| Ferg | 12-23-2005 11:04 AM |
Today's reads...
[QUOTE]Ferrari ready for Raikkonen excesses
By Michele Lostia and Jonathan Noble December 23rd 2005, 12:20 GMT
Ferrari president Luca di Montezemolo has suggested that his team would have no problem in coping with Kimi Raikkonen's off-track antics if they signed him for 2007.
Speaking to Italian media at Ferrari's Christmas party, di Montezemolo interestingly did not deny that the Finn could be on his way to the team, when he was jokingly asked how they would cope with Raikkonen's fondness for partying.
"There are no night clubs here in Maranello and [Jean] Todt would keep him in check about the drinking," di Montezemolo responded.
"There wouldn't be a problem, but everything should come at the right time. To announce today he will race for us in 2007 would go against nature."
Speculation that Raikkonen could be on his way to Maranello has increased following McLaren's decision to sign Fernando Alonso for 2007.
Raikkonen has insisted, however, that he has not made any decisions about his future yet, despite sources claiming he has signed an option with Ferrari.[/QUOTE]
[QUOTE]Ferrari unfazed by Vodafone's departure
By Michele Lostia December 23rd 2005, 10:07 GMT
Ferrari are not too worried by sponsor Vodafone's decision to defect to McLaren in 2007 and will not rush finding a replacement, company president Luca di Montezemolo said.
The Maranello squad began their relationship with the mobile telecommunications giant in 2002 but their contract will end at the end of 2006.
Di Montezemolo has said, however, that his team are happy because they have already secured a long-term title sponsorship deal with Philip Morris, owners of the Marlboro tobacco brand, and other companies are already queuing up to back them.
And although there are suggestions that McLaren, Ferrari and Vodafone are in discussions about the deal possibly moving to McLaren some time next year, di Montezemolo said the team are in no rush to sort out a replacement sponsor.
"We couldn't offer [Vodafone] the primary role they asked, because we renewed with Philip Morris an extremely important deal for us," the Italian said during Ferrari's media Christmas party. "But we aren't an advertising billboard.
"For us the red and the white have been going on for 30 years. There already are requests for sponsorship, and we have one year to do the selection."[/QUOTE]
[QUOTE]Montezemolo: Schumacher still the best
By Michele Lostia December 23rd 2005, 11:40 GMT
Ferrari president Luca di Montezemolo says he has no doubts that his team's best option for the future remains Michael Schumacher.
Amid continued speculation that Kimi Raikkonen is on his way to Ferrari for 2007, di Montezemolo has made it clear that the team are still hoping their current star driver will decide to extend his stay at Maranello.
Schumacher's current contract runs out at the end of next year.
"It's up to the driver to decide," di Montezemolo said about Schumacher's future plans. "It will be him saying whether he'll carry on racing.
"But for us Michael Schumacher isn't just the present at Ferrari, he's also the future. For the will, the determination and the results he has, he remains the best.
"If he quits I'll be sorry, but I know that if he decides to do so, it'll be because he doesn't feel like being number one anymore. Then it will be better that way. But I see he still has the will.
"Let's say that at Monza we'll know what he'll do."
Schumacher's eventual decision whether to continue in F1 or retire will most likely depend on how competitive Ferrari are next season.
Di Montezemolo, who was speaking at Ferrari's Christmas party, admitted that the Maranello team had simply got it wrong this season - with a car that was hailed by technical director Ross Brawn and chief designer Rory Byrne as the team's best ever.
"They were wrong," the Italian said. "But this will be good for all of us, from the president down. We needed a bath of humility. But this car (the F2005), it must be said, wasn't a pile of junk.
"We, and who worked with us, didn't do our job properly, with a bad interpretation of the new regulations."[/QUOTE]
[QUOTE]Aguri expect entry approval next month
By Jonathan Noble December 23rd 2005, 11:34 GMT
The Super Aguri team are not expected to get the final green light for their entry to Formula One until after the New Year.
Although the Japanese outfit moved a major step closer to getting their application accepted - by securing the unanimous support of their rivals this week - it is still expected to take a few days for the FIA to approve their late entry.
With the Christmas and New Year holidays now almost upon us, the examination of paperwork and the transfer of the $48 million (USD) bond deposit may not happen until the first few days of 2006.
However, thankfully for Super Aguri, there is no deadline for them to get their application approved. The only danger they faced recently was spending money on getting their 2006 programme ready without knowing whether it would all be to waste.
Now there appears little doubt that the FIA will approve their entry, making them F1's 11th team. FIA president Max Mosley told Auto, Motor und Sport earlier this week that he was 'sure' 11 teams would make it onto the grid next year.
Aguri are still working at their Leafield base on preparing a 2002 Arrows A23 for them to start the season, while they continue development of their own car that will be used from the start of the European campaign.[/QUOTE]
[QUOTE]Aguri could tip political balance
By Jonathan Noble December 23rd 2005, 11:55 GMT
Super Aguri's expected entry into Formula One next year is unlikely to ruffle many feathers at the top teams, but the outfit could play a key role in the fight over the sport's future.
According to high level sources close to the FIA, Super Aguri are likely to commit their long-term future to F1 and Bernie Ecclestone rather than get involved in the manufacturer plans for a breakaway championship.
Should that be the case, then it would mean that six teams have signed up for F1 beyond 2007 - with Ferrari, Williams, Midland, Red Bull Racing and Scuderia Toro Rosso already having committed themselves.
This compares with just five teams remaining in the breakaway Grand Prix Manufacturers' Association (GPMA) - McLaren-Mercedes, BMW, Toyota, Honda Racing and Renault.
Although the numbers in each camp are not significant yet, should Aguri sign up to F1 then it would be important because the team have considerable backing from Honda.
The team are likely to consult closely with the Japanese carmaker about their plans and any move into Ecclestone's camp would give the firmest hint yet about the future intention of Honda itself.
Autosport.com reported earlier this month that Honda and Toyota are believed to have told the GPMA that they are no longer interested in the breakaway plans and will sign-up to F1 as soon as they are free of a binding contract they signed last September with the GPMA, which currently prevents them from leaving its fold.
While the sport awaits Aguri's decision about their plans, the likelihood is that the first few weeks of 2006 will be crucial in terms of what happens with the breakaway.
The GPMA warned last month that it viewed the end of 2005 as the point of no return in its plans for the future.
"I think it is true that the end of this year is probably a turning point," said Renault F1 chairman Patrick Faure. "We cannot wait much more for the new championship, because we need to sign circuits to organise ourselves."[/QUOTE]
[QUOTE]Ferrari ready for Raikkonen excesses
By Michele Lostia and Jonathan Noble December 23rd 2005, 12:20 GMT
Ferrari president Luca di Montezemolo has suggested that his team would have no problem in coping with Kimi Raikkonen's off-track antics if they signed him for 2007.
Speaking to Italian media at Ferrari's Christmas party, di Montezemolo interestingly did not deny that the Finn could be on his way to the team, when he was jokingly asked how they would cope with Raikkonen's fondness for partying.
"There are no night clubs here in Maranello and [Jean] Todt would keep him in check about the drinking," di Montezemolo responded.
"There wouldn't be a problem, but everything should come at the right time. To announce today he will race for us in 2007 would go against nature."
Speculation that Raikkonen could be on his way to Maranello has increased following McLaren's decision to sign Fernando Alonso for 2007.
Raikkonen has insisted, however, that he has not made any decisions about his future yet, despite sources claiming he has signed an option with Ferrari.[/QUOTE]
[QUOTE]Ferrari unfazed by Vodafone's departure
By Michele Lostia December 23rd 2005, 10:07 GMT
Ferrari are not too worried by sponsor Vodafone's decision to defect to McLaren in 2007 and will not rush finding a replacement, company president Luca di Montezemolo said.
The Maranello squad began their relationship with the mobile telecommunications giant in 2002 but their contract will end at the end of 2006.
Di Montezemolo has said, however, that his team are happy because they have already secured a long-term title sponsorship deal with Philip Morris, owners of the Marlboro tobacco brand, and other companies are already queuing up to back them.
And although there are suggestions that McLaren, Ferrari and Vodafone are in discussions about the deal possibly moving to McLaren some time next year, di Montezemolo said the team are in no rush to sort out a replacement sponsor.
"We couldn't offer [Vodafone] the primary role they asked, because we renewed with Philip Morris an extremely important deal for us," the Italian said during Ferrari's media Christmas party. "But we aren't an advertising billboard.
"For us the red and the white have been going on for 30 years. There already are requests for sponsorship, and we have one year to do the selection."[/QUOTE]
[QUOTE]Montezemolo: Schumacher still the best
By Michele Lostia December 23rd 2005, 11:40 GMT
Ferrari president Luca di Montezemolo says he has no doubts that his team's best option for the future remains Michael Schumacher.
Amid continued speculation that Kimi Raikkonen is on his way to Ferrari for 2007, di Montezemolo has made it clear that the team are still hoping their current star driver will decide to extend his stay at Maranello.
Schumacher's current contract runs out at the end of next year.
"It's up to the driver to decide," di Montezemolo said about Schumacher's future plans. "It will be him saying whether he'll carry on racing.
"But for us Michael Schumacher isn't just the present at Ferrari, he's also the future. For the will, the determination and the results he has, he remains the best.
"If he quits I'll be sorry, but I know that if he decides to do so, it'll be because he doesn't feel like being number one anymore. Then it will be better that way. But I see he still has the will.
"Let's say that at Monza we'll know what he'll do."
Schumacher's eventual decision whether to continue in F1 or retire will most likely depend on how competitive Ferrari are next season.
Di Montezemolo, who was speaking at Ferrari's Christmas party, admitted that the Maranello team had simply got it wrong this season - with a car that was hailed by technical director Ross Brawn and chief designer Rory Byrne as the team's best ever.
"They were wrong," the Italian said. "But this will be good for all of us, from the president down. We needed a bath of humility. But this car (the F2005), it must be said, wasn't a pile of junk.
"We, and who worked with us, didn't do our job properly, with a bad interpretation of the new regulations."[/QUOTE]
[QUOTE]Aguri expect entry approval next month
By Jonathan Noble December 23rd 2005, 11:34 GMT
The Super Aguri team are not expected to get the final green light for their entry to Formula One until after the New Year.
Although the Japanese outfit moved a major step closer to getting their application accepted - by securing the unanimous support of their rivals this week - it is still expected to take a few days for the FIA to approve their late entry.
With the Christmas and New Year holidays now almost upon us, the examination of paperwork and the transfer of the $48 million (USD) bond deposit may not happen until the first few days of 2006.
However, thankfully for Super Aguri, there is no deadline for them to get their application approved. The only danger they faced recently was spending money on getting their 2006 programme ready without knowing whether it would all be to waste.
Now there appears little doubt that the FIA will approve their entry, making them F1's 11th team. FIA president Max Mosley told Auto, Motor und Sport earlier this week that he was 'sure' 11 teams would make it onto the grid next year.
Aguri are still working at their Leafield base on preparing a 2002 Arrows A23 for them to start the season, while they continue development of their own car that will be used from the start of the European campaign.[/QUOTE]
[QUOTE]Aguri could tip political balance
By Jonathan Noble December 23rd 2005, 11:55 GMT
Super Aguri's expected entry into Formula One next year is unlikely to ruffle many feathers at the top teams, but the outfit could play a key role in the fight over the sport's future.
According to high level sources close to the FIA, Super Aguri are likely to commit their long-term future to F1 and Bernie Ecclestone rather than get involved in the manufacturer plans for a breakaway championship.
Should that be the case, then it would mean that six teams have signed up for F1 beyond 2007 - with Ferrari, Williams, Midland, Red Bull Racing and Scuderia Toro Rosso already having committed themselves.
This compares with just five teams remaining in the breakaway Grand Prix Manufacturers' Association (GPMA) - McLaren-Mercedes, BMW, Toyota, Honda Racing and Renault.
Although the numbers in each camp are not significant yet, should Aguri sign up to F1 then it would be important because the team have considerable backing from Honda.
The team are likely to consult closely with the Japanese carmaker about their plans and any move into Ecclestone's camp would give the firmest hint yet about the future intention of Honda itself.
Autosport.com reported earlier this month that Honda and Toyota are believed to have told the GPMA that they are no longer interested in the breakaway plans and will sign-up to F1 as soon as they are free of a binding contract they signed last September with the GPMA, which currently prevents them from leaving its fold.
While the sport awaits Aguri's decision about their plans, the likelihood is that the first few weeks of 2006 will be crucial in terms of what happens with the breakaway.
The GPMA warned last month that it viewed the end of 2005 as the point of no return in its plans for the future.
"I think it is true that the end of this year is probably a turning point," said Renault F1 chairman Patrick Faure. "We cannot wait much more for the new championship, because we need to sign circuits to organise ourselves."[/QUOTE]
| Ferg | 12-23-2005 11:09 AM |
Longish interview with Max
[QUOTE]Interview with Max Mosley
By L'Equipe December 23rd 2005, 11:13 GMT
The interview below appeared in L'Equipe on December 20, 2005. It was translated and provided by the FIA communications office.
"F1 is too expensive"
In an exclusive interview with L'Equipe, Max Mosley, the president of the FIA, speaks of the future of F1 as he is preparing it.
For the first time in twenty-five years, the FIA is free to define the future framework of Formula One, for 2008, on the expiry of the Concorde agreement. In the interests of ensuring the continuity of the discipline, Max Mosley has made it a priority to impose cost-saving measures, whether that pleases certain major manufacturers or not.
[b]Q: Evidently, the direction you have defined for the future of F1 has been clear and constant for some years, but the road to achieving your goal appears frightfully tortuous. How did such complexity in the management of Formula One come about?[/b]
Max Mosley: "I agree: in theory, one should be able to take decisions in one week. F1, in fact, consists of very few people, it's not like a great national democracy, and there should be greater flexibility. It's only a few people, but even so it's many more than when we defined the Concorde agreement twenty-five years ago. At the time, the discipline was limited to a small group of people who had much less money, and far fewer lawyers, than nowadays.
"When I began in 1970 (with March), we had a hundred times less money: our budget amounted to �113,000 including the drivers' pay, which must correspond today, taking inflation into account, to �1,500,000. We finished third in the World Championship, and even won a race. In 2005, a decent budget is �150,000,000. I know teams who spend far more and who have finished this year in worse than third place..."
[b]Q: Of course, but the complexity of the system isn't just down to money...[/b]
Mosley: "I was getting there. The other difficulty is the Concorde agreement, which imposes several levels of discussion and decision. It was simple when there were only a few of us; it has now become extremely complex.
"For example, a change to the technical regulations requires the agreement of eight teams out of ten, via their technical managers. Then it needs the agreement of the Formula One Commission, i.e. at least 18 votes out of 26, and again after that the agreement of the FIA World Council. That involves interminable discussions, and as many inevitable compromises.
"I understand that the public ends up confused, and it's very regrettable for F1. I will admit that the meetings with the team bosses are far less efficient than those that Charlie Whiting (FIA technical delegate) may have with the technical managers!
"When we have to discuss the sporting regulations with the bosses, it's a little surreal sometimes... Because they now have teams of 800, or even 1000 people, to manage, many problems everywhere, and no time to go into the details of a set of sporting regulations. Therefore, they often suggest an idea without having analysed all the consequences in depth!"
[b]Q: And that's how we end up with the aberration of the qualifying system for 2006...[/b]
Mosley: "For example! (Smiles) In my opinion, it is absolutely vital that we don't change that sort of thing all the time. Or else we do change it, but we first ask the experts to examine all the consequences of the envisaged change."
[b]Q: The 2006 qualifying system is going to be complicated...[/b]
Mosley: "Very complicated. But the times will be displayed and the people will at least know who is the fastest driver. Also, there will probably be a pit stop with a tyre change, and the spectators love that. But I sincerely believe that the public will be like me faced with an American football game: I can watch, it's a show, but I have no idea what's going on!"
[b]Q: Isn't it tiresome, all the same?[/b]
Mosley: "It's very worrying. Single-lap qualifying, it's true, was not exciting for the fans in the grandstands, and the organisers lost sales... But on television (enthusiastically), it was really good! You knew exactly what was happening, even with the worst TV director in the world!"
[b]Q: How, as president of the FIA and a racing man, can you not impose, amongst other things, a qualifying method which seems to you to be better than another?[/b]
Mosley: "All that is really a problem for me. The ideal system would be for the Federation to consult everyone and then take a decision, for which it would be entirely responsible. Unfortunately, that is not the system that we have now, and in my opinion that harms F1. The truth is that we are paralysed by the kind of decision making we have in F1."
[b]Q: In that case, why are you talking of extending the Concorde agreement beyond 2007, with five teams having already signed up (Ferrari, Williams, Red Bull, Toro Rosso and Midland)?[/b]
Mosley: "There is a will to reform, I am sure of it. At the moment, we are having discussions with the teams, in particular on how to simplify the decision-making process in the future. They recommend a majority of 70%.
"As for me, I would be in favour of a simple majority: 51% is enough! In fact, what these five teams have signed is an agreement in principle, an undertaking to take part in our World Championship in 2008.
"But all of them agree that at a certain point it will be necessary to define a new Concorde agreement. And it is for that that I want us to change all these procedures that have become too burdensome. Simply put, we first had to stabilise the 2008 Championship."
[b]Q: What guarantees does this agreement in principle give to the signatory teams?[/b]
Mosley: "The teams who have given their agreement to race in 2008 are assured of having the same rights as today until 2012."
[b]Q: What rights are those?[/b]
Mosley: "The right to take part in making decisions, for example."
[b]Q: And when you want to simplify the new Concorde agreement, will you have to have everybody's approval?[/b]
Mosley: "Yes, but I think that at certain moments, the stars are in our favour. We have with us Ferrari, Williams, Midland and the two Red Bull teams. And there is a common will to solve the problems.
"The young team manager at Red Bull (Christian Horner) is very good. Jean Todt is completely rational: among the bosses, he is the only one to accept reforms in the interest of F1, even when they are not necessarily in the interest of his team. And then we have Frank Williams: since he no longer has to answer to 'uncle' BMW, we can once again discuss things in a very rational manner with him.
"So we have those people, plus three or four whom we know very well and who are interested in F1. We are therefore in a position to say to the others (meaning the five constructors in the GPMA: Mercedes, BMW, Renault, Honda and Toyota - see related article): 'Look, this is how our championship is run; if you want to be part of it, you are welcome. If not, you have the right to create your own series.'
"No problem. For us, it is an opportunity. For the first time since 1980, we have total freedom, along with the teams who are with us of course, to define the regulations that we want."
[b]Q: When you say "three or four who are interested in F1", do you mean people who would be prepared to enter a team in the Grands Prix?[/b]
Mosley: "Absolutely. There are three, perhaps even four people who are very well known - I'll leave it to you to guess their names (the names David Richards or Roger Penske, in particular, are heard regularly), who want to join F1, but who are currently unable to because of the costs involved. And if we manage to reduce the costs, to 100 to 120 million dollars (100 million euros), for a reasonable budget, they will come. They are independent teams, who therefore have to earn their living from sponsorship. They do not want to lose money in F1."
[b]Q: Are these racing people, or outside investors?[/b]
Mosley: "They are racing people. They are from the milieu; they have money or access to money. If I count them all, in fact, there are at least six who have this project in mind, including three, as I see it, or even four, who are serious. They have two years ahead of them in which to prepare. But they must make a decision at the beginning of 2006 if they want to compete in 2008."
[b]Q: Your main criticism of the major constructors is the escalation of costs...[/b]
Mosley: "Yes, I am very sorry to keep going on about this, but it is the basic point. There are major constructors who are already spending 300 to 400 million euros and who are prepared to spend still more in order to win the World Championship, because it's very, very important for their image.
"I want to say to them: 'If you want to carry on playing with us, you'll have to play by our rules, because the World Championship belongs to the FIA.' History has shown that constructors come and go as they wish. They have a perfect right to do so, but our task is to see to it that the Championship goes on, with or without them."
[b]Q: Can Mr Mateschitz, the owner of the Red Bull trademark and of two teams (Red Bull and Toro Rosso), also leave when he wants, the day when, for marketing reasons, F1 is no longer of interest to him?[/b]
Mosley: "Absolutely. But that does not pose a problem. We don't need a Mr Mateschitz with enormous sums of money, as on a "normal" market, with all the major worldwide companies, we shall always find someone to replace him... provided that the costs are not prohibitive.
"At the moment, F1 is too expensive. A big private team, very well known in America, recently told Bernie (Ecclestone): "We want to join F1, but only if we can do it with a budget of 80 million dollars." Because that is the level at which that team can make a profit. Frank (Williams) is now thinking along the same lines, Ferrari too..."
[b]Q: But Ferrari are one of those teams that are reputed to spend the most money...[/b]
Mosley: "In my opinion, that has changed fundamentally since Jean Todt has been running the whole of the Ferrari company, and not just the Scuderia. He is now responsible for the finances of the entire make, and he knows that he cannot count on much support from Fiat. He simply did the maths: 100 million euros, that's 25,000 euros on each road [car] Ferrari sold.
"It is in the company's interest that its Formula One team works on the same basis as the independent teams, i.e. on the basis of profit... or at least of not making a loss. The interests of Jean Todt and Frank Williams are now the same.
"As for Red Bull, I have talked with Mr Mateschitz, and I told him: 'I am well aware that you can spend as much money as you want.' He replied: 'Yes, but even so I want to keep it reasonable.' Mr Mateschitz is in the position of a normal sponsor, and he wants his money's worth. For him, a reasonable budget is around 100 to 120 million."
[b]Q: With five teams on your side, plus three or four serious candidates for F1, you are in a position of strength vis-�-vis the constructors' GPMA...[/b]
Mosley: "The constructors are always talking about Bernie's money. they want a better distribution of the F1 earnings. I can understand that it is annoying for them to see Bernie as a multi-billionaire, but after all wasn't he the one who built all that, and didn't they come into it fully aware of the system? But in fact, this story of getting a fairer share is a false problem.
"Imagine that in the end, each of the constructors manages to get 5 million dollars more from Bernie; that's already a great deal, but it is nothing compared with what they spend in F1 and what I call wasted money. Because those who now spend 300 to 400 million dollars or maybe more, if they were to accept the conditions that we propose, namely reducing the budgets to 100 million, they would be saving 200 to 300 million!
"I can tell you of one constructor, naming no names, who distributes around 400 million euros in dividends to his shareholders... and who spends far more than 200 million euros in F1. And the 200 million is just for the engine!"
[b]Q: But how can you prevent a constructor from spending money on technological research?[/b]
Mosley: "It's difficult. The only way is to reduce the ratio between improved performance and financial investment beyond a certain level. To reduce the costs of an engine, the aerodynamics, the tyres, etc. via the technical and sporting regulations.
"If a constructor's wind tunnel is running 24 hours a day, it is necessary for another competitor, with a wind tunnel that is used at 70% but with a better driver, to be able to win despite that. At a certain moment, the constructors will thus admit that money spent that way is wasted."
[b]Q: Not all of them are so extravagant?[/b]
Mosley: "Among the five that have entered so far, two are prepared to spend anything to win the World Championship. There are two others whose bosses say: "If it's reasonable from a financial point of view, we do it; if not, we stop." The big boss of one of those two even told me: "If it's really profitable, why not have two teams, running under two different makes?" And then the fifth one is hesitating between enormous spending and the path of reason."
[b]Q: You don't want F1 to become a pleasure reserved exclusively for the drivers and engineers?[/b]
Mosley: "At the moment, it's an engineers' game. Inside certain gearboxes you have technologies that are absolutely fascinating - when you know about them. Only about a dozen people are interested in them, and not the millions of people who follow F1. However, directly or indirectly, it is the public that pays for F1.
"Another little example of waste, from something that I have been able to observe in England: for the aerospace industry, which also supplies parts to the teams, Formula One represents a tiny little percentage of their turnover, but a very major share of their profits - because numerous teams pay without question, as long as the quality is there.
"Similarly, I learned that in 2003 a major constructor changed engine blocks three times in the course of the season! In these conditions, you have to understand that, for 2006, we have restricted the engineers' field of investigation... Honda and BMW were not happy. They wanted more freedom. But more freedom is above all the freedom to spend a lot of money..."
[b]Q: F1 must nevertheless remain a shop window for very high technology...[/b]
Mosley: "It will, but we want to orient the technology in a useful direction. Today, you know, F1 fans tell us: 'Personally, what I like about this sport is the technology.' Let's not forget that in Formula One, 99% of the technology is unknown to the public."[/QUOTE]
[QUOTE]Interview with Max Mosley
By L'Equipe December 23rd 2005, 11:13 GMT
The interview below appeared in L'Equipe on December 20, 2005. It was translated and provided by the FIA communications office.
"F1 is too expensive"
In an exclusive interview with L'Equipe, Max Mosley, the president of the FIA, speaks of the future of F1 as he is preparing it.
For the first time in twenty-five years, the FIA is free to define the future framework of Formula One, for 2008, on the expiry of the Concorde agreement. In the interests of ensuring the continuity of the discipline, Max Mosley has made it a priority to impose cost-saving measures, whether that pleases certain major manufacturers or not.
[b]Q: Evidently, the direction you have defined for the future of F1 has been clear and constant for some years, but the road to achieving your goal appears frightfully tortuous. How did such complexity in the management of Formula One come about?[/b]
Max Mosley: "I agree: in theory, one should be able to take decisions in one week. F1, in fact, consists of very few people, it's not like a great national democracy, and there should be greater flexibility. It's only a few people, but even so it's many more than when we defined the Concorde agreement twenty-five years ago. At the time, the discipline was limited to a small group of people who had much less money, and far fewer lawyers, than nowadays.
"When I began in 1970 (with March), we had a hundred times less money: our budget amounted to �113,000 including the drivers' pay, which must correspond today, taking inflation into account, to �1,500,000. We finished third in the World Championship, and even won a race. In 2005, a decent budget is �150,000,000. I know teams who spend far more and who have finished this year in worse than third place..."
[b]Q: Of course, but the complexity of the system isn't just down to money...[/b]
Mosley: "I was getting there. The other difficulty is the Concorde agreement, which imposes several levels of discussion and decision. It was simple when there were only a few of us; it has now become extremely complex.
"For example, a change to the technical regulations requires the agreement of eight teams out of ten, via their technical managers. Then it needs the agreement of the Formula One Commission, i.e. at least 18 votes out of 26, and again after that the agreement of the FIA World Council. That involves interminable discussions, and as many inevitable compromises.
"I understand that the public ends up confused, and it's very regrettable for F1. I will admit that the meetings with the team bosses are far less efficient than those that Charlie Whiting (FIA technical delegate) may have with the technical managers!
"When we have to discuss the sporting regulations with the bosses, it's a little surreal sometimes... Because they now have teams of 800, or even 1000 people, to manage, many problems everywhere, and no time to go into the details of a set of sporting regulations. Therefore, they often suggest an idea without having analysed all the consequences in depth!"
[b]Q: And that's how we end up with the aberration of the qualifying system for 2006...[/b]
Mosley: "For example! (Smiles) In my opinion, it is absolutely vital that we don't change that sort of thing all the time. Or else we do change it, but we first ask the experts to examine all the consequences of the envisaged change."
[b]Q: The 2006 qualifying system is going to be complicated...[/b]
Mosley: "Very complicated. But the times will be displayed and the people will at least know who is the fastest driver. Also, there will probably be a pit stop with a tyre change, and the spectators love that. But I sincerely believe that the public will be like me faced with an American football game: I can watch, it's a show, but I have no idea what's going on!"
[b]Q: Isn't it tiresome, all the same?[/b]
Mosley: "It's very worrying. Single-lap qualifying, it's true, was not exciting for the fans in the grandstands, and the organisers lost sales... But on television (enthusiastically), it was really good! You knew exactly what was happening, even with the worst TV director in the world!"
[b]Q: How, as president of the FIA and a racing man, can you not impose, amongst other things, a qualifying method which seems to you to be better than another?[/b]
Mosley: "All that is really a problem for me. The ideal system would be for the Federation to consult everyone and then take a decision, for which it would be entirely responsible. Unfortunately, that is not the system that we have now, and in my opinion that harms F1. The truth is that we are paralysed by the kind of decision making we have in F1."
[b]Q: In that case, why are you talking of extending the Concorde agreement beyond 2007, with five teams having already signed up (Ferrari, Williams, Red Bull, Toro Rosso and Midland)?[/b]
Mosley: "There is a will to reform, I am sure of it. At the moment, we are having discussions with the teams, in particular on how to simplify the decision-making process in the future. They recommend a majority of 70%.
"As for me, I would be in favour of a simple majority: 51% is enough! In fact, what these five teams have signed is an agreement in principle, an undertaking to take part in our World Championship in 2008.
