#786 – F1 and the British Car Industry

Motorsports fans the world over are gearing up for another season of Formula 1, where 11 teams will race round and round for an hour or two, in 24 different weekends from now until December. At least that’s true at time of writing – with quite a few races in areas which might be a bit unsafe given recent events, time will tell.

Formula 1 is having a real purple patch – energised by Drive to Survive and the Pittfest F1 movie, the US market in particular is booming, with 3 races taking place there this year. Contrast that to the Americans’ historically lukewarm reception for F1, and the disastrous low point of the 2005 race where 70% of entrants retired before the start.

Global audience figures are booming, with younger and more diverse fans, and the teams are increasingly valuable – even the backmarkers are worth billions, with valuations growing by 30%+ between 2024 and 2025.

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Cadillac have entered the fray, launching their car livery during the Super Bowl with engines from Ferrari, the factory in the UK and drivers from Finland and Mexico. Not exactly the All American team so far, then, but it’s said they have spent over $1B already and the car has yet to race. They have a goal to grow over the next few years, build a GM powertrain and have engineering excellent at Indianapolis and Silverstone.

New rules – new threats/opportunities

2026 marks a new era in other ways – there are a variety of significant technical changes to make the cars smaller, lighter and more racy while also trying to be sustainable. The fuel being used is 100% renewable, though there’s still the small matter of all the kit that needs to be flown around the world to stage the show…

The radical changes to the cars could shake up the order somewhat – will Lando retain the drivers’ championship or could a resurgent Red Bull bring Max back into play? Can Ferrari’s crazy 180 degree rear wing slip Lewis to title #8…? When the rules all change, the genius of designers taking different approaches to beating them sometimes delivers some unlikely winners – as covered previously with Gordon Murray and the Brabham team, in #778 – Out of the box thinking IRL.

It’s said the driving experience is quite different as 50% of the cars’ power will come from batteries, meaning the driver needs to be continuously harvesting and deploying energy rather than pinning the throttle open and going full tilt all the time he can. “Management” might be the word to describe it, and not every driver is thrilled about that.

75+ Years in the making

Formula 1 celebrated its 75th anniversary in 2025, and despite the fact that the French basically started motor racing (that’s why they’re grand prix, after all) and the governing body, the FIA, is based in Paris, the centre of gravity for Formula 1 and associated motorsports technologies is firmly placed in England. The first F1 race was at Silverstone, and many of the teams have significant bases nearby, even those which are nominally based overseas. The talent pool of engineers and component suppliers acts like a gravity well, meaning if you want access to the best talent and technology, that’s the place to be.

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See the map on https://gemini.google.com/share/71467fece82c

Teams have come and gone in the past; it’s an expensive exercise to design, build and operate the cars in a global sport, though some of the best-known names have been around for a while.

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Source: Formula 1 on X

Cadillac joins as the 11th team, and Sauber is rebranding as Audi and bravely debuting their own engine too. McLaren use Mercedes engines, even though they arguably compete when it comes to road cars, and Williams also uses Merc.

Since Renault decided to ditch its own in-house engine, Alpine, their sporting brand, has also switched to a Mercedes power unit. Red Bull and Racing Bulls have moved from Honda power and are building their own, with some help from Ford.

Aston Martin hired the most successful designer of F1 cars ever, Adrian Newey, and switched to Honda from also being a Mercedes customer (yet remain so elsewhere, as Aston’s road cars have been using AMG/Mercedes engines for a while). Despite Honda winning recently in the back of a Red Bull, they are arguably a year behind everyone else and the pre-season tests don’t show the Aston Martins in good light.

Ferrari engines power the Scuderia’s own team as well as Americans Haas & Cadillac. In fact, Ferrari is the only team whose cars and engines are developed outside of the UK. The Italian car industry has some symmetry with Britain’s – formerly proud brands competing for the soul of the consumers of the 1950s and 60s have either been lost, swept up inside the likes of Stellantis, or they’ve gone even further upmarket. Ferrari’s cheapest road car starts at over £200K.

