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2000 Formula One World Championship
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The 2000 FIA Formula One World Championship was the 54th season of FIA Formula One motor racing. It commenced on 12 March and ended on 22 October after seventeen races. Michael Schumacher became Ferrari's first World Drivers' Champion in 21 years, having clinched the Drivers' title at the penultimate race of the season. Ferrari successfully defended its Constructors' title. This season marked the first for future world champion Jenson Button.
For the third year in succession, the season featured a close battle between Ferrari and McLaren. Schumacher won the first three races and dominated the first part of the season as McLaren had reliability issues. Then misfortune struck Schumacher, who retired from three consecutive races with both Mika Häkkinen and David Coulthard scoring big. Häkkinen then surged to win two races in a row, leaving him six points clear of Schumacher who faced a fifth consecutive season at Ferrari without titles since 1996. Schumacher fought back winning the final four races of the season in convincing fashion, recording pole position on all those occasions. The title was sealed in Japan on 8 October, after a classic straight fight between Schumacher and Häkkinen, with Schumacher passing Häkkinen at the final pit stop and then holding out in front.
The season held the record for the smallest number of drivers competing in a single season with only one driver change (Luciano Burti deputising for an ill Eddie Irvine in Austria) putting the total at 23 (similar to 2002 season). This record stood until 2008, where there were no driver changes, although the Super Aguri F1 team withdrew in the middle of that season. Away from the front runners, following a largely unsuccessful foray into Formula One, Peugeot officially ended their involvement in the sport as an engine supplier at the end of 2000, having failed to win a Grand Prix since they entered F1 in an engine supply capacity in 1994 having supplied McLaren, Jordan and Prost. Their final season in 2000 as an official manufacturer in partnership with Prost would vindicate this withdrawal decision with the Prost-Peugeot combination failing to muster a single point all season. However, their engine assets would be purchased by Asia Motor Technologies France and continue to be used under the Asiatech name for the 2001 and 2002 seasons.
Teams and drivers
[edit]The following teams and drivers competed in the 2000 FIA Formula One World Championship. All teams competed with tyres supplied by Bridgestone.[1]
† All engines were 3.0 litre, V10 configuration.[2]
Team changes
[edit]
- After being bought by Ford, the Stewart team was renamed Jaguar Racing, with the team's engines rebadged as Cosworths. The Ford V10s used by Minardi in 1998 were rebadged as Fondmetal engines, in deference to Gabriele Rumi's financial input to the team, and the car's main colour was changed from blue and silver to a fluorescent yellow. The Ford name, present on the Formula One grid since the debut of the Ford Cosworth DFV in 1967, was therefore absent for the 2000 season, although it made a brief return in 2003 and 2004.
- Williams switched to BMW engines, replacing the Supertec units of the previous season. The contract, which had been signed back in 1998, marked BMW's return to Formula One after over a decade of absence. BAR, who had also used Supertecs in 1999, signed a deal with Honda to use their engines for the 2000 season. Honda's previous stint as an engine supplier had ended in 1992, when their highly successful collaboration with McLaren came to a conclusion.
- Following the departure of engine designer Brian Hart, who had been responsible for the team's Hart, Yamaha and Arrows engines, the Arrows team switched to Supertec engines for 2000.
Driver changes
[edit]
- Rubens Barrichello, who scored three podiums for Stewart in 1999, signed for Ferrari, replacing Eddie Irvine. The previous season's runner-up joined the newly established Jaguar team, in what was essentially a straight swap with Barrichello.
- 1996 champion Damon Hill retired from Formula One at the end of the 1999 season. Jarno Trulli moved from Prost to Jordan, filling Hill's vacant seat. Prost's other driver Olivier Panis left the team to become the test driver for McLaren. The two seats at the French team were taken by Jean Alesi, who moved from Sauber, and 1999 International Formula 3000 champion Nick Heidfeld, who had previously been a test driver at McLaren. Mika Salo signed for Sauber after short spells as an injury replacement for Ricardo Zonta for three races and Michael Schumacher for six races in 1999.
- Jenson Button made his debut for Williams after beating the team's test driver Bruno Junqueira in a 'shoot-out' test.[4] Button replaced Alessandro Zanardi at the team. The Italian returned to motor racing in 2001, when he rejoined the CART championship.
- Toranosuke Takagi left Formula One to drive for Nakajima Racing in Formula Nippon, where he won the 2000 title. His place at Arrows was taken by Jos Verstappen, whose previous Formula One race had been the 1998 Japanese Grand Prix, when he was driving for Stewart.
- Gastón Mazzacane was promoted to a Minardi race drive for 2000, after spending the previous season as their test driver. The Argentine driver took the place of Luca Badoer, who was unable to find a race seat, and so focused on his role as test driver for Ferrari. Stéphane Sarrazin, who had driven for Minardi at the 1999 Brazilian Grand Prix, became the test driver for Prost.
- Mid-season changes
- Jaguar test driver Luciano Burti made his racing debut at Austria, replacing the ill Eddie Irvine.
Regulation changes
[edit]- To keep costs down, the V10 engine configuration was made fully mandatory in 2000 so that engine builders would not develop and experiment with other configurations but the V engine bank angle remained varied.[5] The V10 configuration had been the most popular since the banning of turbocharged engines in 1989, and no other configuration had been used since 1998.
- A change to red flag procedure was introduced, where races stopped after two laps but before three-quarters race distance had been completed would be restarted with the cars lining up on the grid in the order they were at the end of the penultimate lap before the lap during which the red flag was shown. Only the race order and number of laps completed were taken into account for the restarted race, with time differences between the cars voided; as such, the distance of the restarted race became the number of laps remaining from the original races, deducted by three.[6]
- On 7 September, the FIA announced that using cooled fuel during a Grand Prix would be banned "with immediate effect".[7]
- This was the last full season for cars competing without traction control, launch control, and fully-automatic gearboxes, until the 2004 and 2008 seasons, respectively. (Note: Traction control was reintroduced five races into the 2001 season, at the Spanish Grand Prix.)
Calendar
[edit]Calendar changes
[edit]- The United States Grand Prix returned for 2000 after a nine-year absence being held at Indianapolis Motor Speedway.[10]
- In a controversial move the FIA moved the British Grand Prix at Silverstone from its normal June/July date to 23 April. This was despite F1 chief executive Bernie Ecclestone trying to move French Grand Prix at Magny Cours to the same date.[11][12][13]
- For 2000, the European Grand Prix at Nürburgring was moved from the autumn and a late season September date it had held in 1999 to a spring/summer date on the 21st of May, making it the sixth round of the year. The Nürburgring race had continuously been held with an autumn date over the previous three seasons, the Nürburgring round having been known as the Luxembourg Grand Prix during the 1997 and 1998 seasons.
Report
[edit]Rounds 1 to 4
[edit]The main changes among the top teams were that Eddie Irvine was replaced by Rubens Barrichello at Ferrari and at Jordan, former world champion Damon Hill had retired, and was replaced by Jarno Trulli.
The first race of the season was in Australia, and the top five placings were similar to the previous year. The McLaren pair of world champion Mika Häkkinen and David Coulthard started 1–2 ahead of the Ferrari pair of Michael Schumacher and Rubens Barrichello. The Jordans of Heinz-Harald Frentzen and Jarno Trulli were fifth and sixth. During the race, the McLarens kept their positions at the start, while Barrichello lost out to Frentzen. The McLarens pulled away from Michael Schumacher, but on lap ten, Coulthard retired with a misfire. Häkkinen's engine blew up nine laps later, giving the lead to Schumacher. Neither Jordan also lasted the race, Frentzen retiring with a hydraulic failure from second, and Trulli with an engine failure from fourth. All this gave Ferrari an easy 1–2 with Schumacher winning from Barrichello, with Ralf Schumacher, driving for Williams completing the podium.
For the second round in Brazil, the top four were the same again in qualifying, with Häkkinen and Coulthard starting 1–2 ahead of Michael Schumacher and Barrichello. Schumacher, who was on a two-stop strategy took the lead within two laps, built up a 20-second gap, and pitted. He rejoined in second, behind Häkkinen. Coulthard was suffering from gearbox problems, and so was not quick enough. Barrichello, who was also on a two-stopper was stuck behind Häkkinen for 15 laps, before passing him, and this compromised his race. He rejoined fourth after his stop, but his engine blew up soon after. Häkkinen was starting to edge away from Michael Schumacher, until he had to retire with an oil leak. This gave Schumacher the win, ahead of Coulthard and Giancarlo Fisichella. There was controversy after the race when all the drivers in the top six with the exception of Fisichella were excluded because of problems with their wooden floors. The teams appealed but when the FIA was scrutineering the cars again, they found out that the front wing endplates on Coulthard's car were lower than they should have been. Thus, the position of everyone except for Coulthard was reinstated. The final top three were: Michael Schumacher, Fisichella and Frentzen. Notably, Jenson Button was sixth, and got his first ever championship point. He also set the record for the youngest F1 driver to score a point.
