2012 was supposed to be a Jenson Button year.
No, the ridiculously fast Red Bull cars weren’t suddenly backing off. No, the McLaren hadn’t gotten away with photocopying Ferrari’s notes again. It’s just that this year was all about the tyre, and the whole field looked on the 32-year-old Englishman as being extraordinarily kind to his rubber, a master of preservative driving who would surely find a competitive advantage. Not so. Nothing has quite gone to plan, or to formbook, this season turning instead into a free-for-all, the first seven races — for the first time in F1 history — seeing seven different winners. Button, the first of those winners at the Australian Grand Prix, languishes now in sixth place far from title dreams.
But you can’t tell from looking at him.
Button flashes that wide grin, that cheeky toothy one that makes women around the world swoon, and starts talking about moustaches. He wants to grow one for November, to raise money for prostate cancer — for a movement called Movember— and is taken aback by my gargantuan Dali-meets-darwan mouch. “I wish I had one like that. It would be so impressive.” I ask him to try and he laughs his head off. “Me with a handlebar? Can you imagine? Big blond fluff on the upper lip?” It’s the 26th of October, and it’s true, both driver and aforementioned lip are running out of time. We’re sitting in a Delhi hotel the night before Qualifying for the Indian Grand Prix, and Jenson — who admits to a tattoo, quirkily enough, of a shirt-button somewhere on his body — is as relaxed as can be.
“In terms of the Driver’s Championship, it’s over, yes,” he admits, ever more realistic than teammate Lewis Hamilton who still points to mathematical chances. “But the Constructor’s Championship is a possibility — it’s tough but it’s a possibility.” That possibility at the time of writing this, hours after that very weekend’s race, with McLaren ten points behind Ferrari and over a hundred behind Red Bull, seems bleak. “For us, winning races is very, very special. For the team. The emotions, the adrenaline. And while a world championship is twenty races, in a Grand Prix you don’t know you’re going to win until that last lap. And that really means a lot. That’s some very good emotion you see on people’s faces within the team, and those moments really pull you a lot closer. So that’s what we’re hoping for, ending the season with style.”
Putting the team first isn’t new for Button. He talks about relishing back-to-back weekends as a racer, but immediately undercuts this enthusiasm with concern for his overworked engineers, and how he is fortunate enough to travel with family and girlfriend but the mechanics have to spend longer away from their families. Said girlfriend is the stunning Jessica Michibata, a half-Japanese half-Argentine model now engaged to Button, and — in the McLaren motorhome minutes before the Qualifying session — she shares a couch with Jenson’s father John, a rallycross driver in his day, now best known for wearing the Union Jack as a cloak to cheer his son at every race. She throws giant smiles all over the place, and they work wonders.
Jenson walks in, his heavily insulated racing suit undone above the waist, making him look like half a silver superhero.
He digs into a salad, smiles at the family who leaves him be, as key mechanics and engineers huddle around. In a nearby corner that seems somehow distant, Lewis Hamilton’s father sits and scowls into an orange Gatorade; Hamilton’s kid brother sits all the way across the room, staring at a screen. Lewis isn’t here yet but it’s hard not to assume that McLaren has indeed become Jenson’s team — quite the feat considering Lewis cut his teeth here and has been headline-grabbing top dog.
Even Jenson’s biggest fans thought he was taking too big a risk coming to Team Lewis after winning with Brawn GP in 2009, but Button held his own in 2010 and trounced Lewis in 2011. Now Hamilton’s the one moving to Button’s old team, now called Mercedes GP, even as the rest of the racing world is calling it a monumental blunder. Hamilton’s gone because of salary negotiations and because Mercedes will let him keep the trophies he wins for them, something McLaren doesn’t allow, though it remains to be seen how much Mercedes — who have won one race in the last three years — can do for his trophy cabinet.
Button, on the other hand, was staunchly loyal to the Brawn team (formerly Honda) taking a massive pay-cut to allow that team to even come into existence, and striving with them for many years in the midfield before Ross Brawn pulled the 2009 season out of his hat with a conjuror’s flourish. Now, as Hamilton moves out and young Sergio Perez enters McLaren, Button will formally be team leader — a role he looks already to have naturally assumed. An engineer squeezes his shoulder, another cracks a gag. Laughter. Jenson stands, stretches and struts out, smiles remaining trained on his back. His rival’s corners stay quiet; McLaren may have said its goodbyes.
“As a kid, I loved racing,” he smiles. “I used to watch my father, and he used to race a VW Beetle and it was so loud! I remember it was really, really loud, and as a kid you’ve got very good, very sensitive hearing. I watched Formula One the whole time, and Ayrton Senna and Alain Prost, those were the two guys I watched in the late 80s, and then my dad bought me a kart when I was eight. And it was just for fun, really, just to have fun on the weekends with my dad, and then somebody said ‘He’s quick, why don’t you race him?’ So I raced, and I won my first race.” He stops short, immediately, instinctively cautious against braggadocio. “And it wasn’t all a fairy tale, but it was a great start.” It certainly was, 11-year-old Jenson winning each of the 34 races in the British Cadet Karting Championship.
