| ptclaus98 | 10-15-2006 06:18 PM |
Formula One, Round 18, Brazilian GP, Interlagos
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[IMG]http://www.allianz.pl/images/cont/zapnijpasy/biuletyn_2005/17_brazylia_n_d.jpg[/IMG]
Sorry for the lack of english.:(
Last round of the year, lets get it going!
BMW going for it all. Sort of.
[QUOTE]BMW-Sauber are ready to throw all they can to head off a late-season charge from Toyota in the constructors' championship.
Toyota's sixth and seventh place finishes in the Japanese Grand Prix has helped the Japanese manufacturer close to within one point of BMW-Sauber for fifth place in the constructors' championship, with just one race remaining.
And with constructors' championship positions proving lucrative in terms of television income and travel money, the fight is crucial to both teams. It is understood that the gap between fifth and sixth in the title chase is worth several millions of pounds.
That is why BMW motorsport director Mario Theissen is determined for his team to keep their advantage in Brazil.
"We came back from the two Asian races with three points and are heading for Brazil and the final race of the season one point clear of Toyota in the constructors' championship," he said. "We will do everything we can to defend this position."
But even if BMW-Sauber fail in their task of keeping hold of fifth place, Theissen thinks his team have done more than expected of them this season.
"It is quite clear that we have achieved more than we could have expected in our first season with the BMW run team," he said. "In qualifying we made it into the top ten 17 times, and on one occasion even got onto the second row of the grid.
"In the 17 races so far we have made it into the points 15 times and even taken two podium places, thanks to Nick (Heidfeld) in Budapest and Robert (Kubica) in Monza. The bottom line is that we are ahead of schedule.
"But even more important than that is the fact that we have made steady progress during the course of the season. We are on a good path."[/QUOTE]
Kimi
Fred
Schumi
Kubica
Massa
Button
Fisi
Sorry for the lack of english.:(
Last round of the year, lets get it going!
BMW going for it all. Sort of.
[QUOTE]BMW-Sauber are ready to throw all they can to head off a late-season charge from Toyota in the constructors' championship.
Toyota's sixth and seventh place finishes in the Japanese Grand Prix has helped the Japanese manufacturer close to within one point of BMW-Sauber for fifth place in the constructors' championship, with just one race remaining.
And with constructors' championship positions proving lucrative in terms of television income and travel money, the fight is crucial to both teams. It is understood that the gap between fifth and sixth in the title chase is worth several millions of pounds.
That is why BMW motorsport director Mario Theissen is determined for his team to keep their advantage in Brazil.
"We came back from the two Asian races with three points and are heading for Brazil and the final race of the season one point clear of Toyota in the constructors' championship," he said. "We will do everything we can to defend this position."
But even if BMW-Sauber fail in their task of keeping hold of fifth place, Theissen thinks his team have done more than expected of them this season.
"It is quite clear that we have achieved more than we could have expected in our first season with the BMW run team," he said. "In qualifying we made it into the top ten 17 times, and on one occasion even got onto the second row of the grid.
"In the 17 races so far we have made it into the points 15 times and even taken two podium places, thanks to Nick (Heidfeld) in Budapest and Robert (Kubica) in Monza. The bottom line is that we are ahead of schedule.
"But even more important than that is the fact that we have made steady progress during the course of the season. We are on a good path."[/QUOTE]
Kimi
Fred
Schumi
Kubica
Massa
Button
Fisi
| finnRex | 10-15-2006 06:25 PM |
I'm gonna be off to Hawaii this week, so here are my early picks. Hopefully I'll hold off Steve to remain in 2nd(not holding my breathe).
1. M.Schumacher
2. F.Alonso
3. F.Massa
4. G.Fisichella
5. J.Button
6. R.Barrichello
7. K.Raikkonen
8. N.Heidfeld
Mika
1. M.Schumacher
2. F.Alonso
3. F.Massa
4. G.Fisichella
5. J.Button
6. R.Barrichello
7. K.Raikkonen
8. N.Heidfeld
Mika
| REX8 | 10-15-2006 09:17 PM |
Montoya...
| XenoWolf | 10-15-2006 09:37 PM |
Loeb.
| Italiano | 10-16-2006 07:44 AM |
1. M.Schumacher
2. F.Alonso
3. F.Massa
4. G.Fisichella
5. R.Barrichello
6. J.Button
2. F.Alonso
3. F.Massa
4. G.Fisichella
5. R.Barrichello
6. J.Button
| BillT | 10-16-2006 09:10 AM |
The last race kinda took all the excitement out of this one. I think MS will win to finish off his F1 career.
| sebtarta | 10-16-2006 11:26 AM |
Maybe Shumacher will pool a Villeaneuve or Hill against Alonso, so he can win the championship. :lol: As long as he is able to finish first and Alonso is 9th or more.
1. M.Schumacher
2. K.Raikkonen
3. F.Massa
4. J.Button
5. R.Barrichello
6. G.Fisichella
1. M.Schumacher
2. K.Raikkonen
3. F.Massa
4. J.Button
5. R.Barrichello
6. G.Fisichella
| vlady | 10-16-2006 01:45 PM |
Unless Alanso blows up or somebody crashes him, he'll definately be in the points. He's had a lot of crap go against him towards the second half of the season and I feel he has done great considering that. It should be an interesting last race.
Go Fred!
Go Fred!
| Ferg | 10-16-2006 01:53 PM |
[QUOTE=sebtarta;15628726]Maybe Shumacher will pool a Villeaneuve or Hill against Alonso, so he can win the championship. :lol: [/QUOTE]
Damon has been warning Alonso of that very thing...
[QUOTE]Hill warns Alonso not to relax
Monday, October 9th 2006, 13:24 GMT
Former champion Damon Hill has warned Renault's Fernando Alonso to watch out for Michael Schumacher, even if the German has publicly ruled out his chances of winning the Formula One title.
"Michael said he's not thinking about the championship now, that's baloney. He never gives up," the Briton, champion with Williams in 1996, told the BBC on Monday.
"I would keep my armour on if I were Alonso until after the last race."
Schumacher is 10 points behind champion Alonso with one race, in Brazil next week, to come after he retired from Sunday's Japanese Grand Prix with a blown engine.
The only way the German can take a record eighth title is if he wins at Interlagos - his last race before retirement - and Spaniard Alonso, winner at Suzuka, fails to score.
"Don't ever write that guy off. It's not over until it's over," said Hill, who had some epic battles with Schumacher in the 1990s, losing to him by one point after a collision in the final race of 1994.
[B]"He's going to go into that last race thinking: 'Now, how can I win this and Alonso not score anything?' That's the way he's going to approach it. Otherwise he's not Michael Schumacher." [/B][/QUOTE]
Damon has been warning Alonso of that very thing...
[QUOTE]Hill warns Alonso not to relax
Monday, October 9th 2006, 13:24 GMT
Former champion Damon Hill has warned Renault's Fernando Alonso to watch out for Michael Schumacher, even if the German has publicly ruled out his chances of winning the Formula One title.
"Michael said he's not thinking about the championship now, that's baloney. He never gives up," the Briton, champion with Williams in 1996, told the BBC on Monday.
"I would keep my armour on if I were Alonso until after the last race."
Schumacher is 10 points behind champion Alonso with one race, in Brazil next week, to come after he retired from Sunday's Japanese Grand Prix with a blown engine.
The only way the German can take a record eighth title is if he wins at Interlagos - his last race before retirement - and Spaniard Alonso, winner at Suzuka, fails to score.
"Don't ever write that guy off. It's not over until it's over," said Hill, who had some epic battles with Schumacher in the 1990s, losing to him by one point after a collision in the final race of 1994.
[B]"He's going to go into that last race thinking: 'Now, how can I win this and Alonso not score anything?' That's the way he's going to approach it. Otherwise he's not Michael Schumacher." [/B][/QUOTE]
| artkevin | 10-16-2006 02:01 PM |
I agree with Hill. I don't think MS will do anything premeditated but if his evil little twin (not Ralf, the other one) has a chance to pull something off it *could* happen.
| meebs | 10-16-2006 02:02 PM |
I was a big fan of Damon, but uhhh... how is Schumacher going to score 10 whilst running across Alonso's front wing or slamming into the side of him? The reason why it was done in the past was because he didn't [b]need[/b] to score.
| gte123v | 10-16-2006 02:09 PM |
[QUOTE=meebs;15631124]I was a big fan of Damon, but uhhh... how is Schumacher going to score 10 whilst running across Alonso's front wing or slamming into the side of him? The reason why it was done in the past was because he didn't [b]need[/b] to score.[/QUOTE]
ferrari could make a flemsy mirror and have it fall off while infront of alonso and get sucked into the side pods. Although almost impossible but still, there's a chance? haha:banana:
ferrari could make a flemsy mirror and have it fall off while infront of alonso and get sucked into the side pods. Although almost impossible but still, there's a chance? haha:banana:
| REX8 | 10-16-2006 02:16 PM |
I'm looking for Masa, or a Ferrari engine supplied team to take Alonso out early...
This used to happen, why can't it still happen...
This used to happen, why can't it still happen...
| sebtarta | 10-16-2006 02:35 PM |
Its going to happen. In fact I cannot wait for the race and see the outcome.
Maybe Shumacher will pay a Minardi to crash into Alonso :lol: What do the Minardi's have to loose right?
Maybe Shumacher will pay a Minardi to crash into Alonso :lol: What do the Minardi's have to loose right?
| Ferg | 10-16-2006 02:36 PM |
Minardi?
| sebtarta | 10-16-2006 02:43 PM |
[QUOTE=Ferg;15631653]Minardi?[/QUOTE]
yeah, well Toro Rosso, which for me they are still Minardi :lol:
yeah, well Toro Rosso, which for me they are still Minardi :lol:
| Ferg | 10-16-2006 02:44 PM |
Me too :)
| sebtarta | 10-16-2006 02:46 PM |
But I guess Spyker took Minardi's place.
Toro Rosso is able to finish races at least. ;)
Toro Rosso is able to finish races at least. ;)
| gte123v | 10-16-2006 02:48 PM |
maybe Schumi will pay Fisi to do a little internal sabatage.
| JZ oo7 | 10-16-2006 09:55 PM |
MSC wins
ALO DNF.
:eek: :lol:
ALO DNF.
