F1 Magazine January 2003

Six of one… Anatomy of a shootout
Article: Will Buxton

Giorgio Pantano? Vitantonio Liuzzi? Give it a year or two and they will be familiar Formula One names. At Valencia at the end of November they fought for a testing role with BMW Williams, a likely passport to a fulltime race drive. Formula 1 magazine played fly-on-the-wall as two impressive young lions fought to kicks tart their careers in the top echelon.

Back in December 1997 the Williams team conducted a shootout test in Barcelona. With a vacant driving role in the test team, four of the most promising young drivers were pitted against each other. Success then propelled Juan Pablo Montoya into a Formula One role, as he beat Nicolas Minassian, Soheil Ayari and Max Wilson. Five years down the line it was thus fitting that the Colombian was on hand to witness the latest generation of Williams candidates going mano a mano in Valencia.

There were only two drivers this time, both Italian: F3000 Stand out Giorgio Pantano and former karting world champion Vitantonio Liuzzi. Both have raw speed and natural talent, and maturity beyond their years. Right from the start it is obvious that it will be a close contest.

The BMW WilliamsF1 Team has gone to a lot of trouble over the test. Both drivers have spent a day at the factory in Grove for a seat fitting and to familiarise themselves with the cockpit and the steering wheel’s control systems. The plan is to run a three-day programme, with each man getting an equal opportunity. Pantano will have the first day and a half to himself, then Liuzzi will take over. As the physical driving of the car is only one part of the necessary skills required to be a successful racer, the team will make technical changes to the car at various stage and gauge the drivers; individual feel for the change and the accuracy of their feedback.

Juan Pablo Montoya and Marc Gene, both of whom take great interest in the test, will also run in Valencia. But it’s important to note that their cars are set up in different ways and feature different components to those run by the young drivers. Only BMW Williams is privy to the exact comparable points. While it is of passing interest to see how quick the regular drivers go, it is a moot point. The only genuinely comparable times will be those of Pantano and Liuzzi in their dedicated test programme.

TUESDAY 26TH NOVEMBER
[08:30] Pantano leaves the BMW Williams motorhome and makes his way to the garage. He looks relaxed and confident despite the fact that the next day and a half could very well determine his immediate future in motor racing. Then again, he does know the track well, having tested there in Formula 3000 and for Benetton back in 2000. “I’m quite excited.” He admits. “Today is a big opportunity for me. I think the test will be much better than the ones I did with Benetton and McLaren. I have more experience. Today I have the opportunity to demonstrate my abilities.”

[09:00] The BMW engine is fired up. Pantato’s FW24, on worn Michelin tyres, is lowered from its stands and soon he edges down the pitlane. He completes an installation lap and returns to the pits. While he is relaying information to his mechanics, Montoya walks around Pantano’s car and ducks down to offer him some advice on the handling and electronics.

[09:20] Pantano rolls out of his garage, momentarily experiencing some difficulty selecting first gear. Eventually he finds it and sets out on a five lap run, setting a best time of 1m 16.631secs.

[09:50] Having made some alterations to the car, Pantano embarks on another run but stalls in the pitlane. The team implies that his ongoing problems in finding a gear are a results of him getting used to the anti stall mechanism. Once he gets back on to the track he laps consistently in the 1m 17s.

[10:30] Pantano goes out again and sets a best time of 1m 16.732secs, now on new rubber.

[12:30] The morning session is over. Pantano walks to the pit wall, clearly happy. “It feels really incredible” he says. “I didn’t remember it was like this. The car is very good and we just need more laps to build confidence with braking and speed and with the tyres.”

Jonathan Williams, Sir Frank’s son and a dyed in the wool racing enthusiast who intently follows all forms of motorsport, is responsible for the team’s young driver development programme. It is he who has chosen the two young chargers, and he’s impressed with Pantano’s first outing in the car. “I think Giorgio did very well” he says. “One thing that was impressive was the consistency of his lap times. He got down to a very respectable time on his second set of new tyres. Bearing in mind the fact that he hasn’t drive a Formula One car since the beginning of 2001 he’s doing well. He’s adapting well and so far he’s impressed everyone with his attitude both in and out of the car.”

