| gargleblaster | 02-12-2005 11:47 PM |
:lol: "FIA President sends memo to Formula One Teams: [i][b]'You Suck.'[/b][/i]"
I wonder how Ron Dennis is taking this...
I wonder how Ron Dennis is taking this...
| Ferg | 02-13-2005 01:32 AM |
That seems like an old Max quote for some reason. I feel like I read that either late last year or at the begining of this one. Weird. What's the source of that?
EDIT: nevermind, I found it, you're right, he said that the other day. I guess I'm just used to Max knocking the other teams I could have sworn I read that same speech before :lol:
EDIT: nevermind, I found it, you're right, he said that the other day. I guess I'm just used to Max knocking the other teams I could have sworn I read that same speech before :lol:
| johnfelstead | 02-13-2005 11:17 AM |
Max is losing the plot. His job is suposed to be as head of the governing body responsible for sporting and technical regulations, not head of the Sun newspaper slag everyone off editorial team.
| gtguy | 02-13-2005 12:12 PM |
[QUOTE=johnfelstead]Max is losing the plot. His job is suposed to be as head of the governing body responsible for sporting and technical regulations, not head of the Sun newspaper slag everyone off editorial team.[/QUOTE]
True, but I think his points are well taken. Everyone is aligning themselves against Ferrari, and accusing them of various betrayals, cheatings and back-room deals. Work harder, get better, and quit worrying about Ferrari. Somebody had to say it, IMHO.
Kevin
True, but I think his points are well taken. Everyone is aligning themselves against Ferrari, and accusing them of various betrayals, cheatings and back-room deals. Work harder, get better, and quit worrying about Ferrari. Somebody had to say it, IMHO.
Kevin
| Ferg | 02-13-2005 06:51 PM |
I'm not sure if everyone is against Ferrari..seems like Ferrari has made it very clear that they will not stand with the other teams against FOM/FIA, being the hold out on testing restrictions, sticking it the GPWC, whatever...totally their right to do...no argument there.
The best thing for F1 right now would be a close run three way battle for the championship that comes down to the last race...and isn't decided by the race stewards. If we got a truely classic season in 2005 so many of the problems would just vanish.
Fingers crossed.
The best thing for F1 right now would be a close run three way battle for the championship that comes down to the last race...and isn't decided by the race stewards. If we got a truely classic season in 2005 so many of the problems would just vanish.
Fingers crossed.
| Onederer | 02-14-2005 03:40 AM |
my god that new mclaren is sexy.
as for the season.though i am a die hard ferrari man my heart is with jenson or kimmi. they both have talent in spades. alonso would be alright too.
as for the season.though i am a die hard ferrari man my heart is with jenson or kimmi. they both have talent in spades. alonso would be alright too.
| BriDrive | 02-14-2005 01:46 PM |
Just my instinct....BUT....I actually think MS is relishing the uncertainty of the new season. If there's anything he needs in particular, its to be pushed this year. I believe a great deal of his inner drive and desire come from demonstrating to his fellow competitors how dominant he is behind the wheel. When the car is also extremenly dominant, he doesn't get as much satisfaction/motivation. I think this year we'll see alot more close racing and tighter battles and we'll see Michael Schumacher at his level best again....NECESSARILY this time around.
I can't wait to see if ANYONE truly believes they can outdrive MS this year.
Like no time in the recent past, McLaren,Williams,Renault,BAR get to put up or shut up.
BriDrive (19 days, 8 hours....and counting)
I can't wait to see if ANYONE truly believes they can outdrive MS this year.
Like no time in the recent past, McLaren,Williams,Renault,BAR get to put up or shut up.
BriDrive (19 days, 8 hours....and counting)
| Ferg | 02-14-2005 09:44 PM |
[QUOTE=BriDrive]I can't wait to see if ANYONE truly believes they can outdrive MS this year.[/QUOTE]
I think most of the drivers in F1 believe they're just as good if not better than MS, that's part of what drives them. If you thought you were no match for him, why bother racing?
"Give me a car as good as the Ferrari and I can beat him." seems to be the mantra of most drivers.
Of course thinking you're the best driver and actually being the best driver are often miles apart.
I think most of the drivers in F1 believe they're just as good if not better than MS, that's part of what drives them. If you thought you were no match for him, why bother racing?
"Give me a car as good as the Ferrari and I can beat him." seems to be the mantra of most drivers.
Of course thinking you're the best driver and actually being the best driver are often miles apart.
| finnRex | 02-14-2005 09:53 PM |
Kimi can give MS a run for his money, and so can Mr. Button. Both are very skilled drivers, and given decent cars, they can definitely put up quite a fight with "the man".
Bridrive is right, I think. Michael loves competition, because he knows it brings out the best in him.
That McLaren is dead sexy, no doubt about it.
Mika(Go Kimi!!!) :)
Bridrive is right, I think. Michael loves competition, because he knows it brings out the best in him.
That McLaren is dead sexy, no doubt about it.
Mika(Go Kimi!!!) :)
| grandpa rex | 02-15-2005 08:10 AM |
[QUOTE=Ferg]I think most of the drivers in F1 believe they're just as good if not better than MS, that's part of what drives them. If you thought you were no match for him, why bother racing?
[B]"Give me a car as good as the Ferrari and I can beat him." seems to be the mantra of most drivers.[/B]
Of course thinking you're the best driver and actually being the best driver are often miles apart.[/Q]
If they didn't think this, then they wouldn't be real competitors. However, in reality, MS can make a bad car go fast, whereas most of then can't. See: Eddie Irvine and RB.
Michael is just plain faster than anyone else. Plus, he has the best team that spends more money than anyone else. Plus, they're ruthless.
[B]"Give me a car as good as the Ferrari and I can beat him." seems to be the mantra of most drivers.[/B]
Of course thinking you're the best driver and actually being the best driver are often miles apart.[/Q]
If they didn't think this, then they wouldn't be real competitors. However, in reality, MS can make a bad car go fast, whereas most of then can't. See: Eddie Irvine and RB.
Michael is just plain faster than anyone else. Plus, he has the best team that spends more money than anyone else. Plus, they're ruthless.
| Ferg | 02-15-2005 09:30 AM |
Wel I did say there was often a big gap between thinking your the best and actually being the best.
I agree completely the Schumacher can make a bad car lokk good, he did it for the first three or four seasons at Ferrari. Noboby else was going to win three races with that car in 1996.
As far as Schu bieng the fastests...I don't know. I always thought Mika was an outright faster guy the MS...out of the current field I think the jury is still out, at least for me. Of course as we all know there's much much more to being a consistantly winning grand prix driver than speed.
18 days...hurry hurry up already.
On a side note, is anyone else really looking forward to this year's IRL season? I'm planning on watching all the races this year.
:)
I agree completely the Schumacher can make a bad car lokk good, he did it for the first three or four seasons at Ferrari. Noboby else was going to win three races with that car in 1996.
As far as Schu bieng the fastests...I don't know. I always thought Mika was an outright faster guy the MS...out of the current field I think the jury is still out, at least for me. Of course as we all know there's much much more to being a consistantly winning grand prix driver than speed.
18 days...hurry hurry up already.
On a side note, is anyone else really looking forward to this year's IRL season? I'm planning on watching all the races this year.
:)
| BriDrive | 02-15-2005 09:52 AM |
[QUOTE=Ferg]I think most of the drivers in F1 believe they're just as good if not better than MS...[/QUOTE]
:lol:
This may be what they tell you in the camera...........
Maybe less than 3 actually "believe" this. I mean deep inside their head where noone is allowed to go....(JPM,KR,FA)
What made you think Mika was faster than MS... :confused: Are you suggesting the McLaren was really just not the car the Ferrari was and Mika always just drove the wheels off it, like some kind of hero?
:lol:
This may be what they tell you in the camera...........
Maybe less than 3 actually "believe" this. I mean deep inside their head where noone is allowed to go....(JPM,KR,FA)
What made you think Mika was faster than MS... :confused: Are you suggesting the McLaren was really just not the car the Ferrari was and Mika always just drove the wheels off it, like some kind of hero?
| finnRex | 02-15-2005 04:43 PM |
If Mika and Michael were given equal cars(which would never happen in Ferrari, for that matter), Mika would be dang near as quick, if not quicker than MS. Period. When his car was running, he'd flat-out keep Michael in the rear view. McLaren went to crap back around '01, with Mika retiring 6 times to Michael's 2(I believe).
Mika
Mika
| gtguy | 02-15-2005 06:10 PM |
[QUOTE=finnRex]If Mika and Michael were given equal cars(which would never happen in Ferrari, for that matter), Mika would be dang near as quick, if not quicker than MS. Period. When his car was running, he'd flat-out keep Michael in the rear view. McLaren went to crap back around '01, with Mika retiring 6 times to Michael's 2(I believe).
Mika[/QUOTE]
Barrichello gets the same car as Schumacher. As much as Ferrari values the Constructor's title, it would be the pinnacle of foolishness to hamstring the other driver. That's one of those Ferrari Conspiracy Theories that people like to bandy about.
Barrichello, on the odd day, will win a race. But day in and day out, he isn't as fast as Schumacher. Nobody on the grid can go as fast, being defined as driving the car to the max, for as long as Schumacher can. This is why he's the present-day best, and why he has six WDCs.
Hakkinen's McLaren was a vastly superior car to the Ferrari. As the cars drew equal, Schumacher began to win more races, until the titles began to come. Hakkinen was a great driver, without question. He has two WDCs to show for it. Even with a superior car, the driver still has to do the work. After all, look at what Coulthard did with the same car (how come nobody ever wonders if DC got a lesser car, the way they do in the case of Ferrari, btw...).
Any commentary about who would do what in what car is speculative in the extreme. Barrichello is very talented, and almost certainly in the top five, talent-wise, on the grid. Raikkonen is better, but I'm not all that sure about Montoya and Button on a day-in, day-out basis. Button would be very close. Alonso is also a very fast driver, though he is subject to the "red mist" sometimes.
What history shows us is Schumacher, 6 WDCs, Hakkinen, 2 WDCs. Everything else is theory. It's like when people would computer simulate Michael Jordan's Bulls teams vs. Larry Bird's Celtics teams in NBA sims, saying "See, Bird's teams won. Bird is better." It's impossible to ever know.
It really is too bad the 2000 McLaren and the 2002 Ferrari couldn't have achieved their respective ascendancies at the same time. That would have been something to see. Then again, maybe it wouldn't have. Who knows?
Kevin
Mika[/QUOTE]
Barrichello gets the same car as Schumacher. As much as Ferrari values the Constructor's title, it would be the pinnacle of foolishness to hamstring the other driver. That's one of those Ferrari Conspiracy Theories that people like to bandy about.
Barrichello, on the odd day, will win a race. But day in and day out, he isn't as fast as Schumacher. Nobody on the grid can go as fast, being defined as driving the car to the max, for as long as Schumacher can. This is why he's the present-day best, and why he has six WDCs.
Hakkinen's McLaren was a vastly superior car to the Ferrari. As the cars drew equal, Schumacher began to win more races, until the titles began to come. Hakkinen was a great driver, without question. He has two WDCs to show for it. Even with a superior car, the driver still has to do the work. After all, look at what Coulthard did with the same car (how come nobody ever wonders if DC got a lesser car, the way they do in the case of Ferrari, btw...).
Any commentary about who would do what in what car is speculative in the extreme. Barrichello is very talented, and almost certainly in the top five, talent-wise, on the grid. Raikkonen is better, but I'm not all that sure about Montoya and Button on a day-in, day-out basis. Button would be very close. Alonso is also a very fast driver, though he is subject to the "red mist" sometimes.
What history shows us is Schumacher, 6 WDCs, Hakkinen, 2 WDCs. Everything else is theory. It's like when people would computer simulate Michael Jordan's Bulls teams vs. Larry Bird's Celtics teams in NBA sims, saying "See, Bird's teams won. Bird is better." It's impossible to ever know.
It really is too bad the 2000 McLaren and the 2002 Ferrari couldn't have achieved their respective ascendancies at the same time. That would have been something to see. Then again, maybe it wouldn't have. Who knows?
Kevin
| finnRex | 02-15-2005 09:02 PM |
Kevin, I agree with you regarding the Rubens comparo. Rubens is a good driver, not the greatest. Michael is a phenomenal driver, and as mentioned a few people can put the fight to him. KR and JB can on a consistent basis(I feel Button is coming on very strong). JPM and FA can on a race-to-race basis. But still Michael is on top. One thing that he has mastered is driving on that brink, and I give him credit for that.
You are right that it is speculation sayin' that the McLaren of 2000 would beat the 2002 Ferrari. I still feel that Mika would be able to take Michael in a season given equal cars. It may take a race or two, but he'd be in there with the rest of them soon enough. But, that is speculation...
Mika
You are right that it is speculation sayin' that the McLaren of 2000 would beat the 2002 Ferrari. I still feel that Mika would be able to take Michael in a season given equal cars. It may take a race or two, but he'd be in there with the rest of them soon enough. But, that is speculation...
Mika
| Ferg | 02-15-2005 09:24 PM |
Eh, I still stand by my opinion that Mika was a faster driver than Michael. If you want to say that a driver's speed is defined by their race pace, yeah, no argument, Schumacher still sets the standard for race craft, consistancy, and obviously being able crank out fast lap after fast lap. Over a single lap though, maximum attack, I say it's Mika all the way. In the old qualifying format, with freah tires and three minutes to go, Mika was Senna like in his ability to just hurl his car around, limits be dammed...when the car was working of course, when it wasn't, well....
Mika could (I know there are plenty of 'could haves' in motorsport) have had a third title in 2000 had his engine not grenaded at Indy...after that he seemd to lose interest.
For the record I'm no Schuey hater, not by a long shot, in fact I've got a nice little shrine to him in my living room...
[IMG]http://www.pbase.com/image/39819069/medium.jpg[/IMG]
[URL=http://www.pbase.com/blackieonassis/image/39819069]:D[/URL]
[i]clicky the smile if the pic won't load..stupid pBase is acting up again.[/i]
Mika could (I know there are plenty of 'could haves' in motorsport) have had a third title in 2000 had his engine not grenaded at Indy...after that he seemd to lose interest.
For the record I'm no Schuey hater, not by a long shot, in fact I've got a nice little shrine to him in my living room...
[IMG]http://www.pbase.com/image/39819069/medium.jpg[/IMG]
[URL=http://www.pbase.com/blackieonassis/image/39819069]:D[/URL]
[i]clicky the smile if the pic won't load..stupid pBase is acting up again.[/i]
| Ferg | 02-15-2005 09:26 PM |
Testing report and times from day one at Barcelona...
[QUOTE]Spanish driver Fernando Alonso set a blistering pace on the opening day of this week's testing at the Barcelona circuit, where seven Formula One teams got back to work.
Alonso, driving the new R25 car, posted the quickest time of the year so far with a best lap of 1:14.991 in the newly-laid tarmac of the Spanish track. Alonso, the busiest man on track with 110 laps, finished nearly a second in front of his teammate Giancarlo Fisichella in the second car from the French outfit.
Colombian Juan Pablo Montoya was over two tenths behind Alonso in the quickest of the McLaren-Mercedes MP4-20 cars.
Montoya's teammate Kimi Raikkonen was fourth fastest, but the Finn's day was marked by a heavy accident at turn 11, where he lost control of his car before spinning and hitting the tyre barriers.
Raikkonen, whose car was heavily damaged, looked shaken up as he was taken back to the pits, and stopped testing for the rest of the day.
The Toyota team today debuted their heavily revised TF105 car, but it was Brazilian Ricardo Zonta in the old TF104B who finished as the fastest Toyota driver, outpacing Jarno Trulli by over a second.
Trulli, who caused one of the red flags of the day when he spun off track, completed 92 laps at the wheel of the revised car, which incorporated a radical-looking aerodynamic package.
Scot David Coulthard set a promising fifth quickest time in the Red Bull RB1, with Italian Vitantonio Liuzzi seventh on the timesheets in the second car from the Austrian squad.
Williams driver Antonio Pizzonia tested alongside Australian Mark Webber as the BMW-powered squad continued working with the FW27. The Brazilian test driver, who lost out to Nick Heidfeld in their battle for the second racing seat, was slightly quicker than Webber.
World Champion Michael Schumacher continued to set unimpressive times in the Ferrari F2004M, finishing 11th on the timesheets in the quickest of the three Bridgestone-shod cars on track.
The Jordans of Narain Karthikeyan and Tiago Monteiro finished at the bottom of the times, way off the pace. It was the first time Jordan have tested their new Toyota-powered EJ15 with other cars on track.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Alonso Renault (M) 1:14.991 110
2. Montoya McLaren-Mercedes (M) 1:15.227 82
3. Zonta Toyota (M) 1:15.374 83
4. Raikkonen McLaren-Mercedes (M) 1:15.404 71
5. Coulthard Red Bull-Cosworth (M) 1:15.648 63
6. Fisichella Renault (M) 1:15.713 92
7. Liuzzi Red Bull-Cosworth (M) 1:16.143 70
8. Trulli Toyota (M) 1:16.509 92
9. Pizzonia Williams-BMW (M) 1:16.551 97
10. Webber Williams-BMW (M) 1:16.639 101
11. M.Schumacher Ferrari (B) 1:16.726 54
12. Karthikeyan Jordan-Toyota (B) 1:20.029 81
13. Monteiro Jordan-Toyota (B) 1:22.076 86[/QUOTE]
[QUOTE]Spanish driver Fernando Alonso set a blistering pace on the opening day of this week's testing at the Barcelona circuit, where seven Formula One teams got back to work.
Alonso, driving the new R25 car, posted the quickest time of the year so far with a best lap of 1:14.991 in the newly-laid tarmac of the Spanish track. Alonso, the busiest man on track with 110 laps, finished nearly a second in front of his teammate Giancarlo Fisichella in the second car from the French outfit.
Colombian Juan Pablo Montoya was over two tenths behind Alonso in the quickest of the McLaren-Mercedes MP4-20 cars.
Montoya's teammate Kimi Raikkonen was fourth fastest, but the Finn's day was marked by a heavy accident at turn 11, where he lost control of his car before spinning and hitting the tyre barriers.
Raikkonen, whose car was heavily damaged, looked shaken up as he was taken back to the pits, and stopped testing for the rest of the day.
The Toyota team today debuted their heavily revised TF105 car, but it was Brazilian Ricardo Zonta in the old TF104B who finished as the fastest Toyota driver, outpacing Jarno Trulli by over a second.
Trulli, who caused one of the red flags of the day when he spun off track, completed 92 laps at the wheel of the revised car, which incorporated a radical-looking aerodynamic package.
Scot David Coulthard set a promising fifth quickest time in the Red Bull RB1, with Italian Vitantonio Liuzzi seventh on the timesheets in the second car from the Austrian squad.
Williams driver Antonio Pizzonia tested alongside Australian Mark Webber as the BMW-powered squad continued working with the FW27. The Brazilian test driver, who lost out to Nick Heidfeld in their battle for the second racing seat, was slightly quicker than Webber.
World Champion Michael Schumacher continued to set unimpressive times in the Ferrari F2004M, finishing 11th on the timesheets in the quickest of the three Bridgestone-shod cars on track.
The Jordans of Narain Karthikeyan and Tiago Monteiro finished at the bottom of the times, way off the pace. It was the first time Jordan have tested their new Toyota-powered EJ15 with other cars on track.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Alonso Renault (M) 1:14.991 110
2. Montoya McLaren-Mercedes (M) 1:15.227 82
3. Zonta Toyota (M) 1:15.374 83
4. Raikkonen McLaren-Mercedes (M) 1:15.404 71
5. Coulthard Red Bull-Cosworth (M) 1:15.648 63
6. Fisichella Renault (M) 1:15.713 92
7. Liuzzi Red Bull-Cosworth (M) 1:16.143 70
8. Trulli Toyota (M) 1:16.509 92
9. Pizzonia Williams-BMW (M) 1:16.551 97
10. Webber Williams-BMW (M) 1:16.639 101
11. M.Schumacher Ferrari (B) 1:16.726 54
12. Karthikeyan Jordan-Toyota (B) 1:20.029 81
13. Monteiro Jordan-Toyota (B) 1:22.076 86[/QUOTE]
| mno | 02-15-2005 09:37 PM |
The car are already nearly as fast as last year.
| finnRex | 02-16-2005 02:25 PM |
MS is probably sandbagging(at least it seems like it). Too bad Kimi's pulling a Sato. Hopefully he'll have another car and he'll get back into it as quickly as he possibly can.
Alonso is continuing to impress me, at least. Hopefully there'll be a few WDC contenders this season.
Mika
Alonso is continuing to impress me, at least. Hopefully there'll be a few WDC contenders this season.
Mika
| BriDrive | 02-16-2005 02:57 PM |
Either MS is sandbagging or Bridgestone is.........DOH! Watch for a miraculous 'new' compund release for Australia GP......... :lol:
BriDrive
BriDrive
| gtguy | 02-16-2005 03:37 PM |
[QUOTE=finnRex]MS is probably sandbagging(at least it seems like it). Too bad Kimi's pulling a Sato. Hopefully he'll have another car and he'll get back into it as quickly as he possibly can.
Alonso is continuing to impress me, at least. Hopefully there'll be a few WDC contenders this season.
Mika[/QUOTE]
I can't figure out if Ferrari/Bridgestone are sandbagging, or really that slow. Even when they were fast, they're about a second off the best Barca times. It's either going to be a monstrous can of whoopass, or business as usual. Don't forget that Sato and Anthony Davidson were setting all kinds of records last season in the BAR-Honda. Heck, even the McLaren MP-4/19 was setting lap records.
So who knows? But it would make a lot of people happy to see some laggardly red cars, that's for darned sure. It would make for a fascinatin' season, too.
Kevin
Alonso is continuing to impress me, at least. Hopefully there'll be a few WDC contenders this season.
Mika[/QUOTE]
I can't figure out if Ferrari/Bridgestone are sandbagging, or really that slow. Even when they were fast, they're about a second off the best Barca times. It's either going to be a monstrous can of whoopass, or business as usual. Don't forget that Sato and Anthony Davidson were setting all kinds of records last season in the BAR-Honda. Heck, even the McLaren MP-4/19 was setting lap records.
So who knows? But it would make a lot of people happy to see some laggardly red cars, that's for darned sure. It would make for a fascinatin' season, too.