:eek: :lol:
| John__Gotti | 10-16-2006 11:42 PM |
Why hasn't anyone thought about the flip side. Alonso crashes in to MS and ends all this speculation about MS taking him out.
| sebtarta | 10-17-2006 06:49 AM |
[QUOTE=John__Gotti;15638788]Why hasn't anyone thought about the flip side. Alonso crashes in to MS and ends all this speculation about MS taking him out.[/QUOTE]
AHHH I like your thinking! It would be awesome if he actually did that. Then answer back with, "payback from Hill and Villa. :banana::lol:"
AHHH I like your thinking! It would be awesome if he actually did that. Then answer back with, "payback from Hill and Villa. :banana::lol:"
| StuBeck | 10-17-2006 04:41 PM |
M.Schumacher
F.Alonso
G.Fisichella
K.Raikkonen
F.Massa
R.Barrichello
J.Button
J.Trulli
F.Alonso
G.Fisichella
K.Raikkonen
F.Massa
R.Barrichello
J.Button
J.Trulli
| artkevin | 10-17-2006 05:33 PM |
[QUOTE=John__Gotti;15638788]Why hasn't anyone thought about the flip side. Alonso crashes in to MS and ends all this speculation about MS taking him out.[/QUOTE]
He doesn't have that history unlike MS. All Fernando needs to do to sure it up is finish 8th or better. He can do that in his sleep as long as the car/pit crew doesn't let him down.
He doesn't have that history unlike MS. All Fernando needs to do to sure it up is finish 8th or better. He can do that in his sleep as long as the car/pit crew doesn't let him down.
| bemani | 10-17-2006 05:36 PM |
[QUOTE=John__Gotti;15638788]Why hasn't anyone thought about the flip side. Alonso crashes in to MS and ends all this speculation about MS taking him out.[/QUOTE]
I said that in the Japanese GP thread after Michael's engine blew ... that he has no chance because Alonso and Fisi will be gunning straight for him.
I said that in the Japanese GP thread after Michael's engine blew ... that he has no chance because Alonso and Fisi will be gunning straight for him.
| grippgoat | 10-17-2006 05:42 PM |
[QUOTE=John__Gotti;15638788]Why hasn't anyone thought about the flip side. Alonso crashes in to MS and ends all this speculation about MS taking him out.[/QUOTE]
And then Massa wins and Fisi sucks as usual, and then Ferrari wins the Constructor's.... I'm sure Renault would love that. That'd actually be kind of a sweet parting shot for Alonso.... Secure the WDC for himself while screwing Renault out of the constructor's....
-Mike
And then Massa wins and Fisi sucks as usual, and then Ferrari wins the Constructor's.... I'm sure Renault would love that. That'd actually be kind of a sweet parting shot for Alonso.... Secure the WDC for himself while screwing Renault out of the constructor's....
-Mike
| JZ oo7 | 10-17-2006 07:29 PM |
it's a conspiracy. ferrari and renault agreed to help each other. renault knows that they won't be able to win the constructor's dued to the fact that massa is going to do better than fisi, so they make a deal with ferrari. renualt will win the constructor's while they screw up alonso's nut (wheel) again, so MSC can win the driver's. just a thought :lol:
| WRX 2002 | 10-18-2006 06:36 AM |
Sato generally does this type of thing for free.
quote=REX8;15631344]I'm looking for Masa, or a Ferrari engine supplied team to take Alonso out early...
This used to happen, why can't it still happen...[/quote]
quote=REX8;15631344]I'm looking for Masa, or a Ferrari engine supplied team to take Alonso out early...
This used to happen, why can't it still happen...[/quote]
| sebtarta | 10-18-2006 08:18 AM |
Between the end of the F1 season and MotoGP, its the best going on right now.
| Ferg | 10-18-2006 11:06 AM |
I figured I'd throw this in this thread to pass some time before Brazil.
[QUOTE]WMSC reveals 2007-08 rules changes
Wednesday, October 18th 2006, 14:47 GMT
Formula One drivers will be allowed to use twice as many tyres in the 2007 season, as the World Motor Sport Council approved on Wednesday several rule changes.
The WMSC, meeting in Barcelona, also confirmed third cars will be outlawed next year, but a third driver will be able to take to the track during practice in one of the two cars allowed to each team.
In 2007, each driver will have 14 sets of dry-weather tyres at his disposal, twice as many as this season. Bridgestone will be the only tyre supplier in Formula One next year.
The Council also approved safety car regulation changes, with drivers now not allowed to pit until the whole field has lined up behind the safety car.
For the 2008 season, the WMSC confirmed drivers will be penalised if they are forced to replace their gearboxs.
The following sporting regulations were approved for the 2007 FIA Formula One World Championship:
Practice
Teams may only use two cars in any one practice session. A nominated third driver or either race driver can use these cars in the session.
The two free practice sessions on the first day of practice have been extended from one hour to ninety minutes each.
Tyres
The single tyre supplier is required to provide identical quantities and specifications of tyres to all teams over a calendar year.
It may only provide two specifications of tyre at each Event.
The quantity of dry-weather tyres each driver may use at an Event has been increased from seven sets to 14. A maximum of four sets will be available to each driver for the first day of practice and 10 for the remainder of the Event.
Engines
The two-race engine regulations will now only apply to the second day of practice and the day of the race.
Engines homologated and used during the last two Events of 2006 must now be used during the 2007, 2008, 2009 and 2010 seasons.
Safety Car
When the Safety Car is deployed no car is permitted to enter the pits until all are bunched up behind the Safety Car. This is to remove all incentive for cars to be driven quickly back to the pits for refuelling when the Safety Car is deployed.
Before the Safety Car returns to the pits any lapped car between cars running on the lead lap must pass those cars and the safety car. It may then proceed around the track to take up position at the back of the line of cars behind the safety car.
Before a race is resumed any lapped car between cars running on the lead lap must pass those cars and the safety car and then proceed around the track to take up position at the back of the line of cars behind the safety car.
Stewards
The stewards may now impose grid place penalties.
The following sporting regulations were approved for the 2008 FIA Formula One World Championship:
FIA ECU to be fitted for all testing in addition to races.
A 10-place grid penalty will be issued for an engine change, as opposed to a weight penalty.
A five-place grid penalty will be issued for a gearbox change, as opposed to a weight penalty.
Gear ratios may be changed once per race under supervision.
Damaged gear ratios and dog rings may be changed without penalty provided it is evident physical damage has not been made deliberately.
Ferrari's request to supply two teams with engines in the 2008 championship has been accepted.
A number of technical regulations were also approved for the 2007 and 2008 championships. [/QUOTE]
[QUOTE]WMSC reveals 2007-08 rules changes
Wednesday, October 18th 2006, 14:47 GMT
Formula One drivers will be allowed to use twice as many tyres in the 2007 season, as the World Motor Sport Council approved on Wednesday several rule changes.
The WMSC, meeting in Barcelona, also confirmed third cars will be outlawed next year, but a third driver will be able to take to the track during practice in one of the two cars allowed to each team.
In 2007, each driver will have 14 sets of dry-weather tyres at his disposal, twice as many as this season. Bridgestone will be the only tyre supplier in Formula One next year.
The Council also approved safety car regulation changes, with drivers now not allowed to pit until the whole field has lined up behind the safety car.
For the 2008 season, the WMSC confirmed drivers will be penalised if they are forced to replace their gearboxs.
The following sporting regulations were approved for the 2007 FIA Formula One World Championship:
Practice
Teams may only use two cars in any one practice session. A nominated third driver or either race driver can use these cars in the session.
The two free practice sessions on the first day of practice have been extended from one hour to ninety minutes each.
Tyres
The single tyre supplier is required to provide identical quantities and specifications of tyres to all teams over a calendar year.
It may only provide two specifications of tyre at each Event.
The quantity of dry-weather tyres each driver may use at an Event has been increased from seven sets to 14. A maximum of four sets will be available to each driver for the first day of practice and 10 for the remainder of the Event.
Engines
The two-race engine regulations will now only apply to the second day of practice and the day of the race.
Engines homologated and used during the last two Events of 2006 must now be used during the 2007, 2008, 2009 and 2010 seasons.
Safety Car
When the Safety Car is deployed no car is permitted to enter the pits until all are bunched up behind the Safety Car. This is to remove all incentive for cars to be driven quickly back to the pits for refuelling when the Safety Car is deployed.
Before the Safety Car returns to the pits any lapped car between cars running on the lead lap must pass those cars and the safety car. It may then proceed around the track to take up position at the back of the line of cars behind the safety car.
Before a race is resumed any lapped car between cars running on the lead lap must pass those cars and the safety car and then proceed around the track to take up position at the back of the line of cars behind the safety car.
Stewards
The stewards may now impose grid place penalties.
The following sporting regulations were approved for the 2008 FIA Formula One World Championship:
FIA ECU to be fitted for all testing in addition to races.
A 10-place grid penalty will be issued for an engine change, as opposed to a weight penalty.
A five-place grid penalty will be issued for a gearbox change, as opposed to a weight penalty.
Gear ratios may be changed once per race under supervision.
Damaged gear ratios and dog rings may be changed without penalty provided it is evident physical damage has not been made deliberately.
Ferrari's request to supply two teams with engines in the 2008 championship has been accepted.
A number of technical regulations were also approved for the 2007 and 2008 championships. [/QUOTE]
| Ferg | 10-18-2006 11:17 AM |
More on next year...
[QUOTE]San Marino GP out of 2007 calendar
Wednesday, October 18th 2006, 15:07 GMT
The San Marino Grand Prix will not be included on the 2007 calendar, the FIA's World Motor Sport Council confirmed on Wednesday.
The Imola event had not been included on the provisional calendar released earlier this year, but a gap of nearly a month between the Bahrain and Spanish Grands Prix suggested the race could be reinstated.
Formula One supremo Bernie Ecclestone demanded that changes be made to the Imola circuit in order to have a chance of returning to the calendar.
Although the revamp works have started, the attempts to reinstate Imola, however, have failed and the Italian circuit will not feature on next year's championship.
The WMSC said "no agreement was in place for an 18th race and there will continue to be 17 races in the 2007 calendar."
2007 FIA Formula One World Championship:
18 March Australia
8 April Malaysia
15 April Bahrain
13 May Spain
27 May Monaco
10 June Canada
17 June United States
1 July France
8 July Great Britain
22 July Germany**
5 August Hungary
26 August Turkey
9 September Italy
16 September Belgium
30 September Japan*
7 October China*
21 October Brazil
* Pending the ASN's confirmation.
** The 2007 German Grand Prix will take place at N�rburgring. In 2008, it will switch to Hockenheim. It will continue to alternate between these two circuits thereafter. [/QUOTE]
[QUOTE]San Marino GP out of 2007 calendar
Wednesday, October 18th 2006, 15:07 GMT
The San Marino Grand Prix will not be included on the 2007 calendar, the FIA's World Motor Sport Council confirmed on Wednesday.
