The last American to triumph in a Formula 1 race was Mario Andretti at the 1978 Dutch Grand Prix. Nearly five decades later, while the U.S. has introduced a few notable racing talents to the international scene, none have been able to secure a victory or clinch another championship. As Williams driver Logan Sargeant strives to retain his position for 2024, many Formula 1 enthusiasts in the U.S. are left wondering why it remains so challenging for America to nurture a competitive F1 driver.
The reasons are multifaceted, rooted in historical contexts that have shaped motorsport’s evolution, which predates Formula 1 itself.
Motorsport development has diverged significantly in the U.S. compared to Europe, largely due to variations in transportation infrastructure. In Europe, extensive road networks existed long before cars were invented, thanks to centuries of empires and dynasties. Meanwhile, in America, indigenous populations did not feel the same urge to alter the landscape for transportation.
Consequently, as early automobiles began to travel, Europeans had access to well-maintained roads linking their cities—potential race tracks—while Americans focused on oval tracks and makeshift courses, like airfields. This divergence led to the formulation of distinct racing rules, championships, and narratives, which ultimately laid the groundwork for current racing series.
After World War II, as modern motorsport gained momentum, it became difficult to establish a career centered on one racing discipline alone. Drivers such as Juan Manuel Fangio initially competed in rally events and progressed through sports cars before taking part in Grand Prix racing. Mario Andretti, one of America’s legendary racing figures, also began in stock car racing and open-wheel events before he got his chance in an F1 car.
The absence of specialization meant drivers had easier access to occasional F1 opportunities. Between the 1950s and 1970s, there were minimal restrictions on how many cars a team could enter or how many drivers a race could accommodate. For instance, Team Lotus could run Andretti at the U.S. Grand Prix, Larreta in Argentina, Rodriguez in Mexico, and Mitter in Germany, while full-time Lotus drivers like Jim Clark and Graham Hill ventured to the Indianapolis 500.
This period marked the height of American success in F1, with racers like Phil Hill and Mario Andretti winning championships, while others like Dan Gurney, Peter Revson, and Richie Ginther clinched F1 victories.
However, with the onset of the 1980s, motorsport became increasingly specialized. In 1985, Formula 1 instituted a rule limiting teams to just two cars, eliminating the possibility of American drivers securing occasional seats at the USGP. Advances in aerodynamics and technology increased the costs of the cars, prompting teams to seek drivers with considerable experience in European single-seaters before considering them for F1. Stringent Superlicense regulations further restricted drivers’ pathways to the sport, while various American open-wheel series like CART, IRL, Champ Car, and IndyCar developed.
This specialization led to a focus on junior categories, with many F1 teams establishing programs to identify and recruit skilled young drivers from a very young age. Given that these teams are primarily located in Europe or the UK, their talent scouts naturally encounter European or UK drivers more often, making it easier for those drivers to seize opportunities in F1.
Today, emerging American drivers face significant challenges. By the time a young American commits to pursuing F1 and relocates to Europe, they are typically already in their teenage years, while their European peers may have benefitted from years of training under the guidance of Red Bull, Ferrari, or Mercedes driver coaches.
Recently, I had discussions with two Americans who are climbing the F1 ranks: Max Esterson and Jak Crawford, who compete in Formula 3 and Formula 2, respectively.
Esterson, who began karting in New York City after years of iRacing, moved to England at 18, leaving him somewhat at a disadvantage. Many of his F3 rivals, who had been racing longer, secured advantageous F3 seats through their connections with F1 junior programs.
Crawford also expressed his surprise at the intensity of competition in Europe as opposed to the U.S. He noted that the opportunities for track time, a greater number of races, and closely packed tracks result in fierce competition among a large pool of young drivers vying for one of the 20 precious F1 seats.
In essence, while a talented young American may excel domestically, adapting to the frenetic pace of the F1 ladder proves to be a considerable challenge due to geographical distance and specialized routes.
This brings us to Logan Sargeant. He began karting at eight and, at 15, became the first American to win an FIA Karting World Championship since Lake Speed in 1978.
In his inaugural open-wheel racing season, Sargeant finished second in the Formula 4 UAE Championship. He secured third place in the competitive British F4 series in 2017, and upon entering Formula 3—the initial truly international step in the European junior series—he also finished third.
In conversations with other junior drivers like Esterson and Crawford, along with Esterson’s father, who also manages him, I learned that the demands of F3 and F2 are quite rigorous. Simply spending a year in either category is often insufficient; an additional year is generally necessary for real progression.
During his first complete year in F2, Sargeant secured two race wins and finished on the podium two more times, placing fourth in the overall rankings. He then transitioned directly into Formula 1 the following year.
Evaluating a young driver in such circumstances can be challenging. If an F1 opportunity arises, it’s sensible to seize it rather than risk losing out for the sake of gaining another year of experience in F2. There’s a chance the seat could be taken by a driver with a multi-year contract, leading to a situation like that of F2 champion Théo Pourchaire, who finds himself without a drive and prospects in F1.
As Sargeant embarks on his second year in F1, it’s evident that an extra year in F2 might have benefitted him considerably.
It’s tempting to categorize Sargeant as a “pay driver,” someone who secured a seat based on financial backing rather than merit. However, he demonstrated genuine talent in both karting and junior single-seater series. While he may not be another Max Verstappen, he certainly did not finish last in every F2 and F3 race, and there was legitimate interest in him from an F1 team.
Sargeant had several advantages, including family wealth, talent, and early access to FIA-sanctioned series. Yet, he also faced significant hurdles, such as F1’s specialization, its intense competitive environment, and his outsider status compared to European-born racers.
Now, as Logan Sargeant stands on the brink of potentially losing his seat with Williams, American F1 fans find themselves revisiting the same questions raised when Alexander Rossi lost his position at Manor or when Scott Speed was released by Toro Rosso. Why aren’t American drivers performing at the top level? Why can’t they secure premier racing opportunities? Who might be the next American World Champion?
There is no doubt that eventually, another American driver will emerge as a conqueror in Formula 1. The challenge lies in discovering a driver with the right mix of attributes to enable that success.
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