In Formula 1, each race has a starting lineup. “The grid” means which drivers and cars are competing in that race (and “the current grid” means the drivers in the season).
These are race cars with one driver, and the wheels are not covered by a body. They’re common in the junior racing series that train drivers for bigger open-wheel categories.
A “world championship” is a racing series where drivers compete across many races to win an overall title. It’s not just one event—it’s the whole season.
They’re talking about a company that Boscolo worked for. Boscolo helped build engines, which matters because the engine and how it’s prepared affects how the car drives.
Junior academies are training programs for young race drivers. They help drivers get experience and coaching, with the goal of moving up the ladder toward Formula 1.
A road car is a normal car you could drive on public streets. Using one for a day with drivers is a way to teach driving basics without being in a race car.
Audi is a car brand known for big technology and racing involvement. Here, it’s mentioned because Alan McNish is connected to Audi’s Formula 1 efforts.
A driver academy is like a training program for future race drivers. It helps you learn how to drive faster and smarter by practicing the right skills and listening to coaching.
Karting is the early stage of racing where people compete in small go-karts. Many top drivers start here because it teaches them how to race and control the vehicle.
Concept
human side
The “human side” means the mental and personal factors that influence how well you race. It’s about things like handling pressure and working well with your team, not just driving fast.
Single-seater racing is open-wheel racing where only one driver sits in the car. It’s like a step-by-step training ladder that many drivers use to work their way up.
Race lines are the paths drivers choose through a circuit to maximize speed and control. In racing training, learning good race lines helps drivers carry momentum, set up corners, and create better opportunities for overtaking.
In racing context, aggression refers to how forcefully and consistently a driver attacks corners—braking later, turning in decisively, and managing grip at the limit. It’s closely tied to confidence and car feedback, and it can vary by track and by how the driver’s style matches the car.
Crossover here means switching from one driving approach to another during a lap or passing attempt. It’s about adapting your technique as conditions change.
Formula Two is a stepping-stone series right before Formula 1. It’s where drivers prove they’re ready for the top level by racing in fast, competitive cars.
A simulator is like a very advanced racing video game used for training. Drivers use it to practice circuits and improve how they drive before they get real track time.
Karting (often called “carts”) is the traditional entry point for many racing drivers. It teaches core skills like steering precision, race lines, and managing grip at low speeds—foundations that carry into higher formula series.
In F1 and the feeder series, qualifying is the session that sets the starting grid for the race. It’s crucial because a strong grid position can make the race easier, while poor qualifying can force a driver to fight through traffic.
Concept
F4
F4 is an early step on the path to Formula 1. It’s where young drivers learn how to race in single-seater cars and get used to things like tire behavior and race strategy.
Concept
F3
F3 is a step up from F4 in the junior racing ladder. It’s where drivers prove they can handle tougher competition and more challenging cars as they move toward the top levels.
Testing is practice on the track where teams try out changes and learn how the car behaves. In junior racing, getting the chance to test often depends on sponsorship money.
Sponsorship is money from companies that helps pay for racing. In junior series, it can decide who gets the chance to race and develop, not just who is the most talented.
LIVE
To race in Formula 1, you have to be fast, but it takes more than that.
You also have to be in the right place, the right team, the right racing category, and
all at the right time.
Most of all, you have to get noticed.
F1 explains listeners, Jack, Dagen, Jill and Rachel from Texas have asked us how drivers
make it to F1.
Let's get the answers from F1 legend Juan Pablo Montoya.
Generally speaking, the drivers on the current F1 grid started by winning in karts and then
graduated into cars.
They made their names by racing in Europe, driving single-seater, open-wheel cars in junior
categories.
But for those born outside Europe, it means moving across the world to chase their dreams.
Oscar Piatri left Australia.
In order to be able to do that, and he's not alone, Franco Colopinto left Argentina,
Gabriel Bortoletto left Brazil, and looking further back in F1 history, Juan Pablo Montoya
left home in Colombia to race in Europe too.
His racing record is amazing, a few highlights, seven wins in F1 in the 2000s, including the
Monaco Grand Prix, two Indy 500 wins, three Daytona 24-hour wins, one made it, and now
he's guiding his son, Sebastian, who's racing in F2.
So, he is the perfect person to explain how to make it to Formula One.
Welcome to F1 Explains.
