The 2005 FIA Formula One World Championship was the 59th season of
FIAFormula One motor racing. It featured the 56th FIA Formula One World Championship, contested over a then-record 19 Grands Prix. It commenced on 6 March 2005 and ended 16 October.
Fernando Alonso and the
Renault team won the World Drivers' and World Constructors' championships, ending five years of dominance by
Michael Schumacher and
Ferrari since 2000 and also ending nine years of
Ferrari,
McLaren and
Williams dominance triopoly since 1996. Alonso's success made him the youngest champion in the history of the sport, a title he held until
Lewis Hamilton's 2008 title success. Renault's win was their first as a constructor. Alonso started the season off strongly, winning three of the first four races and his title success was in little doubt. He sealed the title in
Brazil with two races left after a controlled third-place finish. Alonso's championship was also the first for a
Renault-powered driver since
Jacques Villeneuve's championship in
1997.
Alonso and Renault had to contend with the pace of the resurgent
McLaren team with lead driver
Kimi Räikkönen outshining teammate
Juan Pablo Montoya, who came highly regarded from his time at
Williams. Räikkönen won seven races like Alonso but would have won more if not for a series of reliability issues, resulting in qualifying engine change penalties and retirements from the lead on three occasions. Nevertheless, Räikkönen grabbed the headlines winning from near the back of the grid in
Japan, passing Alonso's Renault teammate
Giancarlo Fisichella on the final lap. Reigning champions Michael Schumacher and Ferrari had a poor season by their standards, with
Bridgestone unable to compete with
Michelin after the tyre-change ban that only affected the 2005 season. Their only win came when Michelin deemed their own tyres unsafe after several incidents in the oval turn at
Indianapolis. As a result, only the six Bridgestone cars took part. Schumacher just held on for third in the Drivers' Championship, in spite of the superior pace of McLaren, underlining the disappointing season Montoya had. The Colombian missed two races early on due to a tennis injury. He then won three races, showing glimpses of pace, but was well beaten by his teammate Räikkönen in the championship.
† All engines were 3.0-litre,
V10 configuration. 2005 was the final year of this engine formula.
No Michelin-shod cars participated in the
United States Grand Prix for safety reasons, leaving just six cars on the grid at the start of the race.
Free practice drivers
Five constructors entered free practice only drivers over the course of the season. Sauber Petronas were also eligible to enter a free practice driver, but elected not to do so.
Drivers that took part in free practice sessions during the 2005 FIA Formula One World Championship
Williams employed an all-new driver line-up in 2005, having signed
Jaguar's
Mark Webber and
Jordan's
Nick Heidfeld to replace
Juan Pablo Montoya and
Ralf Schumacher. Montoya moved to
McLaren, in place of the
Red Bull-bound
David Coulthard (who took Webber's vacated seat), while Ralf Schumacher signed for
Toyota. This meant that
Ricardo Zonta, who had raced for Toyota in five of the final six races of 2004, returned to a third driver role in 2005.
Olivier Panis, who had driven in seventeen out of eighteen races for Toyota in 2004, was retained by the team in the dual capacity of advisor and test driver.
Cristiano da Matta, who had started the 2004 season with Toyota, returned to
Champ Car in 2005.
Jarno Trulli joined as Toyota's second driver.
Following a shoulder injury to Juan Pablo Montoya, McLaren reserve driver
Pedro de la Rosa raced for the team in
Bahrain, with
Alexander Wurz taking on third driver duties in place of de la Rosa. For the
San Marino Grand Prix, de la Rosa and Wurz swapped roles. Montoya returned for the following race.
Vitantonio Liuzzi and
Christian Klien were both contracted to Red Bull Racing to participate in at least three races, and agreed to share their race seat for the season. While Klien, who had raced for the team's forerunners Jaguar in 2004, drove in the first three races, Liuzzi replaced him for the San Marino,
Spanish,
Monaco, and
European Grands Prix. Klien returned for the
Canadian Grand Prix, and completed the remainder of the season.
Robert Doornbos was Jordan's third driver for nine of the first eleven races of the season.
Franck Montagny replaced him at the European Grand Prix, while Jordan were banned from using a third car at the Canadian Grand Prix after using too many tyres at the previous race.
Nicolas Kiesa replaced Doornbos for the
German Grand Prix onwards, when the Dutchman replaced Patrick Friesacher at Minardi due to sponsorship issues.
