At almost two thirds of the way through the season, the competition for both Championships is white-hot. Can Williams maintain their current form, or will Ferrari or McLaren take a much needed win? Atlas F1's Craig Scarborough previews the British Grand Prix and the teams that will take place in the eleventh Grand Prix of the 2003 season

Set in the flat countryside of middle England, Silverstone is home to the British Grand Prix. Despite revisions on an almost annual basis, Silverstone joins Barcelona as one of the definitive F1 circuits; it is used for testing by over half of the grid, due to its proximity to the British teams as well as its challenging layout and abrasive surface, which is ideal for tyre and aerodynamic testing.

This classical fast cornered layout now ends a run of medium-fast tracks; the strangulated Hockenheimring and the loss Spa from the calendar now has Silverstone followed by two slightly slower races before the flat out blasts at Monza, Indy and Japan. This also highlights the late stage we are at in the season, the championship surprisingly close with the rise of Williams' fortunes in the past four races.

It is likely that Williams' form could continue in Silverstone; this was the testing venue where Williams finally unlocked the speed from the FW25 and gave rise to their improvement in the championship. McLaren also are Silverstone regulars, but have often opted for the warmer weather and longer testing days that Spain provides. Ferrari rarely test at Silverstone; they have made only one appearance there this year, albeit with three cars almost constantly on track. Renault's limited testing has been split between here and Spain, and their horsepower deficit not withstanding the technical nature of the circuit is expected to suit the Renault. This should make for another close race between the top four teams, as will the unpredictability of British weather, which this week has seen records temperatures that are expected to turn into heavy storms in time for the race.

The midfield is expected to see a shake up this weekend, as many teams are debuting their revised aero and chassis packages. As many as three or four teams are believed to be bringing revised cars to the race.

Politics are also expected to raise their heads if Minardi's Paul Stoddart goes ahead with his threat of action against the withdrawal of the "fighting fund" and protests the other none teams traction control systems. This is expected to be cleared up before the on-track activities begin, but will draw lots of attention in the build up to the race.

Bridgestone, the Fightback?

It is commonly believed that part of Williams improved form, and McLaren's re-discovered pace in the MP4-17D, is down to the improvement in Michelin's tyres. This is probably the first time Michelin have been at an advantage over Bridgestone in normal conditions since they re-entered F1. Of course the past few races have not been totally normal, with Monaco an oddball circuit and the last three races having wet opening sessions before a dry race. Regardless, Williams have flexed their muscles over Ferrari, who have in turn been pressured by McLaren. With tyre development being extremely secretive, and none of the changes being notable visually, how Michelin has found this gain is open to debate.

Developments in shapes, structures and compounds have aggregated to see this gain. Michelin are known to run a wider front tyre, giving more grip for more aerodynamic drag, and are rumoured to have found a work-around to the disadvantage of the outer grooves in fast corners; this has been quietly admitted to by Michelin, but few details have yet emerged.

Bridgestone have been accused of complacency, although they have completed just as much testing as their French rival. Bridgestone's strategy has been to focus on their lead team (Ferrari), and tyre developments from these tests filters down to the customer teams (Sauber, BAR, Jordan). Ferrari has set up a dedicated tyre team, with Felipe Massa doing a lot of the initial development work. Thereafter, the race drivers make the final selections in testing. It has long been suggested that this strategy is proving Bridgestones downfall, with the customer teams not being competitive enough. Additionally, the emphasis on Massa doing the lions share of the tyre work may have a side effect if he is not up to doing the jobs at this level. Massa was well known to be a tyre wrecker at Sauber, and prone to driving around handling problems than working on set up.

With Massa as a source of bad data, Bridgestone and Ferrari's fortunes are falling, leading to speculation that Massa will return to a race seat away from the expected Ferrari drive. Bridgestone made a concerted effort to redress the balance during testing last week, working with all their teams over four tracks (Barcelona, Vairano, Mugello and Fiorano), and assessed a new range of tyres developed since the major Silverstone test a month ago. This new range includes a wider front tyre, plus a range of new constructions and compounds, some of which will be brought to the race this weekend.