Hello gang, welcome along, my name is Christian Hugill and this is the official F1 podcast
that lives and breathes to explain the wonderful world of Formula One.
We're excited to have racing back in Canada this weekend and a man who knows a thing or
two about racing on that brilliant, amazing circuit in Montreal is Juan Pablo Montoya,
who is our guest this week, and as I say to Juan in the interview, listen, I make no
apologies for doing a bit of fangirling here.
Always nice for me when I get to interview someone from my area.
The early 2000s is when I fell in love with Formula One and Juan Pablo roared into the
sport making a huge impact, going wheel-to-wheel racing with the likes of the great Michael
Schumacher.
So, I was extremely excited to talk to Juan.
We caught up a couple of weeks ago in Miami.
Juan Pablo Montoya, welcome for your debut on F1 Explains.
It's a joy to have you here.
Thank you very much.
I'm happy to be here.
It's pretty exciting.
I'm sure it's a real exciting high point of your career.
Juan Pablo is also a bit husky with the voice.
So, we're keeping things.
It's okay.
I need to figure out because I'm doing a lot of TV today, so I have to do Spanish
and English.
So, I do all the previous and post in English and then during, I'm running and doing Spanish.
So, this will just be in English.
Trust me, my Spanish is extremely poor.
But Juan Pablo, we said it's your debut on the podcast as a 2000s child growing up
in F1 in the 2000s.
It's exciting for me to have you here.
I can remember you bursting onto the scene and taking on Michael Schumacher.
So, it's exciting for me.
I've allowed myself to geek out a little bit as the presenter that we've got somebody
from my area of Formula One on the podcast.
It's great to meet you.
Nice to meet you too.
Now, Juan Pablo, we're talking about the journey into Formula One, of course.
You started racing cars in Colombia, then moved to Europe.
Why did you initially make that move?
So, I did go racing in Colombia and my father brought me to two world championships because
at least in Colombia, I thought if you go to a world championship, you're going to learn
a lot.
And a lot of Colombians and young Colombians went there and they struggle and they learned
a ton.
They actually came back being quite competitive.
When I did it, it was like, okay, we're going to go, try.
And I was quite competitive.
You know what I mean?
I was shockingly competitive, to be honest.
I was terrible at the beginning, but no, no, I was...
Shockingly competitive is a lovely way of Portuguese.
You're like, oh, I can do this.
This is good.
Yeah, but it took me...
You know, my dad did it well.
We were there for a few weeks, practicing and stuff, and at the beginning it was hard.
Oh my God, if we were bad.
You say you were bad at first.
That seems a really silly question.
How did you get better?
How did you find your feet in those really early days on the first part of the motorsport
ladder?
So, for the world championship, we were lucky to get together with a guy named Boscolo.
So he worked for Bidelart, and he used to build engines for them.
And he was free, and we went testing with him, and he basically, from what I was used
to driving a Goka and how I needed to drive in Europe was very different.
And he got me to, okay, do this, okay, do that, with time I got decent at it.
But it's amazing that at that young age, you're already developing things like your driving
style, which becomes so important when, well, it's important then, but that's something
we have a lot of talks about right at the top of the ladder in Formula One.
Yeah, you know what I mean?
I think every person is different.
Every person bursts in a different time, opportunity, way.
So yeah, it's, I mean, it's a little bit of what it is, you know what I mean?
There's no magic.
You need to be lucky enough to get a break.
Honestly, initially, I thought I was really lucky when I got the break to be a test driver
for Williams.
And I thought, and at the end of the year, I was really competitive.
I was quite good.
So I thought, no, this is really good.
And at the end of the year, Frank didn't take me.
And I thought, I'm done.
You mentioned there catching a break.
Now, junior academies, driver programs were much, much less common in those days.
But you were introduced to Sir Jackie Stewart, who gave you a...
So, what Jackie did is they had their own team and stuff and where I was lucky enough
is they had a lot of sponsors themselves.
So what we had to bring was smaller than normal.
That really helped.
And that was in formal voxel at the beginning.
And the biggest thing there was what I learned from Jackie.
You know, they took us on a road car for a day with all the six drivers.
And Mike Nish was there, for example.
Elias Kastronewitz was there.
Alan McNish is now back in the F1 product with Audi.
Exactly.
Personally speaking, I thought it was, you know, when they tell me, you know, this whole
guy, because, you know, and this is 95, so he wasn't that old then.
It was what, 30 years ago?