"But all of them agree that at a certain point it will be necessary to define a new Concorde agreement. And it is for that that I want us to change all these procedures that have become too burdensome. Simply put, we first had to stabilise the 2008 Championship."
[b]Q: What guarantees does this agreement in principle give to the signatory teams?[/b]
Mosley: "The teams who have given their agreement to race in 2008 are assured of having the same rights as today until 2012."
[b]Q: What rights are those?[/b]
Mosley: "The right to take part in making decisions, for example."
[b]Q: And when you want to simplify the new Concorde agreement, will you have to have everybody's approval?[/b]
Mosley: "Yes, but I think that at certain moments, the stars are in our favour. We have with us Ferrari, Williams, Midland and the two Red Bull teams. And there is a common will to solve the problems.
"The young team manager at Red Bull (Christian Horner) is very good. Jean Todt is completely rational: among the bosses, he is the only one to accept reforms in the interest of F1, even when they are not necessarily in the interest of his team. And then we have Frank Williams: since he no longer has to answer to 'uncle' BMW, we can once again discuss things in a very rational manner with him.
"So we have those people, plus three or four whom we know very well and who are interested in F1. We are therefore in a position to say to the others (meaning the five constructors in the GPMA: Mercedes, BMW, Renault, Honda and Toyota - see related article): 'Look, this is how our championship is run; if you want to be part of it, you are welcome. If not, you have the right to create your own series.'
"No problem. For us, it is an opportunity. For the first time since 1980, we have total freedom, along with the teams who are with us of course, to define the regulations that we want."
[b]Q: When you say "three or four who are interested in F1", do you mean people who would be prepared to enter a team in the Grands Prix?[/b]
Mosley: "Absolutely. There are three, perhaps even four people who are very well known - I'll leave it to you to guess their names (the names David Richards or Roger Penske, in particular, are heard regularly), who want to join F1, but who are currently unable to because of the costs involved. And if we manage to reduce the costs, to 100 to 120 million dollars (100 million euros), for a reasonable budget, they will come. They are independent teams, who therefore have to earn their living from sponsorship. They do not want to lose money in F1."
[b]Q: Are these racing people, or outside investors?[/b]
Mosley: "They are racing people. They are from the milieu; they have money or access to money. If I count them all, in fact, there are at least six who have this project in mind, including three, as I see it, or even four, who are serious. They have two years ahead of them in which to prepare. But they must make a decision at the beginning of 2006 if they want to compete in 2008."
[b]Q: Your main criticism of the major constructors is the escalation of costs...[/b]
Mosley: "Yes, I am very sorry to keep going on about this, but it is the basic point. There are major constructors who are already spending 300 to 400 million euros and who are prepared to spend still more in order to win the World Championship, because it's very, very important for their image.
"I want to say to them: 'If you want to carry on playing with us, you'll have to play by our rules, because the World Championship belongs to the FIA.' History has shown that constructors come and go as they wish. They have a perfect right to do so, but our task is to see to it that the Championship goes on, with or without them."
[b]Q: Can Mr Mateschitz, the owner of the Red Bull trademark and of two teams (Red Bull and Toro Rosso), also leave when he wants, the day when, for marketing reasons, F1 is no longer of interest to him?[/b]
Mosley: "Absolutely. But that does not pose a problem. We don't need a Mr Mateschitz with enormous sums of money, as on a "normal" market, with all the major worldwide companies, we shall always find someone to replace him... provided that the costs are not prohibitive.
"At the moment, F1 is too expensive. A big private team, very well known in America, recently told Bernie (Ecclestone): "We want to join F1, but only if we can do it with a budget of 80 million dollars." Because that is the level at which that team can make a profit. Frank (Williams) is now thinking along the same lines, Ferrari too..."
[b]Q: But Ferrari are one of those teams that are reputed to spend the most money...[/b]
Mosley: "In my opinion, that has changed fundamentally since Jean Todt has been running the whole of the Ferrari company, and not just the Scuderia. He is now responsible for the finances of the entire make, and he knows that he cannot count on much support from Fiat. He simply did the maths: 100 million euros, that's 25,000 euros on each road [car] Ferrari sold.
"It is in the company's interest that its Formula One team works on the same basis as the independent teams, i.e. on the basis of profit... or at least of not making a loss. The interests of Jean Todt and Frank Williams are now the same.
"As for Red Bull, I have talked with Mr Mateschitz, and I told him: 'I am well aware that you can spend as much money as you want.' He replied: 'Yes, but even so I want to keep it reasonable.' Mr Mateschitz is in the position of a normal sponsor, and he wants his money's worth. For him, a reasonable budget is around 100 to 120 million."
[b]Q: With five teams on your side, plus three or four serious candidates for F1, you are in a position of strength vis-�-vis the constructors' GPMA...[/b]
Mosley: "The constructors are always talking about Bernie's money. they want a better distribution of the F1 earnings. I can understand that it is annoying for them to see Bernie as a multi-billionaire, but after all wasn't he the one who built all that, and didn't they come into it fully aware of the system? But in fact, this story of getting a fairer share is a false problem.
"Imagine that in the end, each of the constructors manages to get 5 million dollars more from Bernie; that's already a great deal, but it is nothing compared with what they spend in F1 and what I call wasted money. Because those who now spend 300 to 400 million dollars or maybe more, if they were to accept the conditions that we propose, namely reducing the budgets to 100 million, they would be saving 200 to 300 million!
"I can tell you of one constructor, naming no names, who distributes around 400 million euros in dividends to his shareholders... and who spends far more than 200 million euros in F1. And the 200 million is just for the engine!"
[b]Q: But how can you prevent a constructor from spending money on technological research?[/b]
Mosley: "It's difficult. The only way is to reduce the ratio between improved performance and financial investment beyond a certain level. To reduce the costs of an engine, the aerodynamics, the tyres, etc. via the technical and sporting regulations.
"If a constructor's wind tunnel is running 24 hours a day, it is necessary for another competitor, with a wind tunnel that is used at 70% but with a better driver, to be able to win despite that. At a certain moment, the constructors will thus admit that money spent that way is wasted."
[b]Q: Not all of them are so extravagant?[/b]
Mosley: "Among the five that have entered so far, two are prepared to spend anything to win the World Championship. There are two others whose bosses say: "If it's reasonable from a financial point of view, we do it; if not, we stop." The big boss of one of those two even told me: "If it's really profitable, why not have two teams, running under two different makes?" And then the fifth one is hesitating between enormous spending and the path of reason."
[b]Q: You don't want F1 to become a pleasure reserved exclusively for the drivers and engineers?[/b]
Mosley: "At the moment, it's an engineers' game. Inside certain gearboxes you have technologies that are absolutely fascinating - when you know about them. Only about a dozen people are interested in them, and not the millions of people who follow F1. However, directly or indirectly, it is the public that pays for F1.
"Another little example of waste, from something that I have been able to observe in England: for the aerospace industry, which also supplies parts to the teams, Formula One represents a tiny little percentage of their turnover, but a very major share of their profits - because numerous teams pay without question, as long as the quality is there.
"Similarly, I learned that in 2003 a major constructor changed engine blocks three times in the course of the season! In these conditions, you have to understand that, for 2006, we have restricted the engineers' field of investigation... Honda and BMW were not happy. They wanted more freedom. But more freedom is above all the freedom to spend a lot of money..."
[b]Q: F1 must nevertheless remain a shop window for very high technology...[/b]
Mosley: "It will, but we want to orient the technology in a useful direction. Today, you know, F1 fans tell us: 'Personally, what I like about this sport is the technology.' Let's not forget that in Formula One, 99% of the technology is unknown to the public."[/QUOTE]
| Ferg | 12-26-2005 11:24 AM |
Not much to report really...
[QUOTE]Marmorini: FIA must act over engines
By Jonathan Noble December 26th 2005, 15:31 GMT
Motor racing's governing body has been told that it will have to reign back the performance of Toro Rosso's V10 engines next season, because they will be too powerful compared to other teams if nothing is done.
The FIA has said that it plans to ensure the performance of the new V8 engines is slightly better than restricted V10s, but there have been mounting concerns that the current equivalency regulations have not gone far enough.
And now Toyota's engine chief Luca Marmorini claims that the latest comparisons between the restricted V10s and new V8s, which was conducted by Midland Racing, indicates a huge advantage for the older power-units.
"On the basis of the experimentations carried out so far, it's estimated that with the FIA-imposed limitation to V10 engines - that is a 77mm air intake and revs limited to 16,700rpm - these engines can reach a power output of around 800 horsepower," he said.
"Honestly, I don't think any of the current V8 engines can reach levels similar to these. This way Toro Rosso would have an unfair advantage, and I understand other teams being worried."
The matter was discussed in the most recent Technical Working Group meeting but the FIA has insisted that it will only finalise the limits on V10s closer to the start of the season - when it is clearer about just how quick V8 power-units will be.[/QUOTE]
[QUOTE]Ferrari helping Red Bull, says Smith
By Michele Lostia and Jonathan Noble December 25th 2005, 21:00 GMT
Red Bull Racing technical director Mark Smith has paid tribute to his team's new engine partner Ferrari, claiming that they have been nothing but helpful in forging their union.
The Milton Keynes-based team ran their new Ferrari-powered RB2 for the first time at Silverstone last week and Smith is more than happy with the way the relationship with the Maranello team is going.
"Working with Ferrari has been a very interesting experience," he said in an interview with Autosprint. "They have their team and the engine is designed around their needs, but I've found them extremely competent and helpful people.
"The modifications we requested in accordance with our installation design have been granted. In other words, they haven't told us 'this is the engine, build the car around it,' but they have satisfied all our requests for modifications."
The RB2 that ran at Silverstone is expected to only have minor aerodynamic tweaks before the start of the season, although the team are hoping that improvements will come from work being undertaken at their new Bedford wind-tunnel.
"The car that ran in Silverstone is in its almost definitive configuration," added Smith. "Based on future tests there might appear some aerodynamic modifications, but we're talking about details. The aerodynamics, especially on the sides of the car, are definitive.
"The second chassis, whose monocoque has already been built, will be assembled only in February, after the month of testing we'll carry out in the new wind tunnel and in the tests planned for Spain. The official presentation, on the other hand, will only happen in Bahrain."[/QUOTE]
[QUOTE]Marmorini: FIA must act over engines
By Jonathan Noble December 26th 2005, 15:31 GMT
Motor racing's governing body has been told that it will have to reign back the performance of Toro Rosso's V10 engines next season, because they will be too powerful compared to other teams if nothing is done.
The FIA has said that it plans to ensure the performance of the new V8 engines is slightly better than restricted V10s, but there have been mounting concerns that the current equivalency regulations have not gone far enough.
And now Toyota's engine chief Luca Marmorini claims that the latest comparisons between the restricted V10s and new V8s, which was conducted by Midland Racing, indicates a huge advantage for the older power-units.
"On the basis of the experimentations carried out so far, it's estimated that with the FIA-imposed limitation to V10 engines - that is a 77mm air intake and revs limited to 16,700rpm - these engines can reach a power output of around 800 horsepower," he said.
"Honestly, I don't think any of the current V8 engines can reach levels similar to these. This way Toro Rosso would have an unfair advantage, and I understand other teams being worried."
The matter was discussed in the most recent Technical Working Group meeting but the FIA has insisted that it will only finalise the limits on V10s closer to the start of the season - when it is clearer about just how quick V8 power-units will be.[/QUOTE]
[QUOTE]Ferrari helping Red Bull, says Smith
By Michele Lostia and Jonathan Noble December 25th 2005, 21:00 GMT
Red Bull Racing technical director Mark Smith has paid tribute to his team's new engine partner Ferrari, claiming that they have been nothing but helpful in forging their union.
The Milton Keynes-based team ran their new Ferrari-powered RB2 for the first time at Silverstone last week and Smith is more than happy with the way the relationship with the Maranello team is going.
"Working with Ferrari has been a very interesting experience," he said in an interview with Autosprint. "They have their team and the engine is designed around their needs, but I've found them extremely competent and helpful people.
"The modifications we requested in accordance with our installation design have been granted. In other words, they haven't told us 'this is the engine, build the car around it,' but they have satisfied all our requests for modifications."
The RB2 that ran at Silverstone is expected to only have minor aerodynamic tweaks before the start of the season, although the team are hoping that improvements will come from work being undertaken at their new Bedford wind-tunnel.
"The car that ran in Silverstone is in its almost definitive configuration," added Smith. "Based on future tests there might appear some aerodynamic modifications, but we're talking about details. The aerodynamics, especially on the sides of the car, are definitive.
"The second chassis, whose monocoque has already been built, will be assembled only in February, after the month of testing we'll carry out in the new wind tunnel and in the tests planned for Spain. The official presentation, on the other hand, will only happen in Bahrain."[/QUOTE]
| mw1029h2 | 12-26-2005 04:05 PM |
I heard that the teams will be able to make tire changes again anyone heard different.
| Ferg | 12-26-2005 04:16 PM |
Yeah, tire changes are back for the 2006 season. :)
| meebs | 12-26-2005 11:03 PM |
[QUOTE=Ferg]Yeah, tire changes are back for the 2006 season. :)[/QUOTE]
Best news all year. :banana:
Thanks for the updates Ferg. I always hit here first for my daily F1 news. :cool:
Best news all year. :banana:
Thanks for the updates Ferg. I always hit here first for my daily F1 news. :cool:
| Ferg | 12-28-2005 01:54 PM |
Thanks, I try to keep up with it all. :)
Not much going on right now thankfully.
Here are the new car launch dates for next season..
Renault Jan-31
McLaren TBA
Ferrari TBA
Toyota Jan-14
Williams Jan-27
Honda Jan-25
Red Bull Mar-09
BMW Jan-16
MF1 Feb-03
Toro Rosso Mar-09
Not much going on right now thankfully.
Here are the new car launch dates for next season..
Renault Jan-31
McLaren TBA
Ferrari TBA
Toyota Jan-14
Williams Jan-27
Honda Jan-25
Red Bull Mar-09
BMW Jan-16
MF1 Feb-03
Toro Rosso Mar-09
| artkevin | 12-28-2005 02:28 PM |
Thanks for the launch dates Ferg. There's not a damn thing going on right now in F1 land.
| stumpz | 12-28-2005 06:29 PM |
I can't believe i missed this thread.
Awesome job chaps. Thank you for all the updates.
Stumpz
Awesome job chaps. Thank you for all the updates.
Stumpz
| Ferg | 12-29-2005 01:42 PM |
Red Bull makes me smile.
[QUOTE]Red Bull: we can beat Ferrari in 2006
By Jonathan Noble December 29th 2005, 04:29 GMT
Red Bull Racing have set their sights on beating in 2006 their engine providers, former World Champions Ferrari.
On the back of an encouraging first season under Red Bull's management, along with improvement to the team's technical staff, sporting director Christian Horner and technical director Mark Smith are both upbeat about their chances for 2006.
"Ferrari have to be our benchmark next year," Horner told this week's Autosport magazine. "If they are better than us then we are not doing a good enough job or Bridgestone are doing a better job than Michelin."
Smith, who was chief designer at Renault until the end of 2004, said: "We can beat Ferrari. The strength of the engineering group that we have at Red Bull is very high. It's the strongest group I've ever worked in."
Red Bull Racing finished in seventh place on the 2005 Constructors' Championship standings, with 34 points. Ferrari, on the other hand, finished third with 100 points.
However, Red Bull Racing believe their chances of beating Ferrari next season will be boosted by the arrival of former McLaren technical director Adrian Newey in February.
Although he will not be able to have much input into the RBR2 prior to the start of the season, it is hoped that he will play a major role in helping the outfit move towards the front of the grid over the course of the year.
Smith explained: "There will be very little that he can do in terms of the first race, but in terms of how we develop the car, he can have a considerable amount of input.
"He's aware of how we work. I really believe he will bring us things that we will benefit from and likewise I think he will be quite pleasantly surprised by the strength of our engineering group.
"In the first month or two we will find our feet, but I can only see positives from his arrival."[/QUOTE]
Not so good news for Ant, assuming Aguri gets on the grid.
[QUOTE]Ide tipped for second Aguri seat
By Jonathan Noble December 26th 2005, 23:06 GMT
Formula Nippon front-runner Yuji Ide has emerged as favourite to land the second seat at Super Aguri next season alongside Takuma Sato.
Although the team are awaiting confirmation from the FIA about their entry to next year's Formula One World Championship, which should come in the New Year, sources claim that Ide has already agreed a deal to drive for the team in 2006.
Ide is believed to have secured the drive on the back of a major sponsorship deal he has with Japanese bluetooth company Mobilecast, which could be worth as much as �7.5 million.
There are suggestions that Aguri are still chasing the full budget to be able to compete next year, with a planned sponsorship deal with the Japanese Softbank believed to have fallen through.
Aguri are not expected to make any announcements about their driver plans until their entry is given the green light, and it is then thought likely that Sato will be confirmed immediately. It is also possible now that Ide will be announced then too.
Ide, who is 30, has raced in Formula Nippon for the past four seasons, having previously competed in Japanese and French Formula Three. His best result was runner-up in the championship this season behind title winner Satoshi Motoyama.
The other drivers linked with drives at Super Aguri are Sakon Yamamoto and Kosuke Matsuura.[/QUOTE]
[QUOTE]Red Bull: we can beat Ferrari in 2006
By Jonathan Noble December 29th 2005, 04:29 GMT
Red Bull Racing have set their sights on beating in 2006 their engine providers, former World Champions Ferrari.
On the back of an encouraging first season under Red Bull's management, along with improvement to the team's technical staff, sporting director Christian Horner and technical director Mark Smith are both upbeat about their chances for 2006.
"Ferrari have to be our benchmark next year," Horner told this week's Autosport magazine. "If they are better than us then we are not doing a good enough job or Bridgestone are doing a better job than Michelin."
Smith, who was chief designer at Renault until the end of 2004, said: "We can beat Ferrari. The strength of the engineering group that we have at Red Bull is very high. It's the strongest group I've ever worked in."
Red Bull Racing finished in seventh place on the 2005 Constructors' Championship standings, with 34 points. Ferrari, on the other hand, finished third with 100 points.
However, Red Bull Racing believe their chances of beating Ferrari next season will be boosted by the arrival of former McLaren technical director Adrian Newey in February.
Although he will not be able to have much input into the RBR2 prior to the start of the season, it is hoped that he will play a major role in helping the outfit move towards the front of the grid over the course of the year.
Smith explained: "There will be very little that he can do in terms of the first race, but in terms of how we develop the car, he can have a considerable amount of input.
"He's aware of how we work. I really believe he will bring us things that we will benefit from and likewise I think he will be quite pleasantly surprised by the strength of our engineering group.
"In the first month or two we will find our feet, but I can only see positives from his arrival."[/QUOTE]
Not so good news for Ant, assuming Aguri gets on the grid.
[QUOTE]Ide tipped for second Aguri seat
By Jonathan Noble December 26th 2005, 23:06 GMT
Formula Nippon front-runner Yuji Ide has emerged as favourite to land the second seat at Super Aguri next season alongside Takuma Sato.
Although the team are awaiting confirmation from the FIA about their entry to next year's Formula One World Championship, which should come in the New Year, sources claim that Ide has already agreed a deal to drive for the team in 2006.
Ide is believed to have secured the drive on the back of a major sponsorship deal he has with Japanese bluetooth company Mobilecast, which could be worth as much as �7.5 million.
There are suggestions that Aguri are still chasing the full budget to be able to compete next year, with a planned sponsorship deal with the Japanese Softbank believed to have fallen through.
Aguri are not expected to make any announcements about their driver plans until their entry is given the green light, and it is then thought likely that Sato will be confirmed immediately. It is also possible now that Ide will be announced then too.
Ide, who is 30, has raced in Formula Nippon for the past four seasons, having previously competed in Japanese and French Formula Three. His best result was runner-up in the championship this season behind title winner Satoshi Motoyama.
The other drivers linked with drives at Super Aguri are Sakon Yamamoto and Kosuke Matsuura.[/QUOTE]
| Ferg | 12-29-2005 10:02 PM |
Great article from Richard Barnes on what's to come next year.
[QUOTE]A Season in Waiting
One year ends, another begins. Richard Barnes reflects on the legacy of the 2005 season and the promise of 2006
By Ricard Barnes
autosport.com writer
It was inevitable that the passing of the Michael Schumacher era would bring about a sea change shake-up in the hierarchy at the head of Formula One. After five years of Schumacher and Ferrari domination, the 2005 season marked the breakout - with the reigning champion not only failing to defend his crown, but not even figuring prominently in the championship chase.
With Ferrari hegemony giving way to a keen struggle between closely matched rivals McLaren and Renault, the 2006 season should have been one of consolidating the rivalry. Fans could have expected to witness the intensifying of the next classic driver duel between the leading teams' two franchise stars, Fernando Alonso for Renault and Kimi Raikkonen for McLaren. The icing on the cake would have been a rejuvenated Schumacher in a more competitive 2006 Ferrari, turning the championship into a titanic three-way clash.
Instead, each of the three protagonists faces possibly their last season with their current employer. It has long been known that Schumacher's contract with Ferrari expires at the end of 2006, and that the seven-time World Champion may opt to retire rather than renew.
Likewise, it has been rumoured for several months that Kimi Raikkonen, frustrated by McLaren's unreliability, was considering a Ferrari drive for 2007. The bombshell was dropped in mid-December, when McLaren trumped any rumours of Raikkonen's departure by announcing that they had signed Alonso for 2007.
That, in turn, provides the bizarre prospect of a 'season in waiting', in which the three main players are all focused more on 2007 than 2006. Of course, all three are consummate professionals who will give one hundred percent effort and commitment all year. Still, there is the factor of driver-team relationships, and the uncertainty of the intra-team dynamics when it is known that a driver is leaving. It shouldn't affect an ultra-professional outfit, but it can.
Ferrari will support Schumacher completely, as they always do. In Renault's and McLaren's case, it's not that clear-cut. Yet neither team have much choice. Alonso and Raikkonen have the benefit that their respective teammates, Giancarlo Fisichella and Juan Pablo Montoya, aren't seen as long-term winners by their employers. McLaren have bet on Alonso for their future, and Renault seem to be favouring rising GP2 star Heiki Kovalainen.
So the teams' best bet is to back their departing stars to the hilt. And they will need all the help they can get if they wish to keep winning. Now that their goal of winning both championships has been realised, Renault may not be so keen to continue splashing out the budget required to keep a team at the head of the field.
McLaren, too, have their problems. Several seasons ago, team chief Ron Dennis had to intervene swiftly to head off technical director Adrian Newey's planned switch to Jaguar. In late 2005, not even Dennis could dissuade Newey from joining Red Bull Racing.
No sooner had McLaren announced Newey's replacement in aerodynamicist Nicholas Tombazis than the rumour mill began speculating that Tombazis, too, could be leaving Woking. Assuming this is true, recovering from the dual loss of Newey and Tombazis would stretch even a monolith like the McLaren-Mercedes outfit.
McLaren, however, insist that the former Ferrari aerodynamicist will stay on with the team. In most silly seasons, that would be enough to quell the rumours. But this has not been a typical silly season.
The drivers' musical chairs has not been the only transient aspect of the new season. For yet another off-season, the looming prospect of the manufacturers' breakaway series remains unresolved. Although, hopefully, this will be the final year (perhaps even the final month) before definitive answers are reached, one way or the other.
The Grand Prix Manufacturers' Association (GPMA) continues to push for a greater share of revenue, more transparent governance and a more equitable deal for all. FIA President Max Mosley has, for his part, offered the revenue sharing flipside of cutting the costs of participating in F1. The current expectation is that the rebels will be brought back into the FIA/FOM fold, rather than following through on their threat to launch a rival series from 2008.
On the technical and regulatory side, Michelin's withdrawal from F1 at the end of the 2006 season marks another transitory season, a 'contractual obligation' year in which the French manufacturer will continue to provide its customer teams, in the full knowledge that the company has no short-term future in the sport.
It's an ideal situation for the FIA, which favours a single tyre supplier - an odd stance given that F1 is supposed to be the pinnacle of competition between rival manufacturers. However, while a Bridgestone-shod field might satisfy Max Mosley's requirements, that will only become a reality in 2007. It remains to be seen whether Michelin will have the resolve to keep developing for the whole year, and it could be another excuse for team owners to shrug off poor results with "we're just marking time until 2007..."
Qualifying format is another perennial conundrum for F1, and 2006 sees yet another effort to implement a system that is equally acceptable to fans, teams and television broadcasters. The original 12-lap format was disastrous for television, and the single-lap variants introduced to fill the television hour have not been totally satisfactory for either the drivers or the fans.
The 2006 season will see the most complicated qualifying format yet, with the hour split into three mini-sessions. The first two sessions will operate on a 'devil take the hindmost' basis, with the slowest five cars dropping out, leaving the fastest cars to contest the final twenty-minute session for pole. It won't be quite as confusing as Max Mosley suggests, but it's neither the most elegant nor intuitive solution to the qualifying problem. Look for further changes in 2007.
The one technical change that will hopefully not prove transitory is the switch from three litre V10 engines to 2.4 litre V8s. Torro Rosso (formerly Minardi) may have opted to stick with restricted V10s for 2006, but the sharp end of the grid will all be sporting the new V8 designs. It is this aspect, more than any other, that is likely to define the coming season. And, as with most changes to the technical regulations, it's been controversial.
On the one hand, it's a nod to modern F1's V8 roots, which were built on the venerable Cosworth DFV engine, winner of 154 Grands Prix. On the other hand, lopping a chunk of horsepower off the fastest racing machines is seen as a retrogressive move.
Even the drivers have mixed feelings. McLaren test driver Pedro de la Rosa concluded that cutting power while maintaining downforce has made the 2006 cars too easy to drive. Honda's Jenson Button and BMW's Jacques Villeneuve both reckon that the V8s will punish mistakes while rewarding smooth and error-free driving. Villeneuve adds that the switch to lower power V8s might also promote more overtaking.
Michael Schumacher's reaction was that the V8s are 'still enjoyable'. The 'still' is key in that comment, as Schumacher is one of only a handful of drivers in the field (Rubens Barrichello, Giancarlo Fisichella and Jarno Trulli are the others) to have raced F1 V8s in anger. David Coulthard and Jacques Villeneuve also raced during the V8 era, although both enjoyed Renault V10 power in their respective Williams cars.
It was Schumacher's exploitation of the Ford ZeTec V8's broad power band in his 1994 Benetton that led to his legendary second place finish in the Spanish Grand Prix that year - while stuck in fifth gear. But F1 technology has changed so much since then that Schumacher's V8 experience will not give him an advantage. Nevertheless, it illustrates the gulf in experience between the German and his closest rivals. Barrichello, Fisichella and Trulli were raw F1 learners in V8-powered cars; Schumacher won a World Drivers' Championship title in one.
The uncertainty and unpredictability surrounding the new engines (and the chassis built for them), Michelin's commitment, and the major driver team-hopping - all means that 2006 starts out as one of the most open championships in memory, and certainly the most open this millennium.
While Alonso and Raikkonen may be looking towards McLaren and Ferrari respectively to establish their longer-term careers, the fact remains that the 2006 championship counts just as much as any other.
Neither the Spaniard nor the Finn can afford to miss a championship opportunity, and both drivers would love to take the number one to their new employer as well. Couple that with Michael Schumacher's (possible) last hurrah, and it's set to be a classic season.[/QUOTE]
[QUOTE]A Season in Waiting
One year ends, another begins. Richard Barnes reflects on the legacy of the 2005 season and the promise of 2006
By Ricard Barnes
autosport.com writer
It was inevitable that the passing of the Michael Schumacher era would bring about a sea change shake-up in the hierarchy at the head of Formula One. After five years of Schumacher and Ferrari domination, the 2005 season marked the breakout - with the reigning champion not only failing to defend his crown, but not even figuring prominently in the championship chase.
With Ferrari hegemony giving way to a keen struggle between closely matched rivals McLaren and Renault, the 2006 season should have been one of consolidating the rivalry. Fans could have expected to witness the intensifying of the next classic driver duel between the leading teams' two franchise stars, Fernando Alonso for Renault and Kimi Raikkonen for McLaren. The icing on the cake would have been a rejuvenated Schumacher in a more competitive 2006 Ferrari, turning the championship into a titanic three-way clash.
Instead, each of the three protagonists faces possibly their last season with their current employer. It has long been known that Schumacher's contract with Ferrari expires at the end of 2006, and that the seven-time World Champion may opt to retire rather than renew.
Likewise, it has been rumoured for several months that Kimi Raikkonen, frustrated by McLaren's unreliability, was considering a Ferrari drive for 2007. The bombshell was dropped in mid-December, when McLaren trumped any rumours of Raikkonen's departure by announcing that they had signed Alonso for 2007.
