Mercedes driver Lewis Hamilton won the 2014 World Drivers' Championship with 384 points and eleven victories, ahead of his team-mate, Nico Rosberg who won the 2014 inaugural Pole Trophy. Mercedes secured their first Constructors' Championship in Russia, and finished the season with 701 points, 296 points ahead of Red Bull Racing.
Cosworth elected not to build an engine to fit the 2014 generation of regulations. This decision prompted Marussia, the only team using Cosworth engines during the 2013 season, to seek out a new engine supplier. They joined Ferrari's customer programme with Ferrari providing the team with both engine and powertrain for 2014 and beyond.
Williams parted ways with Renault after two seasons, switching to Mercedes power in what the team described as a "long-term deal". The deal came after Renault publicised their intentions to reduce their engine supply to three teams in 2014, before the French manufacturer ultimately settled on supplying four.
In the week before the British Grand Prix, Caterham F1 announced that team owner Tony Fernandes had sold his controlling stake in the team to a group of Swiss and Dubai-based investors. Former Midland and Spyker driver Christijan Albers was appointed as team principal, with the team declaring its intentions to continue competing under the Caterham name. Albers was himself replaced by Manfredi Ravetto, who admitted that the sale was necessary to keep the team on the grid. Ravetto was in turn replaced, this time by Finbarr O'Connell, who was appointed when the team was placed into administration ahead of the United States Grand Prix due to a dispute over the team's ownership. The team was later given a dispensation to miss the United States and Brazilian Grands Prix in order to resolve the dispute.
Faced with their own financial problems, Marussia were also granted a dispensation to miss the United States Grand Prix. One week before the Grand Prix, Marussia followed Caterham into administration. The team ultimately folded ahead of the Brazilian Grand Prix.
Nations that hosted a Grand Prix in 2014 are highlighted in green, with former host nations shown in pink.
The following nineteen Grands Prix took place in 2014.
The Indian Grand Prix was not held in 2014 following the devaluation of the Indian rupee and ongoing complications arising from Indian taxation laws, which had dogged the event since its inaugural race in 2011, with authorities classifying the Grand Prix as "entertainment", which under Indian law would have entitled the authorities to claim a portion of the teams' revenue as tax for competing in India, something they would have been unable to do if the race had been classified as a "sport". The race promoters initially came to an agreement with Bernie Ecclestone to skip the 2014 event and return to the calendar early in 2015; however, in March 2014, Ecclestone stated that the race will likely be pushed back to 2016 while the sport tries to resolve the taxation issue.
Car aesthetics proved controversial in 2014, with the demand for a low nose resulting in teams designing cars with a finger-like appendage—seen here in the nose of the Caterham CT05—dubbed the "alien" at the front of the chassis.
The 2014 season saw the introduction of a new engine formula, with turbocharged engines returning to the sport for the first time since 1988. The new engines are a 1.6 litre V6 format with an 8-speed semi-automatic gearbox. The rules dictate the use of a ninety-degree engine bank, with fixed crankshaft and mounting points for the chassis, while the engines are limited to 15,000 rpm. Individual engine units under the 2014 specifications must last for at least 4,000 km (2,500 mi) before being replaced, in comparison to the pre-2014 engines, which were required to last for just 2,000 km (1,200 mi). The engines, now known as "power units", are divided into six separate components: the internal combustion engine (ICE); turbocharger (TC); Motor Generator Unit-Kinetic (MGU-K), which harvests energy that would normally be wasted under braking; Motor Generator Unit-Heat (MGU-H), which collects energy in the form of heat as it is expelled through the exhaust; Energy Store (ES), which function as batteries, holding the energy gathered by the Motor Generator Units; and Control Electronics (CE), which include the Electronic Control Unit and software used to manage the entire power unit.