Kevin
| Jaxx | 02-16-2005 04:57 PM |
tires .. wacky
what happens if it dry during practice and qualifying and rains during the race will they have to use the same tires?
max sure screwed up F1 befor he retired
what happens if it dry during practice and qualifying and rains during the race will they have to use the same tires?
max sure screwed up F1 befor he retired
| johnfelstead | 02-16-2005 07:44 PM |
no, they can swap to rain tyres, but only when the FIA declare its raining. :lol:
What the hell is happening to my sport. :D
What the hell is happening to my sport. :D
| finnRex | 02-16-2005 09:21 PM |
The Ferrari crew are already one step ahead of the game. After clinching the WDC title so early on, I'd put money on it that they'd start running "future setups" with some cars, while racing their current setups in others. When its time to race, you can put some serious $$$ on the red team showing up. They are letting everyone else do their thing, and the Ferrari folks are definitely going to represent.
Top contenders for this season(besides Michael, of course;) ): Kimi(I'm somewhat biased though, go figure), Button(has shown speed and relatively decent consistency), and Alonso.
On a side note, I would like to see Sato do well. If he smoothes out those rough edges(and when he's rough, he's ROUGH), he can be added to that list above. Same goes to Montoya, if he can keep that temperment of his in check.
Mika(definitely looking forward to the '05 season)
Top contenders for this season(besides Michael, of course;) ): Kimi(I'm somewhat biased though, go figure), Button(has shown speed and relatively decent consistency), and Alonso.
On a side note, I would like to see Sato do well. If he smoothes out those rough edges(and when he's rough, he's ROUGH), he can be added to that list above. Same goes to Montoya, if he can keep that temperment of his in check.
Mika(definitely looking forward to the '05 season)
| Ferg | 02-16-2005 10:21 PM |
[QUOTE=johnfelstead]What the hell is happening to my sport. :D[/QUOTE]
You know exactly what's happening to your sport...Bernie's master plan of divide and conquer, and it's working like a charm.
from Autosport
[QUOTE]The manufacturers planning a breakaway championship from Formula 1 for the start of 2008 appear to have taken an early victory in their fight with Bernie Ecclestone, by claiming that the nine teams who met today at Cliveden near London have backed their series ideals.
Although no team officially turned its back on Formula 1 and signed up for the new series, a statement issued on behalf of BMW, Mercedes-Benz, Honda, Renault and Toyota claimed a series of agreement was now edging them closer to setting up their own rival series.
A statement issed by the manufacturers said: �The Teams and Manufacturers met today at Cliveden near London and unanimously agreed upon the establishment of a new framework for their participation in Grand Prix motor racing post 2007.�
The statement went on to claim that the teams endorsed the �Governing Principles for Grand Prix Motor Racing', a series of ideals to which the manufacturers have signed up � which include a more equitable distribution of money.
The teams also agreed that marketing company International Sport and Entertainment (iSe) would continue its work on the commercial aspects of the new series, and that a series of working groups would now be set up to help define technical, sporting and governance of the new series.
The manufacturers also upped the ante in their bid to win across the vote of the independent teams by confirming that they will support cheap customer engines from the start of next year if teams sign-up to the GPWC.
The statement said: �The Manufacturers agreed that when the series is established which respects the �Governing Principles for Grand Prix Motor Racing', then they will guarantee from 2006 the supply of competitive engines at an affordable price to a second team which commits to such series.�[/QUOTE]
Barcelona Day Two testing times and report.
[QUOTE]Times continued to improve on the second day of this week's testing at the Circuit de Catalunya, with Renault again showing impressive form.
After Fernando Alonso topped the times yesterday, it was his teammate Giancarlo Fisichella who, with a best lap of 1:14.408, finished on top of the times. Both men were again working with the R25 car.
Fisichella's laptime was over half a second quicker than Alonso's time from yesterday.
"Difficult conditions first thing this morning meant we were unable to begin working on tyre development straight away, but we continued running in order to put more miles on the new car," explained Renault's Chief Test Engineer Christian Silk.
""Both drivers conducted tyre testing for the first races of the year, which gave very promising results, as well as race weekend simulations to allow them to acclimatise to the revised format for this season.
"Overall, things seem very positive: the car is well balanced, the balance remains consistent on long runs and it is looking after its tyres well, which will hopefully mean the drivers are well equipped to continue attacking until the end of the races this year."
Toyota's Ricardo Zonta continued to shine in the old Toyota TF104B, setting the second fastest time of the day while his teammate Jarno Trulli was again at the wheel of the revised TF105.
Trulli had a productive day and covered a total of 120 laps, nearly two Grand Prix distances, on his way to the ninth quickest time.
Colombian Juan Pablo Montoya and Spaniard Pedro de la Rosa carried out testing duties for the McLaren team, both men driving the MP4-20. De la Rosa replaced Kimi Raikkonen, who was forced to sit out today's session after a heavy crash yesterday in which he injured a thumb.
David Coulthard was again the fastest of the Red Bull drivers, outpacing Christian Klien, who took over from Italian Vitantonio Liuzzi in the second RB1.
Williams driver Mark Webber wound up seventh as he continued working on the development of the FW27 car. The Australian was joined by teammate Nick Heidfeld, the German replacing Brazilian test driver Antonio Pizzonia.
The Bridgestone runners had another unimpressive day, with Ferrari's Rubens Barrichello finishing at the fastest of the four. The Brazilian was only eighth quickest, finishing ahead of World Champion Michael Schumacher, 12th today. Both men drove the F2004M car.
Jordan drivers Narain Karthikeyan and Tiago Monteiro again finished way off the pace in the Toyota-powered EJ15 cars. The Indian, who was nearly five seconds off Fisichella's pace, outpaced his teammate by almost six tenths of a second.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Fisichella Renault (M) 1:14.408 87
2. Zonta Toyota (M) 1:14.502 91
3. Alonso Renault (M) 1:14.552 75
4. Montoya McLaren-Mercedes (M) 1:15.199 119
5. Coulthard Red Bull-Cosworth (M) 1:15.418 113
6. Klien Red Bull-Cosworth (M) 1:15.673 79
7. Webber Williams-BMW (M) 1:15.841 70
8. Barrichello Ferrari (B) 1:15.912 116
9. Trulli Toyota (M) 1:16.060 120
10. Heidfeld Williams-BMW (M) 1:16.077 93
11. de la Rosa McLaren-Mercedes (M) 1:16.133 63
12. M.Schumacher Ferrari (B) 1:16.188 76
13. Karthikeyan Jordan-Toyota (B) 1:19.179 76
14. Monteiro Jordan-Toyota (B) 1:19.718 32 [/QUOTE]
16 days...so close yet so far.
You know exactly what's happening to your sport...Bernie's master plan of divide and conquer, and it's working like a charm.
from Autosport
[QUOTE]The manufacturers planning a breakaway championship from Formula 1 for the start of 2008 appear to have taken an early victory in their fight with Bernie Ecclestone, by claiming that the nine teams who met today at Cliveden near London have backed their series ideals.
Although no team officially turned its back on Formula 1 and signed up for the new series, a statement issued on behalf of BMW, Mercedes-Benz, Honda, Renault and Toyota claimed a series of agreement was now edging them closer to setting up their own rival series.
A statement issed by the manufacturers said: �The Teams and Manufacturers met today at Cliveden near London and unanimously agreed upon the establishment of a new framework for their participation in Grand Prix motor racing post 2007.�
The statement went on to claim that the teams endorsed the �Governing Principles for Grand Prix Motor Racing', a series of ideals to which the manufacturers have signed up � which include a more equitable distribution of money.
The teams also agreed that marketing company International Sport and Entertainment (iSe) would continue its work on the commercial aspects of the new series, and that a series of working groups would now be set up to help define technical, sporting and governance of the new series.
The manufacturers also upped the ante in their bid to win across the vote of the independent teams by confirming that they will support cheap customer engines from the start of next year if teams sign-up to the GPWC.
The statement said: �The Manufacturers agreed that when the series is established which respects the �Governing Principles for Grand Prix Motor Racing', then they will guarantee from 2006 the supply of competitive engines at an affordable price to a second team which commits to such series.�[/QUOTE]
Barcelona Day Two testing times and report.
[QUOTE]Times continued to improve on the second day of this week's testing at the Circuit de Catalunya, with Renault again showing impressive form.
After Fernando Alonso topped the times yesterday, it was his teammate Giancarlo Fisichella who, with a best lap of 1:14.408, finished on top of the times. Both men were again working with the R25 car.
Fisichella's laptime was over half a second quicker than Alonso's time from yesterday.
"Difficult conditions first thing this morning meant we were unable to begin working on tyre development straight away, but we continued running in order to put more miles on the new car," explained Renault's Chief Test Engineer Christian Silk.
""Both drivers conducted tyre testing for the first races of the year, which gave very promising results, as well as race weekend simulations to allow them to acclimatise to the revised format for this season.
"Overall, things seem very positive: the car is well balanced, the balance remains consistent on long runs and it is looking after its tyres well, which will hopefully mean the drivers are well equipped to continue attacking until the end of the races this year."
Toyota's Ricardo Zonta continued to shine in the old Toyota TF104B, setting the second fastest time of the day while his teammate Jarno Trulli was again at the wheel of the revised TF105.
Trulli had a productive day and covered a total of 120 laps, nearly two Grand Prix distances, on his way to the ninth quickest time.
Colombian Juan Pablo Montoya and Spaniard Pedro de la Rosa carried out testing duties for the McLaren team, both men driving the MP4-20. De la Rosa replaced Kimi Raikkonen, who was forced to sit out today's session after a heavy crash yesterday in which he injured a thumb.
David Coulthard was again the fastest of the Red Bull drivers, outpacing Christian Klien, who took over from Italian Vitantonio Liuzzi in the second RB1.
Williams driver Mark Webber wound up seventh as he continued working on the development of the FW27 car. The Australian was joined by teammate Nick Heidfeld, the German replacing Brazilian test driver Antonio Pizzonia.
The Bridgestone runners had another unimpressive day, with Ferrari's Rubens Barrichello finishing at the fastest of the four. The Brazilian was only eighth quickest, finishing ahead of World Champion Michael Schumacher, 12th today. Both men drove the F2004M car.
Jordan drivers Narain Karthikeyan and Tiago Monteiro again finished way off the pace in the Toyota-powered EJ15 cars. The Indian, who was nearly five seconds off Fisichella's pace, outpaced his teammate by almost six tenths of a second.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Fisichella Renault (M) 1:14.408 87
2. Zonta Toyota (M) 1:14.502 91
3. Alonso Renault (M) 1:14.552 75
4. Montoya McLaren-Mercedes (M) 1:15.199 119
5. Coulthard Red Bull-Cosworth (M) 1:15.418 113
6. Klien Red Bull-Cosworth (M) 1:15.673 79
7. Webber Williams-BMW (M) 1:15.841 70
8. Barrichello Ferrari (B) 1:15.912 116
9. Trulli Toyota (M) 1:16.060 120
10. Heidfeld Williams-BMW (M) 1:16.077 93
11. de la Rosa McLaren-Mercedes (M) 1:16.133 63
12. M.Schumacher Ferrari (B) 1:16.188 76
13. Karthikeyan Jordan-Toyota (B) 1:19.179 76
14. Monteiro Jordan-Toyota (B) 1:19.718 32 [/QUOTE]
16 days...so close yet so far.
| Ferg | 02-16-2005 10:32 PM |
Great read from Atlas F1.
[QUOTE]Remember Silverstone last year? When Michael Schumacher deliberately spun away his chances during pre-qualifying in order to gain a better slot during the definitive session? Of course, the German - and numerous others who played the qualifying loophole to advantage - were slated by drenched fans and the bemused media, but the teams cared not a jot. Loopholes in Formula One seemingly exist for cars to be driven through. Sideways, if necessary. And, if criticism of Schumacher et al is analysed, it was not the exploitation which grated, but the clumsy manner in which it was effected.
Exploiting rules and regulations, pushing interpretations to their maximum, has been part and parcel of Grand Prix racing for the last century, at least, and will continue to be so for as long as the pastime exists. Former Penske Grand Prix driver Mark Donohue entitled his biography 'The Unfair Advantage', and, having scored a podium in his first Grand Prix, plus won the Indianapolis 500 classic - as well as the Can-Am championship in a monster 1,400 bhp Porsche 917 - mainly through the art of regulatory exploitation, would appear to have been as eminently qualified as any other to comment upon the 2005 regulations. Alas, the crew-cut American was killed during the 1975 Austrian Grand Prix weekend, but his legacy lives on whenever rules with grey areas are introduced.
Donohue would have probably loved certain aspects of the latest regulations. During his annual meeting with the British media last week, FIA President Max Mosley allegedly suggested fears that teams would exploit loopholes regarding engine and tyre replacements were unfounded. "If somebody did it habitually we would know. The advantage you get isn't that big," reports have Mosley as saying.
Mosley, of course, has a point with his first point. But, and herein lies the rub, exploitation need not be habitual to be effective; nor, for that matter, need any advantage gained there from be big. In Formula One advantage is advantage, full stop.
Team managers worthy of operating in Formula One are paid to study and quantify loopholes. Remember Minardi's withdrawal of both cars from the 2003 Australian Grand Prix qualifying session to enable them to bung them up with fuel for the race? How McLaren elected the next day to start Kimi Raikkonen from the pitlane after he screwed up his qualifying?
Two different exploitations of the same, newly-introduced rule (which required you qualified with race fuel weight) by team at opposite ends of the pitlane. In both instances the immediate advantages were 'not that big', yet Raikkonen's eventual third place in the race set him up to challenge Schumacher all the way to Suzuka. Had McLaren not exploited that small advantage in March the title chase would surely have been over by Indianapolis in September and not gone through to October.
Just why would those two teams not exploit the latest tyre and engines regulations, even if only once? And, why would the rest not do so, regardless of perceived advantage. Should drivers be running out of the points in their second race on an engine 'set', why not command them over in order to start the next race on a fresh engine? Consider that teams fear Malaysia - with its tropical heat - the most. And, as it turns out, it will be the second race in an engine set. Surely better to withdraw a driver traipsing around Albert Park, Melbourne in a non-points scoring position to provide him with a fresh engine for Sepang?
Once the way has been shown by McLaren and Minardi in Australia, by Michael at Silverstone, the die is cast, and all others merely awaited similar opportunities. As Ferrari proved in Austria 2002, no amount of public castigation is too large if the ultimate prize is the World Championship - and, let us be pragmatic, 'switching' Rubens Barrichello and Schumacher was a relatively minor action with no discernible advantage.
Ferrari chose to do so lest it needed the four points Schumacher would thus gain later in the season - having walked the first five races! If Ferrari could live through that - and be fined only for a podium transgression, which was their only regulatory breach - then, surely, they can live through parking a car with a healthy, but used engine?
Ditto tyres. At the launch of Williams' FW27, Patrick Head was cautious about the likelihood of a team habitually having punctures, but agreed that loopholes existed as the regulations stood. And, no matter how small (or big) the advantages, teams are likely to leap at grasping opportunities whenever they arise through circumstance. Head stated that he believed "the FIA would look at some body who regularly changes tyres at half distance", and maybe the governing body will do so. But, so what? Whilst regulations permit the changing of tyres - regardless how defined - teams will exploit the regulation whenever possible. That, simply, is the nature of the beast.
In the final analysis, 'advantage' is relative: if, to Minardi, it presents the opportunity of scoring a point next time out, you can bet the canny Paul Stoddart will be right there; if, to Ferrari, Schumacher is running out of the points, as he was in China last year, and needs to win the next race to secure the title, as he did in Japan the year before, here is betting Jean Todt will command him to pull over with 'hydraulic' or similar failure as mechanics ready a new engine for the next race. And, rather than 'spin' out of the race (ala Silverstone) on the last lap, Schumacher will merely park. No accusations of clumsiness, see...
What could be 'unfair' about that? Mark Donohue would have loved 2005.[/QUOTE]
[QUOTE]Remember Silverstone last year? When Michael Schumacher deliberately spun away his chances during pre-qualifying in order to gain a better slot during the definitive session? Of course, the German - and numerous others who played the qualifying loophole to advantage - were slated by drenched fans and the bemused media, but the teams cared not a jot. Loopholes in Formula One seemingly exist for cars to be driven through. Sideways, if necessary. And, if criticism of Schumacher et al is analysed, it was not the exploitation which grated, but the clumsy manner in which it was effected.
Exploiting rules and regulations, pushing interpretations to their maximum, has been part and parcel of Grand Prix racing for the last century, at least, and will continue to be so for as long as the pastime exists. Former Penske Grand Prix driver Mark Donohue entitled his biography 'The Unfair Advantage', and, having scored a podium in his first Grand Prix, plus won the Indianapolis 500 classic - as well as the Can-Am championship in a monster 1,400 bhp Porsche 917 - mainly through the art of regulatory exploitation, would appear to have been as eminently qualified as any other to comment upon the 2005 regulations. Alas, the crew-cut American was killed during the 1975 Austrian Grand Prix weekend, but his legacy lives on whenever rules with grey areas are introduced.
Donohue would have probably loved certain aspects of the latest regulations. During his annual meeting with the British media last week, FIA President Max Mosley allegedly suggested fears that teams would exploit loopholes regarding engine and tyre replacements were unfounded. "If somebody did it habitually we would know. The advantage you get isn't that big," reports have Mosley as saying.
Mosley, of course, has a point with his first point. But, and herein lies the rub, exploitation need not be habitual to be effective; nor, for that matter, need any advantage gained there from be big. In Formula One advantage is advantage, full stop.
Team managers worthy of operating in Formula One are paid to study and quantify loopholes. Remember Minardi's withdrawal of both cars from the 2003 Australian Grand Prix qualifying session to enable them to bung them up with fuel for the race? How McLaren elected the next day to start Kimi Raikkonen from the pitlane after he screwed up his qualifying?
Two different exploitations of the same, newly-introduced rule (which required you qualified with race fuel weight) by team at opposite ends of the pitlane. In both instances the immediate advantages were 'not that big', yet Raikkonen's eventual third place in the race set him up to challenge Schumacher all the way to Suzuka. Had McLaren not exploited that small advantage in March the title chase would surely have been over by Indianapolis in September and not gone through to October.
Just why would those two teams not exploit the latest tyre and engines regulations, even if only once? And, why would the rest not do so, regardless of perceived advantage. Should drivers be running out of the points in their second race on an engine 'set', why not command them over in order to start the next race on a fresh engine? Consider that teams fear Malaysia - with its tropical heat - the most. And, as it turns out, it will be the second race in an engine set. Surely better to withdraw a driver traipsing around Albert Park, Melbourne in a non-points scoring position to provide him with a fresh engine for Sepang?
Once the way has been shown by McLaren and Minardi in Australia, by Michael at Silverstone, the die is cast, and all others merely awaited similar opportunities. As Ferrari proved in Austria 2002, no amount of public castigation is too large if the ultimate prize is the World Championship - and, let us be pragmatic, 'switching' Rubens Barrichello and Schumacher was a relatively minor action with no discernible advantage.
Ferrari chose to do so lest it needed the four points Schumacher would thus gain later in the season - having walked the first five races! If Ferrari could live through that - and be fined only for a podium transgression, which was their only regulatory breach - then, surely, they can live through parking a car with a healthy, but used engine?
Ditto tyres. At the launch of Williams' FW27, Patrick Head was cautious about the likelihood of a team habitually having punctures, but agreed that loopholes existed as the regulations stood. And, no matter how small (or big) the advantages, teams are likely to leap at grasping opportunities whenever they arise through circumstance. Head stated that he believed "the FIA would look at some body who regularly changes tyres at half distance", and maybe the governing body will do so. But, so what? Whilst regulations permit the changing of tyres - regardless how defined - teams will exploit the regulation whenever possible. That, simply, is the nature of the beast.
In the final analysis, 'advantage' is relative: if, to Minardi, it presents the opportunity of scoring a point next time out, you can bet the canny Paul Stoddart will be right there; if, to Ferrari, Schumacher is running out of the points, as he was in China last year, and needs to win the next race to secure the title, as he did in Japan the year before, here is betting Jean Todt will command him to pull over with 'hydraulic' or similar failure as mechanics ready a new engine for the next race. And, rather than 'spin' out of the race (ala Silverstone) on the last lap, Schumacher will merely park. No accusations of clumsiness, see...
What could be 'unfair' about that? Mark Donohue would have loved 2005.[/QUOTE]
| gargleblaster | 02-16-2005 11:14 PM |
I suppose if the GPWC continues to gain momentum, as the above report seems to suggest, we will begin to see Bernie forcing the local GP organizers, and more precisely the track owners/boards, to commit to a 'non-compete' clause in order to have their dates assured for the 2006 and 2007 seasons. Something along the lines of: "Okay, Spa - You want your F1 dates for '06 and '07? Fine - just sign right here where it says you will not host any races for GPWC in the years '08 and '09."
GPWC might get all the teams, but if they can only race at BRNO and Paul-Richard they're not likely to be successful in drawing attendance required to be successful/profitable..
GPWC might get all the teams, but if they can only race at BRNO and Paul-Richard they're not likely to be successful in drawing attendance required to be successful/profitable..
| Ferg | 02-17-2005 12:03 AM |
[QUOTE=gargleblaster]I suppose if the GPWC continues to gain momentum, as the above report seems to suggest, we will begin to see Bernie forcing the local GP organizers, and more precisely the track owners/boards, to commit to a 'non-compete' clause in order to have their dates assured for the 2006 and 2007 seasons. Something along the lines of: "Okay, Spa - You want your F1 dates for '06 and '07? Fine - just sign right here where it says you will not host any races for GPWC in the years '08 and '09."
GPWC might get all the teams, but if they can only race at BRNO and Paul-Richard they're not likely to be successful in drawing attendance required to be successful/profitable..[/QUOTE]
Well they certainly won't be racing at Paul-Richard...Bernie owns it! As far as the other GP venues, Bernie already has most of them in his back pocket for many years to come. Of course if F1 teaches you one thing it's that no contract is ever truly watertight.
GPWC might get all the teams, but if they can only race at BRNO and Paul-Richard they're not likely to be successful in drawing attendance required to be successful/profitable..[/QUOTE]
Well they certainly won't be racing at Paul-Richard...Bernie owns it! As far as the other GP venues, Bernie already has most of them in his back pocket for many years to come. Of course if F1 teaches you one thing it's that no contract is ever truly watertight.
| gtguy | 02-17-2005 12:25 PM |
[QUOTE=Ferg]Well they certainly won't be racing at Paul-Richard...Bernie owns it! As far as the other GP venues, Bernie already has most of them in his back pocket for many years to come. Of course if F1 teaches you one thing it's that no contract is ever truly watertight.[/QUOTE]
Indeed. I just don't see the GPWC being anything except a bargaining chip. When you look at the money machine that is F1, with the TV contracts, travel money and the like, it's really hard to see a rival series being able to fully compete.