That, in turn, provides the bizarre prospect of a 'season in waiting', in which the three main players are all focused more on 2007 than 2006. Of course, all three are consummate professionals who will give one hundred percent effort and commitment all year. Still, there is the factor of driver-team relationships, and the uncertainty of the intra-team dynamics when it is known that a driver is leaving. It shouldn't affect an ultra-professional outfit, but it can.
Ferrari will support Schumacher completely, as they always do. In Renault's and McLaren's case, it's not that clear-cut. Yet neither team have much choice. Alonso and Raikkonen have the benefit that their respective teammates, Giancarlo Fisichella and Juan Pablo Montoya, aren't seen as long-term winners by their employers. McLaren have bet on Alonso for their future, and Renault seem to be favouring rising GP2 star Heiki Kovalainen.
So the teams' best bet is to back their departing stars to the hilt. And they will need all the help they can get if they wish to keep winning. Now that their goal of winning both championships has been realised, Renault may not be so keen to continue splashing out the budget required to keep a team at the head of the field.
McLaren, too, have their problems. Several seasons ago, team chief Ron Dennis had to intervene swiftly to head off technical director Adrian Newey's planned switch to Jaguar. In late 2005, not even Dennis could dissuade Newey from joining Red Bull Racing.
No sooner had McLaren announced Newey's replacement in aerodynamicist Nicholas Tombazis than the rumour mill began speculating that Tombazis, too, could be leaving Woking. Assuming this is true, recovering from the dual loss of Newey and Tombazis would stretch even a monolith like the McLaren-Mercedes outfit.
McLaren, however, insist that the former Ferrari aerodynamicist will stay on with the team. In most silly seasons, that would be enough to quell the rumours. But this has not been a typical silly season.
The drivers' musical chairs has not been the only transient aspect of the new season. For yet another off-season, the looming prospect of the manufacturers' breakaway series remains unresolved. Although, hopefully, this will be the final year (perhaps even the final month) before definitive answers are reached, one way or the other.
The Grand Prix Manufacturers' Association (GPMA) continues to push for a greater share of revenue, more transparent governance and a more equitable deal for all. FIA President Max Mosley has, for his part, offered the revenue sharing flipside of cutting the costs of participating in F1. The current expectation is that the rebels will be brought back into the FIA/FOM fold, rather than following through on their threat to launch a rival series from 2008.
On the technical and regulatory side, Michelin's withdrawal from F1 at the end of the 2006 season marks another transitory season, a 'contractual obligation' year in which the French manufacturer will continue to provide its customer teams, in the full knowledge that the company has no short-term future in the sport.
It's an ideal situation for the FIA, which favours a single tyre supplier - an odd stance given that F1 is supposed to be the pinnacle of competition between rival manufacturers. However, while a Bridgestone-shod field might satisfy Max Mosley's requirements, that will only become a reality in 2007. It remains to be seen whether Michelin will have the resolve to keep developing for the whole year, and it could be another excuse for team owners to shrug off poor results with "we're just marking time until 2007..."
Qualifying format is another perennial conundrum for F1, and 2006 sees yet another effort to implement a system that is equally acceptable to fans, teams and television broadcasters. The original 12-lap format was disastrous for television, and the single-lap variants introduced to fill the television hour have not been totally satisfactory for either the drivers or the fans.
The 2006 season will see the most complicated qualifying format yet, with the hour split into three mini-sessions. The first two sessions will operate on a 'devil take the hindmost' basis, with the slowest five cars dropping out, leaving the fastest cars to contest the final twenty-minute session for pole. It won't be quite as confusing as Max Mosley suggests, but it's neither the most elegant nor intuitive solution to the qualifying problem. Look for further changes in 2007.
The one technical change that will hopefully not prove transitory is the switch from three litre V10 engines to 2.4 litre V8s. Torro Rosso (formerly Minardi) may have opted to stick with restricted V10s for 2006, but the sharp end of the grid will all be sporting the new V8 designs. It is this aspect, more than any other, that is likely to define the coming season. And, as with most changes to the technical regulations, it's been controversial.
On the one hand, it's a nod to modern F1's V8 roots, which were built on the venerable Cosworth DFV engine, winner of 154 Grands Prix. On the other hand, lopping a chunk of horsepower off the fastest racing machines is seen as a retrogressive move.
Even the drivers have mixed feelings. McLaren test driver Pedro de la Rosa concluded that cutting power while maintaining downforce has made the 2006 cars too easy to drive. Honda's Jenson Button and BMW's Jacques Villeneuve both reckon that the V8s will punish mistakes while rewarding smooth and error-free driving. Villeneuve adds that the switch to lower power V8s might also promote more overtaking.
Michael Schumacher's reaction was that the V8s are 'still enjoyable'. The 'still' is key in that comment, as Schumacher is one of only a handful of drivers in the field (Rubens Barrichello, Giancarlo Fisichella and Jarno Trulli are the others) to have raced F1 V8s in anger. David Coulthard and Jacques Villeneuve also raced during the V8 era, although both enjoyed Renault V10 power in their respective Williams cars.
It was Schumacher's exploitation of the Ford ZeTec V8's broad power band in his 1994 Benetton that led to his legendary second place finish in the Spanish Grand Prix that year - while stuck in fifth gear. But F1 technology has changed so much since then that Schumacher's V8 experience will not give him an advantage. Nevertheless, it illustrates the gulf in experience between the German and his closest rivals. Barrichello, Fisichella and Trulli were raw F1 learners in V8-powered cars; Schumacher won a World Drivers' Championship title in one.
The uncertainty and unpredictability surrounding the new engines (and the chassis built for them), Michelin's commitment, and the major driver team-hopping - all means that 2006 starts out as one of the most open championships in memory, and certainly the most open this millennium.
While Alonso and Raikkonen may be looking towards McLaren and Ferrari respectively to establish their longer-term careers, the fact remains that the 2006 championship counts just as much as any other.
Neither the Spaniard nor the Finn can afford to miss a championship opportunity, and both drivers would love to take the number one to their new employer as well. Couple that with Michael Schumacher's (possible) last hurrah, and it's set to be a classic season.[/QUOTE]
| Ferg | 01-01-2006 04:26 PM |
Another blow to the McLaren operation if this turns out to be true....
[QUOTE]Wurz reported to sign with Williams
December 31st 2005, 23:27 GMT
Alexander Wurz will be Williams's third driver in 2006, according to Austrian television ORF.
31-year-old Wurz has been McLaren's test driver for the past five years, after racing for Benetton between 1997 and 2000. Wurz made a return to racing in 2005, when he replaced injured Juan Pablo Montoya at the San Marino Grand Prix, finishing in fourth place.
Wurz has been looking to return to racing for the last couple of years, and he was considered a shoe-in for BMW's new team after they bought out Sauber. But the Germans eventually decided to stick to current driver Jacques Villeneuve for 2006 and Wurz was again left without a choice of any competitive racing seat.
McLaren, in the mean time, have signed DTM champion Gary Paffett as their official test driver, and along with Pedro de la Rosa the Woking-based team was obviously saturated with driving talent, leaving Wurz even less hope of advancing his active racing career there.
ORF did not cite Wurz or any other sources for its report, but the broadcaster said Wurz will be Williams's official test driver, taking part in Friday practices next season as well as a standing-in on Grand Prix weekends for regular drivers Mark Webber and Nico Rosberg.
Williams would also likely maintain an option on Wurz for a race-seat in 2007, with Mark Webber out of a contract next year.[/QUOTE]
and in other news...
[QUOTE]Trulli awaits Toyota's decision on future
By Michele Lostia December 31st 2005, 08:43 GMT
Jarno Trulli wants to stay at Toyota next year but says he already has offers from other teams.
And the Italian, who moved to the Japanese outfit from Renault before the end of the 2004 season, said he would not announce his move well in advance, criticising his former teammate Fernando Alonso's year-early decision to sign with McLaren.
The announcement of Alonso's move to McLaren in 2007 has taken the Formula One world by surprise and has drawn criticism from the likes of Formula One supremo Bernie Ecclestone and Ferrari president Luca di Montezemolo.
Trulli, in turn, feels that the early announcement was disrespectful to Alonso's current team Renault.
"I see this trend nowadays of announcing decisions very early," Trulli told Tuttosport. "I think Formula One has changed; nowadays there is a race to get hold of the driver who is regarded a winner. I think it's an effect tied to the larger and larger involvement of the car manufacturers.
"I feel it's better to avoid this sort of conduct. If I signed today for any other team, I wouldn't leak any information about it. It's a form of respect which every driver should have for the team he races for - for the people who work there, and for commercial necessities."
Trulli's contract with Toyota ends after the 2006 season and the Italian said he would like Toyota to make a decision whether to retain him as soon as possible.
"I'm a Toyota driver and my first option is to stay with this team," Trulli told the newspaper. "I feel good here; our technical level has improved a lot and I think it can still improve more. The ingredients are all there, as there are the resources to win, so I have no reason to change.
"But it's also true that I've received offers and there are contacts with other [teams]. I need Toyota to let me know shortly what they want to do, and then I'll act accordingly.
"Facts demonstrate that you only win if you make an effort over a long-term period. That's what I'm interested in. That's why I don't intend to wait too long before taking a decision."[/QUOTE]
[QUOTE]Alonso expects more competition in 2006
By Jonathan Noble January 1st 2006, 13:00 GMT
World Champion Fernando Alonso doubts he is going to enjoy a period of domination in Formula One like Michael Schumacher.
The Spaniard, who captured his first world title in 2005 with Renault, announced this month a deal with McLaren from 2007 that should guarantee him competitive machinery for years to come.
But he believes that there is no way he will be able to repeat Schumacher's feats - which included capturing five consecutive World Championship titles.
Asked whether he believed Formula One was about to embark on an 'Alonso Era', the Spaniard said: "I don't know, but I don't think so. Formula One will be very competitive in the coming years.
"Michael had the good luck in the past to be in the right team at the right moment always, and to win four or five in a row is something it will be very difficult to repeat.
"I will try, and I have one championship now so I can concentrate to win more with no pressures. Whatever happens, I have proved that I can do it, and I will try to enjoy Formula One even more now than I did before."
Alonso believes the 2006 season will be a hard-fought affair and claims it is too early to make any predictions on who the main opposition will be - especially because of the switch to V8 engines.
"It is hard to know now, but the best drivers will be the ones with the best cars," he said. "So if McLaren are still competitive, then it will be [Kimi] Raikkonen and [Juan Pablo] Montoya; if not, maybe Michael and [Ferrari's Felipe] Massa, or even Toyota as well.
"I think the best teams, the big teams, will still have the best cars and engines. It will be very similar - maybe not so much fun because we have less power, but not a big difference.
"With the V10, everybody was on the limit of that engine and there was nothing new to do to be better than the opposition.
"For the first time, everybody is starting from zero, and the most intelligent engineers in developing the V8 will have a big role in winning the championship."[/QUOTE]
[QUOTE]Wurz reported to sign with Williams
December 31st 2005, 23:27 GMT
Alexander Wurz will be Williams's third driver in 2006, according to Austrian television ORF.
31-year-old Wurz has been McLaren's test driver for the past five years, after racing for Benetton between 1997 and 2000. Wurz made a return to racing in 2005, when he replaced injured Juan Pablo Montoya at the San Marino Grand Prix, finishing in fourth place.
Wurz has been looking to return to racing for the last couple of years, and he was considered a shoe-in for BMW's new team after they bought out Sauber. But the Germans eventually decided to stick to current driver Jacques Villeneuve for 2006 and Wurz was again left without a choice of any competitive racing seat.
McLaren, in the mean time, have signed DTM champion Gary Paffett as their official test driver, and along with Pedro de la Rosa the Woking-based team was obviously saturated with driving talent, leaving Wurz even less hope of advancing his active racing career there.
ORF did not cite Wurz or any other sources for its report, but the broadcaster said Wurz will be Williams's official test driver, taking part in Friday practices next season as well as a standing-in on Grand Prix weekends for regular drivers Mark Webber and Nico Rosberg.
Williams would also likely maintain an option on Wurz for a race-seat in 2007, with Mark Webber out of a contract next year.[/QUOTE]
and in other news...
[QUOTE]Trulli awaits Toyota's decision on future
By Michele Lostia December 31st 2005, 08:43 GMT
Jarno Trulli wants to stay at Toyota next year but says he already has offers from other teams.
And the Italian, who moved to the Japanese outfit from Renault before the end of the 2004 season, said he would not announce his move well in advance, criticising his former teammate Fernando Alonso's year-early decision to sign with McLaren.
The announcement of Alonso's move to McLaren in 2007 has taken the Formula One world by surprise and has drawn criticism from the likes of Formula One supremo Bernie Ecclestone and Ferrari president Luca di Montezemolo.
Trulli, in turn, feels that the early announcement was disrespectful to Alonso's current team Renault.
"I see this trend nowadays of announcing decisions very early," Trulli told Tuttosport. "I think Formula One has changed; nowadays there is a race to get hold of the driver who is regarded a winner. I think it's an effect tied to the larger and larger involvement of the car manufacturers.
"I feel it's better to avoid this sort of conduct. If I signed today for any other team, I wouldn't leak any information about it. It's a form of respect which every driver should have for the team he races for - for the people who work there, and for commercial necessities."
Trulli's contract with Toyota ends after the 2006 season and the Italian said he would like Toyota to make a decision whether to retain him as soon as possible.
"I'm a Toyota driver and my first option is to stay with this team," Trulli told the newspaper. "I feel good here; our technical level has improved a lot and I think it can still improve more. The ingredients are all there, as there are the resources to win, so I have no reason to change.
"But it's also true that I've received offers and there are contacts with other [teams]. I need Toyota to let me know shortly what they want to do, and then I'll act accordingly.
"Facts demonstrate that you only win if you make an effort over a long-term period. That's what I'm interested in. That's why I don't intend to wait too long before taking a decision."[/QUOTE]
[QUOTE]Alonso expects more competition in 2006
By Jonathan Noble January 1st 2006, 13:00 GMT
World Champion Fernando Alonso doubts he is going to enjoy a period of domination in Formula One like Michael Schumacher.
The Spaniard, who captured his first world title in 2005 with Renault, announced this month a deal with McLaren from 2007 that should guarantee him competitive machinery for years to come.
But he believes that there is no way he will be able to repeat Schumacher's feats - which included capturing five consecutive World Championship titles.
Asked whether he believed Formula One was about to embark on an 'Alonso Era', the Spaniard said: "I don't know, but I don't think so. Formula One will be very competitive in the coming years.
"Michael had the good luck in the past to be in the right team at the right moment always, and to win four or five in a row is something it will be very difficult to repeat.
"I will try, and I have one championship now so I can concentrate to win more with no pressures. Whatever happens, I have proved that I can do it, and I will try to enjoy Formula One even more now than I did before."
Alonso believes the 2006 season will be a hard-fought affair and claims it is too early to make any predictions on who the main opposition will be - especially because of the switch to V8 engines.
"It is hard to know now, but the best drivers will be the ones with the best cars," he said. "So if McLaren are still competitive, then it will be [Kimi] Raikkonen and [Juan Pablo] Montoya; if not, maybe Michael and [Ferrari's Felipe] Massa, or even Toyota as well.
"I think the best teams, the big teams, will still have the best cars and engines. It will be very similar - maybe not so much fun because we have less power, but not a big difference.
"With the V10, everybody was on the limit of that engine and there was nothing new to do to be better than the opposition.
"For the first time, everybody is starting from zero, and the most intelligent engineers in developing the V8 will have a big role in winning the championship."[/QUOTE]
| Ferg | 01-02-2006 09:15 PM |
Wurz's move to Williams confirmed. Good news for the boys from Grove. :)
[QUOTE]Williams confirm Wurz as third driver
January 2nd 2006, 20:58 GMT
Austrian Alexander Wurz will be test and reserve driver for Williams this season, the team confirmed today.
Wurz, 31, has been a McLaren tester for the last five seasons after racing for Benetton from 1997 to 2000.
"I am delighted with the agreement we have reached with Alex," said Frank Williams in a statement.
"Everyone at Williams believes he will bring significant improvements to the team's performance, on grand prix Fridays in particular, and to our testing programme in general."
Williams finished last year in fifth place overall and are now entitled to run a third car in Friday practice, unlike runners-up McLaren.
Wurz will deputise for Australian Mark Webber or Germany's Nico Rosberg should either be unable to race and the Austrian said he had always wanted to drive for Williams.
"I feel full of energy to be part of Williams' 2006 season attack and look forward to working closely with Mark and Nico," he said.
"I believe that together we will achieve great results."
Williams are powered by Cosworth engines this year after splitting from BMW, who have bought Swiss-based Sauber. Wurz had been linked to a race seat with that team before they confirmed Canadian Jacques Villeneuve.
The Austrian's appointment dashed the hopes of Indian Narain Karthikeyan, who had tested twice for Williams before the Christmas holiday break after racing for Jordan last year. [/QUOTE]
[QUOTE]Williams confirm Wurz as third driver
January 2nd 2006, 20:58 GMT
Austrian Alexander Wurz will be test and reserve driver for Williams this season, the team confirmed today.
Wurz, 31, has been a McLaren tester for the last five seasons after racing for Benetton from 1997 to 2000.
"I am delighted with the agreement we have reached with Alex," said Frank Williams in a statement.
"Everyone at Williams believes he will bring significant improvements to the team's performance, on grand prix Fridays in particular, and to our testing programme in general."
Williams finished last year in fifth place overall and are now entitled to run a third car in Friday practice, unlike runners-up McLaren.
Wurz will deputise for Australian Mark Webber or Germany's Nico Rosberg should either be unable to race and the Austrian said he had always wanted to drive for Williams.
"I feel full of energy to be part of Williams' 2006 season attack and look forward to working closely with Mark and Nico," he said.
"I believe that together we will achieve great results."
Williams are powered by Cosworth engines this year after splitting from BMW, who have bought Swiss-based Sauber. Wurz had been linked to a race seat with that team before they confirmed Canadian Jacques Villeneuve.
The Austrian's appointment dashed the hopes of Indian Narain Karthikeyan, who had tested twice for Williams before the Christmas holiday break after racing for Jordan last year. [/QUOTE]
| MattNJ2.8 | 01-02-2006 09:43 PM |
Wow. I'm actually excited for 2006. I think the Ecclestone/Mosley/FIA's moves are starting to pay off, at least for me.
| Ferg | 01-04-2006 09:54 AM |
News round up.
[QUOTE]Super Aguri set to get green light
By Jonathan Noble January 4th 2006, 11:12 GMT
Super Aguri's late application to join this year's Formula One World Championship is expected to be approved by the FIA in the next few days.
The Japanese outfit have already resubmitted their paperwork to contest the new season, which included signed approval from all of their rival teams to be allowed a late entry, with the governing body.
And sources have revealed that once the necessary $48 million bond has been lodged then there should be little problem in giving the outfit the green light.
Super Aguri have been working flat-out on preparing the 2002 Arrows cars with which they will start the season. They are not expected to run their definitive 2006 car until the start of the European campaign.
Once the team's 2006 entry is confirmed, it is believed that Takuma Sato will be swiftly announced as their lead driver, although there remains uncertainty about exactly who his teammate will be.
Formula Nippon front-runner Yuji Ide and Sakon Yamamoto have both been strongly liked with the drive, and there is a possibility that Honda Racing test driver Anthony Davidson could be drafted in later in the season.
Super Aguri's managing director Daniele Audetto told Autosport last week: "At the start of the year it is not likely we will be fully competitive and it is better for Anthony to carry on with his role developing the Honda car.
"But that may change when we have our new chassis."[/QUOTE]
[QUOTE]McLaren focus on reliability for new car
By Jonathan Noble January 4th 2006, 12:38 GMT
McLaren are focusing their pre-season efforts on making sure their new car is reliable rather than going all-out to unlock more speed.
On the back of the reliability issues that wrecked Kimi Raikkonen's title challenge in 2005, despite the MP4-20 being the fastest car for much of the year, McLaren are determined to make sure there is no repeat of such troubles in the new season.
The MP4-21 is expected to hit the track for the first time later this month and McLaren's managing director Jonathan Neale has made no secret of where the team's priorities lie with the new car. The team resume testing with their interim car next week.
"Following the pre-Christmas tests, we are currently planning to test every available week in the run-up to the Bahrain Grand Prix starting in week two in Jerez," he said.
"Once the new car has been released, our primary focus will be durability testing, proving the software, the systems and the 11,500 car components, 90% of which have changed from MP4-20. Then we will start to look at phasing in upgrade packages onto the car.
"For example the aerodynamic specification was set in late October, early November time and since then the aero team has been working on a series of performance upgrades to bring on line and this will take place before the cars leave for the first Grand Prix in Bahrain and then continue throughout the season."[/QUOTE]
[QUOTE]Barrichello excited about joining Honda
By Michele Lostia January 4th 2006, 10:10 GMT
Rubens Barrichello has admitted that he is excited to finally be a Honda Racing driver now that he is free from his commitments to Ferrari.
The Brazilian was unable to start work with his new team after the end of last season because he was under contract to Ferrari until the end of 2005.
Now that he is free, he has said he cannot wait to get his first run in a BAR007 at Jerez in Spain next week in a bid to give the team some feedback on where they stand compared to Ferrari.
And Barrichello admits that he is looking forward to the challenge that lies ahead - both for him and the team in developing their RA106.
"The programme for the RA106, our new car, looks good," he told Gazzetta dello Sport. "Now we can only take the car to the track and test it for a long time.
"I'm overjoyed with driving for a new team, and in particular to do it with Honda."
Although Barrichello has left a multiple World Championship winning team for an outfit that have not won a race, he claims that he has no doubts he has made the right move.
"I had never left Ferrari in the past because I always thought there was nothing better," he added. "Today, however, I'm happy to drive for a new team: now I think there is something better than the Prancing Horse."[/QUOTE]
[QUOTE]Irvine: Schumacher handicapped by age
By Jonathan Noble January 4th 2006, 12:04 GMT
Michael Schumacher's biggest handicap in his bid to recapture the Formula One World Championship this year is the fact that his main rivals are much younger than him.
That is the view of his former teammate Eddie Irvine, who believes that Schumacher is no match for Kimi Raikkonen and Fernando Alonso when it comes to being brave out on the track.
"Michael's up against guys who are half his age and have twice the balls," said Irvine in an interview with Motorsport News.
"Michael never had big balls. He wasn't like Senna, he takes calculated risks. He's not a great poker player. His problem is he knows the other two guys have got an ace because they are in their 20s so I think that's going to be his weakness from now on."
Irvine believes that Formula One could deliver one of its best ever seasons in 2006 thanks to the quality of drivers at the front of the field.
"Next year will be mega," he added. "The best year in a long time. We've got the best three drivers that have been in F1 for at least 10 to 15 years.
"I don't think we've ever had three drivers as good. People talk about Mansell, Piquet and Prost but I don't think the Piquets and Mansells are in that league. These guys are right there in the Senna league.
"We haven't had this level of ability in a long time. Michael had monopolized the whole thing but now he's got two guys that are probably as quick as him."[/QUOTE]
[QUOTE]New Renault ready for first test
By Jonathan Noble January 4th 2006, 09:54 GMT
World Champions Renault are on course to run their new R26 for the first time next week following the first rig tests of the car at their Enstone factory over the Christmas period.
The French team have spent the early part of winter testing using last year's R25 fitted with a V10 engine, rather than opt for a hybrid car. They felt that it would be better to focus all their efforts on preparing their 2006 challenger.
That work has now been completed with Giancarlo Fisichella due to get the first laps of the new car at Jerez in Spain on January 10. The R26 will be the third 2006 car to run, with Toyota and Red Bull Racing already having tested their new machines.
Renault are hoping that the early running of the car will allow them to iron out any reliability issues prior to the start of the season - with them well aware that their 2005 title success owed much to the points advantage they were able to build up in the first races last year.
Pat Symonds, Renault's director of engineering, said: "Those early races really set the scene for the year. Each race may be worth ten points in absolute, terms, but that ignores the human component.
"The first win buoys the whole team, and confidence grows from there. The maths may say the early races have the same importance as any other, but in terms of the team's self-esteem, I would say they are worth half as much again."
Renault are due to launch their car in Monaco on January 31.[/QUOTE]
[QUOTE]Super Aguri set to get green light
By Jonathan Noble January 4th 2006, 11:12 GMT
Super Aguri's late application to join this year's Formula One World Championship is expected to be approved by the FIA in the next few days.
The Japanese outfit have already resubmitted their paperwork to contest the new season, which included signed approval from all of their rival teams to be allowed a late entry, with the governing body.
And sources have revealed that once the necessary $48 million bond has been lodged then there should be little problem in giving the outfit the green light.
Super Aguri have been working flat-out on preparing the 2002 Arrows cars with which they will start the season. They are not expected to run their definitive 2006 car until the start of the European campaign.
Once the team's 2006 entry is confirmed, it is believed that Takuma Sato will be swiftly announced as their lead driver, although there remains uncertainty about exactly who his teammate will be.
Formula Nippon front-runner Yuji Ide and Sakon Yamamoto have both been strongly liked with the drive, and there is a possibility that Honda Racing test driver Anthony Davidson could be drafted in later in the season.
Super Aguri's managing director Daniele Audetto told Autosport last week: "At the start of the year it is not likely we will be fully competitive and it is better for Anthony to carry on with his role developing the Honda car.
"But that may change when we have our new chassis."[/QUOTE]
[QUOTE]McLaren focus on reliability for new car
By Jonathan Noble January 4th 2006, 12:38 GMT
McLaren are focusing their pre-season efforts on making sure their new car is reliable rather than going all-out to unlock more speed.
On the back of the reliability issues that wrecked Kimi Raikkonen's title challenge in 2005, despite the MP4-20 being the fastest car for much of the year, McLaren are determined to make sure there is no repeat of such troubles in the new season.
The MP4-21 is expected to hit the track for the first time later this month and McLaren's managing director Jonathan Neale has made no secret of where the team's priorities lie with the new car. The team resume testing with their interim car next week.
"Following the pre-Christmas tests, we are currently planning to test every available week in the run-up to the Bahrain Grand Prix starting in week two in Jerez," he said.
"Once the new car has been released, our primary focus will be durability testing, proving the software, the systems and the 11,500 car components, 90% of which have changed from MP4-20. Then we will start to look at phasing in upgrade packages onto the car.
"For example the aerodynamic specification was set in late October, early November time and since then the aero team has been working on a series of performance upgrades to bring on line and this will take place before the cars leave for the first Grand Prix in Bahrain and then continue throughout the season."[/QUOTE]
[QUOTE]Barrichello excited about joining Honda
By Michele Lostia January 4th 2006, 10:10 GMT
Rubens Barrichello has admitted that he is excited to finally be a Honda Racing driver now that he is free from his commitments to Ferrari.
The Brazilian was unable to start work with his new team after the end of last season because he was under contract to Ferrari until the end of 2005.
Now that he is free, he has said he cannot wait to get his first run in a BAR007 at Jerez in Spain next week in a bid to give the team some feedback on where they stand compared to Ferrari.
And Barrichello admits that he is looking forward to the challenge that lies ahead - both for him and the team in developing their RA106.
"The programme for the RA106, our new car, looks good," he told Gazzetta dello Sport. "Now we can only take the car to the track and test it for a long time.
"I'm overjoyed with driving for a new team, and in particular to do it with Honda."
Although Barrichello has left a multiple World Championship winning team for an outfit that have not won a race, he claims that he has no doubts he has made the right move.
"I had never left Ferrari in the past because I always thought there was nothing better," he added. "Today, however, I'm happy to drive for a new team: now I think there is something better than the Prancing Horse."[/QUOTE]
[QUOTE]Irvine: Schumacher handicapped by age
By Jonathan Noble January 4th 2006, 12:04 GMT
Michael Schumacher's biggest handicap in his bid to recapture the Formula One World Championship this year is the fact that his main rivals are much younger than him.
That is the view of his former teammate Eddie Irvine, who believes that Schumacher is no match for Kimi Raikkonen and Fernando Alonso when it comes to being brave out on the track.
"Michael's up against guys who are half his age and have twice the balls," said Irvine in an interview with Motorsport News.
"Michael never had big balls. He wasn't like Senna, he takes calculated risks. He's not a great poker player. His problem is he knows the other two guys have got an ace because they are in their 20s so I think that's going to be his weakness from now on."
Irvine believes that Formula One could deliver one of its best ever seasons in 2006 thanks to the quality of drivers at the front of the field.
"Next year will be mega," he added. "The best year in a long time. We've got the best three drivers that have been in F1 for at least 10 to 15 years.
