Kimi Räikkönen, the 2007 Formula 1 World Champion and 21-time Grand Prix winner, recently marked the 20th anniversary of his F1 debut. Despite now holding the record as the most experienced driver in the sport’s history—surpassing Rubens Barrichello—Räikkönen remains characteristically unfazed by such achievements.
When he debuted with Sauber at the 2001 Australian Grand Prix, Räikkönen had only 23 races under his belt, all in Formula Renault. Under today’s superlicence points system, such a leap to F1 would be unthinkable. At the time, even FIA president Max Mosley questioned his readiness, granting him only a provisional licence. However, Räikkönen scored a point in his first race (sixth place back then), quickly silencing critics.
Räikkönen came from a modest karting background, where he worked with renowned mechanic Peter de Bruijn to earn pocket money. He admitted he hadn’t even considered Formula 1 as a realistic goal until shortly before his debut. Support from David and Steve Robertson was key, helping fund his switch from karting to Formula Renault. With their backing, he dominated the 2000 Formula Renault UK season, claiming seven wins in 12 races.
His standout performances earned him a Formula 1 test with Sauber at Mugello. While he found the step up physically grueling—especially without power steering—he never voiced concerns, determined to seize his opportunity. “You don’t get many chances in F1,” he said. “You take what you get.”
Though the Sauber test at the high-speed Mugello circuit was tough, it paid off. Sauber secured a superlicence for Räikkönen, and after a strong debut season, McLaren signed him for 2002—skipping over their junior driver Nick Heidfeld.
Räikkönen recalls the early 2000s as the golden era of F1: light cars, powerful V10 engines, aggressive tyres from rival manufacturers, and unrestricted testing. His favorite car? The 2005 McLaren MP4-20—quick but unreliable. “Those days, you could tailor tyres to your car setup. It made a big difference.”
Although his 2006 car was solid, the engine held it back. He moved to Ferrari in 2007, replacing Michael Schumacher, and won the title in his debut year with the team—another career highlight.
Even after Ferrari replaced him with Fernando Alonso in 2009, Räikkönen returned to the Scuderia in 2014 and won his final race at the 2018 U.S. Grand Prix. He even kept the car, which remains track-ready but requires Ferrari mechanics to start.
Räikkönen’s second stint with Sauber, now Alfa Romeo, has seen him racing in less competitive machinery. While many champions might shy away from midfield battles, Kimi’s love for racing endures.
However, the sport has changed in ways he doesn’t always welcome. Modern F1 has less in-season testing and more restrictive rules. He believes more flexible testing would allow teams to better troubleshoot car issues and develop improvements.
One major shift Räikkönen has noticed is in how drivers race each other. He feels today’s drivers exploit every grey area in the rulebook, knowing they often get “three strikes” before a penalty is enforced. He suggests stricter, more immediate consequences would improve racing fairness.
He also thinks the racing used to be more respectful. “If someone was alongside you, you gave them room. That’s changed. Now, everyone’s elbows out, pushing limits.”
Despite the increasing complexity of modern F1 and the growth in infrastructure, Räikkönen insists that driving itself hasn’t changed drastically. What has changed, he says, is the mindset and intensity. Today’s drivers race harder—and sometimes dirtier—than ever.
Even so, don’t expect poetic nostalgia from Kimi. When asked to compare today’s cars with those from the 2000s, he shrugs: “If I told you they were much better, I’d be bullshitting. You forget how things felt.”
Kimi Räikkönen might not romanticize the past, but his legacy as one of F1’s most authentic and naturally gifted racers is unquestionable. Two decades on from his debut, he remains an icon of pure racing instinct—and blunt honesty.