After two rounds, Michael Schumacher had a maximum 20 out of 20 points, and no one else had even ten, and notably both McLaren drivers had none. Second was Fisichella with 8, with Barrichello third with 6. Ferrari also had a big lead in the Constructors' Championship with 26 points, the second being Benetton with 8, and the third being Williams with 7. McLaren had none.
The European season started off in San Marino, and Häkkinen took his third consecutive pole, with Michael Schumacher splitting the McLarens, and Barrichello was fourth. Häkkinen and Schumacher maintained their positions at the start, while Barrichello got past Coulthard. The race developed into a battle between Häkkinen and Schumacher, and quick in and out laps during the second round of pitstops enabled the latter to take the lead. Schumacher won, with Häkkinen second, and Coulthard third ahead of Barrichello.
Round four was in Britain, and in a wet-dry qualifying, Barrichello took his third pole position of his career, beating Frentzen by three-thousandth of a second, with the McLarens on the second row, Häkkinen ahead of Coulthard. Michael Schumacher could manage only fifth. At the start, the top two got away well and kept their places, while Coulthard got ahead of his teammate, and Schumacher lost three places. Frentzen was on a two-stop strategy, and pitted, leaving Barrichello leading from Coulthard and Häkkinen. Barrichello kept a gap till his car started suffering from engine and hydraulic problems, and Coulthard took the lead on lap 30 with a superb passing manoeuvre on the outside at Stowe. He pitted two laps later, giving back the lead to the fading Barrichello. Barrichello hung around until lap 35 when he spun at Luffield, and drove his car to the pits only to find out his team weren't ready. He waited until the stop was over, only to find out that he couldn't restart the car as his hydraulics had completely failed. This left him with no option but to retire. Frentzen now led, but after his second stop he rejoined fourth behind the McLarens and the Ferrari of Schumacher. Frentzen's gearbox failed 6 laps from the end, forcing him to retire. Coulthard took his second consecutive home victory, ahead of Häkkinen who completed the McLaren 1–2, with Schumacher third.
The win got Coulthard to second in the standings with 14 points, but 20 behind Michael Schumacher who had 34. Häkkinen had 12, and Barrichello and Ralf Schumacher had nine. In the Constructors' Championship, Ferrari had 43 points, while McLaren had 26.
Rounds 5 to 8
[edit]Round five was in Spain, and Michael Schumacher took his first pole of the year ahead of Häkkinen, Barrichello and Coulthard (who was not 100% fit after a plane crash in France). Schumacher and Häkkinen stayed first and second after the start, but their teammates had lost out to Ralf Schumacher. Michael Schumacher stalled during the second round of stops, and lost the lead to Häkkinen. After the stops, Michael Schumacher had a problem with his tyres, and was passed by Coulthard, Ralf Schumacher and Barrichello. He then pitted, and rejoined fifth. Häkkinen took his first win of the season, with Coulthard making it a second successive McLaren 1–2, and Barrichello completed the podium. Michael Schumacher was fifth behind his brother.
The European Grand Prix, held at the Nurburgring in Germany was next. Coulthard took pole ahead of Michael Schumacher, Häkkinen and Barrichello. Coulthard did not have a great start and was quickly passed by Schumacher. Häkkinen, however, had a blinder and shot past both of them. And then the rain came, resulting in Schumacher passing Häkkinen on lap 11 at the chicane. Schumacher kept the lead, Coulthard passed Häkkinen, and Barrichello was down in ninth. Häkkinen passed Coulthard, who was struggling badly with a problem. There were no more changes at the front. Schumacher won from Häkkinen, Coulthard was third but was lapped, and Barrichello charged back up from ninth to fourth.
With over a third of the season complete, Michael Schumacher led the championship with 46 points, Häkkinen was second with 28, Coulthard was third with 24, and Barrichello was fourth with 16. In the Constructors' Championship, Ferrari had 62 points, McLaren had 52, and Williams were best of the rest with 15.
The glamorous Monaco Grand Prix was the seventh round, and Michael Schumacher eased to pole. Jordan found some pace, with Trulli getting second ahead of Coulthard, and Frentzen fourth ahead of Häkkinen. As the race started, the top drivers maintained their places, but in the midfield, Jenson Button tipped Pedro de la Rosa into a spin, blocking the track. The race had to be red-flagged. Out came the second start, and all the drivers started cleanly. The Jordans were not as quick as they were in qualifying, and Trulli was clearly holding up Coulthard, and the latter could do nothing about it. Schumacher shot out into the distance at a second a lap. Then, on lap 37, Trulli retired with a gearbox failure, releasing Coulthard. Coulthard closed in on Schumacher, but with a gap of 36 seconds, there was nothing much he could do until Schumacher suffered suspension failure on the 55th lap, forcing him to retire. Häkkinen was fifth until he slowed down with a problem. The team were able to fix it and send him back out again. Frentzen, who was running second punted his car into the wall with eight laps to go, in an attrition-filled race. Coulthard took the win, ahead of Barrichello and Giancarlo Fisichella, while Häkkinen mustered sixth place.
Now to North America for the Canadian GP. Michael Schumacher took pole ahead of Coulthard, Barrichello and Häkkinen. The top two kept their grid positions into the first corner, but Jacques Villeneuve was up to third ahead of Barrichello and Häkkinen. This allowed the top two to pull away. And then Coulthard was given a ten-second stop-and-go penalty because his mechanics worked on his car less than 15 seconds before the parade lap. He rejoined in the midfield. Barrichello passed Villeneuve on lap 25, but the gap to Schumacher was 27 seconds. Häkkinen took third from Villeneuve on lap 28, and the order settled down until it started raining. Everyone pitted for wets, and the order was shuffled completely. Schumacher stayed first, but Fischella had got ahead of Barrichello and Häkkinen, with Trulli fifth. A mistake from Fisichella allowed Barrichello through into second. Michael Schumacher took his fifth win of the season, with Barrichello making it a Ferrari 1–2 ahead of Fisichella. Häkkinen had to be content with fourth.
With nearly half the season over, Michael Schumacher had a 22-point lead in the standings, with 56 points to Coulthard's 34. Häkkinen and Barrichello were not far behind, with 32 and 28 points respectively. In the Constructors' Championship, Ferrari had an 18-point lead over McLaren, with 84 points to the McLaren's 66. Benetton were third with 18.
Rounds 9 to 12
[edit]The French Grand Prix was next on the calendar. Michael Schumacher took his third consecutive pole, and again Coulthard was second, Barrichello third and Häkkinen fourth. When the race started, Schumacher kept first but Coulthard was beaten by Barrichello. Schumacher slowly started to pull away from his teammate and built a lead. Coulthard's car handled better as the fuel load decreased, and on lap 22, he passed Barrichello. During the round of pitstops, Barrichello lost out to Häkkinen. Schumacher's tyres were badly blistered, and so the McLarens and Barrichello started to close in on him. Coulthard tried to pass him at the outside of the Adelaide hairpin but Schumacher pushed him wide. Coulthard was not happy and made a series of irate gestures. A few laps later, Coulthard went for the inside at the same corner and made the move cleanly. Coulthard apologized for his gestures after the race. Schumacher kept second until 12 laps from the end when his engine blew up. Coulthard won, with Häkkinen making it a McLaren 1–2, and Barrichello completed the podium.
The A1-Ring in Austria was the host for Round ten. Häkkinen and Coulthard started 1–2, for the first time since Brazil, with the Ferraris of Barrichello and Schumacher in third and fourth respectively. The McLarens maintained their positions at the start, but there was carnage behind, with the Ferraris at the centre. Trulli hit the back of Barrichello, and at the same time, Ricardo Zonta hit Schumacher, tipping him to a spin. Schumacher spun in Trulli's path, causing a collision between the two drivers that lead to their retirements from the race. During the mayhem that followed, Mika Salo emerged third and Pedro de la Rosa emerged fourth, with Barrichello down in ninth. The McLarens quickly disappeared into the distance, while de la Rosa took third from Salo. Barrichello charged back up to fourth, which became third when de la Rosa's engine failed, putting him out from third. Häkkinen and Coulthard gave McLaren their fourth 1–2, with Barrichello finishing third. After the race, McLaren were penalized and lost 10 Constructors' Championship points because an FIA seal was found to be missing from Häkkinen's car; Häkkinen did not lose any points.
