Haas producing a Formula One blueprint for others to follow

Haas, Grosjean: “Prima giornata di test positiva, auto bilanciata”

It is safe to say that Haas have raised many an eyebrow with their performances so far in what has been a blistering start to life in Formula One.

The introduction of Gene Haas’ operation to the grid has been helped in no small part by the acquisition of Romain Grosjean, whose calm and unflappable presence has spearheaded the American outfit’s challenge on the track.

If a controlled drive to sixth place in the season opener in Australia was eye-catching enough, then the Frenchman’s charge to fifth in Bahrain was outstanding. It means that, just three races into its existence, Haas has amassed 18 points, 16 more than the Manor team in its various guises has scored in more than six years.

The team may have endured a tough weekend in China, but the evidence of this season’s opening salvo suggests that Shanghai was just as likely to be a blip rather than a sign of them falling back down to earth with a bump.

As a result of a technical partnership with Ferrari, Haas is using power units and gearboxes courtesy of the Scuderia, and thanks to a loophole in the sporting regulations, were given unlimited use of the windtunnel at Maranello in 2015, before they officially became an F1 constructor.

With the added benefits of two years’ preparation time, healthy finances and racing pedigree from Haas’ NASCAR operation in America, it means that they have arrived in Formula One well prepared.

While some may be critical of Haas’ approach to the sport, their arrival on the grid this year has been a breath of fresh air.

After the debacle of 2010 in which three teams were given spots in Formula One and allowed to turn up wholly unprepared to compete at the top level of motorsport, it is reassuring to see that a team can set up its own operation from scratch and hit the ground running.

That it has done so with a helping hand from Ferrari should not be allowed to cloud the good work they have done. With a car built by Dallara, but designed by Haas engineers, and bases in North Carolina and Banbury which they will use to take more and more of their operation in-house as time goes on, they have come into Formula One with a unique blueprint and shown that it can be successful.

This is not a customer car built by Ferrari, it is merely an independent effort support by the Scuderias, and to be honest, if teams could enter Formula One with a chassis built by another team, with the proviso that within a set period of time they are producing their own challengers, would that really be a bad thing?

With a reputed budget of just $100m – by no means excessive in Formula One terms – the success of Haas has proved that it is still possible for a start-up operation to enter the sport and be competitive. If their fast start to life continues and Grosjean and Esteban Gutierrez continue to deliver the goods, it increases the chances of others taking notice and being tempted to join the grid themselves.

Formula One has an entry limit of 26 cars, but the number of competitors has not been that high since 1995. If more people like Haas see the possible benefits of entering the series, who would be betting against a full grid a few years down the road?

Stephen D’Albiac

 

New generation of F1 power units really coming of age

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It would have been scarcely when several damaged Formula One cars exited the first corner of the Chinese Grand Prix earlier this morning, but Sunday’s race marked just the third time this century that a whole field of cars made it to the chequered flag.

Barring the infamous Indianapolis 2005 debacle, the only two other occasions on which this has happened since 1961 was at Monza in 2005 and Valencia in 2011, and both prior examples of bulletproof reliability came under regulations that had been in force for many years.

That, just over two years into the current hybrid era, we have seen a race in which all 22 cars that started a Grand Prix finished it, is a glowing testament to the work done by all of the teams to improve the reliability of this generation of power units.

Considering that just two years ago, there were serious concerns raised over whether anyone would finish the Australian Grand Prix after numerous teams reported difficulties completing more than a few laps with what was then completely new technology.

While those fears were quickly laid to rest as 14 cars made it to the finish that day in Melbourne – with just four retirements from power unit-related trouble – the engine manufacturers quickly set about making the powerplants more reliable. They were successful, to the extent that by the end of 2014, it was becoming increasingly common to see just one or two mechanical retirements per race.

All of this had been achieved with a reduction in the number of power units that each driver could use throughout the season from eight to five – somewhat counter-intuitive given the scale of the changes that had occurred – and in the midst of a new era of efficiency that saw drivers making to the end of Grands Prix on just 100kg of fuel.