Antônio Pizzonia replaced Nick Heidfeld at Williams for the Italian Grand Prix, when Heidfeld decided to withdraw after complaining of a severe headache. Earlier in the week, he had crashed heavily during a test session at Monza. Heidfeld had been due to return for the
Brazilian Grand Prix, but after having a motorcycle accident he was forced to sit out the remainder of the season, with Pizzonia continuing to race for Williams in Heidfeld's absence.
Season calendar
The 2005 Formula One calendar featured one new event, the
Turkish Grand Prix.
With the Brazilian Grand Prix being run in late September, the Chinese Grand Prix became the final race of the season.
The Turkish Grand Prix was added to the calendar after the Hungarian Grand Prix on 21 August.
Regulation changes
For a time there existed a distinct possibility that some teams would be running three race cars per Grand Prix: fewer than 10 teams, or 20 cars, starting on the grid would have resulted in some teams running three cars, under a term in the
Concorde Agreement. By the first round of the season, there were ten teams, as Red Bull completed their takeover of Jaguar and were ready to race in
Australia. Minardi, which initially received an
injunction allowing them to compete despite their cars' non-conformity to new
2005 technical regulations, later modified their cars to adhere to 2005 regulations.
Technical regulations
A major change in 2005 was the outlawing of tyre changes during pit stops. Now a driver had to use one set of tyres during qualifying and the race itself. The reason for this rule change was to motivate the teams to select harder tyre compounds with less grip, reducing cornering speeds, which was intended to improve safety.[7] Tyre changes were allowed for punctures and for wet weather, under the direction of the FIA. The FIA had to post a "change in climatic conditions" notice in order for tyre changes to occur normally as a force majeure. After Kimi Räikkönen's disastrous accident at the Nurburgring when his suspension collapsed after a flat-spotted tyre ripped the carbon fibre suspension apart, team principals and the FIA agreed that a single tyre change per car could be made without penalty, provided it was to change a tyre that had become dangerously worn like Räikkönen's had. Preserving a single set of tyres for the entire race became a new challenge for drivers; the challenge for tyre manufactures was to produce more durable, long-lasting compounds.
Michelin-shod runners had a distinct advantage over their
Bridgestone counterparts.
Formula One engines had to last two race weekends, double that demanded by 2004 regulations. A driver who needed to change an engine was subject to a 10-place grid penalty for the race. Designed to limit revs and power outputs demanded by greater reliability, this regulation was also a cost-cutting measure for engine manufacturers. After the initial race of the season, the FIA acted to close a loophole in this new regulation exposed by BAR, who deliberately pitted their cars rather than finish the race.
The technical aerodynamics regulations were modified to improve competition, especially for cars travelling in another car's air flow wake in order to overtake. By changing the size and placement of both front and rear wings, as well as requiring higher noses, the new rules attempted to reduce downforce by roughly one-quarter, but teams developed other chassis innovations to reclaim much of that "lost" downforce, which made following another car even harder than the previous season. Front wings have been lifted by 5 cm (50 mm), to reduce downforce, while the rear wings have been brought forward 15 cm (150 mm) relative to the centre line between the rear wheels.[8][9]
This was the final season in which the 3.0-litre
V10 engine configuration was used by all teams. New changes in the technical regulations saw a 2.4-litre
V8 engine configuration being introduced by the
FIA for the
2006 Formula One season; however, the FIA granted an exemption for teams who were unable to re-engineer or could not afford a V8 engine in time for 2006. Budget or resource-limited teams were allowed to run a rev-limited 3.0-litre V10. Ten of the eleven teams ran with a conventional 2.4L V8 for 2006, with the exception of
Scuderia Toro Rosso, who continued and were permitted by the FIA to use a rev-limited Cosworth TJ2006 3.0L V10 powerplant.
Sporting regulations
The first six races of the 2005 season used a new qualifying format, marking the third year in five with sharply revised qualifying rules. Grid position was determined by aggregate times from two single-lap flying runs, one Saturday afternoon and one Sunday morning. Refueling was allowed after the first qualifying run Saturday; however, the car must have been fuelled for the race for Sunday's qualifying. (Although some rules changes are brought about to even the playing field or to reduce costs, this rule change was prompted by the
typhoon which rescheduled qualifying for the
2004 Japanese Grand Prix). Adverse weather conditions affecting either qualifying session impacted the final, aggregate time. On 24 May, the ten team bosses met with
Max Mosley and recommended a return to a single, one-lap qualifying run on Saturday on race fuel and race tyres, which, having been approved by the
FIAWorld Motor Sport Council, took effect at the
European Grand Prix on 29 May.