Yeah.
Our concept of age changes as we get older, doesn't it?
Yeah.
Like, they're probably the way they look at me today.
Oh, that guy's so old.
I'm the same with them.
Exactly.
We're all old compared to these kids driving F1 cars.
So when he took us around, I look at it and I'm looking at him drive and I'm going, there's
nothing special here.
Like, what are you doing?
Like, I can do this so much better than you.
And he was going so much faster than me with like 10% of the effort.
And I learned a lot from him that day.
And I started applying that in the normal car and that made a big difference.
Another funny conversation I had at once was with Alan Proust in Monaco the first year
I was there in the F1.
He said, oh yeah, the first year here is difficult and inside I'm going, yes, so hard.
And I went, no, it's pretty easy and inside I was going, oh, this is so hard.
But yeah, I wasn't going to accept that it was going to be difficult.
But it sounds like even though externally you might not have accepted it was going to
be difficult, it sounds like you were good at soaking up and learning in things like
a driver academy with Jackie Stewart.
You mentioned in karting when you said I started bad, then ended up good.
It sounds like you were good at soaking and listening and learning.
Yeah, not accepting it, but yes, I would learn a lot and I think in my time you never wanted
to show any weakness.
You know, I think it was really important to be cutthroat, to do whatever you needed
to be done to get the job done.
Where nowadays the human side is an important side of it and they look at it like an important
side of it.
I look at it different.
Now, most of the current grids starting karts, they go into a single-seater racing formula
into Formula 3, Formula 2.
It's more unusual, not completely out of the question, but it's more unusual to go into
cars.
You did go into cars on your way up.
A, why is that changed?
Why is that more unusual now?
But B, looking back, how much did it help you?
Yeah, the Goldchurch is a big fundamental base for feeling.
I think what you get out of Goldchurch is the feedback of what you need to get with the
changes, race lines, basic driving, and the racing side of it, the overtaking, the understanding
how you need to do the aggression, the crossover, all this is really important and you pick
this really well in Goldchurch.
More meaning cars, it's nearly impossible to see it how you saw it in a Goldchurch.
The thing nowadays that is hard in cars is you have a few guys that are very lucky that
from young age, academies grab them and they put all the money and all the effort into
them and they have a huge advantage on laps and information compared with other guys.
I think that makes a big difference and I think it's more money driven nowadays than
it was in my time.
I think in my time, it's like if you had talent, they would look at you when nowadays, if you
have money, they look at you more.
Did cars help you and does it help drivers change their different styles?
For those new to motorsport, when I talk about single seaters, I mean Formula 3, Formula
2, Formula 1 cars, but when I talk about cars, the more traditional what you'd look
at as a five seater car, as I say they are less common for drivers to go into nowadays
but you do see drivers like Max go off and race them in non-race weekends.
Did going between the different styles help you as a racing driver, do you think, help
you on that journey up through the ranks?
Yeah, I think driving the variety of things I drove, it made a big difference, especially
with my career.
I mean, as my career changed because I grew up driving little saloon cars in Colombia,
I drove prototypes in Mexico, I drove all kinds of things so when I left F1 and when
I drove NASCAR, when I went and drove the endurance racing and the Indy cars and everything
was different, that was, that could adapt really quickly.
As I mentioned at the start of the interview, when my Formula 1 fandom was really being
born and was passionate, it coincided with your arrival into the sport, correct me if
I'm wrong but I remember my vision of you being just so exciting for the sport, you
came in and you almost, you almost didn't have as much respect for it as some of the
other drivers because you weren't intimidated by it, you came in and in some ways you had
great respect and in other ways, you just, it felt like you didn't give a monkeys, you
were here, you were there, you got your elbows out and you got noticed so quickly.
Do you think that's important, making an impact and getting noticed because it felt to me
like you really did that?
I just didn't really care about anybody.
That's what it came across like and it was great to watch.
You know what I mean, and it's funny because it helped me a lot but at the same time, I
look back at it today and I still don't.
I always thought, you know, the day I stop racing, I'm going to look back at my achievements
and I'm going to go, oh my God, I did all this, I'm such a good driver and I'm more
worried today about my golf swing and anything else.
Like today.
How is it?
Yeah, that's quite good.
That's okay.
It's okay.
Not amazingly but it's decent, I play pretty decent, like today I'm really excited because
when I get home to die, I have the new McLaren Irons.