The Imola event had not been included on the provisional calendar released earlier this year, but a gap of nearly a month between the Bahrain and Spanish Grands Prix suggested the race could be reinstated.
Formula One supremo Bernie Ecclestone demanded that changes be made to the Imola circuit in order to have a chance of returning to the calendar.
Although the revamp works have started, the attempts to reinstate Imola, however, have failed and the Italian circuit will not feature on next year's championship.
The WMSC said "no agreement was in place for an 18th race and there will continue to be 17 races in the 2007 calendar."
2007 FIA Formula One World Championship:
18 March Australia
8 April Malaysia
15 April Bahrain
13 May Spain
27 May Monaco
10 June Canada
17 June United States
1 July France
8 July Great Britain
22 July Germany**
5 August Hungary
26 August Turkey
9 September Italy
16 September Belgium
30 September Japan*
7 October China*
21 October Brazil
* Pending the ASN's confirmation.
** The 2007 German Grand Prix will take place at N�rburgring. In 2008, it will switch to Hockenheim. It will continue to alternate between these two circuits thereafter. [/QUOTE]
| sebtarta | 10-18-2006 11:59 AM |
They should bring Autodromo Buenos Aires Argentina track back again. That is one of my favorite.
| StuBeck | 10-18-2006 12:29 PM |
I might be able to go to Belgium next year if I go to business school in England, but I might be starting later than that and I'm not sure if I'll be allowed out of the country.
| StuBeck | 10-18-2006 12:31 PM |
Thats good to hear about the change in tyres, it'll mean Bridgestone won't be pissy about offering tyres during tests.
| Ferg | 10-18-2006 01:23 PM |
[SIZE="5"][B]TV Times[/B][/SIZE]
[QUOTE][i]all times Pacific[/i]
Friday, Oct 20th 11:00 am Practice #2
Saturday, Oct 21st 12:30 pm Qualifying
Sunday, Oct 22nd 9:30 am RACE!
[/QUOTE]
[QUOTE][i]all times Pacific[/i]
Friday, Oct 20th 11:00 am Practice #2
Saturday, Oct 21st 12:30 pm Qualifying
Sunday, Oct 22nd 9:30 am RACE!
[/QUOTE]
| TimStevens | 10-18-2006 01:34 PM |
Wait... how the heck is it that the two race engine rule doesn't apply on Friday? And which F1 team is going to let some rookie race around in their lead car on Friday anyway and risk stuffing it into the wall?
I don get it...
I don get it...
| Ferg | 10-18-2006 01:44 PM |
The teams get to use a different engine on Friday, that along with the ban on third cars doing the grunt work should get the race drivers out on track.
I agree about the third drivers being made redundant. Stuffing a race chassis would be cause for beheading!
I agree about the third drivers being made redundant. Stuffing a race chassis would be cause for beheading!
| bemani | 10-18-2006 01:50 PM |
So the teams basically get 3 hours of testing on Friday with unlimited engine stress. Are they doing anything to cut down the testing days?
[QUOTE=TimStevens;15659585] And which F1 team is going to let some rookie race around in their lead car on Friday anyway and risk stuffing it into the wall?
I don get it...[/QUOTE]
It doesn't matter as long as the gearbox is okay. They can rebuild the car for Saturday. Its the Saturday practice that you have to worry about, since it seem they can stuff the test driver in there now, they're no longer limited to Friday only ...
[QUOTE=TimStevens;15659585] And which F1 team is going to let some rookie race around in their lead car on Friday anyway and risk stuffing it into the wall?
I don get it...[/QUOTE]
It doesn't matter as long as the gearbox is okay. They can rebuild the car for Saturday. Its the Saturday practice that you have to worry about, since it seem they can stuff the test driver in there now, they're no longer limited to Friday only ...
| Ferg | 10-18-2006 02:01 PM |
[QUOTE=bemani;15659856]SAre they doing anything to cut down the testing days?[/QUOTE]
I had to dig for it, but they have agreed to a testing limit of sorts for next season...
[QUOTE]Teams sign off 2007 testing agreement
By Jonathan Noble Monday, October 9th 2006, 07:18 GMT
Formula One team bosses have signed off the 2007 testing agreement after the document was ratified by all the team principals at Suzuka yesterday, autosport.com has learned.
Discussions to frame the testing code of conduct, which lays out how teams are able to structure their 30,000 kilometres of running during the season, have been ongoing for several months.
It had originally been hoped that the agreement would be approved in China, but it was finally only completed after the race in Japan.
BMW motorsport director Mario Theissen told autosport.com: "It is good. I think it was not just a good result but also a good process by everybody."
Honda Racing boss Nick Fry has said that he now wants to push for teams to all agree to test at the same time - which would allow the tests to generate some publicity.
"The next stage is for the team managers to sit down and work out where we can all test together, which will hopefully give the promoters the chance to sell something that is a collective test," he told autosport.com. "That will be a good thing.
"Engineers like to be able to tune where they want to go, but as a team principal I always like our team to test where some of the hot competition are, because that is the only way you can tell where you stand. So it makes sense to test as many times as practicable with as many of the top teams as possible, rather than having a constant monitoring of what you are doing."
Despite agreement of in-season testing, the teams are still pushing Bridgestone to expand their plans for testing this December. Currently only two three-day tests have been lined up in December, with several outfits wanting another run in late November.[/QUOTE]
I had to dig for it, but they have agreed to a testing limit of sorts for next season...
[QUOTE]Teams sign off 2007 testing agreement
By Jonathan Noble Monday, October 9th 2006, 07:18 GMT
Formula One team bosses have signed off the 2007 testing agreement after the document was ratified by all the team principals at Suzuka yesterday, autosport.com has learned.
Discussions to frame the testing code of conduct, which lays out how teams are able to structure their 30,000 kilometres of running during the season, have been ongoing for several months.
It had originally been hoped that the agreement would be approved in China, but it was finally only completed after the race in Japan.
BMW motorsport director Mario Theissen told autosport.com: "It is good. I think it was not just a good result but also a good process by everybody."
Honda Racing boss Nick Fry has said that he now wants to push for teams to all agree to test at the same time - which would allow the tests to generate some publicity.
"The next stage is for the team managers to sit down and work out where we can all test together, which will hopefully give the promoters the chance to sell something that is a collective test," he told autosport.com. "That will be a good thing.
"Engineers like to be able to tune where they want to go, but as a team principal I always like our team to test where some of the hot competition are, because that is the only way you can tell where you stand. So it makes sense to test as many times as practicable with as many of the top teams as possible, rather than having a constant monitoring of what you are doing."
Despite agreement of in-season testing, the teams are still pushing Bridgestone to expand their plans for testing this December. Currently only two three-day tests have been lined up in December, with several outfits wanting another run in late November.[/QUOTE]
| TimStevens | 10-18-2006 02:50 PM |
[QUOTE=Ferg;15659741]The teams get to use a different engine on Friday, that along with the ban on third cars doing the grunt work should get the race drivers out on track.
I agree about the third drivers being made redundant. Stuffing a race chassis would be cause for beheading![/QUOTE]
So they swap in a Friday test motor, then swap that out and put in last week's Sat. and Sunday motor? That seems really stupid to me...what's the point of the two-weekend engine rule again if they're effectively forced to go through one and a half engines per race weekend?
I agree about the third drivers being made redundant. Stuffing a race chassis would be cause for beheading![/QUOTE]
So they swap in a Friday test motor, then swap that out and put in last week's Sat. and Sunday motor? That seems really stupid to me...what's the point of the two-weekend engine rule again if they're effectively forced to go through one and a half engines per race weekend?
| Fox | 10-18-2006 03:08 PM |
[QUOTE=TimStevens;15660854]So they swap in a Friday test motor, then swap that out and put in last week's Sat. and Sunday motor? That seems really stupid to me...what's the point of the two-weekend engine rule again if they're effectively forced to go through one and a half engines per race weekend?[/QUOTE]
Because it's a balance between that and spectators not seeing anyone on the track on Fridays.
Because it's a balance between that and spectators not seeing anyone on the track on Fridays.
| JZ oo7 | 10-18-2006 03:08 PM |
i'm still really confused on the new engine rule. teams are now forced to use the same engine design for the next 3 years, so if a team finds a flaw in their design say next year they would be so screwed. right? does that mean ferrari is so screwed because whatever design they had for the last 2 races, that design isn't working for them (massa with an engine change in china, and schumacher blowing up an engine).
| Ferg | 10-18-2006 03:36 PM |
There's a provision in the homologation tules that allows engine manufactureres to "fix" any reliability issues that may come up.
Of course to homologate an engine it has to survive two race distances first..which was why there was all that drama around Honda at Monza. Their new engine blew up and they were forced to revert to an older spec. Of course that was their plan to begin with, bring out the new engine early and see what happens while still having enough races left in the season to meet the homologation requirements.
Confusing isn't it!?!
Of course to homologate an engine it has to survive two race distances first..which was why there was all that drama around Honda at Monza. Their new engine blew up and they were forced to revert to an older spec. Of course that was their plan to begin with, bring out the new engine early and see what happens while still having enough races left in the season to meet the homologation requirements.
Confusing isn't it!?!
| StuBeck | 10-18-2006 05:04 PM |
The teams aren't going to suddenly have a huge design flaw which they'r egoing to be stuck with for three years, if something pops up they'll be allowed to change it.
| sebtarta | 10-19-2006 10:06 AM |
The new engine rule is :confusing:
They are trying to make it equal for all the teams, but they seem to forget that the higher teams are capable of coughing $$$$ while the lower teams it takes them a full year to reach that amount.
They should have a rule stating that there is only a certain amount of $$$ to be spent by the team on the season. An average so all teams are equal.
They are trying to make it equal for all the teams, but they seem to forget that the higher teams are capable of coughing $$$$ while the lower teams it takes them a full year to reach that amount.
They should have a rule stating that there is only a certain amount of $$$ to be spent by the team on the season. An average so all teams are equal.
| Ferg | 10-19-2006 11:35 AM |
Great write up about the new engine regs on Autosport's website.
It's long, but as always very much worth the read.
[QUOTE][I][B]Understanding the New Engine Rules[/B]
As the Formula One engine makers submit their current engine specifications to the FIA for a development freeze that will last the next four seasons, autosport.com's technical writer Craig Scarborough explains how the rule will be enforced, why it was introduced, and how it will affect the sport
[/I]
By Craig Scarborough
autosport.com's technical writer
As the cars rolled into parc ferme at the end of the Japanese Grand Prix two weeks ago, a process kicked in that will alter Formula One for the next three years at least.
Part of FIA president Max Mosley's vision going into the next decade will see the specification of engines frozen until after 2010. The change is unprecedented in F1 history and has been the subject of much political dispute.
