Red Bull dominated the 2023 Formula 1 season, winning all but one race. This year, however, saw seven different winners. Max Verstappen and Red Bull still led with nine victories for the Dutchman, but three other teams managed to win at least four races. Consequently, the 2024 drivers’ and constructors’ standings changed significantly from the previous year.

Max Verstappen triumphed in 19 of the 22 races in 2023, securing his third drivers’ title. This season, he claimed his fourth title by winning nine of the 24 races on the calendar. His teammate, Sergio Perez, who finished second in 2023 with two victories, ranked eighth in 2024 with zero wins.

This year, the standings shifted dramatically, and the reigning champions faced several challenges. McLaren, Ferrari, and, to a lesser extent, Mercedes became more competitive, catching up to and even surpassing Red Bull.

While Verstappen won the title again, he did so with significantly fewer points. Sergio Perez and Fernando Alonso were among the biggest losers in terms of point differences compared to last year. The same can be said for Red Bull, Aston Martin, Alpine, and Sauber.

The “winner” of the comparison was Oscar Piastri, who had a strong second season in F1. His teammate, Lando Norris, who finished second, also saw a significant increase in points. Similarly, Ferrari improved greatly, fighting for the Constructors’ Championship with McLaren until the final race.

Comparison of drivers’ standings 2023-2024

Comparison of constructors’ standings 2023-2024

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Taking advantage of the summer break, we presented the statistics of the Formula 1 teams over the first 14 Grands Prix of the 2024 season. Our analysis led us to divide the championship into two halves: the first seven races saw Red Bull ahead of everyone; a different picture emerged in the last seven races. In this article, we will compare the 2024 F1 constructors’ standings with those of the previous season, again after 14 races, including three weekends with the Sprint format.

The table below shows all the points scored by the 10 teams in the standings, allowing us to compare the 2024 totals with those of last year. The first thing that stands out is that four teams have scored more points than in 2023, while six have fewer points than last year. In absolute terms, McLaren and Ferrari have respectively 251 and 117 more points after 14 races compared to 2023. Red Bull and Haas have also improved significantly: the team based in Faenza went from 3 to 34 points, while the American team increased from 11 to 27. On the negative side are all the other teams, starting with Red Bull, which has a striking -175, or 30% fewer points than last year. Aston Martin (-144 points | -66%), Alpine (-62 points | -85%), and Williams (-17 points | -81%) are also in the red. Mercedes closes this negative ranking, but with only 7 points less than in 2023.

The most impressive figure is in the 2023 column: after 14 races, Red Bull dominated the standings with a whopping 583 points. The second-placed team at the time, Mercedes, had only 273, which is less than half!

F1, 2024 vs 2023: The 2024 Team Standings and the Comparison with 2023, after 14 races

Beyond the points in the standings, we also analyzed pole positions, wins, and podiums. The table below compares the data from 2024 and 2023, again after 14 races, for the top five teams in the 2024 standings. Starting with Red Bull, the numbers are clear: two fewer pole positions, half as many wins, and 13 podiums in 2024 compared to 22 in 2023. Except for Aston Martin, McLaren, Ferrari, and Mercedes have performed significantly better this year: the team led by Andrea Stella has secured two poles, two wins, and a +10 in podiums. Ferrari’s drivers have been on the podium 11 times, compared to 4 in 2023, and have 2 wins versus 0. Mercedes has also done better this year: +1 in pole positions and podiums, and +3 in wins.

Pole positions, wins, and podiums, after 14 Grands Prix: 2024 vs 2023

While the drivers’ championship is still open but with a strong leader like Verstappen, the fight for the constructors’ championship title is more open than ever: Red Bull is still the favorite, but McLaren, Ferrari, and perhaps even Mercedes can still seriously contend for the 2024 Formula 1 world title.

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Last February 29, Formula 1 announced its revenue for the 2023 championship, confirming record numbers, 25% higher than the previous twelve months. Indeed, while in 2022, revenues reached $2.57 billion, last year they increased to $3.22 billion. A significant portion of this figure ($2.5 billion) came from entry fees, broadcasting rights, and sponsorships (+21% compared to one year ago).

