So, another year, another Vine, and hopefully a vintage year on-track and in-paddock. The signs, however, are that 2005 will truly excel itself in the squabble stakes, with fires blazing – make that 'raging' – on many Formula One fronts. All seems serene, though, at the sharp end of the grid, thanks to superb stability within Ferrari, who have not lost crucial staff since 1998. In fact, the last 'unstable' season was 1999, when it ridded itself of Edmund Irvine in favour of Rubens Barrichello. That was, of course, the last non-Schumacher Championship year, so there must be a message buried deep within that statistic...

And, so Ferrari and Michael Schumacher can be expected to continue their runs of respective domination, relying initially, as it has since 2000, on the simple ingredients of stability through preparedness and continuity. Of course, with Chief Designer Rory Byrne's confirmation of retirement come the end of 2006 - first announced here in May last year - signs of upheaval will manifest themselves come the second half of the season, by which time, though, team and driver will have amassed healthy enough buffers to see them through seventh and sixth consecutive titles respectively.

Although largely CADed by Aldo Costa, the F2005 will be very much an evolution of Ferrari's F2000-2004, for Byrne will gradually relinquish the keys to his kingdom – not through selfishness, but for the rather more pragmatic reason of stability in the face of possible disruption – so, although credited to the Italian, the first non-Byrne Ferrari for seven-odd years will bear DNA strains from its predecessors. And, why not?

First, though, F2004 desperately needs to win just one Grand Prix to provide its designer with an incredible milestone: 100 Grand Prix winners bearing his signature. Byrne sincerely hoped his 'ton' would come at the last Grand Prix of his last fully active season (the 2004 Brazilian), but, alas, fate decreed otherwise, and his design portfolio is just 1% short of that magic marker.

So, with Ferrari delaying introduction of their new design until, at least Imola, and possibly Spain, the F2004 will have at least three cracks of delivering truly legendary status for the South African. And, considering the F2004 won 83% of races contested last year, the chances of it winning a 'mere' third (or, better, 20%) are seriously strong, particularly as the opportunities come at points when the opposition is regrouping after sweeping driver, management and staff changes – something alien to 21st Century Ferrari.

BAR, who suffered more personnel changes in four years than almost the entire grid over the same period, could learn a thing or two about stability. And, just when matters seemed settled after 'Buttongate', their principal is put on severance pay, the team do a U-turn on the Cost-Saving Initiative signed in Brazil, boardroom disputes see the company go into (voluntary) liquidation after 45% is sold to Honda, and, proactively or not, the team deprive Anthony Davidson of showing his spurs at Williams. Just the opportunity of gleaning information on BMW's highly rated engine should have tipped the decision…

Renault, too, will face instability, particularly if , if Flavio Briatore carries out his suggested intentions of retiring at season's end. Then, main board president Louis Schweitzer exits in March, replaced by Carlos Ghosn, who is by most accounts no fan of F1. So, despite commitments to remain in Formula One given recently by the Brazilian-born mastermind of Nissan's resurgence as an industry force, questions marks exist over the exact depth of Renault's obligation.

Giancarlo Fisichella returns to the team after an absence of three years, during which time they have reinvented themselves (they previously raced as 'Benetton'), and those factors point to further upheaval, compounded by the sacking of their sole 2004 race winner. Then, a new 90º-angle V10 engine replaces its 1997-inspired narrow block design. Sadly, 2005's two-weekend rule, converting to 2400cc V8 regulations from next year ensure that Renault's RS25 design counts amongst the least cost-effective in the history of F1.

Williams are yet another team suffering the effects of confusion. Sure, they took admirable chances with 'Tusker', but allowing both drivers (and veteran tester Marc Gene) to slip away immediately after Technical Director Patrick Head hands over to the relatively inexperienced Sam Michael has caused much head-shaking. The forceful Head remains a director of Williams Grand Prix Engineering with a 20% stake, so technically (if you'll excuse the pun) reports to Michael, who is not a director of the company, nor holds shares in WGPE. Would you want Head reporting to you under those circumstances?

Then, ratcheting the uncertainty is the departure of Dr Antonia Terzi, responsible for generating the numbers which justified FW26's rather unusual appearance. Replacing her is ex-Ligier, ex-Sauber, ex-Prost and ex-Minardi aero man Loic Bigois. Finally, Williams' traditional dithering over drivers has left the one person capable of supplying much-needed cockpit continuity, Antonio Pizzonia, fretting over his future as the team weighs up Nick Heidfeld – which must be taking its toll on the personable German, too. Not, one is forced to observe, a set of situations conducive to stability – which is the exact missile any team wishing to supplant Ferrari should be firing right now.

McLaren, too, are experiencing much change. Not only have they swapped Juan Pablo Montoya for David Coulthard, but rumours of Ron Dennis' semi-retirement persist. Then, reports of retrenchments amongst staff engaged in road car production, are making unwelcome headlines in and around Woking.

Said to be officially resident in Switzerland, the TAG McLaren boss, 58 in June, has long alluded to 'other interests in life', and many see the move as pre-emptive of DaimlerChrysler's purchase of the 60% stake in TAG McLaren jointly held by Dennis and business partner Mansour Ojjeh.