According to the new rules, the engines will be subject to a homologation process, whereby the design of the engine and any subsequent alterations are controlled by the FIA. Thus, there will be no fast-paced development of engines, and power levels will effectively be capped - compounded by the additional limit of 19,000 rpm.
[B]Why change the rules?[/B]
The change is part of Mosley's agenda to control several aspects of F1, namely: speed, costs, environmental issues, and improving the "show".
Engines are one of the top three factors in the pace of the cars, with tyres and aerodynamics the other major influences. Even with the new V8 engines for 2006, the 2.4-litre engines are producing over 750hp and revving to 20,000 rpm.
Each year the teams find nearly 5% more power from the engines. This increment alone drops lap times by almost three quarters of a second. Thus, engines are a key way to limit the escalation in speeds, and as a by-product a way to improve safety.
Currently, F1 engines are supplied by the major road car manufacturers; these companies have huge resources and have applied enormous budgets just to get a competitive engine to the grid, not to mention the additional costs to develop it to be the best engine in F1.
The manufacturers are dedicating as many as 300 staff members to their engine program, as well as relying on other specialists within their corporations for specific tasks.
The environmental lobby is increasingly focusing on activities fed by fossil fuels, from the humble motorist to the increase in air travel. Clearly F1 can be viewed as a wasteful sport in environmental terms. Only too aware of this increasing powerful movement, Mosley holds the view that F1 should reflect this change in culture.
In many respects, F1 is not a major impact on the environment - the cars are very efficient with fuel usage; they do not complete huge amount of mileage; and carbon emissions for a race are small in comparison to other industries.
But F1 is a focus for world attention on the motoring industry and as a result has a degree of responsibility for the industry's image.
On top of that, the entertainment value that Formula One is providing these past few years has been a matter of constant debate. The recent FIA/AMD survey shows, unsurprisingly, that fans want to see more overtaking, and while this should be in principal a simple aim, it is not one that's technically easy to produce without adding a fake element to the sport.
Many people will recall the turbo era in the seventies and eighties, when overtaking was possible with a bit of bravery and the boost turned up temporarily. The idea of a boost button appeals to many, but the current crop of un-turbo charged engines cannot provide this "push to pass" functionality. The engines are already at their limit and no more power could be liberated for brief periods. Thus, only by some restriction on the engine's performance could the overtake option be incorporated.
[B]Why now?[/B]
The philosophy leading to these latest rule changes has been developing for some time. The late adoption of the V8 engines and their associated technical restriction in 2005 and 2006 suggested more engine regulations would be some way off. However, it is perhaps for that very reason that the engine freeze has been scheduled so soon.
The sweeping changes that dropped the V10s for V8s have levelled the playing field, and most insiders believe peak power outputs are comparable across the field.
Despite many media reports of gaping power differences, the usual 1-2% spread of power between the teams could provide as little as 10-15hp between manufacturers. This rare moment of parity between engine suppliers provides a window in which a freeze could be fair for all involved.
[B]What's proposed?[/B]
In essence, the engine freeze is just what its name suggests: the specification of the engines completing the Japanese Grand Prix will form the race engine for that manufacturer for the next four years, with the additional 19,000 rpm restriction.
As is usual for the FIA, the concept of the rule is agreed beforehand, which then leaves the FIA technical delegates and the teams to agree on how the rule will work in detail. Again as is usual, there is little information published about how the rules will work. The loops of meetings, emails and faxes circulating between those involved will run on to the first race of 2007, with more clarifications sought after and published throughout the season.
The process by which the engine's specifications are documented and controlled is called homologation. This is a new concept to the normally technically free Formula One, but not unusual in many other top level motorsport series.
The FIA's World Rally championship (WRC), for example, requires the manufacturers to declare all aspects of their car's design to the governing body before competing in events. The car is subsequently compared to this documentation as part of the scrutineering process throughout the championship.
Thus, the engines and documentation that were delivered to the FIA after the Japanese round will be reviewed and homologated. It's not clear what exactly is covered by the freeze, but the FIA's current rules define the engine for weight and parc ferme purposes as the main components within the outer casings, from the injection system to the oil/water pumps and alternator. This excludes bolt-on parts such as clutch, exhaust and wiring.
The aim of the new rule is to prevent the usual steps in engine development we see every few races, where major parts like cams, cylinders heads and pistons are replaced - giving some components a life of only two race weekends, before they are superseded by a newly designed part.
With such development now banned, this would clearly be a major cost saving for the manufacturers. However, the homologation rules do allow for sensible alterations, and a documented change process is included to specific exceptions to the technical freeze.
With the cap on engine speed to 19,000 rpm, the teams will be able to re-tune their engines to suit the new limit. This limit will also reduce the manufacturers' options on the limited development available over the coming years.
This limit will be enforced by the teams' own electronics in 2007, but as of 2008, this will be directly under the FIA's control via the standardised ECU. Thus, the governing body could allow a limited over-rev facility to offer about 500 rpm more for limited periods over the weekend. This would allow a "push to pass" facility, although the extra revs won't significantly boost power, so drivers will not be able to solely rely on the boost button to pass other cars.
[B]Effect on the sport[/B]
We are unlikely to see any major change in a team's competitiveness; however, any subtle imbalances between the engines will not be easy to recover. If an engine is lacking in one area, its manufacturer will not be able to simply redesign the problem away.
Reliability should be improved slightly, as manufacturers will not be able to stretch new untested components to their limits, thus causing blow ups on new spec engines. Moreover, having revs capped at 19,000 rpm will ease the load on the engines that are currently designed for up to 20,000 rpm.
Another issue will be any new manufacturer aiming to enter F1 during the engine freeze period. Such manufacturer could have a potential advantage by bringing in a newly designed engine, but currently no other engine maker is expected to join F1, so this concern is unlikely to arise.
Equally, any manufacturer leaving the sport before 2009 will leave a void of one or two teams without engines. However, as the business of producing the homologated engines has been eased in terms of costs and logistics, other manufacturers could make up the shortfall in engine supply with little impact to their costs and operation.
[B]
Effect on the teams[/B]
With engines not contributing to an increase in speed - and with a single tyre supplier having a similar effect - Formula One will become, effectively, a chassis formula. The major contributor to lap times will be, from now on, aerodynamics, electronics, transmissions and suspension, in approximately that order.
Electronics and transmissions are, however, directly attributable to engine integration, and this will be a critical area for the teams to develop. Few teams will want to be without an effective seamless transmission next year, as this will be one of the few areas of innovation possible that will provide significant lap time improvements.
Other aspects of engine integration with the chassis will be the airbox and exhaust pipes. As the sole source of tuning, the manufacturers will be keen to optimise these to improve power delivery, which in turn may have an effect on the chassis and in particular aerodynamics.
A Bulkier exhaust system or a wider airbox may reap more power, but it may slow the car due to more aero drag. The net gain will need to be considered between team and engine supplier to decide what is the best route to follow. However, some new compromises in design will no doubt be seen as the seasons progress.
[B]Effect on the manufacturers[/B]
The Manufacturers will be the most fundamentally affected by the rule changes. Primarily, they will now no longer be able to develop their engine to the same degree as before. Some development will still occur to parts outside of the freeze - mainly the on the airbox and exhaust pipe, plus the electronics, oils/fuel and some smaller ancillary components.
The manufacturers will be able to use these to influence the power delivery. As the engines are capped on revs, the emphasis will focus much more on power delivery than peak power. An engine with a fuller power curve in the critical middle and upper ranges of 12,000-19,000 rpm will lap faster than an engine with more peak power but a weaker mid-range.
Thus, the Manufacturers have the dilemma of what to do with the hundreds of development engineers they currently employ. Some will still be required to work on the limited development allowed or transfer to similar technical areas such as transmissions. But other engineers could find themselves redundant.
However, Mosley has already allowed for one new development path for the engineers: his concept of recyclable energy as a part of the 2009 rules will need huge levels of research and development. This includes systems such as hybrid technologies that provide power to the car from energy normally wasted in braking and the engine on the over-run.
But these are new types of engineering and not directly associated with the very mechanical process of developing a Formula One engine, so the incumbent engineers might not be suited to this new role, again raising the prospect of job losses.
By having a frozen specification and having to follow the homologation process, the focus of how the manufacturer operates will also subtly change.
Firstly, costs could be further reduced as the essentially similar components will be made and raced for three years. But the quality control to ensure the right components are always installed and not deviate from the homologated specification will be critical. It is unlikely any one will set out to cheat, but small errors could impact on the same rules, leading to fines, loss of points and a great deal of embarrassment.
In planning the production of the engines, manufacturers will need to ensure they can still buy any parts or materials for the next three years. Even simple parts like injectors or sensors must be homologated, and these parts are not always produced for long periods and can become obsolete by their manufacturer.[/QUOTE]
It's long, but as always very much worth the read.
[QUOTE][I][B]Understanding the New Engine Rules[/B]
As the Formula One engine makers submit their current engine specifications to the FIA for a development freeze that will last the next four seasons, autosport.com's technical writer Craig Scarborough explains how the rule will be enforced, why it was introduced, and how it will affect the sport
[/I]
By Craig Scarborough
autosport.com's technical writer
As the cars rolled into parc ferme at the end of the Japanese Grand Prix two weeks ago, a process kicked in that will alter Formula One for the next three years at least.
Part of FIA president Max Mosley's vision going into the next decade will see the specification of engines frozen until after 2010. The change is unprecedented in F1 history and has been the subject of much political dispute.
According to the new rules, the engines will be subject to a homologation process, whereby the design of the engine and any subsequent alterations are controlled by the FIA. Thus, there will be no fast-paced development of engines, and power levels will effectively be capped - compounded by the additional limit of 19,000 rpm.
[B]Why change the rules?[/B]
The change is part of Mosley's agenda to control several aspects of F1, namely: speed, costs, environmental issues, and improving the "show".
Engines are one of the top three factors in the pace of the cars, with tyres and aerodynamics the other major influences. Even with the new V8 engines for 2006, the 2.4-litre engines are producing over 750hp and revving to 20,000 rpm.
Each year the teams find nearly 5% more power from the engines. This increment alone drops lap times by almost three quarters of a second. Thus, engines are a key way to limit the escalation in speeds, and as a by-product a way to improve safety.
Currently, F1 engines are supplied by the major road car manufacturers; these companies have huge resources and have applied enormous budgets just to get a competitive engine to the grid, not to mention the additional costs to develop it to be the best engine in F1.
The manufacturers are dedicating as many as 300 staff members to their engine program, as well as relying on other specialists within their corporations for specific tasks.