Under the previous generation of engines, used from 2006 to 2013, engines were subject to a development "freeze", which prohibited manufacturers from upgrading their engines. Faced with the complexity of the 2014 engines, the engine freeze was replaced with a points-trading system to prevent manufacturers from being unable to develop or improve their engines. Under the system, the individual parts of the engine are classified as Tier 1, Tier 2 and Tier 3, and are assigned a points value there within. Engine manufacturers are given a budget of sixty-six points, which they are free to spend on engine development, with points deducted from their budget depending on the parts developed.
The kinetic energy recovery system—known from 2009 to 2013 as KERS, and renamed from 2014 as ERS-K—is incorporated into the design of the engine and its usage increased; its function as a supplementary power source has been taken by the introduction of the heat-based energy recovery system (ERS). The ERS unit captures waste heat as it is dispelled from the exhaust turbocharger, using an electrical device known as a heat motor generator unit. This waste heat is stored as an electrical charge until it is used by a complementary system called the kinetic motor generator unit. This device is connected directly to the drive train to deliver the additional power in the most direct and efficient way. In combination with the ERS-K it gives drivers an additional 161 bhp (120 kW) for thirty-three seconds per lap, compared to the KERS units used prior to 2014, which gave drivers 80 bhp (60 kW) for six seconds per lap. This energy is released into the powertrain by the electronic control unit (ECU) to promote the most efficient and effective application of the power, but the driver has the ability to manually override the ECU and use the remaining available power instantly.
Teams were permitted to use electronic braking devices to manage the braking of the rear wheels as the increased power output from the ERS-K units made regulating the brake bias much harder than it had been previously.
Teams may no longer change their gear ratios from race to race to suit the individual demands of a circuit. Instead, they must nominate eight gear ratios ahead of the first race of the season, and these eight ratios are used at every Grand Prix. They were given one opportunity to change their ratios once the season had started, but any subsequent changes would have incurred a grid penalty.
The 2014 regulations required the use of lower noses than in previous years, in the interests of safety. The tip of the nose has to be no more than 185 mm (7.3 in) above the ground, in comparison to the 550 mm (22 in) allowed in 2012. These regulations were amended in June 2013 so as to completely outlaw the use of the "stepped noses" used in 2012 and 2013, thereby forcing teams to design a car with a genuinely lower nose rather than using the temporary solution.
The original rules—first published in August 2011—also called for a variety of bodywork changes aimed at cutting downforce, most notably through the use of narrower front wings, and a shallower angle to the main plane of rear wings. These additional changes were formally abandoned in December 2012, but the requirement that cars be built with a nose no more than 185mm above the ground was retained. The planned reduction in front wing width from 1,800 mm (71 in) to 1,650 mm (65 in) was subsequently reintroduced.
Teams were no longer able to use a beam wing at the rear of the car, a small carbon fibre wing mounted above the diffuser designed to generate low pressure as air passed over it, allowing them greater control over the air that was being deliberately directed over the diffuser.
In order to promote fuel efficiency and limit horsepower levels seen in the 1980s, the last time Formula One used forced induction engines, fuel flow was restricted to 100 kg/h above 10,500 rpm; below 10,500 rpm a formula for the maximum flow must be applied based on the rpm in use.
Following Daniel Ricciardo's disqualification from the Australian Grand Prix for exceeding the fuel-flow limit, the FIA issued a Technical Directive preventing teams from making modifications to their fuel sensors after an investigation into the problem found that compounds in the bespoke fuel used by some teams were corroding a rubber seal in the sensor, leading to anomalous readings.
The position of the exhaust outlet changed so that it was now angled upwards toward the rear wing instead of downwards to face the rear diffuser so as to make the practice of using exhaust blown diffusers—passing exhaust gasses over the rear diffuser to improve the car's downforce—extremely difficult to achieve.
The minimum weight of the cars was increased from 642 kg (1,415 lb) to 691 kg (1,523 lb) to account for the increased weight of the engine, energy recovery units, and 2014 specification of tyres.