The current state of the British Car Industry

Sadly, if F1 and the wider motorsport sector is doing great guns, the car manufacturing industry in the UK is not in good health. It’s been on the decline for years, decades even, but a combination of the hokey-cokey of US tariffs, electrified competition from China combined with high energy prices, a near-£2Bn cyber-attack, cost-of-living miasma and Brexit, have all conspired to seemingly make things worse. Is it all too late?

In the 1970s and 80s, the UK was quite proud of cars that were made locally – many families chose either Ford or Vauxhall as their brand, and even if some were assembled in Europe, engines and other ancillaries were often built in England. Vauxhall is now part of Stellantis and has shuttered UK production, while Ford has managed to kill off both the Focus and Fiesta which topped the sales charts for so many years. Despite formerly having the biggest car plant in Europe, Ford of Great Britain hasn’t built any vehicles on shore for well over a decade.

Ford is still managing to shift a good amount of its Romanian-built Puma, and Nissan manages to occupy a couple of places in the top 10 with it’s UK-assembled Quashquai and Juke, so it’s not all bad news.

Niche and luxury don’t always pay

Over the years, several British brands have staked their long-term survival on moving upmarket and selling to a more international, luxury or performance focussed crowd. A new “Full Fat” Range Rover starts at over £100K, more than twice what the venerable L322 cost when it was first launched 24 years ago – even accounting for inflation, that’s still 20%+ more. Land Rover has had some good years with international customers, though the devastating cyber-attack which downed production for weeks and its sister brand Jaguar comprehensively scoring an own-goal hat trick as it stopped making cars entirely, to focus on building a £100K+ electric GT, isn’t putting the Tata-owned JLR in particularly good shape.

Sporting cars, for which Britain is somewhat historically renowned (as Mazda recognized when it built the original MX-5 in homage of the 1960s Lotus Elan), aren’t faring much better. Lotus has lurched from one crisis to another for most of its life, and betting big on 2.5 tonne electric SUVs and grand tourer saloons hasn’t really worked. Its Hethel HQ was rumoured to be closing until HM Govt seemingly got involved, but the UK-built Emira sports car that was conceived to take the fight to Porsche is now knocking on the door of a Hundred Grand if you want one that sounds as well as it goes.

While other venerable British sporting brands like Bentley seem to be doing OK by selling luxury barges and Chelsea Tractors, other well-known names are fighting for their lives.

The road car division of Aston Martin is shedding 20% of its workforce in an effort to stop losing money – it’s quite sobering to think they shipped 5,500 vehicles last year but lost £364M – in other words, managed to lose nearly £67K on every car it sold, and that’s on cars that increasingly cost the thick end of £200K.

Ultra-luxury brands like Rolls Royce seem to manage to weather the storm by selling outrageously expensive vehicles to discerning/tasteless & mostly overseas buyers, with profitability increased by heavy focus on pricey and bespoke customization of the cars. Whether the situation in the Middle East puts a long-term dent in their growth remains to be seen.

Clearly, COVID hurt UK manufacturing and it started to rebound but any recovery looks pretty shaky.

Let’s hope that a declining and more specialist manufacturing industry doesn’t inversely follow F1’s gravity effect, by having a brain drain away to the regions who continue to do it well.

#784: Automatic for the People

Following on from last month’s missive (#783) on internal competition, we’re going to look at a case where it may have successfully spurred a company, and an example of surprising collaboration between erstwhile competitors.

Also, how is it 33 years since R.E.M. released AFTP?

The world’s first automatic chronograph watch

In the 1950s and 60s, clock and watch making was a hotbed of innovation just like the automobile industry  and the race for space. New designs and technologies were coming thick and fast. Quartz crystals and batteries were still way out on the horizon, so the Swiss-dominated mechanical watch industry took great pride in building very precise instruments.

Open the back of a mechanical wristwatch and you’ll see many tiny components meshed together to make a little engine that measures out time and moves the hands on the dial appropriately.

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An Omega 321 movement, as found in the Omega Speedmaster watches which went to the Moon

Everything is generally driven by a coiled spring which is tightened and powers the whole “movement” as it unwinds in a controlled fashion. Manually-wound watches usually need a few turns of the “crown” on the side, perhaps every day or two. Many clocks work the same way, but with a larger spring might only need a few minutes of winding with a key every month or so.