Set-Up and Layout

Silverstone is typified by fast straights leading to abrupt yet quick corners; aerodynamic efficiency is paramount, as is a stable mechanical platform to control the aerodynamics. Brakes need to cope with several big stops, and tyres have an abrasive surface to cope with which is similar to Barcelona. In the race two stops are expected to predominate over the previous one-two stop options in order to get a lighter car for qualifying. Two corners, the super fast flick through the opening corner of Copse and the right-left-right sequence at Becketts, provide the highest changes in lateral G of the season; from 3.9Gs on entry then 3Gs the opposite direction (a total change of 7Gs), and then another 3Gs each way. After this the car stutters on its traction control towards the back of the circuit, where several heavy stops are required into the fast 90 degree corners, before the car passes under Bridge (of which there are now two) and in to the slow Luffield complex, which sees the cars in a lengthy wait to get back on the power through Woodcote to finish the lap.

A Lap of Silverstone with David Coulthard

A flying lap of Silverstone begins with the extremely fast and challenging Copse Corner. You arrive at the right hander at 181mph/290km/h, before dabbing the brakes, with your speed dropping slightly to 165mph/265km/h in sixth as you swing through the bend, which is off-camber at the exit.

A short burst of power takes you to one of the best complex of corners we have at any Grand Prix track, the Maggots-Becketts-Chapel S-bends. You have to be careful as you reach Maggots as this is where you drive past the pit exit, however throughout the complex you maintain speeds of 131mph/210km/h to 176mph/285km/h as you take the sequence of right and left flicks flat out, before being swung onto the fastest section of the track, Hanger straight. Taken flat out with a top speed of 190mph/305km/h in sixth gear, this long blast leads to Stowe. Due to the late nature of the apex you are braking all the way into the corner, flicking down the gears to 112mph/180km/h to negotiate the right-hander. The worst thing you can get here is understeer as it will affect your lap time a lot in that particular corner.

You then roll out into a very straight forward exit along Vale that takes you down into Club, reaching 175mph/280km/h before braking for the long right-hander. You can develop a bit of oversteer here, as you accelerate through the corner reaching 130mph/210km/h. Then there is a straightforward acceleration from second to sixth gear out of Club Corner which has been made easier by traction control. Then you go down the short straight to the left of Abbey Corner, which is taken in third gear, at 75mph/120km/h, has a very fast entry and is a good place for overtaking. There is a short exit before the flick right of Farm, and you then go up and over the hill into Bridge Corner, which is taken flat at 135mph/245km/h in fifth gear.

You then enter the Stadium Complex and some of the best overtaking opportunities on the track. It starts with a quick entry into Luffield in fourth gear. It's quite fun to drift the car out there and it tends to dance around with the back end. You come out of Luffield and get on the brakes straight away for the tight left of Priory, which is taken at 97mph/155km/h, and is immediately followed by the 55mph/88km/h second gear tight left of Brooklands, which sees you steer the car through 180-degrees.

The final corner in the complex is Luffield. Entering this long right hander your speed is around the 100mph/160km/h mark in third gear, dropping to 65mph 104km/h in the same gear as you exit. The sweeping right of Woodcote is the final corner, you accelerate through the two apexes of the bend as you swing back round onto the pit straight to begin another lap of Silverstone.

Team by Team

Ferrari

The disappointing form of recent races is not due to any failing in the F2003GA, but rather its tyre disadvantage to Michelin. The cars handles and works as well as at any time, and even carries a small advantage in fuel range (just over a laps worth) for the crucial opening stint in the race. This loss of relative pace has brought the drivers in closer contention with the other top three teams, bringing driving errors and having race strategies ruined by being stuck behind a slower car, which has seen race pace drop yet further. Michael Schumacher can adapt and improvise, allowing him to pass cars during pit windows and even on the track but Rubens Barrichello, who has yet to gel with the F2003-GA, has struggled.