In the week following the British Grand Prix, the FIA announced a total ban on the Front-and-Rear Interconnected suspension system (commonly abbreviated as FRIC) starting with immediate effect on the grounds that it was a movable aerodynamic device under Article 3.15 of the technical regulations. The FRIC system links the front and rear suspension arrays together, using inertia to transfer hydraulic fluid across the car to offset the effects of weight transfer on the car under braking, acceleration and cornering, thereby creating a static ride height and improving stability.
The use of false camera mountings was banned. Teams had previously exploited a loophole in the regulations that allowed them to add additional pieces of bodywork to the car in the place of camera mountings and take advantage of the aerodynamic benefits. From 2014, this loophole is closed, with the regulations rewritten to only allow camera mountings to be used for cameras. This rule was later updated to force the teams to mount the cameras on an external piece of bodywork after Red Bull Racing fitted its cameras within the nose of the RB10 chassis.
Mid-season testing returned in 2014. Three European venues each hosted a two-day test in the week following the Grand Prix held at the circuit with one test being held in the week after the final round in Abu Dhabi. In addition to this, teams had to dedicate one of these days to aiding tyre supplier Pirelli in the development of their tyres. These rules were later adjusted to allow teams to choose which venues they tested at during the season. Additionally, cars were also classified as "current", "previous" and "historic", with the FIA introducing limits on which cars could be used and the conditions under which they were tested. The end-of-season Young Driver Tests, which were held to give teams the opportunity to assess rookie drivers, were discontinued.
The penalty system was overhauled in 2014 so as to improve driving standards, with the introduction of a "penalty points" system for driving offences. Under the system, driving offences carried a pre-determined points value based on their severity. These points were tallied up over the course of a season, with a driver receiving a race ban after accumulating twelve penalty points. Any driver who received a race ban would also have received an additional five penalty points upon their return, as a form of probation to discourage further driving offences. Penalty points remained on a driver's licence for twelve months, at which point they will have been removed.
Stewards were given the power to hand out five-second penalties in addition to the existing range of penalties within their power. The five-second penalties were introduced for situations where a penalty was justified, but the existing penalties—such as a drive-through or a stop/go penalty—were considered too severe, or where such a penalty would radically alter the outcome of a race if applied retroactively, with penalised drivers facing the loss of championship points for otherwise minor violations of the rules. Drivers were permitted to serve these penalties before a regular pit stop, with the driver stopping in their pit bay for five seconds before any work was carried out on the car. The five-second penalty could also be added to a driver's total race time in the event that it was issued after they had made their final pit stop. Drivers serving drive-through or stop/go penalties were still not permitted to serve a penalty ahead of their pit stop, and were instead required to enter the pit lane separately to serve the penalty.
The rules regarding unsafe pit releases—when a car is released from its pit bay to the lane directly into the path of an oncoming car—were rewritten, with the driver who is released in an unsafe fashion given a grid penalty for the next race.
The pit lane speed limit was reduced from 100 km/h (62 mph) to 80 km/h (50 mph).
Drivers were only able to use five engines over the course of a season in 2014, down from eight in 2013. Drivers who use a sixth engine started the race from the pit lane, as opposed to the ten-place grid penalty handed down for going over the engine quota in previous season. Drivers were only able to use five individual components of each power unit element over the course of the season. If a driver went over this quota for any individual element, they incurred a ten-place grid penalty. They would receive a further five-place penalty for going over the five-unit allocation of any other element after the original ten-place penalty was applied in a bid to stop teams changing multiple elements of the engine unit after receiving a grid penalty.
In the event that such a penalty relegated a driver past the back row of the grid, the remaining penalty carried over to the next race. For example, if a driver qualified in nineteenth position and received a five-place grid penalty, they dropped to twenty-second and last place for that race, and then would receive an additional two-place penalty in the next Grand Prix. These penalties could only be carried over to the next race, rather than accumulate, and only applied to penalties issued for going over the component quota. Penalties cannot be carried over from season to season; when a driver incurred such a penalty during the final race of the season, the stewards had the power to issue time penalties during the race.