The Distribution to Teams
As is well known, the ten teams receive a slice of this pie – guaranteed to them by the Concorde Agreement – which amounted to $1.21 billion for 2023. The German publication Auto, Motor und Sport calculated that Scuderia Ferrari received the largest amount of money – thanks to its substantial historic bonus that increases as revenues grow – reaching $208 million.

The Prancing Horse has surpassed Red Bull ($184 million) and Mercedes ($179 million). Williams made a significant jump in the rankings, moving from tenth to seventh place ($97 million). Three teams saw a decrease compared to 2022: Alpine and Haas earned $7 million less, and Sauber as much as $18 million less.

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Ferrari’s bonus
One of the key issues of the Concorde Agreement remains the historic bonus guaranteed to Scuderia Ferrari. And even for the renewal of the agreement, which will start from 2026, the path seems to be anything but smooth. According to Auto, Motor und Sport “the smaller teams are asking for a reduction of the bonus because it takes money away from them” and therefore how much the Italian side receives will once again be one of the critical points of the negotiations to reach a new agreement.

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The 2024 Saudi Arabian Grand Prix saw Max Verstappen dominate the race ahead of Sergio Perez. Let’s see how the gap to the other cars has changed compared to last season.

Just like last year, in 2024, Red Bull’s absolute dominance at the Jeddah circuit remains unchanged. The winner has changed (it was Sergio Perez in 2023), but the essence remains the same. This season, too, Red Bull secured a one-two finish, but let’s examine how the gap from the pursuers has changed.

Comparison between 2023 and 2024
Last year in Saudi Arabia, the first driver behind the Red Bull duo was Fernando Alonso, who finished the race 19.1 seconds behind the winner. In 2024, Charles Leclerc finished in third place, 18.6 seconds behind Max Verstappen. However, there are some variables to consider when evaluating the two races.

In particular, the impact of the Safety Car was different in the two seasons. Last year, it was called into action on lap 18 due to an issue with Lance Stroll’s car. In 2024, once again, the safety car came out on the seventh lap, also caused by the Canadian. All teams took advantage of the situation to pit, forcing the drivers into a very long stint on hard tires.

Doing a quick calculation, the average gap considering only the laps after the Safety Car substantially decreased. While in 2023 Fernando Alonso was about 6.4 tenths per lap slower than the winner (Hard Tires, 32 laps), in 2024, Charles Leclerc performed much better. The Monegasque driver lost 4.7 tenths per lap to Max Max Verstappen (Hard Tires, 43 laps), including a fastest lap towards the end.

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The numbers themselves might not tell the whole story, as both races were already decided well before the checkered flag, with the Dutchman clearly on top and the Ferrari driver running a lonely race in third place, which means they could manage they pace and not push at all times. However, they indicate a group that is gradually closing in on Red Bull’s two powerhouses. Max Verstappen remains untouchable, but if Sergio Perez doesn’t maintain the level seen in Jeddah, he could be vulnerable to a Ferrari, currently the undisputed second force in this start of the 2024 Formula 1 campaign.

Source: f1ingenerale

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Eight minutes for an endless weekend. The green light that signaled the start of the first free practice for the Las Vegas Grand Prix marked the beginning of a promising weekend for the Prancing Horse. While the team secured the front row in qualifying, the two Ferrari drivers were unable to start side by side on the grid.

To shatter Carlos Sainz’s dreams of glory in the glamour of the Sin City, a ten-place penalty was imposed on the Spaniard. The sanction was handed down by the stewards to Carlos Sainz – inevitably – after the replacement of the survival cell, engine, battery pack, and control unit, necessitated by the incident in the first free practice session.

Right on the Strip, just minutes into the session, a poorly secured manhole cover caused minor damage to Esteban Ocon’s car, leading to Carlos Sainz’s incident. Despite the universally recognized “unpredictable” cause of the damage, attributed to a “defect” in the track, the Spanish driver started twelfth, ultimately finishing sixth in the race.

In November 2023, Scuderia Ferrari announced its intention to further investigate the matter with the aim of obtaining compensation. Today, on the eve of the 2024 championship, Fred Vasseur has updated the media on the Las Vegas issue.

The team – as stated by the French team principal – has not yet received any compensation. However, Fred Vasseur is not concerned: “We are still in discussions regarding this matter. Let’s say there are ongoing proceedings.” – the French manager pointed out.

