance has long been a topic of discussion among F1 fans and pundits. Despite the Mexican driver being given a two-year contract extension earlier this year, rumours have been swirling that Pérez could retire at the end of the season or face retrenchment to RB. Red Bull have done little to quell these rumours, with the team still not announcing who will get the second seat at RB next year.

If a seat were to become available at Red Bull, either Lawson or Tsunoda would presumably fill it. Lawson knows the perils of assuming anything is a given too well to outright declare that the seat will be his, but he does concede that he’s aiming to get to Red Bull eventually. “My goal is to be a Red Bull racing driver in the future. That’s what my dream has been since I was a kid,” he says.

Does he have the talent to partner with a four-time champion? Lawson thinks so. “That decision comes from the team with Christian [Horner] and Helmut [Marko], but I would feel ready for that,” he says. He has three races left to prove it.

Credit: Red Bull

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The post Liam Lawson is ready to take the next step appeared first on Men's Health Magazine Australia.

Sainz started on the front row, alongside polesitter Max Verstappen, and slotted in behind him into turn one. But, he stayed with the Dutchman, and passed him for the lead at turn nine on the next lap, and never looked back after Verstappen retired just two laps later from a fiery brake failure.

The 29-year-old, who effectively broke Red Bull’s hot streak for the second time in 10 races, led home teammate Charles Leclerc for Ferrari’s first one-two since the 2022 Bahrain Grand prix – and first in Melbourne since 2004. McLaren pilot Lando Norris closed out podium, though it was a blow for the fans in the stands, who saw the papaya team order the Brit past hometown hero Oscar Piastri for a (in the end, failed) shot at the Ferraris up-front: robbing them of seeing the first Aussie ever to make his home podium. The Melburnian finished fourth.

 

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How the race was won

There’s no doubt Verstappen’s first race retirement in two years, dating back to 2022’s Australian Grand Prix, played an integral part in Ferrari’s one-two result – with a brake bug bringing down the Dutchman’s Red Bull RB20.

“We can see so far in the data that as soon as the [red start] lights went off the right rear brake just stuck on and locked,” Verstappen said. “It was basically like driving with the hand brake on so, of course, the temperature just kept on increasing and then I could see smoke appear as it had caught fire.”

By that point, Sainz was already leading – and no doubt it was a huge boost with all he’s been through since the start of 2024, including news Sir Lewis Hamilton will replace him at Ferrari from 2025.

“I felt really good out there,” Sainz said. “Of course, [I felt] a bit stiff, especially physically. It wasn’t the easiest, but I was lucky that I was more or less on my own so I could just manage my pace, manage the tyres, manage everything.

“Life sometimes is crazy, you know. What happened at the beginning of the year, then the podium in Bahrain, then appendix, the comeback, the win, it’s a roller coaster. But I loved it.”

Talking points for the gym

>Can Ferrari challenge Red Bull again at the next race in Japan? The Scuderia has been the energy drink team’s main challenger from the opening race in Bahrain. But while Ferrari may be bringing upgrades to Suzuka, the Italian super-marque will need to be on its A-game with the tight and twisty circuit set to favour Red Bull.

Charles Leclerc says the squad has made strides forward but knows that his reigning world champion rivals are still the benchmark – after Verstappen snatched pole in Melbourne via a last-blast lap in Q3. “From FP1, we knew that pole position and the race win was possible because we had very good tyre degradation, very good pace,” he said. “That is a very encouraging sign. However, if you look at the first three races, two out of the first three races, they [Red Bull] had the upper hand in the race, so we still have a lot of work to do.”

>Were the last lap tactics of Aston Martin’s Fernando Alonso to stay ahead of Mercedes’ George Russell “potentially dangerous” driving, or just hard and fair racing? The stewards deemed it the former, handing him a 20-second time penalty and three penalty points for his license, after the two-time world champion lifted slightly more than 100 metres earlier than he ever had done going into turn six during the race, while Russell behind him lost control and crashed at the exit of the corner.

Alonso, though, didn’t agree. “I wanted to maximise my exit speed from Turn Six to defend against him,” he said. “That’s what any racing driver would do, and I didn’t feel it was dangerous. It’s disappointing to get a penalty from the stewards for what was hard but fair racing. Still, I’m glad that George is okay. It was not nice to see his car in the middle of the track.”

>Will Williams have a spare chassis ready for the next race in Japan? The squad is in a race against time to have one ready for Suzuka, though it has confirmed that it will have two cars on the grid. Alex Albon revealed in Australia just how far behind Williams was with its production when he crashed heavily during FP2 at Albert Park, in effect writing off his chassis – which forced Logan Sargeant to sit out the rest of the weekend, as the squad reallocated his car.

But, while Williams is aiming to have a spare chassis ready for Japan, it may yet have to wait until round five in China. “The team here have managed to get the car back for roundabout Monday at 2am,” team boss James Vowles said. “So we’ll have teams already working on it from Monday onwards in order to get it repaired.”

From the expert

Tom Clark, physio for Alpine F1 Driver Esteban Ocon

Q: How tough is Australia physically?

Tom’s rating: 7/10

“I would put it right in the middle of Bahrain and Saudi Arabia. It’s one of the intermediate races with heat and some street track qualities with medium to high grip – so there’s an element of mental fatigue, and with that sleep can be paramount, particularly in the context of a big time transition. Australia is quite a pleasant race, in that it’s not usually one of the hottest. It can be quite warm, but particularly with Melbourne weather you can get anything at that time of year.