With ten races out of 17 finished, Michael Schumacher led the championship with 56 points, whilst Coulthard was only 6 points behind with 50, and Häkkinen a further two points behind with 48. Barrichello was fourth with 36, and Fisichella was fifth with 18. In the Constructors' Championship, Ferrari led by only 4 points now, with 92 compared to McLaren's 88. Williams were third with 19.
Now to Germany, and Coulthard took his second pole ahead of Michael Schumacher, with Fisichella taking third from Häkkinen in a dry-wet qualifying. Häkkinen had one of his best ever starts, and shot up to first even before the first corner. Schumacher was hit from behind by Fisichella, and both were punted into the wall. This left Häkkinen and Coulthard running 1–2, with no one to challenge them. After 25 laps out of 44, the McLarens were half a minute ahead of third-placed Trulli. de la Rosa was fourth, ahead of Barrichello who was both recovering from a bad qualifying. And then, a disgruntled Mercedes-Benz employee ran to the track with a banner. The safety car was out, while the man was taken away. Everyone took the chance to pit, and Coulthard lost out badly because McLaren could not take both their cars at the same time. As the race restarted, it started raining. However, it rained only in some portion of the track. Everyone with the exception of Barrichello and Frentzen pitted. This left Barrichello leading ahead of Frentzen, Häkkinen, Trulli and Coulthard. Those on dries were lapping as quick as those on wets. Trulli was given a stop-go penalty for overtaking under yellow flags. Frentzen lost second when his gearbox failed. This left Barrichello to take his first ever win ahead of Häkkinen and Coulthard.
The drivers went to Hungary for the next round, and Michael Schumacher took pole ahead of Coulthard, Häkkinen, Ralf Schumacher and Barrichello. Häkkinen again started like a rocket, and beat both Michael Schumacher and Coulthard into the first corner. Häkkinen pulled away, and Coulthard was held up by Schumacher. Coulthard would have got in front of Schumacher at the second round of stops, but lost time behind Gastón Mazzacane and then Marc Gené. This meant he emerged a fraction behind Schumacher. Häkkinen won, with Schumacher and Coulthard making up the podium. Barrichello beat Ralf to fourth.
Häkkinen's win had now given him the lead in the championship, with 64 points to Schumacher's 62. Coulthard was third with 58, and Barrichello fourth with 49. Fisichella was fifth with 18. In the Constructors' Championship, McLaren took the lead from Ferrari, a lead of 1 point, with 112 compared to Ferrari's 111. Williams were third with 24.
Rounds 13 to 17
[edit]Round 13 out of 17 was in Belgium. Häkkinen took pole, and much to his joy, Trulli and Button took second and third, pushing Michael Schumacher and Coulthard down to fourth and fifth. It was wet at the start, but the top 5 maintained their positions. Häkkinen immediately set about building up a lead. On lap five, Button tried to pass Trulli, and they collided. Trulli was out, and Button lost places. Schumacher and Coulthard gladly took second and third. The former now started to close in on Häkkinen, and took the lead when Häkkinen had a half-spin on lap 12. As the track dried out, everyone changed from wet to dry tyres. Coulthard stayed out too long, and dropped from third to ninth. On a dry track, Häkkinen was faster than Schumacher, and chased him down. With four laps to go, he made a move, but Schumacher turned at him and forced him to the grass at 200 mph. On the next lap, when they were coming to lap Ricardo Zonta, the two men took either sides, and when they turned, Häkkinen was ahead. Häkkinen went on to win and Schumacher had to be content with second. Ralf was third, and Coulthard bounced back to finish fourth.
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The next round was in Italy, the home of Ferrari. Their drivers did not disappoint, Schumacher and Barrichello giving them their first 1–2 start of the season, ahead of Häkkinen, Villeneuve and Coulthard. At the start, Schumacher and the McLarens started well, but Barrichello and Villeneuve started badly. Schumacher and Häkkinen were first and second, with Coulthard third. Into the second chicane, and Frentzen just braked too late, and hit the back of Barrichello and Trulli, who were running side by side. All three spun, and Coulthard too was collected in the confusion. Later, it came out that a fire marshal, Paolo Ghislimberti had been killed after he was hit on the chest by a wheel from this collision. The top three at the end of this carnage were: Michael Schumacher, Häkkinen and Ralf Schumacher. The race restarted after 10 laps behind the safety car, and Michael Schumacher and Häkkinen quickly pulled away from the rest. Häkkinen tried to outpace Schumacher, but he was just not as quick as the latter. Michael Schumacher took his sixth win of the year, ahead of Häkkinen and Ralf. After the race, Schumacher burst into tears in the press conference, when told that he had equalled Ayrton Senna's record of 41 wins, and about Ghislimberti's death.
With three more races to go, Häkkinen still led Michael Schumacher by two points, with 80 compared to the latter's 78. Coulthard was all but out of it, and was third with 61. Barrichello was fourth with 49, Ralf was fifth with 20, and Fisichella sixth with 18. In the Constructors' Championship, McLaren had 131 points, and a lead of four points over Ferrari who had 127. Williams was third with 30.
The United States Grand Prix hosted the 15th round, and Michael Schumacher took his seventh pole of the season. Coulthard was second, with Häkkinen and Barrichello third and fourth. Before the race, it rained, and so everyone started on wet tyres. The red lights stayed longer than usual for the start, and Coulthard took off a little too early. This gave him the lead, but it was clear that he would suffer a penalty. He led, ahead of Schumacher and Häkkinen. He knew he would have to suffer a penalty, and blocked Schumacher so that his teammate could close in. Schumacher was having none of it, and passed Coulthard on lap 7 at the first corner. The track began to dry out, and Häkkinen pitted for dries. He came out behind Gastón Mazzacane, and was stuck there. Coulthard soon had his penalty and dropped out of contention. The Ferraris stayed out late, and while Schumacher was ten seconds in the lead, Barrichello rejoined in the mid-field. The top three after the change for dries were Michael Schumacher, Häkkinen and Ralf Schumacher. Häkkinen set a string of fastest laps, and closed down a ten-second gap to Michael Schumacher to four in ten laps, only for his engine to blow up on lap 25. Michael Schumacher was left with a big lead ahead of his brother, which became even bigger when Ralf's engine failed with 12 laps to go, giving second to Frentzen. Frentzen, however was soon passed by a charging Barrichello. Schumacher had a spin towards the end, but hit nothing and survived. He went on to win, with Barrichello making it a Ferrari 1–2, and Frentzen completed the podium.
This win, coupled with Häkkinen's retirement gave Schumacher an eight-point lead, meaning that a win in the next race would give him the title. The result also gave Ferrari the lead in the Constructors' Championship.
The penultimate round was in Japan, and Michael Schumacher beat Häkkinen to pole by 0.009 seconds. Coulthard was third and Barrichello fourth. The race started in overcast conditions, with rain looming. Häkkinen started off better than Schumacher and took the lead. Coulthard maintained third. The two title contenders, Häkkinen and Schumacher pulled away from the others at over a second a lap and were separated by 2–3 seconds. The first round of stops changed nothing. Then, some rain started spitting down at the track, and Schumacher started to close in. Schumacher's second pitstop was three laps after Häkkinen's, and although he was two seconds behind Häkkinen before the stops, he came out four seconds ahead. Schumacher won the race, and the championship, with Häkkinen and Coulthard completing the podium. Barrichello finished fourth.
The final round of the season was in Malaysia. Michael Schumacher took pole again, ahead of Häkkinen, Coulthard and a flu-ridden Barrichello. Schumacher had a poor start from pole, and immediately both McLarens were ahead of him. However, it became clear that Häkkinen had jumped the start and he received a penalty. He let Coulthard through, and held up the Ferraris until he went in for the penalty. Coulthard had a good lead, but wasted it by running wide at Turn three. He pitted before Michael Schumacher, and the time he lost by the mistake gave the lead to Schumacher. The two ran together for the rest of the race, with Barrichello unable to keep up. Michael Schumacher won again, ahead of Coulthard and Barrichello, and this ensured the Constructors' Championship for Ferrari. Häkkinen charged back to finish fourth.
At the end of the season, Michael Schumacher was champion with 108 points, Häkkinen was second with 89, Coulthard third with 73, Barrichello fourth with 62, Ralf Schumacher fifth with 24, and Fisichella sixth with 18. In the Constructors' Championship, Ferrari won with 170 points, McLaren was second with 152, and Williams was third with 36.