The environmental lobby is increasingly focusing on activities fed by fossil fuels, from the humble motorist to the increase in air travel. Clearly F1 can be viewed as a wasteful sport in environmental terms. Only too aware of this increasing powerful movement, Mosley holds the view that F1 should reflect this change in culture.
In many respects, F1 is not a major impact on the environment - the cars are very efficient with fuel usage; they do not complete huge amount of mileage; and carbon emissions for a race are small in comparison to other industries.
But F1 is a focus for world attention on the motoring industry and as a result has a degree of responsibility for the industry's image.
On top of that, the entertainment value that Formula One is providing these past few years has been a matter of constant debate. The recent FIA/AMD survey shows, unsurprisingly, that fans want to see more overtaking, and while this should be in principal a simple aim, it is not one that's technically easy to produce without adding a fake element to the sport.
Many people will recall the turbo era in the seventies and eighties, when overtaking was possible with a bit of bravery and the boost turned up temporarily. The idea of a boost button appeals to many, but the current crop of un-turbo charged engines cannot provide this "push to pass" functionality. The engines are already at their limit and no more power could be liberated for brief periods. Thus, only by some restriction on the engine's performance could the overtake option be incorporated.
[B]Why now?[/B]
The philosophy leading to these latest rule changes has been developing for some time. The late adoption of the V8 engines and their associated technical restriction in 2005 and 2006 suggested more engine regulations would be some way off. However, it is perhaps for that very reason that the engine freeze has been scheduled so soon.
The sweeping changes that dropped the V10s for V8s have levelled the playing field, and most insiders believe peak power outputs are comparable across the field.
Despite many media reports of gaping power differences, the usual 1-2% spread of power between the teams could provide as little as 10-15hp between manufacturers. This rare moment of parity between engine suppliers provides a window in which a freeze could be fair for all involved.
[B]What's proposed?[/B]
In essence, the engine freeze is just what its name suggests: the specification of the engines completing the Japanese Grand Prix will form the race engine for that manufacturer for the next four years, with the additional 19,000 rpm restriction.
As is usual for the FIA, the concept of the rule is agreed beforehand, which then leaves the FIA technical delegates and the teams to agree on how the rule will work in detail. Again as is usual, there is little information published about how the rules will work. The loops of meetings, emails and faxes circulating between those involved will run on to the first race of 2007, with more clarifications sought after and published throughout the season.
The process by which the engine's specifications are documented and controlled is called homologation. This is a new concept to the normally technically free Formula One, but not unusual in many other top level motorsport series.
The FIA's World Rally championship (WRC), for example, requires the manufacturers to declare all aspects of their car's design to the governing body before competing in events. The car is subsequently compared to this documentation as part of the scrutineering process throughout the championship.
Thus, the engines and documentation that were delivered to the FIA after the Japanese round will be reviewed and homologated. It's not clear what exactly is covered by the freeze, but the FIA's current rules define the engine for weight and parc ferme purposes as the main components within the outer casings, from the injection system to the oil/water pumps and alternator. This excludes bolt-on parts such as clutch, exhaust and wiring.
The aim of the new rule is to prevent the usual steps in engine development we see every few races, where major parts like cams, cylinders heads and pistons are replaced - giving some components a life of only two race weekends, before they are superseded by a newly designed part.
With such development now banned, this would clearly be a major cost saving for the manufacturers. However, the homologation rules do allow for sensible alterations, and a documented change process is included to specific exceptions to the technical freeze.
With the cap on engine speed to 19,000 rpm, the teams will be able to re-tune their engines to suit the new limit. This limit will also reduce the manufacturers' options on the limited development available over the coming years.
This limit will be enforced by the teams' own electronics in 2007, but as of 2008, this will be directly under the FIA's control via the standardised ECU. Thus, the governing body could allow a limited over-rev facility to offer about 500 rpm more for limited periods over the weekend. This would allow a "push to pass" facility, although the extra revs won't significantly boost power, so drivers will not be able to solely rely on the boost button to pass other cars.
[B]Effect on the sport[/B]
We are unlikely to see any major change in a team's competitiveness; however, any subtle imbalances between the engines will not be easy to recover. If an engine is lacking in one area, its manufacturer will not be able to simply redesign the problem away.
Reliability should be improved slightly, as manufacturers will not be able to stretch new untested components to their limits, thus causing blow ups on new spec engines. Moreover, having revs capped at 19,000 rpm will ease the load on the engines that are currently designed for up to 20,000 rpm.
Another issue will be any new manufacturer aiming to enter F1 during the engine freeze period. Such manufacturer could have a potential advantage by bringing in a newly designed engine, but currently no other engine maker is expected to join F1, so this concern is unlikely to arise.
Equally, any manufacturer leaving the sport before 2009 will leave a void of one or two teams without engines. However, as the business of producing the homologated engines has been eased in terms of costs and logistics, other manufacturers could make up the shortfall in engine supply with little impact to their costs and operation.
[B]
Effect on the teams[/B]
With engines not contributing to an increase in speed - and with a single tyre supplier having a similar effect - Formula One will become, effectively, a chassis formula. The major contributor to lap times will be, from now on, aerodynamics, electronics, transmissions and suspension, in approximately that order.
Electronics and transmissions are, however, directly attributable to engine integration, and this will be a critical area for the teams to develop. Few teams will want to be without an effective seamless transmission next year, as this will be one of the few areas of innovation possible that will provide significant lap time improvements.
Other aspects of engine integration with the chassis will be the airbox and exhaust pipes. As the sole source of tuning, the manufacturers will be keen to optimise these to improve power delivery, which in turn may have an effect on the chassis and in particular aerodynamics.
A Bulkier exhaust system or a wider airbox may reap more power, but it may slow the car due to more aero drag. The net gain will need to be considered between team and engine supplier to decide what is the best route to follow. However, some new compromises in design will no doubt be seen as the seasons progress.
[B]Effect on the manufacturers[/B]
The Manufacturers will be the most fundamentally affected by the rule changes. Primarily, they will now no longer be able to develop their engine to the same degree as before. Some development will still occur to parts outside of the freeze - mainly the on the airbox and exhaust pipe, plus the electronics, oils/fuel and some smaller ancillary components.
The manufacturers will be able to use these to influence the power delivery. As the engines are capped on revs, the emphasis will focus much more on power delivery than peak power. An engine with a fuller power curve in the critical middle and upper ranges of 12,000-19,000 rpm will lap faster than an engine with more peak power but a weaker mid-range.
Thus, the Manufacturers have the dilemma of what to do with the hundreds of development engineers they currently employ. Some will still be required to work on the limited development allowed or transfer to similar technical areas such as transmissions. But other engineers could find themselves redundant.
However, Mosley has already allowed for one new development path for the engineers: his concept of recyclable energy as a part of the 2009 rules will need huge levels of research and development. This includes systems such as hybrid technologies that provide power to the car from energy normally wasted in braking and the engine on the over-run.
But these are new types of engineering and not directly associated with the very mechanical process of developing a Formula One engine, so the incumbent engineers might not be suited to this new role, again raising the prospect of job losses.
By having a frozen specification and having to follow the homologation process, the focus of how the manufacturer operates will also subtly change.
Firstly, costs could be further reduced as the essentially similar components will be made and raced for three years. But the quality control to ensure the right components are always installed and not deviate from the homologated specification will be critical. It is unlikely any one will set out to cheat, but small errors could impact on the same rules, leading to fines, loss of points and a great deal of embarrassment.
In planning the production of the engines, manufacturers will need to ensure they can still buy any parts or materials for the next three years. Even simple parts like injectors or sensors must be homologated, and these parts are not always produced for long periods and can become obsolete by their manufacturer.[/QUOTE]
| TimStevens | 10-19-2006 11:53 AM |
So, if the exhaust isn't covered, I'll bet we'll see (or won't see) some interesting advancements in exhaust design as the teams pour all their money into improving the bits and pieces they can still modify.
| Ferg | 10-19-2006 11:58 AM |
Indeed.
"The more you tighten your grasp the more systems will slip thru your fingers." ~P Leia
Brazil Story Time!
[QUOTE][B][SIZE="4"][I]Brazilian GP Preview: Facts & Stats[/SIZE][/B]
Sean Kelly looks back at the history of the Brazilian Grand Prix, reviewing the memorable performances and the remarkable records that have been set there throughout the years
By Sean Kelly
autosport.com writer[/I]
Formula One reaches its season finale this weekend at Interlagos, as the title goes to a last-round decider for only the second time this decade.
The last time it happened was in 2003, when Michael Schumacher needed just one point to clinch the title. This time the tables are turned, and it is his rival Fernando Alonso who needs that precious point to clinch back-to-back titles.
The Interlagos circuit first appeared on the championship calendar in 1973, after hosting a non-championship event a year earlier. Ronnie Peterson was on pole for the first championship race in 1973, one of nine pole positions for the Swede that year, smashing Jim Clark's record of six, set ten years previously.
Lotus teammate Emerson Fittipaldi thrilled the home crowd with victory, as he did in the 1974 race, but in 1975 he could only finish second to Sao Paulo native Carlos Pace, who won for Brabham. It was a historic result, as Brazilians had never previously finished 1-2 in a Formula One race.
Pace didn't have it his own way, as Jean-Pierre Jarier led most of the race in his Shadow-Ford until a mechanical failure. Jarier had the consolation of holding the fastest lap in both the '75 and '76 races. This proved an anomaly, as a Shadow never set a fastest lap at any other race track in F1.
Interlagos opened the season for the first time in 1976, although it would not do so again until 1994. James Hunt took his first career pole position, but reigning world champion Niki Lauda eased to victory. Although Jarier again dropped out, teammate Tom Pryce tied his career best with third place, using Shadow's good Interlagos set-up to his advantage. It would be his last podium finish, as he was killed at Kyalami in 1977.
Lauda's win in 1976 was the only Interlagos win for a non-South American until 1979, when Jacques Laffite won for Ligier. Carlos Reutemann won for Ferrari in 1977, and he also won in 1978, when the venue shifted to the flat and featureless Jacarepagua circuit in Rio de Janeiro.
This victory was very significant, as it was the first F1 triumph for the Michelin tyre company, which makes its last appearance this weekend. Ironically, Michelin's first win was as a supplier to Ferrari, who have been the sole rival to the Michelin teams in recent years.
Emerson Fittipaldi was second in 1978 in the Fittipaldi-Ford, the team's best ever result. In a career path almost identical to that followed by Jacques Villeneuve many years later, Fittipaldi quit the McLaren team at the end of 1975, one year after winning the title with them, joined a team essentially built around him, but scored only two podiums in five seasons with them.