Lovely.
Now that is good F1 merch, that is.
That's excellent.
Yes, I'm getting that.
I have a launch monitor that I order so I have that at home so when I get back to Europe,
I've got a new launch monitor and new Irons, new everything.
Something that comes up a lot on this podcast when discussing Formula One is dealing with
the pressure.
To me, from what you're saying, didn't sort of feel like you felt pressure if you just
had this sort of quite carefree attitude.
Is that something you had to work on or did it come naturally to you?
No.
For me, it wasn't about the pressure, it's about you either deliver or you don't.
There's no medium ground and you have to deliver.
So when you're so focused on beating your teammate and trying to win races and be performing
and you work so hard at it that the day it happens, it becomes a relief, not an excitement.
Yes, because you talk about being quite carefree.
I raced carts when I was young.
I actually think my mentality was worse than my driving, don't get me wrong, I wasn't a
brilliant driver.
There's a reason I'm talking about it.
I would have never made it to Formula One.
I'm talking about it too.
Well, yes, but you've done it, so that's fine.
But I think I struggled to cope.
I got too nervous.
For example, I got over over sort of overawed by the big world around me.
You were thinking about the overall picture and what could have been.
Yes.
And what could have been, it doesn't change anything.
Absolutely.
Absolutely.
It's funny because I give my kid quite a bit of advice and we talk a lot and he has
a psychologist and his psychologist, the guy he uses as a reference, it's me.
My kid met somebody that is playing golf and they go, oh, you know, my psychologist
uses your data as an example and I go, really, what's his name?
And they gave the name and I was like, oh, that's my psychologist.
So the mindset came so naturally for you, which must have been so helpful when rising
through the ranks and not being.
Not helpful.
I just, I knew how difficult it was and I just, I wasn't happy losing.
We've talked a lot about your rise through the ranks.
We should talk about your son, Sebastian, racing in Formula two with Prima.
Just tell us briefly what his rise has been.
Where did he start and how did he get to where he is now?
For him, it's been tough because I think he's been underrated on how good he is.
And it's funny because I tell, I mean, people would go, Abba is the dad talking.
And like, I think if you know me, I, and I told him like when the day he screws up,
I go, you're an idiot and I'm okay calling him an idiot, by the way.
Thanks dad.
But when he does, well, it's the things he can do on a car nowadays, it's unfriking
believable.
It's been, it's been tough because this year, I mean, we're just getting started, but there
was a lot of drama in the team where he's in a lot of changes and a lot of
instability, so he made it a lot harder for him.
But I think it's a good mental exercise, you know what I mean?
It's sometimes the, the, the, the rougher road makes you a better person and it makes
you want it more.
And we're just hoping he can get a break.
You know, I think he really wants to have an opportunity to drive an F1 car and show
people what he can really do and, you know, get a test and getting a simulator.
And they go, oh, because he, I mean, I think he's done everything he needs to do and he
just, you know, personally speaking, I think he deserves a chance to, to be looked at.
And I'm guessing he started in Carts.
Where did he go from there before getting into F2?
He did GoCards in the States.
And then we came to Europe, did some GoCards and then we did a four regional F3, F2, you
know, we did three years of F3 and this is the second year of F2.
Well, I'm probably, you mentioned earlier that sometimes you felt Sebastian has been
underrated in, in some ways.
I wonder if that has anything to do with your name.
We obviously know that, that Max Verstappen had his dad racing, uh, just Verstappen.
We've seen another recent example, Nico Rosberg with his dad KK, you could name plenty.
Obviously your son is, is coming in with the name Montoya and there's been a very successful
Montoya in Formula One, who was a great driver, won races.
Can that help, can that hinder what do you think it's like having the famous dad who's
done it before you?
I don't think for him matters because I'm just a dad.
I think that is something that is difficult for a lot of the teams is when they're, we're
having conversations about what they're doing and where the car is going and things.
They're shocked of my knowledge base of, of information and not on the driving, but on
the technical side, I was never well known for being good technically because I didn't
want people to know that I was very good technically.
If this is what's making the difference, you don't want to share this with anybody.
So I always was the carefree guy that really didn't care how the car was, but behind closed
door, I work harder than anybody else to make sure the car was how I wanted it.
If you had to critically analyze your son and it sounds like you're not afraid to do that,
what would you say that he needs to do to make it to Formula One?