The procedure for issuing penalties for speeding under yellow flag conditions in qualifying was changed for 2014. Previously, drivers had been forced to slow down in the timing sector of the circuit where a yellow flag was being waved. However, after a series of penalties were issued to drivers for speeding in a sector with yellow flags when the incident that triggered the yellow flag took place behind them, the FIA introduced a change to the procedure. Starting in 2014, the circuits were divided into two hundred metre intervals. In the event of a yellow flag, drivers had to demonstrate that they slowed down in the two hundred metres immediately before and after the yellow flags while they were being displayed, or else incurred a penalty.
Following Jules Bianchi's accident at the Japanese Grand Prix, the FIA announced plans to introduce a mandatory speed limiter to cars that can be remotely activated from Race Control in the event of a yellow flag. The system, trialled at the United States Grand Prix, restricted a driver to a 100 km/h (62 mph) speed limit following reports that Bianchi had been travelling at 212 km/h (132 mph) when he left the circuit.
Following a series of high-profile incidents involving tyres throughout the 2013 season that culminated in a string of explosive blow-outs at the 2013 British Grand Prix, the FIA passed a resolution granting them the power to change the specifications of the tyres used by competitors with immediate effect should the need arise.
Drivers were assigned permanent numbers for the duration of their careers, with the championship adopting a system similar to the one used in MotoGP. The number 1 was the champion's right, with drivers free to choose any number from 2 to 99; the champion's "regular" number was reserved while (s)he was using the number 1. The regulations further stipulated that a driver's number had to be clearly visible, both on their car and on their helmet. Previously, the numbering system had been partially based on the World Constructors' Championship finishing positions from the previous year.
Drivers who do not take part in a qualifying period were assigned grid positions based on the qualifying bracket they were in at the time and their Free Practice 3 lap times. For example, if two drivers qualified for but did not take part in Q3, they started the race from ninth and tenth places, with the positions they took decided by their FP3 times. The rule was rewritten as grid positions for drivers who had not set lap times or left the pits had previously been decided by car numbers.
The FIA introduced the "Pole Trophy", a non-championship award presented to the driver who qualifies on pole for the most races.
The qualifying format was adjusted to allow drivers more time to complete flying laps in Q3. The final qualifying period was extended to twelve minutes in length, with Q1 scaled back to eighteen minutes to keep the entire session within one hour.
The 107% rule was relaxed at the start of the season to account for teams dealing with the challenges that arose from the new engine regulations. FIA Race Director Charlie Whiting was quoted as saying that the enforcement of the rule would be taken on a case-by-case basis, but that the stewards would consider a driver able to qualify provided they set consistent lap times in Free Practice.
The FIA introduced a curfew system in 2011 that prohibited team personnel from accessing the circuit in the six hours before the first session of the day, with teams given four "jokers"—exceptions to the rule that allowed them to stay within the circuit boundaries past the curfew hours without penalty so as to complete work on cars—to use throughout the season. The rule was revised for 2014, with teams given six exceptions over the course of the year as a response to the introduction of the new engine formula.
Drivers had to be able to return to the pits under their own power after the chequered flag had fallen in a bid to stop drivers from pulling over in order to preserve the mandatory one-litre fuel sample required to pass post-race scrutineering.
Teams were now allowed to run up to four drivers during both Friday practice sessions,[N 3] though they were still limited to entering a maximum of two cars during the sessions. If one of the team's nominated drivers was unable to take part, any replacement driver had to use the engine, gearbox and tyres which were allocated to the original driver.
The final race of the season offered double points to teams and drivers in a bid to keep the championship fight alive for longer.
