Following three action-packed flyaway races, the Formula One circus arrives in Imola for the first race of the European season, where the tifosi will be hoping for a Ferrari revival as their rivals aim to stop them. Craig Scarborough previews the event and all the teams that will take place in the fourth Grand Prix of the 2003 season

For the traditionalist the season starts here. The three flyaway races were simply a task for the teams to complete, far away without the usual factory back up and with long haul flights deterring drivers and personnel from returning to Europe for testing and development.

The circuit layouts and weather do not correspond with the normal European climate and track layout; along with the limited preparation the teams have for the opening races, there is limited scope for comparison. Yet now with a sixteen-race calendar there are almost a third of the races outside Europe, and with new races scheduled for Middle East and China this view will have to change. As will the re-flagging of races to allow some countries to host two races; Monza and Imola in Italy, Hockenheimring and Nurburgring in Germany and Magny Cours and Monaco in France. If the F1 map changes we may lose some classic race circuits, and Imola is certainly one of them.

San Marino is a principality within Italy, a separate state; despite this, and due to the principalities tiny geographic area, the San Marino F1 circuit is outside its borders. Located in nearby Imola, the circuit briefly hosted the Italian Grand Prix. But whatever flag the race flies, the circuit is Italian; the layout, the fans and the organisation all bear Italy's trademarks.

After three races, with rain predicted but ultimately holding off in Australia, several shunts in Malaysia decimating the field and farcical conditions in Brazil, we still have no grounds to base dry race performance on a permanent circuit. What we have been able to observe is the teams adaptation and improvisation in the face of changing rules and weather conditions. Clearly McLaren have shown they were able to cope with these changes; developments to last year's car with this year's tyres and engine have been a potent package in the races.

The pace of the package in the race has given the drivers a win a piece and a strong placing in the shortened Brazilian race. Ferrari meanwhile has shown their speed in qualifying and in the races, when the going was good. Qualifying has proven to be Ferrari's trump card; Bridgestone and Ferraris tactics have seen them stumble in the races. Williams have yet to get on terms with either of these teams and are being hounded by Renault, who have used the extended Friday practice to full effect.

The midfield appears inseparable; Jordan gets an honourable mention for being in the right place at the right time in Brazil for a win, but their pace otherwise is solidly midfield. Jaguar had a strong run in the wet Brazilian weekend, but like Jordan they have had one car joining Minardi towards the rear of the grid. Sauber and BAR have been getting the results in, leaving only Toyota without a pigeon hole to fit in, having neither the pace or reliability to position more accurately.

It's very early to talk about championships, especially as the top two teams have yet to unveil the new cars at a race weekend and as one good result has a proportionally large effect on the standings. Yet McLaren's lead in the championships give them some breathing space for new troubles, while Ferrari are bundled with the midfield on points.

Set-Up and Layout

The Imola circuit has a tight layout, with a fast straight leading into Tamburello before a sequence of medium to tight corners and chicanes. Like the race at Interlagos the circuit runs anticlockwise. Despite the quick opening sector the circuit places greater demands on downforce and grip, especially cars that can carry speed over the kerbs through chicanes; this will be no place for stiff suspension set ups. Accurate turn-in after heavy braking is required for several corners, and will be the key for a quick qualifying lap.

While suspension and aerodynamic configuration is pointed towards the slower sections, the track also demands lots of power. This is to carry the car up the several hills and gradients, particularly the steep climb after the Acque Minerale chicane up to the Variante Alta chicane. As for qualifying and race fuel strategy, the pitlane is short and either two or three stops can be made to work. However, more stops are beneficial, as heavy fuel loads sap power on the hills and punish the brakes into the chicanes.

Weather for this time of year can be cold and occasionally wet, although the weather is forecast to be fine for the weekend. Even so the cars will still be able to run less cooling outlets in the search for reduced drag up the gradients. This cooler weather will also demonstrate if Michelin have been able to get the tyres working better at low temperatures. Winter testing suggests Michelin will no longer have a handicap in these conditions, yet Bridgestone could reasonably expect to have the better tyre overall.