Though pioneered in the late 18th century, automatic watches (which wind the spring through harvesting energy from the movement of the watch on the wrist) really took off in the early part of the 20th century. If you can see the movement of an automatic watch – either through the see-through “exhibition case” sometimes fitted, or by taking the back off it – it will often have a large “rotor” which swings back and forth as you move the watch on your wrist. You might feel or even hear it moving.

An automatic Rolex 1560 movement from the early 1960s

The rotor signifies that the dreadfully tiresome task of winding your watch every day was dispensed with. But some fancier watches with additional “complications” still had to be manually-wound; perhaps most notably chronographs, watches equipped with a stopwatch function.

Early “chronograph” clocks and watches were so called because they recorded the time using ink on the actual dial – making an ink mark or arc to record how long an event (like a horse race) lasted.

Necessity is the mother of invention

Wrist-worn chronographs (which only show the time, not write it) were popular in the 50s and 60s, especially amongst sporting types, perhaps inspired by famous racing drivers like Stirling Moss, Jim Clark or Dan Gurney.

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late 60s Rolex “Cosmograph” advert, egging-up the association with fast cars and watches

Go-faster watch companies even named their products like Speedmaster, Daytona (after the Floridian racing circuit) or Carrera (after the Carrera Panamericana race).

But all of these famous chronographs were manually-wound. There was clear demand for the thrusting racy gentleman to have a stopwatch on his wrist that wound itself. Unfortunately, the technical challenge of building such a complicated mechanism that was small and robust enough to wear comfortably was tough.

It was common for watch makers to buy-in the movement they fitted to their watch, just as they’d have the dial made by a specialist, the case fabricated by another and so on. Think of it like a boutique car maker producing a vehicle using an off-the-shelf engine from an external manufacturer. Even major watch producers at the time, bought watch movements from “ébauche manufactures” like Valjoux, Lemania or Venus, none of whom had the resources to dedicate to producing an automatic chronograph. The famous Paul Newman Daytona – auctioned for $15M+ – had a manual-wind Valjoux 72 movement.

So began a famous collaboration between companies that might otherwise be seen as competitors – the watchmakers Breitling, Buren, Hamilton and Heuer got together with  Dépraz, who made components for movements, to form what is now known as the Chronomatic Consortium.

Buren had pioneered their own automatic movements which had a “micro-rotor” rather than a big plate half the diameter of the watch. Dépraz had a chronograph module which they figured could be adapted to essentially bolt on to a variant of Buren’s base movement, thus giving them essentially two mechanisms powered by the same spring. In order for them all to fit together, the crown for setting the time had to be on the opposite side to the pushers that worked the chronograph.

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A Heuer Carrera from 1969, with the Caliber 11 movement. Note the tiny micro-rotor on the upper right of “HEUER”

In 1969, Breitling, Heuer and Hamilton (who absorbed Buren during the years of development in the late 1960s) went on to launch ostensibly similar watches with the same basic “Caliber 11” movement within. Heuer’s are arguably most iconic, with the square-cased Monaco appearing on the wrist of the King of Cool, Steve McQueen, in the 1971 film, Le Mans.

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Steve McQueen supposedly chose the square Heuer Monaco to match the patch on his race suit

The story behind McQueen’s watch is quite fortuitous; Heuer had a name for sports timekeeping and sponsored various cars and race teams. When McQueen was preparing for the Le Mans film, he said he wanted to look exactly like pro driver Jo Siffert, so donned the same overalls with the big Heuer logo. They also supplied props for the filming including watches.


Heuer and the rest of the “Project 99” / Chronomatic group touted their watches as the world’s first automatic chronographs, though competitor Zenith had been working on their own in-house movement and were so confident they would be first, they launched it in a watch brazenly called “El Primero”.

Even though they’d been working on it for 8 years, and announced it in January 1969, it took Zenith until September ‘69 to start selling their watch, by which time they were more like “El Tercero”, as the Chronomatics’ Caliber 11 was already being sold under several brands, and unseen but coming up the inside on the rails was a company very far from the Swiss cartels, who had designed and built an automatic chronograph and started manufacturing AND selling it in early 1969: Seiko.

