"Rain in five minutes." How many times have you heard the pitwall inform their driver of impending rain, only for it to not materialise? All F1 teams run numerous strategy simulations to arrive at the quickest solution from lights out to chequered flag. Majority of the time, utilising all the available data, even factoring in the rate of tyre degradation, they're right on the money. There's no doubt though, that when the precipitation arrives, pre-planned strategies are redundant and only the quickest to adopt new strategies are able to capitalise. Pre-empting rain however can be tempting strategic disaster. You can just hear the commentators on TV say to the boffins on the pitwall, they should listen to the driver and simply turn around, hold their hand out and look up. At these moments, is the driver's feedback as valuable as all the available data?
    It was certainly refreshing to hear Ferrari's Carlos Sainz at the recent Monaco GP insist on staying out on the extreme wet weather tyres  until he could go straight onto slicks thus skipping intermediates and stopping one less time. Barring a slow out lap behind a back marker, he could very well have won his first GP. You may recall McLaren's Lando Norris almost converting a stunning pole position into a maiden win at last year's Russian GP when he resisted the team's calls and persevered with slicks when the rain came with a handful of laps remaining. He ultimately failed as the rain just got too heavy forcing him to pit, but it does demonstrate strong conviction. That experience would surely render him more a formidable competitor. Last weekend's Azerbaijan GP saw Alpine's Fernando Alonso draw on his immense experience to convert his one stop strategy into their optimum result. He questioned whether the team pitted him too early, so to compensate, Alonso suggested he would manage his tyres before pushing on to the end. The great Michael Schumacher didn't win his seven championships by just doing what he was told. He possessed amazing insight in reading an unfolding race, and would often call strategy on the fly. He was largely involved in calling that memorable 5 stint strategy to win the 2004 French GP at Magny Cours for Ferrari. 
    F1 drivers obviously don't have access to all the data available while racing. If drivers simply called strategy in real time, why would the teams have strategists at the track, plus a team back at their factories on hook up? Teams are very adept at changing strategy to accommodate changing conditions or circumstances. How many times have you heard seven time champ Lewis Hamilton question Mercedes about a revised strategy? When hindsight reveals itself, haven't Mercedes been accurate? After a early race incident at this year's Spanish GP, Hamilton was ready to retire after suffering a puncture and dropping to a distant last. The team reassured him that P4 or P5 was possible and guess where he finished? Red Bull are another team that rarely misread strategy. Their masterclass at Monaco confirms that.
    F1 strategy is a meticulous process which requires all team elements operating at their best. Even then, with all the sensors on the car feeding the team data, weather radars, driver telemetry, and other instruments at the team's disposal, it can still be difficult to consistently nail. So, should drivers be encouraged to call strategy from the cockpit or should it be entirely left for the teams to decipher? Additionally, do some teams prefer to take charge of strategy themselves, as they consider their driver not experienced enough to be dictating strategy?  
    
        
        

    Formula One's most historic and grandee team Ferrari are most certainly in the midst of an epic battle to claim both Driver's and Constructor's Championships in 2022. After four races Charles Leclerc and Ferrari are leading both championships with defending champ Max Verstappen and Red Bull hot on their heels.
    When orchestrating a sustained assault on the championship, Ferrari have demonstrated over many past campaigns a very specific modus operandi. Dictated by early season form, Ferrari have traditionally put their collective might behind their higher scoring driver, with the second driver relegated to a diversionary, supporting role in their bid to achieve championship glory. Teams orders reversing driver positions or adopting delaying tactics to other competitors are nothing new to Ferrari or F1 for that matter. All perfectly legal and expected in a team sport where the stakes are high and the rewards immense. 
    With Leclerc leading the championship, team mate Carlos Sainz at present resides in 5th position. After starting the season strongly, he's currently enduring a wretched time DNF'ing in the last two races after crashing out in Australia and being punted on the first lap at Imola by a struggling Daniel Ricciardo. Even at this early stage of the season, is Carlos Sainz at risk of being assigned the subservient role of number 2 to further Charles Leclerc's championship quest? Think Rubens Barrichello to Michael Schumacher, or Felipe Massa to Fernando Alonso, or Clay Regazzoni to Niki Lauda. There's no doubt that Sainz is one of F1's top drivers. He competed strongly with Verstappen when they were both at Toro Rosso. Whether it's changing teams to Renault, McLaren or Ferrari, he's adjusted quickly, proving how versatile and accomplished he is. In fact he outscored team mate Leclerc in his first year at Ferrari in 2021. Ferrari obviously rate him too, as evidenced by his recently announced two year contract extension. 
    One simmering question remains that needs to be extinguished before the number 2 mantra becomes a reality. How many races will Ferrari afford Sainz to produce some podium topping results to avoid having a compliant number 2 status thrust upon him? A good start would be a win at this weekend's GP, guaranteeing Sainz and Ferrari a place in the records as the first winners of the inaugural Miami GP. Remember F1's Jewel In The Crown, the Monaco GP, is also being contested later this month. If Carlos Sainz won those two prestigious races or at least bagged big points, would that then leave Ferrari with no other option but to let their two drivers just simply race? Intriguing times ahead....
                        

    Forza Ferrari! The church bells at Maranello are probably still ringing out in recognition of Ferrari's impressive win at the Australian Grand Prix. After a false start, a couple of failed reschedules, Formula One finally made its triumphant return Down Under to Melbourne's stunning Albert Park. Record AGP crowds in excess of 400,000 over the 4 days were testament to its anticipated return.
    With 3 races consigned to history, the new for 2022 technical regulations governing car design, so far have produced riveting racing. A return to ground effect principles whereas the low air pressure under the floor generates the majority of downforce, coupled with simpler upper body aerodynamics to create higher and wider aero outwash, have appeared to allow the pursuing car to follow closer. To date, drivers are having to defend more vigorously and overtaking more prevalent.  You could conclude that the early signs regarding the new car designs are encouraging toward achieving their desired outcome. There's been closer racing throughout the entire field.
    Having said that though, it was an utterly dominant display from Charles Leclerc and his Ferrari team in claiming their second win in 3 races. They controlled the race from the moment the lights went out. Despite rivals Red Bull having the faster car in a straight line, they were unable to compete with Ferrari at Albert Park. Also concerning for defending champion Max Verstappen is his second retirement in 3 races. Could Red Bull's early season unreliability already be compromising a successful defence of his title? Also, what of world champions Mercedes? They say they have potential in their new car. But can they unlock it in time before the Constructor's Championship slips away? The positive element is they've maximised their results with both Lewis Hamilton and George Russell claiming podiums in the early races.
    With the opening skirmishes falling Ferrari's way, can they mount a successful challenge for both the driver's and constructor's crowns? They have the drivers. They possess the infrastructure and facilities. Could 2022 finally be the year of the Prancing Horse? Perhaps we should ask the punters probably still celebrating at Lygon St in Melbourne's Italian precinct.