But you wouldn’t typically endure an entire weekend where it’s blistering hot, which would normally increase the amount of fatigue a driver would experience. You might have one hot day, but generally the race isn’t one of the most physical. We’re going to make sure we get our normal training in before the lead-up to the race, so mimicking the behaviour we’re trying to do in Australia.”

Q: How will the drivers prepare for Japan?

“We will stay out [the Asia Pacific region, after Australia]. We made the decision at the start of the year that with Australia being such a long journey, going back to Europe for less than a week before going onto Japan, that was going to be one of the races where we stayed on that side of the world. Just to allow us to stay on almost the same time zone. Japan is only around one to two hours’ difference, so we control that aspect of the jetlag and fatigue we may get with going back to Europe. And we will stay in Australia more than likely for a few more days and get some good quality training in before we fly to Japan for the Grand Prix.

Suzuka is a physical track in the sense that it’s high speed, and it’s usually quite nice temperatures there, so the drivers can push quite hard. And it’s one of those circuits where there’s no long straights, which would normally give the drivers a bit of a breather. You’ve got a lot of high-speed corners, and you can’t really let off that much. So it’s another challenging one for the drivers.”

 

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The post Ferrari paints Melbourne red appeared first on Men's Health Magazine Australia.

F1 is back at Albert Park, a track that saw its rebrand in 2022 with seven corners modified – with two removed entirely – bringing the total number of turns down to just 14. This track screams fast, and as history tells us, the Australian Grand Prix has a knack for producing some of the calendar’s most memorable racing moments. 

It’s been a tale of the two Red Bull drivers, with both Max Verstappen and Sergio Perez occupying a residence in the 1 and 2 positions on the grid in the first two races of the season. But, the third time is a charm, right? Well, let’s hope so. For any driver to knock Red Bull off their dominating perch, they need to be practically flawless. 

Here is everything you need to know about what’s going down at the Australian GP this weekend – and how you can get in on all the action without even attending a race.

What is history of the Australian Formula 1 Grand Prix?

One of the oldest surviving motorsport competitions held in Australia, the Australian Grand Prix has been held at the Albert Park Circuit in Melbourne since 1996, with the exceptions of 2020 and 2021, when the races were cancelled due to the COVID-19 pandemic. 

The move to Melbourne changed the time of year that the F1 teams and personnel made their annual voyage to Australia. Adelaide was the final race of the F1 season for each of its 11 years, usually in October or November, while for us lucky Aussies, Melbourne has been the first race of the season in 20 of the 25 times it has hosted the Grand Prix.

How do you get to the Australian Formula 1 Grand Prix?

Public transport is the best way to get to and from the Albert Park Grand Prix Circuit, as there is no public parking available at the circuit. More than 4,800 extra tram services will be running, with Yarra Trams operating a shuttle service between Southern Cross and Flinders Street stations and Albert Park as often as every 1-2 minutes during peak times and 3-10 minutes out of peak times from 5:30 am to 10:00 pm. Tram shuttles are free with your Grand Prix ticket.

Check for public transport and road network disruptions before you go, and plan ahead at ptv.vic.gov.au/grandprix.

Who won the Australian Grand Prix in 2023?

Last year’s Aussie F1 GP was a spectator’s dream. The race was notable for its chaotic and bizarre on-track events, with a total of three red flags and a final lap rolling start showdown. Ultimately, Max Verstappen emerged victorious for the first time on Australian soil, doing it in a race full of mechanical errors, on-track collisions, gravel trap victims and a rogue Kevin Magnusson wheel. 

Instagram | @ausgp

Last year’s race was a testament to Formula 1’s unpredictability, with unexpected incidents affecting the race’s outcome. It was a wild and exciting ride for the fans, reminding us of why we love the sport.

Who will win the 2024 Australian Grand Prix?

Red Bull are expected to lead the pack, with Max Verstappen and Sergio Perez, respectively, at the forefront of the title challenge. Red Bull has a ferocious mentality when it comes to F1. It’s win at all costs for them, and taking home the ‘W’ this weekend will cement their blemish-free 2024 season start. Expect them to be pushing for the podium come race day. 

It feels like Ferrari is the only team competitive enough to nip at Red Bull’s heels. Charles Leclerc has shown pace and maturity in the first two races, shaping as the biggest threat to rattle the cages of Verstappen and Perez. 

Throwing in a little hometown amusement into this prediction, how can anyone look past young Aussie gun Oscar Piastri? A potential legend in the making, Piastri is a potential future world champion, and it’s only his second season driving in F1. Claiming 4th position in the last race in Saudi Arabia, it makes sense to give Piastri a dark horse chance to make a move on the top three this weekend. 

Instagram | @oscarpiastri

Although historically unpredictable, Melbourne’s weather looks cool and dry this weekend. In such conditions, tyre strategy will prove critical, particularly when the temperature drops. Teams will need to drag as much life out of their tyres as possible, as dry races only really give teams a couple of pit stop chances to make a move. Strategically calling these pit stops correctly can result in tremendous advantages on what might be a stagnant grid. 