- Safety car
For this season, the safety car remained the Mercedes-Benz CL55 AMG, which was introduced in 1999.[14]
Results and standings
[edit]Grands Prix
[edit]Scoring system
[edit]Points were awarded to the top six finishers in each race as follows:[16]
| Position | 1st | 2nd | 3rd | 4th | 5th | 6th |
|---|---|---|---|---|---|---|
| Points | 10 | 6 | 4 | 3 | 2 | 1 |
World Drivers' Championship standings
[edit]
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Notes:
- † – Driver did not finish the Grand Prix but was classified, as he completed more than 90% of the race distance.
World Constructors' Championship standings
[edit]| Pos. | Constructor | No. | AUS
|
BRA
|
SMR
|
GBR
|
ESP
|
EUR
|
MON
|
CAN
|
FRA
|
AUT
|
GER
|
HUN
|
BEL
|
ITA
|
USA
|
JPN
|
MAL
|
Points |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1 | Ferrari
|
3 | 1 | 1F | 1 | 3 | 5P | 1F | RetP | 1P | RetP | Ret | Ret | 2P | 2 | 1P | 1P | 1P | 1P | 170 |
| 4 | 2F | Ret | 4 | RetP | 3 | 4 | 2 | 2 | 3 | 3 | 1F | 4 | RetF | Ret | 2 | 4 | 3 | |||
| 2 | McLaren-Mercedes
|
1 | RetP | RetP | 2PF | 2F | 1F | 2 | 6F | 4F | 2 | 1P[b] | 2 | 1F | 1P | 2F | Ret | 2F | 4F | 152[b] |
| 2 | Ret | DSQ | 3 | 1 | 2 | 3P | 1 | 7 | 1F | 2F | 3P | 3 | 4 | Ret | 5F | 3 | 2 | |||
| 3 | Williams-BMW
|
9 | 3 | 5 | Ret | 4 | 4 | Ret | Ret | 14† | 5 | Ret | 7 | 5 | 3 | 3 | Ret | Ret | Ret | 36 |
| 10 | Ret | 6 | Ret | 5 | 17† | 10† | Ret | 11 | 8 | 5 | 4 | 9 | 5 | Ret | Ret | 5 | Ret | |||
| 4 | Benetton-Playlife
|
11 | 5 | 2 | 11 | 7 | 9 | 5 | 3 | 3 | 9 | Ret | Ret | Ret | Ret | 11 | Ret | 14 | 9 | 20 |
| 12 | 7 | Ret | 9 | 9 | 10 | 12† | Ret | 9 | Ret | 10 | Ret | 11 | 13 | 5 | 10 | Ret | 7 | |||
| 5 | BAR-Honda
|
22 | 4 | Ret | 5 | 16† | Ret | Ret | 7 | 15† | 4 | 4 | 8 | 12 | 7 | Ret | 4 | 6 | 5 | 20 |
| 23 | 6 | 9 | 12 | Ret | 8 | Ret | Ret | 8 | Ret | Ret | Ret | 14 | 12 | 6 | 6 | 9 | Ret | |||
| 6 |  Jordan-Mugen-Honda
|
5 | Ret | 3 | Ret | 17† | 6 | Ret | 10† | Ret | 7 | Ret | Ret | 6 | 6 | Ret | 3 | Ret | Ret | 17 |
| 6 | Ret | 4 | 15† | 6 | 12 | Ret | Ret | 6 | 6 | Ret | 9 | 7 | Ret | Ret | Ret | 13 | 12 | |||
| 7 | Arrows-Supertec
|
18 | Ret | 8 | Ret | Ret | Ret | 6 | Ret | Ret | Ret | Ret | 6 | 16 | 16 | Ret | Ret | 12 | Ret | 7 |
| 19 | Ret | 7 | 14 | Ret | Ret | Ret | Ret | 5 | Ret | Ret | Ret | 13 | 15 | 4 | Ret | Ret | 10 | |||
| 8 |  Sauber-Petronas
|
16 | Ret | DNS | 8 | 11 | Ret | 7 | Ret | 10 | 11 | 9 | Ret | Ret | 11 | 8 | 8 | 11 | Ret | 6 |
| 17 | DSQ | DNS | 6 | 8 | 7 | Ret | 5 | Ret | 10 | 6 | 5 | 10 | 9 | 7 | Ret | 10 | 8 | |||
| 9 | Jaguar-Cosworth
|
7 | Ret | Ret | 7 | 13 | 11 | Ret | 4 | 13 | 13 | 11 | 10 | 8 | 10 | Ret | 7 | 8 | 6 | 4 |
| 8 | Ret | Ret | 10 | 12 | 13 | 11† | 9 | Ret | Ret | 7 | Ret | Ret | 8 | Ret | 11 | 7 | Ret | |||
| 10 | Minardi-Fondmetal
|
20 | 8 | Ret | Ret | 14 | 14 | Ret | Ret | 16† | 15 | 8 | Ret | 15 | 14 | 9 | 12 | Ret | Ret | 0 |
| 21 | Ret | 10 | 13 | 15 | 15 | 8 | Ret | 12 | Ret | 12 | 11 | Ret | 17 | 10 | Ret | 15 | 13† | |||
| 11 | Prost-Peugeot
|
14 | Ret | Ret | Ret | 10 | Ret | 9 | Ret | Ret | 14 | Ret | Ret | Ret | Ret | 12 | Ret | Ret | 11 | 0 |
| 15 | 9 | Ret | Ret | Ret | 16 | EX | 8 | Ret | 12 | Ret | 12† | Ret | Ret | Ret | 9 | Ret | Ret | |||
| Pos. | Constructor | No. | AUS
|
BRA
|
SMR
|
GBR
|
ESP
|
EUR
|
MON
|
CAN
|
FRA
|
AUT
|
GER
|
HUN
|
BEL
|
ITA
|
USA
|
JPN
|
MAL
|
Points |
| Source:[18] | ||||||||||||||||||||
Notes:
- † – Driver did not finish the Grand Prix but was classified, as he completed more than 90% of the race distance.
Notes
[edit]- ^ Eddie Irvine was entered into the Austrian Grand Prix, but later withdrew due to illness.
- ^ a b McLaren drivers scored 162 points, but the constructor was not awarded the 10 points for Hakkinen's win in Austria due to a missing seal.
References
[edit]- ^ a b "2000 FIA Formula One World Championship – Provisional Entry List" (PDF). FIA.com. Fédération Internationale de l'Automobile. 10 February 2000. Archived from the original (PDF) on 19 February 2009. Retrieved 28 July 2015.
- ^ a b Dro, Pascal (2000). Domenjoz, Luc (ed.). Formula 1 Yearbook 2000–2001. Bath, Somerset: Parragon. pp. 20–41. ISBN 0-75254-735-6. Retrieved 13 June 2023 – via Open Library.
- ^ "12 Models in 2000". StatsF1. Retrieved 13 June 2023.
- ^ Jenson Button: F1 driver profile – retrieved 16 January 2011.
- ^ "WORLD MOTOR SPORT COUNCIL MEETING – JANUARY 15, 2000" (PDF). www.fia.com. 15 January 2000. Archived from the original (PDF) on 3 June 2011. Retrieved 24 January 2016.
- ^ "2000 FIA Formula One World Championship Sporting Regulations". Fédération Internationale de l'Automobile (FIA). 24 January 2000. Archived from the original on 24 August 2000. Retrieved 25 November 2015.
- ^ "Cooled fuel to be banned". Formula1.com. Formula1.com Limited. 7 September 2000. Archived from the original on 3 June 2001. Retrieved 13 May 2015.
- ^ "2000". Chicane F1. Retrieved 3 March 2022.
- ^ "Formula One Calendar 2000". Motorsport Stats. Retrieved 3 April 2022.
- ^ "Formula One returns to US in 2000". AtlasF1. 2 December 1998. Retrieved 13 May 2024.
- ^ "British GP moved forward to April". The Independent. London. 26 October 1999. Archived from the original on 14 December 2013. Retrieved 8 December 2014.
- ^ "Bernie: don't blame me for the weather". GPUPdate. JHED Media BV. 22 April 2000. Retrieved 10 April 2015.
- ^ "ESPN.com - Auto Racing - British GP will move to April". www.espn.com. Retrieved 2 September 2025.
- ^ "Mercedes-AMG GT S: Bernd Mayländers neues Safety-Car". 9 March 2015. Retrieved 3 April 2015.
- ^ "Formula One Results 2000". Motorsport Stats. Retrieved 3 April 2021.