Starting as of the Singapore Grand Prix, the FIA restricted pit-to-car communications, banning any radio transmissions between driver and team or pit boards displaying information that are deemed to be related to the performance of the driver or their car—such as discussing sector times relative to other cars—under Article 20.1 of the sporting regulations, which states that a competitor must drive the car unaided.
Mercedes won their first World Constructors' Championship after taking a 1–2 finish in Russia. Lewis Hamilton won his second World Drivers' Championship after a season-long battle with team-mate Nico Rosberg. Rosberg won the Australian and Monaco Grands Prix, and Hamilton the races in Malaysia, Bahrain, China and Spain after retiring in Australia. Mercedes team's run of victories ended in Canada where Rosberg and Hamilton were simultaneously hit with a power unit failure that put additional strain on their brakes. Hamilton was forced out of the race and while Rosberg was able to continue, his performance deteriorated and he ultimately finished second. Mercedes returned to the top of the podium in Austria, with Rosberg leading Hamilton across the finish line for his third victory of the season. Hamilton reclaimed ground in the championship standings in Britain winning after Rosberg was forced out with gearbox issues. Rosberg claimed the win in Germany, while Hamilton recovered to third after an accident in qualifying saw him start from twentieth place. Hamilton finished third in Hungary after starting from pit lane, ahead of Rosberg. Rosberg had to settle for second place in Belgium after contact with Hamilton early in the race, which ultimately prompted Mercedes to retire Hamilton's car. Hamilton went on to claim his sixth win of the season in Italy, ahead of Rosberg. Hamilton reclaimed the championship lead with a win in Singapore, while Rosberg was retired with a broken wiring loom. Hamilton claimed the win in rain- and accident-shortened Japan, ahead of Rosberg. Hamilton won the inaugural race in Russia, once again ahead of Rosberg. The result was enough for Mercedes to secure their first World Constructors' Championship. Hamilton took his first fifth consecutive win in the United States, again ahead of Rosberg. Rosberg took his fifth win of the season in Brazil, with Hamilton finishing in second. Hamilton carried a seventeen-point advantage into the title-deciding Abu Dhabi Grand Prix and went on to win the race while Rosberg struggled with electrical problems and finished outside the points. With eleven pole positions to his name, Rosberg won the inaugural FIA Pole Trophy.
Red Bull Racing finished second overall, after suffering a difficult start to the season when Sebastian Vettel retired and Daniel Ricciardo was disqualified from the Australian Grand Prix. Red Bull appealed the disqualification, but the result was upheld by the International Court of Appeal. Vettel went on to finish third in Malaysia, while Ricciardo retired, and both drivers scored points in Bahrain and China. Ricciardo recorded his first podium finish with a third place in Spain, while Vettel recovered to fourth place after technical problems and a penalty for a gearbox change saw him start the race from the fifteenth position. Ricciardo finished in third place in Monaco, while Vettel retired due to an issue with his power unit. Ricciardo took advantage of Mercedes team's difficulties in Canada to claim his maiden Grand Prix victory—and Renault's first with a turbocharged engine since the 1986 Detroit Grand Prix—while Vettel finished third. The team struggled in their home race in Austria, with Vettel retiring early and Ricciardo finishing eighth. Ricciardo returned to the podium in Britain, while Vettel finished fifth after a protracted battle with Alonso. Vettel and Ricciardo were fourth and sixth respectively in Germany. Ricciardo scored his second career win in Hungary, while Vettel finished seventh. Ricciardo scored his third career victory in Belgium while Vettel took fifth. In Italy, Ricciardo took fifth place, ahead of Vettel. Both drivers recorded podium finishes in Singapore. Vettel took the podium in third place in Japan, ahead of Ricciardo. Ricciardo took seventh place in Russia, ahead of Vettel. Ricciardo returned to the podium in the United States, while Vettel finished in seventh after started from pit lane following a complete change of his power unit. Vettel finished fifth in Brazil while Ricciardo retired when his front-left upright suspension was broken. Both drivers were thrown out of qualifying in Abu Dhabi after their cars failed scrutineering, and they started from the pit lane.
