Atlas F1 Magazine: The 2004 United States GP Preview

Indianapolis in Indiana hosts the United States Grand Prix. The circuit is built within the legendary oval, using only the first corner and main straight from the original circuit. The twisty infield section provides a compromise to the longest banked corner and straight that offer the longest flat out running in Formula One. A good lap here requires good balance for the infield section, with efficient aerodynamics and a strong engine to minimise drag on the main straight. Aerodynamics will be set up in a variety of configurations: too much makes defending a position on the main straight impossible, but too little leaves the car very slow through the infield. Expect most teams to use a similar configuration to Canada. There is some chance of thunderstorms through the race weekend, but otherwise it should be hot and dry.

Knowing that Michael Schumacher has a superb record in the circus' four visits to Indianapolis - having won twice, come second to Mika Hakkinen in 2001, and handed a win to Rubens Barrichello in what proved an ill-judged attempt at tying in 2002; and seeing Ferrari in such dominant form on the way to the circuit brings a certain sense of inevitability. Without doubt, the reigning World Champion will be starting the race as favourite, even if it is from half way down the grid.

Rubens Barrichello has not been in quite the form of his team leader this year, but the Brazilian is not exactly off the pace either. At this circuit, he can be expected to largely keep pace with Schumacher, and have a chance of winning if the maestro makes any mistakes.

Despite their form so far, the Ferrari package is starting to come under pressure from their rivals. In Canada, Michelin demonstrated that they have upped their game, and given a warm and dry race, they are hoping they can help their drivers to push the Ferraris to the finish. If so, then there is some chance of forcing the drivers to work their cars all the way to the finish instead of backing off for the final laps, so any potential reliability issues may manifest themselves.

This could be one of the tougher challenges for Ferrari this season, as BAR and Williams have both demonstrated they are getting closer. Renault are expected to go better in the States than they did in Canada, as they get a chance to make the most of their excellent chassis and aerodynamics: it shouldn't come as a surprise if they are mixing it at the front, at least in qualifying.

Engine power is going to be important for the main straight: without it, teams will be compelled to reduce their downforce and drag, or they will be sitting ducks for slipstreaming and find their cars sliding down the order. It is a tricky balance, as a good lap time comes from being quick through the twisty infield section, which obviously benefits from the maximum downforce available.

If brakes were marginal in Montreal, it is going to be engine longevity in the States. The huge time spent with the car at full throttle through the bank final corner and down the start/finish straight is going to be very telling: expect lots of jokes at Takuma Sato's and Kimi Raikkonen's expense, as their engines seem particularly fragile.

Powering up to some 209mph/335km/h in seventh gear as you cross the famous yard of bricks, you then brake hard for the tight right hander that takes you onto the twisty infield section of the track. The 90-degree turn is taken at 56mph/90km/h in second gear and flows into an equally tight left-hander, which is taken at of 71mph/115km/h, still in second.

The circuit then gently bends to the right as you accelerate to turn four. You brake from speeds of around 140mph/225km/h in fifth to 80mph/128km/h for the right hander. A short burst of power takes you to turn five, a 45-degree right hander, which is taken at 71mph/115km/h in second gear. Another quick spurt on the throttle leads to the long 180-degree left hander of turn six.

This swings you into turn seven, a right-hander that is negotiated at similar speeds and leads onto the back straight. Accelerating towards the 90-degree turn eight, you reach 181mph/290km/h in seventh gear before dropping to 75mph/120km/h in third for the left hander. The s-bends of turns nine and ten follow immediately. The tight right-hander of nine is taken at 46mph/75km/h in first gear, with your speed increasing ever so slightly to 56mph/90km/h in second for the left hander of ten.

On the exit it's quick on the power along the short straight that leads to the final corner of the infield section, reaching some 126mph/200km/h, before braking to 81mph/130km/h to negotiate the right hander. Accelerating out, the circuit begins to curve to the right as you rejoin the oval. Flicking up through the gears, you keep hard on the throttle through the rights of turns twelve and thirteen, which leads you back onto the pit straight. Turn twelve is taken at 156mph/250km/h and by the time you reach the long, sweeping banking of turn 13, you are travelling at some 190mph/305km/h in top gear as you begin another lap."