"I don't think we've ever had three drivers as good. People talk about Mansell, Piquet and Prost but I don't think the Piquets and Mansells are in that league. These guys are right there in the Senna league.
"We haven't had this level of ability in a long time. Michael had monopolized the whole thing but now he's got two guys that are probably as quick as him."[/QUOTE]
[QUOTE]New Renault ready for first test
By Jonathan Noble January 4th 2006, 09:54 GMT
World Champions Renault are on course to run their new R26 for the first time next week following the first rig tests of the car at their Enstone factory over the Christmas period.
The French team have spent the early part of winter testing using last year's R25 fitted with a V10 engine, rather than opt for a hybrid car. They felt that it would be better to focus all their efforts on preparing their 2006 challenger.
That work has now been completed with Giancarlo Fisichella due to get the first laps of the new car at Jerez in Spain on January 10. The R26 will be the third 2006 car to run, with Toyota and Red Bull Racing already having tested their new machines.
Renault are hoping that the early running of the car will allow them to iron out any reliability issues prior to the start of the season - with them well aware that their 2005 title success owed much to the points advantage they were able to build up in the first races last year.
Pat Symonds, Renault's director of engineering, said: "Those early races really set the scene for the year. Each race may be worth ten points in absolute, terms, but that ignores the human component.
"The first win buoys the whole team, and confidence grows from there. The maths may say the early races have the same importance as any other, but in terms of the team's self-esteem, I would say they are worth half as much again."
Renault are due to launch their car in Monaco on January 31.[/QUOTE]
| TimStevens | 01-04-2006 09:56 AM |
Didn't McLaren say last year they wouldn't dream of slowing down the car in the interest of reliability? Seems like a bit of a retraction :) For the better, I suppose, although their failures certainly made for some exciting races last year.
| Ferg | 01-04-2006 12:03 PM |
How big is Toyota's checkbook? Apparently big enough....
If Kimi takes the championship this season a move to Toyota for a massive wage makes sense, especially if they have another up year.
[QUOTE]Ferrari, Toyota aim to lure Raikkonen
January 4th 2006, 16:58 GMT
Kimi Raikkonen looks set to be at the centre of a major battle between Toyota and Ferrari to lure him away from McLaren at the end of next season, claims a report in this week's Autosport.
McLaren's recent coup in securing the services of Fernando Alonso for 2007 has put a big question mark over Raikkonen's long-term future at the team.
And although the Finn has been most strongly linked with a move to Ferrari, a source close to him has revealed that Toyota have now also made an approach to capture his signature - as has another unidentified team.
The source told Autosport: "There have been talks with Ferrari, yes, and it is an option to consider. Kimi wouldn't deny that. But nothing is in ink or decided. At the moment Kimi wants to keep his options open.
"Other teams have made a huge point of expressing an interest as well � two in particular � so it's a case of making sure that Kimi has all the bases covered in the event that he does not stay at McLaren. At the point in time he is staying."
Toyota's bid to capture Raikkonen's services comes amid speculation about Jarno Trulli's future at the team. The Italian recently said that he wanted a quick answer from his bosses about whether they would extend his contract, which runs out at the end of 2006.
And although Toyota clearly has the financial means to pay a top-rate salary for Raikkonen, the Finn would only join the team if it continued to show strong form on the track.
"It is important to ensure that he's properly paid but Kimi's ambition is the win the world championship and that has to be the key factor in any decision about the future."[/QUOTE]
If Kimi takes the championship this season a move to Toyota for a massive wage makes sense, especially if they have another up year.
[QUOTE]Ferrari, Toyota aim to lure Raikkonen
January 4th 2006, 16:58 GMT
Kimi Raikkonen looks set to be at the centre of a major battle between Toyota and Ferrari to lure him away from McLaren at the end of next season, claims a report in this week's Autosport.
McLaren's recent coup in securing the services of Fernando Alonso for 2007 has put a big question mark over Raikkonen's long-term future at the team.
And although the Finn has been most strongly linked with a move to Ferrari, a source close to him has revealed that Toyota have now also made an approach to capture his signature - as has another unidentified team.
The source told Autosport: "There have been talks with Ferrari, yes, and it is an option to consider. Kimi wouldn't deny that. But nothing is in ink or decided. At the moment Kimi wants to keep his options open.
"Other teams have made a huge point of expressing an interest as well � two in particular � so it's a case of making sure that Kimi has all the bases covered in the event that he does not stay at McLaren. At the point in time he is staying."
Toyota's bid to capture Raikkonen's services comes amid speculation about Jarno Trulli's future at the team. The Italian recently said that he wanted a quick answer from his bosses about whether they would extend his contract, which runs out at the end of 2006.
And although Toyota clearly has the financial means to pay a top-rate salary for Raikkonen, the Finn would only join the team if it continued to show strong form on the track.
"It is important to ensure that he's properly paid but Kimi's ambition is the win the world championship and that has to be the key factor in any decision about the future."[/QUOTE]
| Ferg | 01-05-2006 09:57 AM |
round up...
[QUOTE]Toyota deny Raikkonen offer
January 5th 2006, 10:48 GMT
The Toyota Formula One team have moved to deny that they have offered Finn Kimi Raikkonen a contract to race with them.
Raikkonen has been linked with Ferrari and more recently with Toyota after the McLaren team announced they have signed World Champion Fernando Alonso from the 2007 season.
Raikkonen's contract with McLaren expires at the end of this year and the Finn is yet to announced his plans.
Toyota, who were also rumoured to be seeking to lure Alonso before the McLaren deal was revealed, have denied having offered Raikkonen a contract and said they are focused on this year's championship.
Toyota Motorsport president John Howett said: "Much like the rumours concerning Toyota and Fernando Alonso some weeks ago, there is absolutely no truth in the rumour that Toyota has offered a contract or payment for the services of Kimi Raikkonen.
"We are only just at the start of our 2006 season preparations and, together with our race drivers Ralf Schumacher and Jarno Trulli, we will do our utmost to take Toyota another notch up the constructors' championship this year."[/QUOTE]
[QUOTE]FIA waits for Super Aguri's deposit
By Jonathan Noble January 5th 2006, 10:04 GMT
Motor racing's governing body will confirm Super Aguri's entry to next year's Formula One World Championship as soon as the team lodge their $48 million (USD) deposit, autosport.com has learned.
The outfit have now resubmitted their application to enter next year's Championship, which included approval from all of their rivals to support the late entry, and now the only hurdle to be overcome is the bond guarantee.
The failure to pay the $48 million bond, which all new teams must lodge with the FIA, was the reason why the original team's entry was rejected late last year.
The FIA have been assured, however, that the deposit will be lodged early next week - which will then allow it to confirm that there will be 11 teams on the grid next year.
An FIA spokesman told autosport.com: "The FIA has received official notification that all the competing teams have approved the late entry of Super Aguri to the 2006 FIA Formula One World Championship.
"We have also been informed that the required financial guarantee will be presented to the FIA early next week. A formal announcement of the new team's entry will be made on receipt of the guarantee."
The FIA's imminent approval of Super Aguri's entry comes amid suggestions that the outfit will likely commit their long-term future to F1, rather than a manufacturers' breakaway championship.
This view is supported by the fact that the team needed the assistance of Formula One commercial boss Bernie Ecclestone in securing the support of all of their rival teams - something that he would unlikely do unless Aguri had made it clear they wanted to remain in F1 for the long term.
Any move by Aguri to commit to F1 has been viewed by some paddock insiders as significant because the team are backed by Honda, who are still publicly involved in the Grand Prix Manufacturers' Association breakaway plans.[/QUOTE]
[QUOTE]Renault upbeat about R26 potential
By Jonathan Noble January 5th 2006, 10:17 GMT
Renault technical director Bob Bell is confident that the team's new R26 has hit the performance targets set by the team ahead of its first test at Jerez next week.
The reigning World Champions have already conducted some rig tests on the new car at their Enstone factory and Bell sees no reason why the promise of the chassis and engine will not follow through to the track.
"The car has met our criteria, and we have seen the improvements we hoped for," he said. "We are all excited about starting work with the new car.
"Our figures from the wind tunnel are good, the engine has given strong results in terms of performance and reliability over Christmas, so we now want to start learning about the R26 on the track.
"The focus has been on getting the car out early to maximise our mileage ahead of the opening race, and ensure it is fully reliable for Bahrain. We have a busy two months ahead, but it is a challenge we relish."
Bell is confident that Renault's decision not to put resources into preparing a hybrid car for early winter testing will pay off. The team spent December running an R25 chassis with a restricted V10 engine.
"When it comes to winter testing, there is no single, right answer - only a correct solution for each different set of circumstances, which vary for every team," added Bell. "Running with a restricted V10 until the New Year, and then bringing out the definitive package very early, was the best option for Renault.
"Our testing went very well, we ran reliably and learned a lot, particularly about the differences in chassis set-up for 2006."[/QUOTE]
[QUOTE]Newey allowed to join Red Bull earlier
By Jonathan Noble January 5th 2006, 13:14 GMT
Red Bull Racing will get their hands on Adrian Newey almost two months earlier than expected, autosport.com has learned, with the designer now due to join them on Monday.
The former McLaren technical director, who is switching to Red Bull Racing as chief technical officer, had originally planned to start work at Milton Keynes at the end of February.
However, with his contract at McLaren coming to an end this week and his former employers giving consent to the change of plans, Newey will now start working for Red Bull Racing at the start of next week.
The new date will be a bonus for Red Bull Racing, as Newey will be able to provide some input into development on their new Ferrari-powered RB2 before the start of the season.
Speaking in an exclusive interview with this week's Autosport, Newey said it will be a strange experience for him joining a new team when the car he helped design, the McLaren MP4-21, is already complete.
"For me it's obviously going to be a bit of a funny year, because I will not now be involved with the development of the car I was most heavily involved in," he said. "But I've been in that position before, when I went from Williams to McLaren (in 1997)."
Newey has said he is excited about the prospect of working with Mark Smith, Red Bull Racing's technical director
"Mark Smith very much enjoys the technical management side of the engineering structure, while I really enjoy working in a hands-on way with the engineers, and also try to spend a reasonable amount of time myself at the drawing board or whatever. I think we can have a very good partnership."
Newey has also told this week's Autosport that David Coulthard's involvement at the team was key in his decision to turn his back on McLaren.[/QUOTE]
[QUOTE]Toyota deny Raikkonen offer
January 5th 2006, 10:48 GMT
The Toyota Formula One team have moved to deny that they have offered Finn Kimi Raikkonen a contract to race with them.
Raikkonen has been linked with Ferrari and more recently with Toyota after the McLaren team announced they have signed World Champion Fernando Alonso from the 2007 season.
Raikkonen's contract with McLaren expires at the end of this year and the Finn is yet to announced his plans.
Toyota, who were also rumoured to be seeking to lure Alonso before the McLaren deal was revealed, have denied having offered Raikkonen a contract and said they are focused on this year's championship.
Toyota Motorsport president John Howett said: "Much like the rumours concerning Toyota and Fernando Alonso some weeks ago, there is absolutely no truth in the rumour that Toyota has offered a contract or payment for the services of Kimi Raikkonen.
"We are only just at the start of our 2006 season preparations and, together with our race drivers Ralf Schumacher and Jarno Trulli, we will do our utmost to take Toyota another notch up the constructors' championship this year."[/QUOTE]
[QUOTE]FIA waits for Super Aguri's deposit
By Jonathan Noble January 5th 2006, 10:04 GMT
Motor racing's governing body will confirm Super Aguri's entry to next year's Formula One World Championship as soon as the team lodge their $48 million (USD) deposit, autosport.com has learned.
The outfit have now resubmitted their application to enter next year's Championship, which included approval from all of their rivals to support the late entry, and now the only hurdle to be overcome is the bond guarantee.
The failure to pay the $48 million bond, which all new teams must lodge with the FIA, was the reason why the original team's entry was rejected late last year.
The FIA have been assured, however, that the deposit will be lodged early next week - which will then allow it to confirm that there will be 11 teams on the grid next year.
An FIA spokesman told autosport.com: "The FIA has received official notification that all the competing teams have approved the late entry of Super Aguri to the 2006 FIA Formula One World Championship.
"We have also been informed that the required financial guarantee will be presented to the FIA early next week. A formal announcement of the new team's entry will be made on receipt of the guarantee."
The FIA's imminent approval of Super Aguri's entry comes amid suggestions that the outfit will likely commit their long-term future to F1, rather than a manufacturers' breakaway championship.
This view is supported by the fact that the team needed the assistance of Formula One commercial boss Bernie Ecclestone in securing the support of all of their rival teams - something that he would unlikely do unless Aguri had made it clear they wanted to remain in F1 for the long term.
Any move by Aguri to commit to F1 has been viewed by some paddock insiders as significant because the team are backed by Honda, who are still publicly involved in the Grand Prix Manufacturers' Association breakaway plans.[/QUOTE]
[QUOTE]Renault upbeat about R26 potential
By Jonathan Noble January 5th 2006, 10:17 GMT
Renault technical director Bob Bell is confident that the team's new R26 has hit the performance targets set by the team ahead of its first test at Jerez next week.
The reigning World Champions have already conducted some rig tests on the new car at their Enstone factory and Bell sees no reason why the promise of the chassis and engine will not follow through to the track.
"The car has met our criteria, and we have seen the improvements we hoped for," he said. "We are all excited about starting work with the new car.
"Our figures from the wind tunnel are good, the engine has given strong results in terms of performance and reliability over Christmas, so we now want to start learning about the R26 on the track.
"The focus has been on getting the car out early to maximise our mileage ahead of the opening race, and ensure it is fully reliable for Bahrain. We have a busy two months ahead, but it is a challenge we relish."
Bell is confident that Renault's decision not to put resources into preparing a hybrid car for early winter testing will pay off. The team spent December running an R25 chassis with a restricted V10 engine.
"When it comes to winter testing, there is no single, right answer - only a correct solution for each different set of circumstances, which vary for every team," added Bell. "Running with a restricted V10 until the New Year, and then bringing out the definitive package very early, was the best option for Renault.
"Our testing went very well, we ran reliably and learned a lot, particularly about the differences in chassis set-up for 2006."[/QUOTE]
[QUOTE]Newey allowed to join Red Bull earlier
By Jonathan Noble January 5th 2006, 13:14 GMT
Red Bull Racing will get their hands on Adrian Newey almost two months earlier than expected, autosport.com has learned, with the designer now due to join them on Monday.
The former McLaren technical director, who is switching to Red Bull Racing as chief technical officer, had originally planned to start work at Milton Keynes at the end of February.
However, with his contract at McLaren coming to an end this week and his former employers giving consent to the change of plans, Newey will now start working for Red Bull Racing at the start of next week.
The new date will be a bonus for Red Bull Racing, as Newey will be able to provide some input into development on their new Ferrari-powered RB2 before the start of the season.
Speaking in an exclusive interview with this week's Autosport, Newey said it will be a strange experience for him joining a new team when the car he helped design, the McLaren MP4-21, is already complete.
"For me it's obviously going to be a bit of a funny year, because I will not now be involved with the development of the car I was most heavily involved in," he said. "But I've been in that position before, when I went from Williams to McLaren (in 1997)."
Newey has said he is excited about the prospect of working with Mark Smith, Red Bull Racing's technical director
"Mark Smith very much enjoys the technical management side of the engineering structure, while I really enjoy working in a hands-on way with the engineers, and also try to spend a reasonable amount of time myself at the drawing board or whatever. I think we can have a very good partnership."
Newey has also told this week's Autosport that David Coulthard's involvement at the team was key in his decision to turn his back on McLaren.[/QUOTE]
| TimStevens | 01-05-2006 09:59 AM |
DC is the man, capable of bringing immense talent, performance, resources, and facial hair to an otherwise unremarkable team.
| artkevin | 01-05-2006 10:13 AM |
Tim speaks the truth.
[IMG]http://images.f1racing.net/large/51759.jpg[/IMG]
Just look at what he did to Liuzzi! :lol:
[IMG]http://images.f1racing.net/large/49014.jpg[/IMG]
[IMG]http://images.f1racing.net/large/51759.jpg[/IMG]
Just look at what he did to Liuzzi! :lol:
[IMG]http://images.f1racing.net/large/49014.jpg[/IMG]
| TimStevens | 01-05-2006 10:16 AM |
I found a spy shot of Red Bull Jr's drivers warming up for a test session:
[img]http://www.zztop.cz/img/enter.jpg[/img]
[img]http://www.zztop.cz/img/enter.jpg[/img]
| enduroshark | 01-05-2006 10:40 AM |
I can't freaking wait for the season to start!
Looking forward so much to waking up early with my 1 year old son to share the F1 live ritual.
Looking forward so much to waking up early with my 1 year old son to share the F1 live ritual.
| Ferg | 01-05-2006 01:40 PM |
For the terminally bored here's a very long and in depth article covering the winter testing team by team. It's worth a breeze through before things start getting heated next week.
[QUOTE]Tech analysis: winter testing
The pre-season testing will resume next week in full force, as new cars will make their track debut and more alterations will be made to the various parts and systems. Autosport.com's technical writer Craig Scarborough analyses the teams' work so far, and what can be expected from each constructor in the build-up to round one of 2006
By Craig Scarborough
autosport.com's technical writer
Following the last race of the 2005 season, nine of the ten Formula One teams refrained from testing until the end of November. The agreement on a testing 'ban' was meant, theoretically, to allow the teams to rest after the long slog of a 19-race season. In reality, the teams have had little time to rest.
The designers worked flat out on the new car; the production department was split between making the tooling and parts for both the test cars and the new car; and the mechanics were all back at the factory, building up the test cars in preparation for the dawn of the winter testing season.
How the teams tackle winter testing depends on the state of development of their old car: how much needs changing for the new car and also what rules have changed ahead of the upcoming season.
Some teams with greater resources will make interim cars for testing - or simply complete lots of mileage with an old car. At the other end of the pitlane, lesser-funded teams are lucky to get any testing done, with their new car not being ready until the last minute.
The aims of winter testing
A lot of emphasis is placed on the launch of the chassis, but these days the chassis (i.e. the central monocoque) is not critical in the wider scheme of things. The car is made up of many different systems: engine, gearbox, electronics, suspension, and aerodynamics. Each can be tested, to a large extent, independent of the others. Only at the first couple of races will the full definitive car be revealed.
Some teams opt to test an interim car, with the engine and other systems from the new car mated to an older chassis. Others release their new chassis and only add the aerodynamic parts in preparation for the first race. There is no right or wrong way; it all depends on how much development time and resources they need to prepare the car.
Typically, engines and gearboxes need a lot of time for design and test on track. Tyre development probably takes the largest share of track time; but fortunately other systems can be tested during tyre test runs.
Who sets the fastest times is another elements that draws much attention. However, the large range of test programmes that the teams need to get through makes laptimes almost irrelevant. Some test runs require the car to be driven in a certain manner that is not conducive to fast time, i.e. fixed speed or coast down runs on the straights.
Moreover, there have been occasions where some less funded teams have put in lightly fuelled runs at the end of the testing day purely to be seen at the top of the time-sheets. However, for the vast majority of the teams, their tests are set against a strict running order, with little space for either ego-boosting fast times or deceptively slow runs.
For each day of each test, the team will have a pre-agreed schedule of runs, which were decided back at the factory based on requests from the various department heads and the technical director. The car is built up and the transporters are stocked according to the planned test schedule. Then, each morning starts with a briefing for the team, drivers and any other supplier participating - particularly the tyre and engine suppliers.
The car is accurately prepared and fuelled for each run to keep the results consistent. There is usually a single aim for a run - e.g. testing a set of tyres - then other secondary tests can be included in the run, such as a launch practice at the pitlane exit, or new gearbox control software.
Each test run ends with the car being refuelled to the same level and tyres changed, as tests are often repeated to corroborate the results. During each run, the cars are wired up with extra sensors for data logging, and the results are sent back to the pits for the technicians and test engineers to analyse, either to guide subsequent tests that day or for more in-depth review by the factory staff.
The other input to the test results does not come from the car's electronics, but from the driver.
The driver's perception of the car's behaviour is critical in understanding how the car is working. His comments are related to the test engineer at the end of each run - and even after a longer run of around fifteen laps, a good test driver would be able to recount corner by corner, lap by lap, how the car was behaving. He would break this down further into how the car behaves under braking into the corner entry, mid corner and corner exit. He reports what attitudes the car is at through these sections of the corner and how things like electronic controls and gear changes affect the car.
In some respects, the ideal test driver does not want to develop the car, but simply needs to detail what is going on with the car, without offering alternative set-up advice or trying to drive around issues the car might be having. As such, the practice of using younger and less experienced race drivers as testers is somewhat counter-productive.
It is telling that the top teams tend to use experienced race drivers who understand how a car behaves and can provide some insight to the engineers as to how this might be useful in a race weekend. This maturity and experience helps particularly with tyre testing, where the degradation of the tyres' performance can be related to how this might affect the car in a particular situation.
Of course, for the younger drivers the testing routine is a good training ground on how to give feedback to the team, and such a driver gains a close understanding of how the team works.
Race drivers are also involved in testing work, although they generally run less days of testing than the dedicated test drivers, and as a result their time is more precious and spent on set-up and other areas of race preparation.
Team by team
[b]Renault[/b]
The Renault F1 team have been active in testing and are one of the few teams not to be testing a hybrid car. Renault is also the sole manufacturer not to have run a V8 engine on track by the year's end. Instead, the team tested with R25s in similar spec to the end-of-season cars, except for a detuned engine.
While the V8 runs on the test beds in Viry-Chatillon, the detuned V10 is still a realistic option for testing. Renault altered the power delivery to mimic the V8, and as the new V8s are ballasted to the weight of the current V10s, this is a true representation of how the new car will drive.
This allows Renault to test tyres and other systems ahead of the new chassis/engine being released in January. There is perhaps an element of risk associated with this, but if the team are content that the V8 installation will not have teething troubles out of the box in January, then the extra time and resources can be spent developing the definitive car and not diverted to an interim car.
The new car is due to roll out at testing this month, with the official launch in Monaco (to allow for tobacco advertising) on the 31st of January. For a team that have just won the championship, there have been surprisingly few rumours on how the new car will look - indeed, in testing there were no new parts visible on the cars.
[b]McLaren-Mercedes[/b]
As an early tester of the Mercedes V8, McLaren have appeared strong in testing. Since the testing ban was lifted, they have run both V10 and V8 engines in the MP4-20.
As always in testing, McLaren keep their garage barriers or shutters closed, and their almost paranoid sense of security has made it hard to judge what else has changed on the car. Externally, the car appears as per the end of 2005 season, with the frequent addition of the infrared cameras for tyre/set-up work. Moreover, no launch or rollout date has been set for the new car.
With the 2005 car working so well, however, I wouldn't expect a huge change to the design of the MP4-21, but as the "no keel" front-end was a late addition to the MP4-20, I'd expect the nose of the chassis to be much tidier.
The team's loss of technical director Adrian Newey will not adversely affect the design of the new car, nor will it affect its performance over the course of the year.
McLaren's strength and diversity in their design team means the car will be well understood, and its development path well planned. Only in future years will we be able gauge the value of Newey's loss to McLaren, as with F1 design teams so large nowadays, the impact of a single person is much smaller, even at the level of Adrian Newey.
[b]Ferrari[/b]
After a dismal season, where both its aerodynamics and the tyres stymied the F2005 car, 2006 may be a chance for the team to regain lost ground.
The various rule changes are a double-edged sword for Ferrari, who have been known to struggle with major rule changes in recent years. This year, the move to V8 engines, reintroduction of tyre changes during the race, and static aero rules play into Ferrari's hands. But, equally, the change of the V8 engine to the layout of the car and the very different race strategy calls may catch them out, much as the Parc Ferme rules did in 2003.
As with McLaren, Ferrari were early testers of V8s, and engines are known to be a Ferrari strength - even if they have little racing experience of V8s. Ferrari have been testing two V8 engines: one is a cut down V10, and the other an all new V8 made to the new dimensional rules. As the engines are so different, they run in different chassis. The F2005 runs the modified V10, and the F2004 runs the definitive V8.
The use of the F2004 appears to be a retrograde step for Ferrari, but the choice makes some sense. The F2004 was a successful chassis, winning both championships easily two years ago. But this was also a car with suspension built with tyre changes in mind. The F2005 had different geometry to cope with single race tyres, and as such the F2004 - with upgraded aerodynamics and the V8 rear-end - would be a good basis for the rules in place for 2006.
Meanwhile, the more current shape of the F2005 has been used for aerodynamic testing, with the car appearing with several new parts. One curious part was a new cover for the top of the chassis. Ferrari tried this before, but this time the cover is subtler and raises the chassis' top in front of the driver by a few centimetres, reshaping the section in front of the cockpit with a smoother shape.
This small change may aid airflow over the back of the car but is not likely to provide a significant gain. Also, Ferrari tried new brake ducts on the front of the car. The Williams-inspired set-up uses a larger duct covering the front discs, keeping their heat away from the front wheel rim and routing it more efficiently out of the wheel.
These small changes do not give any great secrets away on the design of the 2006 car, and as usual there are rumours of how the car will look, taking cues from McLaren and Renault.
These rumours are usually wide of the mark, as Ferrari tend to be conservative with their design, and the new car is normally an iteration of the previous car. Maybe this year could be different, with new front wings mated to a different keel layout, and as the cooling outlets were altered throughout 2005, these could be further altered for 2006.
As yet, though, Ferrari has not announced the release date of their new car.
[b]Toyota[/b]
At the first off-season official test session, Toyota surprised by rolling out their new car, the TF106. First glance was confusing, as this car appeared the same as the TF105B - which raced in the last three rounds of 2005.
What Toyota have, however, in the TF106, is the new V8 rear-end mated to a close derivative of the B-spec chassis. Of course, the aerodynamics will change during the course of the build-up to the first race.
That said, the TF106 chassis will clearly remain very closely related to the TF105B. the shapes around the floor and cockpit are near-identical, as is the keel-less front suspension set-up.
Although the car does away with the keel to mount the front lower wishbone, the keel itself still appears to be in place. It's not clear if this keel is still structural and serves only an aerodynamic purpose, or if the team have retained the option to return to the older suspension layout.
To the rear, the V8 rear-end is where most of the attention has been paid. The V8 engine, designed by Luca Marmorini, has been reliable - although a major failure did occur to one engine after clocking a lot of mileage.
The engine has been mated to a new gearbox, apparently still a cast titanium case. The familiar Ferrari-esque damper layout has changed, and whereas recent Toyota cars have used longitudinal torsion bars and Sachs rotary dampers, the new car mounts the springs and dampers in a Renault like layout, using vertical torsion bars and linear dampers exposed on the top of the casing.
Having felt satisfied with improvements to the rear suspension performance on the TF105 over TF104, technical director Mike Gascoyne's change to the car is puzzling.
With the sidepods taken wholly from the TF105, it is clear these will change significantly for the first race of 2006. A clue to this direction is the new exhaust seen in testing. Much akin to the Ferrari/Sauber set-up, the exhaust collectors point forward and the secondary pipe curls back around to point backwards.
This puts the bulk of the exhaust forward in the sidepod and allows the coke bottle shape to be much tighter. The result of the U-turn in the exhaust is that the pipe exits the sidepod much further forward with a simple rounded outlet.
Despite the car already running, Toyota will still hold a media launch of the car on the 14th of January. Then, in the last tests leading up to Bahrain, the new aero step will be released. [/QUOTE]
[QUOTE]Tech analysis: winter testing
The pre-season testing will resume next week in full force, as new cars will make their track debut and more alterations will be made to the various parts and systems. Autosport.com's technical writer Craig Scarborough analyses the teams' work so far, and what can be expected from each constructor in the build-up to round one of 2006
By Craig Scarborough
autosport.com's technical writer
Following the last race of the 2005 season, nine of the ten Formula One teams refrained from testing until the end of November. The agreement on a testing 'ban' was meant, theoretically, to allow the teams to rest after the long slog of a 19-race season. In reality, the teams have had little time to rest.
The designers worked flat out on the new car; the production department was split between making the tooling and parts for both the test cars and the new car; and the mechanics were all back at the factory, building up the test cars in preparation for the dawn of the winter testing season.
How the teams tackle winter testing depends on the state of development of their old car: how much needs changing for the new car and also what rules have changed ahead of the upcoming season.
Some teams with greater resources will make interim cars for testing - or simply complete lots of mileage with an old car. At the other end of the pitlane, lesser-funded teams are lucky to get any testing done, with their new car not being ready until the last minute.
The aims of winter testing
A lot of emphasis is placed on the launch of the chassis, but these days the chassis (i.e. the central monocoque) is not critical in the wider scheme of things. The car is made up of many different systems: engine, gearbox, electronics, suspension, and aerodynamics. Each can be tested, to a large extent, independent of the others. Only at the first couple of races will the full definitive car be revealed.
