Peter Sauber started his Formula One team back in the early-mid ’90s (having progressed from sports cars) and enjoyed moderate success, although the squad failed to win any races. In 2005 after the souring of the relationship between engine supplier BMW and customer team Williams, the German marque purchased Sauber and ran the team to greater success.

Unfortunately, with disappointing results in 2009 and a worsening economy, BMW decided to pull the plug in late-July, vowing to continue until the end of 2009 before closing the factory doors. Not wanting to see his old team disappear, Peter Sauber started talks with the German car manufacturer but apparently they were asking for too much money. An alliance with Qadbak fell through and it looked as though the efforts of Sauber and Theissen would be constrained to the history books.

However, Sauber managed to re-purchase his team and set about pushing for entry for next season. All Sauber has to do is sign the new Concorde Agreement and we should see the team, likely with Cosworth engines, racing in 2010.

The FIA has written to inform BMW Sauber AG that their application for an entry in the 2010 FIA Formula One World Championship has been successful. Subject to their signing the Concorde Agreement, BMW Sauber will be awarded the 13th entry in the Championship, taking the place of the departing Toyota team.

The FIA has worked closely with the Commercial Rights Holder and the teams involved over recent weeks and is grateful for their support in achieving the best outcome for the sport. FIA Press Release.

Elsewhere in 2010 Entry News, Renault met today in Paris to discuss their future involvement in Formula One. The French team has, for the past few years, been a little vague about their ongoing participation in the sport, but they have always signed on the line and turned up at the first race of the year.

2009 though has not been a great year for the team. It was a season when they performed at their worse in recent memory and of course, suffered from the saga and subsequent fallout that surrounded the 2008 Singapore Grand Prix. Having lost the team principal and technical head due to their roles in the incident, and also seeing their primary sponsor depart a few months earlier than planned and having lost their key driver, one cannot blame Renault for thinking about quitting.

It has been rumoured that Dave Richards – the man that simply won’t go away – could be in talks with the Enstone-based squad about the possibility of taking over the team. Richards has long been wanting to compete in Formula One, and was granted entry for the 2008 grid, only to then back out because of the issue with customer chassis. He then pushed earlier this year for an entry on the 2010 grid but was beaten by three other hopefuls.

Richards, who once ran the BAR team (who went on to become Honda, then Brawn, now Mercedes, definitely no longer Tyrrell) and also the Benetton team for a short while, has big plans for Formula One, and his Prodrive factory has been in planning for a while – Richards wants to move his factory to a new complex that will be purposely-built. And the company does have a lot of motor sport credentials, having ran the Subaru World Rally Team and entered various sports car races with Aston Martin, the car company being owned by Prodrive and its investors.

We cannot comment on the Renault situation, but it is well known that our intention is to get back into F1. We proved our credentials earlier this year when we had a strong business case for an entry, but having had an engine deal with Mercedes-Benz in place we were not willing to sacrifice our competitiveness. Dave Richards.

Renault are once again expected to hold a meeting next week, and perhaps after then we may know some more on the situation.

And finally, Toyota have handed their 2010 entry back to the FIA, pretty much stating they have no intention on selling it on to any other hopeful. It had been hoped that the team could be saved after they surprisingly quit the sport just after the season closed in November, as this would avoid having to pay any settlements to Bernie Ecclestone due to the breach of contract. However, according to Autosport, an unamed source has said the following:

We have returned our entry to the FIA and have no intention or wish to influence or interfere in the allocation process. That is a matter for the Federation. We are discussing a settlement with Bernie on the basis of goodwill and what is acceptable to all parties.

Interestingly, Toyota have been trying to sell on their 2010 car, the design having been started earlier in the year. The 2009 TF109 was an okay car – when it worked it did well, when it didn’t, well, it didn’t go at all – but having a base for a design is surely much better than starting from a blank piece of paper. Apparently, Toyota haven’t received much interest though, and only Stefan GP have considered an offer. Unfortunately for Stefan GP (and Toyota), they aren’t on the 2010 entry list. Not at the moment, anyway.

Toyota are also pushing for Kamui Kobayashi to be a part of any deal that sees their designs and equipment sold to another party. Kamui drove well when he substituted Timo Glock in the final races of the season, and although a bit lairy at times, the young Japanese driver did impress. Martin Brundle was even heard saying on BBC commentary, “That man has surely just secured himself a drive with Toyota for next year.” It was only a couple of days later that the withdrawal was announced.