In total, the unit of power unit-related retirements from races in 2014 was 29, but in 2015, this dropped to just 19, of which seven affected newcomers Honda.

The golden figure of 100 per cent reliability was nearly reached on two occasions last season, with only Felipe Nasr’s late retirement in Japan and Pastor Maldonado’s early exit from the Abu Dhabi Grand Prix following a collision with Fernando Alonso preventing everyone from making it to the end.

It would only be a few more months before we saw a race in which everybody saw the chequered flag.

This increase in reliability comes amidst a huge increase in horsepower from the V8 era that now sees engines capable of producing more than 900bhp in qualifying trim, while Mercedes have reportedly achieved more than 50 per cent thermal efficiency in their 2016 power unit. To compare, the 2013 normally aspirated eight cylinder engines were said to achieve 29 per cent.

The cars remain some way off the lap times achieved by the gold standard of 2004 in race trim, but in the right conditions they are now breaking lap records in qualifying, with Lewis Hamilton’s pole lap in Bahrain the fastest ever seen at the Sakhir circuit.

As time goes on, these speeds will only climb further still, calling into question why there is a need for the mooted plans to make cars several seconds quicker in 2017 through increasing the amount of aerodynamic and mechanical grip.

All the time, the gap between the power units is closing. Ferrari has made clear steps towards the all-conquering Mercedes, while Renault has promised significant performance gains later in the season and Honda now has a power unit that, while not yet in the same league as the others, at least looks like it belongs on the Formula One grid.

This has resulted in close racing throughout the field and this year has mixed up the pecking order to contribute to a trio of fine races.

These power units have been unfairly derided since they were introduced in 2014. Now, with ever growing speed and reliability, they appear to be really coming of age.

Stephen D’Albiac

Driver Ratings: Chinese Grand Prix

Nico Rosberg

Credit: Associated Press

A thrilling Chinese Grand Prix saw several drivers fight back through the field after a number of early setbacks, but up front it was a serene afternoon for Nico Rosberg as he kept out of trouble to take his third straight win in 2016.

But whose performances stood out most in Shanghai?

44) Lewis Hamilton (7/10) – Strong fightback from Hamilton after losing his front wing in the first lap melee. Could have finished higher up with a better strategy call, but the world champion would have taken seventh after turn one.

6) Nico Rosberg (9/10)* – Driver of the Day.A simply dominant race by Rosberg to notch up his sixth win in the row. Never looked back once Ricciardo was out of the way and finished in a different postcode to the rest. At this rate, it’s going to be tough for Hamilton to catch him in the championship race.

5) Sebastian Vettel (7/10) – Not entirely blameless in the first corner crash that left Raikkonen in trouble, but fought back strongly after a front wing change to take a deserved second place finish.

7) Kimi Raikkonen (8/10)*** – An innocent victim at the start, Raikkonen was given a lifeline by the early safety car but worked his way back through the field with a different strategy to the other frontrunners and thoroughly deserved his fifth place.

77) Valtteri Bottas (6/10) – Another low key performance for Bottas, who was outperformed by Williams teammate Massa and faded in the closing stages as the Toro Rossos breezed past him.

19) Felipe Massa (8/10) – Running as high as second at one point in the early race chaos, Massa continued his impressive start to the season with a fine drive to sixth place. Did an exceptional job to fend off Hamilton in the closing stages.

3) Daniel Ricciardo (9/10)** – After taking the lead at the start, Ricciardo was desperately unlucky to suffer a puncture as Rosberg went past him. Showed characteristic determination to fight back to fourth and take more than ten seconds out of teammate Kvyat in the final stint.

26) Daniil Kvyat (7/10) – Unfairly blamed by Vettel for the collision between the Ferraris at the start, Kvyat took advantage of the chaos around him to keep out of trouble and take a deserved second career podium.

11) Sergio Perez (6/10) – A clean race for Perez, but he will be disappointed to leave Shanghai without a point after the Toro Rossos demoted him to 11th in the final stint.