The 2024 F1 leaderboard:

1) Max Verstappen, Red Bull Racing – 51 points
2) Sergio Perez, Red Bull Racing – 36 points
3) Charles Leclerc, Ferrari – 28 points
4) George Russell, Mercedes-Benz AMG – 18 points
5) Oscar Piastri, McLaren – 16 points
6) Carlos Sainz, Ferrari – 15 points
7) Fernando Alonso, Aston Martin – 12 points
8) Lando Norris, McLaren – 12 points
9) Lewis Hamilton, Mercedes-Benz AMG – 8 points
10) Oliver Bearman, Ferrari – 6 points
11) Nico Hulkenberg, Haas – 1 point
12) Lance Stroll, Aston Martin – 1 point
13) Alexander Albon, Williams – 0 points
14) Zhou Guanyu, Sauber – 0 points
15) Kevin Magnussen, Haas – 0 points
16) Daniel Ricciardo, RB – 0 points
17) Esteban Ocon, Alpine – 0 points
18) Yuki Tsunoda, RB – 0 points
19) Logan Sargeant, Williams – 0 points
20) Valtteri Bottas, Sauber – 0 points
21) Pierre Gasly, Alpine – 0 points

The 2024 Australian Formula 1 Grand Prix schedule

The Australian Grand Prix will start with the Practice 1 race on Friday, 22 March (12:30 pm AEDT). This hour-long session will be followed by a second practice race, Practice 2, later that day (4:00 pm AEST).

On Saturday, 23 March, a third practice session, the Practice 3 race, will begin at 12:30 pm AEDT. Later that day, the drivers will roll out on the circuit for the qualifying race at 4 pm AEDT. The result of this qualifying race will set the grid for the main event.

The final or primary race of the Australian Grand Prix 2024 will be held on Sunday, 24 March, at 3 pm AEDT.

Where can you watch F1 in Australia?

Every practice, qualifying session and Grand Prix of the 2024 F1 season will be broadcast live in 4K on Fox Sports and Foxtel Now. All races can also be streamed live and on demand on Kayo.

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True to form, however, the sport had different plans.

The task Russell now faces over the course of this season is an unenviable one, and one that has drastically altered since the pre-season announcement that departing teammate Lewis Hamilton will take his GOAT-level pedigree to Ferrari next season. There is, of course, the not so simple task of racing the fastest drivers in the world over the course of 25 more races to come after this weekend. But with the question now up in the air as to who he’ll find himself partnered with come 2025, navigating the choppy political waters left in the wake of an announcement like Hamilton’s inevitably generates a burden unto itself.

Even so, Russell cuts a relaxed figure walking into Puma’s Chadstone store for an appearance between countless others he has scheduled for this week. Maybe it’s because Puma’s a brand he’s been wearing since he was 11 years old. “My family and I, we all live in Puma. I’ve been wearing Puma every time I go to the gym in casual wear, so I just love being part of the brand. It’s embedded in our lives,” he says, sitting down. But outside of the familiar sportswear, you get a sense, be it through his relaxed new hairstyle or his easy demeanour, that amid the chaos, Russell’s settled into life as one of F1’s stalwarts.

Ready or not (although this writer suspects he is), Russell will be expected not just to one day reach the front as he already has previously in his career, but to lead from it. He is, after all, the Silver Arrows’ chosen one – its next great hope after the company’s (and arguably the sport’s) greatest-ever driver. This year so far, he seems to have stepped up to the plate, both out-qualifying and out-racing Hamilton in the season’s first two races.

At just 26, Russell joins other painfully young classmates like Charles Leclerc and Lando Norris in a stable of drivers around whom the fortunes of a multi-billion-dollar operation resides. It’s a golden opportunity: one that tends to either forge legacies, as it did with Hamilton and Red Bull ace Max Verstappen, or become a poisoned chalice, often through no fault of the driver. This is F1, though, a sport where one can give explanations for a lack of success, but never excuses.

 

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Train all you want – Russell describes the physicality of life as an F1 driver as akin to that of a rock climber: “You’ve got to be strong and agile, but you’ve got to be light as well” – but that’s the kind of pressure you can’t measure in G-force. “The physicality is very challenging and the fitness side very important,” he says. “But it’s not the be all and end all for us.”

The chance to race in Australia probably can’t come soon enough for a driver in Russell’s position. The world championship’s opening two races, in Bahrain and Saudi Arabia, are physically punishing on the track, and despite the inevitable glitz that comes with racing in a Gulf state, fairly sterile affairs off of it. Albert Park, revitalised with a generation of new fans in the years since Netflix’s Drive to Survive, is a place for drivers to let their hair down. Relaxed fans, it turns out, make for relaxed racers.

“I like the vibes in Melbourne,” Russell says. “Australian fans are pretty wild to be honest. They know how to have a good time. I think Melbourne, Austin, and Silverstone, they’re the three best ones in terms of the overall atmosphere of the fans, the circuit and the weekend in general.”

While the desire to be a world champion still burns bright in Russell’s doeish eyes (after all, why else show up), any talk of taking home the title this year is immediately dismissed. “This year, it’s going to be very difficult for anyone but Red Bull to win, but I still see myself as a future world champion for sure.”

In F1, the best of the best tend to find, and then embrace, a level of stoicism the further they get into their careers. One must accept that in motorsport, they can only control so much – a tough ask for a driver who visibly wears his heart on his fireproofs as much as Russell does. This is the year for Russell to make peace with whatever comes his way. To transcend the frustration that has seen him giving teary-eyed interviews when a good result has been snatched away from him in years past. To become the leader Mercedes so suddenly needs him to be.

So far, he’s off to a good start.