[14:40] Pantano does a 10 lap run, pushing very hard on new tyres. He loses the car in turn three, taking slightly too much kerb and spinning into the gravel.

[15:40] Pantano goes out on another new set of tyres. Clearly annoyed with himself for his spin, he puts in his best time of the day, 1m 14.615secs. That compares well with the fastest time overall, set by Montoya at 1m 13.336secs.

[16:10] With time running out and with the sun going down and the shadows lengthening, Pantano goes out on more new tyres, but the engine breaks on his first flying lap. He sits down to take stock of his day. “It was an exciting afternoon, with the spin and the engine problem. We missed the last 45 minutes of the session but I think we did quite a good job today. I need more laps to give me more feeling with the car, but for now I’m in a good position.”

WEDNESDAY 27TH NOVEMBER
[09:20] Pantano is ready for the remaining half day of his evaluation. After the usual installation lap, he embarks on his first run, on another new set of tyres. His best lap is 1m 15.25secs.

[09:55] Pantano is out again, on another new set. He cuts down now to a strong 1m 14.099 secs lap, his best so far, but spins at the final corner on his next lap. He has tried to brake later and got caught out by the odd camber. Montoya had gone off in the same place on the previous day.

[10:30] With more new tyres Pantano goes out to make amends and sets his fastest time of the test, a 1m13.899secs.

[10:45] He’s out again, running consistently in the 1m 15s on the same tyres.

[11:05] Pantano runs in the 1m 16s dropping in a 1m 15.73secs final lap on worn tyres.

[11:30] With a new set of tyres, his attempts to improve are thwarted when Jarno Trulli, who is also at the track testing with Renault, spins his car, bringing out the red flags.

[11:45] Pantano has another go, on the same tyres. Again he is consistently in the 1m 15s, with a best time of 1m 15.28secs.

[12:10] He embarks on three single flying lap style runs on new rubber – an out lap, a flying lap and in lap. For the first two runs he records low 1m 14s, and a 1m 16.69secs on his final run.

He has performed well. His manager, former racer Alf Boarer, expresses the opinion that the young Italian is one of the very best drivers around at the moment. “I think he’s done a good, professional job. It’s a huge step to come into something like this, especially with a team like BMW Williams. He’s made a couple of small mistakes, but the team expects that. These guys are constantly trying to find the limit and sometimes they’re going to step over it. But I think he’s done an exceptional job.

“I think if he is given time in a Formula One car he will become one of the sport’s superstars. Whatever series he’s raced in since he was a kid, he’s always risen to the top and been ‘the man’. And I really do believe that, like Raikkonen, he’s one of the few who can seriously challenge Schumacher.”

Boarer is not the only one who is impressed. One mechanic says, “He’s got a great personality. He’s pretty good technically, but mostly just a good lad. He’s a tough little bugger too. Looks the part don’t you think?”

Pantano reflects on his performance. “I think this morning was a little better than yesterday. I’d have to do more running before I could push the car to its limits and get the most out of the guys in the garage and what they can do to the car. I think if you have a good relationship with your mechanics and talk in the correct way, then any problems you have with the car can disappear.”

Now it’s Liuzzi’s turn.

[14:00] After 10 minutes in front of the photographers Liuzzi begins final preparations for the biggest moment of his career.

“I’m really relaxed, but for sure I cannot wait any more,” he says. “I just want to get in the car. I’ve never driven here before or experienced such a car but I don’t think it will be a problem. I will get to drive the car, and this for me will be the best feeling. I am realising a dream. I’m not thinking about anything other than what an incredible experience this will be for me, and what a great chance I have.”

[15:00] The doors to garage 14 are still shut. There is an engine systems problem on the FW24. Rushing between garage and pit wall, Liuzzi is clearly eager to get out on the track.

[15:25] He finally embarks on his first installation lap in a Formula One car. It is tentative as he is deliberately cautious on this unfamiliar circuit. Back in the pitlane, his huge grin is evident even under his helmet. As the mechanics pore over the car, Montoya offers him some final advice.