Then there is talk that Gordon Murray, designer of the all-conquering MP4-4 via Ayrton Senna and Alain Prost before engineering the sublime F1 road car, will exit McLaren Cars stage left. No longer active in the Formula One operation, his departure will nonetheless concentrate minds in McLaren's shiny Chertsey Road headquarters if it comes to pass.

Then, rumours abound that Adrian Newey, long known to be interested in building an America's Cup challenger, is reconsidering his future at McLaren. If so, a departure for pastures wetter will add to the instability of a team said to be switching title sponsorship in the very near future.

Sauber, of course, have a new supercomputer to programme as they ponder the switch from Bridgestone to Michelin, and the employment of Jacques Villeneuve in place of 'Fisi', but, of more immediate concern, should be the team's engine supply. Apart from this , they may no longer enjoy parity with Ferrari, as they did in 2004.

If, as reported, Ferrari's 2005 design, the 054, does not fit the F2004 chassis, thus necessitating a two-weekend evolution of 053 to power the old chassis for a run of just three (or five) races, just what will Sauber run, for the odds are that only one or other of the Ferrari designs will fit their C24 chassis.

Between 1997-2003 Sauber used season-old Ferrari power; in 2004 they enjoyed parity on the basis that the Italians saw no sense in developing two specifications of engine to satisfy the single-weekend ruling. Now, they appear to be doing precisely that, so what specification will Sauber enjoy – or not, as the case may be? Remember, Jean Todt was said to be 'furious' that Peter Sauber signed the Ferrari-marginalising Cost Saving Initiative; 'incandescent' that Sauber have switched to Michelins.

Could any team suffer greater instability than Jaguar Racing, soon to be officially known as Red Bull Racing, have of late? But, having been forced into an Austro-British marriage, signs are that both sides are tugging away at their own agendas. With Red Bull Racing British team principal Tony Purnell having got his way with the signing of David Coulthard, reportedly against the wishes of Red Bull boss Dietrich Mateschitz and Red Bull motorsport boss Helmut Marko, the Austrians have seemingly retaliated with the dual signing of Christian Klien and Vitantonio Liuzzi.

So, expect DC and Austrian CK, who did enough during his debut year to warrant a second season, to race for RBR, powered by Cosworth TJ-specification engines, in 2005, ably supported by Italian Man Friday Liuzzi. The Scot will play Monopoly in Monaco next year, opening a race seat for the 2004 F3000 champion. None of this, though, will solve the immediate internecine wars said to be brewing between the three Bulls, one of whom owns the company lock-stock-and barrel whilst building up strong rapport with the other

Toyota have 'demanded' a podium in 2005, and may well deliver same. But, again, here is a team lacking continuity, and the departure to the IRL by Ryan Briscoe, who ably tested on Fridays as he learned F1's ropes, has added zero stability to their efforts. Yes, Olivier Panis remains (demoted to primary tester), but, seriously, as BAR and Renault have proven in the recent past, the services of experienced Friday testers are vital to operations with the resources to benefit there from.

With two winners, Ralf Schumacher and Jarno Trulli, in their revised driver line-up, Toyota need to deliver, and the fact that they are launching in very low key fashion at a TBA venue in downtown Barcelona speaks volumes for their approach this year. After all, as Ron Dennis once observed about BAR's initial bravado, "You don't send a brass band out ahead when you're learning to march…" But, there remains too much instability within Toyota for comfort.

Although the FIA confirmed on 1 December last year that it received entries from ten teams, there exist rumours that Jordan may not make it to Melbourne, or even commence building their EJ15 design. Having announced an engine deal (customer-spec, unbranded Toyota units) on the day before entries closed, Jordan are said to have lost 40 key staff members since. A spokesperson for a crucial technical partner, when questioned about the team's launch date, stated recently, "To be honest, we have not been kept in the loop about any activities," and team have posted no updates on their website since December 6.

Rumours abounded before Christmas that Midland F1 expressed interest in buying out Eddie J, but some saw these as a ruse to up the ante in the face of interest shown by F3000 team Arden. Indications, though, are that the values placed upon the team by potential buyer and shotgun seller varied enormously, and Arden, still intent on Formula One, have stated that they will not enter the category via Jordan. So, for the moment, 'stability' and 'Jordan' seem mutually exclusive terms.

And, so on to Minardi, who, to the joy of the entire Netherlands, announced the signing of Christijan Albers on the day before Christmas Eve. The presentable 24-year old Dutchman enjoys the backing of one John de Mol, who earned billions through his Big Brother reality television shows and subsequent sell-offs of his production companies.

Contrary to reports that de Mol's involvement presages his purchase of F1's broadcast rights in Holland, it appears he intends building reality shows, for broadcast in Holland, around his young charge. To do so, though, Albers requires a sparring partner, and compatriot Robert Doornbos, at times Friday tester for Jordan in 2004, could easily slot into the 'role'. So, will Minardi enjoy the services of two capable, young drivers, paid for courtesy of Dutch reality shows? Sounds too good to be real!