Williams were third, having started the season strongly when Valtteri Bottas scored more points in the opening race than the Williams team did during the 2013 season. Bottas and team-mate Felipe Massa went on to record points finishes in Malaysia and Bahrain. The team recorded another minor points finish in China, before Bottas showed enough pace to challenge Ricciardo for a podium position early in the Spanish Grand Prix, but eventually settled for fourth before being overtaken by Vettel late in the race. Massa finished seventh in Monaco, while Bottas retired. In Canada, Massa showed good enough pace to challenge for the lead in the late stages of the race until he collided with Sergio Pérez on the final lap. Massa qualified on pole in Austria, his first since the 2008 Brazilian Grand Prix, and he went on to finish in fourth while Bottas scored his first podium of his career, crossing the finish line in third place. Bottas secured his first back-to-back podium finishes scoring second place in Britain and soon after claimed his third consecutive podium finish after finishing in second place in Germany, while Massa retired on the opening lap in both Britain and Germany. In Hungary, Massa and Bottas were fifth and eighth, respectively. Bottas returned to the podium in Belgium, while Massa was outside the points. Massa took his first podium since the 2013 Spanish Grand Prix in Italy, ahead of Bottas. Massa took fifth place in Singapore, while Bottas narrowly gets the points finish, only to his tyres completely loss of grip in late stages. In Japan, Bottas and Massa are sixth and seventh, respectively. Bottas took his fifth podium of his career with a third place in Russia, while Massa finished outside the points. At the next round in the United States, Massa and Bottas finished fourth and fifth respectively. In Brazil, Massa took his second podium of the season and his fifth podium on his home soil in third place, while Bottas finished tenth. In the last race of the season in Abu Dhabi, both drivers stepped on the podium with Massa finishing second and Bottas third.
Ferrari finished fourth, with Fernando Alonso and Kimi Räikkönen scoring a mixed run of results throughout the season. Alonso took his first podium of the season with his third place finish in China, while Räikkönen had a string of relatively low-placed results, best of which so far was fourth place in Belgium. Both drivers recorded minor points in Canada and again in Austria. Alonso had to be content in sixth place in Britain after a rain-affected qualifying saw him start from sixteenth place, while Räikkönen crashed heavily on the opening lap, forcing the temporary stoppage of the race. Alonso finished in fifth place in Germany, while Räikkönen was outside the points. Alonso managed to get the team's best result with second place in Hungary, while Räikkönen returned to the points in sixth place. Räikkönen took fourth place in Belgium, while Alonso finished eighth but was promoted to seventh after Magnussen's penalty. In Italy, Alonso was retired with an ERS failure, while Räikkönen finished in tenth, but were promoted to ninth after Magnussen's penalty. Alonso took fourth place in Singapore, while Räikkönen took eighth. In Japan, neither Alonso nor Räikkönen took the points finish, as Alonso retired when his power unit suddenly lost its power due to electrical problem, while Räikkönen ended up in twelfth, bringing about an end to Ferrari's run of eighty-one consecutive points finishes—the longest run in Formula One history. Alonso took sixth place in Russia, while Räikkönen came home in ninth. Alonso repeated the result in the United States, while Räikkönen finished outside the points. In Brazil, Alonso finished sixth, ahead of Räikkönen. Both drivers recorded minor points in Abu Dhabi. It was first time since 1993 that Ferrari failed to win a race in a season.