Whether Toyota manage to rent or sell their assets on, the team itself, it would appear, will not be sold as a whole and therefore, BMW have been granted their entry slot for next year. And thus, today’s circle is complete.

Photo © BMW AG.

Original article by BlogF1.

Sauber Secure Entry, Renault Discuss Future, Toyota Negotiate Settlement

As reported in the Daily Telegraph this morning, current engine supplier to Brawn – Mercedes-Benz – might be about to buy into the team, furthering the company’s interest in the sport and adding to their portfolio of customers. Mercedes currently own 40% of the McLaren Formula One team, and their association with the Woking-based squad goes right back to 1995. Elsewhere on the 2009 grid, the car manufacturer also supplies engines and technical expertise to Force India, a team that ran very well in the recent Belgian Grand Prix.

It would seem the Mercedes-Benz engine is the most desired at the moment, and murmurings are afoot that Red Bull Racing are keen to rid their cars of the Renault V8 in favour of German engineering. This however goes against the FIA policy of only allowing two customers for each manufacturer (Brawn received special dispensation this year by unanimous agreement from all other competitors). And should Red Bull opt out of a Mercedes deal, Williams are said to be poised and could step in.

However, while Mercedes are powering all-and-sundry, it seems they want to increase their presence ever further in the sport, not seemingly content with supplying three teams, the possibility of a fourth as well as providing all official safety and medical cars to the sport. The Daily Telegraph are suggesting that Mercedes want to buy into the Brawn team.

If true, this would be good news for Brawn as it would help to secure the long-term future of the squad. It would ensure the team kept the Mercedes engine and would probably also mean receiving extra items like the KERS device that Lewis Hamilton and Heikki Kovalainen have been using to great effect thus far in 2009.

What this speculation also suggests is that Mercedes actually make money out of their part-ownership and engine supply with McLaren. Mercedes would not want to buy further into the sport if it wasn’t already doing well. If Mercedes were losing money with McLaren, Force India and Brawn, they would be looking to scale back their operation, just as many other manufacturers are doing at the moment in the troubled economic climate. But to further invest strongly suggests that Mercedes do reasonably well out of the sport.

However, what appears to be the case and perhaps what actually is the case may differ. Earlier in the year, Daimler Board Member, Helmut Lense, stated that Mercedes should end its Formula One operations to help the company stem losses that almost all motor manufacturers are going through at the moment. While the company as a whole is losing money, it seems strange they are now rumoured to looking for further investment. Unless of course, and more than likely, the full picture is still hazy to all those standing outside the boardroom.

Original article by BlogF1.

Are Mercedes-Benz Looking At Buying Into Brawn?

To begin with, let’s rule out a few that made the headlines prior to the European Grand Prix. Michael Schumacher wanted to stand in and help is protege and his team, but owing to a neck injury sustained while testing a motorbike, the multiple world champion ruled himself out after a couple of weeks of supreme hype in the Formula One world. Fernando Alonso was also heavily rumoured to be making a move to Maranello, ahead of time if the speculation is anything to go by. Neither are likely to be in the seat for 2009 though.

Ferrari themselves have ruled out 2009’s departees; Sebastien Bourdais and Nelson Piquet Jr. Martin Brundle seemed to be keen on Ferrari giving the young Piquet a chance with the F60, going as far to say that he felt the ex-Renault pilot deserved another chance to show what he can do. Ferrari though do not want to be seen to be picking up other team’s rejects, a move that could prove a bit of an embarrassment should they perform similar to Badoer’s Valencia tour.

Away from the ex-2009 pilots though, there are still many drivers, experienced and rookie alike, who would jump at the chance to guide an F60 around Spa Francorchamps, Monza et al.

Anthony Davidson has stated that should he get the call, he would help the Italian team, and it seems a little suprising that the Briton gets passed up more often than not. Perhaps the team managers are aware of something us fans are not, but from what we saw of Davidson in the Super Aguri, he didn’t seem to be that bad.

Staying with the Super Aguri refugees, there is also Takuma Sato. The popular Japanese driver was on the hunt last year looking for a drive after the Honda junior squad closed it doors. Over the winter, Sato tested quite comprehensively with Ferrari-powered Scuderia Toro Rosso and was on par with Sebastien Bourdais and Sebastien Buemi. In fact, the decision seemed so hard for the little Italian team to make, it seems strange they didn’t hire Takuma when they issued Bourdais with his P45 mid-season.