Yes, Ecclestone gets an inordinate amount of the proceeds, but at some point the teams have to ask themselves if a little of something is better than a lot of nothing. Lots of questions such as who sanctions races, who televises races, what rules, where does the start-up money come from, how are teams compensated, all have to be dealt with.
You would think that motorsport would have learned from the US open wheel schism. Fans don't follow a series, as much as teams and drivers. But a diluted series doesn't help anyone.
Kevin
Indeed. I just don't see the GPWC being anything except a bargaining chip. When you look at the money machine that is F1, with the TV contracts, travel money and the like, it's really hard to see a rival series being able to fully compete.
Yes, Ecclestone gets an inordinate amount of the proceeds, but at some point the teams have to ask themselves if a little of something is better than a lot of nothing. Lots of questions such as who sanctions races, who televises races, what rules, where does the start-up money come from, how are teams compensated, all have to be dealt with.
You would think that motorsport would have learned from the US open wheel schism. Fans don't follow a series, as much as teams and drivers. But a diluted series doesn't help anyone.
Kevin
| gargleblaster | 02-17-2005 12:35 PM |
[QUOTE=Ferg]Well they certainly won't be racing at Paul-Richard...Bernie owns it! [/QUOTE]I'm sure he'd let them run there for, oh... 80% of the receipts. ;)
| polaris | 02-17-2005 04:13 PM |
[QUOTE=gtguy]Indeed. I just don't see the GPWC being anything except a bargaining chip. When you look at the money machine that is F1, with the TV contracts, travel money and the like, it's really hard to see a rival series being able to fully compete.
[/QUOTE]
Is Ferrari THAT strong? McLaren and Williams have their fans too. I'd rather see a level playing field than a political dog fight. NASCAR suceeds because its more about what happens on the track. Same went for CART before Tony George ruined the best known auto race in the world because he is an egotistical ****.
[/QUOTE]
Is Ferrari THAT strong? McLaren and Williams have their fans too. I'd rather see a level playing field than a political dog fight. NASCAR suceeds because its more about what happens on the track. Same went for CART before Tony George ruined the best known auto race in the world because he is an egotistical ****.
| gtguy | 02-17-2005 05:26 PM |
[QUOTE=polaris]Is Ferrari THAT strong? McLaren and Williams have their fans too. I'd rather see a level playing field than a political dog fight. NASCAR suceeds because its more about what happens on the track. Same went for CART before Tony George ruined the best known auto race in the world because he is an egotistical ****.[/QUOTE]
Oh, I think that every team (even Minardi) has its fans. I'm just saying that a schism helps nobody. It isn't as much that Ferrari is that strong, as much as F1 and its branding is that strong.
Kevin
Oh, I think that every team (even Minardi) has its fans. I'm just saying that a schism helps nobody. It isn't as much that Ferrari is that strong, as much as F1 and its branding is that strong.
Kevin
| Ferg | 02-17-2005 08:44 PM |
Barcelona Day Three times and report...
[QUOTE]Pedro de la Rosa moved his McLaren-Mercedes team to the top of the timesheets on the penultimate day of this week's test at the Barcelona circuit.
Spaniard de la Rosa, the only McLaren driver on track today after Juan Pablo Montoya completed his programme yesterday, managed a best lap of 1:14.542, slightly slower than the best time of the week, set by Renault's Giancarlo Fisichella yesterday.
"This week has seen another productive test, with the race team taking over duties from the test team to allow us to iron out any issues before the Australian Grand Prix," said McLaren's Martin Whitmarsh.
"The strength and durability of the cars meant that Kimi was able to walk away from his accident with no more than a bruised thumb, and the mechanics did an excellent job to repair the car and allow Pedro to continue with the planned programme for the final two days of the test."
Fisichella and his Renault team continued to shine at the Spanish circuit, posting the second quickest time in the Michelin-shod R25 machine. Renault, who were originally scheduled to complete the test today, have decided to extend their programme and will also be in action tomorrow.
Local hero Fernando Alonso managed the sixth fastest time in the second Renault.
"We had a very good day today, with both cars running pretty much trouble-free," said Renault's chief test engineer Christian Silk. "The drivers both successfully completed race distances, completing very long runs and giving positive feedback about the performance over these long runs.
"In terms of laptime, the car looked very consistent and competitive during these longer stints. The afternoon was dedicated to tyre development for Melbourne, and our short performance runs provided some interesting avenues that we will pursue tomorrow over longer distances.
"Most reassuringly, we completed over 100 laps with both cars, and although there is still much to do before Melbourne, we are now making good progress in our preparations."
World Champions Ferrari finally raised their pace after setting some unimpressive times earlier this week, and Brazilian Rubens Barrichello was third fastest, a tenth of a second off de la Rosa's pace. His teammate Michael Schumacher was fourth today in the second F2004M.
The Red Bull team continued with their intensive testing programme and had their three drivers at work at the wheel of the RB1. Austrian Christian Klien was the quickest of the Red Bull trio, outpacing both David Coulthard and Vitantonio Liuzzi.
Williams driver Nick Heidfeld was joined by Brazilian tester Antonio Pizzonia as both resumed the team's testing programme, focusing mainly on tyre work with the BMW-powered FW27. Heidfeld was the fastest of the two after 78 laps.
Ralf Schumacher drove the only Toyota in action, the German in the revised TF105 for the first time after teammate Jarno Trulli put the machine through its paces earlier this week. The Japanese squad continued with their unimpressive showing and finished near the bottom of the times.
The Jordan team were slowest once more at Barcelona, with Indian Narain Karthikeyan again lapping quicker than Portuguese teammate Tiago Monteiro.
"We tried a lot of new things with the car, especially tyre work for Bridgestone," said the Indian driver. "We also carried out some set-up changes and we are quite happy with the progress we have been making."
The test ends tomorrow.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. de la Rosa McLaren-Mercedes (M) 1:14.542 112
2. Fisichella Renault (M) 1:14.608 121
3. Barrichello Ferrari (B) 1:14.641 111
4. M.Schumacher Ferrari (B) 1:14.920 78
5. Klien Red Bull-Cosworth (M) 1:14.982 46
6. Alonso Renault (M) 1:15.021 104
7. Coulthard Red Bull-Cosworth (M) 1:15.094 76
8. Heidfeld Williams-BMW (M) 1:15.578 78
9. Liuzzi Red Bull-Cosworth (M) 1:15.656 82
10. Pizzonia Williams-BMW (M) 1:15.794 99
11. R.Schumacher Toyota (M) 1:16.281 82
12. Karthikeyan Jordan-Toyota (B) 1:17.589 74
13. Monteiro Jordan-Toyota (B) 1:18.372 43[/QUOTE]
and some more fodder for the pundits...
[QUOTE]Max Mosley's assertion that "the difference between Bernie [Ecclestone] and the GPWC is that Bernie has the F1 brand" has been called into question following comments made by a Patent Office spokesman yesterday.
While it has long been assumed that ownership of variations on the term Formula One is controlled by a number of companies controlled by a holding company, SLEC, owned by a group of three banks and Bernie Ecclestone's family trust, this belief has been called into question by the remarks, given to The Daily Telegraph.
Dr Jeremy Philpott, spokesman for the Patent Office, noted that Formula One refers to "a type of motorsport, rather than applying to goods or services coming from a specific individual or legal entity."
With the term also used for triathlon and power boat events he noted that "the marks are in common parlance, and insufficiently associated with a single provider of goods and services, [which] may act as a problem for registration."
Trademark records have revealed that Formula One Licensing (FOL), SLEC's intellectual property division, has no pan-European registrations for the terms 'Formula One', 'F1' or 'Formula One' in the category covering sporting and cultural events, and Philpott suggested that either Ecclestone or the GPWC would be entitled to use the terms in any future series featuring cars in this category.
The Grand Prix World Championship group is planning their own series for 2008.
The commercial rights that SLEC controls are specific to 'The FIA Formula One World Championship' * the company bought these rights for 100 years in 2000 from the Federation Internationale de l'Automobile (FIA) for $360m.
This Championship is governed by terms agreed between Ecclestone and the teams and laid down as the Concorde Agreement, which is due to expire on December 31, 2007.
Philpott also suggested that SLEC's rights regarding its registered logos are "very enforceable", although registration of a logo does not infer any rights on the text therein.
A spokesman for the GPWC noted that "the GPWC is not excluding the possibility of using the Formula One name" in any future motor racing series. [/QUOTE]
[QUOTE]Pedro de la Rosa moved his McLaren-Mercedes team to the top of the timesheets on the penultimate day of this week's test at the Barcelona circuit.
Spaniard de la Rosa, the only McLaren driver on track today after Juan Pablo Montoya completed his programme yesterday, managed a best lap of 1:14.542, slightly slower than the best time of the week, set by Renault's Giancarlo Fisichella yesterday.
"This week has seen another productive test, with the race team taking over duties from the test team to allow us to iron out any issues before the Australian Grand Prix," said McLaren's Martin Whitmarsh.
"The strength and durability of the cars meant that Kimi was able to walk away from his accident with no more than a bruised thumb, and the mechanics did an excellent job to repair the car and allow Pedro to continue with the planned programme for the final two days of the test."
Fisichella and his Renault team continued to shine at the Spanish circuit, posting the second quickest time in the Michelin-shod R25 machine. Renault, who were originally scheduled to complete the test today, have decided to extend their programme and will also be in action tomorrow.
Local hero Fernando Alonso managed the sixth fastest time in the second Renault.
"We had a very good day today, with both cars running pretty much trouble-free," said Renault's chief test engineer Christian Silk. "The drivers both successfully completed race distances, completing very long runs and giving positive feedback about the performance over these long runs.
"In terms of laptime, the car looked very consistent and competitive during these longer stints. The afternoon was dedicated to tyre development for Melbourne, and our short performance runs provided some interesting avenues that we will pursue tomorrow over longer distances.
"Most reassuringly, we completed over 100 laps with both cars, and although there is still much to do before Melbourne, we are now making good progress in our preparations."
World Champions Ferrari finally raised their pace after setting some unimpressive times earlier this week, and Brazilian Rubens Barrichello was third fastest, a tenth of a second off de la Rosa's pace. His teammate Michael Schumacher was fourth today in the second F2004M.
The Red Bull team continued with their intensive testing programme and had their three drivers at work at the wheel of the RB1. Austrian Christian Klien was the quickest of the Red Bull trio, outpacing both David Coulthard and Vitantonio Liuzzi.
Williams driver Nick Heidfeld was joined by Brazilian tester Antonio Pizzonia as both resumed the team's testing programme, focusing mainly on tyre work with the BMW-powered FW27. Heidfeld was the fastest of the two after 78 laps.
Ralf Schumacher drove the only Toyota in action, the German in the revised TF105 for the first time after teammate Jarno Trulli put the machine through its paces earlier this week. The Japanese squad continued with their unimpressive showing and finished near the bottom of the times.
The Jordan team were slowest once more at Barcelona, with Indian Narain Karthikeyan again lapping quicker than Portuguese teammate Tiago Monteiro.
"We tried a lot of new things with the car, especially tyre work for Bridgestone," said the Indian driver. "We also carried out some set-up changes and we are quite happy with the progress we have been making."
The test ends tomorrow.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. de la Rosa McLaren-Mercedes (M) 1:14.542 112
2. Fisichella Renault (M) 1:14.608 121
3. Barrichello Ferrari (B) 1:14.641 111
4. M.Schumacher Ferrari (B) 1:14.920 78
5. Klien Red Bull-Cosworth (M) 1:14.982 46
6. Alonso Renault (M) 1:15.021 104
7. Coulthard Red Bull-Cosworth (M) 1:15.094 76
8. Heidfeld Williams-BMW (M) 1:15.578 78
9. Liuzzi Red Bull-Cosworth (M) 1:15.656 82
10. Pizzonia Williams-BMW (M) 1:15.794 99
11. R.Schumacher Toyota (M) 1:16.281 82
12. Karthikeyan Jordan-Toyota (B) 1:17.589 74
13. Monteiro Jordan-Toyota (B) 1:18.372 43[/QUOTE]
and some more fodder for the pundits...
[QUOTE]Max Mosley's assertion that "the difference between Bernie [Ecclestone] and the GPWC is that Bernie has the F1 brand" has been called into question following comments made by a Patent Office spokesman yesterday.
While it has long been assumed that ownership of variations on the term Formula One is controlled by a number of companies controlled by a holding company, SLEC, owned by a group of three banks and Bernie Ecclestone's family trust, this belief has been called into question by the remarks, given to The Daily Telegraph.
Dr Jeremy Philpott, spokesman for the Patent Office, noted that Formula One refers to "a type of motorsport, rather than applying to goods or services coming from a specific individual or legal entity."
With the term also used for triathlon and power boat events he noted that "the marks are in common parlance, and insufficiently associated with a single provider of goods and services, [which] may act as a problem for registration."
Trademark records have revealed that Formula One Licensing (FOL), SLEC's intellectual property division, has no pan-European registrations for the terms 'Formula One', 'F1' or 'Formula One' in the category covering sporting and cultural events, and Philpott suggested that either Ecclestone or the GPWC would be entitled to use the terms in any future series featuring cars in this category.
The Grand Prix World Championship group is planning their own series for 2008.
The commercial rights that SLEC controls are specific to 'The FIA Formula One World Championship' * the company bought these rights for 100 years in 2000 from the Federation Internationale de l'Automobile (FIA) for $360m.
This Championship is governed by terms agreed between Ecclestone and the teams and laid down as the Concorde Agreement, which is due to expire on December 31, 2007.
Philpott also suggested that SLEC's rights regarding its registered logos are "very enforceable", although registration of a logo does not infer any rights on the text therein.
A spokesman for the GPWC noted that "the GPWC is not excluding the possibility of using the Formula One name" in any future motor racing series. [/QUOTE]
| gtguy | 02-17-2005 10:19 PM |
Good stuff, Ferg...looks like Ferrari might have been sandbagging a bit. Come on, March!
Man, that intellectual property/patent rights stuff is a drag. I really don't want to see another Indy Car/CART/IRL-type hooraw. That would suck.
Kevin
Man, that intellectual property/patent rights stuff is a drag. I really don't want to see another Indy Car/CART/IRL-type hooraw. That would suck.
Kevin
| finnRex | 02-17-2005 10:36 PM |
Kimi's not driving 'cuz of a hurt thumb? What rubbish, as Mr. Felstead would say;) Oh well, I'd rather see him recover now than push the limits and possibly reduce his chances of running for the driver's championship.
Mika
Mika
| gargleblaster | 02-17-2005 11:10 PM |
Given the number of tiny switches and knobs crowded onto a F1 steering wheel, and the fact that they must be adjusted @ 200+ kph, I don't think it's unreasonable for Kimi to sit out if his thumb is bruised to the point where he can't move it.
| pio!pio! | 02-18-2005 03:30 AM |
I'm so pumped up for this season..as opposed to indifferent about last season...two more weeks!!
Karthikeyan has been dusting Montiero in testing...
Karthikeyan has been dusting Montiero in testing...
| Dussander | 02-18-2005 11:58 AM |
I got $50/$5 on Montoya for the win per race with the wife, and $10/$10 on Michael for not winning. I'm going to lose a lot of money this season.
| Ferg | 02-18-2005 10:26 PM |
Barcelona Final Day, testing report and times...
[QUOTE]The Renault F1 team completed another impressive testing session today, as the Barcelona test came to an end for this week.
Spaniard Fernando Alonso became only the second man to lap the Spanish track in less than 74 seconds after posting a best time of 1:13.971. Alonso's time was less than two tenths slower than Takuma Sato's unofficial track record, set last year in the BAR-Honda.
Renault's strong day was completed by Giancarlo Fisichella's performance, the Italian covering a massive 130 laps to finish just a tenth behind his Spanish teammate.
"Today was the best day's running of our winter test programme," said Renault's chief test engineer Christian Silk. "Both drivers completed race distances with the car, and performance on the long stints continued to be extremely encouraging; indeed, the laptimes were backed up with excellent feedback from both Fernando and Giancarlo.
"The mechanics also deserve recognition for their work this week: we extended our running by a day at short notice, and not only did they adapt fantastically well to ready the cars, but they continued working flat out until our final runs of the day.
"They have done an excellent job this week and throughout the winter. We have had a very positive test, and the elements are falling into place for Melbourne; we will sign off the final items during our running next week at Silverstone."
German Ralf Schumacher was again the only Toyota driver on track, working with the revised TF105 car.
Schumacher, however, did not enjoy a very productive day and, after succumbing to apparent mechanical problems in the morning, completed just 51 laps to finish over 2.5 seconds off Alonso's pace.
"The new aerodynamic package obviously improves the car massively," said Schumacher at the end of the test. "We can't give an exact figure of how much it has improved because the conditions here have been difficult and people's lap times have been all over the place.
"It is also hard to compare laptimes with the last time we were in Barcelona because the circuit was brand new. But it always helps to have more downforce and this is quite an improvement.
"We still have work to do but we are reasonably happy with the package so far. Late on Friday I spun due to an electrical problem and we decided to stop the test because there was not enough time to fix it and to do any more meaningful work."
Narain Karthikeyan and Tiago Monteiro completed Jordan's programme at the Spanish circuit, the Indian driver outpacing his Portuguese teammate by over half a second. Both men drove the team's Toyota-powered EJ15 car which made his debut last week.
Dutch driver Nicky Pastorelli made an unexpected debut with Jordan, testing the EJ15 in Karthikeyan's helmet. Pastorelli, who won the 2004 Euro 3000 Championship, made his Formula One debut with the Minardi team in January.
The Dutch driver, who is in talks with Jordan over a third driver role for 2005, covered 29 laps and finished over seven seconds behind the other Jordan drivers.
Formula One testing returns to Spain next Monday at Valencia.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Alonso Renault (M) 1:13.971 100
2. Fisichella Renault (M) 1:14.074 132
3. R.Schumacher Toyota (M) 1:16.518 51
4. Karthikeyan Jordan-Toyota (B) 1:16.999 83
5. Monteiro Jordan-Toyota (B) 1:17.560 120
6. Pastorelli Jordan-Toyota (B) 1:24.731 29[/QUOTE]
And even more strange news...
[QUOTE]McLaren boss Ron Dennis has revealed that he is making plans for his team to be ready to pull out of Formula One at the end of 2007 and make the switch to the manufacturer-led breakaway championship, if satisfactory commercial terms cannot be reached with Bernie Ecclestone.
In the wake of a presentation earlier this week from the manufacturers planning their own series for 2008, Dennis made it clear on Friday that there was no guarantee his outfit would carry on its involvement in F1 - and he revealed that plans were being made to ensure it has the choice to switch if that is deemed necessary.
"From 2008 we want to be in a position whereby we do not have to participate in F1," said Dennis, speaking at his McLaren Technology Centre. "We are trying to get ourselves in a position where we have a choice to withdraw from F1 if it is not commercially attractive to us."
With Ferrari being the only team who have so far committed to F1, the manufacturers have not let up in their plans for the breakaway series - and are offering any teams committing to its new series the promise of being treated as equals.
One of the biggest gripes among teams at the moment is of Ferrari's perceived favouritism from both the FIA and Ecclestone within F1. Dennis hinted that the 'equality' factor would be an important determinant in McLaren's eventual decision.
"We will not participate in GP racing in 2008 unless there is a level playing field," he said.
McLaren's F1 CEO Martin Whitmarsh claimed, however, that although the team could well be swayed by what was being offered by the manufacturers, he doubted that the situation will eventually result in two top level championships having to go head-to-head.
"From 2008 we want the guiding principles of the GPWC group to apply," he said. "We don't believe there will be two series and we don't believe that Ferrari will be able to go it alone in a championship racing against the GPWC teams." [/QUOTE]
[QUOTE]The Renault F1 team completed another impressive testing session today, as the Barcelona test came to an end for this week.
Spaniard Fernando Alonso became only the second man to lap the Spanish track in less than 74 seconds after posting a best time of 1:13.971. Alonso's time was less than two tenths slower than Takuma Sato's unofficial track record, set last year in the BAR-Honda.
Renault's strong day was completed by Giancarlo Fisichella's performance, the Italian covering a massive 130 laps to finish just a tenth behind his Spanish teammate.
"Today was the best day's running of our winter test programme," said Renault's chief test engineer Christian Silk. "Both drivers completed race distances with the car, and performance on the long stints continued to be extremely encouraging; indeed, the laptimes were backed up with excellent feedback from both Fernando and Giancarlo.
"The mechanics also deserve recognition for their work this week: we extended our running by a day at short notice, and not only did they adapt fantastically well to ready the cars, but they continued working flat out until our final runs of the day.
"They have done an excellent job this week and throughout the winter. We have had a very positive test, and the elements are falling into place for Melbourne; we will sign off the final items during our running next week at Silverstone."
German Ralf Schumacher was again the only Toyota driver on track, working with the revised TF105 car.
Schumacher, however, did not enjoy a very productive day and, after succumbing to apparent mechanical problems in the morning, completed just 51 laps to finish over 2.5 seconds off Alonso's pace.
"The new aerodynamic package obviously improves the car massively," said Schumacher at the end of the test. "We can't give an exact figure of how much it has improved because the conditions here have been difficult and people's lap times have been all over the place.
"It is also hard to compare laptimes with the last time we were in Barcelona because the circuit was brand new. But it always helps to have more downforce and this is quite an improvement.
"We still have work to do but we are reasonably happy with the package so far. Late on Friday I spun due to an electrical problem and we decided to stop the test because there was not enough time to fix it and to do any more meaningful work."
Narain Karthikeyan and Tiago Monteiro completed Jordan's programme at the Spanish circuit, the Indian driver outpacing his Portuguese teammate by over half a second. Both men drove the team's Toyota-powered EJ15 car which made his debut last week.
Dutch driver Nicky Pastorelli made an unexpected debut with Jordan, testing the EJ15 in Karthikeyan's helmet. Pastorelli, who won the 2004 Euro 3000 Championship, made his Formula One debut with the Minardi team in January.
The Dutch driver, who is in talks with Jordan over a third driver role for 2005, covered 29 laps and finished over seven seconds behind the other Jordan drivers.
