The hills will be alive with the sound of Formula One engines for the last time at the A1-Ring this weekend, as the Grand Prix Circus travels to Spielberg for the sixth round of the 2003 season. Atlas F1's Craig Scarborough previews the Austrian Grand Prix and all the teams ahead of the race

The Austrian Grand Prix venue, host for the sixth round of the 2003 Formula One World Championship, is at the A1-Ring in Spielberg, a picturesque circuit high in the Styrian Mountains. Considering that tobacco legislation means that this may be the last visit there for some time, this weekend will be the first real test of the effect of the new Parc Ferme rules.

With long straights split by slow, open corners, the A1-Ring needs a careful balance of straight-line speed and grip. Traditionally this has meant very different wing settings between qualifying and the race. However, with this now banned the teams have the first real opportunity to offset pace in qualifying to that of the race. And, with the strategic race at Monaco following in two weeks, everyone will be watching others' strategies. Will one team show their cards early, or simply dip their toes into the straight-line speed vs. cornering speed equation?

With Ferrari winning first time out in the F2003-GA, the other teams will be aware of what is required from their 2003 cars to meet Ferrari's pace. McLaren have yet again put back the testing of the new car, which was expected to be seen at the major test at Paul Ricard last week.

Moreover, Spain saw many teams deliver their first results of the year, either in qualifying or the race, and they will all be pushing to follow up that performance and get some momentum into their season. With everyone now ready to up their pace at a circuit that puts the cars on a knife-edge of speed and stability, the race at Spielberg isn't expected to be played out until the last pitstops of the race.

Set-Up and Layout

The A1-Ring has a simple lay out, and as a result is not demanding to the driver. Its fast straights and low gear (mainly second and third) corners do not place great emphasis on his skill. What the circuit does demand is careful set up; the cars need power and low drag to gain time on the three main straights, and then grip and downforce to get them into and around the corners. These two demands are diametrically opposed; one robs from the other.

The lap starts with a straight leading into the tight second gear Castrol curve, the scene of Nick Heidfeld's big impact with Takuma Sato last year. The pitlane exit joins the circuit on the main straight and slight kink leading up to a first gear corner Remus curve, which is actually more of a hairpin, the exit of which marks the end of Sector 1.

Sector 2 starts with the Gosser curve, taken in second gear, and opens up into the third gear 180-degree corner sequence of Lauda and Berger curves. The following straight is split by the beacon for Sector 2 and the start of the only fast corner, taken in fourth at over 200km/h, either leading back onto the start/finish straight or into the pitlane.

All weekend the drivers will be at work with their engineers perfecting a set up for the conditions; these conditions will change as the green track rubbers-in and climatic conditions vary. Those unable to get a good set up, whether through lack of track knowledge or a small set up window, will be punished. Qualifying will demonstrate this; with only one lap available to each driver a poor prediction of the conditions will result in a slow lap time, and it will already be too late to make changes for the race. Moreover, the lack of changes allowed between qualifying and the race will mean an inability to lower wing levels to improve speed for overtaking on the straights.

Low drag wing set-ups will be run, particularly from Renault and the other teams adopting complex 3D rear wing design. New engine specifications will also be debuted here to enhance the all-important top speeds; their reliability is important, as the throttle is open for about 70% of the lap, the highest percentage for any circuit. The corners will require a lot from the brakes and mechanical grip in order to make up time in the slow corners.

Tyre wear is low due to the smooth track surface, and there's a fast pitlane so pit strategy will be split from one to three, depending on how quickly the tyre compound goes off and the penalty in acceleration with heavy fuel loads. As with so many races the tyre manufacturers will play a large part in determining the races result, the suppliers have to find tyres to give the grip in the slow corners and the durability to withstand the high loads on the straights and last corner.

Austrian weather can be varied, and although the forecast is usually hot and sunny the track being in the mountains means rain can close in rapidly, soaking the track and lowering ambient temperatures. This weekend should the weather turn wet, the tyre suppliers have been allowed by the FIA to bring a severe weather tyre to rectify the problems seen in Brazil.

A Lap of the A1-Ring with Alex Wurz

Powering along the start-finish straight at the A1-Ring you reach 190mph/305km/h in seventh gear, before braking hard on the uphill entry to the Castrol Kurve. Changing down through the gears you negotiate the right-hander at 71mph/115km/h in second gear, using the curbs on both the apex and the outside, you push hard on the throttle as you exit along the uphill back straight that leads to the Remus Kurve.

At over half a mile in length, this sees you reach 190mph/305km/h in seventh gear, before slamming on the brakes for the tight right of Remus, which is taken at 40mph/64km/h in first gear, the slowest point on the track. Another straight follows, with speeds reaching 186mph/300km/h in sixth gear on the run to the Gösser Kurve hairpin.

Braking is quite tricky here as the track drops downhill through the 180-degree right-hander, which is take at 55mph/88km/h in second. This takes you to a long right hand kink, which is easily taken flat out. In fifth gear you arrive at the Niki Lauda Kurve, which is negotiated at 108mph/175km/h in fourth. It has a blind entry which makes it difficult to gauge the entry speed.

A short burst on the throttle on the exit leads you into a right hander, the Gerhard Berger Kurve, which is taken at 108 mph/175km/h in fourth gear. It is important to hit the apex, as this curve has only one line with grip and a bump on the entry. At the exit the track flicks you into a slight right hand kink onto the final straight, which sees you reach 180mph/290km/h in seventh gear before arriving at the quickest corner of the track, the Jochen Rindt Kurve, a fourth gear corner which is negotiated at 133mph/214km/h.