Perhaps Sato isn’t the best fit for Ferrari though, and his reputation of throwing the car off the road is something Gestione Sportiva would like to avoid. Marc Gene, Ferrari’s other test driver, seems like a safe pair of hands. It was suggested that the team feel he is too slow, although his stand-in duties at Williams a few years back didn’t go too badly. A few points fell Gene’s way in 2003, although his 2004 outing was less spectacular. Having said that though, would Gene really have lapped the Valencia track one-to-two seconds slower than Raikkonen last weekend?

Elsewhere in the world of racing, Ferrari have still more choices. They could give any number of GP2, F2 or WSR pilots a chance to step up into the sport. Recently the rookie replacements at Scuderia Toro Rosso and Renault have barely put a foot wrong. Although they are not setting the track alight, their promotion from driving in junior formulae has shown that there is no substitute for actual racing. While Badoer was unable to test the car and offering advice from the pitwall, Jaime Alguesuari and Romain Grosjean were fighting there way forwards in the World Series by Renault and GP2 respectively.

In GP2, Vitaly Petrov has been rumoured to be making a leap forwards in 2010 with one of the new entries, as is Roldan Rodriguez. Lucas Di Grassi and Dani Clos have both driven Formula One cars around circuits previously. Nico Hulkenberg is perhaps the better of the GP2 competitors at the moment though, currently leading the championship and although signed to Williams, I’m sure Frank and Patrick wouldn’t mind loaning him out for a tidy sum – it would allow the young German to gain some racing experience prior to the much rumoured promotion he will receive next year.

There’s even an Italian driver who is potentially available and has also driven fairly recently. Vitantonio Liuzzi would love to return to the sport in a racing capacity, and although he is rumoured to have a seat for next year, I’m sure he could fill in at Ferrari between now and then.

If it’s an older pair of hands Ferrari want, then they could approach the 1997 World Champion, Jacques Villeneuve. It has been suggested that the Canadian is looking at trying to make a comeback next year, and Villeneuve has stepped in to help a team in the past, namely Renault at the tail-end of 2004 when Jarno Trulli took an early departure to Toyota. Although perhaps not a popular choice (with myself), I’m sure Villeneuve would love to add Ferrari to his CV, much like his late father.

Also hinting at a desire to help out Maranello, David Coulthard is available (assuming Red Bull Racing will allow it) and is perhaps the best choice at the moment. Coulthard drove as recently has last year and although the Scot hasn’t piloted a 2009-spec. machine, he is very experienced. Never a truly great driver, and perhaps he soured slightly towards the end with a few silly accidents, Coulthard is still the most relevant ex-driver outside of those who have driven 2009 cars.

Even Ferrari’s rivals might be willing to help them out, with McLaren currently employing three test drivers in the shape of Pedro De La Rosa, Gary Paffett and Paul Di Resta. While Martin Whitmarsh may be a little hesitant about letting one his drivers help out their arch-nemesis, Formula One has been moving towards a more cooperative and friendlier environment recently.

Of an interesting note, Stefano Domenicali has now admitted that Ferrari need a young driver programme and has vowed to implement one as soon as possible. The fact the Scuderia are in this position shows that a training programme would be of benefit. For now though, the team seem to be under the impression their options are limited. From what I can see though, they have a wide variety of drivers potentially available to them. And let’s be honest here, if you were to get a call from Maranello, you would be available, wouldn’t you?

So, of all the drivers mentioned here and all the others that are not, who would you pick to place alongside Kimi Raikkonen in the sister F60. Would you go with Luca Badoer, or would you pick someone else?

Original article by BlogF1.

Who Would You Put In The Second Ferrari?

Williams have been partnered with Toyota since 2007 after the squad endured a very difficult year with Cosworth units in 2006. Since 2007, the team have progressed back up the points ladder and this year looks to be a bumper season. Currently Williams rest on 29.5 points, which is already more than their 2008 total and only 3.5 shy of their 2007 total. With six races left to run it is surely very possible that the 33 points benchmark set two years ago will be beaten.

However, Toyota have admitted that Williams have requested an early release from their contract, and John Howett has stated that as long as Toyota are not financially burdened in any way then they will not put up any obstacles.