After a one-year hiatus, Interlagos was back in 1979, and it was the scene of utter dominance by the Ligier team, who qualified and finished 1-2 with Jacques Laffite and Patrick Depailler at the wheel. Laffite had also won the opening round in Buenos Aires from pole position, as Ligier led every lap of both races.
What happened thereafter was one of the biggest dips in form ever seen in F1, as Laffite only scored four more times in '79, and despite being 17 points ahead of Ferrari's Jody Scheckter after Brazil, he was 24 points behind him by the end of the season.
Renault's only win at Interlagos as a constructor was in 1980, when Rene Arnoux took his maiden victory, and only the second-ever win for the team. A 21-year-old upstart named Elio de Angelis caused a surprise by taking second place in the Essex Lotus, becoming the youngest man ever to score a podium - beating Bruce McLaren's record from Aintree 1959. To this day, only Ralf Schumacher (Argentina 1997), Robert Kubica (Italy 2006) and Fernando Alonso (Malaysia 2003) have beaten de Angelis's mark.
The Brazilian GP moved permanently to Rio de Janeiro in 1981, consigning the 7.9km majesty of Interlagos to the history books. Jacarepagua was to prove no less interesting from a stats point of view, as Carlos Reutemann took his third Brazilian GP win in usually wet conditions.
The Argentine infuriated his Williams employers by refusing to concede his win to his reigning champion teammate Alan Jones, who completed the fourth consecutive 1-2 finish for the team. Riccardo Patrese was third for Arrows, one of only eight podium places the team earned in 24 years of F1 racing, while Marc Surer scored his and Ensign's only ever fastest lap.
Reutemann lost out by a single point to Nelson Piquet in the 1981 title battle, and confirming his reputation as an enigma, he decided to quit F1 immediately after retiring from the 1982 Brazilian GP, a few weeks before his 40th birthday.
This wasn't the only major off-track news from the weekend, as Nelson Piquet and Keke Rosberg were disqualified from first and second for running water tanks, allegedly used to cool the brakes. These could be topped up after the race, circumventing the minimum weight rules. This was especially harsh on Piquet, who had fainted on the podium due to exhaustion in the punishing heat.
Piquet and Rosberg again finished 1-2 on the road in 1983, and again Rosberg was disqualified, this time for a push start. In a highly unusual move, the following cars were not promoted up the order, and nobody was awarded second place. Rosberg had taken pole position in the Williams-Ford, and it was the last time a normally-aspirated car would take pole before turbos were banned, at the end of 1988.
It was an all-Italian front row for the 1984 race, as Elio de Angelis and Michele Alboreto were quickest in qualifying. This was something that would not happen again for 21 years, until Giancarlo Fisichella took pole alongside Jarno Trulli at Albert Park in 2005. Alain Prost won the race, but only his replacement at Renault, Derek Warwick, retired from the lead with 10 laps remaining - the Englishman was destined to never win in his 146-race career.
Also in the retirements column that day was 24-year-old British F3 champion Ayrton Senna, who was making his F1 debut in the Toleman. He would score points in his second and third races, and finish on the podium three times in 1984, something Toleman never did either before, or afterwards.
Nelson Piquet and Ayrton Senna finished 1-2 in 1986, emulating Pace and Fittipaldi's feat from the 1975 race, while Alain Prost opened his championship defence with victory in the 1987 race. He slumped to fourth in the championship by the season's end, making this the last time a reigning champion won the first race of a season but failed to defend the title - assuming Fernando Alonso is not pipped at the post for this year's crown.
Rio 1988 saw the last attempt to qualify a non-F1 chassis for a Grand Prix. The new Dallara team appeared with their 3087 chassis, originally for use in F3000, as their F1 design was not yet ready. Unsurprisingly, Alex Caffi failed to qualify. In the race itself, pole-sitter Ayrton Senna stalled his McLaren on the grid and had to start from pitlane. However, as he switched to the spare car, he broke the rules and was black flagged after climbing from last place to second by half-distance.
Jacarepagua held its last F1 race in 1989, and it would prove hugely significant. Ferrari appeared with the revolutionary 640 chassis, equipped with the first semi-automatic gearbox. It has proved so unreliable that Nigel Mansell had booked a flight back to Europe that departed while the race was supposed to be still taking place, but to his (and everyone else's) surprise, it not only completed the race, but it was good enough to take victory, defeating the McLarens, which had only been beaten once in 1988.
Mauricio Gugelmin achieved the finest result of his career by taking third in the Adrian Newey-designed March, while Johnny Herbert stunned onlookers by taking fourth on his Grand Prix debut for Benetton, seven months after nearly losing his legs in an F3000 crash at Brands Hatch.
The race returned to Interlagos in 1990, on a shorter variant of the original circuit, the lack of trackside grass verges being a pointer to the amount of work that had been carried out. Alain Prost won for Ferrari, becoming the first man ever to win the same event on six different occasions.
By now, Senna had driven in his home event seven times without ever winning, but he finally conquered Brazil in 1991, in truly dramatic fashion. Having been 40 seconds ahead of Riccardo Patrese, he found himself stuck in gear with just a handful of laps remaining. With Patrese seemingly about to inherit the win, a freak rainstorm meant Senna was able to cling on by less than three seconds at the end.
As good as he was, Senna was no match for the all-conquering Williams FW14B in 1992 and couldn't get within 2.199 seconds of Mansell's pole time. The Englishman took another dominant win, one of his record five-in-a-row to open a season (something that Schumacher emulated in 2004).
Rain again helped deliver Senna to victory in 1993, when a storm sent Alain Prost off the road in 1993 and brought out the Safety Car - its first appearance in an F1 race since the 1973 Canadian GP. Senna clinched the win by passing Damon Hill, who was only making his fourth F1 start. It was McLaren's 100th victory, becoming the second team to reach that mark, after Ferrari (France 1990).
The Brazilian GP opened the 1994 season, and it saw the return of refueling, banned since 1983, and the first race since the banning of driver aids such as active suspension, traction control and so on. Michael Schumacher upset the form book by beating Senna at his own backyard, with Senna spinning out of his last home race in an effort to keep up. Schumacher eventually won by over a lap, the widest margin of victory in any race since Austria 1986.
Schumacher repeated the win in 1995, but only after he and second-place David Coulthard were disqualified for fuel irregularities and then reinstated on appeal (although their teams were stripped of the constructors points).
Pedro Diniz crawled around to tenth position, seven laps down, on the debut appearance for him and his Forti Corse team. Amazingly, that remains the best ever result for a Brazilian in his first appearance on home soil since Emerson Fittipaldi won the first event in 1973.
The 1997 race saw third-placed Olivier Panis score Alain Prost's first podium as a team owner, in only the second start for the Prost team. More significantly, it was to prove the first of many podiums for Bridgestone, which had entered the sport full-time at the beginning of the season.
Mika Hakkinen won at Interlagos in both 1998 and 1999, on the way to his world championships, while Schumacher did the same in 2000. Jenson Button would carve his name into history that day by becoming the youngest man ever to score a world championship point. At 20 years, 2 months and 7 days, he was two months younger than Ricardo Rodriguez was at the 1962 Belgian Grand Prix, and he still holds the record.
David Coulthard won the 2001 race after a terrific battle with Michael Schumacher in the late race rain, while Nick Heidfeld scored his maiden podium finish for Sauber, a team that withdrew from the 2000 event after a spate of rear wing failures in practice.
However, most remember 2001 for the exploits of Juan Pablo Montoya, who in only his third race audaciously passed Schumacher for the lead on lap 3, and looked set to end a four-year winless streak for Williams, until he was punted out by Jos Verstappen's lapped Arrows.
Despite being a four-time winner at Brazil and a 68-time pole-sitter in F1, Michael Schumacher's only ever pole position at Interlagos came in 2002. His victory in the race gave him the 100th podium finish of his career, making him only the second driver (after Alain Prost) to chalk up a century of appearances on the rostrum.
The 2003 Brazilian GP stands out as one of the strangest races in history. Tyre rules that restricted each manufacturer to one type of wet tyre meant they were inadequately equipped to deal with the huge amount of standing water, and several cars crashed at the Curva Do Sol.
Most notable among the casualties was Michael Schumacher, for whom it was the only retirement in a sequence of 44 races that began in 2001. When Rubens Barrichello retired from the lead (just as he had in 2002), it meant Ferrari had their first point-less weekend since the 1999 European GP.
After a huge crash involving Mark Webber and Fernando Alonso brought the race to a premature end, Kimi Raikkonen was incorrectly declared the winner. When the standings were adjusted, Giancarlo Fisichella's Jordan had won the race, giving the Italian his maiden victory and the Silverstone-based team their fourth and final win, in their 200th start.
The race featured five safety car periods, which remains an all-time record. Thanks to that, and combined with the heavy rain, Heinz-Harald Frentzen went the distance without pitting, one of only two occurrences since refueling was reintroduced in 1994 - the other one being Mika Salo in the wet Monaco GP of 1997.
Having traditionally been among the opening rounds of the year since it was first added to the calendar, the Brazilian GP shifted to being the final race in 2004. It saw Juan-Pablo Montoya join storied names such as Alan Jones, Keke Rosberg and Nigel Mansell, by winning his final race for Williams. It remains their last F1 win to date.
Following him home that day was McLaren's Kimi Raikkonen, and they again finished 1-2 in last year's race, although this time Raikkonen was Montoya's teammate. This remains McLaren's only 1-2 finish in the last 111 races, stretching back to Austria 2000.
Such statistics were overshadowed by Fernando Alonso's third place finish, which made him the youngest ever world champion. He can also become the second youngest winner on Sunday, as he will be 187 days younger than Fittipaldi was on the day he won the 1972 title.[/QUOTE]
"The more you tighten your grasp the more systems will slip thru your fingers." ~P Leia
Brazil Story Time!
[QUOTE][B][SIZE="4"][I]Brazilian GP Preview: Facts & Stats[/SIZE][/B]
Sean Kelly looks back at the history of the Brazilian Grand Prix, reviewing the memorable performances and the remarkable records that have been set there throughout the years
By Sean Kelly
autosport.com writer[/I]
Formula One reaches its season finale this weekend at Interlagos, as the title goes to a last-round decider for only the second time this decade.
The last time it happened was in 2003, when Michael Schumacher needed just one point to clinch the title. This time the tables are turned, and it is his rival Fernando Alonso who needs that precious point to clinch back-to-back titles.
The Interlagos circuit first appeared on the championship calendar in 1973, after hosting a non-championship event a year earlier. Ronnie Peterson was on pole for the first championship race in 1973, one of nine pole positions for the Swede that year, smashing Jim Clark's record of six, set ten years previously.