- ^ 2000 FIA Formula One World Championship Sporting Regulations Retrieved on 22 October 2011.
- ^ 2000 FIA Formula One World Championship – Drivers Retrieved on 22 October 2011.
- ^ 2000 FIA Formula One World Championship – Constructors Retrieved on 22 October 2011.
External links
[edit]
- formula1.com – 2000 official driver standings (archived)
- formula1.com – 2000 official team standings (archived)
- 2000 Formula One Sporting Regulations Retrieved from web.archive.org on 4 June 2012
- 2000 Formula One Technical Regulations Retrieved from web.archive.org on 4 June 2012
2000 Formula One World Championship
View on GrokipediaPre-season Developments
Team and Driver Line-ups
The 2000 Formula One World Championship consisted of 11 constructor teams, each entering two primary drivers for the season, with a total of 22 full-time seats. All teams utilized Bridgestone as their exclusive tyre supplier, following Goodyear's withdrawal at the end of 1998 and prior to Michelin's entry in 2001.[1] The driver market saw continuity for top teams like Ferrari and McLaren, while mid-field squads adjusted line-ups to balance experience and emerging talent. The following table summarizes the team rosters, chassis models, and engine suppliers for the season:Changes from 1999 Season
The primary team change heading into the 2000 Formula One season involved the rebranding of Stewart Grand Prix to Jaguar Racing following Ford's acquisition of the team in June 1999 for a reported £100 million.[15] This move allowed Ford to establish a factory-backed operation under the Jaguar marque, aiming to leverage the brand's heritage for greater commercial visibility in motorsport, though no entirely new teams entered the championship, maintaining the 11-team grid from 1999. The transition was driven by financial strategy, as Stewart's modest performance and resource constraints prompted the sale, with Ford investing heavily to reposition the outfit as a competitive contender. In the driver market, several high-profile movements reshaped line-ups amid contract expirations and performance evaluations. Damon Hill, the 1996 world champion, announced his retirement from Jordan at the season's end in September 1999, citing waning motivation after a challenging year marked by inconsistent results and personal reflection on his career trajectory. His departure opened opportunities for younger talent, while Ralf Schumacher transferred from Jordan to Williams, seeking a more competitive seat after showing promise with podium finishes in 1999; the move was motivated by Williams' partnership with BMW engines, promising better machinery. Similarly, Pedro de la Rosa secured a full-season role at Arrows after a partial debut in 1999, reflecting the team's emphasis on continuity despite financial pressures. Other notable shifts included Rubens Barrichello's move from Stewart to Ferrari, attracted by the Scuderia's rising dominance and long-term project under Ross Brawn, replacing Eddie Irvine who joined the newly formed Jaguar team for a reported £10 million salary to provide experience. These changes stemmed from performance reviews, with teams like Ferrari prioritizing drivers aligned with Michael Schumacher's title challenge, and Jaguar aiming to build around established talent. Overall, the adjustments ensured grid stability with 20 full-time entries, minimizing disruptions while injecting fresh dynamics into the midfield battles.Regulatory and Technical Framework
Regulation Changes
The 2000 Formula One season saw the FIA implement several targeted regulation changes, primarily focused on enhancing safety in response to incidents from the 1999 season, such as high-speed crashes and pit lane risks. These modifications aimed to reduce driver injury risks and improve overall circuit safety without fundamentally altering the competition structure. The changes were part of a broader effort to address vulnerabilities exposed in the previous year, including structural weaknesses in cars and barrier effectiveness.[16] Key safety enhancements included the standardisation of removable seat fixing systems to facilitate faster driver extraction during accidents, positioning the top of the roll hoop no more than 3 cm behind the cockpit for better head protection, and stricter regulations on survival cell side height and outer panel thickness to bolster side-impact resistance. Additionally, the FIA introduced mandatory standards for tyre barrier inserts designed to maximise energy absorption upon impact, marking a step forward in trackside protection measures. These updates were directly informed by analysis of 1999 accidents, including those highlighting inadequate barrier performance and cockpit egress issues.[16][17] In terms of competition rules, the pit lane speed limit was reduced to 80 km/h during races—down from 120 km/h in 1999—to minimise dangers to pit crew and reduce collision risks, with violations incurring a 10-second time penalty. This adjustment responded to ongoing concerns over high-speed pit entries observed in prior seasons, promoting safer operations without refuelling bans or other procedural overhauls. The qualifying format remained unchanged, consisting of a single one-hour session on Saturday where drivers could complete up to 12 laps to set their grid positions.[18][19][20] Administratively, the points system stayed consistent with 1999, awarding 10 points for first place tapering to 1 for sixth, with tie-breakers clarified to prioritise the number of wins, followed by second-place finishes, and so on, ensuring unambiguous championship resolutions. While team radio communications were monitored more closely following the 1999 European Grand Prix signal interception controversy involving teams like Jordan, no outright ban was enacted, though usage was restricted to essential operational instructions to prevent unfair advantages. These refinements underscored the FIA's emphasis on fair play and safety amid the sport's evolving risks.[21][22]Car and Engine Developments
The 2000 Formula One season featured the widespread use of 3.0-liter naturally aspirated V10 engines, which had become the standard configuration since their introduction in 1995, providing a balance of power exceeding 800 horsepower and regulatory compliance. Ferrari's Tipo 049 V10, with a 90-degree bank angle and displacement of 2,997 cc, emphasized reliability enhancements over raw power, weighing just 102 kg and enabling consistent performance throughout the grueling 17-race calendar without frequent failures that plagued earlier iterations.[23][24] BMW supplied Williams with the evolved E41/4 V10 engine, an development of prior concepts that prioritized compactness and higher rev limits up to 18,000 rpm, delivering approximately 830 horsepower while addressing integration challenges within the FW22 chassis for improved throttle response.[25][26] In chassis and aerodynamics, McLaren's MP4/15 incorporated a refined semi-automatic sequential gearbox with electronic management for quicker shifts, reducing torque interruption during gear changes and aiding the car's superior straight-line speed. Ferrari's F1-2000 advanced traction through aerodynamic refinements, including a higher nose and optimized diffuser, which integrated better with the chassis to enhance rear-end stability without relying on prohibited electronic aids.[27][28] Bridgestone and Goodyear served as the tyre suppliers, with all teams using FIA-mandated grooved tyres featuring four circumferential grooves to enhance safety by reducing cornering speeds and mitigating aquaplaning risks; suppliers focused on compounds that offered consistent grip levels across varying track temperatures, with tweaks to sidewall stiffness influencing overall car balance and cornering speeds for all teams. Suspension systems remained passive following the 1994 ban on active setups, but teams like McLaren and Ferrari iterated on double-wishbone designs with adjustable dampers to fine-tune ride height and compliance under the season's aerodynamic constraints.[29] Pre-season testing at Jerez and Barcelona highlighted early performance trends, where McLaren's MP4/15 demonstrated superior pace with lap times under 1:20 at Barcelona, outpacing rivals and signaling their potential dominance before the Australian Grand Prix opener. Regulatory limits on chassis width and ground effect further shaped these designs, compelling teams to prioritize efficiency within narrower parameters.[30][31]Season Calendar
Race Schedule