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Nico Hülkenberg isn’t slowing down

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Hülkenberg has been a fixture on the F1 grid since making his debut back in 2010. The German has switched roles and teams multiple times over the years, but he’s now found a home with Haas, where he’s remained one of the most skilled drivers on the grid. “You don’t survive in F1 if you take it easy, and if you’re slow for even one weekend it can be the end,” Hülkenberg tells Men’s Health, days out from the 2024 Australian Grand Prix. “That’s not what I’m here for. I’m very focused, happy, and I still have the hunger to go full steam ahead and race for at least a couple more years.”

The lifestyle of an F1 driver is one of intense devotion. The season lasts nine months, with rarely more than two weeks between races. Spare time and the preseason are spent assessing areas for improvement, running up practice kilometres on the track and keeping in prime physical condition to optimise performance. You can’t reach the pinnacle of motorsport and stay there without hard work, but Hülkenberg has had to work even harder than most.

At 184cm tall, Hülkenberg is the third tallest driver on the current F1 roster, and he’s been on the higher end of that spectrum for most of his career. In a sport where minute differences in height and weight can dramatically change the speed of a car, maintaining fitness has always presented more of a challenge to Hülkenberg than other drivers. “I’m very tall for an F1 driver, so I’ve always had to be really invested in my fitness and take it seriously. Otherwise, I’ll pay a price when I’m racing,” he says. “There are some years where the preparation is harder and my fitness regime is more intense because I have to push my limits.”

F1 has undergone a mass transformation since Hülkenberg’s debut, attracting vast swaths of fans and expanding into new demographics. This growth can be largely attributed to Drive To Survive and the closely fought battle for driver’s championships between Max Verstappen and Lewis Hamilton. Although, that matchup has looked increasingly one-sided over the last few seasons.

Even the most passively interested of F1 fans would have their fandom questioned if they weren’t aware of Max Verstappen’s dominance over the last few seasons. The Dutchman won all but three races last year, and the driver’s championship has begun to feel like déjà vu, but Hülkenberg doesn’t believe that makes the action any less entertaining. “Max has been the dominating force for a couple of years now, but before him it was Lewis [Hamilton], before him it was [Sebastian] Vettel, and before him it was Michael [Schumacher], so there’s always been that trend,” he says.

“F1 might be better if we had different winners on every circuit, but our sport is very technical and the most competitive car has an edge over everyone else. That’s just how it is,” Hülkenberg continues. “I think if you cut out Max and just look at everyone else, it’s still very entertaining racing. We’re in a competitive industry where everybody’s pushing hard and fighting for the same piece of tarmac, especially where we are in the midfield.”

The midfield battle that Hülkenberg speaks of might just be the most entertaining part of F1 right now. Gone are the days when viewers turned off their TVs once the first car had crossed the finish line. Now, every point matters, and drivers are fighting for them like never before. This was on full display at the Saudi Arabian Grand Prix last weekend, where a masterclass in team strategy was delivered by Haas. Kevin Magnussen managed to hold up nearly half the field towards the end of the race, handing Hülkenberg a tenth placed finish and his first points of the season.

The result may have only earned the German a lone point, but it could be the difference in the hotly contested constructor’s championship. “We’ve had a good start to the season, now our target is to maximise performance and get better as the year goes on,” Hülkenberg says.

This year’s Saudi Arabian Grand Prix also saw the debut of 18-year-old phenom Oliver Bearman, who finished in a commendable seventh place. There are already plans in place for the Ferrari-affiliated Bearman to take part in extended practice sessions with Haas throughout the rest of the season, and Hülkenberg was impressed by the youthful Brit. “He definitely did a solid job and you have to give him credit for coming in at such short notice,” he says. “He’s in a crucial year now where he needs to keep performing well in F2, but he definitely has the potential to be in F1.”

Next up on the F1 schedule is this weekend’s Australian Grand Prix – a personal favourite of Hülkenberg’s. “It’s always special here,” he says. “The track is great and I’d put it in my top five favourites on the schedule, even the drivers’ parade is really unique. There’s always a lot of good energy from the crowd and Aussie fans, too.”

Albert Park has always been a choice destination for Hülkenberg, who achieved his best result of the 2023 season at last year’s Australian Grand Prix. It is Australian fans in particular that make the Grand Prix one of the best on the F1 calendar, according to Hülkenberg. “I think Australians are quite passionate and knowledgeable about Formula 1,” he says. “Even when I first came here back in 2010, there was already a huge amount of support and they’re still one of the most enthusiastic crowds.”

Obviously, Hülkenberg is in Australia for the Grand Prix this weekend, but when he spoke to Men’s Health, the driver hadn’t arrived in Melbourne yet. Instead, he was touring Heinemann’s recently opened domestic terminal department store at Sydney airport. “Heinemann is a fantastic retailer. They have great products and provide great value to travellers all around the world,” Hülkenberg says. “They’ve been an ally of mine for a long time, I’m excited for our partnership to continue into 2024, and their new Sydney domestic store is one of the best I’ve seen.”

Heinemann is an official sponsor of Hülkenberg, and the driver recently collaborated with the brand for an exclusive competition available to members of the Heinemann & Me loyalty program, which has surpassed 200,000 Australian members. As part of the competition, members were able to enter to win a set of two VIP tickets for the Australian Grand Prix, with a package including paddock club privileges, a pit lane visit, and a meet and greet with Hülkenberg himself. Unfortunately for those hoping to snap up some last-minute tickets, entries closed on March 3^rd.