A Lap of Imola with Alex Wurz

Accelerating hard along the short pit straight at Imola, you reach 180mph/289kph in seventh gear as you wind through the scenic Italian countryside. You brake hard for the left-right-left Tamburello chicane, which is negotiated at 75mph/125kph in second gear through the left-hand entry. You lift slightly for the middle of the chicane, a right hander, and as you exit the final left flick, you push hard and flat on the throttle, achieving a speed of 185mph/296kph in seventh gear along the straight that leads to Villeneuve.

The left-right chicane is taken at 105mph/170kph in third gear. A short burst of power takes you down to the tight left hairpin of Tosa, which is negotiated at 55mph/88kph in second. On the exit you climb up the hill towards the flowing Piratella. Powering up through the gears, you reach 175mph/281kph in sixth gear along the straight before hitting the brakes for the 125mph/201kph bumpy left-hander. The track then drops downhill, this sees you reach some 165mph/265kph in sixth gear before dabbing the brakes for the slight left hand flick before braking hard for the bumpy right of Acque Minerali, which is taken in second gear at 70mph/110kph.

Accelerating out of the Acque Minerali, your speed increases to 165mph/270kph in sixth gear on the straight that leads you to the Variante Alta. This chicane is negotiated at a minimum speed of 75mph/125kph in third gear and sees the cars riding the curbs quite hard. This leads you onto another straight, which sees your speed increase to 178mph/286kph in seventh gear. Braking for Rivazza is quite difficult and hard for the brakes as the track drops downhill, the double left swings you round 180 degrees and is taken at 60mph/100kph in second.

On the exit you accelerate hard along the Variante Bassa straight, which sees you reach 180mph/290kph in seventh before braking hard for the right-left flick of Traguardo. Taken in second gear at 59mph/94kph, the final chicane flicks you back onto the start-finish straight to begin another lap.

Team by Team

McLaren

McLaren will undoubtedly be on the pace this weekend; they have the cars handling and power to take the win, so it will be down to Michelins comparative performance against Ferraris Bridgestones that may decide the race. Qualifying is not expected to be the best session for McLaren, but their long fuel range could see the team run less stops if they can keep up the pace.

Any rivalry between the drivers has been kept professional so far, and either driver could take the win. Both of them have suffered errors on qualifying laps and conversely deliver stunning overtaking in the races. There's a strong feeling McLaren could score a one-two result this weekend.

Renault

Renault's pace of development and reliability this year have only been matched by their innovative strategies and driving skills. Appearing to be a team on the move, they have threatened the established top three at every race. Imola's slower sections will reward the two drivers; they enjoy excellent traction braking and ride, but even with clever rear wings the engine's lack of power is now obstructing their progress.

Fortunately reliability has been good; now the French engine factory can concentrate on regaining the ground lost while solving the vibration issues on the wide-angle engine. Alonso will be fully recovered from his accident in Brazil, and he has been hard pressed by his teammate; the hype building up around Alonso is likely to overshadow Trulli's improved race performances.

Tied to Michelin's luck this weekend, as are McLaren and Williams, the team can predict points but probably no more then a few should the race be dry and interrupted.

Ferrari

After announcements in Brazil that the F2002 had run its last race, a late decision by the team has seen the F2002 resurrected while problems with the F2003GA are rectified. A mechanical weakness in the front-end has lead to suspension failures in testing; these are believed to be more than wishbone failures.

On top of this the engine, with its slightly narrower V angle, has suffered vibrations and caused more failures in testing. Ferrari have always said the new car will not be raced until it delivers a better lap time than the F2002 (which is has already done) and match its reliability (which it has so far failed to do). Expect to see the new car in Spain.

Meanwhile the F2002 saw its first double retirement in Interlagos; Schumacher through aquaplaning off at Turn 3 and Barrichello's inexplicable running out of fuel. Ferrari are being pressured, and the cracks are showing; we've had three races where Ferraris flexible strategies (which should have been expected to deliver wins) have been outthought by McLaren and even Jordan.

Imola should suit the F2002 as much as any circuit; its deficit in acceleration to the McLaren onto the straight in Brazil was surprising, but may be as much a result of traction/tyre issues a engine power. Tyres played a critical role in the F2002s pace last year, and this year the car has never shown the same poise in either drivers hands. Imola will be a damage limitation exercise for Ferrari; they will need to shadow McLaren for fear of falling further behind in the points.