If a driver stalled his car while entering the final grid, the other cars were sent instantly to a new warm-up lap, instead of all drivers stopping their cars and waiting a couple of minutes for a new start. The stalled car is pushed to the pit lane and the grid is clear when the drivers return.
When the race was red-flagged, the timekeeping system would not stop. The drivers would stop on the start/finish straight, and the restart would take place behind the safety car instead of a standing start which was used earlier. Although this rule came in effect in 2005, it was first used at the
2007 European Grand Prix.
Also in safety car situations, the rules were changed to allow the safety car to use the pit lane if necessary. This rule change was made following Ralf Schumacher's accident in
2004 United States Grand Prix.
Season report
The most-noted aspect of the season was
Ferrari's lack of pace caused mainly by a new rule prohibiting tyre changes during the course of a race. The
Bridgestone tyres used by Ferrari could not find the right balance between performance and reliability, leaving the
Michelin runners to battle for race victories.[10] Further rule changes emphasised the new focus on reliability, with engines required to last two Grands Prix without being changed.
Renault appeared the fastest team in pre-season testing and it was no surprise they dominated the early fly-away rounds.
Giancarlo Fisichella won the season opener in
Australia before teammate Alonso demonstrated his title credentials with a series of victories in
Malaysia,
Bahrain and
San Marino. As the season progressed the
McLarens of
Kimi Räikkönen and
Juan Pablo Montoya became increasingly competitive and by the latter stages of the season the McLaren was generally considered the faster package. However, constant technical failures meant neither the team nor Räikkönen were able to translate their speed into championship success.
Alonso secured his
Drivers' Championship with a third-place finish in the
Brazilian Grand Prix. Despite both him and Räikkönen having six victories to their name at this point in the season, Alonso's greater consistency meant he was able to claim the championship with two rounds to spare. The Constructors' Championship was secured by Renault at the final
race, with Alonso's seventh victory of the year. This gave Renault their first championship as a constructor (after only previously triumphing as an engine supplier) despite winning two fewer races than McLaren.
Ferrari finished third in the Constructors' Championship with only one win, at the
United States Grand Prix, a race that was only contested by the six Bridgestone cars after Michelin declared their tyres unsafe to run in the
Indianapolis Motor Speedway's unique banked corner.[11]
After a high-flying 2004 season the most conspicuous drop in performance after Ferrari was BAR-Honda, who were banned from two races after scrutineers in
San Marino discovered a hidden fuel compartment that allowed their cars to run underweight. They were beaten in the championship by Williams, whose engine partner BMW had announced they were leaving to join
Sauber in June, and Toyota, who achieved 5 podium finishes and were only beaten to third in the championship because of Ferrari's 1–2 in Indianapolis.
All the teams scored world championship points over the course of the season, Minardi scoring rare points in their final season courtesy of being able to run in the US race. The 2005 season also saw nine different drivers score a pole position - setting a new record for the number of different polesitters in a season eclipsing the previous record of eight different polesitters set in the
1968 season. This tally of different polesitters remains a record as of the end of the
2022 championship.[12]
Results and standings
The 2005 Formula One calendar featured a new event in
Turkey, just miles from the
Europe–Asia dividing line. The newly built circuit in
Istanbul joined the 2004 newcomers
Bahrain and
China. The 2005 season witnessed two of the hottest Grands Prix ever: the track temperature at the beginning of the Malaysian event was 51 °C (124 °F), while in Bahrain the mercury soared past 56 °C (133 °F).
^Minardi used the CK2004 (CR-3L) engine during the first 3 races.
^Despite being Dutch, Doornbos raced under the flag of Monaco for the 2005 season.[2]
^Jarno Trulli set the fastest time in qualifying, but did not start the race along with the other cars running Michelin tyres. Pole position was left vacant on the grid.
Michael Schumacher, in the fifth slot, was the first driver on the grid. Trulli is still considered to have held pole position.
^"Formula One rule changes for 2005". Rediff India Abroad. Reuters. Retrieved 20 April 2021. Tyres must last for qualifying and the race. The reason being that harder, and therefore more durable, tyres will reduce cornering speeds.