Looking back, he encircles 14 as the age when he knew this could be a career. “Before that I was asked the question — ‘Do you want to race in Formula One?’ ‘Yes, I would love to be a Formula One driver’ — but I didn’t understand what I was saying, you know? I was living in the moment, that’s what you do as a kid, but at 14, that’s when I realised this could be it, if I focus and work hard.”
Since his F1 debut in 2000, it’s been rough, and Jenson’s been impressively patient. He started with Williams, became the youngest driver to score a point, but was booted in favour of Juan Pablo Montoya. Benetton came next, where he had mixed results at the back of the field, and it was with BAR Honda, which dropped Jacques Villeneuve for Button, where he appeared to find his feet. The first step of the podium, however, remained elusive till 2006, after which the Honda became embarrassingly awful. It was in 2008 when team principal Ross Brawn decided on spending the year readying for the next, and after Honda pulled out in 2009, Brawn GP had their unlikely but miraculous season of perfection. Button won his first race in 2006; he was eighteenth in 2008; he was World Champion in 2009.
As mentioned, he is a perfect fit for McLaren, but this has been a season of tremendous uncertainty. A bit too uncertain, perhaps? “Uh, yeah. I think everyone was excited about having so many different winners, but I think it got to a point for the fans where it was very difficult for them to back drivers, and get excited about backing a driver for the championship. So yeah, I think after those 7 or 8 races, the normal resumed and you had the 3-4 top teams racing at the front, which I think people like, and there were so many good fights this year. There have been some really good races, and good overtaking moves and exciting results.”
Yet purists — and drivers themselves — have complained. That the overtaking has been artificially induced by whimsical tyre-wear, and that drivers have to play nursemaid to rubber more often than going as fast as cars, corners and cojones allow them. “I agree, it’s been tricky. And even with a very good car, if you can’t get the tires in their working range, you can’t exploit that great car. So it’s been tough in that respect, and it’s taken us a really long time to really understand the tires and get the best out of them. Today again,” he says of India, where he would qualify fourth on the grid, “it’s been difficult for us to get tyre temperature and to get the tyres working. So it’s hurt us, and we know what to do, but is that going to be enough for the weekend? I really don’t know.”
Not knowing is something that may well exasperate a driver so given to accuracy, to that smooth driving style spoken about so much. Isn’t this supposed to be his game? “Yeah, it is, if there’s high degradation with the tyres. It’s something that I’ve worked on a lot in my career, on looking after the tyres, and next year I think there’s going to even be high degradation, so it’s a good thing, I think, for my style.”
“The problem this year with the tyre is that it’s not the degradation that’s an issue, it’s getting the tyre into a working range. If the bulk of the tyre is not hot enough and the surface is too hot, the tyre doesn’t work; if the surface is too cold and the bulk [temperature] is too high, the tyre doesn’t work — it has to be perfect, and if it isn’t perfect, you don’t go fast. So it’s tricky, and sometimes you luck into it, and that’s why I think we’ve seen so many different winners this year.”
True, and there have been several races where last-minute tyre-changes have resulted in someone normally slower flying past frontrunners. That must be painful. “No, that’s part of the game. Either they’ve got lucky with the strategy, or they’ve done a very good job of understanding the strategy and the tyres. That’s part of racing,” he says, unflappable before frowning. “But actually never, never getting the tyres to work is frustrating and, you know, you work on so many different areas with the car and improve so many different things, but if you put the tyres on and they don’t work for you, you go nowhere. So that’s why it’s been tough for us.”
He sums up his season — one that began in fireworks but petered out with a whimper — succinctly, unemotionally. “We’ve had a bit of everything this year, yeah. And you can’t win them all,” he shrugs. “Only one team and one driver come out on top every season. It’s a very competitive sport, and we just learn from our mistakes and make sure they don’t happen again.”
This equanimity is at odds with F1 as we perceive it, the sport regularly rewarding aggression and even arrogance, the most meteoric drivers being the most talked about. Little wonder, then, that Button idolised Alain Prost, the fanatically precise French legend dubbed Le Professor. “I feel that Ayrton had more natural ability in terms of speed, and Prost worked harder at it, had to work harder at it. And he was a very clever guy, and that really added something for me, how he went about his racing. And that’s why I liked him. As a kid, I chose him over Ayrton because they were both so strong and I’m a competitive person, I had to have someone to cheer for.”
“But since then, I spent a lot of time watching his racing and also, he gave me an opportunity to drive one of his cars; my first test in a Formula One car was with him in a Prost car. And since then we’ve spent time together, we’ve done a couple of interviews together, for Tag Heuer, and he’s a great guy and, strangely, we’ve got quite a bit in common when we talk about racing, in the way we approach the sport.”
Prost, who won more titles than Ayrton Senna, while throwing far fewer tantrums. Yes, there is definitely a resemblance.
First published Man’s World magazine, November 2012
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