Williams have been rumoured to be wanting to rekindle their relationship with Renault, an engine manufacturer the team has enjoyed great successes with in the past. The Grove-based team has taken five constructor’s titles with Renault power, although it should be noted this was back when Adrian Newey was designing their chassis. It could also be possible that Ferrari or Mercedes-Benz are on the cards, although it would be hard to understand why Williams would choose Ferrari over Toyota, and Mercedes are already supplying more than their FIA-quota of squads.

It seem very unlikely that Frank Williams would want to return to Cosworth power, even if it is very cheap. But with new question marks hanging over the future of Toyota in Formula One, it is understandable why Frank and Patrick may be looking elsewhere. Another reason for a possible move could be put down to KERS. Toyota have no desire to run the system, and therefore their engines do not have have the necessary capability of running such a device. If Williams want to run their flywheel KERS next season, it may be beneficial to have an engine that is already set up to take such a piece of technology.

Also rumoured to be thinking about a change of engine for next season is Red Bull Racing. The Milton Keynes-based team currently use Renault units, and have done since 2007 – the same year Williams joined forces with Toyota. And just like Williams, Red Bull have grown with their engine and again, just like Williams have done in the past, Red Bull are beating their factory team in the standings this year.

However, this weekend has seen Sebastian Vettel suffer two engine failures, and four overall for the season thus far. This has put the German pilot at a serious disadvantage for the remaining six events, as two engines will have to be spread very thinly. It may be that Vettel has to take a new engine and suffer a grid-penalty, especially considering how hard the Spa Francorchamps and Monza circuits are on the power units.

Again though, it is hard to imagine who Red Bull might go with for 2010 if they do indeed want to change. In 2006 they used Ferrari units, but when Adrian Newey joined, it is believed he insisted on using Renault power as he knows exactly how it all works and can design a better car around their engine. Therefore, Ferrari were passed on to Red Bull sister team, Scuderia Toro Rosso. It seems strange though that Red Bull would want to move away from an engine supplier that on the whole, are getting the job done. The engine failures in Valencia will not have helped the relationship, but one cannot ignore 3 wins, 98.5 points and a P2 in the constructors so far in 2009, with the potential for more in the remaining races.

Of the other engine suppliers, they are only getting thinner as manufacturers withdraw from the sport. Although Honda and BMW did not supply customer teams, their loss only means that they will not be supplying customer teams in the future. Ferrari only supply themselves and Scuderia Toro Rosso, and therefore have the capability of supplying one or two more teams (assuming the FIA allow it), but if the reason for the move was KERS, then you would have to think twice about using the Scuderia units – Ferrari stopped using the device after it proved unreliable*.

Mercedes-Benz have been a real powerhouse this year, supplying their part-owned McLaren team, Force India through a technical partnership deal signed in 2008, and more recently they took on Brawn in order to help the survival of the team. In order to supply the Brawn team though, Mercedes had to seek permission from Force India boss Vijay Mallya, and the FIA who normally only allow manufacturers to have one other customer.

It is unlikely that Mercedes-Benz will be able to break their agreement with Force India, and the team will surely do anything they could to prevent such a move if it was to ever be attempted. Brawn too would be crazy to split from Mercedes, especially as they are winning the 2009 championships at the moment and have been very reliable all year. And if Mercedes can export their KERS with the engines for next season (and assuming the device stays) then based on the reliability of the KERS currently in the McLaren, you would have to say that Mercedes are the best choice of engine suppliers at the moment.

McLaren-Mercedes, Force India-Mercedes, Brawn-Mercedes, Williams-Mercedes, Red Bull Racing-Mercedes… Any more for any more?

Original article by BlogF1.

Why Might Williams & Red Bull Be Looking For New Engine Suppliers?

Mario Theissen stated there simply wasn’t enough time for a complex deal to be put together, although it is known that Peter Sauber – the man who started the team sixteen years ago – was involved in trying to save the squad.

Since the announcement on 29 July of our strategic realignment, we have done everything in our power to reach a rapid agreement on the sale of the team based at Hinwil.

Regrettably, despite every effort, this has proved unsuccessful. The tight timeframe we faced simply did not allow us and the interested parties and investors enough time to find a solution for such a complex transaction. This means the team cannot sign the Concorde Agreement at present. Mario Theissen.