Four months have passed, but the wait does not dampen the team boss’s spirits: “I believe these are normal timelines for such matters. I’m not worried; the outcome will be logical and normal. We are working towards that.” – the Ferrari team principal concluded.

Source: f1ingenerale

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Every #F1 Team DRS effectiveness compared

RB: Most effective (18.7% drag reduction)
Aston: Least effective (only 13.2%)

Which car surprised you the most?
(Data by me, Video by @justf1car) pic.twitter.com/RvHSBUFMPt

— Formula Data Analysis (@FDataAnalysis) December 18, 2023

As a results of its inherently low drag, the Red Bull RB19 car could afford to run more loaded rear wings on average (especially the DRS plane), gaining extra downforce. The DRS partially negated the additional drag, producing the most effective DRS action.

Haas in general had excellent top speeds all season long despite often running quite loaded rear wings which speaks about (and leads to) the effectiveness of their DRS

The fact that Ferrari ran less loaded wings than most teams is the main reason why they didn’t have a very effective DRS. It can also be read the other way around, though: Ferrari often had very competitive top speeds DESPITE a not-so-effective DRS, so their top speed with the DRS closed was even more competitive compared to other teams.

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While at the beginning of the new era, we indeed witnessed a significant step in this direction, subsequent rule interventions aimed at solving the porpoising problem and excessive tire wear have effectively nullified this advantage.

The directives introduced by the FIA to combat porpoising, imposing a greater minimum ride height and stricter checks on the flexibility of the floor and wear of the plank, have reduced the downforce obtained from ground effect. Additionally, some outwash aerodynamic solutions found by teams for wings and the car body have dirtied the wake and reduced the ability of drivers to stick to the car in front.

To make matters worse, we witnessed a lot of tyre management in 2023, a season in which it was exceedingly difficult for many teams to fully understand the behavior of their cars with the various tire compounds even in minimal track conditions. Drivers were often forced to manage degradation exhaustively, guided like robots by their pit wall, limited to pushing only in small parts of the race.

The federation has declared that it will intervene again on many aerodynamic aspects, blocking some outwash solutions adopted by almost all teams, but it will do so only in 2025. F1 cars next year will be simple evolutions of those from 2023 rather than radically different designs, as there will be minimal changes to the technical regulations. This has raised concerns that overtaking may continue to become more difficult, and races increasingly conditioned by tire management.

This concern is widely shared by many stakeholders, including Mercedes Team Principal Toto Wolff: “We have to wait and see what happens in Bahrain next year and how the season develops. Let’s see how the Pirelli tires will handle next year’s cars. In the end, overtaking has worsened, and it’s all about thermal management.” – the Mercedes boss pointed out.

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There has been much talk about the possible introduction of two mandatory pit stops, as happened due to particular issues in Qatar, but in the end, this solution was discarded. Toto Wolff cited precisely this race as an example of a virtuous innovation that favored the spectacle: “I would like to have races like the one in Qatar where you just go flat out.”

The new rules introduced halfway through last season and at the beginning of the 2022 Formula One season have therefore failed at least one of the set goals. Now, the FIA has the obligation to think about the on-track spectacle rather than the one provided by increasingly dazzling frames and weekends with alternative formats; we’ll see if anything changes and, above all, if the changes will truly move in the direction of the much-anticipated F1 spectacle.

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The 2023 season for the Italian company is summarized by the numbers: 6,847 sets of tires used, covering a total distance of 307,925.8 km. That’s equivalent to circling the Earth more than eight times.

The stars of the previous season, once again, are the dry-weather tires. Despite rain playing a significant role in multiple races, wet-weather tires were used for only 6.31% of the total distance covered.

Among the slick tires, the most frequently used were those with the C3 compound, followed by C4, C2, C5, and finally C1. Encouraging data is also reported for prototype tires used in Barcelona, Suzuka, and Mexico City. Teams covered a substantial 3,800 km with these experimental tires.

The 2023 record holders: Which driver handled the tires the best?
Pirelli has also shared data on the longest stints during the past season. Oscar Piastri surprised everyone in Saudi Arabia, at only his second F1 appearance, setting a record for the longest distance covered on a single set of tires.

The Australian, forced into a pit stop after a first-lap contact with Gasly, completed the rest of the Grand Prix with a single set of C2 tires—a remarkable 302.5 km.