Formula One testing returns to Spain next Monday at Valencia.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Alonso Renault (M) 1:13.971 100
2. Fisichella Renault (M) 1:14.074 132
3. R.Schumacher Toyota (M) 1:16.518 51
4. Karthikeyan Jordan-Toyota (B) 1:16.999 83
5. Monteiro Jordan-Toyota (B) 1:17.560 120
6. Pastorelli Jordan-Toyota (B) 1:24.731 29[/QUOTE]
And even more strange news...
[QUOTE]McLaren boss Ron Dennis has revealed that he is making plans for his team to be ready to pull out of Formula One at the end of 2007 and make the switch to the manufacturer-led breakaway championship, if satisfactory commercial terms cannot be reached with Bernie Ecclestone.
In the wake of a presentation earlier this week from the manufacturers planning their own series for 2008, Dennis made it clear on Friday that there was no guarantee his outfit would carry on its involvement in F1 - and he revealed that plans were being made to ensure it has the choice to switch if that is deemed necessary.
"From 2008 we want to be in a position whereby we do not have to participate in F1," said Dennis, speaking at his McLaren Technology Centre. "We are trying to get ourselves in a position where we have a choice to withdraw from F1 if it is not commercially attractive to us."
With Ferrari being the only team who have so far committed to F1, the manufacturers have not let up in their plans for the breakaway series - and are offering any teams committing to its new series the promise of being treated as equals.
One of the biggest gripes among teams at the moment is of Ferrari's perceived favouritism from both the FIA and Ecclestone within F1. Dennis hinted that the 'equality' factor would be an important determinant in McLaren's eventual decision.
"We will not participate in GP racing in 2008 unless there is a level playing field," he said.
McLaren's F1 CEO Martin Whitmarsh claimed, however, that although the team could well be swayed by what was being offered by the manufacturers, he doubted that the situation will eventually result in two top level championships having to go head-to-head.
"From 2008 we want the guiding principles of the GPWC group to apply," he said. "We don't believe there will be two series and we don't believe that Ferrari will be able to go it alone in a championship racing against the GPWC teams." [/QUOTE]
| gtguy | 02-19-2005 08:49 AM |
Man, that's a distressing post, Ferg. Whitmarsh's comments are particularly distressing, because he's still in the "us against Ferrari" mode, as if Ferrari is the impediment to the teams getting a better deal from Ecclestone and the present-day Formula One setup.
Further, what the devil does "We will not participate in GP racing in 2008 unless there is a level playing field mean?" Tires? Engines? Driver aids? Or is it a fiscal thing? If that's the case, that means that he'll give McLaren's share of F1 travel money to Minardi and Jordan, and urge the other teams to do the same, in the interest of a level playing field, I presume. And McLaren, in conjunction with the other teams, will fund testing for less-wealthy teams, again in the interest of Whitmarsh's valued "level playing field."
This posturing, brinkmanship and whining is all nonsense. They are all self-interested, no more or less so than anyone else. It does get vexing when they couch it as anything else.
Kevin
Further, what the devil does "We will not participate in GP racing in 2008 unless there is a level playing field mean?" Tires? Engines? Driver aids? Or is it a fiscal thing? If that's the case, that means that he'll give McLaren's share of F1 travel money to Minardi and Jordan, and urge the other teams to do the same, in the interest of a level playing field, I presume. And McLaren, in conjunction with the other teams, will fund testing for less-wealthy teams, again in the interest of Whitmarsh's valued "level playing field."
This posturing, brinkmanship and whining is all nonsense. They are all self-interested, no more or less so than anyone else. It does get vexing when they couch it as anything else.
Kevin
| Ferg | 02-19-2005 01:22 PM |
Here's [i]some[/i] clarification on what he meant by a "level playing field"..
[QUOTE]Former World Champions McLaren say they could walk away from Formula One in 2008 if the sport is not run in a fair and transparent fashion.
Team boss Ron Dennis told reporters on Friday that his Mercedes-backed company was aiming to wean itself off financial dependence on Formula One so that it could have a choice of future action.
"I hope or wish that this company can be in a position to have the choice not to participate in Grand Prix racing in 2008," he said at the factory.
"If we can sustain the company's economic profile, we will not participate in Grand Prix racing unless there is a level playing field," he said.
"We will comply with the contract to 2007 but one of our common objectives is to put the company in that position of having choice."
Formula One's current commercial 'Concorde Agreement' expires at the end of 2007 and the sport is split between two camps in a struggle for its future.
While champions Ferrari have sided with commercial supremo Bernie Ecclestone and the governing International Automobile Federation, the sport's other five major carmakers are continuing with plans for a rival series.
The nine teams other than Ferrari are weighing up their options after the manufacturers said this week that they wanted a championship open to all on equal terms, with the bulk of the revenues distributed among them.
The existing set-up pays Ferrari a premium.
Transparency Critical
McLaren are part-owned by Mercedes, one of the founder members of the GPWC group of carmakers, and have plans for a new road-going supercar.
"If the status quo exists for Formula One cars, then we will not participate in it in 2008 if we can put ourselves in that economic position, and that is exactly what we are trying to do," said Dennis.
"Maybe we would be in other types of motor racing in other parts of the world. It's part of our heritage.
"We think that transparency is critical. We think that impartiality is critical."
Dennis said he had no quarrel with Ferrari having an extra financial recognition for their contribution to the championship.
"Ferrari are a magnificent Grand Prix team, steeped in tradition and they would most definitely be missed if they were not part of whatever the future holds for Grand Prix racing," he said.
"But they should not be put into a position which provides them with the ability to control change or receive disproportionate amounts of income compared to the other teams."
McLaren chief executive Martin Whitmarsh said it was not clear what Ferrari had agreed to after 2008, however, and doubted there would ever be two championships.
"What McLaren is looking for in 2008, whatever it's called and whether it is an FIA World Championship or a Grand Prix World Championship, is that we want those governing principles to apply," he said.
"We want fairness, we want openness, proper governance and we want it to be the pinnacle of motorsport." [/QUOTE]
[QUOTE]Former World Champions McLaren say they could walk away from Formula One in 2008 if the sport is not run in a fair and transparent fashion.
Team boss Ron Dennis told reporters on Friday that his Mercedes-backed company was aiming to wean itself off financial dependence on Formula One so that it could have a choice of future action.
"I hope or wish that this company can be in a position to have the choice not to participate in Grand Prix racing in 2008," he said at the factory.
"If we can sustain the company's economic profile, we will not participate in Grand Prix racing unless there is a level playing field," he said.
"We will comply with the contract to 2007 but one of our common objectives is to put the company in that position of having choice."
Formula One's current commercial 'Concorde Agreement' expires at the end of 2007 and the sport is split between two camps in a struggle for its future.
While champions Ferrari have sided with commercial supremo Bernie Ecclestone and the governing International Automobile Federation, the sport's other five major carmakers are continuing with plans for a rival series.
The nine teams other than Ferrari are weighing up their options after the manufacturers said this week that they wanted a championship open to all on equal terms, with the bulk of the revenues distributed among them.
The existing set-up pays Ferrari a premium.
Transparency Critical
McLaren are part-owned by Mercedes, one of the founder members of the GPWC group of carmakers, and have plans for a new road-going supercar.
"If the status quo exists for Formula One cars, then we will not participate in it in 2008 if we can put ourselves in that economic position, and that is exactly what we are trying to do," said Dennis.
"Maybe we would be in other types of motor racing in other parts of the world. It's part of our heritage.
"We think that transparency is critical. We think that impartiality is critical."
Dennis said he had no quarrel with Ferrari having an extra financial recognition for their contribution to the championship.
"Ferrari are a magnificent Grand Prix team, steeped in tradition and they would most definitely be missed if they were not part of whatever the future holds for Grand Prix racing," he said.
"But they should not be put into a position which provides them with the ability to control change or receive disproportionate amounts of income compared to the other teams."
McLaren chief executive Martin Whitmarsh said it was not clear what Ferrari had agreed to after 2008, however, and doubted there would ever be two championships.
"What McLaren is looking for in 2008, whatever it's called and whether it is an FIA World Championship or a Grand Prix World Championship, is that we want those governing principles to apply," he said.
"We want fairness, we want openness, proper governance and we want it to be the pinnacle of motorsport." [/QUOTE]
| gtguy | 02-19-2005 02:55 PM |
Thanks, Ferg...I'm still distressed, though. I wish they would just work this stuff out.
Kevin
Kevin
| johnfelstead | 02-19-2005 07:26 PM |
It's inevitable when you have the comercial rights holder taking significantly more money than all the teams combined, and one team is recieving more money than the others, irespective of results, for the other teams to eventually say, woh there cowboy, thats not right.
Now the big manufacturers are involved and spending huge sums of money, they are not going to accept the status quo that has been around for the last 30 years, it's time for change otherwise the series is doomed to implode as the big manufacturers walk away.
Now the big manufacturers are involved and spending huge sums of money, they are not going to accept the status quo that has been around for the last 30 years, it's time for change otherwise the series is doomed to implode as the big manufacturers walk away.
| gtguy | 02-19-2005 08:31 PM |
[QUOTE=johnfelstead]It's inevitable when you have the comercial rights holder taking significantly more money than all the teams combined, and one team is recieving more money than the others, irespective of results, for the other teams to eventually say, woh there cowboy, thats not right.
Now the big manufacturers are involved and spending huge sums of money, they are not going to accept the status quo that has been around for the last 30 years, it's time for change otherwise the series is doomed to implode as the big manufacturers walk away.[/QUOTE]
Oh I know, John...it's just that us U.S. open-wheel fans had to watch IndyCar do the same sort of implosion that is threatening F1, and the sport still hasn't recovered, and probably never will. The last year that CART (as an Indy Car event) was at Road America, a race that I used to love going to, it drew a quarter-million fans. It was crazy there. The year after the schism I went, and announced attendance was, IIRC, about 75,000. All I know it that it was a LOT easier getting out and getting to the highway than it was the year before.
I would hate to see the same thing happen to F1. Seems to me that F1 needs to decide if it's a collective or a free market enterprise, similar to trade unions. I've worked in a union shop, where wages are published, and correspond to a scale. It's equitable, you're paid according to experience, and everyone knows what you make. Now, I work in a "free market" shop, where nobody knows what anyone makes, and salaries are all over the place. Some people find it outrageous when they discover that someone is making significantly more money than they are, for doing the same job. Others shrug their shoulders and say that's life.
I know that it's the teams and drivers livelihoods, just as it is for us journalists. I just hope that they recognize the point where the gun is pointed at their own foot. Hockey in this country misjudged things by a bit.
Kevin
Now the big manufacturers are involved and spending huge sums of money, they are not going to accept the status quo that has been around for the last 30 years, it's time for change otherwise the series is doomed to implode as the big manufacturers walk away.[/QUOTE]
Oh I know, John...it's just that us U.S. open-wheel fans had to watch IndyCar do the same sort of implosion that is threatening F1, and the sport still hasn't recovered, and probably never will. The last year that CART (as an Indy Car event) was at Road America, a race that I used to love going to, it drew a quarter-million fans. It was crazy there. The year after the schism I went, and announced attendance was, IIRC, about 75,000. All I know it that it was a LOT easier getting out and getting to the highway than it was the year before.
I would hate to see the same thing happen to F1. Seems to me that F1 needs to decide if it's a collective or a free market enterprise, similar to trade unions. I've worked in a union shop, where wages are published, and correspond to a scale. It's equitable, you're paid according to experience, and everyone knows what you make. Now, I work in a "free market" shop, where nobody knows what anyone makes, and salaries are all over the place. Some people find it outrageous when they discover that someone is making significantly more money than they are, for doing the same job. Others shrug their shoulders and say that's life.
I know that it's the teams and drivers livelihoods, just as it is for us journalists. I just hope that they recognize the point where the gun is pointed at their own foot. Hockey in this country misjudged things by a bit.
Kevin
| Ferg | 02-21-2005 09:46 AM |
More fun...
[QUOTE]Sauber Join GPWC Series Plans
Monday February 21st, 2005
By Jonathan Noble
The manufacturers planning their own breakaway championship from the start of 2008 have received another major boost, with the independent team Sauber agreeing to join the current plans being made for the series.
Sauber were one of three teams, the others being Jordan and Red Bull Racing, who went away from last week's presentation by the manufacturers to nine F1 teams needing time to consider their position. At the meeting six teams, Williams, McLaren, BAR, Renault, Toyota and Minardi, instantly signed-up to the Memorandum of Understanding.
This MOU is based on a document called 'Governing Principles for Grand Prix Motor Racing' which was agreed between the five manufacturers backing the series at an earlier meeting. This document outlines several doctrines that the manufacturers want the future top-level single seater category to adhere to.
A Sauber spokesman told Autosport.com: "It's true. We have signed up with the Memorandum of Understanding."
Although the support of seven teams will be welcomed by the manufacturers, it does not mean that any of these outfits will definitely commit to the series from the start of 2008. They will still need to be completely convinced that it is the best way forward for them � with F1 supremo Bernie Ecclestone almost certainly likely to come back with fresh financial offers to tempt teams to sign up to F1.
Such support could grow this week, however, with representatives of the teams due to meet to start planning new regulations for the series. It is also thought that the formerly named 'GPWC' will also be dissolved, to be replaced by a new company that has been created in association with the newly joined Japanese carmakers Toyota and Honda.
Only last week, McLaren boss Ron Dennis made it clear that he wanted his team to be in a position so that they would be ready to pull out of F1 and switch to the manufacturer series for 2008 if he felt it was the right thing to do.
"From 2008 we want to be in a position whereby we do not have to participate in F1," said Dennis, speaking at his McLaren Technology Centre. "We are trying to get ourselves in a position where we have a choice to withdraw from F1 if it is not commercially attractive to us."
Sauber's decision also provides further evidence that the team are no longer politically linked with Ferrari, even though they run the Italian manufacturers' customer engines. Ferrari are currently alone in having committed to F1 until the end of 2012. [/QUOTE]
12 days to go.
[QUOTE]Sauber Join GPWC Series Plans
Monday February 21st, 2005
By Jonathan Noble
The manufacturers planning their own breakaway championship from the start of 2008 have received another major boost, with the independent team Sauber agreeing to join the current plans being made for the series.
Sauber were one of three teams, the others being Jordan and Red Bull Racing, who went away from last week's presentation by the manufacturers to nine F1 teams needing time to consider their position. At the meeting six teams, Williams, McLaren, BAR, Renault, Toyota and Minardi, instantly signed-up to the Memorandum of Understanding.
This MOU is based on a document called 'Governing Principles for Grand Prix Motor Racing' which was agreed between the five manufacturers backing the series at an earlier meeting. This document outlines several doctrines that the manufacturers want the future top-level single seater category to adhere to.
A Sauber spokesman told Autosport.com: "It's true. We have signed up with the Memorandum of Understanding."
Although the support of seven teams will be welcomed by the manufacturers, it does not mean that any of these outfits will definitely commit to the series from the start of 2008. They will still need to be completely convinced that it is the best way forward for them � with F1 supremo Bernie Ecclestone almost certainly likely to come back with fresh financial offers to tempt teams to sign up to F1.
Such support could grow this week, however, with representatives of the teams due to meet to start planning new regulations for the series. It is also thought that the formerly named 'GPWC' will also be dissolved, to be replaced by a new company that has been created in association with the newly joined Japanese carmakers Toyota and Honda.
Only last week, McLaren boss Ron Dennis made it clear that he wanted his team to be in a position so that they would be ready to pull out of F1 and switch to the manufacturer series for 2008 if he felt it was the right thing to do.
"From 2008 we want to be in a position whereby we do not have to participate in F1," said Dennis, speaking at his McLaren Technology Centre. "We are trying to get ourselves in a position where we have a choice to withdraw from F1 if it is not commercially attractive to us."
Sauber's decision also provides further evidence that the team are no longer politically linked with Ferrari, even though they run the Italian manufacturers' customer engines. Ferrari are currently alone in having committed to F1 until the end of 2012. [/QUOTE]
12 days to go.
| Ferg | 02-22-2005 09:10 PM |
Latest testing news.
[QUOTE]Australian Mark Webber completed on Tuesday his final day of work before the season opening race in Melbourne with the quickest time on the second day of testing at Valencia.
The Williams driver, at the wheel of the FW27, had a productive and trouble-free day, covering a massive 154 laps, which made him the busiest man on track. Webber finished nearly a whole second in front of Toyota's Ralf Schumacher, driving the TF105.
World Champion Michael Schumacher completed a race simulation, driving the Ferrari F2004M.
The German driver caused the session's only red flag when he spun off without consequences at the second corner. Schumacher's teammate Rubens Barrichello was fourth fastest in the second F2004M.
The BAR-Honda team joined the Valencia test with Takuma Sato debuting a new 007 chassis. The Japanese driver, in his team's final test before the Australian Grand Prix, finished the day over three seconds off Webber's pace.
McLaren's test drivers Pedro de la Rosa and Alexander Wurz were at Valencia but did not test as the weather allowed Juan Pablo Montoya and Kimi Raikkonen to work at Silverstone.
Testing resumes tomorrow.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Webber Williams-BMW (M) 1:10.087 154
2. R.Schumacher Toyota (M) 1:11.005 64
3. M.Schumacher Ferrari (B) 1:11.490 142
4. Barrichello Ferrari (B) 1:12.154 64
5. Sato BAR-Honda (M) 1:13.252 82
All Timing Unofficial[/QUOTE]
[QUOTE]Australian Mark Webber completed on Tuesday his final day of work before the season opening race in Melbourne with the quickest time on the second day of testing at Valencia.
The Williams driver, at the wheel of the FW27, had a productive and trouble-free day, covering a massive 154 laps, which made him the busiest man on track. Webber finished nearly a whole second in front of Toyota's Ralf Schumacher, driving the TF105.
World Champion Michael Schumacher completed a race simulation, driving the Ferrari F2004M.
The German driver caused the session's only red flag when he spun off without consequences at the second corner. Schumacher's teammate Rubens Barrichello was fourth fastest in the second F2004M.
The BAR-Honda team joined the Valencia test with Takuma Sato debuting a new 007 chassis. The Japanese driver, in his team's final test before the Australian Grand Prix, finished the day over three seconds off Webber's pace.
McLaren's test drivers Pedro de la Rosa and Alexander Wurz were at Valencia but did not test as the weather allowed Juan Pablo Montoya and Kimi Raikkonen to work at Silverstone.
Testing resumes tomorrow.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Webber Williams-BMW (M) 1:10.087 154
2. R.Schumacher Toyota (M) 1:11.005 64
3. M.Schumacher Ferrari (B) 1:11.490 142
4. Barrichello Ferrari (B) 1:12.154 64
5. Sato BAR-Honda (M) 1:13.252 82
All Timing Unofficial[/QUOTE]
| gtguy | 02-23-2005 02:30 PM |
Oooh! My turn! My turn! (Even though this is pretty much in the duh category.)
Oh, does anyone know why McLaren is running the 19/B so much, instead of the current car?
Schumacher fastest in the rain
Valencia - Wednesday - Testing
Ferrari set the pace today on a wet Valencia circuit. The two Bridgestone-equipped F2004 M finished at the top of the time sheets, Michael Schumacher significantly faster than his team-mate Rubens Barrichello, who completed only 14 laps in total.
Behind the Ferrari drivers is the McLaren MP4-19B of Pedro de la Rosa and the Williams FW27 of Nick Heidfeld, both cars on Michelin tyres.
Jenson Button, Ralf Schumacher and Alex Wurz covered a few laps, without any official lap times.
Valencia - 23/02/05
1. M. Schumacher - Ferrari F2004M - 1'21"766 (+0"000) - 58 laps
2. R. Barrichello - Ferrari F2004M - 1'23"686 (+1"920) - 14 laps
3. P. de la Rosa - McLaren Mercedes MP4/19B - 1'24"309 (+2"543) - 18 laps
4. N. Heidfeld - BMW Williams FW27 - 1'26"582 (+4"816) - 61 laps
Hugo GIGUERE
� CAPSIS International
Oh, does anyone know why McLaren is running the 19/B so much, instead of the current car?
Schumacher fastest in the rain
Valencia - Wednesday - Testing
Ferrari set the pace today on a wet Valencia circuit. The two Bridgestone-equipped F2004 M finished at the top of the time sheets, Michael Schumacher significantly faster than his team-mate Rubens Barrichello, who completed only 14 laps in total.
Behind the Ferrari drivers is the McLaren MP4-19B of Pedro de la Rosa and the Williams FW27 of Nick Heidfeld, both cars on Michelin tyres.
Jenson Button, Ralf Schumacher and Alex Wurz covered a few laps, without any official lap times.
Valencia - 23/02/05
1. M. Schumacher - Ferrari F2004M - 1'21"766 (+0"000) - 58 laps
2. R. Barrichello - Ferrari F2004M - 1'23"686 (+1"920) - 14 laps
3. P. de la Rosa - McLaren Mercedes MP4/19B - 1'24"309 (+2"543) - 18 laps
4. N. Heidfeld - BMW Williams FW27 - 1'26"582 (+4"816) - 61 laps
Hugo GIGUERE
� CAPSIS International
| Dussander | 02-23-2005 03:15 PM |
Probably because they don't want to damage one of the (3?) MP4:20s they have. If they are just testing tires or something, they can use the 19B instead. IE, they learned from Kimi's off.
| artkevin | 02-23-2005 03:51 PM |
I have not heard anyone mention that the GPWC sounds a hell of a lot like the Indy/ CART split from a decade or so ago. I don't think either series had really done itself a favour by splitting up. CHAMP cars are on the rise again and it looks as though Indy is on a bit of a slide but they would be a lot stronger as one group. I hope F1 doesn't travel the same path.
| Ferg | 02-24-2005 10:05 AM |
Schumacher speaks about the upcoming season...
[QUOTE]World champion Michael Schumacher is bracing himself for an ultra-tough start to his title defence, but has warned his rivals that even if Ferrari stumbles at the Australian Grand Prix there will be no panic because all he is thinking about is ending the season on top.
Ferrari's pre-season build-up with its modified F2004M has been far from spectacular, with most paddock experts convinced that Renault and McLaren are currently the teams to beat, but no-one yet knows about just how good Ferrari's 2005 challenger will be.
The Maranello-based outfit is due to launch its F2005 on Friday and some teams are fearful that if Ferrari does not lose too much ground in the world championship points table at the start of the season, then the late introduction of the car could be enough to haul it to the front by the end of the campaign.
Speaking to autosport.com during this week's final pre-season test at Valencia in Spain, which was affected by bad weather, Schumacher made it clear that he was not heading to Australia duly worried about Ferrari's potential � especially during a campaign that features a record 19-races.