The 2000 Formula One World Championship comprised 17 Grands Prix, spanning from 12 March to 22 October across Australia, Asia, Europe, North America, and South America. This schedule established a demanding temporal framework, with races typically held on Sundays and spaced one to three weeks apart, allowing for team travel and preparation. The inclusion of the Malaysian Grand Prix at the Sepang International Circuit added a challenging tropical venue to the calendar, featuring long straights and technical corners on a 5.543 km layout over 56 laps for a total distance of 310.408 km.[7] The full race schedule is detailed below, including key circuit specifications such as lap counts, which varied to maintain approximate race distances of around 305 km, and typical weather conditions based on seasonal norms for each location.| Round | Grand Prix | Date | Circuit | Host Country | Laps | Circuit Length (km) | Race Distance (km) | Weather Norms |
|---|---|---|---|---|---|---|---|---|
| 1 | Australian | 12 March | Albert Park Circuit | Australia | 58 | 5.278 | 306.116 | Mild autumn, 15–20°C, variable |
| 2 | Brazilian | 26 March | Autódromo José Carlos Pace | Brazil | 71 | 4.309 | 305.939 | Warm subtropical, 25–30°C, humid |
| 3 | San Marino | 9 April | Autodromo Enzo e Dino Ferrari | Italy | 62 | 4.930 | 305.660 | Spring, 10–15°C, possible rain |
| 4 | British | 23 April | Silverstone Circuit | United Kingdom | 60 | 5.141 | 308.460 | Cool spring, 10–15°C, changeable |
| 5 | Spanish | 7 May | Circuit de Catalunya | Spain | 65 | 4.727 | 307.255 | Mild spring, 15–20°C, dry |
| 6 | European | 21 May | Nürburgring | Germany | 67 | 4.556 | 305.252 | Mild spring, 15–20°C, variable |
| 7 | Monaco | 4 June | Circuit de Monaco | Monaco | 78 | 3.340 | 260.520 | Warm early summer, 20–25°C, dry |
| 8 | Canadian | 18 June | Circuit Gilles Villeneuve | Canada | 69 | 4.421 | 305.049 | Warm summer, 20–25°C, possible rain |
| 9 | French | 2 July | Circuit de Nevers Magny-Cours | France | 72 | 4.251 | 306.072 | Hot summer, 25–30°C, dry |
| 10 | Austrian | 16 July | A1-Ring | Austria | 71 | 4.326 | 307.146 | Warm summer, 20–25°C, variable |
| 11 | German | 30 July | Hockenheimring | Germany | 45 | 6.825 | 307.125 | Warm summer, 20–25°C, dry |
| 12 | Hungarian | 13 August | Hungaroring | Hungary | 77 | 3.975 | 306.077 | Hot summer, 25–30°C, dry |
| 13 | Belgian | 27 August | Circuit de Spa-Francorchamps | Belgium | 44 | 6.968 | 306.592 | Mild late summer, 15–20°C, rainy |
| 14 | Italian | 10 September | Autodromo Nazionale Monza | Italy | 53 | 5.800 | 307.400 | Warm autumn, 20–25°C, dry |
| 15 | United States | 24 September | Indianapolis Motor Speedway | United States | 73 | 4.192 | 306.016 | Mild autumn, 15–20°C, variable |
| 16 | Japanese | 8 October | Suzuka International Racing Course | Japan | 53 | 5.864 | 310.796 | Mild autumn, 15–20°C, dry |
| 17 | Malaysian | 22 October | Sepang International Circuit | Malaysia | 56 | 5.543 | 310.408 | Hot tropical, 30–35°C, humid |
Calendar Modifications
The 2000 Formula One World Championship calendar expanded to 17 races from the 16 held in 1999, marking the first increase in events since 1998 and reflecting the sport's growing global ambitions under FIA oversight.[35] This addition heightened logistical demands on teams, with greater intercontinental travel, including a new long-haul trip to North America late in the season.[36] A key addition was the United States Grand Prix at Indianapolis Motor Speedway, debuting as round 15 on September 24 and utilizing a newly configured 4.192 km road course within the infield oval. This marked F1's return to the United States after a six-year absence since the 1994 event at the same venue, driven by a commercial agreement between Formula One's commercial rights holder and the circuit's operators to tap into the lucrative American market. The race's September timing was adjusted to follow European rounds and precede the season finale, avoiding overlap with major U.S. events like the Indianapolis 500 while facilitating promoter commitments.[37] Removals included the Luxembourg Grand Prix, which had only appeared twice as a distinct event in 1997 and 1998 at the Nürburgring under that name to accommodate Luxembourg's promoter interests without displacing the German Grand Prix. Its absence in 2000 streamlined the European schedule, eliminating a temporary fixture that had arisen from regional promoter agreements. Rearrangements saw the European Grand Prix retain its slot at the Nürburgring but shift from an autumn date in September to May 21, allowing for a more balanced mid-season distribution and freeing the late-year calendar for the new U.S. event, Japan, and Malaysia.[36] This move was influenced by logistical efficiencies and promoter negotiations to prevent calendar clustering in Europe.[38] The retention and repositioning of the Malaysian Grand Prix to the season-closing round 17 on October 22 furthered F1's expansion into Asia, building on its 1999 debut at Sepang International Circuit as a strategic push for commercial growth in emerging markets.[36] Overall, these modifications prioritized global outreach, with the FIA citing promoter agreements and avoidance of scheduling conflicts—such as the 2000 Sydney Olympics from September 15 to October 1—as factors in rearranging late-season races to post-Olympic dates.[35] The changes, while enhancing the championship's international footprint, amplified travel burdens, with teams covering approximately 70,000 km across five continents compared to the prior year.[36]Season Report
Rounds 1 to 5
The 2000 Formula One season opened at the Australian Grand Prix in Melbourne on March 12, where Michael Schumacher marked a strong return to form following his serious leg injury from the previous year's British Grand Prix. Starting from third on the grid behind McLaren's pole-sitter Mika Häkkinen and teammate David Coulthard, Schumacher executed a bold overtake on the opening lap to take the lead, which he held for the majority of the 58-lap race at Albert Park. Ferrari's Rubens Barrichello completed a one-two finish for the team in second place, 11.420 seconds behind, while Williams' Ralf Schumacher rounded out the podium in third. Häkkinen, who had dominated pre-season testing, suffered a gearbox failure on lap 32, retiring from a potential victory and highlighting early reliability concerns for McLaren.[39] Round two took the field to Interlagos for the Brazilian Grand Prix on March 26, where Schumacher extended Ferrari's momentum with another commanding win, his second consecutive victory of the season. Starting third behind Häkkinen and Jordan's Heinz-Harald Frentzen, Schumacher capitalized on the McLarens' troubles—Häkkinen retired on lap 30 due to an engine failure, while Coulthard, who had led briefly, was later disqualified from second place for a technical infringement involving an illegal front wing endplate—to pull away unchallenged over 71 laps. Benetton's Giancarlo Fisichella secured an unexpected second place after a strategic pit stop under dry conditions, with Frentzen holding third for Jordan despite pressure from Renault's Jarno Trulli. Barrichello, racing at his home circuit, led briefly before retiring on lap 27 with a hydraulic failure, underscoring Ferrari's superior reliability in the humid São Paulo heat.[6][40] The San Marino Grand Prix at Imola on April 9 saw Schumacher complete a hat-trick of wins, solidifying Ferrari's early dominance and extending his championship lead to 30 points. From second on the grid behind Häkkinen, Schumacher overtook the McLaren driver on lap 14 following a safety car period triggered by Johnny Herbert's engine fire. The 62-lap race proceeded without major disruptions, allowing Schumacher to build a 1.168-second margin over Häkkinen in second, with Coulthard completing the podium for McLaren 51 seconds back after a conservative strategy. Incidents included several retirements, such as Williams' Ralf Schumacher on lap 45 due to suspension failure, but the focus remained on the intensifying Schumacher-Häkkinen duel as McLaren addressed their reliability woes.[41] McLaren struck back at the British Grand Prix in Silverstone on April 23, with Coulthard securing his first win of the season amid wet-dry conditions that tested tire strategies. Starting fourth behind Ferrari's Rubens Barrichello, who took pole, and Frentzen, Coulthard surged through the field after a rain-affected start, overtaking Häkkinen—who spun early but recovered—for the lead on lap 20. Häkkinen fought back to finish a close second, 1.716 seconds behind, while Schumacher recovered from a poor start to claim third, 36 seconds adrift. The race featured dramatic weather shifts, with Barrichello crashing on lap 21 after aquaplaning, and notable retirements including Jaguar's Eddie Irvine due to an engine issue, emphasizing McLaren's adaptability and reigniting the constructors' battle.[42] Häkkinen's victory at the Spanish Grand Prix in Barcelona on May 7 further demonstrated McLaren's resurgence, narrowing Schumacher's drivers' championship advantage to 22 points after five rounds. Starting second to Schumacher's pole, Häkkinen passed the Ferrari on lap 13 during the sole round of pit stops, pulling away to win by 4.559 seconds over Coulthard in second, with Barrichello third for Ferrari after a solid recovery drive. The 65-lap race on the Circuit de Catalunya was processional under dry conditions, but key moments included Schumacher's brief off-track excursion on lap 25, allowing the McLarens to capitalize on their Mercedes engines' pace. This result highlighted emerging rivalries, with Ferrari's consistency challenged by McLaren's improving reliability and speed.[43]Rounds 6 to 10