You might assume that after an F1 career spanning 13 years that Hülkenberg would be ready to call it a day. The driver has had stints with seemingly half the teams on the grid, lending his talents to Williams, Sauber, Force India, Racing Point, Renault, Aston Martin and Haas over the years. He even took a brief detour into endurance racing, entering and winning the 2015 24 hours of Le Mans. But Hülkenberg isn’t ready to consign himself to a premature retirement. For the time being, Hülkenberg will continue doing what he’s always done: defying expectations and challenging the top drivers on the grid, because he hasn’t finished writing his legacy.

INSTAGRAM | @hulkhulkenberg

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This is what the F1 grid could look like in 2025

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While no rookies were able to secure a full-time seat for the 2024 F1 season, 2025 is a near-certainty to feature fresh faces. Thirteen drivers will be out of contract at the end of the year, leaving many vacant seats in their wake. And much of the previous generation is also on its last legs. Sebastian Vettel retired in 2022, and while they’re doing their best to fend off father time, Fernando Alonso is 42, Lewis Hamilton is 39, Nico Hulkenberg is 36 and Sergio Perez, Valtteri Bottas and Daniel Ricciardo are all 34, meaning their careers are, slowly but surely, grinding to a halt.

An infusion of young talent will be necessary in coming years if F1 is to remain competitive – not that it’s a paragon of competitiveness at present, with Max Verstappen currently up to nine consecutive wins, one away from equalling his own record. Luckily, the next generation looks up to the task. Here, we’re taking a look at F1’s future stars. Some will be on the grid as soon as next season, others might not join until Verstappen has claimed his seventh or eighth consecutive championship, but assuredly, the future is bright.

Oliver Bearman

 

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One of the few names on this list that has already debuted in F1, Oliver Bearman turned heads when he replaced the injured Carlos Sainz for Ferrari at the Saudi Arabian Grand Prix last weekend. Bearman qualified in 11^th place, but managed to work his way up to seventh by the end of the race.

Just three years ago, Bearman was still competing in Formula 4. Now, he’s rocketed his way up through Formula 3 and 2 in consecutive years and has made his F1 debut. Bearman will continue in his role as Ferrari’s reserve driver for the rest of 2024, but beyond this year, multiple other teams are expected to be vying for the Englishman’s signature on a new contract. Ferrari may be where his long-term loyalties lie, however. But with Charles Leclerc and Lewis Hamilton occupying Ferrari’s seats for the foreseeable future, Ferrari associates Haas could be a viable option.

Liam Lawson

Liam Lawson shined in his limited F1 opportunities in 2023. Standing in for the injured Daniel Ricciardo, the New Zealander routinely outperformed his teammate Yuki Tsunoda, and even finished in the points on one occasion. If Tsunoda or Ricciardo were to depart AlphaTauri next season, the expectation is that Lawson will take their place. If not, the rising star may look to take his talents somewhere they’re more appreciated.

Jack Doohan

 

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The son of Australian motorcycle legend Mick Doohan, racing is in Jack Doohan’s DNA, and he’s been on the cusp of an F1 breakthrough for a number of years. Doohan has previously finished second in the 2021 F3 championship, third in the 2023 F2 championship, and has amassed a total of six F2 wins. He’s currently serving as reserve driver for Alpine and has test driven their F1 cars on a number of occasions. With both Alpine drivers out of contract beyond 2024, Doohan could soon be in for a promotion.

Théo Pourchaire

The winner of the 2023 F2 championship, Théo Pourchaire will be a hot commodity moving forward. The Frenchman was within a hair’s breadth of securing a seat at Sauber this season, but the team ultimately chose to stick with its existing drivers, Zhou Guanyu and Valtteri Bottas. Both Guanyu and Bottas are on expiring contracts though, and it’s unlikely Sauber retains both, meaning a 2025 F1 debut for Pourchaire looks likely. In the meantime, the driver is plying his trade in Japan, competing in Super Formula. At only 20 years of age, Pourchaire still has plenty of time to make the leap to F1.

Frederik Vesti

One of the more experienced drivers on this list, Denmark’s Frederik Vesti has been working his way up the lower formulae for multiple years. He gave his best performance last season in F2, finishing second in the championship. Vesti’s path to F1 is uncertain though. He’s the reserve driver for Mercedes, but unlike most in his profession, he shares his role with another driver, Mick Schumacher. Lewis Hamilton’s departure will open up a spot at Mercedes and both Vesti and Schumacher could take it, but Mercedes will likely opt for a driver with more proven success in F1.

Ayumu Iwasa

Ayumu Iwasa finished fifth and fourth in the driver’s championship over his two years in F2. A Red Bull junior, Iwasa was unable to secure a position as a reserve driver at either Red Bull or AlphaTauri, with Liam Lawson and a yet to be named driver on this list occupying those places. Instead, Iwasa is heading back to his home nation for Super Formula, with the hope of proving he deserves a spot on the F1 grid in the near future. At only 22 years of age, he still has plenty of time to do it.

Zane Maloney

 

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How often do we see athletes from Barbados in the upper echelons of international sports? Hardly ever, and much less often in motorsports. Zane Maloney looks set to become Barbados’ greatest export since Rihanna. Having taken F3 by storm in 2022, winning the final three races of the season and finishing second in the championship, Maloney has now moved up to F2, where he’s currently sitting in first place. Maloney previously served as the F1 reserve driver for Red Bull (having surpassed Iwasa for the honour), now the Bajan is spending 2024 as Sauber’s reserve. If he continues his current form, an F1 seat will be waiting for him.