Being favourite and winning regularly often carries a risk of complacency, but Ferrari have been keeping the screw turned tight. Michael Schumacher is looking for an eighth win this season in the United States, and appears to have the form to take it. Certainly, a circuit that rewards a good all-round package and tests reliability sounds like it is made for Ferrari.

Being at the front, the team spend much of their time looking back on the competition, in order to set the best strategy to stay ahead. For most of the season, Ferrari have been keeping a weather eye on BAR as likely challengers, so Williams' pace in Canada came as something of a shock: it won't be so surprising this time. Furthermore, the team recognise that Renault have a very impressive all-round package, and could step up their game here if they have resolved their reliability issues.

All the same, the point remains that Ferrari are the team to beat, and their rivals are going to have to take the win away from them, as it is not going to be gifted.

Having both cars disqualified from the points caused Williams a headache in Canada. After their poor run of form, finally posting a second and fourth was a good indication of progress, until the disqualification raised the spectre that they achieved it through an unfair advantage. Needless to say, in Indianapolis, the pressure is on to demonstrate that the performance was no fluke.

Should the team re-establish the balance that allowed their drivers to be so quick in qualifying, then there is every chance they will do just that. The team's understanding of Michelin tyres has not been entirely perfect over the last couple of seasons - McLaren and particularly Renault seem to have been making better use of the rubber over race distances - but the team did seem to get something right in Canada. Furthermore, the latest step in the engine has provided a noticeable improvement to power. Provided Michelin's ascendance continues, Williams should push Ferrari.

Importantly, McLaren actually managed to get two cars to the finish in Montreal, so they don't have the headache of a significant rebuild on their hands during the quick turn-around for the US Grand Prix. As previous winners, they have a good handle on this circuit, and are optimistic for an improved showing, but realistically, can do little more than aim to get into the points.

McLaren's relatively weak engine is likely to be exposed, though. They should be able to make the most of their excellent aerodynamics and chassis to be quick over the lap, but they are expected to be vulnerable on the main straight. Accordingly, scoring points is probably going to be at the expense of reliability problems for the four teams at the front.

Renault are probably the dark horse at the US Grand Prix, as their package has the potential to really make the most of the circuit - provided they have resolved their reliability issues. Losing both cars to what seems to be drive-shaft or rear suspension failure is not a good sign, and the team are not expected to have any new parts available to resolve the cause of the failure, even if they are sure what it is. If, as seems likely, their new, higher torque engine is behind the problem, then they will have to detune it for this race.

That would be a shame, as the team hves excellent aerodynamics and mechanical grip, and would expect to be very fast through the infield section, without unduly compromising their aerodynamic package for the main straight. Both drivers have demonstrated pace here before, and the car should go very well. If Michelin deliver a good tyre, and they have not de-tuned the engine, then Renault have as good a chance of upsetting Ferrari as BAR or Williams.

It is an exciting time with BAR at the moment. They are performing well against their rivals, and normally offer the biggest threat the Ferrari. In Jenson Button they have a generally reliable and motivated team leader, whilst Takuma Sato's do-or-die attitude means that he is about as likely to win a the team's first race as his team-leader, but more likely to make an audacious move that doesn't quite come off, taking him out of the race. It is great for the sponsors, too: Sato is almost guaranteed TV coverage.

In Indianapolis, the team are suddenly concerned by Williams' apparent return to form. Instead of focussing on taking the race to Ferrari, they now have to consider defending their position against the Grove outfit. Furthermore, at this event, Renault should be more of a threat this time too. On the positive side, Takuma Sato is blindingly quick when he keeps it on the track, and Button led the race for a while last year, looking set for a solid podium finish before his engine gave up. If Bridgestone are off the pace, this could be his race.