�I am looking forward to Melbourne,� he said. �We know we have the M-car, we know we have to compromise and it is not going to be an easy task � but it is not at all disastrous.
�In fact, I am quite confident. It is a long season so you have to see it more tactically. There are 19 races so there are bound to be some where we will not be so good, but there will be those where we are good. I am only thinking about the championship.�
Although Ferrari's final pre-season test at Valencia did not bring the kind of spectacular results that happened at Imola 12 months ago, when Schumacher blew away the opposition with Bridgestone's latest rubber, there is certainly no hint of panic.
In fact, the poor weather at Valencia this week has hampered his rivals just as much � and he has been encouraged that some British teams hoping to test new components at Silverstone were forced to abandon their runs because of snow � as did Sauber at Imola.
"Our last three days of testing before we leave for Melbourne are over and we are basically quite pleased with the results,� he said. �The weather circumstances were quite difficult due to the strong winds, but nevertheless we were able to do quite a bit of driving and collect a lot of data and useful information.
�Of course it would have been ideal if it hadn't rained, but we can't complain, considering the weather the other teams had to deal with at Silverstone and Imola.�[/QUOTE]
[QUOTE]World champion Michael Schumacher is bracing himself for an ultra-tough start to his title defence, but has warned his rivals that even if Ferrari stumbles at the Australian Grand Prix there will be no panic because all he is thinking about is ending the season on top.
Ferrari's pre-season build-up with its modified F2004M has been far from spectacular, with most paddock experts convinced that Renault and McLaren are currently the teams to beat, but no-one yet knows about just how good Ferrari's 2005 challenger will be.
The Maranello-based outfit is due to launch its F2005 on Friday and some teams are fearful that if Ferrari does not lose too much ground in the world championship points table at the start of the season, then the late introduction of the car could be enough to haul it to the front by the end of the campaign.
Speaking to autosport.com during this week's final pre-season test at Valencia in Spain, which was affected by bad weather, Schumacher made it clear that he was not heading to Australia duly worried about Ferrari's potential � especially during a campaign that features a record 19-races.
�I am looking forward to Melbourne,� he said. �We know we have the M-car, we know we have to compromise and it is not going to be an easy task � but it is not at all disastrous.
�In fact, I am quite confident. It is a long season so you have to see it more tactically. There are 19 races so there are bound to be some where we will not be so good, but there will be those where we are good. I am only thinking about the championship.�
Although Ferrari's final pre-season test at Valencia did not bring the kind of spectacular results that happened at Imola 12 months ago, when Schumacher blew away the opposition with Bridgestone's latest rubber, there is certainly no hint of panic.
In fact, the poor weather at Valencia this week has hampered his rivals just as much � and he has been encouraged that some British teams hoping to test new components at Silverstone were forced to abandon their runs because of snow � as did Sauber at Imola.
"Our last three days of testing before we leave for Melbourne are over and we are basically quite pleased with the results,� he said. �The weather circumstances were quite difficult due to the strong winds, but nevertheless we were able to do quite a bit of driving and collect a lot of data and useful information.
�Of course it would have been ideal if it hadn't rained, but we can't complain, considering the weather the other teams had to deal with at Silverstone and Imola.�[/QUOTE]
| artkevin | 02-24-2005 11:07 AM |
1 week to go before we can see the cars on track in anger. All the politcis and positioning be damned. Fast cars going fast next Thursday night!
| Dussander | 02-24-2005 01:16 PM |
Hum, I better buy my supply for watching. I like to drink F1 brands. I better get some Warsteiner and Johnny Walker as I root for McLaren. :)
| Ferg | 02-24-2005 09:45 PM |
Last bit of testing before the red lights go out in Melbourne in 9 days..
[QUOTE]Formula One's pre-season testing came to an end on Thursday as three teams completed their work at the Valencia circuit in Spain.
BAR, Williams and Toyota were again in action at the Spanish circuit, where the rain once more hampered the teams' progress. Briton Jenson Button finished on top of the times with the Honda-powered BAR 007, completing a best lap of 1:20.288 as he focused of wet tyres testing.
Button was over a second quicker than German Nick Heidfeld in the Williams FW27. Button and Heidfeld caused the only two red flags of the day after their cars suffered apparent mechanical problems and stopped on track.
Italian Jarno Trulli took over from Toyota teammate Ralf Schumacher to complete the Japanese squad's preparations for the season opening Australian Grand Prix. Trulli covered just 33 laps and finished over two seconds behind Button.
The season starts next week in Melbourne.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Button BAR-Honda (M) 1:20.288 87
2. Heidfeld Williams-BMW (M) 1:21.606 68
3. Trulli Toyota (M) 1:22.303 33
All Timing Unofficial
[/QUOTE]
I'll post up AtlasF1's big 2005 preview if anyone wants me too..it's long and only for the hardcore.
[QUOTE]Formula One's pre-season testing came to an end on Thursday as three teams completed their work at the Valencia circuit in Spain.
BAR, Williams and Toyota were again in action at the Spanish circuit, where the rain once more hampered the teams' progress. Briton Jenson Button finished on top of the times with the Honda-powered BAR 007, completing a best lap of 1:20.288 as he focused of wet tyres testing.
Button was over a second quicker than German Nick Heidfeld in the Williams FW27. Button and Heidfeld caused the only two red flags of the day after their cars suffered apparent mechanical problems and stopped on track.
Italian Jarno Trulli took over from Toyota teammate Ralf Schumacher to complete the Japanese squad's preparations for the season opening Australian Grand Prix. Trulli covered just 33 laps and finished over two seconds behind Button.
The season starts next week in Melbourne.
Today's times:
Pos Driver Team-Engine Tyres Time Laps
1. Button BAR-Honda (M) 1:20.288 87
2. Heidfeld Williams-BMW (M) 1:21.606 68
3. Trulli Toyota (M) 1:22.303 33
All Timing Unofficial
[/QUOTE]
I'll post up AtlasF1's big 2005 preview if anyone wants me too..it's long and only for the hardcore.
| Ferg | 02-24-2005 10:02 PM |
Oh, and I'll make my prediction for Melbourne...Giancarlo Fisichella for the win. :D
| sbomm | 02-24-2005 10:03 PM |
I'd like to read it
| Ferg | 02-24-2005 10:19 PM |
That's enough for me. Here you guys go.
First up is the Driver's Preview...
[QUOTE]1. Michael Schumacher
Age: 36
GP Starts: 211
Wins: 83
Pole Positions: 63
WDC Points: 1186
WDC Titles: 7
10th season at Ferrari
After a run of five straight WDC titles, Michael Schumacher tackles the 2005 season with nothing to prove, little left to gain and an awful lot to lose. The new technical regulations and qualifying format won't faze Schumacher in the least. Over his 14-year career, he's learnt to adapt to a huge range of car specifications and traction levels. The real question is not whether Schumacher can still deliver - he's proved that beyond doubt - but whether Ferrari and Bridgestone can still keep ahead of the field. If they can keep their performance within striking distance of the best in the field, Schumacher will do the rest.
2. Rubens Barrichello
Age: 32
GP Starts: 195
Wins: 9
Pole Positions: 13
WDC Points: 451
WDC Titles: 0
6th season at Ferrari
Barrichello starts his sixth season as Michael Schumacher's Ferrari teammate and there's no reason to believe that the status quo at Ferrari will change. For Barrichello, that means WDC points accumulation and the vain hope that his team leader will be plagued by unreliability, promoting the Brazilian into the unlikely position of Championship frontrunner. It is not an approach that has succeeded in any other season for Barrichello, not least because the Ferrari has been developed into the most reliable F1 car in history. However, with Schumacher as a teammate and the current team structure at Ferrari, it's the best that Barrichello can hope for.
3. Jenson Button
Age: 25
GP Starts: 84
Wins: 0
Pole Positions: 1
WDC Points: 130
WDC Titles: 0
3rd season at BAR
Despite the upheaval of former team boss David Richards' departure during the off-season, BAR look well settled in driver terms. For the first time in his career, Jenson Button wasn't paired with an intimidating teammate in 2004, and used the opportunity to develop into a fine and consistent performer. This year, he'll enjoy the luxury of being the team's clear leader and Championship hopeful again. However, that must be balanced with the growing team and personal pressure on Button to claim his maiden win. Ten 2005 drivers, fully half the field, are GP winners. It's not a particularly exclusive club, nor one that Button will want to be excluded from for much longer. Another winless season could be disastrous for the Englishman's development and Championship credentials.
4. Takuma Sato
Age:
GP Starts: 28
Wins: 0
Pole Positions: 0
WDC Points: 39
WDC Titles: 0
2nd season at BAR
BAR had good reason to be pleased with the development of both their drivers during 2004. Sato suffered an abysmal start to the season, marked by frequent engine failures and his tendency to over-drive. During the second half of the season, Jenson Button's smooth and unruffled style seemed to rub off on Sato. Although he lost some pace, he was at least making it to the finish and raking in precious constructors' points for the team. With his newfound ability to keep it on the tarmac for the full race distance, Sato should show another year of promising development.
5. Fernando Alonso
Age: 23
GP Starts: 50
Wins: 1
Pole Positions: 3
WDC Points: 114
WDC Titles: 0
3rd season at Renault
Yet another entertaining internal tussle emerges at Renault, with veteran Giancarlo Fisichella hoping to establish himself and unsettle the team's rising franchise star, Fernando Alonso. For most of 2004, Alonso trailed his more experienced teammate, Italian Jarno Trulli. By mid-season, the gap between the two was 16 points and Alonso only managed to overhaul Trulli once the Italian had fallen out of favour with Renault. Fisichella is likely to prove equally tough and there is also the burden of increased team expectations following very promising pre-season testing runs. Alonso has been prone to occasional costly qualifying errors, a weak link that he will want to address during 2005.
6. Giancarlo Fisichella
Age: 32
GP Starts: 141
Wins: 1
Pole Positions: 1
WDC Points: 116
WDC Titles: 0
1st season at Renault
Like Williams' Nick Heidfeld, Fisichella finds himself with a rare opportunity to re-establish his career after years running with the minnows down the field. Fisichella remains something of an unknown quantity, even after eight years in the sport. His ability to wring the maximum out of an underperforming car is well known, as witnessed by the 2001 season when he comprehensively outclassed Jenson Button at Benetton. It's still unclear how well the Italian will perform in a potentially race-winning car. If the 2005 Renault is anything like as good as testing times suggest, we'll get a definitive answer in 2005.
7. Mark Webber
Age: 28
GP Starts: 50
Wins: 0
Pole Positions: 0
WDC Points: 26
WDC Titles: 0
1st season with Williams
The 2005 season will feature an array of fascinating new teammate match-ups, starting with Williams-BMW. Since debuting at his home Grand Prix in 2002, Australian Mark Webber has driven roughshod over the 'potential champion' credentials of a succession of moderately talented teammates. In 2005, Webber will get his first genuinely testing stablemate in Nick Heidfeld and, although Webber has been clearly identified as a probable franchise driver for Williams, Heidfeld should prove a handful. The Williams will also be the first genuinely competitive car that Webber has enjoyed, although perhaps not yet competitive enough to put him in the frame of potential season champions. Whatever happens, the F1 world will have a far more accurate benchmark of Webber's true capabilities by the end of the year.
8. Nick Heidfeld
Age: 27
GP Starts: 84
Wins: 0
Pole Positions: 0
WDC Points: 28
WDC Titles: 0
1st season at Williams
If the upgrade to Williams comes as a deserved boost for Mark Webber's talent, it's a positive career-saver for Nick Heidfeld. Even if the Williams doesn't live up to the potential of its race-winning heritage, it will still be a huge improvement on the dismal Jordan that the German had to endure in 2004. Of the Williams pairing, Webber is likely to be more concerned about the internal teammate battle. Heidfeld will be looking to beat Kimi Raikkonen's McLaren, the drive that he felt should have been his from the start.
9. Kimi Raikkonen
Age: 25
GP Starts: 67
Wins: 2
Pole Positions: 3
WDC Points: 169
WDC Titles: 0
4th season at McLaren
The most explosive (and possibly most bitter) of the new teammate pairings will be at McLaren. Kimi Raikkonen has not yet reached Alain Prost's level of effortless efficiency and Juan Pablo Montoya is some way shy of Ayrton Senna's fierce intensity. Yet the partnership offers the same blend of Euro coolness versus South American passion. Raikkonen has developed an almost bullet-proof lack of concern about his teammate's fortunes and seems entirely focused on his own racing. It's unlikely that the Finn will indulge those fans who wish to see heated in-fighting at McLaren this season. Instead, he'll be aiming to work himself into the same mid-season position as he enjoyed in 2003 - leading the Championship pack and putting the catch-up pressure squarely on Michael Schumacher.
10. Juan Pablo Montoya
Age: 29
GP Starts: 68
Wins: 4
Pole Positions: 11
WDC Points: 221
WDC Titles: 0
1st season at McLaren
Paired with the occasionally inconsistent Ralf Schumacher at Williams, Montoya could afford the luxury of several below-par performances each season. During the latter two-thirds of the 2003 season, he sustained a sequence of remarkably consistent and competitive races. If he is to oust Kimi Raikkonen as the McLaren champion elect, Montoya will have to repeat that level of form and consistency. Contrary to the expectations of teammate fireworks at McLaren, Montoya may well adopt the same approach as Raikkonen and treat his team-mate with studied indifference.
11. Felipe Massa
Age: 23
GP Starts: 34
Wins: 0
Pole Positions: 0
WDC Points: 16
WDC Titles: 0
2nd season with Sauber
The Brazilian certainly has the most distinctive and individualistic style in F1, although it's debatable whether this can be considered a compliment or not. Massa will undoubtedly develop during 2005 - the only question is which direction he'll take. As the first of the 'lower division' teams, Sauber don't have realistic winning expectations going into 2005. That will allow Massa some measure of freedom to continue going for broke, which in turn will result in a season of cameos and memorable moments. If he can ensure that a good proportion of those moments entail outpacing teammate Jacques Villeneuve, then Massa's stock will rise.
12. Jacques Villeneuve
Age: 33
GP Starts: 133
Wins: 11
Pole Positions: 13
WDC Points: 219
WDC Titles: 1
1st season with Sauber
After his acrimonious split with BAR before Japan 2003 and almost a year of inactivity, Villeneuve was very disappointing in his return for Renault late in 2004. It was unfair to expect Villeneuve to be on Fernando Alonso's pace in an unfamiliar car, but even he was surprised by his lack of pace. If Villeneuve could afford a year of career rebuilding, then 2005 could be approached from that angle. But, unless he impresses right from the season opener, Villeneuve's star will continue to wane. Adding to the pressure, he has Felipe Massa as a teammate. While not universally highly-rated, Massa is capable of surprising speed.
14. David Coulthard
Age: 33
GP Starts: 175
Wins: 13
Pole Positions: 12
WDC Points: 475
WDC Titles: 0
1st season at Red Bull
For the first time in his 11-year career, David Coulthard will start the year in a car that is not even expected to score a podium finish all season, let alone a win. On the one hand, Coulthard's demotion from the top tier of teams probably spells the end of his unfulfilled Championship aspirations. On the other hand, Coulthard will not have the burden of winning expectations nor a highly-rated teammate to compete against. Without these pressures, the Scot may rediscover his best form and race to an unusually high standard this year. While he has never achieved his full potential, it's worth noting that Coulthard has won more GP than any other driver in the field with the obvious exception of Michael Schumacher. Coulthard won't add to that win tally, but he may prove a canny investment for his new employer.
15. Christian Klien
Age: 22
GP Starts: 18
Wins: 0
Pole Positions: 0
WDC Points: 3
WDC Titles: 0
1st season with Red Bull
Klien's first full season in F1 was more about survival than performance, and the trend continues. He did just enough to avoid being swamped by 2004 Jaguar teammate Mark Webber, and only secured his Red Bull seat at the proverbial eleventh hour. The team will rightfully focus their efforts on team leader David Coulthard this year. But, with extremely keen competition for every seat in F1, Klien will still need to show more than he did during 2004 to secure a longer-term future in the formula. If he fails, even just at the season opener in Australia, Red Bull may hand the second drive to current third car driver Vitantonio Liuzzi. Klien is renowned as a very self-assured driver, a character trait he'll need in abundance this year.
16. Ralf Schumacher
Age: 29
GP Starts: 127
Wins: 6
Pole Positions: 5
WDC Points: 259
WDC Titles: 0
1st season at Toyota
The last of the intriguing new team partnerships is at Toyota, who are hoping that new signings Ralf Schumacher and Jarno Trulli can provide at least some of the missing pieces in the F1 success puzzle. Having spent six moderately successful years at Williams, the younger Schumacher may struggle to transition to a new team with a different mindset and operational style. For a driver like Schumacher, who seems dependent on a comfortable and supportive environment to deliver his best, Toyota's high ambitions and lack of patience could prove unsettling. Schumacher has scored at least one podium finish in each of his eight years in F1. Continuing that run in 2005 might, in itself, be enough to establish him firmly in the team's future plans.
17. Jarno Trulli
Age: 30
GP Starts: 128
Wins: 1
Pole Positions: 2
WDC Points: 117
WDC Titles: 0
1st season at Toyota
Trulli's 2004 effort with Renault was easily his best season ever, bringing an unprecedented haul of 46 WDC points and the all-important maiden GP win at Monaco. Trulli's relationship with Renault eventually turned sour, leading to a bitter split late in the year. Nevertheless, the Italian will feel buoyant heading into 2005. He has put the 'qualifying specialist, so-so racer' tag behind him, and upstaged Fernando Alonso for the first half of last season. Even though his first few races with Toyota failed to deliver any points, Trulli proved immediately quicker than drivers who had far more miles in the car. If Trulli can perform creditably against Ralf Schumacher (and there's no reason why he shouldn't), he could become a fixture at Toyota.[/QUOTE]
First up is the Driver's Preview...
[QUOTE]1. Michael Schumacher
Age: 36
GP Starts: 211
Wins: 83
Pole Positions: 63
WDC Points: 1186
WDC Titles: 7
10th season at Ferrari
After a run of five straight WDC titles, Michael Schumacher tackles the 2005 season with nothing to prove, little left to gain and an awful lot to lose. The new technical regulations and qualifying format won't faze Schumacher in the least. Over his 14-year career, he's learnt to adapt to a huge range of car specifications and traction levels. The real question is not whether Schumacher can still deliver - he's proved that beyond doubt - but whether Ferrari and Bridgestone can still keep ahead of the field. If they can keep their performance within striking distance of the best in the field, Schumacher will do the rest.
2. Rubens Barrichello
Age: 32
GP Starts: 195
Wins: 9
Pole Positions: 13
WDC Points: 451
WDC Titles: 0
6th season at Ferrari
Barrichello starts his sixth season as Michael Schumacher's Ferrari teammate and there's no reason to believe that the status quo at Ferrari will change. For Barrichello, that means WDC points accumulation and the vain hope that his team leader will be plagued by unreliability, promoting the Brazilian into the unlikely position of Championship frontrunner. It is not an approach that has succeeded in any other season for Barrichello, not least because the Ferrari has been developed into the most reliable F1 car in history. However, with Schumacher as a teammate and the current team structure at Ferrari, it's the best that Barrichello can hope for.
3. Jenson Button
Age: 25
GP Starts: 84
Wins: 0
Pole Positions: 1
WDC Points: 130
WDC Titles: 0
3rd season at BAR
Despite the upheaval of former team boss David Richards' departure during the off-season, BAR look well settled in driver terms. For the first time in his career, Jenson Button wasn't paired with an intimidating teammate in 2004, and used the opportunity to develop into a fine and consistent performer. This year, he'll enjoy the luxury of being the team's clear leader and Championship hopeful again. However, that must be balanced with the growing team and personal pressure on Button to claim his maiden win. Ten 2005 drivers, fully half the field, are GP winners. It's not a particularly exclusive club, nor one that Button will want to be excluded from for much longer. Another winless season could be disastrous for the Englishman's development and Championship credentials.
4. Takuma Sato
Age:
GP Starts: 28
Wins: 0
Pole Positions: 0
WDC Points: 39
WDC Titles: 0
2nd season at BAR
BAR had good reason to be pleased with the development of both their drivers during 2004. Sato suffered an abysmal start to the season, marked by frequent engine failures and his tendency to over-drive. During the second half of the season, Jenson Button's smooth and unruffled style seemed to rub off on Sato. Although he lost some pace, he was at least making it to the finish and raking in precious constructors' points for the team. With his newfound ability to keep it on the tarmac for the full race distance, Sato should show another year of promising development.
5. Fernando Alonso
Age: 23
GP Starts: 50
Wins: 1
Pole Positions: 3
WDC Points: 114
WDC Titles: 0
3rd season at Renault
Yet another entertaining internal tussle emerges at Renault, with veteran Giancarlo Fisichella hoping to establish himself and unsettle the team's rising franchise star, Fernando Alonso. For most of 2004, Alonso trailed his more experienced teammate, Italian Jarno Trulli. By mid-season, the gap between the two was 16 points and Alonso only managed to overhaul Trulli once the Italian had fallen out of favour with Renault. Fisichella is likely to prove equally tough and there is also the burden of increased team expectations following very promising pre-season testing runs. Alonso has been prone to occasional costly qualifying errors, a weak link that he will want to address during 2005.
6. Giancarlo Fisichella
Age: 32
GP Starts: 141
Wins: 1
Pole Positions: 1
WDC Points: 116
WDC Titles: 0
1st season at Renault
Like Williams' Nick Heidfeld, Fisichella finds himself with a rare opportunity to re-establish his career after years running with the minnows down the field. Fisichella remains something of an unknown quantity, even after eight years in the sport. His ability to wring the maximum out of an underperforming car is well known, as witnessed by the 2001 season when he comprehensively outclassed Jenson Button at Benetton. It's still unclear how well the Italian will perform in a potentially race-winning car. If the 2005 Renault is anything like as good as testing times suggest, we'll get a definitive answer in 2005.
7. Mark Webber
Age: 28
GP Starts: 50
Wins: 0
Pole Positions: 0
WDC Points: 26
WDC Titles: 0
1st season with Williams
The 2005 season will feature an array of fascinating new teammate match-ups, starting with Williams-BMW. Since debuting at his home Grand Prix in 2002, Australian Mark Webber has driven roughshod over the 'potential champion' credentials of a succession of moderately talented teammates. In 2005, Webber will get his first genuinely testing stablemate in Nick Heidfeld and, although Webber has been clearly identified as a probable franchise driver for Williams, Heidfeld should prove a handful. The Williams will also be the first genuinely competitive car that Webber has enjoyed, although perhaps not yet competitive enough to put him in the frame of potential season champions. Whatever happens, the F1 world will have a far more accurate benchmark of Webber's true capabilities by the end of the year.
