Sources indicated earlier this year that Valtteri Bottas is expected to finalize an agreement with Cadillac, marking his return to a competitive position in Formula 1. This development leaves a single, highly desired spot open as the racing field expands, with numerous drivers currently without contracts being considered for the role.
Among the potential candidates, Sergio Perez is viewed as a leading and appealing choice, owing to his substantial experience and significant backing from Mexico. While the idea of an American team collaborating with a Mexican driver might seem somewhat contradictory on the global stage, and acknowledging that Formula 1 is not entirely detached from international dynamics, it’s anticipated that such considerations would not heavily influence the decision-making process.
Beyond these primary contenders, a range of other drivers including Zhou Guanyu, Mick Schumacher, Felipe Drugovich, Jack Doohan, Jak Crawford, and Paul Aron, alongside additional names, have all been mentioned as possibilities for the second seat at Cadillac.
If the team decides to proceed with a driver pairing of Bottas and Perez, it would collectively bring 532 race starts, 16 victories, and a total of 3435 points to the team’s portfolio. Although both drivers are 35 years old, making this pairing a short-term strategy, the combination offers substantial speed and an extensive knowledge base. The engineering team would gain significant clarity and direction from their feedback, a crucial advantage for a team beginning from the ground up. It’s important to consider the foundational elements that a start-up team lacks, such as historical track data, established setups, hands-on experience, and various other insights gleaned from prior seasons.
While the prospect of Bottas and Perez rejoining the grid might be met with mixed feelings from those hoping to see new talents emerge, the pairing is undeniably logical. Furthermore, should discussions with Perez falter and he eventually joins Alpine (a team he is also reportedly in talks with), alternative options with recent Formula 1 experience remain.
Prior to finalizing driver selections, Cadillac might benefit from examining the strategies employed by other newly formed teams (excluding acquisitions). Is prioritizing extensive experience the optimal path, or could there be advantages to developing a rookie driver within a less intense setting?
Haas in 2016: Grosjean and Gutierrez
Romain Grosjean, Haas VF-16
Photo by: Dirk Klynsmith / Motorsport Images
Haas’ entry into Formula 1 in 2016 was marked by a clear sense of realism, which proved beneficial in its initial seasons. There were inquiries regarding the extent of its connections to Ferrari, with claims that the team acquired more than the permitted “non-listed” components as outlined by the regulations. The team also had links with Ferrari on the driver front, as Esteban Gutierrez was moved from his role as a simulator and reserve driver at Ferrari to partner with Romain Grosjean. The Franco-Swiss driver, who had matured into a respected racer after a challenging beginning in Formula 1, was seen as a significant achievement for the team.
Conversely, Gutierrez had two years of experience with Sauber but only secured one points-scoring finish. However, his year in Ferrari’s simulator offered valuable insight to Haas. The team made a surprising impact at the start of the season. Despite both cars being eliminated in Q1 during the unpopular elimination format’s debut, Haas adopted an aggressive strategy. Grosjean implemented a one-stop strategy, making his single pit stop during the safety car period triggered by Alonso’s incident with Gutierrez, and subsequently finished sixth.
Haas improved in Bahrain, with Grosjean finishing fifth after beginning ninth on the grid. Gutierrez, however, did not score any points in 2016 and was eventually replaced by Kevin Magnussen after the latter was released by Renault. Magnussen and Grosjean remained the team’s drivers for four years, reflecting Haas’ preference against rookie drivers during its early phase. The team’s view was likely validated after its experience with Mick Schumacher and Nikita Mazepin in 2021.
Lotus in 2010: Kovalainen and Trulli
Heikki Kovalainen, Lotus T127
Photo by: Motorsport Images
The entrance of three new teams in 2010 (initially four, before US F1 faced financial difficulties) included a revived Lotus team, backed by the financial resources of AirAsia’s chairman, Tony Fernandes, and the technical skills of Mike Gascoyne, previously of Jordan, Renault, and Toyota. Although Lotus was accepted later than the other new teams due to BMW’s exit in 2009, it arguably secured the best available drivers for its 2010 lineup.
Heikki Kovalainen was without a seat after Jenson Button replaced him at McLaren. Kovalainen had won the 2008 Hungarian Grand Prix but largely played a supporting role to Lewis Hamilton during his two years with McLaren. Following Toyota’s late withdrawal in 2009, Jarno Trulli was recruited for the other car. Trulli had also won a Formula 1 race with Renault in 2004 and brought 13 seasons of Formula 1 experience.
With the conservative T127 chassis, Lotus struggled to contend for points, although Kovalainen managed to get into Q2 in a wet race in Malaysia, which was fitting considering the team was registered under the Malaysian flag. Japan was a high point, with Kovalainen finishing 12th and Trulli 13th, securing 10th place in the constructors’ championship above fellow new entrants Virgin Racing and Hispania.
The team retained its drivers for 2011 and added Renault power. However, Trulli was replaced by Vitaly Petrov just before the 2012 season. Both drivers were replaced at the end of that year, as the team rebranded to Caterham, by Charles Pic and Giedo van der Garde, who brought greater financial backing.
Virgin in 2010: Di Grassi and Glock
Timo Glock, Virgin VR-01 Cosworth, retired, leads Lucas di Grassi, Virgin VR-01 Cosworth, retired.
Photo by: Glenn Dunbar / Motorsport Images
Virgin’s intention to join Formula 1 under a cost cap was disrupted when the $40 million spending limit was removed, hindering the Manor-operated team’s efforts. The inclusion of Richard Branson’s Virgin Group as the title sponsor added some prestige, but the practical financial benefits were limited. Virgin reportedly contributed very little financially, seeking to justify its presence by independently selling livery space.
Technical director Nick Wirth aimed to use an entirely CFD-based design approach for the team’s VR-01, which could be seen as a justification for minimizing wind tunnel testing expenses. The team did secure the services of Timo Glock from Toyota, which was a smart move. Before his accident in Japan in 2009, Glock had been ahead of Trulli in points. The fractured vertebrae he sustained in the crash sidelined him for the rest of the season.
Lucas di Grassi, a frequent contender in GP2, joined as the second driver. Although he was new to Formula 1 racing, the articulate Brazilian had participated in Renault’s driver development program and was known for his strong technical input. The team faced challenges, including an underdeveloped aero package and a fuel tank too small to complete races. Nevertheless, Glock often troubled the Lotus drivers, although di Grassi couldn’t match his teammate throughout the year. Jerome d’Ambrosio later took di Grassi’s place in 2011, while Glock stayed with the team in 2011 and 2012 as it evolved into Marussia.
HRT in 2010: Senna, Chandhok, Yamamoto and Klien
Bruno Senna leads Karun Chandhok
Photo by: James Moy
Initially known as Campos, then Hispania, the limited availability of funds presented challenges for Adrian Campos in preparing his team for its inaugural Formula 1 season. This eventually led to the team being sold to Jose Ramon Carabante’s Grupo Hispania. To establish the team, Hispania commissioned Dallara to produce the initial F110 model (which remained largely unchanged throughout the season, despite anticipated upgrades) and appointed Colin Kolles to oversee the team’s operations from Kodewa in Germany.
To offset some expenses, Hispania (or HRT) chose two rookie drivers who could provide financial backing. Bruno Senna had been considered for a Brawn seat in 20
