Marcus Ericsson reveals ‘unhealthy’ F1 weight requirements before moving to IndyCar: How ‘almost starving’ affected him mentally
Marcus Ericsson, the Swedish racing driver who transitioned from Formula 1 to IndyCar with remarkable success, has opened up about the grueling physical and psychological demands he faced during his five-year stint in F1. In his newly released book Trackside, published on November 1, 2025, Ericsson details how the sport’s stringent weight restrictions pushed him to extremes, describing a regime that bordered on mania and left lasting mental scars. The 35-year-old, now competing for Andretti Global in the NTT IndyCar Series, reflects on these challenges as a stark contrast to the more balanced life he enjoys in American open-wheel racing.
Ericsson entered F1 in 2014 with the backmarker Caterham team, followed by four seasons at Sauber, where he scored a modest 18 points across his career. At the time, F1 imposed a minimum car weight of around 728kg for the 2014 season, including the driver, with no separate minimum for the driver themselves. Taller or heavier drivers like Ericsson, standing at 1.80m (5’11”), were at a disadvantage. Teams prioritized lightweight drivers to allocate more ballast for performance tweaks, often placing it lower in the chassis for better handling. “I kept myself under, but it wasn’t easy,” Ericsson wrote in Trackside, as quoted in recent interviews. “It almost becomes mania, you almost have to starve yourself when you’re going to perform at the top level.”
The pressure was relentless. Ericsson recalls constant monitoring by engineers, who would weigh him regularly and urge him to shed even a few grams. Skipping meals, dehydrating before weigh-ins, and avoiding fluids during races became routine. He even ditched the in-car drinks bottle to save weight, a decision that cost him valuable hydration on hot race days and, by his estimate, tenths of a second per lap due to fatigue. “The team was constantly telling me to lose weight,” he recounted in earlier reflections, noting how this obsession infiltrated every aspect of life. Mentally, it eroded his focus and confidence. “You always had like a bracket of positions where you knew you would be,” he explained, referring to the predictable mid-to-back grid spots in underpowered cars. “That was tough and took a toll on me mentally for sure.”
This unhealthy cycle wasn’t unique to Ericsson—many drivers from that era, including those in feeder series, faced similar issues. Taller pilots like Nico Hulkenberg or Alexander Albon have echoed these struggles, but Ericsson’s candid admission highlights the human cost. The constant hunger and self-denial led to mood swings, anxiety, and a distorted relationship with food. “It almost becomes mania,” he emphasized, painting a picture of drivers bordering on eating disorders to stay competitive. Physically, the strain manifested in reduced energy levels, slower reaction times, and increased injury risk from weakened muscles. Ericsson, naturally around 75-78kg during his F1 days, pushed his body to limits that he now views as unsustainable.
The turning point came in 2019, the year after Ericsson departed F1 for IndyCar with Schmidt Peterson Motorsports (now Arrow McLaren). That season, the FIA introduced an 80kg minimum driver weight, with any shortfall made up by ballast placed near the cockpit for fairness. Ericsson has expressed frustration that the change arrived too late for him. Upon leaving F1, he gained 7kg almost immediately, feeling liberated. “Sounds like exactly how it was for me during my 5 years in F1,” he posted on social media in 2020, responding to similar complaints from Formula E drivers. “Thankfully now they implemented 80kg minimum driver weight (the year after I left ofc!). I remember it being extremely tough mentally and physically.”
In IndyCar, a spec series with more standardized cars, weight plays a lesser role in performance differentials. Drivers compete at natural, healthier weights, focusing on skill rather than starvation. Ericsson thrived upon arrival, joining Chip Ganassi Racing in 2020 and securing his first podium in his eighth start. He won the 2022 Indianapolis 500, outdueling favorites in a dramatic finish, and added multiple victories, consistently finishing sixth in the championship from 2021 to 2023. The mental freedom allowed him to rebuild confidence, channeling F1’s hardships into resilience. “My years in F1 taught me mental toughness and hard work,” he has said.
Yet, Ericsson’s journey hasn’t been without recent setbacks. After switching to Andretti Global in 2024, he endured a winless season, finishing 15th with just one podium. A disqualification from second place at the 2025 Indy 500 due to a technical infraction added salt to the wound. Heading into the offseason, he’s bulked up further, adding 10 pounds of muscle, and invested in simulator work and mental coaching. “I don’t believe in bad luck; I believe in working hard and preparing yourself to succeed,” he declared in early 2025 interviews.
Ericsson’s revelations in Trackside serve as a cautionary tale for motorsport’s governing bodies. While F1 has evolved—current rules include an 82kg driver minimum for 2025, adjusted for the heavier hybrid-era cars—the scars remain for veterans like him. His story underscores how far the sport has come in prioritizing driver welfare, from mandatory medical checks to anti-doping measures addressing disordered eating. In IndyCar, Ericsson continues to chase glory, including simulator evaluations for the upcoming Cadillac F1 team in 2026, proving that escaping F1’s toxic weight culture unlocked his true potential.
Today, at 35, Ericsson races not just for wins but for joy. The “almost starving” days are behind him, replaced by a healthier mindset that has seen him conquer the Brickyard and inspire a new generation. As he prepares for another IndyCar campaign, his book reminds us that behind the helmets and high speeds, drivers are human—pushed to breaking points in pursuit of perfection.