Some teams opt to test an interim car, with the engine and other systems from the new car mated to an older chassis. Others release their new chassis and only add the aerodynamic parts in preparation for the first race. There is no right or wrong way; it all depends on how much development time and resources they need to prepare the car.
Typically, engines and gearboxes need a lot of time for design and test on track. Tyre development probably takes the largest share of track time; but fortunately other systems can be tested during tyre test runs.
Who sets the fastest times is another elements that draws much attention. However, the large range of test programmes that the teams need to get through makes laptimes almost irrelevant. Some test runs require the car to be driven in a certain manner that is not conducive to fast time, i.e. fixed speed or coast down runs on the straights.
Moreover, there have been occasions where some less funded teams have put in lightly fuelled runs at the end of the testing day purely to be seen at the top of the time-sheets. However, for the vast majority of the teams, their tests are set against a strict running order, with little space for either ego-boosting fast times or deceptively slow runs.
For each day of each test, the team will have a pre-agreed schedule of runs, which were decided back at the factory based on requests from the various department heads and the technical director. The car is built up and the transporters are stocked according to the planned test schedule. Then, each morning starts with a briefing for the team, drivers and any other supplier participating - particularly the tyre and engine suppliers.
The car is accurately prepared and fuelled for each run to keep the results consistent. There is usually a single aim for a run - e.g. testing a set of tyres - then other secondary tests can be included in the run, such as a launch practice at the pitlane exit, or new gearbox control software.
Each test run ends with the car being refuelled to the same level and tyres changed, as tests are often repeated to corroborate the results. During each run, the cars are wired up with extra sensors for data logging, and the results are sent back to the pits for the technicians and test engineers to analyse, either to guide subsequent tests that day or for more in-depth review by the factory staff.
The other input to the test results does not come from the car's electronics, but from the driver.
The driver's perception of the car's behaviour is critical in understanding how the car is working. His comments are related to the test engineer at the end of each run - and even after a longer run of around fifteen laps, a good test driver would be able to recount corner by corner, lap by lap, how the car was behaving. He would break this down further into how the car behaves under braking into the corner entry, mid corner and corner exit. He reports what attitudes the car is at through these sections of the corner and how things like electronic controls and gear changes affect the car.
In some respects, the ideal test driver does not want to develop the car, but simply needs to detail what is going on with the car, without offering alternative set-up advice or trying to drive around issues the car might be having. As such, the practice of using younger and less experienced race drivers as testers is somewhat counter-productive.
It is telling that the top teams tend to use experienced race drivers who understand how a car behaves and can provide some insight to the engineers as to how this might be useful in a race weekend. This maturity and experience helps particularly with tyre testing, where the degradation of the tyres' performance can be related to how this might affect the car in a particular situation.
Of course, for the younger drivers the testing routine is a good training ground on how to give feedback to the team, and such a driver gains a close understanding of how the team works.
Race drivers are also involved in testing work, although they generally run less days of testing than the dedicated test drivers, and as a result their time is more precious and spent on set-up and other areas of race preparation.
Team by team
[b]Renault[/b]
The Renault F1 team have been active in testing and are one of the few teams not to be testing a hybrid car. Renault is also the sole manufacturer not to have run a V8 engine on track by the year's end. Instead, the team tested with R25s in similar spec to the end-of-season cars, except for a detuned engine.
While the V8 runs on the test beds in Viry-Chatillon, the detuned V10 is still a realistic option for testing. Renault altered the power delivery to mimic the V8, and as the new V8s are ballasted to the weight of the current V10s, this is a true representation of how the new car will drive.
This allows Renault to test tyres and other systems ahead of the new chassis/engine being released in January. There is perhaps an element of risk associated with this, but if the team are content that the V8 installation will not have teething troubles out of the box in January, then the extra time and resources can be spent developing the definitive car and not diverted to an interim car.
The new car is due to roll out at testing this month, with the official launch in Monaco (to allow for tobacco advertising) on the 31st of January. For a team that have just won the championship, there have been surprisingly few rumours on how the new car will look - indeed, in testing there were no new parts visible on the cars.
[b]McLaren-Mercedes[/b]
As an early tester of the Mercedes V8, McLaren have appeared strong in testing. Since the testing ban was lifted, they have run both V10 and V8 engines in the MP4-20.
As always in testing, McLaren keep their garage barriers or shutters closed, and their almost paranoid sense of security has made it hard to judge what else has changed on the car. Externally, the car appears as per the end of 2005 season, with the frequent addition of the infrared cameras for tyre/set-up work. Moreover, no launch or rollout date has been set for the new car.
With the 2005 car working so well, however, I wouldn't expect a huge change to the design of the MP4-21, but as the "no keel" front-end was a late addition to the MP4-20, I'd expect the nose of the chassis to be much tidier.
The team's loss of technical director Adrian Newey will not adversely affect the design of the new car, nor will it affect its performance over the course of the year.
McLaren's strength and diversity in their design team means the car will be well understood, and its development path well planned. Only in future years will we be able gauge the value of Newey's loss to McLaren, as with F1 design teams so large nowadays, the impact of a single person is much smaller, even at the level of Adrian Newey.
[b]Ferrari[/b]
After a dismal season, where both its aerodynamics and the tyres stymied the F2005 car, 2006 may be a chance for the team to regain lost ground.
The various rule changes are a double-edged sword for Ferrari, who have been known to struggle with major rule changes in recent years. This year, the move to V8 engines, reintroduction of tyre changes during the race, and static aero rules play into Ferrari's hands. But, equally, the change of the V8 engine to the layout of the car and the very different race strategy calls may catch them out, much as the Parc Ferme rules did in 2003.
As with McLaren, Ferrari were early testers of V8s, and engines are known to be a Ferrari strength - even if they have little racing experience of V8s. Ferrari have been testing two V8 engines: one is a cut down V10, and the other an all new V8 made to the new dimensional rules. As the engines are so different, they run in different chassis. The F2005 runs the modified V10, and the F2004 runs the definitive V8.
The use of the F2004 appears to be a retrograde step for Ferrari, but the choice makes some sense. The F2004 was a successful chassis, winning both championships easily two years ago. But this was also a car with suspension built with tyre changes in mind. The F2005 had different geometry to cope with single race tyres, and as such the F2004 - with upgraded aerodynamics and the V8 rear-end - would be a good basis for the rules in place for 2006.
Meanwhile, the more current shape of the F2005 has been used for aerodynamic testing, with the car appearing with several new parts. One curious part was a new cover for the top of the chassis. Ferrari tried this before, but this time the cover is subtler and raises the chassis' top in front of the driver by a few centimetres, reshaping the section in front of the cockpit with a smoother shape.
This small change may aid airflow over the back of the car but is not likely to provide a significant gain. Also, Ferrari tried new brake ducts on the front of the car. The Williams-inspired set-up uses a larger duct covering the front discs, keeping their heat away from the front wheel rim and routing it more efficiently out of the wheel.
These small changes do not give any great secrets away on the design of the 2006 car, and as usual there are rumours of how the car will look, taking cues from McLaren and Renault.
These rumours are usually wide of the mark, as Ferrari tend to be conservative with their design, and the new car is normally an iteration of the previous car. Maybe this year could be different, with new front wings mated to a different keel layout, and as the cooling outlets were altered throughout 2005, these could be further altered for 2006.
As yet, though, Ferrari has not announced the release date of their new car.
[b]Toyota[/b]
At the first off-season official test session, Toyota surprised by rolling out their new car, the TF106. First glance was confusing, as this car appeared the same as the TF105B - which raced in the last three rounds of 2005.
What Toyota have, however, in the TF106, is the new V8 rear-end mated to a close derivative of the B-spec chassis. Of course, the aerodynamics will change during the course of the build-up to the first race.
That said, the TF106 chassis will clearly remain very closely related to the TF105B. the shapes around the floor and cockpit are near-identical, as is the keel-less front suspension set-up.
Although the car does away with the keel to mount the front lower wishbone, the keel itself still appears to be in place. It's not clear if this keel is still structural and serves only an aerodynamic purpose, or if the team have retained the option to return to the older suspension layout.
To the rear, the V8 rear-end is where most of the attention has been paid. The V8 engine, designed by Luca Marmorini, has been reliable - although a major failure did occur to one engine after clocking a lot of mileage.
The engine has been mated to a new gearbox, apparently still a cast titanium case. The familiar Ferrari-esque damper layout has changed, and whereas recent Toyota cars have used longitudinal torsion bars and Sachs rotary dampers, the new car mounts the springs and dampers in a Renault like layout, using vertical torsion bars and linear dampers exposed on the top of the casing.
Having felt satisfied with improvements to the rear suspension performance on the TF105 over TF104, technical director Mike Gascoyne's change to the car is puzzling.
With the sidepods taken wholly from the TF105, it is clear these will change significantly for the first race of 2006. A clue to this direction is the new exhaust seen in testing. Much akin to the Ferrari/Sauber set-up, the exhaust collectors point forward and the secondary pipe curls back around to point backwards.
This puts the bulk of the exhaust forward in the sidepod and allows the coke bottle shape to be much tighter. The result of the U-turn in the exhaust is that the pipe exits the sidepod much further forward with a simple rounded outlet.
Despite the car already running, Toyota will still hold a media launch of the car on the 14th of January. Then, in the last tests leading up to Bahrain, the new aero step will be released. [/QUOTE]
| Ferg | 01-05-2006 01:41 PM |
...and the second half.
[QUOTE][b]Williams-Cosworth[/b]
Now running without support from BMW, Williams arrived for winter testing as a truly independent team. They have modified the FW27 to take the Cosworth CA V8 engine; this has been quite an achievement considering the shortened timescales both companies have had to work to.
In addition to the new engine installation, the car has been repainted in a solid blue colour, which incidentally makes the car's shape very hard to distinguish. Thus externally the car appears to be very much the same as the racecar from 2005.
Teething troubles were affecting the car with the drivers frequently stopping out on track or spinning. The causes of the problems may be related to the mating of the various systems to the engine, as it does not seem that the engine itself has been unreliable.
In fact, Cosworth has had a V8 engine running for over a year and the pukka 2006 V8 was ready earlier than planned once the Williams deal was signed. But the Cosworth v8 had not run in a car up until the start of the testing season, as Red Bull were unwilling to revise the RB1 chassis to accept the Cosworth engine, as they were already signed for Ferrari engines.
[b]Honda F1 racing[/b]
What was formerly BAR now appears as Honda F1 Racing since the final part of the buyout was completed late last year. Honda were prepared for the first tests with the all-new V8 ready to run in the "concept car" chassis. In fact, Honda have been running two chassis - one with the V10 and one with the V8, the latter identifiable by the red stripes on the engine cover.
Outwardly both cars are similar, with the new gearbox apparently making up for the shorter engine. Aerodynamic testing has included some rear-wing variations and revised brake ducts covering the discs.
The new car launch is scheduled for January 25th, and a very different car is expected to be revealed. In testing, the front suspension appeared to be with a revised pushrod location on the upright, and the belief is that the new car will have the front suspension raised up to form a neat "keel-less" layout.
[b]Red Bull-Ferrari[/b]
For most of the Spanish tests, Red Bull Racing arrived with a RB1 still fitted with a Cosworth V10 engine. Then, just as the last test in Jerez was ending, they appeared at Silverstone with their all-new Ferrari powered RB2.
Only a few pictures have emerged of the new car, but it is clear the RB2 is very different to the RB1.
Although the front wing appears similar to the 2005 version, it is mated to a new nose and chassis, which adopts a Renault-like "V keel". This keel appears longer and more sculpted than Renault's truncated version. The mounting method for the rear ends of the wishbones could not be seen, but it appears it might be to the "V keel".
The cleaner nose leads to deeply undercut sidepods with a large amount of the floor shadowing the inlets. As the area now taken up by the sidepod undercuts was previously taken up with electronics, the engine's ECU appears to be sited in the floor and the grey heat sink fins exposed to cool the unit. The sidepods then sweep back into a very tightly waisted shape, with new chimneys jutting out with mounting to the winglets.
Red Bull do not plan to officially launch the car until the week before Bahrain, although the car will be testing publicly before. It will be interesting to see how this departure from the conservative line of Jaguar Racing\Red Bull fares and progresses throughout the year, especially under the influence of Adrian Newey, once he starts work with the team next month.
[b]BMW Sauber[/b]
With the purchase of Sauber now complete, BMW set about on a low key testing programme based on a Sauber C24 modified to accept the BMW V8 engine.
Again, the testing appeared to be on the systems on the car rather than any suspension or aerodynamic alterations. With the new car launching quite early, on 16th January, BMW-Sauber have a lot of work to do to be ready for Bahrain.
[b]Midland F1 (MF1) - Toyota[/b]
Yet another team renamed over the winter, the Midland F1 team carried out a few tests with a Jordan EJ15 running a Toyota V10 engine.
The new V8 car is not expected to roll out until just before the first race, as the car's gestation has been difficult, with the original Dallara car plan being changed to a Midland/Jordan design with input from Dallara.
Although Jordan was hindered by lack of budget, the Midland ownership promises better and more stable funding. With this in mind, the new car can be expected to be an all-new one, rather than the reworked cars deployed by Jordan for the last three years.
[b]Scuderia Toro Rosso (STR) - Cosworth V10[/b]
With Minardi officially ending their run in F1 with an emotional public test in Italy, the new Red Bull ownership soon made its presence felt with the team appearing at the Spanish tests with a modified Red Bull RB1, identifiable by the gold paint rather than the yellow on the Red Bull Racing's car - whereas Minardi was rarely able to go testing and rarely appeared with a new car until the first race.
The test car still ran the Cosworth V10 engine, which is the unit they plan to race in 2006. However, in 2006 the V10s need to be rev-restricted (16,750 rpm) and feature an air restrictor (77mm diameter), thus the car appeared in that format with the circular restrictor set into the air intake snorkel.
What STR will run next year in terms of the chassis and engine restriction still seems to be undecided. As the Chassis rules demand the team to own the rights to the car and build it themselves, STR cannot simply buy RB1 chassis. Instead, they are probably going to buy the rights to the RB1 and manufacture a revised version of the chassis.
Working from the Minardi factory in Faenza, Italy, will be a struggle as the team do not have all the manufacturing facilities of the top teams and do not have their own wind tunnel (Minardi only bought time in the Fondmetal tunnel). The manufacturing and development of the new car will therefore be handicapped, until the planned relocation to a single site for both the Red Bull and STR teams in 2008.
Although the team were running a restricted Cosworth, other teams are wary that the potential of the revised RB1 chassis and a restricted V10 would be very different to that expected form Minardi running their old chassis with a restricted engine, as was the case when the rules were decided.
But the FIA is going to wait until the testing and initial races to see if the equivalence formula of V8 versus restricted V10 needs amending. It could be that, if STR regularly beat anyone other than Midland, they will be further handicapped by the FIA, effectively keeping them at the back of the midfield.[/QUOTE]
[QUOTE][b]Williams-Cosworth[/b]
Now running without support from BMW, Williams arrived for winter testing as a truly independent team. They have modified the FW27 to take the Cosworth CA V8 engine; this has been quite an achievement considering the shortened timescales both companies have had to work to.
In addition to the new engine installation, the car has been repainted in a solid blue colour, which incidentally makes the car's shape very hard to distinguish. Thus externally the car appears to be very much the same as the racecar from 2005.
Teething troubles were affecting the car with the drivers frequently stopping out on track or spinning. The causes of the problems may be related to the mating of the various systems to the engine, as it does not seem that the engine itself has been unreliable.
In fact, Cosworth has had a V8 engine running for over a year and the pukka 2006 V8 was ready earlier than planned once the Williams deal was signed. But the Cosworth v8 had not run in a car up until the start of the testing season, as Red Bull were unwilling to revise the RB1 chassis to accept the Cosworth engine, as they were already signed for Ferrari engines.
[b]Honda F1 racing[/b]
What was formerly BAR now appears as Honda F1 Racing since the final part of the buyout was completed late last year. Honda were prepared for the first tests with the all-new V8 ready to run in the "concept car" chassis. In fact, Honda have been running two chassis - one with the V10 and one with the V8, the latter identifiable by the red stripes on the engine cover.
Outwardly both cars are similar, with the new gearbox apparently making up for the shorter engine. Aerodynamic testing has included some rear-wing variations and revised brake ducts covering the discs.
The new car launch is scheduled for January 25th, and a very different car is expected to be revealed. In testing, the front suspension appeared to be with a revised pushrod location on the upright, and the belief is that the new car will have the front suspension raised up to form a neat "keel-less" layout.
[b]Red Bull-Ferrari[/b]
For most of the Spanish tests, Red Bull Racing arrived with a RB1 still fitted with a Cosworth V10 engine. Then, just as the last test in Jerez was ending, they appeared at Silverstone with their all-new Ferrari powered RB2.
Only a few pictures have emerged of the new car, but it is clear the RB2 is very different to the RB1.
Although the front wing appears similar to the 2005 version, it is mated to a new nose and chassis, which adopts a Renault-like "V keel". This keel appears longer and more sculpted than Renault's truncated version. The mounting method for the rear ends of the wishbones could not be seen, but it appears it might be to the "V keel".
The cleaner nose leads to deeply undercut sidepods with a large amount of the floor shadowing the inlets. As the area now taken up by the sidepod undercuts was previously taken up with electronics, the engine's ECU appears to be sited in the floor and the grey heat sink fins exposed to cool the unit. The sidepods then sweep back into a very tightly waisted shape, with new chimneys jutting out with mounting to the winglets.
Red Bull do not plan to officially launch the car until the week before Bahrain, although the car will be testing publicly before. It will be interesting to see how this departure from the conservative line of Jaguar Racing\Red Bull fares and progresses throughout the year, especially under the influence of Adrian Newey, once he starts work with the team next month.
[b]BMW Sauber[/b]
With the purchase of Sauber now complete, BMW set about on a low key testing programme based on a Sauber C24 modified to accept the BMW V8 engine.
Again, the testing appeared to be on the systems on the car rather than any suspension or aerodynamic alterations. With the new car launching quite early, on 16th January, BMW-Sauber have a lot of work to do to be ready for Bahrain.
[b]Midland F1 (MF1) - Toyota[/b]
Yet another team renamed over the winter, the Midland F1 team carried out a few tests with a Jordan EJ15 running a Toyota V10 engine.
The new V8 car is not expected to roll out until just before the first race, as the car's gestation has been difficult, with the original Dallara car plan being changed to a Midland/Jordan design with input from Dallara.
Although Jordan was hindered by lack of budget, the Midland ownership promises better and more stable funding. With this in mind, the new car can be expected to be an all-new one, rather than the reworked cars deployed by Jordan for the last three years.
[b]Scuderia Toro Rosso (STR) - Cosworth V10[/b]
With Minardi officially ending their run in F1 with an emotional public test in Italy, the new Red Bull ownership soon made its presence felt with the team appearing at the Spanish tests with a modified Red Bull RB1, identifiable by the gold paint rather than the yellow on the Red Bull Racing's car - whereas Minardi was rarely able to go testing and rarely appeared with a new car until the first race.
The test car still ran the Cosworth V10 engine, which is the unit they plan to race in 2006. However, in 2006 the V10s need to be rev-restricted (16,750 rpm) and feature an air restrictor (77mm diameter), thus the car appeared in that format with the circular restrictor set into the air intake snorkel.
What STR will run next year in terms of the chassis and engine restriction still seems to be undecided. As the Chassis rules demand the team to own the rights to the car and build it themselves, STR cannot simply buy RB1 chassis. Instead, they are probably going to buy the rights to the RB1 and manufacture a revised version of the chassis.
Working from the Minardi factory in Faenza, Italy, will be a struggle as the team do not have all the manufacturing facilities of the top teams and do not have their own wind tunnel (Minardi only bought time in the Fondmetal tunnel). The manufacturing and development of the new car will therefore be handicapped, until the planned relocation to a single site for both the Red Bull and STR teams in 2008.
Although the team were running a restricted Cosworth, other teams are wary that the potential of the revised RB1 chassis and a restricted V10 would be very different to that expected form Minardi running their old chassis with a restricted engine, as was the case when the rules were decided.
But the FIA is going to wait until the testing and initial races to see if the equivalence formula of V8 versus restricted V10 needs amending. It could be that, if STR regularly beat anyone other than Midland, they will be further handicapped by the FIA, effectively keeping them at the back of the midfield.[/QUOTE]
| TimStevens | 01-05-2006 01:45 PM |
Holy moly you're going to wear out the scrolly wheel on my mouse.
| Ferg | 01-06-2006 10:03 AM |
Sorry about that Tim.
Today's news and blurbs.
[QUOTE]New McLaren set to make secret debut
By Jonathan Noble January 6th 2006, 13:57 GMT
McLaren are almost certain to run their new car in secret for the first time, with the team set to shy away from unleashing the machine in front of their rivals later this month.
Although World Champions Renault will give their new R26 a public outing at next week's major test in Jerez, McLaren have decided to take a more secretive approach with a behind-closed-doors debut test session for their 2006 challenger.
Autosport.com understands that the Woking-based team have booked an exclusive test at Valencia in Spain for the final week in January - 23rd to 27th - where they are hoping that their new MP4-21, painted in orange, will run for the first time.
The plan is for the Valencia test to take place while most of McLaren's opposition are testing at Barcelona in Spain. Honda Racing are due to unveil their new car at the Circuit du Catalunya that week.
Earlier this week, McLaren's managing director Jonathan Neale said the team's focus was on ensuring the new MP4-21 was reliable following the mechanical dramas that wrecked their title charge last season.
"Once the new car has been released, our primary focus will be durability testing, proving the software, the systems and the 11,500 car components, 90% of which have changed from MP4-20," he said. "Then we will start to look at phasing in upgrade packages onto the car."[/QUOTE]
[QUOTE]Analysis: Alonso move can fire up Montoya
By Alan Baldwin January 5th 2006, 16:27 GMT
McLaren's masterstroke in signing World Champion Fernando Alonso for 2007 could be good for Juan Pablo Montoya, despite appearances to the contrary.
Either the Colombian or Kimi Raikkonen will have to make way at the end of the year for Renault's young Spaniard and the obvious assumption is that Montoya's future depends on his Finnish teammate.
It could be that Raikkonen, the outstanding talent on the driver market, moves to Ferrari or Toyota. Indeed, some assume that was the main reason why McLaren boss Ron Dennis announced the Alonso deal a year early.
Even if that is not the case, Montoya still has plenty to play for.
There is every prospect of a no-holds-barred battle between the McLaren teammates over the coming months, with both nurturing realistic championship hopes at a team that had the fastest car last year.
If Raikkonen stays, Montoya is unlikely to be troubled much by the sort of strategy that forced him to help his teammate in the latter stages of last year.
If Raikkonen leaves, the Colombian can look forward to joining Alonso in the comfortable position of having two years at the team under his belt while the Spaniard adapts to his new surroundings.
'Consummate Professional'
Raikkonen would be top of any team's shopping list, with seven wins last year and his second season as overall Championship runner-up.
But Montoya did not do himself justice after a mystery shoulder injury in March wrecked his chances. He should have won more than three races and now he must prove it.
McLaren boss Ron Dennis, talking to reporters only days before the team dropped the Alonso bombshell last month, spoke glowingly of the Colombian's talent and expected a far more competitive driver to emerge in 2006.
"(The injury) was a massive psychological blow for him," said Dennis. "It took him a couple of races before he was completely fit and devoid of pain.
"And with the Championship as it was, like a sailing race with the wind blowing from the beginning to the end of the season, any time you took the sails down you were going to fall back.
"There was no way he was going to catch up. And to his credit, he was the consummate professional in the last six races. He did everything that the team asked him to do in the last six races. He drove really well.
"We'll see how this year goes. I, and the whole system here, have a lot of time for Juan Pablo. He's a very nice human being, he's got great values, he can do the job and in different circumstances he'd have had a much better season.
"He might struggle to control his diet and all these things... but at the end of the day his motives and his attitude out of the car is sensational."
Even at the end of the year Montoya still had padding on his shoulder. The Colombian did not make a big issue of it but he was in pain far more and far longer than he let on. That is history now.
Worst Enemy
There were also times last season when Montoya, never a man to be accused of low self-esteem, seemed to be his own worst enemy on the track.
His wins at Silverstone, Monza and Interlagos were impressive but he was sent to the back of the grid in Monaco for causing an avoidable accident in practice and was disqualified in Canada.
Regardless of who was to blame, he had costly collisions in Turkey, Belgium and Japan.
In Germany, he spun off in qualifying at the last corner while trying to pip Raikkonen to pole position and started at the back of the grid.
"Am I here to finish second or am I here to try to win races and win championships?" he said at the time.
"I made a mistake trying but that's what we're here for and if they are looking for somebody to be second then they need to look for a different driver."
Everything suggests Montoya will start the year determined to make up for the disappointment of 2005 and give Raikkonen far more to think about.
"His commitment at the moment is exceptional," said Dennis. "He's doing a lot of things by choice to try and put himself in a position where he hits the ground running."[/QUOTE]
[QUOTE]Webber wants to remain at Williams
By Jonathan Noble January 6th 2006, 10:12 GMT
Mark Webber has set his sights on remaining at Williams beyond the end of this year - even though he is one of the main contenders to step into Fernando Alonso's vacant seat at Renault in 2007.
The Australian endured a troubled first season with Williams last year, finishing on the podium just once, and there has been speculation that their partnership would not go beyond the end of this season.
But despite having the chance of a drive at Renault, because he is managed by the French car manufacturer's boss Flavio Briatore, Webber has indicated that he is only thinking about a future at Williams.
"F1's a fairly fickle game at times and I'm sure there's quite a bit of other behind-the-scenes activity which will follow Fernando's move, all of which is out of my hands," he said in an interview with Australia's Motorsport News.
"It does raise further questions about Renault's future, doesn't it?
"The bottom line is it's my desire if at all possible to be at Williams well beyond this year. While, at the same time, the team knows we need to get back up there in car performance terms, it'll also be down to my results."
Webber's troubled times last year, where good qualifying performances were not followed through with decent race results, has left him fired up to make amends this season.
"I very much have unfinished business with Williams," he added. "I'm the sort of person who wants to see it through, to make it work. Everyone knows we had some dramas last year which didn't allow us to perform as the team, and I, would have liked.
"It's my absolute desire that we overcome those and get Williams back to the front this year, and beyond."[/QUOTE]
[QUOTE]Wurz to make Williams debut next week
January 6th 2006, 11:20 GMT
Alexander Wurz will get his first run with Williams at Jerez in Spain next week, the team have confirmed.
The Austrian signed to become Williams' third driver over the New Year break and will have his first outing in the team's interim Cosworth-powered car next Wednesday.
He is scheduled to drive alongside Nico Rosberg on that first day, before returning for another day of testing on Friday with Mark Webber.
Williams have continued to sing Wurz's praises since swooping for his services when it became clear that he was out of contract at McLaren.
The team's chief executive Chris Chapple told this week's Autosport: "He brings a level of experience which simply wasn't available anywhere else and he immediately went to the top of our list."[/QUOTE]
Another excellent article from F1 RAcing editor Matt Bishop for all the DC fans.
[QUOTE]From the Pulpit
Last winter, it seemed David Coulthard was heading into his final season in Formula One. A year later, Matt Bishop believes DC has a long future ahead of him...
By Matt Bishop
autosport.com special columnist
Flashback 18 months, to the summer of 2004. David Coulthard is not happy. Okay, he has won 13 Grands Prix and has stood on countless Grand Prix podiums - and he is, of course, a wealthy man. He has a gorgeous girlfriend, too - a Brazilian model, no less, who goes (no, make that sashays) by the exotic name of Simone Abdelnour.
But, on the other hand, he is in the last knockings of his ninth and last season for McLaren-Mercedes, and his F1 future does not look bright. What's more, he knows it.
The September 2004 edition of F1 Racing carries a cover-line that underlines the dilemma David faces. It reads: "Can DC survive in F1? It looks like Jaguar Racing or nothing..."
In the end, it's Jaguar Racing which fails to survive - and DC who bags the number-one drive for the team that Jaguar Racing eventually becomes: Red Bull Racing.
That, then, was then. This, now, is now. And DC's now is a very good now. A very good now, indeed. And - yes, I admit it - it's a far better now than I ever thought was possible for him... as a Formula One driver, post-McLaren, at least.
As David walked into the Melbourne paddock on Thursday March 3, 2005, his familiar square jaw coated with a brand-new silver-brown fuzz - no need for shaving now the ship-shape and Bristol fashion of McLaren is a thing of the past - he was visibly more confident than he had been in years, and palpably happier, too.