27) Nico Hulkenberg (5/10) – Fastest lap is little consolation for Hulkenberg, whose poorly judged decision to hold up the pack as he pitted under the safety car earned him a penalty and ensured his thoroughly mediocre start to the campaign carries on.

20) Kevin Magnussen (6/10) – After an impressive qualifying which saw him beat teammate Palmer by nearly a second, the Dane was hamstrung by a hugely uncompetitive Renault and finished a lowly 17th.

30) Jolyon Palmer (4/10) – Palmer has struggled to reach the heights of his impressive debut in Melbourne, and suffered the ignominy of finishing the race 22nd and last. Work to do.

33) Max Verstappen (7/10) – Another strong race for the teenage Dutchman, whose eighth place finish was probably the maximum on a day in which bulletproof reliability ensured that no-one could benefit from the misfortune of others.

55) Carlos Sainz Jr (6/10) – After outqualifying Verstappen on Saturday, Sainz failed to match his Toro Rosso teammate in the race but enjoyed a solid afternoon to record his seconds points finish of the season.

12) Felipe Nasr (5/10) – Nasr has reported trouble with his Sauber chassis, and another completely forgettable race to 20th place – well behind teammate Ericsson – will do nothing to kickstart his campaign.

9) Marcus Ericsson (6/10) – In an uncompetitive car, Ericsson is quickly working his way into the team leader role at Sauber and another consistent drive will do him no harm.

47) Fernando Alonso (6/10) – Still work for McLaren to do to challenge the leading teams on the evidence of his race. Alonso ran as high as fourth after the safety car but spent the rest of the race looking in his mirrors as he slipped back to 12th.

22) Jenson Button (6/10) – Also hampered by a lack of pace that saw him fending off the challenges of others for most of the afternoon. McLaren have made a clear step forward from last year, but another big step is needed for the Woking squad to challenge.

93) Pascal Wehrlein (6/10) – Held his own in the top ten for several laps after not pitting during the safety car, and Wehrlein rebounded well from his qualifying crash to enjoy a trouble-free race.

88) Rio Haryanto (6/10) – Lacks the outright speed of Wehrlein, but the other Manor driver enjoyed a solid afternoon and beat the faster Renault of Palmer on merit.

8) Romain Grosjean (5/10) – After the fairytale of the opening two rounds, it was back to reality for Grosjean and Haas. The Frenchman suffered damage on the first lap and was overshadowed by teammate Gutierrez for the remainder of the afternoon.

21) Esteban Gutierrez (6/10) – The Mexican will be relieved to see the chequered flag for the first time this season, and with nobody else falling by the wayside, his 14th place finish was probably the best Haas could have hoped for during a weekend in which they struggled for speed.

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Credit: Associated Press

These scores will be added up throughout the season and will be used to calculate both mid-season and end of season driver rankings. To take into account individual performances, the driver of the day will receive an additional three points, the second best driver two points and the third best driver one bonus point. These are signifed by the number of asterisks next to their names.

After the Bahrain Grand Prix, my top five drivers of the season so far are as follows:
=1) Romain Grosjean (Haas-Ferrari) – 28 points
=2) Nico Rosberg (Mercedes) – 28 points
3) Daniel Ricciardo (Red Bull-Tag Heuer) – 25 points
4) Pascal Wehrlein (Manor-Mercedes) – 23 points
5) Kimi Raikkonen (Ferrari) – 22 points

Stephen D’Albiac

Solving Formula One’s prize money problem

 

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Credit: Bleacher Report

Last week, Autosport revealed that Formula One teams had been awarded a prize pot of some $965m for their performances last season.

The money was given by Formula One Management (FOM) to the ten teams that competed in the 2015 world championship, with newcomers Haas not yet eligible for a share of the pot.

While the teams were all awarded some part of the cash for participating in the series, as well as for performance, a staggering $295m of prize money was awarded not on merit, but to a select few teams as a result of pre-signed agreements with Bernie Ecclestone.

It means that Ferrari – which benefits from a $35m constructors’ championship bonus as well as a controversial $70m payday for its status as Formula One’s most historic team – took home $192m for its 2015 efforts, while runaway champions Mercedes – which enjoys $74m in bonus payments – earned just $171m.