[15:45] Liuzzi sets out on his first timed run. He starts slowly but as he learns the track and begins to understand the car, the lap times fall. 1m 23.47secs, 1m 21.74, 1m 20.25, 1m 19.60, 1m 18.60, then he’s back in the pits.

[16:05] He takes the car out again on old tyres. He runs consistently in the 1m 18s, gaining a few 10ths of a second on each new lap. Having set a 1m 17.75secs best he comes back into the pits. With a few minutes to collect his thoughts, Liuzzi can barely contain his excitement. “Its amazing” he says with a big grin. “When you get used to the speed, it’s okay.”

[16:40] Liuzzi is back out again, still an old tyres. He’s consistent again, putting in a 1m 16.81secs and levelling out in the 1m 17s.

[16:55] On new tyres Liuzzi sets a 1m 14.819secs best in a run bracketed in the 1m 15s. In just 20 laps on a track he’s never driven before and on his first time in a Formula One car, he has set the eighth fastest time of the day just under two seconds slower than Montoya. At this time of the day the sun is very low as you crest the rise on the approach to the last corner, and long shadows cover the rest of the track. The conditions aren’t easy. There are sharp intakes of breath along the pit wall as the lap time comes up on the screens.

Liuzzi’s taciturn manager, former Team Lotus boss Peter Collins, looks satisfied. Somebody in the group says, “I think we’ve just seen a piece of history here today.” It is a remarkable performance.

“Giorgio continued where he left off yesterday,” Williams says in summation of the day. “Having had an opportunity to step away from the car last night, I think he managed to take stock of the situation and better understand the car. He has achieved a lot of mileage, which is good for him to understand us and how we work, but also for us to take a look at him and assess how good he is.

“We were delayed by the better part of an hour in the afternoon with Tonio’s run so we had just over two hours of track time available. He quickly got down to his best lap time, which was highly respectable, especially seeing how much of a jump he’s had to make here to drive the car. Of all the guys we’ve ever brought into this sort of situation, he’s had to make the biggest jump. Jenson Button obviously runs him close but Tonio’s only had one year of Formula Three and half a season of Renault, whereas Jenson had a year of Formula Ford and a year of Formula Three. Tonio’s time was very impressive. For somebody who’d never driven a car like this before he’s done a great job.”

THURSDAY 28TH NOVEMBER
Liuzzi is a very happy man at this stage. His neck, he is pleased to note, is holding up even though he admits it ached a little when he first got up. “It was amazing,” he enthuses of his Formula One experience. “The first lap I was not believing this was real, but when I got out on the track and felt all the horsepower pushing me, it was incredible. A really great feeling. It was difficult for me to believe you could drive with that much power, but after three or four laps you just get used to it. It’s a lovely feeling in the corners because the car has so much grip. I was quite happy with my performance. I think with the new tyres I could have done better. They are really only good for one really quick lap and on my fast lap it was my first time on new rubber. I did not yet know their limit. If we have no problems today, I’m confident I can improve a lot.”

Unfortunately, events will conspire against that.

[09:10] Setting off from a launch start at the end of the pitlane, on old rubber, Liuzzi’s lap times are not as consistent as yesterday as he is trying a different traction control programme. He posts a 1m 18.42secs, then a lm 22.67secs, finishing with a 1m 16.67secs. He reports back unfavourably on the traction control setting and the team activates a different programme.

[09:35] The car is reacting better on the new settings, still on old rubber. Liuzzi sets a string of laps in the 1m 16s.

[09:50] He is back out again, this time on new tyres. His times are all in the 1m 15s.

[10:02] Liuzzi conducts a 10-lap run, running consistently in the 1m 16s with a best of 1m 15.66secs. He still doesn’t like the selected traction control programme, which is preventing the car from handling as precisely as it did the previous afternoon.

[10:39] He goes back out on new tyres, and immediately posts a 1m 14.25secs best before his times tail off. Pantano had found the same thing. The times naturally tend to tail off, by as much as a second, and the best time comes from the first lap on new tyres if the driver gets it right.

