Haas’s belated arrival then boosted the field to 11 once more in 2016, but at the end of the year Manor failed, and we dropped back to 10.
At that stage the futures of several teams were still in doubt, notably Sauber, Force India and Williams. However the 2017 season saw the arrival of Liberty Media and the start of massive changes.
Some six years later, and with a new Concorde Agreement in place and the sport benefiting from the Drive to Survive effect and a global surge in interest, the picture is very different.
The cost cap has massively reined in spending, and teams that were struggling have long had well-funded new owners. Team values have risen, and should anyone wish to sell, they can name their price, as Sauber owner Finn Rausing did with Audi.
In other words the risk of teams failing and the entry falling below 10 has long gone, so adding a new entry is about bolstering what we have, rather than a form of safety net.
In the eyes of most observers two extra cars on the grid, and thus two more opportunities for drivers, can only be a good thing.
However, the prospect inevitably creates some tension among the existing entrants. The new era of financial security means that the current teams are doing very nicely in terms of their share of the income from an ever-increasing F1 pot, and for obvious reasons there’s little appetite for an expansion that will hit their bottom line.
“The likelihood is that the process will be a copy/paste of 2013 and 2015”
It’s why the current Concorde Agreement includes a “dilution fee” of $200m that new entrants have to pay, and which is split among the 10 teams.
The problem is that since that figure was agreed F1’s income has risen, and $20m per team looks like a drop in the ocean. The incumbents realise that they now have even more to lose should an 11th team arrives and claim a slice of the pie – and they also know that any new team is potentially joining the party at just the right time and with bright financial prospects, and thus can perhaps afford to spend a bit more up front to earn an entry ticket.
So what will Michael Andretti and anyone else who responds to the MBS offer have to do to impress the FIA?
Aside from any Concorde-related clauses such as the dilution fee the likelihood is that the process will be a copy/paste of 2013 and 2015.