A short burst of power then takes you to the tighter A1 Kurve where you jump hard over the inside curb. The corner is taken at 100mph/160km/h, before accelerating out and over the line to start another lap.

Team by Team

Ferrari

A win first time out for Ferrari signifies the F2003GA benefited from its extended testing. This doesn't necessarily mean that the cars second outing will be so easy, however likely it might seem. Judging by the signals sent out by the car in Spain the Ferrari will be one to beat in Austria; the car showed immense top speed with very little wing being run, and this should translate well on the A1-Ring's layout. But Ferrari suffered from tyre degradation in the Spanish heat; this will be a problem on the long straights in Austria.

While Michael Schumacher loves the new car, Rubens Barrichello has been unable to find the same times in the car; he has suffered from a lack of comfort as a result of the seating position being designed to suit Schumacher's more laid-back driving position. If Bridgestone's tyres perform well Ferrari will be on top; if not they will be fighting closely with up to three other teams. Schumacher can always be expected to be on top within the team, and this weekend Barrichello will need to follow him closely; if he doesn't he will start to fall away in the championship.

Williams

With poor downforce and grip, highlighted by the oversteer in Spain, the team have yet to sort out the new car. The car also hasn't shown the amazing top speeds of last year; this has been rumoured to be because of matching power outputs from Ferrari and McLaren, but it's more likely down to the team cranking up wings angles to keep the car planted to the track. Due to this Juan Pablo Montoya's race driving is not being shown to true effect, although Ralf Schumacher's weekends have shown a steady improvement. It's unclear what to expect from the team at the A1-Ring; Williams could be onto a race win, or they could slip further behind Renault.

McLaren

Having got the jump on the others in the first three races, the European season has seen the team take a knock backwards. Is the car lacking pace,? Are the tyres not well matched? Is the set up window too limited? Whatever the problem is, no result in Spain and the loss of the overall win in Brazil has sent McLaren backward, lost David Coulthard his place in the championship order, and placed Kimi Raikkonen under greater pressure. Both pilot's driving smacked of desperation all weekend, with unforced errors and great risks taken on the opening lap. Coulthard has been critical of the team both in the delay of the new car and the reliability of the old one while Raikkonen has toed the party line more, downplaying his position in the championship and rising iceman reputation. This weekend the car's grip, acceleration and power should give the team the basis to perform, but can they find the tyres and set up window to convert that into race results?

Renault

With exceptional performances from their drivers in Spain everything appeared to click for the team. For Austria they openly admit the circuit will not suit them, but if the new engine step proves reliable it should help their mechanical set up and aero efficiency reap rewards. If allied to a riskier race strategy, Austria could see them spring a surprise in the race. Fernando Alonso got a lot of credit for his strong drive in Spain while Jarno Trulli never got to show his race craft, but his matching of Alonso's pace on Friday showed he can easily match the Spaniard over one lap. Even without a Barcelona-type performance this weekend, double points finishes will reinforce the teams' strong position in the championships.

Sauber

Continuing their low-key season, Sauber have not capitalised on their Ferrari engine. Heinz Harald Frentzen's more extrovert driving to wring quick lap times in qualifying suggests the car isn't responding to set up changes although, that said, Nick Heidfeld seems to be matching Frentzen's pace with more sober driving. Once more Sauber need to prove themselves this weekend.

Jordan

Jordan have slipped from the high of being awarded a win in Brazil to their poor performance in Spain, albeit one rewarded with the first points for Ralph Firman. Poor reliability from the supposedly well-tested Cosworth engine has been paired with poor chassis performance; the need for so much downforce has resulted in drag sapping the car's straight-line speed. This weekend may well be much like in Spain, with poor qualifying performances being flattered by persistence and other team's misfortune in the race.

Jaguar

With the Pizzonia-Wurz debacle now sorted in the former's favour, things should get back to normal for Jaguar in Austria. After proving the team can run one car close to the top three teams in qualifying it is now up to them to improve its race performances. Mark Webber has had some doubt shed on his race skills over the past few races. It is clear the Jaguar is not a front running 'race' car just yet, especially with the car's inability to use launch control to actually launch from the grid. If the car can back up its apparent grip and power with race results in Spielberg, then many critics will be silenced.

BAR

With the cars virtues exposed in Spain, for Jenson button at least, the team can now be more positive. This good news needs to be tempered with Jacques Villeneuve's reliability issues and his inability to match Button's more stable set up; Villeneuve is still driving around the car. Villeneuve's resultant sulks and outbursts are likely to further stir up the driver feud kicked off at the season's opener. With a good set up allied to a sensible race fuel strategy, this weekend should reap more points.

Minardi

With no money, decent tyres, engine or chassis development, things look as bad as ever for Minardi, but they always seem to come up with one positive note; this year it's been Justin Wilson's amazing starts. Running without launch control, Wilson has exchanged his usual rear of the grid placing for a midfield position by the end of the first straight. Quite how this is possible is not known, as teammate Jos Verstappen hasn't been able to match his efforts. With race finishes now more of a certainty, Minardi can expect to be around for points should the worst happen to their rivals, something they missed out on earlier this season. Austria will not suit the Minardi; without the power to cope on the straights, any places made up at the start will be retaken next time around.

Toyota

Some light was seen at the end of the tunnel for Toyota in Spain, and in many ways the A1 ring will suit the team; it is down to the team's performance over the weekend to reap the possibilities from the car. The team has been let down by poor reliability, in particular after pit stops; this trait was seen on the BMW engine in its early stages. Cristiano Da Matta is slowly proving his worth with his race results stymied by the car; Olivier Panis has always given his best, but this has not being rewarded so far.