We need, honestly, the first thing for him is a bit of luck.
Like he needs, you know, things just need to line up a little bit.
I would say the hardest thing that he had to work on was qualifying.
And we had last year probably one of the brightest young guys that is Gabriele Mini,
that everybody looks at him like, I don't think he's ever been beaten by a teammate.
And we had him in the F4 when we started cars and he was way more prepared than us.
And he whipped us all year round.
He was really good in F4.
He was very good in F3 and everything.
He's always been the best out of the three teammates all the time.
And, you know, to have him last year as a teammate was going to be a tough challenge.
And if you look at through the year, we were much better than him through the whole year.
So when you're much better than a guy like that through the year,
and if you put yourself in my kid's shoes that you go, look, everybody rates this guy like
unbelievable and I'm beating him every week.
Why are people not paying attention?
And he does have a point.
I guess it's a lot of what you said that you need that break.
You need that little bit of luck.
You know, you just need the right timing, the right opportunity.
And that's why I think a lot of it becomes, I think the team looks more for funding.
You know, it's like a lot of the people that end up going testing and things
is because they have sponsorship.
Of course, though, I'm imagining that sponsorship, you know, it is important,
but you've got to have the level of talents as well, right?
Oh, yeah.
There's a lot of people with a lot of talent,
but there's always people with talent and money.
And there's other people that don't have the money, but they have the talent
and they were lucky enough to get the support early on.
There are thousands of racing drivers, hundreds of thousands of racing drivers,
young racing drivers looking to get breaks all over the world.
22, make it to Formula One at the moment.
If you could summarize what are the skills and attributes that you would say are needed
to be one of those elite 22 having been there yourself?
So something I told him yesterday, he had a rough qualifying
and they made a mistake with the car and he had a rough, rough day.
And he was really frustrated.
And I said, it doesn't matter.
And he told me it doesn't matter how hard I'm working.
Just things don't seem to work.
And I go, the problem with what you're thinking is things don't happen when you want them.
Things will happen when they're meant to happen.
And so you need to keep working because this is where the point where a lot of people give up.
And from what you're telling me, you don't want to give up.
And I can see you don't want to give up, but you need to understand that the effort
and the results are never lined up.
You know what I mean?
And I'll give you a simple example.
It's, you know, Kimi's won the last two races and he's done a really good job.
But was the result would have been the same if the guy with the luck would have been George?
If the safety car would have been in Japan, George's side, not on Kimi's side,
who would have won the race?
And things can change so fast, can't they, on that level?
And that's what I said.
Like you start, like we go to Europe where they have two and, you know,
you have 23 really good weekends and people change, you know,
the memory of the people here in this paddock is very short memory.
Well, Pablo, I've really enjoyed this.
It's been great to get to know you.
Formula One has a lot of drivers come through.
You made such an impact and the sport was really lucky to have you.
And is lucky to still have you around.
So wishing you all the best and also good luck to Sebastian as he continues to push through.
We hope to see him in a Formula One car sooner rather than later.
No, thank you.
And honestly, for all the kids that want to come here is, and I told my kid this,
is a really hard road and you need to love it.
You really need to love this and you need to be willing to sacrifice everything for it because
the only way you're going to succeed as this is sacrificing everything.
Excellent advice to end on.
One Pablo Montoya, thank you so much.
No worries.
I really enjoyed that.
Great to speak to one Pablo Montoya.
Great to meet somebody I grew up watching.
What a cool thing.
So thank you so much to one Pablo for taking the time to talk to us.
And of course, all the very best of luck to Sebastian as well as he continues
in his battle to make it to Formula One.
A really interesting insight from two generations of Montoyers really.
Right, let's say hello to a few of you out there.
So many people have sent us nice messages recently.
We get all sorts of statistics here at F1 Explains,
and we know there's loads more of you listening than there was last year.
New people finding us all the time.
So we hugely appreciate that.
On last week's episode about press officers with Sophie Arg,
we wondered aloud when the Thursday F1 media day started.
And it was a fact that eluded me and producer Chris.
Lee and Jen from Australia emailed to say
they were at the first F1 race in Adelaide in 1985.
And they went to the circuit one Thursday
and wandered around looking at the car's drivers in the circuit.
And the drivers were mainly watching their cars being assembled
and answering questions from people,
signing autographs, having a sort of media day.
They end by saying, cheers from Osgo Oscar.
So there you go.