A further $74m in bonuses for Red Bull meant that the Austrian concern was given $144m, while Williams – which is entitled to just $10m in added payments and beat them to third place in the constructors’ standings – earned just $87m.

McLaren – which endured a wretched 2015 and placed a disastrous ninth – were the fifth most successful team in the earning stakes, with a generous $32m bonus handout netting the Woking outfit $82m.

Beneath McLaren are the teams not deemed eligible for these funds in the eyes of the sport’s elite. Force India earned $67m, while Lotus (now Renault) took home $64m. Toro Rosso was rewarded with a $57m piece of the pie, while Sauber benefitted to the tune of $57m. Manor, the only team not to score a point in 2015, earned $47m.

A full breakdown of the prize fund for 2015 can be seen here:

Pot 1 ($335m) Pot 2 ($335m) Pot 3 ($295m) Total Prize Money ($965m)
Ferrari $33.5m $53.5m $105m $192m
Mercedes $33.5m $63.5m $74m $171m
Red Bull $33.5m $36.5m $74m $144m
Williams $33.5m $43.5m $10m $87m
McLaren $33.5m $16.5m $32m $82m
Force India $33.5m $33.5m N/A $67m
Lotus $33.5m $30.5m N/A $64m
Toro Rosso $33.5m $23.5m N/A $57m
Sauber $33.5m $20.5m N/A $54m
Manor $33.5m $13.5m N/A $47m

Thanks to gift-wrapped bonus payments, what these figures create is a huge disparity between the teams fortunate enough to have been around long enough or been successful enough in the past, and those whose efforts have not been rewarded on the track.

That Formula One currently finds itself in a situation where teams at the back of the grid are struggling to make ends meet while the sport’s coffers are being divided in such an unfair manner is a damning indictment of those at the top.

Ferrari may be the longest serving and most successful team in Formula One history, but what gives a team that has won nothing in the way of championships since 2008 the right to a healthy bonus of more than $100m, while teams like Sauber and Manor earn nothing as they face a desperate struggle for survival?

Mercedes may be the team of the moment, and Red Bull, McLaren and Williams have certainly enjoyed many a day in the now firmly set suns of yesteryear, but in the here and now, prize money should be what it says on the tin. It needs to be distributed in a fair way, based on performance, and not as a note of thanks for their contributions to the sport.

That a team like Force India has produced such fine cars in the face of such a raw deal from the sport’s kingmakers is a glowing testament to the talents of their workforce back at Silverstone. With a fairer share of the prize pot, their potential to achieve would only be greater still.

A redistribution of funds

F1 Grand Prix of Italy

Credit: Bryn Lennon/Getty Images

Now, armed with a calculator and with my Bernie Ecclestone-styled wig firmly donned, I have devised an alternative prize pot with the aim of rewarding teams on performance rather than prestige.

To make this a fair experiment, I will be playing with the $965m that the teams were given in the real world, but I have changed the way in which it is handed out.

I have split the total prize fund into three distinct pots, the first two worth $432.5m apiece, with the third pot containing $100m.

Pot one will be given to teams for their participation in the sport, ensuring that, straight out of the box, everyone earns a nice starter of $43.25m.

Pot two is a tiered performance bonus, with Mercedes, as champions, earning 14.5 per cent, with Ferrari netting 13.5 per cent for coming second and so on until you get to Manor, which gets 5.5 per cent of the pot. This ensures that each team earns a minimum of $67.05m, more than Force India got in real life for finishing fifth.

This brings us to pot three, which is a pure $100m performance bonus, and is shared between teams based simply on how many points they scored in the previous season.

Mercedes finished with 703 points in 2015 – 36.6 per cent of those available, and therefore, they take away $36.6m, with Ferrari – who amassed 22.3 per cent of the possible points on offer – bagging $22.3m. This filters down to McLaren, which earned just 1.4 per cent of the points last season. Manor, which failed to score in 2015, gets nothing from this pot.