After a serious accident in Canada, where Felipe Massa lost a wheel under braking, Sauber have to be concerned about the prospect of a repeat in the USA. Last year, this race made their season with both drivers finishing well into the points, so it is an important to Sauber to be on their game here. Having the Ferrari engine in the car at least bodes well for power and reliability - both important factors at this circuit.

Unfortunately, Massa has not raced in the States, and Giancarlo Fisichella has always had poor luck: getting the best out of their drivers is going to take a bit of effort. Furthermore, with Michelin starting to get their act together, it is going to be hard to get on terms with McLaren, let alone the front four teams: as usual, Sauber see attrition and rain as their best allies for the race.

Montreal was a serious disappointment for Jaguar, with their cars both damaged at the start of the race and unable to take advantage of Toyota and Williams misfortune by running close to the points. The team claimed to have made progress in the tests ahead of the event, and brought along an improved engine, so they had some hopes of improving their lot. Now those hopes have been taken to Indianapolis, though the drivers can expect to be given a stern talking to about staying out of trouble in the first corner.

Recently, Mark Webber has not shown the electric form that made him the talking point of last season, but the team are still quietly confident that he can have a solid weekend here - though scoring points is decidedly unlikely. Conversely, Christian Klien's qualifying in Canada turned a few heads: the rookie is just starting to get to grips with the car, even if he doesn't regularly match his teammate, or keep up his pace for the whole race.

Coming away from Canada with a disqualification was not what the doctor ordered - especially as the point that were taken away put Jordan ahead in the Constructor's Championship. On the other hand, the event was a clear demonstration that the team have been making progress, and they are hoping to make inroads in Indianapolis.

Realistically, whilst Toyota are targeting McLaren, they will be fighting to get ahead of Sauber at this event. The Toyota engine might be the class of the field, but Sauber are packing a useful second best in their Ferrari unit. Further, the Swiss arguably have a slightly better chassis, and are working well with Bridgestone at the moment. Toyota are facing a fairly tough time in the midfield, and are unlikely to score points unless the front four fail.

After their unexpected windfall in Canada, Jordan head to Indianapolis in better spirits than they had reason to expect. Their points haul places them seventh overall - ahead of Toyota, which is pleasant, but more importantly, being ahead of Jaguar is an excellent irony, as they share very similar Cosworth power plants.

There is every expectation that reality will strike before the end of the season, and both of those teams should work their way back in front of Jordan; their position is buffer-to-Minardi is well established, and little has changed that would make any difference in Indianapolis. Like Sauber, the team are hoping for rain and reliability issues to strike their rivals, as that is the only way they are likely to see points.

Neither driver has any experience of the circuit, so getting to grips with the infield will be an interesting learning curve for them; furthermore, the engine is only going to make the full race distance if it is detuned even further than normal. Every aspect of the Minardi package is likely to be exposed in Indianapolis. Even more than in Canada, the team are going to need a minor miracle - and a lot of retirements or disqualifications - to make it in to the points.

Last time the circus went to Indy, it was the penultimate round of the Championship, with three drivers potentially still in the running. Williams were widely perceived to have lost the preceding Monza event, rather than Ferrari winning it, and there was still the ongoing controversy over the legality of Michelin's tyres. With Schumacher on 82 points, Montoya on 79 and Raikkonen on 75, this was a big weekend.

With the changes to Michelin's tyres following the 'rule clarification' on tyre widths, their dominance was noticeably lacking, and Bridgestone seemed to be back on a par with the French manufacturer. Ironically, it was wet weather tyres that were going to be important this weekend.

When Kimi Raikkonen put his car on pole, it surprised the whole paddock. The Finn had not threatened the top of the timesheets all weekend, but when it came down to it, in his own words, "a normal, clean lap" was enough for pole.

Rubens Barrichello's second spot on the grid was another demonstration of quality qualifying, continuing his run of Saturday form. The Brazilian's season was not looking too good on race day, but in contrast to this year, qualifying was going well.

