Race strategy? It wasn’t really possible at Monaco

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The Monaco Grand Prix may not normally be the most thrilling, edge-of-the-seat racing, but no one can ever deny that it’s not short of incident. Sunday was no different. Despite the race doing nothing to appease the growing number of complainers of F1’s current format, it certainly managed to hold the interest until the end.

Monaco may be the most unlikely of settings for a race track. It’s a far cry from the wide, modern arenas designed by Herman Tilke, yet it is a very special venue on the calendar. Having been lucky enough to experience the winning feeling here on a number of occasions myself at McLaren with Coulthard, Raikkonen, Alonso and Hamilton, I can testify that it means something just a little different than at any other GP. The team feel it as much as the winning driver and unsurprisingly, the celebrations are unlike any other race of the year.

I spoke about the methods used to decide a team’s race strategy in my last entry, but in Monte Carlo it’s a different set of parameters that come into play.

Here, track position’s everything and as we’ve seen over the last few races, Mercedes have the current upper hand when it comes to qualifying. Their downfall, on a regular circuit, has been the inability to maintain that position throughout the course of a race as the tires lose performance and rivals are able to pass them during phases of the race when their cars are faster or when their strategies put them at a different comparative pace.

In Monaco a team’s race strategy is largely decided before even arriving at the event, as qualifying high up the order is key to a decent race result. Whereas at other circuits teams may establish cars to be quick in a straight line for example, the thinking being to avoid the threat of attack under DRS zones in the race, the streets of Monte Carlo are different. Here, there was no real need for Mercedes to be too concerned about tires going off or challenges coming from DRS attacks, as no matter what tools are deployed or strategies utilized, the actual act of overtaking is incredibly difficult. As a result, it was all about starting the race from the front row and getting off the line well … which this particular team did very well.

In terms of actual race strategies, there’s very little left to do. The teams outside the top 10 can opt to start on the prime tire, something which would put them onto the faster option, or super soft tire toward the end of the race when the cars were lighter, the track surface a little more grippy and the field a little more spaced out, but the theory still relies on drivers being able to pass slower cars later in the GP. That, unfortunately is the biggest problem here.

As it was, any strategies that were deployed by teams were largely nullified during the afternoon by the incidents bringing out the first appearances of the safety car, and just after midway through, the red flags and resulting restart. No matter what anyone had planned, the opportunity to stop under safety car conditions and not lose track position was there for all and to a certain extent made the rest of the race predictable. When the red flags came out late on and everyone was given the chance to fit new tires on the grid for the restart, it was almost a foregone conclusion to the end.

An excitable Sergio Perez was perhaps the most interesting car to watch on circuit as he muscled his way past his team mate, then Fernando Alonso, finally colliding with Kimi Raikkonen late in the race to take away the last remaining strategic gamble.

Raikkonen, the only contender to restart after the red flag on soft tires, could’ve caused an upset towards the end as the rest of the field on supersofts began to struggle after a long 32 lap stint. In the end Perez’ optimistic lunge caused a puncture to the Lotus and deprived us of the last remaining strategic battle playing out and it was a slightly predictable run to the finish.

This circuit, special though it is in terms of glamor, noise levels and history, never provides the best racing. All the data in the world gained from practice sessions can tell teams the theoretical quickest route from lights out to chequered flag, but ultimately it’s about starting in front and staying there. Mercedes did exactly that, Nico Rosberg drove impeccably, controlling the race and no one else was able to do anything about it.

Their domination here isn’t necessarily indicative of the team’s current performance and the coming races will show how much, or little, they’ve actually improved after their struggles in Spain a few weeks ago.

Marc Priestley can be found on Twitter @f1elvis.

Santino Ferrucci will drive No. 14 for AJ Foyt Racing full time in 2023 IndyCar season

Santino Ferrucci AJ Foyt
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Santino Ferrucci will return to full-time racing in the NTT IndyCar Series next season, joining AJ Foyt Racing.

Ferrucci had made eight IndyCar starts with three teams since his last full-time season in 2020 while also racing part time in the NASCAR Xfinity Series this year.

He will drive the storied No. 14 Dallara-Chevrolet for four-time Indy 500 winner A.J. Foyt’s team, which will field the car from its Waller, Texas headquarters.

“It’s incredibly exciting to be back in the INDYCAR Series full time,” Ferrucci said in a team release. “Being a part-time driver over the last two years has been hard for me, personally. I’m a race car driver, and I want to compete. Working with different teams has been exciting, and I’m proud that no matter which car I’ve raced, I’ve always shown speed and consistency. I couldn’t be more excited to join AJ Foyt Racing in the 14 Chevy. I can’t wait to make the best of it.”

Ferrucci, 24, had finished a career-best fourth in IndyCar four times, including the 104th Indy 500 in 2020. He was the 2019 Indy 500 rookie of the year with a sixth.

In nine Xfinity starts since 2021, Ferrucci has a career-best finish of 13th at Las Vegas Motor Speedway.

“I am thrilled to welcome Santino to the team,” Larry Foyt said in a release. “He’s shown a knack for getting toward the front of the field, and I think he is a racer who moves forward on race day. A.J. sees the fire in him and has enjoyed their meetings together. I think Santino’s experience will help his rookie teammate as well, so he is a great addition to our roster.”

Ferrucci will be teamed at AJ Foyt Racing with Benjamin Pedersen, who finished fifth in the 2022 Indy Lights standings. The team has yet to specify the number for Pedersen’s entry, which will be fielded out of its Indianapolis race shop.

Foyt’s two full-time drivers last season were Dalton Kellett and Kyle Kirkwood, who is moving to Andretti Autosport.