Andrea Kimi Antonelli

 

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Italian Mercedes junior Andrea Kimi Antonelli is one of the best prospects open-wheeled racing has ever seen. While we’re hesitant to apply the term ‘generational’ to any driver, Antonelli certainly fits the bill. He’s won trophies everywhere he’s gone in the lower formulae and has made the unconventional jump from straight to F2, skipping F3 entirely. The most recent notable division skipper was Max Verstappen, who went straight from F3 to F1, and Antonelli is cut from the same cloth. He’s only 17, so the likelihood of Antonelli replacing Hamilton at Mercedes next year is slim, but the phenom is being groomed for the role in the future.

Felipe Drugovich

Felipe Drugovich was widely expected to have made his F1 debut by now. After winning the 2022 F2 championship, Drugovich made the jump to F1 as Aston Martin’s reserve driver. After three years in the position, the Brazilian is yet to make his debut and hasn’t been racing elsewhere. Lance Stroll is on a rolling contract at Aston Martin, so he’ll be sticking around, and while Fernando Alonso will be off contract at the end of the year, the team will be keen on retaining his services. As a result, it’s difficult to see where Drugovich fits into Aston Martins plans. At 23, he’s the oldest driver on this list, and younger drivers have already made their F1 debuts. Unless he’s given an opportunity soon, expect Drugovich to weigh his options as to a team switch.

Abbi Pulling

 

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We’re concluding with a wildcard, but one that is worth mentioning. Throughout the long history of F1, only two women have ever started a race, most recently in 1976. Times are changing though, and with the establishment of the female-only F1 academy, more women are involved in motorsports than ever before. One standout from the academy is Abbi Pulling, who currently sits in first place of the championship. At 20 years old, Pulling is already an experienced driver who has been in the system for five years. She’s returning to British F4 this year, and as an Alpine junior, she’s aiming to continue her ascension through the elite ranks.

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The post F1 future spotlight: the young drivers primed to take over the grid appeared first on Men's Health Magazine Australia.

Whether it’s fast-paced crashes, neck-and-neck finishes or controversial flare-ups, the Australian Grand Prix has always been a reliable source of idle talking points for the pub. As an early season – and frequently season opening – race, the Albert Park circuit has become known as a proving ground for F1 drivers keen on staking their claim to the driver’s championship, with the results almost always painting a clearer picture of how the rest of the season ahead will play out.

It should come as no surprise then that the Australian Grand Prix has been established as a fan favourite. Less than a week out from the 2024 edition, we’re taking a trip down memory lane to revisit some of the race’s most memorable moments and get the nostalgia flowing.

Nigel Mansell comes oh-so-close in Adelaide – 1986

In what was only the race’s second year on the F1 calendar, the then season-ending Australian Grand Prix would prove to be the decider in a three-way battle for the driver’s championship between Nigel Mansell, Alain Prost and Nelson Piquet. Mansell, the pre-race favourite to take out the championship, only needed to finish in the top three to secure the top honour. Pity no one told his car.

With less than 20 laps to run, Mansell was sitting in third place and looked primed to win his first ever championship. Then, while heading down the main straight, Mansell’s rear left tyre suddenly exploded, sending the driver careening wildly across the track. Prost would go on to win the race – and the championship – while Mansell’s Australian hoodoo continued over the next decade. Having already also retired at the previous year’s Australian Grand Prix, Mansell would face a similar fate during his next two entries. He then finished second twice and retired for a fifth time before finally claiming victory on his final attempt in 1994. Evidently, the Australian-British sporting rivalry gave no quarter to Mansell while he was on Aussie soil.

The second-shortest race in F1 history – 1991

Thirty years ago, safety regulations in F1 weren’t quite at the level of rigour that they are today. As such, races would regularly finish with half of the field wrecked and it was rare for them to be entirely abandoned due to safety concerns. But at the 1991 Australian Grand Prix, organisers had little choice.

Torrential rain from the outset of the race made driving difficult, but conditions only worsened after the opening laps. The race was canned after just 16 laps and 24 minutes. Ayrton Senna had already secured the championship that year, which effectively made the Grand Prix a dead rubber, likely factoring into the decision. The race would stand as F1’s shortest ever until 2021, when the Belgian Grand Prix was called off after just three minutes.

Mayhem in the McLarens – 1998

The 1998 Australian Grand Prix was more of a race between the two McLarens, driven by David Coulthard and Mika Hakkinen, than it was between them and the rest of the field. The duo had looked so dominant in qualifying that a quinella seemed a foregone conclusion. In the end they got it – which most people saw coming – but it certainly didn’t come in the manner that was expected.

A pit mishap from Hakkinen on lap 36 gave Coulthard a commanding lead, and his victory looked certain, barring any car trouble. Hakkinen fought back though, and by lap 42, the pair had lapped ever other car on the track. At that time, Hakkinen’s lead stood at 12 seconds, but the Finn appeared to begin letting off the pace. With three laps to run, the lead was reduced to just two seconds. Then, on the front straight, Hakkinen inexplicably crawled to a near halt and let Coulthard pass him for the win.

What could possibly explain such an outcome? As the story goes, Hakkinen and Coulthard knew that their only challenge for the top spot on the podium would be each other. To avoid battling back and forth and possibly wrecking their cars, the teammates agreed that whoever reached turn one first on the race’s opening lap – which was Hakkinen – would be gifted a strategic win. The result was extremely controversial as both drivers and their team faced backlash from fans, rivals and governing bodies. The topic of team orders remains a point of contention today, and there is no better demonstration of it in practice than the 1998 Australian Grand Prix.