Piastri narrowly edged out Ocon, who, at Baku, covered 300.5 km on C3 tires, starting from the pit lane.

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Azerbaijan also witnessed the longest stint of the year on soft tires by Bottas. The Finn completed the entire Sprint Race (17 laps for 102 km) with a single set of C5 tires. Bottas also holds the record for the longest distance covered on hard tires: 32 laps at Silverstone.

Record-breaking Netherlands, scorching temperatures in Hungary
The Italian tire manufacturer also provided some insights into the GPs held in 2023. Zandvoort saw the highest number of tire changes at 82, with a tumultuous race where drivers used all three available tire compounds (three slicks, intermediates, and extreme wet).

At the bottom of the list was Miami. In Florida, teams limited themselves to the single mandatory pit stop required by regulations. Regarding temperatures, Austin hosted the hottest race of 2023, with temperatures reaching 34.7 degrees during the Sprint Race. In the Netherlands, the thermometer stopped at only 15 degrees. As for asphalt, the record goes to the Hungaroring, with the track surface reaching a substantial 53.6 degrees. This is a significant difference compared to the mere 18.5 degrees in Las Vegas.

Source: f1ingenerale

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As per the most recent GPFans survey, the Italian side has emerged as the clear choice for the title of the unluckiest team in the 2023 Formula 1 campaign, garnering an astounding 49 percent of the total number of votes.

The status of unluckiest Formula 1 team vividly highlights the hurdles that the Scuderia had to navigate throughout the championship. While Red Bull was scaling new heights, the Maranello team found itself grappling with peculiar challenges that significantly affected their performance and final results.

We all remember how Carlos Sainz’s race at the Las Vegas Grand Prix was marred by a broken drain cover, and technical glitches forced Ferrari to race with just one SF-23 single seater in the Qatar Grand Prix and in the Brazilian Grand Prix. This setback proved pivotal as Ferrari narrowly missed securing the second spot in the constructors’ championship, with Mercedes clinching it in the season round of the 2023 Formula 1 season, at the Yas Marina circuit.

No Compassion for Mercedes
The results of the GPFans poll also disclosed Aston Martin as the second unluckiest team, securing 23 percent of the votes. The British outfit faced disappointment at the Monaco Grand Prix when Fernando Alonso, driving for Aston Martin, missed a potential victory due to an outstanding lap by Max Verstappen, securing pole position for the Austrian side, which as usually happens in Monaco represents a huge advantage on Sunday.

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AlphaTauri, with 14 percent of the votes, found themselves in the category of the unluckiest teams after mid-season replacement Daniel Ricciardo fractured his hand just two races into his comeback. Meanwhile, Haas navigated a challenging season, accumulating only 12 points and claiming the unwanted record of the most points ever in a campaign while finishing last in the 2023 Formula One constructors’ championship.

Mercedes, accustomed to a legacy of success, secured 6 percent of the votes in the category of the unluckiest F1 team, a surprising turn of events for the team that is more often associated with triumphs.

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During the summer break, teams had to take action to comply with the FIA technical directive TD039 issued for safety reasons to try to limit the phenomenon of porpoising, an aerodynamic bounce that troubled several teams in 2022. Scuderia Ferrari and, especially, Mercedes suffered from this phenomenon, unlike Red Bull, which handled this side effect of ground-effect cars well from the early tests.

In addition to the technical directive, important regulatory changes were also ratified during the summer break of 2022 in preparation for the 2023 Formula One season. Always with the aim of limiting porpoising, it was established that the bottom of the cars would be lengthened by 15 millimeters, and the ground clearance ‘raised’ by ten millimeters.

Adrian Newey revealed an interesting behind-the-scenes story about the reactions of some Red Bull technicians to these regulatory changes: “When the change in the regulations was announced last year, some of our technicians argued that as a team, we should fight against this decision to prevent it from being ratified,” said the aerodynamics wizard in an interview with The-Race.com. “I, on the other hand, believed that last year we were behind Ferrari in terms of performance in high-speed corners. Our car had issues in high-speed corners, so the change in regulations could be suitable for us, so we didn’t insist too much in contesting this decision. In the end, it seems to have worked out well for us.” – the chief technical officer of the Red Bull Racing F1 team concluded.

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