McLaren secured fifth place. Following their first season without a podium finish in 2013, the team saw Kevin Magnussen and Jenson Button finish second and third in Australia. Both drivers recorded points finishes in Malaysia, but were forced out of the Bahrain Grand Prix with clutch issues, and failed to score points in China and again in Spain. The team managed to recover in Monaco, with Button finishing sixth and Magnussen tenth after contact with Räikkönen. Button finished fourth in Canada after a string of late-race retirements helped him move up the order. Magnussen used his recent knowledge of the circuit to finish seventh in Austria, while Button's attempt at a different strategy failed, leaving him in eleventh. Button and Magnussen were fourth and seventh respectively in Britain. Button finished eighth in Germany, ahead of Magnussen, who was involved in a first-lap altercation with Massa. Button finished tenth in Hungary, while Magnussen was outside the points. In Belgium, Magnussen finished sixth ahead of Button, but was given a twenty-second time penalty after the race, demoting him to twelfth. In Italy, Magnussen and Button originally finished seventh and ninth respectively, but Magnussen received another time penalty—this time for five seconds—demoting him to tenth, while Button promoted to eighth. Magnussen took the final points in Singapore, while Button was forced out when his engine shut down. Button finished fifth in Japan, while Magnussen was outside the points. The team took fourth and fifth place in Russia, with Button finishing in front of Magnussen. Magnussen took eighth the United States, while Button failed to score points. Button finished fourth in Brazil whilst Magnussen finished ninth. In Abu Dhabi, Button finished fifth, while Magnussen finished outside the points.
Force India were classified sixth overall. In Bahrain, the team scored their first podium finish since the 2009 Belgian Grand Prix; Sergio Pérez, who finished third for the team in Bahrain, was on target to score another podium in Canada, but was rear-ended by Felipe Massa late in the race and both retired. Pérez briefly held the lead in Austria, but gradually fell back to sixth, and recorded the fastest lap, whilst Nico Hülkenberg battled Räikkönen for ninth. Hülkenberg finished eighth in Britain, while Pérez was outside the points. Both drivers scored minor points in Germany. Force India suffered their first double retirement of the season in Hungary as both drivers crashed out of the race. Pérez finished ninth in Belgium, while Hülkenberg was outside the points. Both drivers however were later promoted to eighth and tenth respectively after Kevin Magnussen was issued a time penalty shortly after the race. Pérez originally finished eighth in Italy, but were promoted to seventh after Magnussen's penalty, while Hülkenberg was outside the points. Hülkenberg finished ninth in Singapore, while Pérez recovered to seventh place after being forced to make an unscheduled pit stop following contact with Adrian Sutil. Hülkenberg and Pérez were eighth and tenth respectively in Japan. Pérez took the final points-scoring position in Russia, while Hülkenberg was outside the points. The team had another double retirement in United States, as Pérez collided with both Räikkönen and Sutil, forcing both himself and Sutil into retirement, while Hülkenberg ground to a halt later in the race with mechanical issues. Hülkenberg finished eighth in Brazil whilst Pérez finished outside the points. Hülkenberg and Pérez fared slightly better in Abu Dhabi, finished sixth and seventh respectively.
Scuderia Toro Rosso were seventh overall, with Russian rookie Daniil Kvyat becoming the youngest driver to score points in Formula One, having finished ninth in Australia. Jean-Eric Vergne finished eighth in Canada, while Kvyat retired with a mechanical failure. Both drivers retired in Austria: Kvyat after suffering a rear suspension failure, and Vergne with brake issues. Both drivers recorded points in Britain. Vergne finished ninth in Hungary, while Kvyat missed the points. Kvyat finished ninth in Belgium, while Vergne was outside the points. Vergne recorded the team's best result of the season with sixth place in Singapore. Vergne took ninth in Japan, while Kvyat qualified a career-best fifth in Russia, but fell down the order with fuel consumption problems. Vergne originally took ninth in the United States, but was demoted to tenth after he incurres a five-second penalty following contact incident with Grosjean. Daniil Kvyat finished outside the points after taking a ten-place grid penalty for an engine change. Both Toro Rossos finished outside the points in Brazil and Abu Dhabi, bringing a disappointing end to both drivers' careers with the team.
After missing the first test of pre-season, Lotus finished the season in eighth position, with Romain Grosjean finishing eighth in both Spain and Monaco, while Pastor Maldonado remained scoreless until he picked up two points for ninth place in the United States.