When Peter Sauber sold his team to BMW in 2005, he retained a 20% stake and was often seen in the paddock and grands prix, complete with BMW uniform and ear defenders. Although his trademark cigar hasn’t been seen since smoking was banned from the paddock and pitlane areas. However, Peter kept an interest in the squad and when it was put in jeopardy, the Swiss entrepreneur attempted to purchase back his old team. Needless to say, it hasn’t happened yet.

Sauber blames BMW for asking for too much money, and he called the collapse of the deal he was working on as the “bitterest” in his 40-year motorsport career. Had Sauber been able to complete the deal, he could have signed the Concorde Agreement and the team would have been entitled to its share of the sport’s revenue for the next three years. This would have helped to ensure the survival of the company Sauber worked for so long on and with much dedication.

Following the announcement by BMW that it will be pulling out of Formula One at the end of the 2009 season, I tried to launch a takeover and rescue of the team. However, the negotiations with BMW have failed because the demands were simply far too high for me. Consequently, I have been unable to sign the Concorde Agreement, which guarantees payments worth millions and would have secured the future of the team.

I am incredibly disappointed and disconsolate. For me this is the bitterest day in my 40-year career in motor sport. It is also a devastating setback for the team. Peter Sauber.

With the failure of BMW to sign the Concorde Agreement, the FIA have once again re-opened the application process for the final spot on the 2010 grid. At a time when the association is under fire for its possible insistence that new teams are to use Cosworth engines, the FIA have written to the reserve seven – those teams that did not gain entry last time around – and invited them to reapply. It is understood that BMW were also invited to submit an entry, albeit alongside all others.

Peter Sauber is apparently still trying to save his old team, the outfit dating back to 1993 when Peter moved from sports cars to Formula One, but any application would now be reviewed along with all others.

Image © BMW AG.

Original article by BlogF1.

BMW Fail To Find Buyer In Time: Concorde Not Signed

To begin with, Red Bull Racing are definitely sewn up for 2010 with Mark Webber and Sebastian Vettel, and there is little chance of either driver being fired or quitting. Especially as the RB5 is running so competitively at the moment. Also confirmed both in writing and in my mind are Lewis Hamilton at McLaren and Felipe Massa at Ferrari. Kimi Raikkonen has a contract with Ferrari for 2010, and has stated quite forcefully that he will honour this contract. However, there is a niggle in my mind that simply won’t go away.

So that leaves us with some unconfirmed drivers, but we can still assume some will remain where they are. It is likely that Scuderia Toro Rosso will keep Sebastien Buemi, and providing he continues his progress well, they will likely retain Jaime Alguersuari as well. Brawn are sure to keep Jenson Button, and after all the Briton has been through this past year, he is likely to want to stay as well.

Force India will probably retain Adrian Sutil unless a bigger team pick him up, and although I am tempted to say that Giancarlo Fisichella is relatively safe, I again have that niggly feeling in my head. If the niggly feeling is correct, it is called Paul di Resta in this particular case, the McLaren-Mercedes association being the link.

Jarno Trulli and Timo Glock appear to be working well together, but the car has been gradually slipping backwards. It is likely that Glock will be retained – he seems to fit very well with the Cologne-based squad, but I’m getting the impression the team may be tiring of Trulli. Despite this though, both drivers have had some decent results this year, so may be both will be kept on the books for 2010.

Right then, on with the harder calls…

Nico Rosberg to McLaren. As discussed in the previous post, if the offer is there for the German/Finnish pilot, he should probably take it. Williams aren’t the worse team, and it is understandable why Nico would want to remain loyal, but let’s be honest, McLaren have a greater chance of giving him a car to win with. For many of the races this season, the FW31 has looked to be the slightly better car when compared to the MP4-24 (McLaren have only just overtaken them in the constructors). But somehow, McLaren have turned it around whereas Williams have progressed at a much slower rate. And that is essential when considering a new home.

So this completes McLaren. What of Rosberg’s old stable, Williams? Dank suggested that the squad really want their test driver to step up, which would mean putting Nico Hulkenberg in the car. However, if they really want to keep Toyota happy – the company that supply them with fairly decent engines – they will have to partner Hulkenberg with current pilot Kazuki Nakajima. While I do rate Kazuki as an okay driver, I don’t think he really is ready to take on a lead driver position yet. This pairing does not inspire confidence. It would be better for Williams to sign BMW-refugee and former driver Nick Heidfeld, but would the two parties want to reform their relationship? Also, would the squad want two German pilots for marketing/sponsorship reasons?