8. Nick Heidfeld
Age: 27
GP Starts: 84
Wins: 0
Pole Positions: 0
WDC Points: 28
WDC Titles: 0
1st season at Williams
If the upgrade to Williams comes as a deserved boost for Mark Webber's talent, it's a positive career-saver for Nick Heidfeld. Even if the Williams doesn't live up to the potential of its race-winning heritage, it will still be a huge improvement on the dismal Jordan that the German had to endure in 2004. Of the Williams pairing, Webber is likely to be more concerned about the internal teammate battle. Heidfeld will be looking to beat Kimi Raikkonen's McLaren, the drive that he felt should have been his from the start.
9. Kimi Raikkonen
Age: 25
GP Starts: 67
Wins: 2
Pole Positions: 3
WDC Points: 169
WDC Titles: 0
4th season at McLaren
The most explosive (and possibly most bitter) of the new teammate pairings will be at McLaren. Kimi Raikkonen has not yet reached Alain Prost's level of effortless efficiency and Juan Pablo Montoya is some way shy of Ayrton Senna's fierce intensity. Yet the partnership offers the same blend of Euro coolness versus South American passion. Raikkonen has developed an almost bullet-proof lack of concern about his teammate's fortunes and seems entirely focused on his own racing. It's unlikely that the Finn will indulge those fans who wish to see heated in-fighting at McLaren this season. Instead, he'll be aiming to work himself into the same mid-season position as he enjoyed in 2003 - leading the Championship pack and putting the catch-up pressure squarely on Michael Schumacher.
10. Juan Pablo Montoya
Age: 29
GP Starts: 68
Wins: 4
Pole Positions: 11
WDC Points: 221
WDC Titles: 0
1st season at McLaren
Paired with the occasionally inconsistent Ralf Schumacher at Williams, Montoya could afford the luxury of several below-par performances each season. During the latter two-thirds of the 2003 season, he sustained a sequence of remarkably consistent and competitive races. If he is to oust Kimi Raikkonen as the McLaren champion elect, Montoya will have to repeat that level of form and consistency. Contrary to the expectations of teammate fireworks at McLaren, Montoya may well adopt the same approach as Raikkonen and treat his team-mate with studied indifference.
11. Felipe Massa
Age: 23
GP Starts: 34
Wins: 0
Pole Positions: 0
WDC Points: 16
WDC Titles: 0
2nd season with Sauber
The Brazilian certainly has the most distinctive and individualistic style in F1, although it's debatable whether this can be considered a compliment or not. Massa will undoubtedly develop during 2005 - the only question is which direction he'll take. As the first of the 'lower division' teams, Sauber don't have realistic winning expectations going into 2005. That will allow Massa some measure of freedom to continue going for broke, which in turn will result in a season of cameos and memorable moments. If he can ensure that a good proportion of those moments entail outpacing teammate Jacques Villeneuve, then Massa's stock will rise.
12. Jacques Villeneuve
Age: 33
GP Starts: 133
Wins: 11
Pole Positions: 13
WDC Points: 219
WDC Titles: 1
1st season with Sauber
After his acrimonious split with BAR before Japan 2003 and almost a year of inactivity, Villeneuve was very disappointing in his return for Renault late in 2004. It was unfair to expect Villeneuve to be on Fernando Alonso's pace in an unfamiliar car, but even he was surprised by his lack of pace. If Villeneuve could afford a year of career rebuilding, then 2005 could be approached from that angle. But, unless he impresses right from the season opener, Villeneuve's star will continue to wane. Adding to the pressure, he has Felipe Massa as a teammate. While not universally highly-rated, Massa is capable of surprising speed.
14. David Coulthard
Age: 33
GP Starts: 175
Wins: 13
Pole Positions: 12
WDC Points: 475
WDC Titles: 0
1st season at Red Bull
For the first time in his 11-year career, David Coulthard will start the year in a car that is not even expected to score a podium finish all season, let alone a win. On the one hand, Coulthard's demotion from the top tier of teams probably spells the end of his unfulfilled Championship aspirations. On the other hand, Coulthard will not have the burden of winning expectations nor a highly-rated teammate to compete against. Without these pressures, the Scot may rediscover his best form and race to an unusually high standard this year. While he has never achieved his full potential, it's worth noting that Coulthard has won more GP than any other driver in the field with the obvious exception of Michael Schumacher. Coulthard won't add to that win tally, but he may prove a canny investment for his new employer.
15. Christian Klien
Age: 22
GP Starts: 18
Wins: 0
Pole Positions: 0
WDC Points: 3
WDC Titles: 0
1st season with Red Bull
Klien's first full season in F1 was more about survival than performance, and the trend continues. He did just enough to avoid being swamped by 2004 Jaguar teammate Mark Webber, and only secured his Red Bull seat at the proverbial eleventh hour. The team will rightfully focus their efforts on team leader David Coulthard this year. But, with extremely keen competition for every seat in F1, Klien will still need to show more than he did during 2004 to secure a longer-term future in the formula. If he fails, even just at the season opener in Australia, Red Bull may hand the second drive to current third car driver Vitantonio Liuzzi. Klien is renowned as a very self-assured driver, a character trait he'll need in abundance this year.
16. Ralf Schumacher
Age: 29
GP Starts: 127
Wins: 6
Pole Positions: 5
WDC Points: 259
WDC Titles: 0
1st season at Toyota
The last of the intriguing new team partnerships is at Toyota, who are hoping that new signings Ralf Schumacher and Jarno Trulli can provide at least some of the missing pieces in the F1 success puzzle. Having spent six moderately successful years at Williams, the younger Schumacher may struggle to transition to a new team with a different mindset and operational style. For a driver like Schumacher, who seems dependent on a comfortable and supportive environment to deliver his best, Toyota's high ambitions and lack of patience could prove unsettling. Schumacher has scored at least one podium finish in each of his eight years in F1. Continuing that run in 2005 might, in itself, be enough to establish him firmly in the team's future plans.
17. Jarno Trulli
Age: 30
GP Starts: 128
Wins: 1
Pole Positions: 2
WDC Points: 117
WDC Titles: 0
1st season at Toyota
Trulli's 2004 effort with Renault was easily his best season ever, bringing an unprecedented haul of 46 WDC points and the all-important maiden GP win at Monaco. Trulli's relationship with Renault eventually turned sour, leading to a bitter split late in the year. Nevertheless, the Italian will feel buoyant heading into 2005. He has put the 'qualifying specialist, so-so racer' tag behind him, and upstaged Fernando Alonso for the first half of last season. Even though his first few races with Toyota failed to deliver any points, Trulli proved immediately quicker than drivers who had far more miles in the car. If Trulli can perform creditably against Ralf Schumacher (and there's no reason why he shouldn't), he could become a fixture at Toyota.[/QUOTE]
| Ferg | 02-24-2005 10:20 PM |
have to split it up...Nabisco doesn't like Jordan and Minardi apparently...
[QUOTE]18. Narain Karthikeyan
Age: 28
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Jordan
2005 will feature four rookie drivers, appropriately driving the four cars that will routinely occupy the last two rows of the grid. Of the four rookies, Indian Narain Karthikeyan has aroused the most interest. A graduate of Formula Three, Formula Nippon and the Nissan World Series, Karthikeyan has also tested for Jordan, Jaguar and Minardi. Having already achieved his goal of becoming the first Indian to race in an F1 GP, Karthikeyan must meet the challenge of entrenching himself as a genuine F1 talent. The 2005 Jordan is not likely to frighten any of the frontrunners, and unreliability further up the grid seems to represent the team's (and Karthikeyan's) only hope of scoring points this year. Consistently beating the other three rookies will be a more realistic goal, and a satisfying outcome for Karthikeyan's first season in F1.
19. Tiago Monteiro
Age: 28
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Jordan
In recent years, the second seat at Jordan has been a fearful place, pitting rookie drivers against established team leaders like Giancarlo Fisichella and Nick Heidfeld. 28-year old Portuguese rookie Tiago Monteiro has no such concerns this season, and has the same junior formula pedigree of F3 and Nissan World Series as teammate Narain Karthikeyan. Their contrasting styles - with Monteiro less flamboyant but also less error-prone - should lead to an engaging struggle within Jordan.
20. Christijan Albers
Age: 25
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Minardi
After a career of mixed fortunes in F3 and F3000, and being Minardi's test and reserve driver in 2001 and 2002, Dutchman Christijan Albers graduates from the unconventional platform of German Touring Cars to the full Minardi F1 drive in 2005. As ever with Minardi, the driver's ability to bring sponsorship was a major consideration, and Albers is backed by a number of Dutch companies and investors. Nevertheless, his results in DTM and German F3 indicate that he may find the transition to F1 less challenging than pay drivers before him.
21. Patrick Friesacher
Age: 24
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Minardi
An F3000 regular for the past four seasons, Austrian Patrick Friesacher appears to have the most relevant recent experience to make the leap to F1 successfully. It won't be particularly encouraging to Friesacher that, of the nine rookies hired by Minardi since 2000, only 2 (Mark Webber and Fernando Alonso) have gone on to secure racing seats with other teams. It looks unlikely that either Albers or Friesacher is in the same class as Webber and Alonso. They will need to make every race weekend count.[/QUOTE]
[QUOTE]18. Narain Karthikeyan
Age: 28
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Jordan
2005 will feature four rookie drivers, appropriately driving the four cars that will routinely occupy the last two rows of the grid. Of the four rookies, Indian Narain Karthikeyan has aroused the most interest. A graduate of Formula Three, Formula Nippon and the Nissan World Series, Karthikeyan has also tested for Jordan, Jaguar and Minardi. Having already achieved his goal of becoming the first Indian to race in an F1 GP, Karthikeyan must meet the challenge of entrenching himself as a genuine F1 talent. The 2005 Jordan is not likely to frighten any of the frontrunners, and unreliability further up the grid seems to represent the team's (and Karthikeyan's) only hope of scoring points this year. Consistently beating the other three rookies will be a more realistic goal, and a satisfying outcome for Karthikeyan's first season in F1.
19. Tiago Monteiro
Age: 28
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Jordan
In recent years, the second seat at Jordan has been a fearful place, pitting rookie drivers against established team leaders like Giancarlo Fisichella and Nick Heidfeld. 28-year old Portuguese rookie Tiago Monteiro has no such concerns this season, and has the same junior formula pedigree of F3 and Nissan World Series as teammate Narain Karthikeyan. Their contrasting styles - with Monteiro less flamboyant but also less error-prone - should lead to an engaging struggle within Jordan.
20. Christijan Albers
Age: 25
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Minardi
After a career of mixed fortunes in F3 and F3000, and being Minardi's test and reserve driver in 2001 and 2002, Dutchman Christijan Albers graduates from the unconventional platform of German Touring Cars to the full Minardi F1 drive in 2005. As ever with Minardi, the driver's ability to bring sponsorship was a major consideration, and Albers is backed by a number of Dutch companies and investors. Nevertheless, his results in DTM and German F3 indicate that he may find the transition to F1 less challenging than pay drivers before him.
21. Patrick Friesacher
Age: 24
GP Starts: 0
Wins: -
Pole Positions: -
WDC Points: -
WDC Titles: -
1st season at Minardi
An F3000 regular for the past four seasons, Austrian Patrick Friesacher appears to have the most relevant recent experience to make the leap to F1 successfully. It won't be particularly encouraging to Friesacher that, of the nine rookies hired by Minardi since 2000, only 2 (Mark Webber and Fernando Alonso) have gone on to secure racing seats with other teams. It looks unlikely that either Albers or Friesacher is in the same class as Webber and Alonso. They will need to make every race weekend count.[/QUOTE]
| Ferg | 02-24-2005 10:26 PM |
Okay...now the team by team by team preview...
[QUOTE]
[B]Scuderia Ferrari Marlboro[/B]
First GP: Monaco 1950
GP Starts: 704
Wins: 182
Pole Positions: 178
Fastest Laps: 181
Drivers' Titles: 14
Constructors' Titles: 14
2004: Whilst some believe that 2004 was a wasted opportunity for Ferrari to have a 'perfect season' there is no doubt that they were the undisputed class of the field all year. The ball was dropped in Monaco - where Renault and BAR both looked to be in better shape - and McLaren's Raikkonen had the better of the team at Spa, but the team were coasting through the last third of the season with both Championships sown up, concentrating on developing the new car instead.
Off season: In Brazil, the ten teams besides Ferrari met to agree cost cutting measures from reduced testing. They met again, eventually agreeing voluntary testing limitations that Ferrari are not going to implement. Then, further adding fuel to the oft heard complaint of recent years that Ferrari are favoured, the team went alone in signing a 'new' Concorde agreement through 2012. At least it is now transparent that the team are in their personal league of one.
Testing: The team are continuing the recent tradition of extending the life of last season's car into the new season, so they have been testing a hybrid, F2004M, that conforms to the new regulations, whilst development continues on the new car behind the scenes. This car should not be mistaken for a remodelled F2004: attention to detail combined with Ferrari's legendary reliability should make it a top contender.
Summary: The team have been so strong in recent years that the only thing they can do to improve their record is win every race. In reality, the competition is getting stronger, so it is going to be a tough battle at the front. However, mistaking the F2004M for its predecessor is likely to be a mistake: this interim car has been carefully considered and is expected to be both quick and reliable from the outset - adding the comfort level from its known handling and set up characteristics, it means the team are looking forward to a strong start to the season before their new, fully optimised car breaks on to the scene. This outfit expect to be racing at the front, and head into the season as the team to beat. However, with their public refusal to limit testing and having signed their own exclusive agreement with Ecclestone making it clear they play with a stacked deck, Ferrari are going to have an uphill struggle retaining the respect of their peers and in the media, no matter the results on track.
Objectives: Both Championships, comprehensively.
[B]Lucky Strike BAR Honda[/B]
First GP: Australia 1999
GP Starts: 101
Wins: 0
Pole Positions: 1
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: Despite the form they showed in pre-season testing, the pace of BAR through 2004 was a revelation. Their second place in the Championship was just reward for stealing a march on their rivals. Although race wins eluded the team, once they sorted out the reliability issues that plagued Takuma Sato's opening races, the team were always one to watch. Late season tussles with Williams over Jenson Button and tussles with the teams over the legitimacy of key components detracted from an otherwise outstanding season.
Off season: Whilst the very public fight over Button's services was finally resolved in BAR's favour, there is little doubt that it has unsettled the team. The Briton's public resolve to fight the corner notwithstanding, there are doubts concerning his commitment and future that will persist into the season. Add to this the departure of David Richards, the man who orchestrated their move to the front of the grid - no matter how amicably - this team have clearly taken a hit on the continuity from their leading figures. On the other hand, their developmental innovation continues unchecked, including their revolutionary new non-CVT gearbox with driven up-shift capability.
Testing: In contrast to last season, where BAR were regularly head of the timesheets, testing through this off season has not revealed the same form to date. Whilst clearly capable of speed, it seems as though their sustained pace carries a significant cost; how much of this is due to testing against the full race distances on the tyres - which will pay off at the end of the races - versus maximising outright qualifying pace remains to be seen, but it seems no marches have been stolen this year: indeed, it seems Sato's complaint about a general lack of downforce seems to be the case. On the positive side, the team spent most of their test sessions running with an interim aero package, and Honda gave them interim engines whilst working on a unit to last two full weekends. The final form of the car in Melbourne could be considerably improved over the unreliable and nervous beast they tested with.
Summary: If the team maintain their progress from 2004, rebuild their confidence in Button and get behind Richard's successor (Nick Fry), they might finally get that win; however, with Williams and McLaren back on the ascendancy, retaining second in the Championship will be something of a tall order. Nevertheless, they should be capable of finishes in the points at every event, with regular visits to the podium.
Objectives: The team's first win is the only real objective this year - nothing else is as important, though staying in the top four is clearly on the agenda.
[B]Mild Seven Renault F1 Team[/B]
First GP: Britain 1977
GP Starts: 156
Wins: 17
Pole Positions: 36
Fastest Laps: 19
Drivers' Titles: 0
Constructors' Titles: 0
2004: After starting the season with excellent pace and great reliability, the team lost ground to resurgent Williams and McLaren efforts, whilst BAR's improving reliability finally gave them the points to pass Renault in the Championship. Sacking Trulli mid-season - bringing in Villeneuve to race his place - was an interesting aside to the season. All told, however, it was a solid season with great results, including a win in Monaco.
Off season: Evolving the R24 into the R25 has resulted in a fast car that has seen plenty of track time, not to mention giving the returning Fisichella a chance to acclimatise to his new team. Despite the revised regulations, the new car is lighter, stiffer, carrying a revised electronics package. On the downside, the launch control system that offered such a great advantage for race starts has had to be modified: the new electronic package is good, but so are those from the other front runners.
Testing: Although quick in testing, Renault have yet to demonstrate they can keep the pace up over a full race distance: like most of the front runners, they have a number of components coming through over before Melbourne. The team have covered plenty of miles, with apparently only limited reliability issues; the prognosis looks positive for their approach to the new season.
Summary: A positive off-season has seen the team looking set to arrive in Melbourne expecting to be close to the pace. Although Ferrari are widely expected to be the team to beat, Renault are wary of the progress McLaren and Williams have made, as well as their bugbear from last season, BAR. Although they should again be consistent, which is as important this year as last, it is going to be tougher than ever to win races; Alonso's raw speed notwithstanding, bringing Fisichella on board could prove a masterstroke, as the Italian has shown up a number of quick teammates by maximising his cars for a racing distance.
Objectives: Multiple race wins and a top three finish in the Championship: beating BAR is important.
[B]BMW WilliamsF1 Team[/B]
First GP: Argentina 1978
GP Starts: 446
Wins: 113
Pole Positions: 124
Fastest Laps: 128
Drivers' Titles: 7
Constructors' Titles: 9
2004: There is no doubt that Williams do not see last season as a gem to look back on. Starting off the pace, as things started coming together Ralf Schumacher was involved in a huge accident at Indianapolis, returning after announcing his signing with Toyota, whilst Juan Pablo Montoya was signed by McLaren the year before. On the positive side, the team demonstrated their normal dedication to excellence, improving the performance of the car in time for Montoya to close out the season by handing them a win.
Off season: For the most part, Williams have been playing a McLaren-like game, looking to stay out of the press. Following the huge media buildup to last season's disappointing opening race, this seems sensible. However, their reluctance to choose between Nick Heidfeld and Antonio Pizzonia still generated some interesting column inches. In the end, Heidfeld's excellent performance in adverse conditions proved decisive, gaining him the nod for a race seat alongside Webber this season.
Testing: Despite the distraction of choosing between two drivers, Williams have shown some good pace in testing. The car generally doesn't seem to have quite the pace of Renault or BAR, but it seems there has been an emphasis towards working over race distances, ensuring Michelin are prepared for the events ahead. The team are looking at McLaren as the outfit to beat for the early races, whilst withholding judgement on Ferrari until their real car breaks cover.
Summary: There is no doubt that this year will be a tough challenge, but this team are hungry for a return to winning ways. Even though they are likely to be off the ultimate pace of the front runners at the outset, they should be back for mid-season - the biggest question mark is over the time it takes their drivers to learn how to get the maximum out of the package.
Objectives: Win enough races to compete for the Constructors' Championship.
[B]West McLaren Mercedes[/B]
First GP: Monaco 1965
GP Starts: 577
Wins: 138
Pole Positions: 115
Fastest Laps: 113
Drivers' Titles: 11
Constructors' Titles: 8
2004: Despite an awful start to the season, with a car that was both off the pace and unreliable, McLaren turned their season around with a massively overhauled car introduced at the mid-season point. Reliability issues still plagued them, but the car was competitive, even winning in Spa on merit. The outgoing David Coulthard had a season to forget, but Kimi Raikkonen illustrated that his pace is as quick as ever.
Off season: Maintaining their traditionally quiet approach to off season development, little news has been forthcoming from McLaren. However, the Paragon centre is basically complete and occupied, reducing the distractions to the team and their organisation. The new car has been turned out on time, and it is looking set to reach Melbourne in a good state for racing: progress has been swift in testing and development, and the car has looked good in testing sessions with their rivals. Fans have been getting excited at the chance to see Raikkonen and Montoya head to head in the same equipment, recalling the days of Senna and Prost unfettered.
Testing: McLaren have regularly shown excellent pace in testing - enough to have their rivals believing they are set to be a front line competitor alongside Ferrari this year. Reliability, always a problem for the team, has raised its head relatively rarely for this team, and Montoya seems to be taking very little time getting to grips with his new ride.
Summary: With Ferrari's new car staying under wraps until the European season is under way, the new McLaren combined with two of the most promising drivers of the generation is clearly a strong challenger. They must be aiming to compete for race wins and the Championships from the outset. Whilst clearly recognising that Ferrari with their sole tyre supplier is going to be a tough nut to crack, McLaren are one of the few outfits with the pedigree to bounce back yet again to challenge at the front.
Objectives: Both Championships.
[B]Sauber Petronas[/B]
First GP: S. Africa 1993
GP Starts: 197
Wins: 0
Pole Positions: 0
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: It looked like business as usual from Sauber in 2004. Thanks to running the same engines as Ferrari, they started the season in good form and provided the midfield with a good example of how to chase points: Sauber picked up theirs by consistently being in the right place to pick them up with the top five teams of the year dropped the ball.
Off season: Politically, Sauber surprised most onlookers by standing with the other teams rather than Ferrari when the discussions on cost cutting took place. The apparent rift between these teams doesn't seem to have cost them their engine deal though - the new season again has Sauber using the same specification engine as Ferrari; however, they are doing their own work in the power train, building their own gearbox in order to maximise the strengths of their own car. The new car features also a very significant change: the move to Michelin rubber.
Testing: With tyres a huge factor for performance, it is little surprise that Sauber launched fairly early in order to learn about their new boots. Furthermore, with their new wind tunnel available, the new car demonstrates a considerable evolution from the aero package. However, they are having two very different experiences from their drivers: in Massa's hands, the car is quick and apparently a competitive midfield runner, whilst Villeneuve has mostly sat at the bottom of the timesheets. The team have them running different programs, but it doesn't hide the fact that the '97 World Champion is off the pace of his teammate. Then again, he is still getting up to speed with the car and the team.