The European Grand Prix at the Nürburgring on 21 May marked round 6, where Michael Schumacher dominated from pole position to secure his fourth victory of the season for Ferrari, finishing 13.821 seconds ahead of McLaren's Mika Häkkinen in second and teammate David Coulthard in third.[44] The dry conditions favored Ferrari's superior tire management, allowing Schumacher to build a commanding lead early, while McLaren's duo maintained pressure but could not close the gap, underscoring Ferrari's growing reliability mid-season.[45] This result extended Schumacher's drivers' championship lead to 26 points over Häkkinen.[2] Round 7 shifted to the tight streets of Monaco on 4 June, where Coulthard claimed his first win of the year for McLaren, starting third and capitalizing on a dramatic error by polesitter Schumacher, who spun into retirement on lap 54 while lapping traffic on oil spilled by earlier retiree Mika Salo.[46] Ferrari's Rubens Barrichello recovered from a poor start to finish second, 15.889 seconds behind, with Benetton's Giancarlo Fisichella third, but the race highlighted strategic pit stops under the principality's unforgiving layout, where McLaren's one-stop approach proved decisive.[47] Schumacher's misfortune—his first non-finish since the season opener—narrowed his lead slightly, though Ferrari's pace remained a threat in the closing stages.[48] The Canadian Grand Prix at Circuit Gilles-Villeneuve on 18 June delivered chaos from the outset, as a massive first-lap pile-up involving 12 cars, triggered by contact between BAR's Jacques Villeneuve and others, brought out the safety car for 11 laps and reshuffled the field.[49] Schumacher, starting from pole, methodically worked his way through the disrupted order to claim victory by 3.279 seconds over Barrichello, with Fisichella again third for Benetton; Häkkinen salvaged fourth despite McLaren's ongoing challenges with engine overheating in the humid conditions. The incident exposed reliability strains across the grid, including retirements for Williams and Jordan drivers, but Ferrari's robust recovery solidified Schumacher's lead at 24 points over Häkkinen.[50] At the French Grand Prix in Magny-Cours on 2 July, Coulthard delivered McLaren's second consecutive win, leading Häkkinen to a 1-2 finish 1.745 seconds apart, while Barrichello took third for Ferrari 19.008 seconds back.[51] The race featured tense on-track battles, notably a controversial moment when Schumacher, nursing a slow puncture after contact with Coulthard, drove deliberately slowly on the racing line, prompting an obscene gesture from the McLaren driver as he lapped him. No penalties were issued, but the incident fueled rivalry; McLaren's improved reliability allowed them to outpace Ferrari strategically with better fuel loads. The Austrian Grand Prix at the A1-Ring on 16 July concluded this phase with Häkkinen's dominant win from pole, followed by Coulthard for a McLaren 1-2, 12.535 seconds ahead of Barrichello in third.[52] Schumacher's race ended prematurely on lap 24 due to a gearbox failure, handing McLaren a temporary constructors' lead of six points over Ferrari (101-95), though Schumacher retained a nine-point drivers' advantage (60-51) over Häkkinen. Mid-season mechanical woes, including Ferrari's transmission issues and McLaren's earlier engine troubles now mitigated through upgrades, intensified strategic duels, setting the stage for escalating tension as both teams refined setups for the European summer races.[53]Rounds 11 to 17
The 2000 German Grand Prix, held at Hockenheim on 30 July, marked a turning point as Ferrari's Rubens Barrichello secured his first career victory after 123 starts. Qualifying electrical problems relegated Barrichello to 18th on the grid, but he surged forward dramatically on the opening lap, passing 12 cars amid chaos that included a first-corner collision between Giancarlo Fisichella and Michael Schumacher, retiring both.[54] Barrichello maintained his lead through strategic pit stops and consistent pace, fending off McLaren's Mika Häkkinen to win by 0.714 seconds, while David Coulthard completed the podium in third. Michael Schumacher's early exit kept the drivers' championship tight, reducing his lead to 3 points over Häkkinen.[55] In the Hungarian Grand Prix at the Hungaroring on 13 August, McLaren's Mika Häkkinen delivered a dominant performance to win by 7.920 seconds over Michael Schumacher. Schumacher had claimed pole position with a lap that showcased Ferrari's qualifying strength, but Häkkinen, benefiting from setup adjustments identified during the morning warm-up, overtook him at the start and controlled the race from the front.[56] David Coulthard finished third for McLaren, 8.460 seconds behind his teammate, as the tight, twisty circuit limited overtaking opportunities beyond the initial shuffle.[57] The result saw Häkkinen take the championship lead by 1 point over Schumacher heading into the summer break.[58] The Belgian Grand Prix at Spa-Francorchamps on 27 August unfolded in heavy rain, leading to multiple crashes and a race start under the safety car. A first-lap pile-up at the start eliminated several drivers, including Pedro de la Rosa and Marc Gené, while the wet conditions caused further incidents, such as Jenson Button's collision with Jarno Trulli on lap five.[59] As the track dried, Häkkinen, starting from pole, spun on lap 13 yielding the lead to Schumacher but reclaimed it with a bold inside overtake at Les Combes on lap 41, securing victory by 4.957 seconds.[60] Schumacher held on for second on the podium, 0.658 seconds ahead of Ralf Schumacher in third, in a race that highlighted the drivers' skill in variable weather.[61] At the Italian Grand Prix in Monza on 10 September, Ferrari's home crowd witnessed Michael Schumacher's commanding victory, closing the championship gap to Häkkinen to just two points. The race began disastrously with a multi-car crash at the first chicane involving nine drivers, triggered by Pedro Diniz's spin and exacerbated by Heinz-Harald Frentzen's Jordan catching fire; tragically, marshal Paolo Ghislimberti was killed by a flying tire from Frentzen's car.[62] Under safety car conditions initially, Schumacher pulled away after the restart, leading flag-to-flag to win by 3.810 seconds over Häkkinen, with Ralf Schumacher third, 52.430 seconds back.[63] The podium featured an emotional Ferrari celebration, underscoring the team's momentum at their iconic circuit.[64] The inaugural United States Grand Prix at Indianapolis Motor Speedway on 24 September introduced Formula One to a new American venue, drawing over 100,000 spectators to the oval-road course hybrid layout. Williams' Heinz-Harald Frentzen took pole position, but Michael Schumacher capitalized on a late-race overtake of McLaren's David Coulthard—who had led much of the contest—to take the lead, securing victory 10.414 seconds ahead of teammate Rubens Barrichello in second, while Frentzen faded to third.[65] The event featured plentiful overtaking on the infield section, boosting F1's visibility in the U.S., though Häkkinen's retirement from fourth due to engine failure handed Schumacher a crucial points haul.[66] The Japanese Grand Prix at Suzuka on 8 October became the championship decider, where Michael Schumacher clinched his third world drivers' title with a thrilling victory over rival Mika Häkkinen. Starting from pole, Schumacher fended off Häkkinen's early pressure in a intense duel, maintaining a slim lead through strategic tire management and precise driving on the demanding circuit.[67] He crossed the line 1.957 seconds ahead of Häkkinen, who fought valiantly but could not overcome the eight-point deficit entering the race, with David Coulthard third for McLaren.[68] Emotional scenes followed on the podium, as Schumacher dedicated the title to his ailing mother Elisabeth, marking Ferrari's first drivers' crown since 1979 amid tears and celebrations.[8] The season finale, the Malaysian Grand Prix at Sepang on 22 October, saw Michael Schumacher cap a dominant late run with another win, extending Ferrari's constructors' lead. Starting third, Schumacher overtook polesitter Mika Häkkinen on lap 11 and pulled away steadily on the humid, high-speed track, finishing 0.730 seconds ahead of David Coulthard.[69] Rubens Barrichello took third for Ferrari, 18.440 seconds back, while Häkkinen recovered to fourth after an early spin.[70] The race, run in sweltering conditions that tested driver endurance, featured clean racing with minimal incidents, providing a fitting, processional end to the campaign.[71]Championship Outcomes