Ferrari will either partner Felipe Massa with Kimi Raikkonen, or Felipe Massa with Fernando Alonso. Or as a total outside bet, Felipe Massa with Robert Kubica. However, the chances of Kubica beating Alonso to the seat should it become available are pretty slim. The only way Kubica is likely to get a chance in a red car in the near future is if Massa does have an issue with his eye. But according to all reports coming out of Hungary as I type this post, there is no problem and Massa is recovering well.

Instead, I can see Kubica ending up at Alonso’s old home, Renault. I wouldn’t be ideal for the Polish driver, but it would be a home. And partnered with Romain Grosjean, who could learn a lot from his more experienced team mate, the pairing could be quite good, car-dependent of course. And so that just leaves a vacant seat at Brawn, which will probably go to a young upstart, maybe Bruno Senna who was originally suggested for the role prior to Barrichello being retained.

For the new teams, Alex Wurz has been linked with USF1 despite the Austrian retiring at the end of 2007. Pedro De La Rosa may be in at Spanish outfit Campos as well. The new teams will want someone with experience, knowledge and understanding, but not the huge egos or the demands on salaries. So in other words, test drivers. They can develop the cars initially while helping out a younger less experienced team mate. I wouldn’t even put it past Barrichello to be on the grid next year with a new team.

Rookies include Lucas di Grassi, Adrian Valles, Vitaly Petrov, even Giorgio Pantano could find his way onto the grid ahead of former drivers like Christian Klien, Takuma Sato, Anthony Davidson, Jacques Villeneuve, Vitantonio Liuzzi…

To sum up my thinking, here’s what I think the grid for the 2010 Australian Grand Prix might look like:

Silly Season 2010 August 2009 Predictions	Driver 1 Bold = Confirmed	Driver 2 Bold = Confirmed
Ferrari	Felipe Massa	Fernando Alonso
McLaren	Lewis Hamilton	Nico Rosberg
Renault	Robert Kubica	Romain Grosjean
Toyota	Jarno Trulli	Timo Glock
Scuderia Toro Rosso	Sebastien Buemi	Jaime Alguersuari
Red Bull Racing	Mark Webber	Sebastian Vettel
Williams	Nick Heidfeld Kazuki Nakajima	Nico Hulkenberg Heikki Kovalainen
Force India	Giancarlo Fisichella Paul di Resta	Adrian Sutil
Brawn	Jenson Button	Bruno Senna
USF1	Alex Wurz	Rookie/Former Driver
Campos	Pedro De La Rosa	Rookie/Former Driver
Manor	Experienced Driver	Rookie/Former Driver
Former BMW?	Experienced Driver	Rookie/Former Driver

These are my thoughts and ponderings, but what about yours? Do let me know in the comments…

Original article by BlogF1.

It’s August, It Must Be Time For The Silly Season!

The shake-up in the rules for 2009 has seen a shake-up in the usual order of the teams as well, with Brawn rising from the desperate ashes to lead both titles from the start of the year. Likewise, Red Bull have got their act together and are catching up the Brackley team with some pace. Williams however, are still somewhere on the edge of, well, I’m not entirely sure.

In free practices this season, the FW31 has been electric, and while Nico Rosberg has often found himself at the top of the timing sheet, Kazuki Nakajima hasn’t been too far behind, credit to the Japanese pilot. However, in qualifying and races, the Williams’s progress has often stalled, leaving the drivers to recover what they can from a bottom top-ten to mid-field position. On occasion Rosberg has managed to haul the car into the realms of the top four or five, but consistency is not on his nor the team’s side.

Williams currently rest in P6 in the constructors title, recently overtaken by McLaren thanks to Lewis Hamilton winning in Budapest. With the MP4-24 looking genuinely better, it would perhaps be unrealistic to expect the Grove-based squad to retake this position. However, both squad’s might be able to pass Toyota, who like Williams, seem to have their good days and their bad.