This leaves us with the following breakdown:

Pot 1 ($432.5m) Pot 2 ($432.5m) Pot 3 ($100m) Total Prize Money ($965m)
Mercedes $43.25m $62.7m $36.6m $142.55m
Ferrari $43.25m $58.4m $22.3m $123.95m
Williams $43.25m $54.1m $13.4m $110.75m
Red Bull $43.25m $49.7m $9.7m $102.65m
Force India $43.25m $45.4m $7.1m $95.75m
Lotus $43.25m $41.1m $4.1m $88.45m
Toro Rosso $43.25m $36.8m $3.5m $83.55m
Sauber $43.25m $32.4m $1.9m $77.55m
McLaren $43.25m $28.1m $1.4m $72.75m
Manor $43.25m $23.8m $0 $67.05m

As a result, the amount of prize money that each team earns reflects fairly their on-track performance during the 2015 season.

While in real life, the difference between the amount of money awarded to the highest-earning team and the lowest was $145m. Under my system, this disparity falls to $75.5m. Mercedes, Ferrari, Red Bull and McLaren all find themselves worse off, but the four richest teams in the sport aside, every other constructor benefits to the tune of at least $20m.

This boost in revenue would give the midfield teams more funds, which could be used to invest in better personnel and facilities, increasing the chances of added competition on the grid. Teams would be less likely to need to procure the services of pay drivers, opening up more room for the most talented youngsters to progress to Formula One.

At present, teams only begin to earn prize money at the end of their second season, and only the top ten in the championship benefit from the system. I would change both of these factors, which would allow the Haas team to immediately reap the fruits of their vast investment into the sport and prevent the risk of any one team being cut adrift as a result of a lack of money.

With a formula in place that rewards teams on current endeavours rather than past glories, the message would be simple: if you want more money, do your talking on the track.

Stephen D’Albiac

Return of 2015 qualifying – a victory for common sense

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Common sense has finally prevailed.

After what could be fairly described as the most farcical Mexican standoff in sporting history, Jean Todt and Bernie Ecclestone have relented to pressure and agreed that the only way forward is for Formula One to ditch the metaphorical car crash that has been elimination qualifying and revert back to the tried and tested system that has served us so well for many years.

They say there are two sides to every story. In this case you would have searched far and wide before you found anyone who was backing the beleaguered FIA president.

While the teams must share some of the blame for the fact that elimination qualifying ever saw the light of day, the fact that they realised almost immediately the scale of the disaster that had been created and united as one to have the 2015 system restored for the good of the sport can only be to their credit.

The same could not be said for Todt and Ecclestone, who, while fully aware of the negative press swirling around the paddock as a result of the decision in which they were partly complicit, persisted in defending the indefensible in what can only be described as a misplaced attempt to salvage pride.

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Jean Todt and Bernie Ecclestone

If Todt, as he claims, had read social media and, presumably, seen how widely detested the new qualifying system was, then in what way could he possibly have believed that the shambles that had unfolded in Melbourne would not be repeated in Bahrain?

As for Ecclestone, who famously engages in shenanigans as part of wider attempts to gain the upper hand in negotiations, it is astounding that he saw this as a battle that he could win. The fact that he was not a supporter of the elimination system – instead favouring an even more confusing time ballast or a reverse grid that would have been just as reviled had they seen the light of day – makes his part in this elongated malaise all the more frustrating.

The saddest aspect to this needless saga is that it has completely overshadowed the fact that, on the track, the season has kicked off with two exciting races. Mercedes look like they might just have a fight on their hands against a promising challenge from Ferrari, and behind the top two teams the pack has bunched up to the extent that it is anybody’s guess who will occupy the rest of the spots in the top ten.

Ironically, the fact that this story has been allowed to play out for so long has done the FIA much more damage than if they had agreed to revert qualifying after Australia. Nobody likes to admit when they are wrong about something, but had humble pie been digested and the 2015 system used in Bahrain, this whole sorry mess would have been long forgotten.

The return of the much loved three-part system still has to be rubberstamped by the F1 Commission and the World Motor Sport Council, but with the FIA having now backed down, this should be a mere formality.