This weekend Bridgestone will need to find the right tyre from its new or old range to push Ferrari to the race win. Their lack of testing at Silverstone will hinder them, as will similar weather to recent races. Damage limitation against the improving Ralf Schumacher will be their key concern, should the tyres fail to deliver.

Williams

Williams pre-eminence in recent races stems from aerodynamic set up and tyre developments tried during testing in May-June, found as a result of a massive push from the team and its partners. With wins at similar classical circuits, as well as the slower Monaco, Williams may have the upper hand through to the end of the year.

Ralf Schumacher is trailing his brother by only eeleven points, which shows the volatile nature of the championship right now, and although taking the championship lead isn't possible this weekend, overtaking Kimi Raikkonen for second is almost certain. Juan Pablo Montoya's response to Ralf's recent run will need to be shown at Silverstone; he can have no excuses, as the car and team are in top form right now. The only black spot for the team would be reliability or inter-driver clashes on track.

McLaren

Pace from the MP4-17D continues to surprise; flattered somewhat by its tyres, the car's inherent advantage over the similarly shod Renault proves the pace goes beyond its rubber. There is still little visible development on the McLaren, but gains must be being made under the skin as the car has regained its lead over Renault and closed in on Ferrari.

But, as with Ferrari, it is largely one driver pushing the car to its best results; Raikkonen has found the speed in the car and the new race format while David Coulthard, awaiting confirmation of his drive for next year, appears lacklustre. Perhaps his home race, the site of previous wins, can motivate him to a more sparkling performance.

Renault

Fading is a term used to reflect Renault's form; whereas Williams and McLaren were once in their sights the team are very much stuck between the top three and the midfield. The threat of a race win has subsided, and the possibilities of seeing one of the drivers on the first two rows of the grid or on the podium are becoming more sporadic.

This loss of pace is in contrast to the very visible development that has occurred to the car; background politics and the loss of engine man Jean-Jacques His may have contributed to the problems, but the lack of testing has had a more direct effect on the factory's developments not translating into improved speed on track. Silverstone will suit the car, so the team will no doubt get the best from it, but they will probably fall short of challenging the top three.

Sauber

If the Swiss team can benefit from improved Bridgestone tyres and the recent aero developments then the team can re-assert themselves over BAR and Jordan. This will be a tough challenge against ongoing development from their rivals. Any increase in pace will need to be marked against reliability as well as the need for extra pit stops over their rivals.

Jordan

Expected to debut a revised car for this race the team's fortunes are receding, with only two points scores so far and even Giancarlo Fisichella struggling in qualifying. Silverstone may hold a home advantage for the team, especially if the opening session on Friday is washed out with rain.

Jaguar

Development work at Jaguar and its partners has been focussed on improving reliability as well as pace; this has paid dividends for the team, as shown in France. If Michelin carries over their advantage then Jaguar could press Renault for points. With Pizzonia having local knowledge, and a better car under him, he could break his F1 points duck in this race.

BAR

The other Bridgestone team with a new step in development to debut at Silverstone. Jacques Villeneuve's race finish in France will have buoyed the team's confidence but they are still delivering way below expectations. As is Honda, who have yet to field a engine with both power, drivability and reliability. But with a home advantage for the team, its drivers and partners, plus no threat of legal action from its debtors, the team can concentrate on putting in a more representative performance.

Minardi

Even without their team principal's intent of going to war with the FIA and the other teams Silverstone will hold no prizes for the team. Rain in the qualifying sessions may bring hope for an artificially raised position, but little prospects in the race.

Toyota

In France Olivier Panis finally got a good race result from the TF103 under his belt. Silverstone could reward the package if their revised aerodynamics come along in time; delayed by wind tunnel problems, the team have yet to really bring on developments for the car. This weekend should see the team consolidate on their singular success in France.