Lotus teammate Emerson Fittipaldi thrilled the home crowd with victory, as he did in the 1974 race, but in 1975 he could only finish second to Sao Paulo native Carlos Pace, who won for Brabham. It was a historic result, as Brazilians had never previously finished 1-2 in a Formula One race.
Pace didn't have it his own way, as Jean-Pierre Jarier led most of the race in his Shadow-Ford until a mechanical failure. Jarier had the consolation of holding the fastest lap in both the '75 and '76 races. This proved an anomaly, as a Shadow never set a fastest lap at any other race track in F1.
Interlagos opened the season for the first time in 1976, although it would not do so again until 1994. James Hunt took his first career pole position, but reigning world champion Niki Lauda eased to victory. Although Jarier again dropped out, teammate Tom Pryce tied his career best with third place, using Shadow's good Interlagos set-up to his advantage. It would be his last podium finish, as he was killed at Kyalami in 1977.
Lauda's win in 1976 was the only Interlagos win for a non-South American until 1979, when Jacques Laffite won for Ligier. Carlos Reutemann won for Ferrari in 1977, and he also won in 1978, when the venue shifted to the flat and featureless Jacarepagua circuit in Rio de Janeiro.
This victory was very significant, as it was the first F1 triumph for the Michelin tyre company, which makes its last appearance this weekend. Ironically, Michelin's first win was as a supplier to Ferrari, who have been the sole rival to the Michelin teams in recent years.
Emerson Fittipaldi was second in 1978 in the Fittipaldi-Ford, the team's best ever result. In a career path almost identical to that followed by Jacques Villeneuve many years later, Fittipaldi quit the McLaren team at the end of 1975, one year after winning the title with them, joined a team essentially built around him, but scored only two podiums in five seasons with them.
After a one-year hiatus, Interlagos was back in 1979, and it was the scene of utter dominance by the Ligier team, who qualified and finished 1-2 with Jacques Laffite and Patrick Depailler at the wheel. Laffite had also won the opening round in Buenos Aires from pole position, as Ligier led every lap of both races.
What happened thereafter was one of the biggest dips in form ever seen in F1, as Laffite only scored four more times in '79, and despite being 17 points ahead of Ferrari's Jody Scheckter after Brazil, he was 24 points behind him by the end of the season.
Renault's only win at Interlagos as a constructor was in 1980, when Rene Arnoux took his maiden victory, and only the second-ever win for the team. A 21-year-old upstart named Elio de Angelis caused a surprise by taking second place in the Essex Lotus, becoming the youngest man ever to score a podium - beating Bruce McLaren's record from Aintree 1959. To this day, only Ralf Schumacher (Argentina 1997), Robert Kubica (Italy 2006) and Fernando Alonso (Malaysia 2003) have beaten de Angelis's mark.
The Brazilian GP moved permanently to Rio de Janeiro in 1981, consigning the 7.9km majesty of Interlagos to the history books. Jacarepagua was to prove no less interesting from a stats point of view, as Carlos Reutemann took his third Brazilian GP win in usually wet conditions.
The Argentine infuriated his Williams employers by refusing to concede his win to his reigning champion teammate Alan Jones, who completed the fourth consecutive 1-2 finish for the team. Riccardo Patrese was third for Arrows, one of only eight podium places the team earned in 24 years of F1 racing, while Marc Surer scored his and Ensign's only ever fastest lap.
Reutemann lost out by a single point to Nelson Piquet in the 1981 title battle, and confirming his reputation as an enigma, he decided to quit F1 immediately after retiring from the 1982 Brazilian GP, a few weeks before his 40th birthday.
This wasn't the only major off-track news from the weekend, as Nelson Piquet and Keke Rosberg were disqualified from first and second for running water tanks, allegedly used to cool the brakes. These could be topped up after the race, circumventing the minimum weight rules. This was especially harsh on Piquet, who had fainted on the podium due to exhaustion in the punishing heat.
Piquet and Rosberg again finished 1-2 on the road in 1983, and again Rosberg was disqualified, this time for a push start. In a highly unusual move, the following cars were not promoted up the order, and nobody was awarded second place. Rosberg had taken pole position in the Williams-Ford, and it was the last time a normally-aspirated car would take pole before turbos were banned, at the end of 1988.
It was an all-Italian front row for the 1984 race, as Elio de Angelis and Michele Alboreto were quickest in qualifying. This was something that would not happen again for 21 years, until Giancarlo Fisichella took pole alongside Jarno Trulli at Albert Park in 2005. Alain Prost won the race, but only his replacement at Renault, Derek Warwick, retired from the lead with 10 laps remaining - the Englishman was destined to never win in his 146-race career.
Also in the retirements column that day was 24-year-old British F3 champion Ayrton Senna, who was making his F1 debut in the Toleman. He would score points in his second and third races, and finish on the podium three times in 1984, something Toleman never did either before, or afterwards.
Nelson Piquet and Ayrton Senna finished 1-2 in 1986, emulating Pace and Fittipaldi's feat from the 1975 race, while Alain Prost opened his championship defence with victory in the 1987 race. He slumped to fourth in the championship by the season's end, making this the last time a reigning champion won the first race of a season but failed to defend the title - assuming Fernando Alonso is not pipped at the post for this year's crown.
Rio 1988 saw the last attempt to qualify a non-F1 chassis for a Grand Prix. The new Dallara team appeared with their 3087 chassis, originally for use in F3000, as their F1 design was not yet ready. Unsurprisingly, Alex Caffi failed to qualify. In the race itself, pole-sitter Ayrton Senna stalled his McLaren on the grid and had to start from pitlane. However, as he switched to the spare car, he broke the rules and was black flagged after climbing from last place to second by half-distance.
Jacarepagua held its last F1 race in 1989, and it would prove hugely significant. Ferrari appeared with the revolutionary 640 chassis, equipped with the first semi-automatic gearbox. It has proved so unreliable that Nigel Mansell had booked a flight back to Europe that departed while the race was supposed to be still taking place, but to his (and everyone else's) surprise, it not only completed the race, but it was good enough to take victory, defeating the McLarens, which had only been beaten once in 1988.
Mauricio Gugelmin achieved the finest result of his career by taking third in the Adrian Newey-designed March, while Johnny Herbert stunned onlookers by taking fourth on his Grand Prix debut for Benetton, seven months after nearly losing his legs in an F3000 crash at Brands Hatch.
The race returned to Interlagos in 1990, on a shorter variant of the original circuit, the lack of trackside grass verges being a pointer to the amount of work that had been carried out. Alain Prost won for Ferrari, becoming the first man ever to win the same event on six different occasions.
By now, Senna had driven in his home event seven times without ever winning, but he finally conquered Brazil in 1991, in truly dramatic fashion. Having been 40 seconds ahead of Riccardo Patrese, he found himself stuck in gear with just a handful of laps remaining. With Patrese seemingly about to inherit the win, a freak rainstorm meant Senna was able to cling on by less than three seconds at the end.
As good as he was, Senna was no match for the all-conquering Williams FW14B in 1992 and couldn't get within 2.199 seconds of Mansell's pole time. The Englishman took another dominant win, one of his record five-in-a-row to open a season (something that Schumacher emulated in 2004).
Rain again helped deliver Senna to victory in 1993, when a storm sent Alain Prost off the road in 1993 and brought out the Safety Car - its first appearance in an F1 race since the 1973 Canadian GP. Senna clinched the win by passing Damon Hill, who was only making his fourth F1 start. It was McLaren's 100th victory, becoming the second team to reach that mark, after Ferrari (France 1990).
The Brazilian GP opened the 1994 season, and it saw the return of refueling, banned since 1983, and the first race since the banning of driver aids such as active suspension, traction control and so on. Michael Schumacher upset the form book by beating Senna at his own backyard, with Senna spinning out of his last home race in an effort to keep up. Schumacher eventually won by over a lap, the widest margin of victory in any race since Austria 1986.
Schumacher repeated the win in 1995, but only after he and second-place David Coulthard were disqualified for fuel irregularities and then reinstated on appeal (although their teams were stripped of the constructors points).
Pedro Diniz crawled around to tenth position, seven laps down, on the debut appearance for him and his Forti Corse team. Amazingly, that remains the best ever result for a Brazilian in his first appearance on home soil since Emerson Fittipaldi won the first event in 1973.
The 1997 race saw third-placed Olivier Panis score Alain Prost's first podium as a team owner, in only the second start for the Prost team. More significantly, it was to prove the first of many podiums for Bridgestone, which had entered the sport full-time at the beginning of the season.
Mika Hakkinen won at Interlagos in both 1998 and 1999, on the way to his world championships, while Schumacher did the same in 2000. Jenson Button would carve his name into history that day by becoming the youngest man ever to score a world championship point. At 20 years, 2 months and 7 days, he was two months younger than Ricardo Rodriguez was at the 1962 Belgian Grand Prix, and he still holds the record.
David Coulthard won the 2001 race after a terrific battle with Michael Schumacher in the late race rain, while Nick Heidfeld scored his maiden podium finish for Sauber, a team that withdrew from the 2000 event after a spate of rear wing failures in practice.
However, most remember 2001 for the exploits of Juan Pablo Montoya, who in only his third race audaciously passed Schumacher for the lead on lap 3, and looked set to end a four-year winless streak for Williams, until he was punted out by Jos Verstappen's lapped Arrows.
Despite being a four-time winner at Brazil and a 68-time pole-sitter in F1, Michael Schumacher's only ever pole position at Interlagos came in 2002. His victory in the race gave him the 100th podium finish of his career, making him only the second driver (after Alain Prost) to chalk up a century of appearances on the rostrum.
The 2003 Brazilian GP stands out as one of the strangest races in history. Tyre rules that restricted each manufacturer to one type of wet tyre meant they were inadequately equipped to deal with the huge amount of standing water, and several cars crashed at the Curva Do Sol.
Most notable among the casualties was Michael Schumacher, for whom it was the only retirement in a sequence of 44 races that began in 2001. When Rubens Barrichello retired from the lead (just as he had in 2002), it meant Ferrari had their first point-less weekend since the 1999 European GP.
After a huge crash involving Mark Webber and Fernando Alonso brought the race to a premature end, Kimi Raikkonen was incorrectly declared the winner. When the standings were adjusted, Giancarlo Fisichella's Jordan had won the race, giving the Italian his maiden victory and the Silverstone-based team their fourth and final win, in their 200th start.
The race featured five safety car periods, which remains an all-time record. Thanks to that, and combined with the heavy rain, Heinz-Harald Frentzen went the distance without pitting, one of only two occurrences since refueling was reintroduced in 1994 - the other one being Mika Salo in the wet Monaco GP of 1997.