Williams

After three poor outings, in some respect the pressure will be off at Williams; they could be expected to struggle in Imola, as it is a circuit the team have traditionally struggled on. A heavy testing schedule, and a flow of developments from the factory, give the team optimism that the basic FW25 package isn't as bad as suggested, and the car has yet to show its refined aerodynamics at a race.

Their poorer qualifying performances and large fuel tank suggest a two stop race strategy, but if Williams can get the Michelins to work along with the revised car then podiums are possible, but only after a committed drive through the field. Each driver has shown failings this year; Schumacher's poorer qualifying reflecting badly against Montoya, where Schumacher's better race drives show up his teammate. One Williams will star in the top six in both qualifying and the race, but its unlikely to be the same driver.

Jordan

One of only two teams to win a race this year does not seem to reflect Jordan's actual pace this year. The car seems to have a lot of potential but a lack of grip; when the cars handling is balanced it matches Sauber for looking fast while going slow. But with the reliability the Ford engine provides progress is being made.

Hopefully a repeat of the suspension failure will not occur this weekend and allow Firman to find his feet. One can only wonder at Fisichella's state of mind after winning his first race on the road, and then losing it before the podium ceremony, only to be officially awarded it before his home race. Imola will probably not see a repeat of this performance, but points should aid Jordan's position in the championships, already bolstered by Fisichella's ten points.

Sauber

Possibly near the limit of their cars potential already, Sauber have reaped points through good drives and reliability, but do not look to be ready to take the fight upwards. As ever, the Sauber suits the forthcoming circuit so the car should look good, even if the lap times do not reflect that. Frentzen and Heidfeld have a strong rivalry that has been kept at a safe level, one fears that a race incident might be brewing between them as the season wears on and they find themselves fighting each other for placings. This weekend should see them fight closely once more, and maybe for the last few points.

BAR

Imola is a fine place to receive an engine upgrade, and BAR have a new spec Honda for this weekend. Having acquitted themselves well in the opening rounds BAR can expect to go to Europe aided by better-suited Bridgestone tyres and more accommodating circuit layouts. Driver rivalry will extend to the European season, and so far has seen both drivers pushing all weekend; perhaps the spat between Villeneuve and Button has just been a creation of Dave Richards to motivate them in the races?

Jaguar

Interlagos' performance may not be a flash in the pan, but the team cannot reasonably assume that front row qualifying will be the norm in Europe. Yet it is fair to say some progress has been made on the cars handling, reliability and power output. Mark Webber's stock will also have risen; his pace all weekend was outstanding on the Michelins. Pizzonia's confidence will have risen as well, as his general performance last weekend was above par for him so far this year. Imola's technical nature and power demands may push Jaguar further back, but they should be able to get into the top ten qualifying and maybe a points finish.

Minardi

Unable to find luck when the track conditions have been unpredictable, Minardi may have already lost their best chances of results this year. The car is clearly slower than the rest of the field, but being able to take the car off the grid and into the pits before races for refuelling and altering set up is an opportunity Minardi have that no other team can afford; without a decent grid slot to risk Minardi will start from the back of the field whatever their strategy.

More predictable European race weekends will not suit this strategy, and the heavier demand on handling and power will see Minardi as far back as ever. Verstappen's performances have been shadows of what was expected, while Wilson's fantastic starts make up for his poor qualifying runs.

Toyota

If Toyota have truly made progress with their car since last year then Imola will be one circuit where it will show. Toyota's engine power is in no doubt (high speed trap times prove its output) but when asked to run over bumps or kerbs the Toyota gets confused and lap times suffer; this year Panis' car has look awful over bumps, running very stiff. Last year this was due to an unstable aero design requiring stiff suspension to keep it in check, this year's car has had aerodynamics developed to overcome this issue, so problems this weekend will bode badly for the team.

Panis loves the one lap qualifying sessions but struggles to get the best lap out of the car, while da Matta finds lots of time in the opening sectors of the run only to lose them later in the lap. Race performances have been blighted by a reoccurring fuel problem or incidents, so a clear run in this race will be the first chance to see Toyota's real metal.