Marussia were classified ninth, owing to Jules Bianchi scoring points in Monaco as he finished the race in ninth place, but both drivers collided on the opening lap of the Canadian Grand Prix, bringing about an end to Max Chilton's run of twenty-five consecutive classified race finishes. Bianchi managed to score the team's best ever qualifying result with twelfth in Britain. He was later critically injured in an accident in the closing stages of the Japanese Grand Prix. The team later elected to sit out the United States round altogether before the team closed down ahead of the Brazilian Grand Prix.
Sauber and Caterham finished tenth and eleventh overall, with both teams having failed to score a point so far this season. Sauber suffered a string of retirements for both drivers while struggling with a car that was too heavy. Sutil took the team's best result by qualifying in ninth in the United States, but his performance was short-lived, as he was being collided from behind by Sergio Pérez, and the team ultimately endured their first pointless season in their twenty-two year history. Caterham spent the early races trading places with Marussia, but fell behind once Bianchi scored points for the Russian team in Monaco, despite an eleventh-place finish for Marcus Ericsson in the same race. In Belgium, Caterham opted to replace current driver Kobayashi with three time Le Mans winner and current FIA World Endurance Championship champion André Lotterer; however after out-qualifying Ericsson, he was forced to retire after a single lap when his power unit cut out. Team principal Tony Fernandes sold the team in July, but the transaction was never finalised and the team was put into administration following the Russian Grand Prix. As a result, Caterham was forced to miss the United States and Brazilian Grands Prix. They returned in time for the Abu Dhabi Grand Prix, entering Kamui Kobayashi alongside debutant Will Stevens. Kobayashi retired from the race, while Stevens was the final classified driver in seventeenth place.
^The first two Free Practice sessions of the Monaco Grand Prix are traditionally held on the Thursday before the race.
^In the event that two or more drivers achieve the same result an equal number of times, their next-best result is used. Should two or more drivers achieve equal results an equal number of times, the standings are settled in favour of the driver who was the first to achieve their best result.
^ abcLopez, Gerard (15 January 2014). Es kommen keine neuen Schulden dazu [No new debts will arise]. Auto, Motor und Sport.de (in German). Interview with Michael Schmidt (Motor Presse Stuttgart GmbH & Co. KG). Retrieved 15 January 2014. We will use the Renault engine and have worked for long time to determine what the ideal agreement looks like for us.
^"Marussia_F1Team". @Marussia_F1Team. Twitter, Inc. 15 January 2014. Retrieved 16 January 2014. Great to see @Jules_Bianchi in the house today, eyeing up the new #MR03. We said "smile" & @Rory_f1 kindly obliged!
^"The Shortest Month". scuderiatororosso.com (Scuderia Toro Rosso). 3 January 2014. Retrieved 4 January 2014. On the Scuderia Toro Rosso front, the first STR9 chassis is currently being assembled in the Faenza factory.
^Benson, Andrew (7 December 2012). "How Formula 1 is going green for 2014". BBC F1 (BBC). Retrieved 8 December 2012. How much lower will the noses be? In 2012, F1 cars had a maximum front nose height of 550mm above the floor of the car. In 2014, that is being reduced to 185mm – a reduction in height of 365mm.
^ abCollantine, Keith (28 June 2013). "Driver penalty points system among new 2014 rules". F1 Fanatic (Keith Collantine). Retrieved 29 June 2013. Drivers may only use five complete power units during a season and will have to start from the pits if they use an extra one. Engine suppliers may provide units to up to four teams.
^"2014 season changes". Formula 1.com. Formula One Management.Ltd. 2014. Archived from the original on 6 March 2014. Retrieved 6 March 2014. We are used to seeing teams replace one of their race drivers with a test driver for opening practice on a Friday. However, from 2014 teams are able to run up to four drivers – though still only two cars – in either Friday session.