Liuzzi has tried four different versions of traction control and is not as happy with any of them as he had been with the previous day’s. An hour before lunch his car needs and engine change. For the time being, he stops running.

[14:10] With a fresh engine, Liuzzi sets out for another run. The car’s traction control still doesn’t feel right, however, and on his first flying lap he spins on the exit of Turn Two.

Williams isn’t overly concerned about the crash. “There’s some damage to the left-hand rear suspension, the wing and the left rear wheel. It’s nothing too major. Overall I’d say that far greater damage has been done by far more experienced drivers.”

Liuzzi however, is upset with himself. He felt the traction control wasn’t right when he went out but stuck with it for another lap to make sure. But before long, test team engineer Grant Tuff exonerates his driver. “You can’t blame him for that one,” he reveals. “It was a software setup problem. As he exited Turn Two he floored the accelerator as he had been doing on every run so far. The back end stepped out as usual and he expected the traction control to catch it but clearly it didn’t.”

[16:12] With the FW24 repaired, Liuzzi is back out. On used tyres he posts a 1m 19.3secs, then a 1m 17.03, finishing on a 1m 16.4, and convinces himself that he can trust the car again.

[16:30] On new tyres, Liuzzi records a best lap of 1m 14.87secs, followed by a 1m 14.70. Ten minutes later, on more new tyres, he dips down to 1m 14.16secs and ends with a 1m 14.63.

[16:50] It’s his penultimate run, and on new tyres his first lap looks very fast. But when it comes through as a 1m 52secs there is general disbelief. It transpires that when Liuzzi let Montoya through on his out lap, his car failed to trigger one of the timing beams. The lap time was actually a 1m 13.998secs, his fastest of the test and another remarkable performance. Montoya’s best time for the day is a 1m 12.147secs, however he is running to a different test programme.

[17:00] Liuzzi’s final run yields more laps in the 1m 14s. Like Pantano, he has impressed his crew. “He had a bit of bad luck and he never got a chance to make the best of his changes,” says one mechanic. “He was dead keen though, very chatty and excited about the whole thing, which was really refreshing to see. Both of them were very professional. Giorgio looked very relaxed for the whole time. I think if Tonio had maybe been in a Formula One car before and had been as relaxed as Giorgio then he would have been incredible. Considering he’d never been in a Formula One car before, Tonio was bloody fast!”

Collins reflects quietly on his driver’s performance. “He did a fine job. I believe that he has very good potential but there are a lot of things that will determine whether that potential is realised. The primary objective is for him to have a successful racing season in 2003, that’s the priority. Some Formula One testing is always beneficial, but he must add to his racing experience.”

It’s been a trying day for Liuzzi, but he hasn’t allowed the problems to get on top of him and remains upbeat about the experience. “Overall I’m quite satisfied about today,” he says. “We didn’t have that many laps due to some problems this morning. Then we had the problem with the traction control which caused the spin and we missed two hours when the car was put back together. But the experience and the car was incredible and I have to thank the Williams guys for the opportunity they gave me. For sure I think I could have done better and I’m a bit upset with myself because I could have done more with the time. But at the end of the day, all I can say is that it has been an incredible experience.”

After three days and a total of 220 laps (Pantano 130 and Liuzzi 90), plus numerous sets of new tyres (seven per driver), there is a mountain of information for BMW Williams to analyse and assess. Montoya has been in a development FW24, Gene has been using the 2003 BMW V10; there was a third car, for wet weather testing on the Friday. As the test progressed, the FW24 used by both Pantano and Liuzzi becomes more and more removed from its sisters. Each driver has been put under the microscope in the most demanding and pressurised situation either has had to face. It makes their respective finales to the F3000 championship in 2002 and the world karting championship in 2001 seem child’s play. The shape of their racing futures depends upon the outcome of the team’s deliberations, and the final decision will not have been taken lightly. It will not be the end of the road for whichever driver ends up without the drive, but there is no question that a test role with a team as prestigious as BMW Williams can be a significant shortcut.