Summary: Massa's speed is undeniable; if it spurs Villeneuve to perform then the outfit will be very solid in the midfield. By moving to Michelin, they can be expected to be strong contenders, looking to land top ten results at every race and picking up regular points whenever the bigger teams drop the ball. With the voluntary testing limits threatening to slow in-season development of the other mid-field runners, Sauber could be looking at a stronger than average season.
Objectives: To score points at every race - and continue racing better than their big budget midfield competitors.[/QUOTE]
[QUOTE]
[B]Scuderia Ferrari Marlboro[/B]
First GP: Monaco 1950
GP Starts: 704
Wins: 182
Pole Positions: 178
Fastest Laps: 181
Drivers' Titles: 14
Constructors' Titles: 14
2004: Whilst some believe that 2004 was a wasted opportunity for Ferrari to have a 'perfect season' there is no doubt that they were the undisputed class of the field all year. The ball was dropped in Monaco - where Renault and BAR both looked to be in better shape - and McLaren's Raikkonen had the better of the team at Spa, but the team were coasting through the last third of the season with both Championships sown up, concentrating on developing the new car instead.
Off season: In Brazil, the ten teams besides Ferrari met to agree cost cutting measures from reduced testing. They met again, eventually agreeing voluntary testing limitations that Ferrari are not going to implement. Then, further adding fuel to the oft heard complaint of recent years that Ferrari are favoured, the team went alone in signing a 'new' Concorde agreement through 2012. At least it is now transparent that the team are in their personal league of one.
Testing: The team are continuing the recent tradition of extending the life of last season's car into the new season, so they have been testing a hybrid, F2004M, that conforms to the new regulations, whilst development continues on the new car behind the scenes. This car should not be mistaken for a remodelled F2004: attention to detail combined with Ferrari's legendary reliability should make it a top contender.
Summary: The team have been so strong in recent years that the only thing they can do to improve their record is win every race. In reality, the competition is getting stronger, so it is going to be a tough battle at the front. However, mistaking the F2004M for its predecessor is likely to be a mistake: this interim car has been carefully considered and is expected to be both quick and reliable from the outset - adding the comfort level from its known handling and set up characteristics, it means the team are looking forward to a strong start to the season before their new, fully optimised car breaks on to the scene. This outfit expect to be racing at the front, and head into the season as the team to beat. However, with their public refusal to limit testing and having signed their own exclusive agreement with Ecclestone making it clear they play with a stacked deck, Ferrari are going to have an uphill struggle retaining the respect of their peers and in the media, no matter the results on track.
Objectives: Both Championships, comprehensively.
[B]Lucky Strike BAR Honda[/B]
First GP: Australia 1999
GP Starts: 101
Wins: 0
Pole Positions: 1
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: Despite the form they showed in pre-season testing, the pace of BAR through 2004 was a revelation. Their second place in the Championship was just reward for stealing a march on their rivals. Although race wins eluded the team, once they sorted out the reliability issues that plagued Takuma Sato's opening races, the team were always one to watch. Late season tussles with Williams over Jenson Button and tussles with the teams over the legitimacy of key components detracted from an otherwise outstanding season.
Off season: Whilst the very public fight over Button's services was finally resolved in BAR's favour, there is little doubt that it has unsettled the team. The Briton's public resolve to fight the corner notwithstanding, there are doubts concerning his commitment and future that will persist into the season. Add to this the departure of David Richards, the man who orchestrated their move to the front of the grid - no matter how amicably - this team have clearly taken a hit on the continuity from their leading figures. On the other hand, their developmental innovation continues unchecked, including their revolutionary new non-CVT gearbox with driven up-shift capability.
Testing: In contrast to last season, where BAR were regularly head of the timesheets, testing through this off season has not revealed the same form to date. Whilst clearly capable of speed, it seems as though their sustained pace carries a significant cost; how much of this is due to testing against the full race distances on the tyres - which will pay off at the end of the races - versus maximising outright qualifying pace remains to be seen, but it seems no marches have been stolen this year: indeed, it seems Sato's complaint about a general lack of downforce seems to be the case. On the positive side, the team spent most of their test sessions running with an interim aero package, and Honda gave them interim engines whilst working on a unit to last two full weekends. The final form of the car in Melbourne could be considerably improved over the unreliable and nervous beast they tested with.
Summary: If the team maintain their progress from 2004, rebuild their confidence in Button and get behind Richard's successor (Nick Fry), they might finally get that win; however, with Williams and McLaren back on the ascendancy, retaining second in the Championship will be something of a tall order. Nevertheless, they should be capable of finishes in the points at every event, with regular visits to the podium.
Objectives: The team's first win is the only real objective this year - nothing else is as important, though staying in the top four is clearly on the agenda.
[B]Mild Seven Renault F1 Team[/B]
First GP: Britain 1977
GP Starts: 156
Wins: 17
Pole Positions: 36
Fastest Laps: 19
Drivers' Titles: 0
Constructors' Titles: 0
2004: After starting the season with excellent pace and great reliability, the team lost ground to resurgent Williams and McLaren efforts, whilst BAR's improving reliability finally gave them the points to pass Renault in the Championship. Sacking Trulli mid-season - bringing in Villeneuve to race his place - was an interesting aside to the season. All told, however, it was a solid season with great results, including a win in Monaco.
Off season: Evolving the R24 into the R25 has resulted in a fast car that has seen plenty of track time, not to mention giving the returning Fisichella a chance to acclimatise to his new team. Despite the revised regulations, the new car is lighter, stiffer, carrying a revised electronics package. On the downside, the launch control system that offered such a great advantage for race starts has had to be modified: the new electronic package is good, but so are those from the other front runners.
Testing: Although quick in testing, Renault have yet to demonstrate they can keep the pace up over a full race distance: like most of the front runners, they have a number of components coming through over before Melbourne. The team have covered plenty of miles, with apparently only limited reliability issues; the prognosis looks positive for their approach to the new season.
Summary: A positive off-season has seen the team looking set to arrive in Melbourne expecting to be close to the pace. Although Ferrari are widely expected to be the team to beat, Renault are wary of the progress McLaren and Williams have made, as well as their bugbear from last season, BAR. Although they should again be consistent, which is as important this year as last, it is going to be tougher than ever to win races; Alonso's raw speed notwithstanding, bringing Fisichella on board could prove a masterstroke, as the Italian has shown up a number of quick teammates by maximising his cars for a racing distance.
Objectives: Multiple race wins and a top three finish in the Championship: beating BAR is important.
[B]BMW WilliamsF1 Team[/B]
First GP: Argentina 1978
GP Starts: 446
Wins: 113
Pole Positions: 124
Fastest Laps: 128
Drivers' Titles: 7
Constructors' Titles: 9
2004: There is no doubt that Williams do not see last season as a gem to look back on. Starting off the pace, as things started coming together Ralf Schumacher was involved in a huge accident at Indianapolis, returning after announcing his signing with Toyota, whilst Juan Pablo Montoya was signed by McLaren the year before. On the positive side, the team demonstrated their normal dedication to excellence, improving the performance of the car in time for Montoya to close out the season by handing them a win.
Off season: For the most part, Williams have been playing a McLaren-like game, looking to stay out of the press. Following the huge media buildup to last season's disappointing opening race, this seems sensible. However, their reluctance to choose between Nick Heidfeld and Antonio Pizzonia still generated some interesting column inches. In the end, Heidfeld's excellent performance in adverse conditions proved decisive, gaining him the nod for a race seat alongside Webber this season.
Testing: Despite the distraction of choosing between two drivers, Williams have shown some good pace in testing. The car generally doesn't seem to have quite the pace of Renault or BAR, but it seems there has been an emphasis towards working over race distances, ensuring Michelin are prepared for the events ahead. The team are looking at McLaren as the outfit to beat for the early races, whilst withholding judgement on Ferrari until their real car breaks cover.
Summary: There is no doubt that this year will be a tough challenge, but this team are hungry for a return to winning ways. Even though they are likely to be off the ultimate pace of the front runners at the outset, they should be back for mid-season - the biggest question mark is over the time it takes their drivers to learn how to get the maximum out of the package.
Objectives: Win enough races to compete for the Constructors' Championship.
[B]West McLaren Mercedes[/B]
First GP: Monaco 1965
GP Starts: 577
Wins: 138
Pole Positions: 115
Fastest Laps: 113
Drivers' Titles: 11
Constructors' Titles: 8
2004: Despite an awful start to the season, with a car that was both off the pace and unreliable, McLaren turned their season around with a massively overhauled car introduced at the mid-season point. Reliability issues still plagued them, but the car was competitive, even winning in Spa on merit. The outgoing David Coulthard had a season to forget, but Kimi Raikkonen illustrated that his pace is as quick as ever.
Off season: Maintaining their traditionally quiet approach to off season development, little news has been forthcoming from McLaren. However, the Paragon centre is basically complete and occupied, reducing the distractions to the team and their organisation. The new car has been turned out on time, and it is looking set to reach Melbourne in a good state for racing: progress has been swift in testing and development, and the car has looked good in testing sessions with their rivals. Fans have been getting excited at the chance to see Raikkonen and Montoya head to head in the same equipment, recalling the days of Senna and Prost unfettered.
Testing: McLaren have regularly shown excellent pace in testing - enough to have their rivals believing they are set to be a front line competitor alongside Ferrari this year. Reliability, always a problem for the team, has raised its head relatively rarely for this team, and Montoya seems to be taking very little time getting to grips with his new ride.
Summary: With Ferrari's new car staying under wraps until the European season is under way, the new McLaren combined with two of the most promising drivers of the generation is clearly a strong challenger. They must be aiming to compete for race wins and the Championships from the outset. Whilst clearly recognising that Ferrari with their sole tyre supplier is going to be a tough nut to crack, McLaren are one of the few outfits with the pedigree to bounce back yet again to challenge at the front.
Objectives: Both Championships.
[B]Sauber Petronas[/B]
First GP: S. Africa 1993
GP Starts: 197
Wins: 0
Pole Positions: 0
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: It looked like business as usual from Sauber in 2004. Thanks to running the same engines as Ferrari, they started the season in good form and provided the midfield with a good example of how to chase points: Sauber picked up theirs by consistently being in the right place to pick them up with the top five teams of the year dropped the ball.
Off season: Politically, Sauber surprised most onlookers by standing with the other teams rather than Ferrari when the discussions on cost cutting took place. The apparent rift between these teams doesn't seem to have cost them their engine deal though - the new season again has Sauber using the same specification engine as Ferrari; however, they are doing their own work in the power train, building their own gearbox in order to maximise the strengths of their own car. The new car features also a very significant change: the move to Michelin rubber.
Testing: With tyres a huge factor for performance, it is little surprise that Sauber launched fairly early in order to learn about their new boots. Furthermore, with their new wind tunnel available, the new car demonstrates a considerable evolution from the aero package. However, they are having two very different experiences from their drivers: in Massa's hands, the car is quick and apparently a competitive midfield runner, whilst Villeneuve has mostly sat at the bottom of the timesheets. The team have them running different programs, but it doesn't hide the fact that the '97 World Champion is off the pace of his teammate. Then again, he is still getting up to speed with the car and the team.
Summary: Massa's speed is undeniable; if it spurs Villeneuve to perform then the outfit will be very solid in the midfield. By moving to Michelin, they can be expected to be strong contenders, looking to land top ten results at every race and picking up regular points whenever the bigger teams drop the ball. With the voluntary testing limits threatening to slow in-season development of the other mid-field runners, Sauber could be looking at a stronger than average season.
Objectives: To score points at every race - and continue racing better than their big budget midfield competitors.[/QUOTE]
| Ferg | 02-24-2005 10:26 PM |
More teams...
[QUOTE][B]Red Bull Racing[/B]
First GP: Australia 2005
GP Starts: 0
Wins: -
Pole Positions: -
Fastest Laps: -
Drivers' Titles: -
Constructors' Titles: -
2004: Despite working with a reduced budget, Jaguar went into last season looking for a step forward, after managing to retain their management structure for the longest period in their history. However, the team never really performed, so they failed to score sufficient points to retain Webber. And then, Ford put them up for sale. Consequently, it was little surprise that they started bleeding staff and sponsors like the proverbial sinking ship.
Off season: Speculation that Red Bull were in talks with Ford over purchasing the team proved correct when the outfit were sold lock, stock and barrel. The team hired David Coulthard to lead, but kept Christian Klien and hired F3000 champion Vitantonio Liuzzi to 'share' the second seat. There were casualties from the takeover at the top: Christian Horner replaces Tony Purnell as Sporting Director, whilst Gunther Steiner has been appointed Technical Director, following the retirement of Malcolm Oastler. Naturally, the uncertain future followed by management changes means that there have been some interesting moral issues at the factory, but with the new season looming, on the surface at least, it appears that the outfit ares returning to business as usual.
Testing: The revised car, RB1, is not showing a lot more than its predecessor, the R5 - though in the hands of David Coulthard at least, the car has shown that occasional turns of speed are definitely possible. Whether the team have returned to their excellent qualifying car from two years ago that simply ate through tyres come race day, or this is an altogether more complete package, we can't know for sure until Melbourne. However, there is now sufficient funds behind the team to get some real development into place as the season progresses.
Summary: Rebranding the team have not eliminated the problems - but the cash influx should allow rebuilding to take place, potentially allowing a stronger finish to the season: however, cash alone won't move the team forward, as both BAR and Toyota can attest. Realistically, even with the experience of Coulthard in the car, staying away from the back of the midfield is going to be a challenge this year.
Objectives: Score some points. Build up the team for 2006.
[B]Panasonic Toyota Racing[/B]
First GP: Australia 2002
GP Starts: 51
Wins: 0
Pole Positions: 0
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: The Toyota engine may have been the class of the field in 2004, but if that was the case, the team still had little to shout about, as they started the year well off the pace. New hire Mike Gascoyne set up revising the car, introducing a raft of mid-season changes that significantly moved performance forward. However, it was not enough to move the team up the grid, so his reputation remained on the line heading into the off-season. The team picked up Jarno Trulli after Renault dropped the Monaco winner: he promptly set about integrating himself into the team. Ralf Schumacher's signing from Williams completed a strong line-up for the new year.
Off season: The initial version of the 2005 car was launched early, with the intention of confirming the validity of the mechanical package and monocoque in particular before introducing a completely revised aero package - this variation on an interim car lends the team far more experience with the final package than running parts on the previous car; as a further bonus, work on reliability has more validity in this package. This is also useful for the engine team, so they know it works as a stressed chassis member in the final chassis on the track.
Testing: Early testing revealed that the car is really quite quick - but at the cost of chewing up the tyres. After improving their understanding of how to use their tyres effectively without destroying them, it seems the lessons learned impacted the redesign of the aerodynamics: this is a factor in the package being changed completely.
Summary: If Gascoyne has got his homework right, the team will arrive in Melbourne with a package that matches their engine and two experienced drivers to leverage it. The step forward is unlikely to match that made by BAR last season, but it should at least offer Toyota a chance to compete for points at most races. If they can focus on developing the car in the same fashion as last year, they should finish even stronger than they start: this could lead to podiums.
Objectives: Targeting a race win is too optimistic, but failing to score regular points finishes, with occasional podiums, would be a disappointment.
[B]Jordan Toyota[/B]
First GP: USA 1991
GP Starts: 231
Wins: 4
Pole Positions: 2
Fastest Laps: 2
Drivers' Titles: 0
Constructors' Titles: 0
2004: With budget constraints limiting development and testing through the year, Jordan finished behind all their better funded rivals, with a car that was evil handling out of the box. Had they been able to develop that characteristic out of the car, they could have given Toyota and Jaguar a harder time, but the struggle for cash was really the story of their year.
Off season: Jaguar's departure from the sport - and with it Jordan's Ford engine supply - put the team's future in doubt, until they closed a deal with Toyota. Then the takeover by the Midland Group, moving ex-owner Eddie Jordan to marketing, looks set to bring an influx of cash to the team. Whether they can adjust to the new management and get behind Colin Kolles and Trevor Carlin remains to be seen, but there is already concern over the appointment of novice drivers Tiago Monteiro and Narain Karthikeyan to the formula as drivers. It is too late to make much difference to the car that will be going to Melbourne, but it implies that there will be a real development program that should improve prospects as the year wears on.
Testing: Limited testing miles have not revealed much about the new Jordan, though at least it appears relatively reliable. Speeds have not been fantastic, but considering the lack of experience driving the car, it is difficult to know if this is due to inherent performance issues, inexperience of getting the most from a Formula One car and the new Toyota engines, or a combination of the lot.
Summary: It seems almost as though the team could be in a holding pattern to slide through 2005 with a minimum of fuss (and perhaps, expenditure), before launching a proper assault under the Midland brand. This would not endear the new owner and management to the team, who have worked hard and loyally for Eddie over the years. However, if the rookie drivers prove talented and the funding appears to test and develop, the team could pick up some real momentum.
Objectives: Beating Minardi and scoring points, this year, without losing the fan base: restructuring in preparation for 2006 is the real priority.
[B]Minardi Cosworth[/B]
First GP: Brazil 1985
GP Starts: 321
Wins: 0
Pole Positions: 0
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: It was business as usual for Minardi in 2004, with Paul Stoddart's political manoeuvres offering fans good visibility on the workings of the teams interactions between themselves and the FIA. It was even a successful season on the track in Minardi terms, with a point scored at the US Grand Prix.
Off season: The politics have continued, with some letters between Stoddart and the FIA's Max Mosley being publicised. The team have not had the funds to do much more than revisit the PS04B (which itself was a development of 2003's PS03) to bring it into line with the new safety regulations - for crash tests only. The team are set to run according to the 2004 aerodynamics and one-race per engine rule until the circus gets to Europe and they have had a chance to get their new car out. Fund raising exercises from auctioning memorabilia and running their 2-seater cars at test sessions have put the team in a position to make the grid this year.
Testing: There has been very limited testing, besides the fund raising exercises. The testing they have had in the 'interim' cars has been to basically allowed their drivers to acclimatise to the team.
Summary: The team's prospects continue to look poor on track, as they are clearly lacking the budget to compete with anyone else on the grid. Whilst, initially, they might push Jordan and Red-Bull along, without a sudden income of cash, they are going to make no real progress though the season, and can only hope for poor reliability from their competitors to score any points. There is a good chance they will be precluded from racing in the opening events until a car that conforms to this year's aero package is introduced.
Objectives: Score a point. Survive another year. [/QUOTE]
[QUOTE][B]Red Bull Racing[/B]
First GP: Australia 2005
GP Starts: 0
Wins: -
Pole Positions: -
Fastest Laps: -
Drivers' Titles: -
Constructors' Titles: -
2004: Despite working with a reduced budget, Jaguar went into last season looking for a step forward, after managing to retain their management structure for the longest period in their history. However, the team never really performed, so they failed to score sufficient points to retain Webber. And then, Ford put them up for sale. Consequently, it was little surprise that they started bleeding staff and sponsors like the proverbial sinking ship.
Off season: Speculation that Red Bull were in talks with Ford over purchasing the team proved correct when the outfit were sold lock, stock and barrel. The team hired David Coulthard to lead, but kept Christian Klien and hired F3000 champion Vitantonio Liuzzi to 'share' the second seat. There were casualties from the takeover at the top: Christian Horner replaces Tony Purnell as Sporting Director, whilst Gunther Steiner has been appointed Technical Director, following the retirement of Malcolm Oastler. Naturally, the uncertain future followed by management changes means that there have been some interesting moral issues at the factory, but with the new season looming, on the surface at least, it appears that the outfit ares returning to business as usual.
Testing: The revised car, RB1, is not showing a lot more than its predecessor, the R5 - though in the hands of David Coulthard at least, the car has shown that occasional turns of speed are definitely possible. Whether the team have returned to their excellent qualifying car from two years ago that simply ate through tyres come race day, or this is an altogether more complete package, we can't know for sure until Melbourne. However, there is now sufficient funds behind the team to get some real development into place as the season progresses.
Summary: Rebranding the team have not eliminated the problems - but the cash influx should allow rebuilding to take place, potentially allowing a stronger finish to the season: however, cash alone won't move the team forward, as both BAR and Toyota can attest. Realistically, even with the experience of Coulthard in the car, staying away from the back of the midfield is going to be a challenge this year.
Objectives: Score some points. Build up the team for 2006.
[B]Panasonic Toyota Racing[/B]
First GP: Australia 2002
GP Starts: 51
Wins: 0
Pole Positions: 0
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: The Toyota engine may have been the class of the field in 2004, but if that was the case, the team still had little to shout about, as they started the year well off the pace. New hire Mike Gascoyne set up revising the car, introducing a raft of mid-season changes that significantly moved performance forward. However, it was not enough to move the team up the grid, so his reputation remained on the line heading into the off-season. The team picked up Jarno Trulli after Renault dropped the Monaco winner: he promptly set about integrating himself into the team. Ralf Schumacher's signing from Williams completed a strong line-up for the new year.
Off season: The initial version of the 2005 car was launched early, with the intention of confirming the validity of the mechanical package and monocoque in particular before introducing a completely revised aero package - this variation on an interim car lends the team far more experience with the final package than running parts on the previous car; as a further bonus, work on reliability has more validity in this package. This is also useful for the engine team, so they know it works as a stressed chassis member in the final chassis on the track.
Testing: Early testing revealed that the car is really quite quick - but at the cost of chewing up the tyres. After improving their understanding of how to use their tyres effectively without destroying them, it seems the lessons learned impacted the redesign of the aerodynamics: this is a factor in the package being changed completely.
Summary: If Gascoyne has got his homework right, the team will arrive in Melbourne with a package that matches their engine and two experienced drivers to leverage it. The step forward is unlikely to match that made by BAR last season, but it should at least offer Toyota a chance to compete for points at most races. If they can focus on developing the car in the same fashion as last year, they should finish even stronger than they start: this could lead to podiums.
Objectives: Targeting a race win is too optimistic, but failing to score regular points finishes, with occasional podiums, would be a disappointment.
[B]Jordan Toyota[/B]
First GP: USA 1991
GP Starts: 231
Wins: 4
Pole Positions: 2
Fastest Laps: 2
Drivers' Titles: 0
Constructors' Titles: 0
2004: With budget constraints limiting development and testing through the year, Jordan finished behind all their better funded rivals, with a car that was evil handling out of the box. Had they been able to develop that characteristic out of the car, they could have given Toyota and Jaguar a harder time, but the struggle for cash was really the story of their year.