Having traditionally been among the opening rounds of the year since it was first added to the calendar, the Brazilian GP shifted to being the final race in 2004. It saw Juan-Pablo Montoya join storied names such as Alan Jones, Keke Rosberg and Nigel Mansell, by winning his final race for Williams. It remains their last F1 win to date.
Following him home that day was McLaren's Kimi Raikkonen, and they again finished 1-2 in last year's race, although this time Raikkonen was Montoya's teammate. This remains McLaren's only 1-2 finish in the last 111 races, stretching back to Austria 2000.
Such statistics were overshadowed by Fernando Alonso's third place finish, which made him the youngest ever world champion. He can also become the second youngest winner on Sunday, as he will be 187 days younger than Fittipaldi was on the day he won the 1972 title.[/QUOTE]
| MattDell | 10-19-2006 01:09 PM |
[QUOTE=StuBeck;15658588]I might be able to go to Belgium next year if I go to business school in England, but I might be starting later than that and I'm not sure if I'll be allowed out of the country.[/QUOTE]
Which school are you looking at?
Which school are you looking at?
| StuBeck | 10-19-2006 01:10 PM |
The teams putting money into exhausts is better then the engine suppliers spending 300 million on different engines enhancements. I don't envision more than a few million being spent on the exhausts.
| StuBeck | 10-19-2006 01:12 PM |
[QUOTE=MattDell;15673158]Which school are you looking at?[/QUOTE]
A lot of business schools; Manchester, leeds, southhampton and others (the list is big right now) and Royal Hollowway and Kingston for IT stuff. Right now I'm just concentrating on the GMAT since my GPA is a bit low and I think if I do well on the gmat it'll help me get into schools. If you happen to have any knowledge of good schools it'd be appreciated.
A lot of business schools; Manchester, leeds, southhampton and others (the list is big right now) and Royal Hollowway and Kingston for IT stuff. Right now I'm just concentrating on the GMAT since my GPA is a bit low and I think if I do well on the gmat it'll help me get into schools. If you happen to have any knowledge of good schools it'd be appreciated.
| ptclaus98 | 10-19-2006 01:17 PM |
[QUOTE=StuBeck;15673208]A lot of business schools; Manchester, leeds, southhampton and others (the list is big right now) and Royal Hollowway and Kingston for IT stuff. Right now I'm just concentrating on the GMAT since my GPA is a bit low and I think if I do well on the gmat it'll help me get into schools. If you happen to have any knowledge of good schools it'd be appreciated.[/QUOTE]
By a bit low you mean 3.7 range right?:lol:
By a bit low you mean 3.7 range right?:lol:
| MattDell | 10-19-2006 01:33 PM |
[QUOTE=StuBeck;15673208]A lot of business schools; Manchester, leeds, southhampton and others (the list is big right now) and Royal Hollowway and Kingston for IT stuff. Right now I'm just concentrating on the GMAT since my GPA is a bit low and I think if I do well on the gmat it'll help me get into schools. If you happen to have any knowledge of good schools it'd be appreciated.[/QUOTE]
I'm actually in the same boat. My most likely destination is the University of Hertfordshire, their e-Business masters program looks quite good. Of course, I'd LOVE to get into the London School of Economics, but like you, my GPA isn't high enough and I don't think the GRE or GMAT could save me.
I haven't looked at the ones you mentioned, but I'll have to do some research on them as well. We should collaborate on this.
-Matt
I'm actually in the same boat. My most likely destination is the University of Hertfordshire, their e-Business masters program looks quite good. Of course, I'd LOVE to get into the London School of Economics, but like you, my GPA isn't high enough and I don't think the GRE or GMAT could save me.
I haven't looked at the ones you mentioned, but I'll have to do some research on them as well. We should collaborate on this.
-Matt
| Ferg | 10-19-2006 01:41 PM |
****ers, both of 'ya.
Everytime I see an opening at one of the teams for a machinist I think, "Yeah, England, time to move there. Buy a 22B and live the dream."
Then I remember their tax rate :eek:
Everytime I see an opening at one of the teams for a machinist I think, "Yeah, England, time to move there. Buy a 22B and live the dream."
Then I remember their tax rate :eek:
| StuBeck | 10-19-2006 03:17 PM |
[QUOTE=ptclaus98;15673281]By a bit low you mean 3.7 range right?:lol:[/QUOTE]
Yea, I doubt I can get into those top schools, but if I do well on the GMAT I think I should be able to get into Leeds or something. I know I'll be able to get into Royal Hollowell (or whatever its spelled) but I'd like to get into a business program since I already am going to a good IT school.
The tax rate and stuff does concern me a bit, but I really want to live somewhere else and see what its like. Becoming an EU citizen would also be awesome for my future.
Yea, I doubt I can get into those top schools, but if I do well on the GMAT I think I should be able to get into Leeds or something. I know I'll be able to get into Royal Hollowell (or whatever its spelled) but I'd like to get into a business program since I already am going to a good IT school.
The tax rate and stuff does concern me a bit, but I really want to live somewhere else and see what its like. Becoming an EU citizen would also be awesome for my future.
| cdvma | 10-19-2006 07:29 PM |
[QUOTE=StuBeck;15674821]Becoming an EU citizen would also be awesome for my future.[/QUOTE]
I love my dual citizenship :D
/threadjack
Go Kimi!
I love my dual citizenship :D
/threadjack
Go Kimi!
| ArtGecko | 10-19-2006 11:55 PM |
Choke time again for me? We'll see...
M.Schumacher
F.Massa
F.Alonso
K.Raikkonen
G.Fisichella
J.Button
N.Heidfeld
M.Webber
Steve
M.Schumacher
F.Massa
F.Alonso
K.Raikkonen
G.Fisichella
J.Button
N.Heidfeld
M.Webber
Steve
| OnTheGas | 10-20-2006 01:44 AM |
My worst guess!
�
�
From what I'm reading, it'll be much easier to pick the results in the next few seasons (read BORING!), but this year, with the tire war being the greater factor in performance... it's difficult to calculate who will have the advantage on a Sunday afternoon. This round I'm going old skool... Ferrari will be faster, but the other B'stone runners (read Toyota) will not be in the points...
So yet again, more stupid picks:[LIST=1][*][b]Michael[/b] - He'll win, or blow it up! :-D[*][b]Felipe[/b] - Despite the added pressure of a home GP, he'll beat the detuned Renaults[*][b]Fernando[/b] - It's unusual for him to finish below 2nd...[*][b]Kimi[/b] - He's gonna look good in red on the top spot of the podium next season![*][b]Giancarlo[/b] - Kimi in a lessor car will beat him again[*][b]Jenson[/b] - Will dogfight Pedro for these points[*][b]Pedro[/b] - Grabbing the scraps[*][b]Rubens[/b] - He used to be the young brazilian supporting Michael @ Ferrari[/LIST]
So yet again, more stupid picks:[LIST=1][*][b]Michael[/b] - He'll win, or blow it up! :-D[*][b]Felipe[/b] - Despite the added pressure of a home GP, he'll beat the detuned Renaults[*][b]Fernando[/b] - It's unusual for him to finish below 2nd...[*][b]Kimi[/b] - He's gonna look good in red on the top spot of the podium next season![*][b]Giancarlo[/b] - Kimi in a lessor car will beat him again[*][b]Jenson[/b] - Will dogfight Pedro for these points[*][b]Pedro[/b] - Grabbing the scraps[*][b]Rubens[/b] - He used to be the young brazilian supporting Michael @ Ferrari[/LIST]
| OnTheGas | 10-20-2006 01:57 AM |
Hasta la vista Imola
�
�
[QUOTE=Ferg;15657483]More on next year...
[i]Formula One supremo Bernie Ecclestone demanded that changes be made to the Imola circuit in order to have a chance of returning to the calendar.
Although the revamp works have started, the attempts to reinstate Imola, however, have failed and the Italian circuit will not feature on next year's championship...[/i][/QUOTE]It gives me great joy to see Imola mercifully pulled from the F1 calendar! The Tamburello chicanes are just horrible... and the Villeneuve chicane going down into Tosa are even worse! The only passing zone was completely removed. Imola was mutilated, and emasculated! Frankly, the darn local prosecutor that was chasing around the Williams team in court after Senna's death should instead have been persecuting the Imola track owners for doing such a crappy hack to what was a lovely course!
There's 2 cents worth! :-)
[i]Formula One supremo Bernie Ecclestone demanded that changes be made to the Imola circuit in order to have a chance of returning to the calendar.
Although the revamp works have started, the attempts to reinstate Imola, however, have failed and the Italian circuit will not feature on next year's championship...[/i][/QUOTE]It gives me great joy to see Imola mercifully pulled from the F1 calendar! The Tamburello chicanes are just horrible... and the Villeneuve chicane going down into Tosa are even worse! The only passing zone was completely removed. Imola was mutilated, and emasculated! Frankly, the darn local prosecutor that was chasing around the Williams team in court after Senna's death should instead have been persecuting the Imola track owners for doing such a crappy hack to what was a lovely course!
There's 2 cents worth! :-)
| OnTheGas | 10-20-2006 02:10 AM |
On reducing motor power
�
�
[QUOTE=Ferg;15671845]Great write up about the new engine regs on Autosport's website.
It's long, but as always very much worth the read.[/QUOTE]Thanks for sharing this article.
I think the smarter solution is to go back to the old rule of every competitor is limited to x gallons of fuel for the race.
With a limited fule rule, if FIA is concerned about the higher speeds, they can reduce the amount of fuel allowed next season by 10%, or whatever.
If FIA is concerned that F1 appears to be out of step by not being energy efficient, limiting the fuel amounts would force engineers to look at both ends of efficiency at once... instead of can we get more power, engineers would examine can we get more power w/less fuel?
This homolgated, rev-limited stuff reminds me of NASCAR's plate restricted motors for their super speedways... It's just not right, in many ways.
It's long, but as always very much worth the read.[/QUOTE]Thanks for sharing this article.
I think the smarter solution is to go back to the old rule of every competitor is limited to x gallons of fuel for the race.
With a limited fule rule, if FIA is concerned about the higher speeds, they can reduce the amount of fuel allowed next season by 10%, or whatever.
If FIA is concerned that F1 appears to be out of step by not being energy efficient, limiting the fuel amounts would force engineers to look at both ends of efficiency at once... instead of can we get more power, engineers would examine can we get more power w/less fuel?
This homolgated, rev-limited stuff reminds me of NASCAR's plate restricted motors for their super speedways... It's just not right, in many ways.
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