Media day was sort of happening around 40 years ago.
Good insight, Lee and Jen from Australia.
We appreciate that.
And yes, good luck to Oscar this weekend in Canada.
Veneta on Instagram also messaged about our episode with Sophie.
She said, oh my God, this is so cool.
Sophie is such an inspiration.
Thank you, Christian, for this interview.
Veneta, you're very welcome.
Vicks also on Instagram says, F1 Explains,
you are killing it with these interviews.
Some of the literal best people and interesting stuff
we don't usually get to hear about.
Well played.
Vicks, if you'd like a job marketing Formula One's podcast,
you're very welcome.
Because that's exactly what we try and do with F1 Explains.
So brilliant.
Thank you very much.
We'll put that in the episode description or something.
Adrienne talks about our episode with Laura Muller,
which I also recorded in Miami a couple of weeks ago.
Laura is Esteban Ocon's race engineer.
If you missed it, she was on talking about
not only the role of the race engineer,
but also how it's changed under the new rules in 2026.
Adrienne says, I love it when you get female engineers on the pod.
And Laura explains everything really well.
She does.
Laura is brilliant and a lot of fun.
Hello to Andrea in Sydney, Australia, going back into Oz.
Andrea says, Hi team.
Just a quick note to say, I'm a 46 year old mother of two.
Before falling in love with F1, brackets are quite recent events.
I never in a million years would have considered
listening to a whole podcast about tires of all things.
Listen, Andrea, I think if you'd have told me a few years ago,
I've been presenting an episode of a podcast about tires,
all about tires of all things I probably wouldn't have believed you.
But Andrea says, But the chat with Mario Asola from Pirelli
was actually genuinely interesting.
And I learned a lot.
Thank you, Andrea.
You're very welcome.
Yeah, that was really good.
Mario's great.
Jay Spider on Spotify says,
Ah, so this is about our episode where we went behind the scenes
with Haas to say what happens at a race weekend.
We broadcast it a few weeks ago,
but we actually recorded it last year in Miami, Miami 2025.
So Jay Spider on Spotify says,
While the inside the garage episode
was probably the noisiest episode in the history of F1 Explained.
Yeah, very true.
I found it to be one of the shows most insightful.
The in-garage perspective was very informative
for fans who are new to the sport
and are trying to learn as much as they can
about the world that goes into a grand prix.
Thank you, Jay Spider.
I appreciate that.
And the WM family on Spotify says,
My only complaint about F1 Explains is they're not longer.
Listen, WM family, I appreciate your sentiment,
but always leave them wanting more.
And on that bombshell, we should end this week.
Don't forget, while Pablo Montoya is part of the team,
you can see on F1 TV in selected countries
and on Apple TV in the US.
Plus, for the 2026 Canadian Grand Prix,
you can watch one on the team on Netflix.
How exciting.
If you're in the US, that's all very exciting, isn't it?
And he's doing a track guide feature with his son Seb,
who is racing there in F2 this weekend.
So look out for that lovely stuff.
And don't forget as well on this feed,
Tom Clarkson and the team will debrief the Canadian Grand Prix
in the early part of next week.
Here on F1 Explains, we have new episodes every Friday,
and we will be back next week with a new episode of F1 Explains.
I'm Christian Hugill.
Until then, have a great week.
Thanks so much for listening.
Bye for now.
About this episode
Juan Pablo Montoya maps the route to F1 from karting wins to Europe’s junior single-seater ladder, explaining how drivers get noticed and why timing matters. He recalls his own break as a test driver for Williams, the role of mentorship and less-common junior academies in his era, and how adapting your driving style becomes crucial “right at the top of the ladder.” He also shares his pressure mindset, then compares his son Sebastian’s path in F2—highlighting qualifying as the hardest step.
Why do some drivers move across the world to pursue their racing dreams? How important is it to compete in different series on the motorsport ladder? And what mentality do you need to make it to Formula 1?
Seven-time Grand Prix winner Juan Pablo Montoya joins Christian Hewgill to talk about the route to F1 – a journey he completed successfully and one he’s reliving again through his son Sebastian, who’s currently competing in F2.
Juan talks about leaving Colombia at a young age, how Sir Jackie Stewart helped him in his early racing days, and what Sebastian needs to make that final step up to F1. Plus, Juan Pablo shares his advice for young kids hoping to reach the pinnacle of motorsport.