Off season: Jaguar's departure from the sport - and with it Jordan's Ford engine supply - put the team's future in doubt, until they closed a deal with Toyota. Then the takeover by the Midland Group, moving ex-owner Eddie Jordan to marketing, looks set to bring an influx of cash to the team. Whether they can adjust to the new management and get behind Colin Kolles and Trevor Carlin remains to be seen, but there is already concern over the appointment of novice drivers Tiago Monteiro and Narain Karthikeyan to the formula as drivers. It is too late to make much difference to the car that will be going to Melbourne, but it implies that there will be a real development program that should improve prospects as the year wears on.
Testing: Limited testing miles have not revealed much about the new Jordan, though at least it appears relatively reliable. Speeds have not been fantastic, but considering the lack of experience driving the car, it is difficult to know if this is due to inherent performance issues, inexperience of getting the most from a Formula One car and the new Toyota engines, or a combination of the lot.
Summary: It seems almost as though the team could be in a holding pattern to slide through 2005 with a minimum of fuss (and perhaps, expenditure), before launching a proper assault under the Midland brand. This would not endear the new owner and management to the team, who have worked hard and loyally for Eddie over the years. However, if the rookie drivers prove talented and the funding appears to test and develop, the team could pick up some real momentum.
Objectives: Beating Minardi and scoring points, this year, without losing the fan base: restructuring in preparation for 2006 is the real priority.
[B]Minardi Cosworth[/B]
First GP: Brazil 1985
GP Starts: 321
Wins: 0
Pole Positions: 0
Fastest Laps: 0
Drivers' Titles: 0
Constructors' Titles: 0
2004: It was business as usual for Minardi in 2004, with Paul Stoddart's political manoeuvres offering fans good visibility on the workings of the teams interactions between themselves and the FIA. It was even a successful season on the track in Minardi terms, with a point scored at the US Grand Prix.
Off season: The politics have continued, with some letters between Stoddart and the FIA's Max Mosley being publicised. The team have not had the funds to do much more than revisit the PS04B (which itself was a development of 2003's PS03) to bring it into line with the new safety regulations - for crash tests only. The team are set to run according to the 2004 aerodynamics and one-race per engine rule until the circus gets to Europe and they have had a chance to get their new car out. Fund raising exercises from auctioning memorabilia and running their 2-seater cars at test sessions have put the team in a position to make the grid this year.
Testing: There has been very limited testing, besides the fund raising exercises. The testing they have had in the 'interim' cars has been to basically allowed their drivers to acclimatise to the team.
Summary: The team's prospects continue to look poor on track, as they are clearly lacking the budget to compete with anyone else on the grid. Whilst, initially, they might push Jordan and Red-Bull along, without a sudden income of cash, they are going to make no real progress though the season, and can only hope for poor reliability from their competitors to score any points. There is a good chance they will be precluded from racing in the opening events until a car that conforms to this year's aero package is introduced.
Objectives: Score a point. Survive another year. [/QUOTE]
| Ferg | 02-24-2005 10:30 PM |
And now for the technical preview...definately engrossing material.
[QUOTE]Changes to the regulations mean that the teams will be penalised for using more than one engine per driver per two race weekends from the season opening Australian Grand Prix, as well as tyres that must survive qualifying and a race. Atlas F1's technical writer Craig Scarborough reviews the changes, and how the teams will cope with the new rules
This season should prove to be a close competition - new rules affects every area of the car, from long life tyres and engines to now-crippled aerodynamics. Such major changes have seen a intense testing period, with teams running both modified 2004 cars and releasing their 2005 early enough to complete some testing. Three teams have effectively rolled out their 2004 cars revised to the new rules for the opening races - testing suggests this route may be a bigger risk this year as the 'made for 2005' cars are meeting their potential early in testing, while the modified 2004 cars are already at their limit.
Tyres
With tyres now having to last two qualifying sessions and the whole race it would be reasonable to assume that the tyres will be rock hard and give no grip. While the tyres are running a harder compound, the drivers have found they last a surprisingly long time, with many drivers putting in their fastest times in the last laps of a race distance test. This development will still see tyres punished at hot or abrasive tracks, and teams will have to manage their tyre use carefully.
There are a number of contradicting requirements from the tyres now while, outwardly, the rules have been seen as nonsensical and negative to the sport. They have in fact been cleverly worded to ensure the teams have to compromise at every step of the race weekend; this caps speeds quite efficiently, and penalizes bad driving.
The drivers will now get two sets of tyres on a Friday to choose between (the prime and option tyres from their suppliers); at the end of the day one set will go back to the supplier and the team will get two additional sets of their preferred tyre choice. One of these sets will be used for both qualifying and the race, with the other set as a spare which cannot be used unless the race tyres and Friday tyres get damaged - any damage to the drivers' race tyres will see the well-worn Friday tyres fitted before the fresh set. It was suggested that tyres could be switched from one side to the other in a race situation; this is not allowed, as it constitutes a tyre change.
The effect of the new tyre rule will see the teams changing the set up of the cars and the electronics to reduce wear. While the fastest lap may be much faster than the teams actually achieve, the pace will be set by the rate of tyre wear or degradation. As these tyres will last through qualifying without any set up changes allowed in parc ferme, outstanding second qualifying times could be the result of an over-ambitious or strategic tyre strategy. Tracks with poor overtaking that are easy on tyres could see more risky strategies employed.
Suspension geometry is the first factor in tyre wear - putting too much camber (angle) onto the wheels will wear the tyre unevenly, resulting in a worn outer tread. Secondly, traction control (TC) is a great factor in tyre wear - the electronics can keep a tyre right on the edge of traction and slip for a longer period than any driver is capable of, so the tyre is constantly at the maximum wear rate during acceleration. Calming the TC down for the race to preserve the tyres will be common place, with the exciting option of the drivers turning up the TC to maximum to aid overtaking another slower car, who is probably nursing its tyres.
Tyres can be changed during the race - that in itself is not banned, but the penalty of a drive through �punishment' (the driver will not be allowed to refuel on the same stop) makes this option a last resort rather than a strategic choice. Should a circuit see lap times drop off dramatically, a driver could find himself able to regain the time lost in the pits (one pit stop and another drive through) by capitalising on fresh tyres, but the FIA would take a dim view on such tactics, and consider penalties or subsequent clarifications on the rules.
There could of course be a unique set of conditions, where tyre wear is at dangerous level or something has been proven to be cutting the tyres. The team principals have stated they will take the drivers safety as the primary concern and bring their cars in.
With testing being so cold and Barcelona being re-surfaced, the teams have found it hard to evaluate tyres. To make the tyre last longer, harder compounds are being used - these do give very good and durable grip, but getting the tyres up to working temperature has proven difficult in testing with the low ambient temperatures. As a result the first hot races could see teams with set ups that are not kind to their tyres.
Aerodynamics
With the second tranche of rule changes aimed at reducing downforce, the cars will be subtly different this year. The front wing has been raised 5cm, the rear wing moved forwards 15cm and the diffuser height restricted at 12.5cm. This has slashed downforce by around 30%, with the loss being split equally between the three changes.
With all the teams except Ferrari, Minardi and Jordan releasing all new cars, some of the design trends are quite apparent. What has been a surprise is that no team has gone for a really radical approach - the higher front wings led me to expect to see noses and chassis being raised to clear the front wing flow, but this hasn't proved necessary, nor has the need for previously unseen supplementary wings designs. As a result the cars are developments of design ideas seen over the past few years, and most cars bear a strong resemblance to their predecessors.
As the raised outer span of the front wing loses downforce through the lack of ground effect, the teams have a big problem regaining this downforce. There is quite a tight envelope into which to fit the front wing - the outer sections must fit within the endplates profile, while the 50cm centre section can be as low as the floor but no higher than the rest of the wing assembly. Clearly the teams have made the most of the lower central span, cranked up the front wing angle and lengthened the chord as much as possible.
These solutions lead to their own problems - the lower centre section needs to merge its wake with the less dramatic outer sections, with some of the flow even moving sideways across the wing at the steepest transitions. The increased wing angle has several problems - the wing needs to sit lower on the endplate, reducing its sealing effect, and the steep angles send a lot of flow upwards over the suspension and sidepods, upsetting the rear wing. Additionally, the steep wing angles send stronger vortices around the front wheels again, upsetting the flow to the rest of the car.
The resulting solution seems to be centering on a single design, using two or three elements - a deeply dished centre span and slightly raised outer tips. This provides a compromise between downforce and tidy flow over the rest of the car. How the teams arrange the nose above the wing is an area of great contrast - Ferrari have made their nose low and bulbous to follow the shape of the front wing, while Williams have gone for a high, narrow nose to remove it from influencing the front wing. High or low, narrow or wide, the shape is a small part of the cars aerodynamic effectiveness, and certainly no one solution is better than the others.
The stronger wake from the front wing bargeboards leads to a convergence of design with smaller forward placed bargeboards, often consisting of two elements: a large inner board and smaller outer forward vane. The forward placement of these bargeboards collects the front wing's flow more effectively, and also moves the aerodynamic centre of pressure forwards, improving front downforce.
The offset of these bargeboards is their effect on the flow heading around the front of the sidepods. In the past teams have used a sidepod fin, mounted low and wide in front of the sidepods - this collects the flow heading in various directions, routing it to where the designer wants it to go. The net result is the flow under the floor is kept clean, and the messier flow is sent around the lower half of the sidepods. These fins have been reduced in size, now only forming a triangular fin jutting from the outer corner of the sidepod floor.
To further improve the effect sidepods are now undercut, leaving a flatter floor area on the front corner of the sidepod. This year this design is almost universal on new cars. The undercut eases the path around the sidepods for the flow passing under the nose and chassis, reducing drag, as there is less frontal area, which improves flow quality over the rest of the car.
Teams like Sauber and McLaren have taken this shaping to an extreme, with the section under the drivers legs blending straight into the lower half of the sidepod. This results in the cooling inlet being moved higher up and, in Sauber's case, being more horizontal than vertical. This can appear to form a smaller inlet, but it is largely an optical illusion.
The �coke bottle' area has been reduced to slimmer and lower dimensions, an effect made more dramatic by the higher sidepod fronts - most are now near cockpit height (Williams excepted), with the sidepods needing to drop dramatically to wrap in tightly near the gearbox. This shape actually creates lift, but the resulting improvement in net flow to the rear wing increases the total downforce produced.
With such tight shaping of the sidepods cooling has to be tackled more innovatively. Curiously Renault has returned to upright radiators, rather than the book-folded versions in 2004. A remarkable degree of convergence in design sees a large chimney working in conjunction with the winglet, with louvered panels optimising the rest of the cooling.
The chimney and winglet combination works effectively as the airflow speeds up directly in front of the winglet - this pulls hot air from the chimney through the winglet before spiraling to the outside of the rear wing. This effect makes the chimney more efficient than if it were run alone. Grills are now proliferating around the rearmost parts of the sidepods, which are more effective than a single large opening as they smooth the messy air passing through the sidepods, flattening it out to pass over the lower rear wing. This does create a small downforce penalty, but as these grills are only the secondary provider of cooling outlet they are only used to tune the cooling to the track. The rest of the time they are run as closed as much as possible.
With so much cooling flow being exhausted directly above the radiators, the rest of the sidepod merely acts to fare in the exhausts. As a result the teams are now wrapping the exhausts in as tightly as possible, moving the main jumble of pipe-work forwards towards the space behind the radiators.
By the time the flow over the car reaches the gearbox it has been messed up by every single preceding part on the car. While efforts are made to keep the flow as clean as possible the quality, speed and direction of the flow ahead of the rear wing is far from ideal. Since the two-element rear wings were introduced last year most teams have made greater strides to pre-condition the airflow ahead of the rear wing. The better the on set flow, the more aggressive the rear wing can be, allowing it to produce more downforce.
We now see mid wings on the roll structure and shelf wings between the rear wheels being used at most circuits. These are not wings used for their own downforce, but devices to direct the flow in a more sympathetic way for the rear wing to deal with. This year Williams have adopted two large mid wings, while McLaren have created the so-called horn wings as new takes on the conditioning solutions.
Under the car the flow passing along the flat floor will be pulled through by smaller diffuser tunnels - as their absolute height and length is limited, teams have to put in a very steep initial gradient at the start of the tunnel to kick-off the diffusing effect as aggressively as they can. This risks stalling if the flow under the car is not as clean or in the direction as expected, with immediate loss of half of the car's rear downforce.
Given the lower diffusers and forward mounted rear wings the lower wing has less ability to interact with them - last year the combined effect of the upper wing, lower wing and diffuser created more downforce than the parts individually. Subjectively, the teams now appear to be trying to get the lower wing working with the diffuser to regain the lost downforce, with shapes sweeping forwards and down to get as close to the tunnels as possible. BAR and Toyota have lightened their lower wings by taking away the load bearing task, instead installing a supplementary vertical support for the upper wing.[/QUOTE]
[QUOTE]Changes to the regulations mean that the teams will be penalised for using more than one engine per driver per two race weekends from the season opening Australian Grand Prix, as well as tyres that must survive qualifying and a race. Atlas F1's technical writer Craig Scarborough reviews the changes, and how the teams will cope with the new rules
This season should prove to be a close competition - new rules affects every area of the car, from long life tyres and engines to now-crippled aerodynamics. Such major changes have seen a intense testing period, with teams running both modified 2004 cars and releasing their 2005 early enough to complete some testing. Three teams have effectively rolled out their 2004 cars revised to the new rules for the opening races - testing suggests this route may be a bigger risk this year as the 'made for 2005' cars are meeting their potential early in testing, while the modified 2004 cars are already at their limit.
Tyres
With tyres now having to last two qualifying sessions and the whole race it would be reasonable to assume that the tyres will be rock hard and give no grip. While the tyres are running a harder compound, the drivers have found they last a surprisingly long time, with many drivers putting in their fastest times in the last laps of a race distance test. This development will still see tyres punished at hot or abrasive tracks, and teams will have to manage their tyre use carefully.
There are a number of contradicting requirements from the tyres now while, outwardly, the rules have been seen as nonsensical and negative to the sport. They have in fact been cleverly worded to ensure the teams have to compromise at every step of the race weekend; this caps speeds quite efficiently, and penalizes bad driving.
The drivers will now get two sets of tyres on a Friday to choose between (the prime and option tyres from their suppliers); at the end of the day one set will go back to the supplier and the team will get two additional sets of their preferred tyre choice. One of these sets will be used for both qualifying and the race, with the other set as a spare which cannot be used unless the race tyres and Friday tyres get damaged - any damage to the drivers' race tyres will see the well-worn Friday tyres fitted before the fresh set. It was suggested that tyres could be switched from one side to the other in a race situation; this is not allowed, as it constitutes a tyre change.
The effect of the new tyre rule will see the teams changing the set up of the cars and the electronics to reduce wear. While the fastest lap may be much faster than the teams actually achieve, the pace will be set by the rate of tyre wear or degradation. As these tyres will last through qualifying without any set up changes allowed in parc ferme, outstanding second qualifying times could be the result of an over-ambitious or strategic tyre strategy. Tracks with poor overtaking that are easy on tyres could see more risky strategies employed.
Suspension geometry is the first factor in tyre wear - putting too much camber (angle) onto the wheels will wear the tyre unevenly, resulting in a worn outer tread. Secondly, traction control (TC) is a great factor in tyre wear - the electronics can keep a tyre right on the edge of traction and slip for a longer period than any driver is capable of, so the tyre is constantly at the maximum wear rate during acceleration. Calming the TC down for the race to preserve the tyres will be common place, with the exciting option of the drivers turning up the TC to maximum to aid overtaking another slower car, who is probably nursing its tyres.
Tyres can be changed during the race - that in itself is not banned, but the penalty of a drive through �punishment' (the driver will not be allowed to refuel on the same stop) makes this option a last resort rather than a strategic choice. Should a circuit see lap times drop off dramatically, a driver could find himself able to regain the time lost in the pits (one pit stop and another drive through) by capitalising on fresh tyres, but the FIA would take a dim view on such tactics, and consider penalties or subsequent clarifications on the rules.
There could of course be a unique set of conditions, where tyre wear is at dangerous level or something has been proven to be cutting the tyres. The team principals have stated they will take the drivers safety as the primary concern and bring their cars in.
With testing being so cold and Barcelona being re-surfaced, the teams have found it hard to evaluate tyres. To make the tyre last longer, harder compounds are being used - these do give very good and durable grip, but getting the tyres up to working temperature has proven difficult in testing with the low ambient temperatures. As a result the first hot races could see teams with set ups that are not kind to their tyres.
Aerodynamics
With the second tranche of rule changes aimed at reducing downforce, the cars will be subtly different this year. The front wing has been raised 5cm, the rear wing moved forwards 15cm and the diffuser height restricted at 12.5cm. This has slashed downforce by around 30%, with the loss being split equally between the three changes.
With all the teams except Ferrari, Minardi and Jordan releasing all new cars, some of the design trends are quite apparent. What has been a surprise is that no team has gone for a really radical approach - the higher front wings led me to expect to see noses and chassis being raised to clear the front wing flow, but this hasn't proved necessary, nor has the need for previously unseen supplementary wings designs. As a result the cars are developments of design ideas seen over the past few years, and most cars bear a strong resemblance to their predecessors.
As the raised outer span of the front wing loses downforce through the lack of ground effect, the teams have a big problem regaining this downforce. There is quite a tight envelope into which to fit the front wing - the outer sections must fit within the endplates profile, while the 50cm centre section can be as low as the floor but no higher than the rest of the wing assembly. Clearly the teams have made the most of the lower central span, cranked up the front wing angle and lengthened the chord as much as possible.
These solutions lead to their own problems - the lower centre section needs to merge its wake with the less dramatic outer sections, with some of the flow even moving sideways across the wing at the steepest transitions. The increased wing angle has several problems - the wing needs to sit lower on the endplate, reducing its sealing effect, and the steep angles send a lot of flow upwards over the suspension and sidepods, upsetting the rear wing. Additionally, the steep wing angles send stronger vortices around the front wheels again, upsetting the flow to the rest of the car.
The resulting solution seems to be centering on a single design, using two or three elements - a deeply dished centre span and slightly raised outer tips. This provides a compromise between downforce and tidy flow over the rest of the car. How the teams arrange the nose above the wing is an area of great contrast - Ferrari have made their nose low and bulbous to follow the shape of the front wing, while Williams have gone for a high, narrow nose to remove it from influencing the front wing. High or low, narrow or wide, the shape is a small part of the cars aerodynamic effectiveness, and certainly no one solution is better than the others.
The stronger wake from the front wing bargeboards leads to a convergence of design with smaller forward placed bargeboards, often consisting of two elements: a large inner board and smaller outer forward vane. The forward placement of these bargeboards collects the front wing's flow more effectively, and also moves the aerodynamic centre of pressure forwards, improving front downforce.
The offset of these bargeboards is their effect on the flow heading around the front of the sidepods. In the past teams have used a sidepod fin, mounted low and wide in front of the sidepods - this collects the flow heading in various directions, routing it to where the designer wants it to go. The net result is the flow under the floor is kept clean, and the messier flow is sent around the lower half of the sidepods. These fins have been reduced in size, now only forming a triangular fin jutting from the outer corner of the sidepod floor.
To further improve the effect sidepods are now undercut, leaving a flatter floor area on the front corner of the sidepod. This year this design is almost universal on new cars. The undercut eases the path around the sidepods for the flow passing under the nose and chassis, reducing drag, as there is less frontal area, which improves flow quality over the rest of the car.
Teams like Sauber and McLaren have taken this shaping to an extreme, with the section under the drivers legs blending straight into the lower half of the sidepod. This results in the cooling inlet being moved higher up and, in Sauber's case, being more horizontal than vertical. This can appear to form a smaller inlet, but it is largely an optical illusion.
The �coke bottle' area has been reduced to slimmer and lower dimensions, an effect made more dramatic by the higher sidepod fronts - most are now near cockpit height (Williams excepted), with the sidepods needing to drop dramatically to wrap in tightly near the gearbox. This shape actually creates lift, but the resulting improvement in net flow to the rear wing increases the total downforce produced.
With such tight shaping of the sidepods cooling has to be tackled more innovatively. Curiously Renault has returned to upright radiators, rather than the book-folded versions in 2004. A remarkable degree of convergence in design sees a large chimney working in conjunction with the winglet, with louvered panels optimising the rest of the cooling.
The chimney and winglet combination works effectively as the airflow speeds up directly in front of the winglet - this pulls hot air from the chimney through the winglet before spiraling to the outside of the rear wing. This effect makes the chimney more efficient than if it were run alone. Grills are now proliferating around the rearmost parts of the sidepods, which are more effective than a single large opening as they smooth the messy air passing through the sidepods, flattening it out to pass over the lower rear wing. This does create a small downforce penalty, but as these grills are only the secondary provider of cooling outlet they are only used to tune the cooling to the track. The rest of the time they are run as closed as much as possible.
With so much cooling flow being exhausted directly above the radiators, the rest of the sidepod merely acts to fare in the exhausts. As a result the teams are now wrapping the exhausts in as tightly as possible, moving the main jumble of pipe-work forwards towards the space behind the radiators.
By the time the flow over the car reaches the gearbox it has been messed up by every single preceding part on the car. While efforts are made to keep the flow as clean as possible the quality, speed and direction of the flow ahead of the rear wing is far from ideal. Since the two-element rear wings were introduced last year most teams have made greater strides to pre-condition the airflow ahead of the rear wing. The better the on set flow, the more aggressive the rear wing can be, allowing it to produce more downforce.
We now see mid wings on the roll structure and shelf wings between the rear wheels being used at most circuits. These are not wings used for their own downforce, but devices to direct the flow in a more sympathetic way for the rear wing to deal with. This year Williams have adopted two large mid wings, while McLaren have created the so-called horn wings as new takes on the conditioning solutions.
Under the car the flow passing along the flat floor will be pulled through by smaller diffuser tunnels - as their absolute height and length is limited, teams have to put in a very steep initial gradient at the start of the tunnel to kick-off the diffusing effect as aggressively as they can. This risks stalling if the flow under the car is not as clean or in the direction as expected, with immediate loss of half of the car's rear downforce.
Given the lower diffusers and forward mounted rear wings the lower wing has less ability to interact with them - last year the combined effect of the upper wing, lower wing and diffuser created more downforce than the parts individually. Subjectively, the teams now appear to be trying to get the lower wing working with the diffuser to regain the lost downforce, with shapes sweeping forwards and down to get as close to the tunnels as possible. BAR and Toyota have lightened their lower wings by taking away the load bearing task, instead installing a supplementary vertical support for the upper wing.[/QUOTE]
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