Ralf Schumacher takes flight – 2002

Ralf Schumacher always struggled to break out of his brother’s illustrious shadow. For that reason, his start to the 2002 Australian Grand Prix could be likened to a child performing increasingly brazen acts to wrest their parents’ attention away from their siblings. Mere seconds into the race, due to a combination of Rubens Barrichello braking too soon and Schumacher not braking at all, the German caught the rear his brother’s teammate on the opening turn, sending him airborne at 240km/h. The younger Schumacher’s day was over from there – marking one of the quickest retirements in F1 history – while his brother went on to win the race.

Mark Webber’s dream debut – 2002

Schumacher’s high-flying antics had consequences. Of the 22 cars in the field, eight were eliminated by retirement after the first bend of the 2002 Australian Grand Prix as they damaged themselves while attempting to avoid the airborne German. Throughout the course of the race, another four were lost to retirement and two to disqualification. This made for felicitous circumstances for a young Australian driver on debut, who had started all the way back in 18^th.

Mark Webber, now recognised as one Australia’s greatest motoring products, wasn’t much more than a little-known prospect in 2002. On a three-race contract beginning with his home Grand Prix, Webber would need to impress if he wanted to keep his seat. He made the most of his limited opportunities, finishing in the points in fifth position and earning himself a full contract. Webber would go on to win nine F1 races and land 42 podiums, establishing himself as a legend of the sport.

Michael Schumacher sets the track record – 2004

Lap records are meant to be broken in F1. The cars are designed to be the fastest wheeled vehicles on the planet, and with the myriad engineering and construction advancements made every season, lap records seldom last more than a year. It is a testament to Michael Schumacher’s talent then, that the track record of 1:24.125 he set in 2004 has never – and will never – be broken. The Albert Park circuit was altered to be slightly shorter in 2020, meaning that Schumacher’s record on the older track cannot be broken unless the circuit is reverted to its previous form – not that anyone came close to besting the time in the 16 years after the German set it. Unsurprisingly, Schumacher won the Grand Prix that year, leading every lap from start to finish.

Ricciardo breaks Australia’s duck, or so he thought – 2014

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Following Mark Webber’s retirement at the end of the 2013 season, his rising compatriot Daniel Ricciardo took over at Red Bull. A far cry from the team’s dominant performances of today, Red Bull was struggling in 2014 and they feared their cars wouldn’t be competition ready by the season opening Australian Grand Prix. Far from struggling, Ricciardo actually managed to qualify and finish in second place on his Red Bull debut, becoming the first Australian to finish on the podium at an Australian Grand Prix since the race entered the F1 schedule. It wasn’t meant to be though. Not long after he was popping champagne on the podium, Ricciardo was informed that he’d been disqualified because his car had exceeded the maximum fuel flow rate. Tough luck.

Piastri’s first points – 2023

 

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Chaos again reigned supreme at the 2023 Australian Grand Prix. The race was red-flagged and restarted three times, the most of any Grand Prix in F1 history – and a fourth red flag was even shown after the finish. By lap 56 of 58, the time of the race’s second restart, 16 of the original 20 competitors remained, but many would fail to finish.

On the first turn of the restart, a total of seven cars were involved in separate crashes, forcing yet another restart. This restart coincided with the chequered flag, finally ending the race. In the chaos, eight cars failed to finish, two more finished on pit lane, and Carlos Sainz received a five second penalty – which, in a race where the leader and the back of the pack were separated by less than seven seconds, effectively moved him to last place.

On the bright side, the drama allowed Aussie rookie Oscar Piastri to move all the way up to eighth place, after starting 17^th. The result would merit Piastri with the first points of his F1 career, and after a rough start to the season, he was due for some luck.

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The post The most memorable moments in Australian Grand Prix history appeared first on Men's Health Magazine Australia.

To someone who has never felt the bone-shaking, shivers-down-your-spine-inducing roar of a Formula 1 car speeding by in person, the task of driving such a vehicle may not seem too difficult. Televisions, and the general talent of F1 drivers, work wonders in making mind-boggling speeds and millimetre-perfect turns look like nothing spectacular. And from the outside looking in, it’s easy to assume that the only necessary skills needed to be a successful driver are mostly mental. Obviously, quick reaction times, laser-sharp focus and resolute patience are a must, but assuredly, there’s an equally important physical element to driving an F1 car, and it’s nothing like driving your hatchback.

F1 cars can reach a peak speed of around 375km/h. When braking and turning through high-speed corners, drivers experience G-forces of up to 6Gs, meaning they feel a force equivalent to six times their bodyweight. To put this into perspective, during the ascent of a space shuttle, astronauts feel around 3Gs of force. Throughout the course of an F1 race, driver’s bodies are constantly under strain and they tend to burn around 1000 calories and shed 2-3kg. It’s not exactly the same exertion you’d use while kissing the apex of a roundabout on your way to the shops.

Drivers need a great deal of strength and endurance to not only perform, but survive under these conditions. And therein lies a catch 22. Driver’s must simultaneously be brawny enough to not buckle under the strain of an F1 car, but they can’t be too heavy, as any excess weight will only slow their car down. F1 cars are designed to be as lightweight as possible, to such an extent that they’re noticeably faster when they have an empty fuel tank. Back in 2019, Lewis Hamilton said that even weighing as much as an extra 1kg would slow him down by two seconds over the course of a race.

