02/10/2013
FEATURE BY MIKE LAWRENCE
The FIA has decided to put the exclusive supply of fuel and oil to F1 out to tender. In the name of Great Zeus, why? It appears to be a grubby little move to grab money.
You can make a case for a single tyre supplier because tyres affect performance. Alas, we have seen that apparently decent motive corrupted, not by Pirelli, but by instructions issued by the FIA.
You may not know this, but champagne houses pay to be associated with Formula One and to provide the podium bubbly. For a time it was Moet et Chandon, but when their contract expired they decided not to renew. Their champagne was then bought for the podium to maintain the illusion that supplying had value, until someone else could be persuaded to pay for the glamour.
To ask for tenders for a single supplier of oil and fuel is another matter entirely. Ferrari and Shell are intertwined, pay for your fuel at a Shell station and you will be served by someone in replica Ferrari uniform. I like that.
Fuel and oil companies have long been a staple of motor racing. When I was a teenager, I sent off for the 'Achievements' booklet published every year by Castrol. It told of Castrol's involvement in many areas of motor sport and it was free. I have liked Castrol ever since,
Mobil supplies McLaren and that is good enough for me, I trust Mobil, I cannot be the only person who trusts brands associated with racing. If an F1 team uses a particular product, it has to be okay, no amount of sponsorship money will persuade a team to use an inferior product.
Today, every company provides fuel of an acceptable standard at the pump. Those supplying racing teams will often brew a batch from a particular source because oil varies in density. Think of whisky: what we buy at the pump is a blend, Formula One gets a single malt, but of the same strength.
In Britain until 1953, no matter what it said on the pumps, the motorist was served 'pool' petrol, it was part of the aftermath of WWII. This fuel was of such low quality that racing drivers used to try to obtain basic aviation fuel which was 80 octane.
In the 1950s, Jaguar used to offer high compression (8:1) pistons as a performance option, but these worked only in markets with decent fuel. Less well known is that Jaguar fitted low compression (6:1) pistons for locations where the fuel was inconsistent.
Despite being kept on hold by the British government, oil companies had continued their research. As soon as the reins were off, they released vastly improved products and what was sold at the pumps and in oil cans really was better and by a huge margin.
Oil companies provided 'trade support' in the days before overt sponsorship was allowed. Esso supported Cooper, BP had Stirling Moss to promote its products. At a time when Team Lotus consisted of selected private owners racing under a common banner, BP paid to give a drive to Cliff Allison, who was soon snapped up by Ferrari.
Elf. owned by the French government, sponsored Team Tyrrell and after Jackie Stewart started delivering World Championships, Elf filling stations began to appear in the UK.
Then Elf combined with Renault to encourage French driver talent in the 1970s. There was a long spell when there was no French driver in F1, suddenly they were everywhere.
It is oil the lubricant, particularly with the arrival of synthetics, which concerns engine builders. Oil suppliers learn from motor racing and the people who benefit are you and me. Most of us drive bogmobiles and any high grade oil will do, but when a manufacturer recommends a particular type, it is as well to take notice.
I thought it was pretty much flapdoodle, like a manufacturer recommending a particular polish. The McLaren F1 came with a valet kit developed by Autoglym. I reckoned it was standard polish in a fancy bottle, then I visited Autoglym. The chief chemist told me the problem they had with the F1 was that carbonfibre dissipates heat at a different rate to steel or aluminium. At the back of the factory were the front and rear panels of a McLaren F1, given to Autoglym to develop a special polish.
Oil companies come and go in Formula One depending on their marketing strategy. I have never seen a Petronas filling station, but I now know the name and, furthermore, feel good about Petronas.
Oil companies pay teams to use their products and advertise their names. It is an important source of revenue for teams. I have no exact figures, but guess an annual tie-in would range from £5 million to £20 million, depending on the team, Ferrari and Shell have a unique relationship and since it has lasted for more than 50 years, I guess both parties are happy,
Now Napoleon Todt, he of the exploding tyres, wants to take that money from teams for the use of the FIA. This at a time when teams are faced with a huge increase in expenditure because of the 2014 rules which most people don't want.
Under Max Mosley, safety in racing and road cars improved. The NCAP star rating applied mainly to Europe and it was voluntary. Renault was able to boast that it was the first manufacturer whose whole range won five stars, now every maker strives to do the same. The safety of everyday cars has improved by a huge amount.
Todt has wider political ambitions and he is not up to it. He cannot even get motor racing right. The World Rally Championship and Formula Three have withered under his stewardship while he presses ahead with Formula E, high speed golf carts.
Todt reckoned that the 2011 Bahrain GP was good to go, but it was cancelled. Todt's choice of delegate to find the facts on the ground surprised many people. Some harboured the suspicion that the finding of the mission was preordained. Todt was left with egg on his face.
Todt tried to play the statesman when two things were clear: Bahrain could not go ahead and Todt has no stature whatsoever. You would think twice before electing him to a PTA.
Fuel, oil, and motor racing have been partners for more than a century. It has been a partnership with mutual benefits. An oil company gets more bang for buck by being associated with any F1 team than by conventional advertising.
Now Todt wants to overturn a century of tradition and grab the money for the FIA. It is a grubby little move, typical of a little man, and it is yet another reason why Todt must go.
Mike Lawrence.
mike.lawrence@pitpass.com
Learn more about Mike and check out his previous features, here