Taking on the Swiss

Founded in late 1800s, “Seiko” was in fact several companies under the family of its founder, K Hattori. As Japan opened up to outside trade and competition, Hattori-san started by importing and selling western clocks, jewellery and watches, before starting to develop its own in-house offerings.

After WWII, Seiko developed a diverse range of horological kit – the official timekeeper of the 1964 Tokyo Olympics, Japan’s first Automatic watch, its first Chronograph, first diving watch, even getting into high-end accuracy in watches such that they took the fight to the Swiss on their own turf. There were watch “trials” in Neuchâtel and Geneva in the early 60s, to showcase how manufacturers could produce watches of incredible accuracy. After a few misses, Seiko showed up and started wiping the floor – to the point where the highest profile trials were cancelled the year after. Maybe the Swiss didn’t like getting beaten so took their ball away and went home.

Seiko’s “warring factories”

Revisiting the theme of internal competition, one unusual aspect of Seiko’s approach was to have two completely separate factories, separate companies even, operating to win the same customer. Daini Seikosha, in Ginza, downtown Tokyo, and rural Suwa Seikosha, near Nagano, shared hardly any technical know-how and yet were seemingly pitching similar watches to the same customers. The short version of history is that they were out and out competitors, but a subtler take is that both Daini and Suwa were children of the parent, and expected to treat each other with familial respect, even splitting some tasks occasionally.

A somewhat unlikely source, tech company Atlassian hosts a great series of podcasts on telling stories of team working, and they had a really good 30 minute one from the depths of COVID time, on Seiko’s “Duelling Factories”.

It’s never really been satisfactorily explained why Seiko had two factories that shared so little. There are some examples where a watch developed in one was manufactured – perhaps only for a short while – in the other as well (maybe a capacity issue?), but allowing two separate R&D outfits to develop products that directly compete for the same customer seems like madness to most of us. Then again, look at vintage catalogs, and there are hundreds of pages of barely distinguishable watches, so maybe they just threw everything they could at the wall to see what stuck.

The race for space

The Suwa factory arguably won the race to make the first automatic chronograph; they had 6139-6010 model watches in production from January 1969. When Jack Heuer, CEO of the eponymous company, was exhibiting their first Caliber 11 watches at the Baselworld show in the spring of 1969, Seiko’s president congratulated him on their achievement, electing not to mention that Seiko had built their own, integrated, in-house automatic chronograph and had been already selling it for months, at a fraction of the price of the Heuers, et al.

The 6139 chronograph went into numerous shaped watches over the decade or so of production, famously adorning the wrists of Bruce Lee, Flash Gordon, even making it as the first automatic chronograph in space via the pocket of Col William Pogue. What later transpired is that Pogue’s mission Commander, Jerry Carr, was sneaking aboard a Movado chronograph too. Movado was a sister brand to Zenith, and its watch ran on Zenith’s 3019 PHC “El Primero” movement. So a dead heat to be the first in zero gravity, then.

In the meantime, the Daini Seikosha factory had been working on its own, thinner and slightly more exotic, automatic chronograph movement – the 7016. Sharing no components whatsoever and being of quite different architecture to the 6139, the 7016 was a few years later to market and arguably missed the buzz of its sibling. As such, 701x watches are a good bit rarer.

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Seiko 6139-6001 from October1970 – note the Suwa logo below the hands just above the subdial
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Seiko 7016-5001 “Monaco” from August 1974 – the Daini logo sits just below AUTOMATIC at 9 o’clock

Both movements were integrated, i.e. designed from the outset as automatic chronographs, rather than bolted together such as the Chronomatic Cal 11. The 6139 was the first chronograph to use a vertical clutch, an advanced coupling mechanism now the norm for high-end watches from Rolex, Patek Phillippe and so on. The 7016 has a sub-dial register which counts both hours and minutes, has a horizontal clutch but features a flyback mechanism and was the thinnest automatic chronograph movement for 15 years. The more popular square-ish case shape also leads to its nickname, “Monaco”, after the Heuer model.

Taken from 1972 JDM Seiko catalogs
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Maybe they were aimed at the same customer, though the 7016 was around 38% more expensive than an equivalent 6139. Presumably available side-by-side from the same retailer. What were they thinking?