Against all odds, Red Bull Racing - an Austrian team, run by Austrian marketing men whose every waking whim is spent trying to devise PR stunts that might tickle the fancy of grungy teenagers who like to mix their sickly cordial with vodka - suited him, despite his 34 years and counting, despite his carefully articulate conversational style, despite his love of intelligent debate... and yes, dare I say it, despite his greying beard.
And - lo! - he drove well in Australia, too. What's more, he scored points again in Malaysia (round two) and Bahrain (round three). After all 19 races had been done and dusted, Coulthard had racked up 24 World Championship points. And that, believe it or not, ladeez 'n' gennelmen, is exactly the same haul as he had managed in 2004, his last year at mighty McLaren-Mercedes.
No, the Red Bull Racing RB1 was not as good a car, relative to its 2005 opposition, as the McLaren-Mercedes MP4-19 had been, relative its opposition, the previous year; the difference was in the white knuckle department, in the cockpit in other words. Coulthard drove a lot better in 2005 than he did in 2004 - a whole lot better.
And he was able to do that because he felt valued. Valued, because he was playing a far bigger role at Red Bull Racing than he had ever been allowed to play at McLaren. In Ron Dennis's hermetically sealed world at Woking, drivers are drivers. You hire them, you tell them what they can (and, more to the point, cannot) do, you plug them into a magnificent racing car... and World Championships eventuate.
It works. It happened to Niki Lauda, to Alain Prost (thrice), to Ayrton Senna (thrice also) and to Mika Hakkinen (twice), and it all but happened to Kimi Raikkonen last year. It may yet happen to Kimi, in fact - perhaps even in 2006. In 2007, it may well happen to Fernando Alonso.
It never happened to DC, of course - partly because, throughout his McLaren career, there was always a freakishly quick Finn in the other car (either Mika or Kimi)... and partly because of that man Michael Schumacher, who made the World Championship a no-go zone for anyone else between 2000 and 2004.
David will not win the championship in 2006, and he knows it. But, together with Adrian Newey - the best F1 designer of his generation, whom DC persuaded to leave McLaren for Red Bull Racing - ably assisted by dozens of other ambitious Red Bull-ites old and new, he might well start picking up podiums... and, with a little luck, maybe, just maybe, a win. It would be good to see.
And after that? After that, eventually, I wouldn't be surprised to see David's role at Red Bull Racing develop into a more managerial one - perhaps via a 'player manager' stage, to borrow a footballing term. Perhaps, in truth, he's already a player-manager, for what other driver would - make that could - take it upon himself to prise F1's most feted designer out of Ron's usually vice-like grip?
And consider this. Perhaps, over dinner recently, David's good friend Gil de Ferran said something like, "Tell you what, DC, this team boss lark ain't too bad. You'd love it, mate!" And perhaps, flushed with post-'Neweygate' success, David listened. Carefully. And decided to think about giving it a go.
Come on, DC. Say it isn't so![/QUOTE]
Today's news and blurbs.
[QUOTE]New McLaren set to make secret debut
By Jonathan Noble January 6th 2006, 13:57 GMT
McLaren are almost certain to run their new car in secret for the first time, with the team set to shy away from unleashing the machine in front of their rivals later this month.
Although World Champions Renault will give their new R26 a public outing at next week's major test in Jerez, McLaren have decided to take a more secretive approach with a behind-closed-doors debut test session for their 2006 challenger.
Autosport.com understands that the Woking-based team have booked an exclusive test at Valencia in Spain for the final week in January - 23rd to 27th - where they are hoping that their new MP4-21, painted in orange, will run for the first time.
The plan is for the Valencia test to take place while most of McLaren's opposition are testing at Barcelona in Spain. Honda Racing are due to unveil their new car at the Circuit du Catalunya that week.
Earlier this week, McLaren's managing director Jonathan Neale said the team's focus was on ensuring the new MP4-21 was reliable following the mechanical dramas that wrecked their title charge last season.
"Once the new car has been released, our primary focus will be durability testing, proving the software, the systems and the 11,500 car components, 90% of which have changed from MP4-20," he said. "Then we will start to look at phasing in upgrade packages onto the car."[/QUOTE]
[QUOTE]Analysis: Alonso move can fire up Montoya
By Alan Baldwin January 5th 2006, 16:27 GMT
McLaren's masterstroke in signing World Champion Fernando Alonso for 2007 could be good for Juan Pablo Montoya, despite appearances to the contrary.
Either the Colombian or Kimi Raikkonen will have to make way at the end of the year for Renault's young Spaniard and the obvious assumption is that Montoya's future depends on his Finnish teammate.
It could be that Raikkonen, the outstanding talent on the driver market, moves to Ferrari or Toyota. Indeed, some assume that was the main reason why McLaren boss Ron Dennis announced the Alonso deal a year early.
Even if that is not the case, Montoya still has plenty to play for.
There is every prospect of a no-holds-barred battle between the McLaren teammates over the coming months, with both nurturing realistic championship hopes at a team that had the fastest car last year.
If Raikkonen stays, Montoya is unlikely to be troubled much by the sort of strategy that forced him to help his teammate in the latter stages of last year.
If Raikkonen leaves, the Colombian can look forward to joining Alonso in the comfortable position of having two years at the team under his belt while the Spaniard adapts to his new surroundings.
'Consummate Professional'
Raikkonen would be top of any team's shopping list, with seven wins last year and his second season as overall Championship runner-up.
But Montoya did not do himself justice after a mystery shoulder injury in March wrecked his chances. He should have won more than three races and now he must prove it.
McLaren boss Ron Dennis, talking to reporters only days before the team dropped the Alonso bombshell last month, spoke glowingly of the Colombian's talent and expected a far more competitive driver to emerge in 2006.
"(The injury) was a massive psychological blow for him," said Dennis. "It took him a couple of races before he was completely fit and devoid of pain.
"And with the Championship as it was, like a sailing race with the wind blowing from the beginning to the end of the season, any time you took the sails down you were going to fall back.
"There was no way he was going to catch up. And to his credit, he was the consummate professional in the last six races. He did everything that the team asked him to do in the last six races. He drove really well.
"We'll see how this year goes. I, and the whole system here, have a lot of time for Juan Pablo. He's a very nice human being, he's got great values, he can do the job and in different circumstances he'd have had a much better season.
"He might struggle to control his diet and all these things... but at the end of the day his motives and his attitude out of the car is sensational."
Even at the end of the year Montoya still had padding on his shoulder. The Colombian did not make a big issue of it but he was in pain far more and far longer than he let on. That is history now.
Worst Enemy
There were also times last season when Montoya, never a man to be accused of low self-esteem, seemed to be his own worst enemy on the track.
His wins at Silverstone, Monza and Interlagos were impressive but he was sent to the back of the grid in Monaco for causing an avoidable accident in practice and was disqualified in Canada.
Regardless of who was to blame, he had costly collisions in Turkey, Belgium and Japan.
In Germany, he spun off in qualifying at the last corner while trying to pip Raikkonen to pole position and started at the back of the grid.
"Am I here to finish second or am I here to try to win races and win championships?" he said at the time.
"I made a mistake trying but that's what we're here for and if they are looking for somebody to be second then they need to look for a different driver."
Everything suggests Montoya will start the year determined to make up for the disappointment of 2005 and give Raikkonen far more to think about.
"His commitment at the moment is exceptional," said Dennis. "He's doing a lot of things by choice to try and put himself in a position where he hits the ground running."[/QUOTE]
[QUOTE]Webber wants to remain at Williams
By Jonathan Noble January 6th 2006, 10:12 GMT
Mark Webber has set his sights on remaining at Williams beyond the end of this year - even though he is one of the main contenders to step into Fernando Alonso's vacant seat at Renault in 2007.
The Australian endured a troubled first season with Williams last year, finishing on the podium just once, and there has been speculation that their partnership would not go beyond the end of this season.
But despite having the chance of a drive at Renault, because he is managed by the French car manufacturer's boss Flavio Briatore, Webber has indicated that he is only thinking about a future at Williams.
"F1's a fairly fickle game at times and I'm sure there's quite a bit of other behind-the-scenes activity which will follow Fernando's move, all of which is out of my hands," he said in an interview with Australia's Motorsport News.
"It does raise further questions about Renault's future, doesn't it?
"The bottom line is it's my desire if at all possible to be at Williams well beyond this year. While, at the same time, the team knows we need to get back up there in car performance terms, it'll also be down to my results."
Webber's troubled times last year, where good qualifying performances were not followed through with decent race results, has left him fired up to make amends this season.
"I very much have unfinished business with Williams," he added. "I'm the sort of person who wants to see it through, to make it work. Everyone knows we had some dramas last year which didn't allow us to perform as the team, and I, would have liked.
"It's my absolute desire that we overcome those and get Williams back to the front this year, and beyond."[/QUOTE]
[QUOTE]Wurz to make Williams debut next week
January 6th 2006, 11:20 GMT
Alexander Wurz will get his first run with Williams at Jerez in Spain next week, the team have confirmed.
The Austrian signed to become Williams' third driver over the New Year break and will have his first outing in the team's interim Cosworth-powered car next Wednesday.
He is scheduled to drive alongside Nico Rosberg on that first day, before returning for another day of testing on Friday with Mark Webber.
Williams have continued to sing Wurz's praises since swooping for his services when it became clear that he was out of contract at McLaren.
The team's chief executive Chris Chapple told this week's Autosport: "He brings a level of experience which simply wasn't available anywhere else and he immediately went to the top of our list."[/QUOTE]
Another excellent article from F1 RAcing editor Matt Bishop for all the DC fans.
[QUOTE]From the Pulpit
Last winter, it seemed David Coulthard was heading into his final season in Formula One. A year later, Matt Bishop believes DC has a long future ahead of him...
By Matt Bishop
autosport.com special columnist
Flashback 18 months, to the summer of 2004. David Coulthard is not happy. Okay, he has won 13 Grands Prix and has stood on countless Grand Prix podiums - and he is, of course, a wealthy man. He has a gorgeous girlfriend, too - a Brazilian model, no less, who goes (no, make that sashays) by the exotic name of Simone Abdelnour.
But, on the other hand, he is in the last knockings of his ninth and last season for McLaren-Mercedes, and his F1 future does not look bright. What's more, he knows it.
The September 2004 edition of F1 Racing carries a cover-line that underlines the dilemma David faces. It reads: "Can DC survive in F1? It looks like Jaguar Racing or nothing..."
In the end, it's Jaguar Racing which fails to survive - and DC who bags the number-one drive for the team that Jaguar Racing eventually becomes: Red Bull Racing.
That, then, was then. This, now, is now. And DC's now is a very good now. A very good now, indeed. And - yes, I admit it - it's a far better now than I ever thought was possible for him... as a Formula One driver, post-McLaren, at least.
As David walked into the Melbourne paddock on Thursday March 3, 2005, his familiar square jaw coated with a brand-new silver-brown fuzz - no need for shaving now the ship-shape and Bristol fashion of McLaren is a thing of the past - he was visibly more confident than he had been in years, and palpably happier, too.
Against all odds, Red Bull Racing - an Austrian team, run by Austrian marketing men whose every waking whim is spent trying to devise PR stunts that might tickle the fancy of grungy teenagers who like to mix their sickly cordial with vodka - suited him, despite his 34 years and counting, despite his carefully articulate conversational style, despite his love of intelligent debate... and yes, dare I say it, despite his greying beard.
And - lo! - he drove well in Australia, too. What's more, he scored points again in Malaysia (round two) and Bahrain (round three). After all 19 races had been done and dusted, Coulthard had racked up 24 World Championship points. And that, believe it or not, ladeez 'n' gennelmen, is exactly the same haul as he had managed in 2004, his last year at mighty McLaren-Mercedes.
No, the Red Bull Racing RB1 was not as good a car, relative to its 2005 opposition, as the McLaren-Mercedes MP4-19 had been, relative its opposition, the previous year; the difference was in the white knuckle department, in the cockpit in other words. Coulthard drove a lot better in 2005 than he did in 2004 - a whole lot better.
And he was able to do that because he felt valued. Valued, because he was playing a far bigger role at Red Bull Racing than he had ever been allowed to play at McLaren. In Ron Dennis's hermetically sealed world at Woking, drivers are drivers. You hire them, you tell them what they can (and, more to the point, cannot) do, you plug them into a magnificent racing car... and World Championships eventuate.
It works. It happened to Niki Lauda, to Alain Prost (thrice), to Ayrton Senna (thrice also) and to Mika Hakkinen (twice), and it all but happened to Kimi Raikkonen last year. It may yet happen to Kimi, in fact - perhaps even in 2006. In 2007, it may well happen to Fernando Alonso.
It never happened to DC, of course - partly because, throughout his McLaren career, there was always a freakishly quick Finn in the other car (either Mika or Kimi)... and partly because of that man Michael Schumacher, who made the World Championship a no-go zone for anyone else between 2000 and 2004.
David will not win the championship in 2006, and he knows it. But, together with Adrian Newey - the best F1 designer of his generation, whom DC persuaded to leave McLaren for Red Bull Racing - ably assisted by dozens of other ambitious Red Bull-ites old and new, he might well start picking up podiums... and, with a little luck, maybe, just maybe, a win. It would be good to see.
And after that? After that, eventually, I wouldn't be surprised to see David's role at Red Bull Racing develop into a more managerial one - perhaps via a 'player manager' stage, to borrow a footballing term. Perhaps, in truth, he's already a player-manager, for what other driver would - make that could - take it upon himself to prise F1's most feted designer out of Ron's usually vice-like grip?
And consider this. Perhaps, over dinner recently, David's good friend Gil de Ferran said something like, "Tell you what, DC, this team boss lark ain't too bad. You'd love it, mate!" And perhaps, flushed with post-'Neweygate' success, David listened. Carefully. And decided to think about giving it a go.
Come on, DC. Say it isn't so![/QUOTE]
| Ferg | 01-06-2006 12:13 PM |
So much for a secret test..
[QUOTE]McLaren cancel Valencia plans
January 6th 2006, 15:19 GMT
McLaren will now run their new car in public for the first time, after cancelling plans to give their MP4-21 its first run behind closed doors at Valencia in Spain.
The team had booked a test session at Valencia in Spain for the final week of January, but they have now decided to slightly alter their plans. Instead, the team will now run the new car at either the major test at Barcelona that week or in Jerez the following week.
McLaren will begin testing at Jerez next week with an interim MP4-20, which will be painted in the team's traditional orange colours.[/QUOTE]
[QUOTE]McLaren cancel Valencia plans
January 6th 2006, 15:19 GMT
McLaren will now run their new car in public for the first time, after cancelling plans to give their MP4-21 its first run behind closed doors at Valencia in Spain.
The team had booked a test session at Valencia in Spain for the final week of January, but they have now decided to slightly alter their plans. Instead, the team will now run the new car at either the major test at Barcelona that week or in Jerez the following week.
McLaren will begin testing at Jerez next week with an interim MP4-20, which will be painted in the team's traditional orange colours.[/QUOTE]
| motogpboy | 01-06-2006 08:16 PM |
I wish williams would stick with that livery... good to know not too much is changing though...Toyota still has one ugly car
| TimStevens | 01-06-2006 09:49 PM |
How the heck does one have a "behind closed doors" session at a race track? Giant curtains to keep spying telephoto lenses away?
| StuBeck | 01-07-2006 02:44 PM |
Just make it so others can not enter the track. Its fairly easy, they do it a lot.
| TimStevens | 01-07-2006 06:39 PM |
Yes, but generally it's not that hard to see into a track from outside of it.
| Ferg | 01-08-2006 12:16 AM |
And the plot thickens.
[QUOTE]Schumacher says he'll quit if he can't win
January 7th 2006, 16:25 GMT
Ferrari's Michael Schumacher says he will make a decision on his Formula One future midway through the 2006 season.
"If I don't have the chance to win races and challenge for the title I don't think I'll be very keen to extend my career," the 37-year-old said in an interview released on Saturday by German magazine Der Spiegel.
"If we want to progress we need more staff (at Ferrari). In Formula One, you cannot afford to stand still. I want to know where we're heading."
Schumacher's contract with Ferrari expires at the end of 2006, and the German, seven times world champion, managed just one race win last season.
He finished third in the standings, well adrift behind Fernando Alonso of Renault and Kimi Raikkonen of McLaren and described the season as "catastrophic".
"After all the successes, carelessness crept in," he said.[/QUOTE]
[QUOTE]Schumacher says he'll quit if he can't win
January 7th 2006, 16:25 GMT
Ferrari's Michael Schumacher says he will make a decision on his Formula One future midway through the 2006 season.
"If I don't have the chance to win races and challenge for the title I don't think I'll be very keen to extend my career," the 37-year-old said in an interview released on Saturday by German magazine Der Spiegel.
"If we want to progress we need more staff (at Ferrari). In Formula One, you cannot afford to stand still. I want to know where we're heading."
Schumacher's contract with Ferrari expires at the end of 2006, and the German, seven times world champion, managed just one race win last season.
He finished third in the standings, well adrift behind Fernando Alonso of Renault and Kimi Raikkonen of McLaren and described the season as "catastrophic".
"After all the successes, carelessness crept in," he said.[/QUOTE]
| TimStevens | 01-08-2006 08:57 AM |
Yeesh...
| artkevin | 01-08-2006 03:24 PM |
"After all the successes, carelessness crept in," he said.
That REALLY surprises me that Hear Schumacher would say that. It seemed from the outside that Ferrari was taking all the right steps but things just were not gelling for them in the same way they did in the past. They still finished 3rd in the constructors, its not like they were not contenders in 05.
That REALLY surprises me that Hear Schumacher would say that. It seemed from the outside that Ferrari was taking all the right steps but things just were not gelling for them in the same way they did in the past. They still finished 3rd in the constructors, its not like they were not contenders in 05.
| artkevin | 01-09-2006 10:11 AM |
AH, classic McLaren Orange.
[IMG]http://images.f1racing.net/large/54527.jpg[/IMG]
[IMG]http://images.f1racing.net/large/54527.jpg[/IMG]
| TimStevens | 01-09-2006 10:14 AM |
Niice :)
Damn, imagine having that as your office.
Damn, imagine having that as your office.
| artkevin | 01-09-2006 10:30 AM |
[QUOTE=TimStevens]Niice :)
Damn, imagine having that as your office.[/QUOTE]
Check out the site for their technology center. I sriously think they have James Bond working in there.
[url]http://www.mclaren.com/technologycentre/[/url]
[IMG]http://www.mclaren.com/technologycentre/interior/images/rotunda.jpg[/IMG]
[IMG]http://www.mclaren.com/technologycentre/interior/images/reception.jpg[/IMG]
[IMG]http://www.mclaren.com/technologycentre/interior/images/Electronics.jpg[/IMG]
Wurz is happy to get the Williams test drive thinking that he will be their race drivers in 07. That means either Webber or Nico would have to be out of a seat. It always seemd to me that they were happy with Webber's services. :confused:
Damn, imagine having that as your office.[/QUOTE]
Check out the site for their technology center. I sriously think they have James Bond working in there.
[url]http://www.mclaren.com/technologycentre/[/url]
[IMG]http://www.mclaren.com/technologycentre/interior/images/rotunda.jpg[/IMG]
[IMG]http://www.mclaren.com/technologycentre/interior/images/reception.jpg[/IMG]
[IMG]http://www.mclaren.com/technologycentre/interior/images/Electronics.jpg[/IMG]
Wurz is happy to get the Williams test drive thinking that he will be their race drivers in 07. That means either Webber or Nico would have to be out of a seat. It always seemd to me that they were happy with Webber's services. :confused:
| Ferg | 01-09-2006 11:02 AM |
Defiantely the best orange there is Kevin. :D
[IMG]http://www.pbase.com/image/54625643/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54625642/large.jpg[/IMG]
Nice to see they haven't changed the shade of their traditional colors to look better on TV like some other famous team...
I took this picture of a 1970 McLaren M8D Can Am car a few years ago. McLaren Orange is my all time favorite color for a racing car.
[IMG]http://www.pbase.com/image/47955468/large.jpg[/IMG]
[QUOTE]McLaren unveil interim livery
January 9th 2006, 14:50 GMT
The McLaren-Mercedes team have unveiled the interim livery they will use when they return to testing action this week at Jerez.
Test drivers Pedro de la Rosa and Gary Paffett will be at the wheel of two interim MP4-20 cars, which will be running in an orange livery, before the team unveil their final colours for the 2006 season in mid-February.
The orange is synonymous with the origins of team, as they ran their Formula One and Can-Am racers in that colour for a number of years from the end of the sixties. The team have used the orange livery for interim cars in the 1990s too.
McLaren also said their new car, the MP4-21, will run for the first time in January.
Kimi Raikkonen and Juan Pablo Montoya will be starting their programmes during the week commencing Monday 16th.[/QUOTE]
[QUOTE]Newey: RBR need fast car, not star driver
By Jonathan Noble January 8th 2006, 17:28 GMT
Red Bull Racing's new technical chief Adrian Newey believes the team must focus their efforts on getting their car right in the next few years rather than waste time trying to attract a superstar driver.
The team's growing competitiveness, allied to their big budget, has led to speculation linking the team with a swoop for big-names like Michael Schumacher or Kimi Raikkonen in 2007.
But Newey, who is joining the outfit as chief technical officer on Monday, has told Autosport that the most important thing the team needs to do is make a quick car - and he thinks David Coulthard is the perfect man for them at the moment.
"At some stage that (attracting a big name driver) will obviously be our aspiration, but initially we'll want to continue to work with David and young drivers, be that Tonio Liuzzi, Christian Klien or whoever else, and bring the car forward," he said in an exclusive interview in this week's issue.
"Then it becomes much easier to attract one of the top drivers. Until you're at that point, you can't really do it. Regardless of salary, a top-five driver would only want to join a team if he thought he had a sensible shot of winning races and hopefully championships.
"If he's attracted for some other reason, such as finance, then we don't want him."
But despite his reservations about luring a superstar driver, Newey admitted he would love to have the opportunity of working with Schumacher, should the chance arise.
"It would be tremendous to work with Michael," added Newey. "He's one of the few great drivers I haven't had the opportunity or pleasure of working with, but our first goal has to be to develop the car.
"As I said, we have to start to prove that we can do that before we can sensibly attract a top driver."[/QUOTE]
[QUOTE]Ecclestone wants F1 Grand Prix in Athens
By Jonathan Noble January 9th 2006, 10:35 GMT
Greece's hopes of hosting a Formula One race in the near future have moved a step closer after a visit from Formula One supremo Bernie Ecclestone at the weekend.
The sport's commercial boss travelled to Athens to inspect the Hellinikon Olympic Complex site to judge whether it would be suitable for a Grand Prix.
The venue, which is on the site of the former airport that closed in 2001, hosted basketball, baseball and kayak events during the 2004 Olympic Games, and organisers want to use the same grandstands for the F1 race.
Local developers are pondering how best to make use of the site and, although the possibility of a track at the venue was ruled out last year, Ecclestone appears to favour a race being held there rather than elsewhere in the country.
"Why do you look for a place for a circuit that is a further 80 kilometres from Athens?" he told local officials at the end of his visit. "You have everything here."
The other venue, 80 km from Athens, was Orchomenos, near Livadia.
Greece has made no secret of its desire to host an F1 race, but it was thought that it would have to be away from Athens after the Greek Environment, Town Planning and Public Works Minister George Souflias said last year that Hellinikon would be turned into a large public park.
"I am not against a Formula One race track being built in Greece , but not in a residential area and only with the appropriate infrastructure and facilities," he said last August.[/QUOTE]
[QUOTE]Wurz: Williams deal is perfect
January 9th 2006, 11:35 GMT
Alexander Wurz has expressed his delight at having joined the Williams team, saying his situation at the British team is "perfect".
"My current situation with Williams is simply perfect," the Austrian told APA. "There is no better contract for a third driver - both financially and concerning the future. This is a special challenge for me.
"I want to help Williams as much as I can, so the team returns to the top."
The 31-year old has joined Williams as their test and reserve driver after five seasons with the McLaren team.
And although McLaren have been more competitive than Williams in recent times, Wurz believes the team from Grove are determined to return to the top soon.
"If you know Frank Williams, you know there is only one goal for him: to reach to top step of the podium," he added. "That, realistically, is not yet achievable, but the team will do everything possible to be back to the top quickly."
Wurz will make his debut with Williams this week at the Jerez circuit.[/QUOTE]
[QUOTE]Trulli carries Olympic flame
January 9th 2006, 11:51 GMT
Italian driver Jarno Trulli had the honour of carrying the Olympic flame in his home town of Pescara on Sunday.
The Toyota driver picked up the Olympic fire in the Piazza della Repubblica in Pescara before lighting the Olympic brazier, where the flame stayed overnight before it continues its way towards Turin.
The Turin 2006 Olympic Torch Relay began on 8 December 2005 in Rome and will tour the length of Italy for 64 days.
The Olympic Winter Games will be held in Turin from 10 to 26 February 2006. [/QUOTE]
[IMG]http://www.pbase.com/image/54625643/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54625642/large.jpg[/IMG]
Nice to see they haven't changed the shade of their traditional colors to look better on TV like some other famous team...
I took this picture of a 1970 McLaren M8D Can Am car a few years ago. McLaren Orange is my all time favorite color for a racing car.
[IMG]http://www.pbase.com/image/47955468/large.jpg[/IMG]
[QUOTE]McLaren unveil interim livery
January 9th 2006, 14:50 GMT
The McLaren-Mercedes team have unveiled the interim livery they will use when they return to testing action this week at Jerez.
Test drivers Pedro de la Rosa and Gary Paffett will be at the wheel of two interim MP4-20 cars, which will be running in an orange livery, before the team unveil their final colours for the 2006 season in mid-February.
The orange is synonymous with the origins of team, as they ran their Formula One and Can-Am racers in that colour for a number of years from the end of the sixties. The team have used the orange livery for interim cars in the 1990s too.
McLaren also said their new car, the MP4-21, will run for the first time in January.
Kimi Raikkonen and Juan Pablo Montoya will be starting their programmes during the week commencing Monday 16th.[/QUOTE]
[QUOTE]Newey: RBR need fast car, not star driver
By Jonathan Noble January 8th 2006, 17:28 GMT
Red Bull Racing's new technical chief Adrian Newey believes the team must focus their efforts on getting their car right in the next few years rather than waste time trying to attract a superstar driver.
The team's growing competitiveness, allied to their big budget, has led to speculation linking the team with a swoop for big-names like Michael Schumacher or Kimi Raikkonen in 2007.
But Newey, who is joining the outfit as chief technical officer on Monday, has told Autosport that the most important thing the team needs to do is make a quick car - and he thinks David Coulthard is the perfect man for them at the moment.
"At some stage that (attracting a big name driver) will obviously be our aspiration, but initially we'll want to continue to work with David and young drivers, be that Tonio Liuzzi, Christian Klien or whoever else, and bring the car forward," he said in an exclusive interview in this week's issue.
"Then it becomes much easier to attract one of the top drivers. Until you're at that point, you can't really do it. Regardless of salary, a top-five driver would only want to join a team if he thought he had a sensible shot of winning races and hopefully championships.
"If he's attracted for some other reason, such as finance, then we don't want him."
But despite his reservations about luring a superstar driver, Newey admitted he would love to have the opportunity of working with Schumacher, should the chance arise.
"It would be tremendous to work with Michael," added Newey. "He's one of the few great drivers I haven't had the opportunity or pleasure of working with, but our first goal has to be to develop the car.
"As I said, we have to start to prove that we can do that before we can sensibly attract a top driver."[/QUOTE]
[QUOTE]Ecclestone wants F1 Grand Prix in Athens
By Jonathan Noble January 9th 2006, 10:35 GMT
Greece's hopes of hosting a Formula One race in the near future have moved a step closer after a visit from Formula One supremo Bernie Ecclestone at the weekend.
The sport's commercial boss travelled to Athens to inspect the Hellinikon Olympic Complex site to judge whether it would be suitable for a Grand Prix.
The venue, which is on the site of the former airport that closed in 2001, hosted basketball, baseball and kayak events during the 2004 Olympic Games, and organisers want to use the same grandstands for the F1 race.
Local developers are pondering how best to make use of the site and, although the possibility of a track at the venue was ruled out last year, Ecclestone appears to favour a race being held there rather than elsewhere in the country.
"Why do you look for a place for a circuit that is a further 80 kilometres from Athens?" he told local officials at the end of his visit. "You have everything here."
The other venue, 80 km from Athens, was Orchomenos, near Livadia.
Greece has made no secret of its desire to host an F1 race, but it was thought that it would have to be away from Athens after the Greek Environment, Town Planning and Public Works Minister George Souflias said last year that Hellinikon would be turned into a large public park.