The most important thing now is that the sport moves on from this debacle and that focus quickly returns to the action on the track.

Stephen D’Albiac

F1’s next generation seizes the moment in Bahrain

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While the predictable fallout of another failed attempt at a flawed qualifying system dominated the headlines at the Bahrain Grand Prix, it was also a weekend at which Formula One’s young talents truly flourished.

A storming drive by Pascal Wehrlein and Stoffel Vandoorne’s cameo appearance under the desert lights left little doubt that the future of the sport is in safe hands, so long as the current political malaise in which F1 currently finds itself off the track can be resolved.

In an era in which criticism has been levied at the number of so-called pay drivers that have found their way onto the grid at the expense of genuine talent, it is heartening to see two prodigious youngsters snatching the chance to grab the limelight.

Wehrlein left Sakhir having accomplished what was arguably the finest drive in the history of the Manor team. While his 13th place finish may at first glance look unremarkable, to do so, he dragged what is still the weakest car on the grid beyond what could have been expected of it and beat a Sauber, both Force Indias and teammate Rio Haryanto to the chequered flag.

This followed an astounding display on Saturday when he qualified in 16th place, again counting among his scalps the Saubers, Renaults, Sergio Perez and Haryanto.

The 21-year-old is highly rated by Mercedes, and earned his F1 break by becoming the youngest ever champion of the DTM series last year. While it is still early days, the impact he has made thus far has put him on a par with the late Jules Bianchi in bursting onto the scene with the Manor team.

Such displays in backmarker teams were what brought Fernando Alonso and Sebastian Vettel to the attention of the sport’s big-hitters in recent times, and with Wehrlein having started at a bottom of a ladder that brings with it a potential route to the Mercedes team in future – perhaps via Williams or Force India first – he is doing all the right things to get himself noticed.

For a man who only found out on Thursday – and several thousand miles away in Japan – that he would be making his Grand Prix debut in Bahrain, Vandoorne’s display was a masterclass in speed and maturity.

Making a substitute performance in Formula One is tough enough at the best of times, but when you are filling the shoes of Fernando Alonso and racing against the yardstick that is Jenson Button, all in a car that you have never driven, you are well and truly up against it.

That Vandoorne outqualified Button before notching McLaren’s first point of the season with a fine drive to tenth place proves beyond any doubt that his appearance on the grid should not have been a temporary measure.

That the most dominant champion in GP2 history is being made to settle for a drive in the Super Formula series this season is a travesty given his vast potential, but having announced himself in such style, few will bet against the Belgian being a permanent fixture on the grid in 2017.

Wehrlein and Vandoorne saw precious little of each other during Sunday’s race, but they have already shown enough to suggest that their paths will cross at the sharp end of the grid in years to come.

Stephen D’Albiac

Driver Ratings: Bahrain Grand Prix

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Credit: Formula1.com

Under the lights of Bahrain, we were treated to a fine spectacle as plenty of dicing in the midfield more than compensated for a rather sedate affair up front. But how did the drivers fare in the third night race at Sakhir?

44) Lewis Hamilton (6/10) – Lost the initiative to teammate Rosberg at the start. Was not at fault for the first lap collision with Bottas but would have been out of harms way with a quicker getaway. Decent recovery to third.

6) Nico Rosberg (8/10) – Flawless drive to a fifth straight win. Beat Hamilton off the line and never looked back as his rivals hit trouble to record a convincing win.

5) Sebastian Vettel (6/10) – A day of wretched misfortune for Vettel, who didn’t even make it to the start after the German’s engine blew on the formation lap, robbing him of the chance to challenge for victory.

7) Kimi Raikkonen (7/10) – A strong drive for Raikkonen who bounced back strongly from his non-finish in Australia to record a deserved second place. Consistent speed meant he was never under huge threat from Hamilton.

77) Valtteri Bottas (5/10) – The Finn ruined his race with a lunge at Hamilton that earned him a drive-through penalty. Battled back to ninth place, but could and should have been so much better.