Grant Tuff admits that he was impressed with both of them. “I think Giorgio was up to speed a bit quicker but he’s got more experience so that’s to be expected. “Unfortunately for Tonio we had various problems with the car and his programme suffered. With less experience it took him a little longer to get on the pace but by the end of the second day he was pretty close to being up there.”

Tim Newton, the BMW Williams test team manager, also liked what he saw. “I’m not going to say anything specific about either of them. Basically when you get new guys in you don’t jump to conclusions. You don’t say that this guy was good or that guy was good. You look at the sum of everything you’ve got. Both guys had different conditions, one guy had slightly more track time and it was neither of their faults that one got more and one got less. It just happens. But they were both very professional guys. They came along, sat in the car and did what we asked them to do.”

It’s Jonathan Williams who is tasked with seeking out young driver talent and making the final decision in tandem with his father, Patrick Head and the senior personnel at BMW Motorsport. He is delighted that Pantano and Liuzzi did so much to justify their selection for the test.

“From a BMW WilliamsF1 Team perspective, it’s been a very useful exercise. Once again we’ve proved that it is valid to assess and develop young driver talent as it does represent the future. The younger one can get hold of them and assess them, the stronger the potential of the relationship. “Tonio’s day wasn’t as smooth as Giorgio’s for various reasons, but he did a very good job. That’s testing, and we are talking about a potential testing role for the drivers here. Testing will sometimes have long periods where the car is out of operation, and thought that’s taken some information away from us in terms of track time it’s given us information on how the drivers handle those sort of setbacks.

“The fact that Juan Pablo was very impressed with both of them speaks volumes. It has come full circle as he’s been a very big part in the programme this week, and obviously was the first benefactor of this type of evaluation back in 1997. It’s nice to see him helping both drivers out and then passing comment on how good they both were, as it adds an even greater emphasis to the work we do here.”

With the two drivers being at such different points in their careers, the decision of which one to take on board will be tough.

“We will take as much information as we have into consideration. If they end up looking very equal we can look at their past careers and almost plot a graph of how steep their development is. For example, with the Button/Junqueira evaluation, which had a lot more at stake, they were literally impossible to choose between. However, Jenson had only two years of single-seater racing behind him and Bruno had two years of Formula 3000 and three years of Formula Three, so his curve was flatter than Jenson’s, which was incredibly steep. Although this doesn’t make up the entire decision it can help us if the two drivers are inseparable.

“You can’t make decisions based on emotion. There are too many stories of young drivers who have looked amazing but simply haven’t performed at the higher levels. But obviously if you take no risks you stand not to gain anything. I know that sounds like a cliché but in this sort of situation there is always an element of risk. That’s why it is so difficult.”

In this instance, the individual performances of Giorgio Pantano and Vitantonio Liuzzi only make it harder still.



Separate Feature
> Golden Ticket <

Just 12 months ago Vitantonio Liuzzi was crowned the FIA-CIK karting world champion, so it’s clear what momentous progress he’s made.

His karting career began in 1991 and within two years he was Italian champion, a feat he repeated in 1996 in the International Formula A category.

In 1998 he had progressed to Formula Super A, karting’s Formula One. He took third in the European karting Championship and seventh at the Karting world championship after starting 28th due to mechanical problems. In 1999 he won the second round of the European karting championship and took victory in the Ayrton Senna Memorial Trophy. His promise was rewarded with a Formula Palmer Audi test at which he set the fastest lap.

In 2000, sixth place in the karting world championship, third in the 125cc world championship and second at the karting World Cup, not to mention a test drive with the Dutch Van Amersfoort Formula Three team, highlighted his talent and ability to apply himself no matter how heavy the racing schedule.

In 2001 Liuzzi won the world karting championship while simultaneously taking second place in the German Formula Renault championship. His reputation and maturity were growing quickly and in 2002 he competed in the German Formula Three championship. Various problems restricted him to only ninth in the championship but he took three pole positions and three podiums as well as victory in the non-title International Formula Three race at Imola.

All photos and article from F1 Magazine. All credit goes to them.