"I am not against a Formula One race track being built in Greece , but not in a residential area and only with the appropriate infrastructure and facilities," he said last August.[/QUOTE]
[QUOTE]Wurz: Williams deal is perfect
January 9th 2006, 11:35 GMT
Alexander Wurz has expressed his delight at having joined the Williams team, saying his situation at the British team is "perfect".
"My current situation with Williams is simply perfect," the Austrian told APA. "There is no better contract for a third driver - both financially and concerning the future. This is a special challenge for me.
"I want to help Williams as much as I can, so the team returns to the top."
The 31-year old has joined Williams as their test and reserve driver after five seasons with the McLaren team.
And although McLaren have been more competitive than Williams in recent times, Wurz believes the team from Grove are determined to return to the top soon.
"If you know Frank Williams, you know there is only one goal for him: to reach to top step of the podium," he added. "That, realistically, is not yet achievable, but the team will do everything possible to be back to the top quickly."
Wurz will make his debut with Williams this week at the Jerez circuit.[/QUOTE]
[QUOTE]Trulli carries Olympic flame
January 9th 2006, 11:51 GMT
Italian driver Jarno Trulli had the honour of carrying the Olympic flame in his home town of Pescara on Sunday.
The Toyota driver picked up the Olympic fire in the Piazza della Repubblica in Pescara before lighting the Olympic brazier, where the flame stayed overnight before it continues its way towards Turin.
The Turin 2006 Olympic Torch Relay began on 8 December 2005 in Rome and will tour the length of Italy for 64 days.
The Olympic Winter Games will be held in Turin from 10 to 26 February 2006. [/QUOTE]
| TimStevens | 01-09-2006 11:07 AM |
IIRC they said that the horrid pink they were wearing was a variation on the orange... puke.
| Harvey_Mushman | 01-09-2006 11:35 AM |
...well at least they are safe during hunting season in the Midwest.
[IMG]http://i34.photobucket.com/albums/d109/HMushman/random/orang320.gif[/IMG]
/Sorry... I do like McLaren Orange.
[IMG]http://i34.photobucket.com/albums/d109/HMushman/random/orang320.gif[/IMG]
/Sorry... I do like McLaren Orange.
| Ferg | 01-09-2006 03:54 PM |
some more news...
[QUOTE]Newey to join Red Bull at Jerez
By Jonathan Noble January 9th 2006, 17:57 GMT
Red Bull Racing's new chief technical officer Adrian Newey is planning to join the team's test at Jerez in Spain this week.
The former McLaren technical director, who joined Red Bull Racing today, is keen to get an understanding of how the team operates as quickly as possible.
"I'm going down to Jerez tomorrow to spend some time with the team and to see the new car," said Newey from Red Bull Racing's Milton Keynes factory.
"It'll be nice to escape England in January and to be back at a race track again. I'm also looking forward to hearing the sound of these new V8 engines for the first time.
"I expect to spend my initial period with the team observing how things are done here, getting to know people and finding my feet in this new environment. The technical team is very strong and has a good reputation, so my aim at the start will simply be to understand how Red Bull Racing operates."
Red Bull Racing's RB2 will have its first major test at Jerez in Spain following a shakedown at Silverstone in December.[/QUOTE]
[QUOTE]Toro Rosso to continue testing with RB1
January 9th 2006, 16:38 GMT
Scuderia Toro Rosso will continue testing with last year's RB1 chassis at Jerez in Spain this week, as work continues at the factory on their new car.
The Red Bull junior team caused a stir in early winter testing when they hit the track with a version of Red Bull Racing's 2005 challenger, and there were suggestions that the team actually planned to compete with that car this season.
But although the team have since made it clear that they will race their own car in 2006, the outfit have confirmed to autosport.com that they will continue running with the RB1 for the time being.
A team spokeswoman said that the team was hoping the new STR1 would hit the track for the first time at the end of this month.
The design will be completely new and not a development of either last year's Minardi or the RB1.
The launch of the new Scuderia Toro Rosso will take place in Bahrain on the Thursday before the season opening Grand Prix.[/QUOTE]
[QUOTE]Newey to join Red Bull at Jerez
By Jonathan Noble January 9th 2006, 17:57 GMT
Red Bull Racing's new chief technical officer Adrian Newey is planning to join the team's test at Jerez in Spain this week.
The former McLaren technical director, who joined Red Bull Racing today, is keen to get an understanding of how the team operates as quickly as possible.
"I'm going down to Jerez tomorrow to spend some time with the team and to see the new car," said Newey from Red Bull Racing's Milton Keynes factory.
"It'll be nice to escape England in January and to be back at a race track again. I'm also looking forward to hearing the sound of these new V8 engines for the first time.
"I expect to spend my initial period with the team observing how things are done here, getting to know people and finding my feet in this new environment. The technical team is very strong and has a good reputation, so my aim at the start will simply be to understand how Red Bull Racing operates."
Red Bull Racing's RB2 will have its first major test at Jerez in Spain following a shakedown at Silverstone in December.[/QUOTE]
[QUOTE]Toro Rosso to continue testing with RB1
January 9th 2006, 16:38 GMT
Scuderia Toro Rosso will continue testing with last year's RB1 chassis at Jerez in Spain this week, as work continues at the factory on their new car.
The Red Bull junior team caused a stir in early winter testing when they hit the track with a version of Red Bull Racing's 2005 challenger, and there were suggestions that the team actually planned to compete with that car this season.
But although the team have since made it clear that they will race their own car in 2006, the outfit have confirmed to autosport.com that they will continue running with the RB1 for the time being.
A team spokeswoman said that the team was hoping the new STR1 would hit the track for the first time at the end of this month.
The design will be completely new and not a development of either last year's Minardi or the RB1.
The launch of the new Scuderia Toro Rosso will take place in Bahrain on the Thursday before the season opening Grand Prix.[/QUOTE]
| AndyRoo | 01-09-2006 05:48 PM |
[QUOTE=artkevin]AH, classic McLaren Orange.
[IMG]http://images.f1racing.net/large/54527.jpg[/IMG][/QUOTE]
beautiful.
[IMG]http://images.f1racing.net/large/54527.jpg[/IMG][/QUOTE]
beautiful.
| Wr4wrX | 01-10-2006 06:43 AM |
Pics of the new Renault R26.
[IMG]http://images.f1racing.net/large/54529.jpg[/IMG]
[IMG]http://images.f1racing.net/large/54536.jpg[/IMG]
[IMG]http://www.itv-f1.com/ImageLibrary/35579_2.jpg[/IMG]
[IMG]http://www.itv-f1.com/ImageLibrary/35578_2.jpg[/IMG]
[URL=http://www.formula1.com/news/3904.html]More pics here.[/URL]
[IMG]http://images.f1racing.net/large/54529.jpg[/IMG]
[IMG]http://images.f1racing.net/large/54536.jpg[/IMG]
[IMG]http://www.itv-f1.com/ImageLibrary/35579_2.jpg[/IMG]
[IMG]http://www.itv-f1.com/ImageLibrary/35578_2.jpg[/IMG]
[URL=http://www.formula1.com/news/3904.html]More pics here.[/URL]
| grandpa rex | 01-10-2006 07:08 AM |
Quote: Nice to see they haven't changed the shade of their traditional colors to look better on TV like some other famous team...
Ferg: Ferrari changed their red because Marlboro gives them so much money. Not to look bnetter on TV. I think that their official name for this red is Scuderia Rosso and the traditional red is Rosso Corsa
Ferg: Ferrari changed their red because Marlboro gives them so much money. Not to look bnetter on TV. I think that their official name for this red is Scuderia Rosso and the traditional red is Rosso Corsa
| Ferg | 01-10-2006 09:57 AM |
[QUOTE=grandpa rex]Ferg: Ferrari changed their red because Marlboro gives them so much money. Not to look bnetter on TV. I think that their official name for this red is Scuderia Rosso and the traditional red is Rosso Corsa[/QUOTE]
I had always heard that is was a combination of the tobacco money and the need for the cars to look better on TV. Whatever, fact is for either money or TV Ferrari changed their traditional blood red color to the garish orange/red they run today. I have a hard time with that honestly.
Today's news.
[QUOTE]Honda confirm Davidson as third driver
January 10th 2006, 09:15 GMT
Anthony Davidson has been confirmed today by the Honda Racing F1 team as third driver for the 2006 season.
The 26-year-old Briton will fulfil testing duties in Friday sessions at Grands Prix and will be on stand-by to substitute race drivers Jenson Button and Rubens Barrichello.
Davidson, who will be in his fifth season with the outfit previously known as BAR until last year, said: "I'm really looking forward to starting the 2006 season with the team in its new guise as the Honda Racing F1 Team. I have enjoyed five years with the team during which time I have made a positive contribution to its development.
"My decision to remain with Honda is the right one, for sure. They are committed to F1 for the long-term and absolutely focused on winning the World Championship. Although I would prefer to be in a race seat in 2006, I am in the best possible position to work towards achieving that goal. For now, we have a very intensive testing programme coming up in preparation for what should be an exciting 2006 season."
Honda sporting director Gil de Ferran commented: "We have said many times how important Anthony Davidson's contribution has been over the past few years to our progress and competitiveness. We are delighted that he accepted our offer to remain with the team as our third driver for 2006.
"Although we all know that Anthony aspires to be a Formula One race driver, and we are all confident that this will happen eventually, his role at Honda Racing is crucial to us this season. In addition to regular testing duties he will also be present at each Grand Prix weekend for Friday testing and to assist with tyre and set-up decisions."
Today's news puts an end to speculation linking Davidson to a drive with Super Aguri, the new Japanese team led by ex-Formula One driver Aguri Suzuki.[/QUOTE]
[QUOTE]Weber: Schumacher future is open
By Jonathan Noble January 10th 2006, 11:51 GMT
Michael Schumacher's manager Willi Weber has dropped a hint in the German press that his driver could make a surprise switch to Toyota in 2007.
On the back of comments from Schumacher over the weekend that he may quit F1 at the end of the season if Ferrari do not deliver a competitive package this year, Webber has suggested that there is a possibility of a team switch.
Speaking about why Schumacher said there was a 'one percent' chance he would change outfits at the end of the year, Weber claimed that it was too early to rule anything out.
"Why Michael leaves the one per cent open is clear," Weber told Bild on Tuesday. "In F1, you always get surprises. And even if McLaren have (Fernando) Alonso for 2007, there is still another big player on the market."
Weber's remarks about the big player are a clear reference to Toyota, where Schumacher's brother Ralf Schumacher is committed for the long-term.
"Look at Toyota's advertising slogan," added Weber, referring to their 'Nothing is Impossible' campaign. "We will look at how the season starts and it will not be until the summer that we make a decision."
And although the possibility of both Schumachers racing in the same team has previously been ruled out because it would have impacted on the value of one of the drivers when they were both managed by Weber, the fact that Ralf now manages his own affairs has changed the situation considerably.
"That (both Schumachers racing in the same team) would not be any more a problem," continued Weber. "In former times it was, but today it does not have to be."
Weber's comments about Toyota may just be a way of trying to raise his bargaining position at Ferrari ahead of imminent contract talks later this year.[/QUOTE]
[QUOTE]Renault unveil R26 at Jerez
January 10th 2006, 10:11 GMT
The new Renault R26 with which the French squad plan to defend their titles in 2006 made its track debut at Jerez on Tuesday.
With Italian driver Giancarlo Fisichella at the wheel, the new car took to the track early in the morning to complete its first laps before the proper testing begins.
With the usual livery, the R26 looked similar to last year's Championship-winning R25, except for the opening of the sidepods and more aggresive aerodynamics.
The initial test was delayed slightly due to a thick fog in the morning, but Fisichella then managed to complete four laps without problems.
The test was also the first time Renault worked with their new V8 engine on track, having tested with a detuned V10 fitted to last year's car until now.
World Champion Fernando Alonso will only test the new car on Thursday, working with the old machine until then.[/QUOTE]
I had always heard that is was a combination of the tobacco money and the need for the cars to look better on TV. Whatever, fact is for either money or TV Ferrari changed their traditional blood red color to the garish orange/red they run today. I have a hard time with that honestly.
Today's news.
[QUOTE]Honda confirm Davidson as third driver
January 10th 2006, 09:15 GMT
Anthony Davidson has been confirmed today by the Honda Racing F1 team as third driver for the 2006 season.
The 26-year-old Briton will fulfil testing duties in Friday sessions at Grands Prix and will be on stand-by to substitute race drivers Jenson Button and Rubens Barrichello.
Davidson, who will be in his fifth season with the outfit previously known as BAR until last year, said: "I'm really looking forward to starting the 2006 season with the team in its new guise as the Honda Racing F1 Team. I have enjoyed five years with the team during which time I have made a positive contribution to its development.
"My decision to remain with Honda is the right one, for sure. They are committed to F1 for the long-term and absolutely focused on winning the World Championship. Although I would prefer to be in a race seat in 2006, I am in the best possible position to work towards achieving that goal. For now, we have a very intensive testing programme coming up in preparation for what should be an exciting 2006 season."
Honda sporting director Gil de Ferran commented: "We have said many times how important Anthony Davidson's contribution has been over the past few years to our progress and competitiveness. We are delighted that he accepted our offer to remain with the team as our third driver for 2006.
"Although we all know that Anthony aspires to be a Formula One race driver, and we are all confident that this will happen eventually, his role at Honda Racing is crucial to us this season. In addition to regular testing duties he will also be present at each Grand Prix weekend for Friday testing and to assist with tyre and set-up decisions."
Today's news puts an end to speculation linking Davidson to a drive with Super Aguri, the new Japanese team led by ex-Formula One driver Aguri Suzuki.[/QUOTE]
[QUOTE]Weber: Schumacher future is open
By Jonathan Noble January 10th 2006, 11:51 GMT
Michael Schumacher's manager Willi Weber has dropped a hint in the German press that his driver could make a surprise switch to Toyota in 2007.
On the back of comments from Schumacher over the weekend that he may quit F1 at the end of the season if Ferrari do not deliver a competitive package this year, Webber has suggested that there is a possibility of a team switch.
Speaking about why Schumacher said there was a 'one percent' chance he would change outfits at the end of the year, Weber claimed that it was too early to rule anything out.
"Why Michael leaves the one per cent open is clear," Weber told Bild on Tuesday. "In F1, you always get surprises. And even if McLaren have (Fernando) Alonso for 2007, there is still another big player on the market."
Weber's remarks about the big player are a clear reference to Toyota, where Schumacher's brother Ralf Schumacher is committed for the long-term.
"Look at Toyota's advertising slogan," added Weber, referring to their 'Nothing is Impossible' campaign. "We will look at how the season starts and it will not be until the summer that we make a decision."
And although the possibility of both Schumachers racing in the same team has previously been ruled out because it would have impacted on the value of one of the drivers when they were both managed by Weber, the fact that Ralf now manages his own affairs has changed the situation considerably.
"That (both Schumachers racing in the same team) would not be any more a problem," continued Weber. "In former times it was, but today it does not have to be."
Weber's comments about Toyota may just be a way of trying to raise his bargaining position at Ferrari ahead of imminent contract talks later this year.[/QUOTE]
[QUOTE]Renault unveil R26 at Jerez
January 10th 2006, 10:11 GMT
The new Renault R26 with which the French squad plan to defend their titles in 2006 made its track debut at Jerez on Tuesday.
With Italian driver Giancarlo Fisichella at the wheel, the new car took to the track early in the morning to complete its first laps before the proper testing begins.
With the usual livery, the R26 looked similar to last year's Championship-winning R25, except for the opening of the sidepods and more aggresive aerodynamics.
The initial test was delayed slightly due to a thick fog in the morning, but Fisichella then managed to complete four laps without problems.
The test was also the first time Renault worked with their new V8 engine on track, having tested with a detuned V10 fitted to last year's car until now.
World Champion Fernando Alonso will only test the new car on Thursday, working with the old machine until then.[/QUOTE]
| Ferg | 01-10-2006 12:00 PM |
News and times from the first day of testing at Jerez.
[QUOTE]Schumacher quickest at Jerez
January 10th 2006, 16:35 GMT
Former World Champion Michael Schumacher continued to show Ferrari's impressive winter pace when he dominated the first day of testing in 2006.
The German, who was running an F2005 fitted with Ferrari's new V8 engine, set a best lap of 1:18.020, despite an off-track excursion late in the day.
Schumacher's lap was more than one second faster than his nearest challenger - Ricardo Zonta in the Toyota TF106 - with the Brazilian's teammate Ralf Schumacher third quickest overall.
Both Toyota drivers caused red flags during the course of the day. Zonta spun off the track shortly after lunch, while Schumacher stopped with a mechanical problem late in the afternoon.
Most of the attention on the day was reserved for Giancarlo Fisichella in the new Renault R26, which was having its first run.
The Italian left attending journalists frustrated that he has been banned from speaking to the press about his feelings on the car before the official launch in Monaco later this month, but he quickly got down to work with the sleek-looking machine.
And although World Champion Fernando Alonso outpaced the new car in his updated R25 to set the fourth fastest time, Fisichella was able to complete 39 laps in the new machine to set the sixth fastest time, just behind Luca Badoer in the V10-powered Ferrari.
David Coulthard was slowest out of the seven runners as he gave Red Bull Racing's RB2 its first proper test. His day was hit by a mechanical problem early in the day, which brought out the first red flag of the session and left him stranded in the pits for several hours.
Today's times:
Pos Driver Team Tyres Time Laps
1. M.Schumacher Ferrari (B) 1:18.020 82
2. Zonta Toyota (B) 1:19.348 66
3. R.Schumacher Toyota (B) 1:19.866 59
4. Alonso Renault (M) 1:19.929 61 *
5. Badoer Ferrari (M) 1:20.091 63 *
6. Fisichella Renault (M) 1:20.555 39
7. Coulthard Red Bull-Ferrari (M) 1:21.986 31
* V10 engine
All Timing Unofficial[/QUOTE]
In case you're unfamiliar with the layout at Jerez...
[IMG]http://www.pbase.com/image/50397342/original.jpg[/IMG]
[QUOTE]Schumacher quickest at Jerez
January 10th 2006, 16:35 GMT
Former World Champion Michael Schumacher continued to show Ferrari's impressive winter pace when he dominated the first day of testing in 2006.
The German, who was running an F2005 fitted with Ferrari's new V8 engine, set a best lap of 1:18.020, despite an off-track excursion late in the day.
Schumacher's lap was more than one second faster than his nearest challenger - Ricardo Zonta in the Toyota TF106 - with the Brazilian's teammate Ralf Schumacher third quickest overall.
Both Toyota drivers caused red flags during the course of the day. Zonta spun off the track shortly after lunch, while Schumacher stopped with a mechanical problem late in the afternoon.
Most of the attention on the day was reserved for Giancarlo Fisichella in the new Renault R26, which was having its first run.
The Italian left attending journalists frustrated that he has been banned from speaking to the press about his feelings on the car before the official launch in Monaco later this month, but he quickly got down to work with the sleek-looking machine.
And although World Champion Fernando Alonso outpaced the new car in his updated R25 to set the fourth fastest time, Fisichella was able to complete 39 laps in the new machine to set the sixth fastest time, just behind Luca Badoer in the V10-powered Ferrari.
David Coulthard was slowest out of the seven runners as he gave Red Bull Racing's RB2 its first proper test. His day was hit by a mechanical problem early in the day, which brought out the first red flag of the session and left him stranded in the pits for several hours.
Today's times:
Pos Driver Team Tyres Time Laps
1. M.Schumacher Ferrari (B) 1:18.020 82
2. Zonta Toyota (B) 1:19.348 66
3. R.Schumacher Toyota (B) 1:19.866 59
4. Alonso Renault (M) 1:19.929 61 *
5. Badoer Ferrari (M) 1:20.091 63 *
6. Fisichella Renault (M) 1:20.555 39
7. Coulthard Red Bull-Ferrari (M) 1:21.986 31
* V10 engine
All Timing Unofficial[/QUOTE]
In case you're unfamiliar with the layout at Jerez...
[IMG]http://www.pbase.com/image/50397342/original.jpg[/IMG]
| Ferg | 01-10-2006 01:43 PM |
Some words from Fissi.
[QUOTE]Fisichella encouraged by R26
January 10th 2006, 17:41 GMT
Giancarlo Fisichella has said he is encouraged with his early impressions of the new Renault R26, despite not pushing for quick laptimes.
The Italian, who will continue testing with the car at Jerez in Spain on Wednesday, had an incident-free day as he completed almost 200 kilometres while the team conducted system checks on the new car.
"We had a very promising first day with the R26," said Fisichella. "I felt comfortable straight away, and the programme was to do as much mileage as possible, while proceeding with all the checks you have to do on a new car.
"This wasn't a day to go for lap-times, and it was hard to get the tyres working in the cold temperatures. The V8 engine felt very good, similar to our predictions and it was reliable for the first run. My first impression is that this is a car with a lot of potential."
Renault's technical director Bob Bell claimed that the early feedback from the driver and the team was exactly as the team had predicted. It was the first time that Renault's new V8 engine had run on the track.
"After our initial installation laps, our work proceeded smoothly," he said. "As with any new car, there were some minor issues to resolve, but we did not encounter any major problems and gradually began completing some longer runs.
"The purpose of the day was very simple: to put miles on the new package. From what Giancarlo could tell, the car is responding in the same way as the R25 - which is in line with our predictions, and our objectives.
"The engine's first track test went very smoothly, and the V8 was behaving normally as it completed nearly 200km. All in all, it was a pleasing opening day of testing with the new car."
World Champion Fernando Alonso will get his first taste of the new Renault on Thursday.[/QUOTE]
[QUOTE]Fisichella encouraged by R26
January 10th 2006, 17:41 GMT
Giancarlo Fisichella has said he is encouraged with his early impressions of the new Renault R26, despite not pushing for quick laptimes.
The Italian, who will continue testing with the car at Jerez in Spain on Wednesday, had an incident-free day as he completed almost 200 kilometres while the team conducted system checks on the new car.
"We had a very promising first day with the R26," said Fisichella. "I felt comfortable straight away, and the programme was to do as much mileage as possible, while proceeding with all the checks you have to do on a new car.
"This wasn't a day to go for lap-times, and it was hard to get the tyres working in the cold temperatures. The V8 engine felt very good, similar to our predictions and it was reliable for the first run. My first impression is that this is a car with a lot of potential."
Renault's technical director Bob Bell claimed that the early feedback from the driver and the team was exactly as the team had predicted. It was the first time that Renault's new V8 engine had run on the track.
"After our initial installation laps, our work proceeded smoothly," he said. "As with any new car, there were some minor issues to resolve, but we did not encounter any major problems and gradually began completing some longer runs.
"The purpose of the day was very simple: to put miles on the new package. From what Giancarlo could tell, the car is responding in the same way as the R25 - which is in line with our predictions, and our objectives.
"The engine's first track test went very smoothly, and the V8 was behaving normally as it completed nearly 200km. All in all, it was a pleasing opening day of testing with the new car."
World Champion Fernando Alonso will get his first taste of the new Renault on Thursday.[/QUOTE]
| Ferg | 01-10-2006 08:26 PM |
The R26 is just dead sexy...some more pics from today.
[IMG]http://www.pbase.com/image/54687542/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687538/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687544/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687541/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687540/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687539/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687542/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687538/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687544/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687541/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687540/large.jpg[/IMG]
[IMG]http://www.pbase.com/image/54687539/large.jpg[/IMG]
| Wr4wrX | 01-11-2006 06:30 AM |
I thought I'd share this picture because I really love this rear wing detail of the R26. Haven't seen this wing design on the other new cars yet.
[IMG]http://www.planet-f1.com/mediastore/_2006_Renault_debut_10_Jan_Jerez/_01_New_Renault.jpg[/IMG]
[URL=http://www.planet-f1.com/photo_gallery/story_21822.shtml]More R26 pics.[/URL]
[IMG]http://www.planet-f1.com/mediastore/_2006_Renault_debut_10_Jan_Jerez/_01_New_Renault.jpg[/IMG]
[URL=http://www.planet-f1.com/photo_gallery/story_21822.shtml]More R26 pics.[/URL]
| artkevin | 01-11-2006 09:28 AM |
I noticed the R26 got rid of the sexy gills of the R25. Must be for the lack of cooling that the V-8 needs compared to the V-10.
| Ferg | 01-11-2006 10:10 AM |
I hadn't noticed that Kevin, good eye. Could be they have them but haven't run them on the car yet.
Lot's of little news stories floating around this morning.
[QUOTE]Overheating still a problem for Red Bull
By Jonathan Noble January 11th 2006, 08:29 GMT
Red Bull Racing have admitted that they still have work to do to overcome the overheating problems that blighted the first shakedown of their RB2 at Silverstone in December.
David Coulthard continued work with the new Ferrari-powered car at Jerez in Spain on Tuesday but, as well as an electrical problem that cost him vital track time, the team had to make cuts in the bodywork to try and increase airflow to the radiators.
Technical director Mark Smith said: "It was something of a scrappy day. Our priority had been to see if we had solved the cooling problem we encountered at Silverstone and the short answer is that we have not. However, it did not prevent us from running.
"We went for the short term fix of additional holes in the bodywork, and we were able to begin work on seeing how the new car reacts to set-up changes, while also embarking on a tyre test programme that takes into account the fact we will once again be able to change tyres during the races this season."
Coulthard told autosport.com that he believed it was too early to make any specific comments about the promise of the car - as he was awaiting further aerodynamic updates later this week.
"The laps were limited because we had to go through a system check," he said. "It is the first proper test in a more ambient temperature and I suppose we really do not get the proper feeling until we have all the appropriate parts, which should be made available through the course of this week.
"It is difficult to say how the car is until we actually drive it on the edge. Hopefully all these aero parts will arrive this week." [/QUOTE]
[QUOTE]Coulthard: V8 cars are better balanced
By Jonathan Noble January 11th 2006, 08:33 GMT
David Coulthard believes that Formula One's new generation of V8-powered cars will be better balanced than their V10 predecessors.
The Scottish driver had his first major run with his Red Bull Racing-Ferrari at Jerez in Spain on Tuesday and he claimed that the cars are an improvement in terms of their power-to-grip ratio.
Speaking to autosport.com, he said: "The car is definitely different as it has lost power. It is the same grip but with 20 percent or so less power - and in fact it is more in balance now.
"The cars were not in balance when we had more horsepower compared to the grip that we had.
"Is it more friendly to drive? I suppose in the corners we never used to be able to go flat, and we can go flat now. But is it easier to do a quick lap? To do a good lap is still difficult I think, but we will just have to adapt to a different driving style."
Coulthard believes that the key to any team gaining an edge on the opposition this season will be in how well they adapt to the changes brought about by new regulations.
"The engines are just part of a series of changes we are going through," he added. "You can say it is a messy interim period at the moment, so until we get used to it, it is not comfortable.
"However, we are always going through changes because the regulations keeps changing, like next year we will have a one make tyre, and after that slicks. It just depends who gets used to it quickly." [/QUOTE]
[QUOTE]Ralf: Michael will never leave Ferrari
January 11th 2006, 10:09 GMT
Ralf Schumacher believes he will never partner his brother Michael in Formula One because the former World Champion will never leave the Ferrari team.
Michael's manager Willi Weber hinted on Tuesday that the German could move to big-spending Toyota after Ferrari.
Weber reminded Bild magazine of Toyota's 'Nothing is impossible' advertising slogan, but Ralf believes Formula One will never see his brother in a non-Ferrari car.
"Of course there wouldn't be any problem with being at the same team but this is an impossible occurrence, because Michael will never leave Ferrari," Ralf told Gazzetta dello Sport.
"When you come into this [F1] world you think that after two or three years you will have enough and leave. Instead, the more you race the more you enjoy it. That's why Michael is here and doesn't want to retire."
Weber was Ralf's manager when he steered him from Williams to Toyota for a three-year deal, but the two have since parted ways.
"That was my greatest triumph," said Weber, who has previously said he would not want both Schumachers driving on the same team as long as he was their manager because one would always be the loser.
"That's no longer my problem," Weber said. "What was true in the past isn't always true today."[/QUOTE]
[QUOTE]Toyota can win in 2006, says Ralf
January 11th 2006, 10:53 GMT
Toyota have a real chance this year of winning races in Formula One for the first time, according to Ralf Schumacher.
The German driver said after his first test of the year in Jerez on Tuesday that the Cologne-based team were confident they could make a strong start when the season opens in Bahrain on March 12.
"The target for '06 is to win some races and I think it should be realistic after the podiums we had last year," said the younger brother of Ferrari's seven times World Champion Michael.
"People on the outside expect that we could score one or two victories and I do think that should be possible."
Toyota, who entered the sport in 2002, had their best season in Formula One last year when they finished fourth in the Constructors' Championship.