Even accounting for low fuel, it was impressive to see the Toyota of Olivier Panis in third place: especially as the Frenchman had only managed ninth place in the Friday session. Montoya, immediately behind, was happy to be ahead of his main Championship rival, after struggling with oversteer on the infield. Ralf Schumacher lined up in fifth, showing reasonable form after recovering from the accident that prevented him from running in Monza.

Fernando Alonso's weekend had got off to a poor start, so it was a surprise when he beat Trulli � who had been right on the pace all weekend � in qualifying; Michael Schumacher struggled with grip, particularly in the second sector, and was only able to gain seventh place.

Eighth place went to David Coulthard, whose qualifying position left him a long way off his team-mate, and unable to help with the Championship challenge: he complained of both oversteer and understeer through the lap.

Cristiano da Matta put in an impressive lap, though it was overshadowed by Panis performance, and Jarno Trulli crashed his car in the warmup, and never looked like matching the pace he had been on all weekend. Other notables included Heidfeld's thirteenth place, Frentzen in fifteenth with Wilson and Fisichella behind.

The race always looked like it was going to involve rain � there was even a light drizzle going on as the pitlane opened. Whilst the track wasn't wet, it was enough to see some drivers head out on intermediates� though they all started on dry tyres.

The race started with Raikkonen holding his position comfortably through the first corner, whilst Barrichello struggled with gears and immediately lost three places. Montoya came off worse still, also losing three places, but giving up track advantage to Schumacher.

At the end of the first lap, Ralf passed Panis for second, whilst Coulthard moved past Barrichello for fifth. Montoya proceeded to close on the Ferrari driver, but in attempting to pass around the outside in turn one, Montoya lined up the inside of turn two, but ran wide, pushing the Brazilian out of the race. On top of dropping behind the Renaults, this earned Montoya a stop-go penalty at was announced at a critical time.

This was an interesting time, where the dry Michelin tyres had better bite than their Bridgestone counterparts: Panis pitted, mistakenly as it turned out, for wets, and dropped out of contention. Coulthard, Montoya and Alonso took advantage of their tyres to pass Schumacher, who dropped to sixth. On lap ten, as the rain stopped and the track dried, the Stewards announced they were investigating Montoya's incident, whilst Panis, Villeneuve and da Matta were forced to stop a second time for dry tyres.

Ralf Schumacher made his first scheduled stop from second place on lap fifteen, dropping to twelfth. Montoya and Coulthard pitted next � with the Colombian having problems with his refueling hose, and returning to the track several seconds behind the McLaren.

At this time, a light rain started falling, and Montoya's drive through penalty was announced. Schumacher stopped for dry tyres, whilst the Saubers stopped for wets � in what was to prove an inspired move. The rain turned heavy, sending most of the drivers on dry tyres off the track all over the place; Montoya was compelled to go through the pits twice: once for his drive through, and again for wet tyres. This dropped him to eleventh.

In the full wet, it was clear that the only tyres to have were Bridgestone, and their teams piled on the pressure whilst they could. In the chaos, Button was leading the race (on Japanese tyres in 2003) and extending his lead. Frentzen was second, though he would soon be passed by a charging Schumacher.

The rain stopped, and as the track dried, Schumacher closed up with Button, passing him as the Honda engine gave up in style. The �second round� of pitstops started about now, and as the drivers stopped, they changed to dry tyres: Michelin were again the tyre of choice, and Raikkonen set about passing catching and passing Frentzen, keeping his Championship hopes alive.

In the closing laps, Schumacher led things home comfortably, whilst Trulli passed Heidfeld for fourth � Alonso's engine having expired � and Montoya passed Fisichella, earning sixth place, but not enough points to stay in the Championship hunt.

Points paying positions - pitstops

1. M.Schumacher Ferrari          3
2. Raikkonen McLaren-Mercedes 3
3. Frentzen      Sauber-Petronas 2
4. Trulli Renault          3
5. Heidfeld      Sauber Petronas 3
6. Montoya     Williams-BMW     4
7. Fisichilla    Jordan-Ford      2
8. Wilson Jaguar-Cosworth 2

Classified : 11 from 20 starters

Fastest lap: M.Schumacher, 1:11.473

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