Grand Prix Results
The 2000 Formula One World Championship consisted of 17 Grands Prix, with race results summarized below based on official records. Michael Schumacher secured victory in nine races for Ferrari, marking a dominant performance that clinched both the Drivers' and Constructors' titles. Mika Häkkinen won four races for McLaren-Mercedes, while David Coulthard claimed three victories in the same car. Rubens Barrichello's sole win came at the German Grand Prix for Ferrari. Aggregate statistics show Ferrari with 10 wins overall (including Barrichello's), McLaren-Mercedes with 7, and no other team securing a victory. Schumacher also took 11 pole positions and nine fastest laps.[7][72]| Round | Grand Prix | Date | Winner | Team | Laps/Time | Pole Sitter | Fastest Lap |
|---|---|---|---|---|---|---|---|
| 1 | Australian GP | 12 March | Michael Schumacher | Ferrari | 58 laps / 1:34:25.082 | Michael Schumacher (Ferrari) | David Coulthard (McLaren-Mercedes) / 1:27.776 |
| 2 | Brazilian GP | 26 March | Michael Schumacher | Ferrari | 71 laps / 1:48:41.451 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:15.951 |
| 3 | San Marino GP | 9 April | Michael Schumacher | Ferrari | 62 laps / 1:27:03.605 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:25.681 |
| 4 | British GP | 23 April | David Coulthard | McLaren-Mercedes | 56 laps / 1:25:51.801 | David Coulthard (McLaren-Mercedes) | Mika Häkkinen (McLaren-Mercedes) / 1:20.478 |
| 5 | Spanish GP | 7 May | Mika Häkkinen | McLaren-Mercedes | 65 laps / 1:28:20.416 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:20.208 |
| 6 | European GP | 21 May | Michael Schumacher | Ferrari | 67 laps / 1:28:52.318 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:20.981 |
| 7 | Monaco GP | 4 June | David Coulthard | McLaren-Mercedes | 78 laps / 1:49:28.237 | Michael Schumacher (Ferrari) | Mika Häkkinen (McLaren-Mercedes) / 1:22.224 |
| 8 | Canadian GP | 18 June | Michael Schumacher | Ferrari | 69 laps / 1:32:39.802 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:15.526 |
| 9 | French GP | 2 July | David Coulthard | McLaren-Mercedes | 72 laps / 1:39:51.954 | Michael Schumacher (Ferrari) | Heinz-Harald Frentzen (Jordan-Mugen-Honda) / 1:17.984 |
| 10 | Austrian GP | 16 July | Mika Häkkinen | McLaren-Mercedes | 71 laps / 1:31:43.028 | Mika Häkkinen (McLaren-Mercedes) | David Coulthard (McLaren-Mercedes) / 1:11.098 |
| 11 | German GP | 30 July | Rubens Barrichello | Ferrari | 67 laps / 1:25:51.105 | Rubens Barrichello (Ferrari) | Rubens Barrichello (Ferrari) / 1:46.529 |
| 12 | Hungarian GP | 13 August | Mika Häkkinen | McLaren-Mercedes | 77 laps / 1:45:36.054 | Mika Häkkinen (McLaren-Mercedes) | Michael Schumacher (Ferrari) / 1:19.807 |
| 13 | Belgian GP | 27 August | Mika Häkkinen | McLaren-Mercedes | 44 laps / 1:27:47.147 | Michael Schumacher (Ferrari) | Rubens Barrichello (Ferrari) / 1:49.327 |
| 14 | Italian GP | 10 September | Michael Schumacher | Ferrari | 53 laps / 1:08:57.195 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:23.390 |
| 15 | United States GP | 24 September | Michael Schumacher | Ferrari | 73 laps / 1:35:51.451 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:15.918 |
| 16 | Japanese GP | 8 October | Michael Schumacher | Ferrari | 53 laps / 1:27:03.573 | Michael Schumacher (Ferrari) | Michael Schumacher (Ferrari) / 1:39.918 |
| 17 | Malaysian GP | 22 October | Michael Schumacher | Ferrari | 56 laps / 1:35:54.235 | Ralf Schumacher (Williams-BMW) | David Coulthard (McLaren-Mercedes) / 1:38.383 |
Scoring System
The scoring system for the 2000 Formula One World Championship followed the established format used since 1991, awarding points to the top six classified finishers in each Grand Prix.[21] The points distribution was 10 for first place, 6 for second, 4 for third, 3 for fourth, 2 for fifth, and 1 for sixth, with no additional points for fastest lap or other bonuses.[21] Points were only granted to a driver if they completed the race in the same car they started with, ensuring consistency in performance evaluation. Points from all 17 races were aggregated for the final tallies.[21] For the World Constructors' Championship, points from both cars entered by a team were aggregated, with the total determining the standings among constructor makes.[21] In the event of a tie in total points for either the Drivers' or Constructors' Championship, the tie-breaker was resolved by awarding the higher position to the competitor with the greater number of first-place finishes; if still tied, the count proceeded to second places, third places, and so on until a decision was reached.[21] If all results were identical, the FIA reserved the right to designate the champion based on its own criteria.[21] Unlike the 1991 San Marino Grand Prix, where half-points were awarded due to a race shortened to less than half distance and unable to restart, no such adjustments occurred in the 2000 season, as all 17 races reached sufficient distance for full points allocation.[74] This system contributed to the final championship outcomes without any fractional scoring complications.[21]World Drivers' Championship
The 2000 World Drivers' Championship featured an intense rivalry between Ferrari's Michael Schumacher and McLaren-Mercedes' Mika Häkkinen, the reigning champion seeking a third consecutive title. Schumacher, who had joined Ferrari in 1996, endured five seasons of near-misses marked by injuries and mechanical issues before finally clinching the drivers' crown, ending Ferrari's 21-year drought since Jody Scheckter's 1979 victory. Häkkinen's campaign faltered in the latter half due to McLaren's reliability woes, including engine failures at key races like Italy and the United States, allowing Schumacher to pull ahead after a mid-season surge. Schumacher sealed the title with a victory at the Japanese Grand Prix, finishing 19 points clear after a season-long duel that saw him win nine races to Häkkinen's four.[1] The championship utilized a points system awarding 10 for first place down to 1 for sixth, with drivers' final tallies based on results from all 17 races.[2] Key performers outside the title fight included Ferrari teammate Rubens Barrichello, who secured fourth place with 62 points and a single victory—his debut win in Formula One at the German Grand Prix—demonstrating strong consistency despite occasional team orders favoring Schumacher. McLaren's David Coulthard finished third with 73 points, earning three wins and contributing significantly to his team's constructors' effort through reliable scoring.[75] The final standings are as follows:| Pos | Driver | Points | Wins | Poles |
|---|---|---|---|---|
| 1 | Michael Schumacher | 108 | 9 | 11 |
| 2 | Mika Häkkinen | 89 | 4 | 2 |
| 3 | David Coulthard | 73 | 3 | 1 |
| 4 | Rubens Barrichello | 62 | 1 | 1 |
| 5 | Ralf Schumacher | 24 | 0 | 1 |
| 6 | Giancarlo Fisichella | 18 | 0 | 0 |
| 7 | Jacques Villeneuve | 17 | 0 | 0 |
| 8 | Jenson Button | 12 | 0 | 0 |
| 9 | Heinz-Harald Frentzen | 11 | 0 | 0 |
| 10 | Jarno Trulli | 6 | 0 | 0 |
| 10 | Mika Salo | 6 | 0 | 0 |
| 12 | Eddie Irvine | 4 | 0 | 0 |
| 13 | Ricardo Zonta | 3 | 0 | 0 |
| 14 | Nick Heidfeld | 2 | 0 | 0 |
| 14 | Pedro de la Rosa | 2 | 0 | 0 |
| 14 | Alexander Wurz | 2 | 0 | 0 |
| 17 | Jean Alesi | 0 | 0 | 0 |
| 17 | Luciano Burti | 0 | 0 | 0 |
| 17 | Pedro Diniz | 0 | 0 | 0 |
| 17 | Marc Gené | 0 | 0 | 0 |
| 17 | Johnny Herbert | 0 | 0 | 0 |
| 17 | Gaston Mazzacane | 0 | 0 | 0 |
| 17 | Jos Verstappen | 0 | 0 | 0 |
World Constructors' Championship
The World Constructors' Championship in the 2000 Formula One season was contested by eleven teams across seventeen Grands Prix, with points awarded to the top six finishers in each race using the standard system of 10-6-4-3-2-1 points. Scuderia Ferrari clinched the title with a commanding performance, securing their first constructors' crown since 1983 and marking a pivotal shift in the sport's competitive landscape after years of development under team principal Jean Todt. Ferrari's success was built on consistent podium finishes and race wins, amassing a total of 170 points to edge out rivals McLaren-Mercedes by 18 points.[3] The final standings highlighted Ferrari's dominance, with McLaren initially leading the championship before reliability setbacks and strategic missteps allowed the Italian squad to pull ahead decisively after the European Grand Prix. Below is a table summarizing the top ten teams' points tallies:| Position | Team | Points |
|---|---|---|
| 1 | Ferrari | 170 |
| 2 | McLaren-Mercedes | 152 |
| 3 | Williams-BMW | 36 |
| 4 | Benetton-Playlife | 20 |
| 5 | BAR-Mercedes | 20 |
| 6 | Jordan-Mugen-Honda | 17 |
| 7 | Arrows-Supertec | 9 |
| 8 | Sauber-Petronas | 6 |
| 9 | Jaguar-Cosworth | 4 |
| 10 | Minardi-Ford | 0 |