Both Ralf and Italian Jarno Trulli put the big-spending team on the podium and also took Toyota's first pole positions. [/QUOTE]
[QUOTE]Massa relishes Ferrari challenge
By Simon Evans January 11th 2006, 12:17 GMT
Felipe Massa is relishing the chance to race for Ferrari this year, even if he has no illusions about the task ahead of him.
The Brazilian has inherited many of the challenges that faced his predecessor, compatriot Rubens Barrichello, at Formula One's glamour team.
Like Barrichello, Massa has to compete in the shadow of his teammate, seven-times World Champion Michael Schumacher, while coping with the weight of expectation from Brazilian fans yearning for the days when their drivers were the world's best.
The 24-year-old, a former Ferrari test driver who joins from Sauber, knows there is a big difference between his formal status in the team and the reality of working alongside the sport's most successful driver.
Massa has yet to stand on the podium, while his German teammate has won 84 races.
"My contract doesn't say anything (about status), it says that I have to do my best and that the team will give me full support and I have seen that in testing," Massa told a news conference on Wednesday at the team's winter retreat in the Dolomites.
"On the other hand, when you have someone who came here after (the team had gone) nearly 20 years without a (title) victory and he goes and wins the World Championship five years in a row then for sure he is going to have incredible support," he added, referring to his German teammate.
"Every new driver needs to win the support of the team but I think it is easier for the team to make two cars that are the same rather than two different ones and I think they want the most number of points for the team," said Massa.
"To get advice from someone like him (Schumacher) is very valuable and he has always been very kind to me."
Rossi Speculation
Given the uncertainty over 37-year-old Schumacher's plans after this season, and Massa's one-year deal, there has been intense speculation about what will happen in 2007. The Brazilian brushed that aside.
"Everyone is talking about 2007 when we are at the start of the 2006 season and that is a bit funny. But I'm calm.
"When I talk to the people here, (technical director) Ross Brawn, (team boss) Jean Todt and so on, they are all talking about 2006," he said.
Five-times MotoGP World Champion Valentino Rossi, who has been testing with Ferrari, could be lining up a switch to Formula One but Massa believed the Italian would need more time in a car before he was ready to race.
"It is nice to see a driver coming from MotoGP but Formula One is very different. Everyone needs to gain experience in this sport and many of us started in karting when we were eight or 10 years old -- he hasn't done that," he said.
"He is undoubtedly a great talent but if he wants to come into F1 he need some experience, like doing a year as a test driver. But he needs to make those decisions."
Massa also has to cope with the expectations of a Brazilian public that grew up on the success of Emerson Fittipaldi, Nelson Piquet and the late Ayrton Senna.
"I take great pride in being Brazilian and one day I hope to win the world title for myself and for my country but it is certainly not easy being a Brazilian in F1," he said.[/QUOTE]
[QUOTE]Ferrari confident over new car
By Simon Evans January 11th 2006, 12:34 GMT
Ferrari are confident their new Formula One car, which should be unveiled later this month, will bring them better results than their disappointing efforts last season.
"We know where we made mistakes last year and we know how to resolve them," Ferrari's Spanish test driver Marc Gene told a news conference at the team's winter retreat in the Dolomite mountains on Wednesday.
"We didn't adapt well to the new rules. It is down to rule interpretation," he added.
"There is a lot of confidence for 2006 and in fact we are a bit ahead of where we expected to be although there is still work to do."
Ferrari's seven-times World Champion Michael Schumacher managed just one hollow win, at the six-car U.S. Grand Prix, during what was a deeply disappointing campaign last year.
The two major changes which have been forced on Ferrari by new rules regard the engine, which will be a V8 rather than a V10, and the liberalisation of restrictions on pitstops for tyre changes.
Bridgestone-equipped Ferrari, who dominated in 2004 when tyre changes were last allowed, suffered last season when tyres had to last for the entire race rather than short sprints.
Brazilian driver Felipe Massa believes the new rules will help them.
"Everyone knows we had a difficult year with tyres but there has been an improvement and there are more improvements to come," he said.
"The tyre rule change will help us. There have not been many rules in recent years that have helped us but this one does," he said.
Gene said the V8 engine seemed weak at low revs on the first lap in practice but did not think the switch would make much impact on the sport.
"I don't think it will force people to change their driving style and I don't think that fans will notice a difference," he said. [/QUOTE]
[QUOTE]Kovalainen won't test for Renault this week
January 11th 2006, 12:40 GMT
Renault's test driver Heikki Kovalainen will not test at the Jerez circuit this week after the French squad changed their planned schedule.
Kovalainen, who replaces Frenchman Franck Montagny at the team, was scheduled to test last year's R25 on Thursday and Friday, working alongside World Champion Fernando Alonso, who will test the new R26 for the first time tomorrow.
But the team have changed their plans and Alonso's teammate Giancarlo Fisichella will now drive for four straight days, the Italian switching to the R25 tomorrow.
Kovalainen will now make his debut as Renault's official third driver next week at Jerez.[/QUOTE]
...and the big news, possibly a big engine problem at Macca?
[QUOTE]New car focus forces McLaren to run V10s
By Jonathan Noble January 11th 2006, 13:04 GMT
The McLaren team have been forced to switch back to V10 engines for testing because Mercedes-Benz is focusing all its efforts on getting its new V8 ready for the MP4-21, autosport.com has learned.
The team returned to the track with their orange-liveried MP4-20 at Jerez in Spain today but sources revealed that both Gary Paffett and Pedro de la Rosa are running with detuned V10 engines.
This comes despite the fact that the team had run with V8 engines for much of testing in November and December.
Although the lack of available V8s has led to speculation in the Jerez paddock that Mercedes-Benz are currently redesigning their engine following reliability issues in last year's testing, the team have insisted that there is simply a supply problem related to the way the engine fits into the car.
Autosport.com understands that the engine mounting points on the new MP4-21 are different from the interim MP4-20B and, with the current focus on the new car, there are not enough engines with the old mounting points available to allow V8 testing to continue with the interim car at the moment.
The situation means that the team will probably be forced to run with their 2005 MP4-20 fitted with a detuned V10 engine until the new car hits the track later this month.
It is likely that the state of affairs means V10 testing will also continue beyond the start of the season, although there are no suggestions of the team actually racing with a V10.
Mercedes-Benz have played down the significance of the V10 testing this week, however, claiming that it is a necessary sacrifice in a bid to get on with the new MP4-21 programme.
"We are fully on course with the V8 engine production, but there comes a point in time when you have to focus on the new car with its different mountings and this point has come," said a Mercedes-Benz source. "We wanted to fully focus on the new car and that is why we have chosen to use all our capacity for this.
"The reduced power V10 simulates exactly what we need at the moment and that means we can focus on the new car."[/QUOTE]
Testing times and pics to follow later today as always.
:)
Lot's of little news stories floating around this morning.
[QUOTE]Overheating still a problem for Red Bull
By Jonathan Noble January 11th 2006, 08:29 GMT
Red Bull Racing have admitted that they still have work to do to overcome the overheating problems that blighted the first shakedown of their RB2 at Silverstone in December.
David Coulthard continued work with the new Ferrari-powered car at Jerez in Spain on Tuesday but, as well as an electrical problem that cost him vital track time, the team had to make cuts in the bodywork to try and increase airflow to the radiators.
Technical director Mark Smith said: "It was something of a scrappy day. Our priority had been to see if we had solved the cooling problem we encountered at Silverstone and the short answer is that we have not. However, it did not prevent us from running.
"We went for the short term fix of additional holes in the bodywork, and we were able to begin work on seeing how the new car reacts to set-up changes, while also embarking on a tyre test programme that takes into account the fact we will once again be able to change tyres during the races this season."
Coulthard told autosport.com that he believed it was too early to make any specific comments about the promise of the car - as he was awaiting further aerodynamic updates later this week.
"The laps were limited because we had to go through a system check," he said. "It is the first proper test in a more ambient temperature and I suppose we really do not get the proper feeling until we have all the appropriate parts, which should be made available through the course of this week.
"It is difficult to say how the car is until we actually drive it on the edge. Hopefully all these aero parts will arrive this week." [/QUOTE]
[QUOTE]Coulthard: V8 cars are better balanced
By Jonathan Noble January 11th 2006, 08:33 GMT
David Coulthard believes that Formula One's new generation of V8-powered cars will be better balanced than their V10 predecessors.
The Scottish driver had his first major run with his Red Bull Racing-Ferrari at Jerez in Spain on Tuesday and he claimed that the cars are an improvement in terms of their power-to-grip ratio.
Speaking to autosport.com, he said: "The car is definitely different as it has lost power. It is the same grip but with 20 percent or so less power - and in fact it is more in balance now.
"The cars were not in balance when we had more horsepower compared to the grip that we had.
"Is it more friendly to drive? I suppose in the corners we never used to be able to go flat, and we can go flat now. But is it easier to do a quick lap? To do a good lap is still difficult I think, but we will just have to adapt to a different driving style."
Coulthard believes that the key to any team gaining an edge on the opposition this season will be in how well they adapt to the changes brought about by new regulations.
"The engines are just part of a series of changes we are going through," he added. "You can say it is a messy interim period at the moment, so until we get used to it, it is not comfortable.
"However, we are always going through changes because the regulations keeps changing, like next year we will have a one make tyre, and after that slicks. It just depends who gets used to it quickly." [/QUOTE]
[QUOTE]Ralf: Michael will never leave Ferrari
January 11th 2006, 10:09 GMT
Ralf Schumacher believes he will never partner his brother Michael in Formula One because the former World Champion will never leave the Ferrari team.
Michael's manager Willi Weber hinted on Tuesday that the German could move to big-spending Toyota after Ferrari.
Weber reminded Bild magazine of Toyota's 'Nothing is impossible' advertising slogan, but Ralf believes Formula One will never see his brother in a non-Ferrari car.
"Of course there wouldn't be any problem with being at the same team but this is an impossible occurrence, because Michael will never leave Ferrari," Ralf told Gazzetta dello Sport.
"When you come into this [F1] world you think that after two or three years you will have enough and leave. Instead, the more you race the more you enjoy it. That's why Michael is here and doesn't want to retire."
Weber was Ralf's manager when he steered him from Williams to Toyota for a three-year deal, but the two have since parted ways.
"That was my greatest triumph," said Weber, who has previously said he would not want both Schumachers driving on the same team as long as he was their manager because one would always be the loser.
"That's no longer my problem," Weber said. "What was true in the past isn't always true today."[/QUOTE]
[QUOTE]Toyota can win in 2006, says Ralf
January 11th 2006, 10:53 GMT
Toyota have a real chance this year of winning races in Formula One for the first time, according to Ralf Schumacher.
The German driver said after his first test of the year in Jerez on Tuesday that the Cologne-based team were confident they could make a strong start when the season opens in Bahrain on March 12.
"The target for '06 is to win some races and I think it should be realistic after the podiums we had last year," said the younger brother of Ferrari's seven times World Champion Michael.
"People on the outside expect that we could score one or two victories and I do think that should be possible."
Toyota, who entered the sport in 2002, had their best season in Formula One last year when they finished fourth in the Constructors' Championship.
Both Ralf and Italian Jarno Trulli put the big-spending team on the podium and also took Toyota's first pole positions. [/QUOTE]
[QUOTE]Massa relishes Ferrari challenge
By Simon Evans January 11th 2006, 12:17 GMT
Felipe Massa is relishing the chance to race for Ferrari this year, even if he has no illusions about the task ahead of him.
The Brazilian has inherited many of the challenges that faced his predecessor, compatriot Rubens Barrichello, at Formula One's glamour team.
Like Barrichello, Massa has to compete in the shadow of his teammate, seven-times World Champion Michael Schumacher, while coping with the weight of expectation from Brazilian fans yearning for the days when their drivers were the world's best.
The 24-year-old, a former Ferrari test driver who joins from Sauber, knows there is a big difference between his formal status in the team and the reality of working alongside the sport's most successful driver.
Massa has yet to stand on the podium, while his German teammate has won 84 races.
"My contract doesn't say anything (about status), it says that I have to do my best and that the team will give me full support and I have seen that in testing," Massa told a news conference on Wednesday at the team's winter retreat in the Dolomites.
"On the other hand, when you have someone who came here after (the team had gone) nearly 20 years without a (title) victory and he goes and wins the World Championship five years in a row then for sure he is going to have incredible support," he added, referring to his German teammate.
"Every new driver needs to win the support of the team but I think it is easier for the team to make two cars that are the same rather than two different ones and I think they want the most number of points for the team," said Massa.
"To get advice from someone like him (Schumacher) is very valuable and he has always been very kind to me."
Rossi Speculation
Given the uncertainty over 37-year-old Schumacher's plans after this season, and Massa's one-year deal, there has been intense speculation about what will happen in 2007. The Brazilian brushed that aside.
"Everyone is talking about 2007 when we are at the start of the 2006 season and that is a bit funny. But I'm calm.
"When I talk to the people here, (technical director) Ross Brawn, (team boss) Jean Todt and so on, they are all talking about 2006," he said.
Five-times MotoGP World Champion Valentino Rossi, who has been testing with Ferrari, could be lining up a switch to Formula One but Massa believed the Italian would need more time in a car before he was ready to race.
"It is nice to see a driver coming from MotoGP but Formula One is very different. Everyone needs to gain experience in this sport and many of us started in karting when we were eight or 10 years old -- he hasn't done that," he said.
"He is undoubtedly a great talent but if he wants to come into F1 he need some experience, like doing a year as a test driver. But he needs to make those decisions."
Massa also has to cope with the expectations of a Brazilian public that grew up on the success of Emerson Fittipaldi, Nelson Piquet and the late Ayrton Senna.
"I take great pride in being Brazilian and one day I hope to win the world title for myself and for my country but it is certainly not easy being a Brazilian in F1," he said.[/QUOTE]
[QUOTE]Ferrari confident over new car
By Simon Evans January 11th 2006, 12:34 GMT
Ferrari are confident their new Formula One car, which should be unveiled later this month, will bring them better results than their disappointing efforts last season.
"We know where we made mistakes last year and we know how to resolve them," Ferrari's Spanish test driver Marc Gene told a news conference at the team's winter retreat in the Dolomite mountains on Wednesday.
"We didn't adapt well to the new rules. It is down to rule interpretation," he added.
"There is a lot of confidence for 2006 and in fact we are a bit ahead of where we expected to be although there is still work to do."
Ferrari's seven-times World Champion Michael Schumacher managed just one hollow win, at the six-car U.S. Grand Prix, during what was a deeply disappointing campaign last year.
The two major changes which have been forced on Ferrari by new rules regard the engine, which will be a V8 rather than a V10, and the liberalisation of restrictions on pitstops for tyre changes.
Bridgestone-equipped Ferrari, who dominated in 2004 when tyre changes were last allowed, suffered last season when tyres had to last for the entire race rather than short sprints.
Brazilian driver Felipe Massa believes the new rules will help them.
"Everyone knows we had a difficult year with tyres but there has been an improvement and there are more improvements to come," he said.
"The tyre rule change will help us. There have not been many rules in recent years that have helped us but this one does," he said.
Gene said the V8 engine seemed weak at low revs on the first lap in practice but did not think the switch would make much impact on the sport.
"I don't think it will force people to change their driving style and I don't think that fans will notice a difference," he said. [/QUOTE]
[QUOTE]Kovalainen won't test for Renault this week
January 11th 2006, 12:40 GMT
Renault's test driver Heikki Kovalainen will not test at the Jerez circuit this week after the French squad changed their planned schedule.
Kovalainen, who replaces Frenchman Franck Montagny at the team, was scheduled to test last year's R25 on Thursday and Friday, working alongside World Champion Fernando Alonso, who will test the new R26 for the first time tomorrow.
But the team have changed their plans and Alonso's teammate Giancarlo Fisichella will now drive for four straight days, the Italian switching to the R25 tomorrow.
Kovalainen will now make his debut as Renault's official third driver next week at Jerez.[/QUOTE]
...and the big news, possibly a big engine problem at Macca?
[QUOTE]New car focus forces McLaren to run V10s
By Jonathan Noble January 11th 2006, 13:04 GMT
The McLaren team have been forced to switch back to V10 engines for testing because Mercedes-Benz is focusing all its efforts on getting its new V8 ready for the MP4-21, autosport.com has learned.
The team returned to the track with their orange-liveried MP4-20 at Jerez in Spain today but sources revealed that both Gary Paffett and Pedro de la Rosa are running with detuned V10 engines.
This comes despite the fact that the team had run with V8 engines for much of testing in November and December.
Although the lack of available V8s has led to speculation in the Jerez paddock that Mercedes-Benz are currently redesigning their engine following reliability issues in last year's testing, the team have insisted that there is simply a supply problem related to the way the engine fits into the car.
Autosport.com understands that the engine mounting points on the new MP4-21 are different from the interim MP4-20B and, with the current focus on the new car, there are not enough engines with the old mounting points available to allow V8 testing to continue with the interim car at the moment.
The situation means that the team will probably be forced to run with their 2005 MP4-20 fitted with a detuned V10 engine until the new car hits the track later this month.
It is likely that the state of affairs means V10 testing will also continue beyond the start of the season, although there are no suggestions of the team actually racing with a V10.
Mercedes-Benz have played down the significance of the V10 testing this week, however, claiming that it is a necessary sacrifice in a bid to get on with the new MP4-21 programme.
"We are fully on course with the V8 engine production, but there comes a point in time when you have to focus on the new car with its different mountings and this point has come," said a Mercedes-Benz source. "We wanted to fully focus on the new car and that is why we have chosen to use all our capacity for this.
"The reduced power V10 simulates exactly what we need at the moment and that means we can focus on the new car."[/QUOTE]
Testing times and pics to follow later today as always.
:)
| TimStevens | 01-11-2006 10:16 AM |
Your services are, as always, much appreciated :)
| Ferg | 01-11-2006 12:15 PM |
Thanks Tim :)
Today's testing report from Jerez.
[QUOTE]De la Rosa flies at Jerez
January 11th 2006, 16:29 GMT
Spanish driver Pedro de la Rosa broke the unofficial track record to finish on top of the timesheets in the second day of testing at the Jerez circuit.
De la Rosa's time of 1:15.509 was over a tenth quicker than the previous benchmark, set in 2004.
But it was Ferrari driver Michael Schumacher, quickest yesterday, who shone again as he posted the best time in a V8-engined car.
De la Rosa, driving the orange McLaren MP4-20 with a non-restricted Mercedes V10 engine, finished over two seconds quicker than Schumacher who, at the wheel of the F2004 fitted with the V8 unit, posted a time over half a second quicker than Toyota's Ricardo Zonta in the V8-powered TF106.
Schumacher completed only 53 laps and caused a red flag late in the day when his car stopped on track. The German worked alongside test driver Luca Badoer, in a V10-engined F2005.
Local hero Fernando Alonso was fourth quickest as he continued at the wheel of the Renault R25, ahead of his debut with the new car tomorrow. The R26 was again driven by teammate Giancarlo Fisichella, who enjoyed an encouraging day and posted the sixth quickest time.
The Renault drivers were split by Nick Heidfeld, whose BMW-Sauber team joined the Jerez test with a completely white car which caught the eye of the Spanish fans which attended the test.
Austrian Alexander Wurz, signed as Williams' third driver for the 2006 season, made his debut with the Grove-based team today, although the former McLaren driver only took to the track in the afternoon and went off track soon after that.
Wurz could only complete 31 laps during the session and finished close to the bottom of the times. His teammate Nico Rosberg was eighth fastest after 50 laps, but the German driver had a troubled day, causing two red flags during the session.
The Honda team kicked off their first test of 2006 with Anthony Davidson and James Rossiter at the wheel of two hybrid cars fitted with V8 engines.
Vitantonio Liuzzi with the Toro Rosso and David Coulthard in the new Red Bull RB2 ensured all teams but Midland were present at the Spanish circuit today.
Coulthard did not enjoy a good day, managing just two laps before his car broke down in the morning. The Scot returned to the track in the afternoon, but he covered just 31 laps and finished at the bottom of the times as Adrian Newey watched the team's progress.
Today's times:
Pos Driver Team Tyres Time Laps
1. de la Rosa McLaren-Mercedes (M) 1:15.509 86 *
2. M.Schumacher Ferrari (B) 1:17.970 53
3. Zonta Toyota (B) 1:18.541 71 [2006 car]
4. Alonso Renault (M) 1:18.697 104 *
5. Heidfeld BMW-Sauber (M) 1:18.817 56
6. Fisichella Renault (M) 1:19.118 65 [2006 car]
7. R.Schumacher Toyota (B) 1:19.189 35 [2006 car]
8. Rosberg Williams-Cosworth (B) 1:19.394 50
9. Davidson Honda (M) 1:19.427 112
10. Badoer Ferrari (B) 1:19.774 94 *
11. Rossiter Honda (M) 1:19.891 104
12. Trulli Toyota (B) 1:19.975 18 [2006 car]
13. Paffett McLaren-Mercedes (M) 1:20.136 81 *
14. Liuzzi Toro Rosso-Cosworth (M) 1:20.216 90
15. Wurz Williams-Cosworth (B) 1:20.749 31
16. Coulthard Red Bull-Ferrari (M) 1:21.198 31 [2006 car]
* V10 engine
All Timing Unofficial[/QUOTE]
pics from today later.
:)
Today's testing report from Jerez.
[QUOTE]De la Rosa flies at Jerez
January 11th 2006, 16:29 GMT
Spanish driver Pedro de la Rosa broke the unofficial track record to finish on top of the timesheets in the second day of testing at the Jerez circuit.
De la Rosa's time of 1:15.509 was over a tenth quicker than the previous benchmark, set in 2004.
But it was Ferrari driver Michael Schumacher, quickest yesterday, who shone again as he posted the best time in a V8-engined car.
De la Rosa, driving the orange McLaren MP4-20 with a non-restricted Mercedes V10 engine, finished over two seconds quicker than Schumacher who, at the wheel of the F2004 fitted with the V8 unit, posted a time over half a second quicker than Toyota's Ricardo Zonta in the V8-powered TF106.
Schumacher completed only 53 laps and caused a red flag late in the day when his car stopped on track. The German worked alongside test driver Luca Badoer, in a V10-engined F2005.
Local hero Fernando Alonso was fourth quickest as he continued at the wheel of the Renault R25, ahead of his debut with the new car tomorrow. The R26 was again driven by teammate Giancarlo Fisichella, who enjoyed an encouraging day and posted the sixth quickest time.
The Renault drivers were split by Nick Heidfeld, whose BMW-Sauber team joined the Jerez test with a completely white car which caught the eye of the Spanish fans which attended the test.
Austrian Alexander Wurz, signed as Williams' third driver for the 2006 season, made his debut with the Grove-based team today, although the former McLaren driver only took to the track in the afternoon and went off track soon after that.
Wurz could only complete 31 laps during the session and finished close to the bottom of the times. His teammate Nico Rosberg was eighth fastest after 50 laps, but the German driver had a troubled day, causing two red flags during the session.
The Honda team kicked off their first test of 2006 with Anthony Davidson and James Rossiter at the wheel of two hybrid cars fitted with V8 engines.
Vitantonio Liuzzi with the Toro Rosso and David Coulthard in the new Red Bull RB2 ensured all teams but Midland were present at the Spanish circuit today.
Coulthard did not enjoy a good day, managing just two laps before his car broke down in the morning. The Scot returned to the track in the afternoon, but he covered just 31 laps and finished at the bottom of the times as Adrian Newey watched the team's progress.
Today's times:
Pos Driver Team Tyres Time Laps
1. de la Rosa McLaren-Mercedes (M) 1:15.509 86 *
2. M.Schumacher Ferrari (B) 1:17.970 53
3. Zonta Toyota (B) 1:18.541 71 [2006 car]
4. Alonso Renault (M) 1:18.697 104 *
5. Heidfeld BMW-Sauber (M) 1:18.817 56
6. Fisichella Renault (M) 1:19.118 65 [2006 car]
7. R.Schumacher Toyota (B) 1:19.189 35 [2006 car]
8. Rosberg Williams-Cosworth (B) 1:19.394 50
9. Davidson Honda (M) 1:19.427 112
10. Badoer Ferrari (B) 1:19.774 94 *
11. Rossiter Honda (M) 1:19.891 104
12. Trulli Toyota (B) 1:19.975 18 [2006 car]
13. Paffett McLaren-Mercedes (M) 1:20.136 81 *
14. Liuzzi Toro Rosso-Cosworth (M) 1:20.216 90
15. Wurz Williams-Cosworth (B) 1:20.749 31
16. Coulthard Red Bull-Ferrari (M) 1:21.198 31 [2006 car]
* V10 engine
All Timing Unofficial[/QUOTE]
pics from today later.
:)
| driggity | 01-11-2006 12:32 PM |
[QUOTE=artkevin]I noticed the R26 got rid of the sexy gills of the R25. Must be for the lack of cooling that the V-8 needs compared to the V-10.[/QUOTE]
It also looks like the inlets on the sidepods may be smaller on both the R26 and the MP4-21 than they were on last year's cars.
It also looks like the inlets on the sidepods may be smaller on both the R26 and the MP4-21 than they were on last year's cars.
| StuBeck | 01-11-2006 02:42 PM |
I'm concerned about the lack of reliability of the RB2, hopefully they work it out.
| Harvey_Mushman | 01-11-2006 02:56 PM |
[QUOTE=StuBeck]I'm concerned about the lack of reliability of the RB2, hopefully they work it out.[/QUOTE]
Seems like the are resorting the the Homer Simpson-approved "speed holes" technique.
I really hope they get things headed in the right direction too. I wonder what Ferrari is doing differently to cool their lump.
Seems like the are resorting the the Homer Simpson-approved "speed holes" technique.
I really hope they get things headed in the right direction too. I wonder what Ferrari is doing differently to cool their lump.
| artkevin | 01-11-2006 05:56 PM |
[QUOTE=driggity]It also looks like the inlets on the sidepods may be smaller on both the R26 and the MP4-21 than they were on last year's cars.[/QUOTE]
You're right with the R26 but I think Mclaren are running the MP4-20B not the MP4-21 yet. Looks like the same car to me on the skin. Heres some examples becuase I am bored and its the end of the work day.
06
[IMG]http://www.planetf1.com/mediastore/_2006_Renault_debut_10_Jan_Jerez/_02_Fisi.jpg[/IMG]
vs. 05
[IMG]http://www.planetf1.com/mediastore/_2005_Season_Galleries/Europe_Sunday/_05_Alonso_wins.jpg[/IMG]
Mclaren 06
[IMG]http://f1.racing-live.com/f1/photos/2006/tests02/diapo_155.jpg[/IMG]
vs. 05 in Monza trim (a la no horns and little itty bitty wing)
[IMG]http://images.f1racing.net/large/50989.jpg[/IMG]
You're right with the R26 but I think Mclaren are running the MP4-20B not the MP4-21 yet. Looks like the same car to me on the skin. Heres some examples becuase I am bored and its the end of the work day.
06
[IMG]http://www.planetf1.com/mediastore/_2006_Renault_debut_10_Jan_Jerez/_02_Fisi.jpg[/IMG]
vs. 05
[IMG]http://www.planetf1.com/mediastore/_2005_Season_Galleries/Europe_Sunday/_05_Alonso_wins.jpg[/IMG]
Mclaren 06
[IMG]http://f1.racing-live.com/f1/photos/2006/tests02/diapo_155.jpg[/IMG]
vs. 05 in Monza trim (a la no horns and little itty bitty wing)
[IMG]http://images.f1racing.net/large/50989.jpg[/IMG]
| TimStevens | 01-11-2006 06:09 PM |
Thanks for the pics, man, that really shows how much smaller the inlets are this year. I wonder if in a few years with smaller motors we'll start seeing them disappear altogether? Not totally gone, of course, but just a series of small intake slits or something like that rather than the big gaping holes they have now.
| Ferg | 01-11-2006 07:15 PM |
[QUOTE=TimStevens]I wonder if in a few years with smaller motors we'll start seeing them disappear altogether? Not totally gone, of course, but just a series of small intake slits or something like that rather than the big gaping holes they have now.[/QUOTE]
I dug around for this photo of a Jordan 195-Peugeot driven by Rubens from the 1995 season. I always liked the sidepods for the smallish openings and would love to see it become a trend in F1.
[IMG]http://www.pbase.com/image/54726127/large.jpg[/IMG]
I dug around for this photo of a Jordan 195-Peugeot driven by Rubens from the 1995 season. I always liked the sidepods for the smallish openings and would love to see it become a trend in F1.
[IMG]http://www.pbase.com/image/54726127/large.jpg[/IMG]
| WRSport | 01-11-2006 07:19 PM |
Thanks for keeping us up to date Ferg
06 season here we come!
06 season here we come!
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