You would assume then that, similar to horse jockeys, the lighter an F1 driver is the better. While that used to be the case, for the sake of fairness the FIA recently introduced new stipulations requiring drivers to weigh a minimum of 80kg at the start of a race. That weight does include the heft of a racing suit, but if a driver is under that threshold, they have ballast added to their car to even the playing field.

Under these rules, the goal for drivers is to weigh no more than 80kg, for optimal speed. This means they need to stay well below that limit, as their racing suit will add a few extra kilos and potentially slow them down. Oscar Piastri weighs around 70kg, so he doesn’t have too many issues with staying below the threshold, but as his performance coach Kim Keedle tells us, other drivers do. “It puts some of the bigger and taller drivers at a disadvantage,” Keedle says. “Those guys have to be in a calorie deficit all the time and are always trying to lose weight.”

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Weight management is just one of the many challenges faced by F1 drivers. While you may not see them posting thirsty, sweat-soaked shirtless photos to social media – as you would expect from athletes in other sports – they hit the gym as hard as anyone. As Keedle explains, “To be a Formula 1 driver, you need to: A. have a strong cardio base to deal with the demands of a two-hour race in warm environments. And B. have a good level of strength to deal with the G forces.”

The F1 season is long, and it never lets up at any stage, with only a three-month offseason to regroup, reassess and prepare for the start of the next season. During this year’s preseason, Keedle and Piastri focused primarily on cardio. “Our target was improving Oscar’s cardio base, so we were doing five to six cardio sessions a week,” Keedle says. “Most of our cardio sessions are focused on running, because that’s Oscar’s preferred modality, but we mix that up and do other things like swimming or playing squash just to keep it interesting.”

While Piastri’s rookie season was – by all accounts – a smashing success, Keedle spent the preseason working with Piastri on areas he considered to be in need of work. “The deconditioning that occurs from the start of the season to the end of the season is quite high, and we saw that with Oscar last year. His driving fitness increases, but his overall cardio fitness decreases significantly,” Keedle says. “That was something we identified before the start of this season as an area in need of improvement and we realised that we would have to hit cardio hard in the start of the year.”

As preseason gives way to the start of the season itself, Keedle and Piastri’s focus shifts to strength training, with four weights sessions per week. “Early in the season our strength training is mainly just full body weights sessions. As the season goes on, we focus on more specific areas like neck strengthening and core work, stuff that’s more applicable to driving,” Keedle says.

It is neck strengthening in particular that is uniquely important for F1 drivers, as without it, the high G-forces experienced during races can lead to serious injury. This was demonstrated at the Saudi Arabian Grand Prix last weekend, where Oliver Bearman made an impressive debut, but repeatedly signalled that he was experiencing severe neck pain towards the end of the race. Cameras picked up extensive damage to Bearman’s headrest, which is made of shock-absorbent material, evidence that the driver had been heavily relying on it to lessen the strain.

Neck exercises aren’t a common feature in many people’s gym routines, and Keedle admits that “When we’re in the gym people must think we look ridiculous.” But onlookers be damned, F1 drivers can never skip neck day if they want to avoid injury. “We have a neck harness with a pulley that we clip it onto a cable machine. We work through different ranges of motion so that we can target his lateral flexors, his rotator cuffs and so on. We also do 60-second isometric holds and reps through movement,” Keedle says.

“We do as much prep as we can in the preseason, but nothing compares to actually getting in the car. The rate of force just doesn’t compare to anything else,” Keedle says. “Usually in preseason testing, their neck will be sore and they’ll have a little bit of DOMS, but if we weren’t doing all of that preseason work, they’d be even more cooked.”

@f1 our neck hurts just watching this 👀 #f1 #formula1 #sports #training #fitness 🎥: @Alex Albon ♬ original sound – Formula 1

As we’ve established, the physical strength and endurance required to perform in F1 is extreme, and a constant balancing act. But mental strength is similarly important. Piastri works with a mind coach, but as Keedle says, mental strength is an area where the driver naturally excels. “Staying focused and calm at all times is one of Oscar’s strengths.”

“His first race last year in Bahrain, his steering wheel failed,” Keedle says. “He had come into the sport with so many expectations and something just went completely wrong right away. Other drivers would be throwing stuff around the car and yelling into the radio, but Oscar just said ‘Oh, my steering wheel’s not working’.

Not every driver shares Piastri’s cool headedness. Before working with the Australian phenom, Keedle served as Romain Grosjean’s performance coach during the final years of the Frenchman’s F1 career. “One of Romain’s biggest strengths was that he was just naturally very quick and talented and he could find the limit of a car extremely quickly. But where he struggled, and he will admit this, is the mental aspect,” Keedle says. “He struggled in keeping his calm when things went wrong or when he was put into a chaotic environment, and that hampered his career.

“While Oscar and Romain are obviously two very good drivers, they’re completely different on the mental side of things, Oscar is always just so calm,” Keedle says. As for how Piastri is able to keep his cool in even the direst of situations, Keedle has a theory. “I think it really helps that he’s Australian. We’re pretty laid back, and you’d be amazed by how beneficial that is,” he says.

With a home Grand Prix next weekend, Keedle hopes the laid back Australian attitude will take hold and lead to another strong showing –and potentially a victory – from Piastri. Although, if Piastri doesn’t come out on top, it won’t be because he isn’t training hard enough.

 

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The post Oscar Piastri’s performance coach reveals how F1 drivers stay fit appeared first on Men's Health Magazine Australia.