19) Felipe Massa (6/10) – That the other Williams of Massa finished eighth was through little fault of the Brazilian, who was hamstrung by a poor decision from his team to run two stints on the medium tyres.

3) Daniel Ricciardo (7/10) – An entertaining race from the Australian as he found himself involved in good battles throughout the race. The speed of the front three meant fourth was the best he could have hoped for.

26) Daniil Kvyat (7/10) – The Russian recovered well from a dismal qualifying performance to take seventh from Massa on the final lap, with some exciting battles as he recovered through the field. Quickly needs to improve his speed on Saturdays.

11) Sergio Perez (5/10) – A day to forget for Perez, who made contact with Carlos Sainz Jr’s Toro Rosso on lap two and was forced to pit for a new front wing. Wound up a disappointing 16th.

27) Nico Hulkenberg (5/10) – Hulkenberg’s race proved as inauspicious as Perez’s, with the German also forced to change his nose after first lap contact, condemning him to 15th place.

20) Kevin Magnussen (6/10) – A respectable job from the Dane, who finished just one place outside the points after a pit lane start. A good effort in a Renault that was clearly lacking in speed.

30) Jolyon Palmer (5/10) – After an action-packed debut in Melbourne, it was back down to earth with a bump for Palmer, who pulled in and retired from the race at the end of the formation lap with technical troubles.

33) Max Verstappen (7/10) – After flattering to deceive in Australia, Verstappen bounced back in Sakhir with a strong drive to sixth, Toro Rosso’s first ever points finish in Bahrain.

55) Carlos Sainz Jr (5/10) – A thoroughly forgettable time under the lights for the Spanish driver, who suffered a puncture in a collision with Perez early on and endured a botched pit stop before he retired from the race.

12) Felipe Nasr (5/10) – Sauber have clearly dropped back in performance over the winter and it looks like the Brazilian has suffered the same fate. An almost anonymous drive to 14th place.

9) Marcus Ericsson (6/10) – The Swedish driver looks to have gained the upper hand on teammate Nasr, with 12th place the best he could have achieved in what is clearly a dog of a car.

47) Stoffel Vandoorne (8/10)*** – Having only found out he would be making his Grand Prix debut on Thursday, the Belgian hotshot announced himself to Formula One in style with a mightily impressive drive to the final points finish in tenth, having outqualified world champion teammate Button the day before.

22) Jenson Button (5/10) – A weekend to cause nightmares for Button, with his outqualification by Vandoorne and early power unit failure sure to result in questions about his McLaren future beyond the end of this season.

93) Pascal Wehrlein (8/10)** – Another eye-catching performance from the German youngster, who outperformed his Manor all weekend with a fine drive to 13th after a superb qualifying display.

88) Rio Haryanto (6/10) – Although overshadowed by the mercurial Wehrlein, the Indonesian drove a solid, clean race on his way to a first Formula One finish.

8) Romain Grosjean (9/10)* – Driver of the Day. The Frenchman’s move to Haas looks even more inspired now after an astonishing drive which bettered his fairytale sixth place finish in Melbourne.

21) Esteban Gutierrez (6/10) – An encouraging performance by the second Haas driver, who would surely have scored his first points since 2013 had car failure not ended his race after just ten laps.

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Credit: Clive Mason/Getty Images

These scores will be added up throughout the season and will be used to calculate both mid-season and end of season driver rankings. To take into account individual performances, the driver of the day will receive an additional three points, the second best driver two points and the third best driver one bonus point. These are signifed by the number of asterisks next to their names.

After the Bahrain Grand Prix, my top five drivers of the season so far are as follows:
1) Romain Grosjean (Haas-Ferrari) – 23 points
2) Pascal Wehrlein (Manor-Mercedes) – 17 points
3) Nico Rosberg (Mercedes) – 16 points
=4) Daniel Ricciardo (Red Bull-Tag Heuer) – 14 points
=4) Jolyon Palmer (Renault) – 14 points
=4) Sebastian Vettel (Ferrari) – 14 points

Stephen D’Albiac