This still only puts them in P5 in the championship, and the car still doesn’t look like a winner. Conversely, the driver’s championship looks good for Rosberg at the moment, but after a quick perusal at those drivers around him and the picture suddenly looks a little bleaker. Currently in P5, Rosberg will likely lose out to Lewis Hamilton and even possibly Kimi Raikkonen by the end of the year. And with only a difference of 3 points, Jarno Trulli remains a threat.

Therefore, if Williams cannot substantially better the situation this year for their lead driver, or offer any concrete progress for next year’s FW32, Rosberg may well look elsewhere for a drive. But who might be able to give him that winning motor, and would they want to employ him?

Recently, BMW were rumoured to have Nico on their shopping list, but the news of the team withdrawing at the end of the season has paid an end to any switch from Grove to Hinwil. And after the Swiss-German team’s performance this year, BMW would have been a gamble.

Red Bull Racing are sewn up with Mark Webber and Sebastian Vettel, and Scuderia Toro Rosso would be a poor move for the German. As would Force India, so I think we can rule these teams out. Also, I think any of the three or possibly four new teams would be a dicey move for 2010, so let’s rule those out as well.

That leaves Renault, Toyota, Brawn, McLaren, Ferrari and Nico’s current home, Williams. Renault are a possibility and I have a vague memory of Flavio Briatore offering Rosberg some praise. Renault are in a quandary at the moment with their drivers, and if they aren’t, they really need to be. Nelson Piquet surely needs to be given the elbow, and if Renault cannot dramatically improve, double world champion Fernando Alonso will be hot-stepping over to a rival team as soon as he can. Presuming of course, the contract hasn’t already been signed.

However, I don’t think Renault would be a good fit for Rosberg, they are currently performing worse than his current stable and potentially partnering Alonso could hurt Rosberg’s career. The long-term commitment is also an issue, and it would appear that Nico seems to do well in a family environment like Williams. Although there is no evidence to compare, it is just an impression I get. Toyota too would be similar in my mind. Although they currently are ahead of Williams, the FW31 is arguably a better car at the moment.

So now we’re down to the big two, staying put or the current championship leaders. And I believe this is pretty much the case for Rosberg at the moment. And if I’m totally honest, I think it can be nailed down even further. I think Rosberg is currently weighing up the loyalty issue which means staying with the team that gave him his break (and his father a world championship), or switching allegiances to McLaren.

Ferrari are happy with Felipe Massa, and perhaps to a slightly lesser extent, Kimi Raikkonen as well. And if Kimi were to leave or get elbowed, Fernando Alonso would be in red overalls before you could even blink. As for Brawn, I don’t think they’ve even thought about 2010 yet in terms of drivers. Jenson Button will likely stay on, and Rubens Barrichello will be replaced with a younger model. Certainly, that could be Rosberg, but I just don’t see it.

McLaren cannot be overly happy with Heikki Kovalainen. The Finn has won a race since joining the team, and his performance in Hungary was mildly acceptable considering it took him several races to even complete one lap. But for a team that won the driver’s title last year, they should be expecting more from their pilots. It may not please Lewis Hamilton entirely, but he needs to be pushed, and Kovalainen simply isn’t doing that.

So I believe Rosberg is currently weighing up the decision between remaining loyal, and a potential race-winning car in 2010. It’s a really tough decision as well, because being partnered to Hamilton will not be easy for the German. At Williams, he is the lead driver, but unless Nico can blast Lewis out of the water from the first race onwards, he will end up being the number two. And let’s all be honest, as good as Rosberg is, I don’t think he’s as good as Hamilton.

What would you do if you were Rosberg? Do you disagree with my summation of his options? The comments are open, so please let me know what you think…

Original article by BlogF1.

Where Should Nico Rosberg Go In 2010?

The lack of experience in a Formula One car wasn’t the fault of Jaime himself though. It was the fact that Scuderia Toro Rosso wanted the Spaniard in the car, and the fact that in-season testing has been banned for this year. Many current drivers voiced their concern over this, and Felipe Massa called the FIA to task, suggesting that they should allow rookies to test a car should they be called upon to substitute another driver. Likewise, McLaren’s experienced test driver and former racer Pedro De La Rosa believes that it would be very demanding even for himself to suddenly step up to the plate and race should the need arise.

And so we now come to the present day, where one of the sport’s most experienced drivers has been called upon to substitute the recovering Felipe Massa. Michael Schumacher has nigh-on sixteen years experience of racing a wide variety of Formula One cars, but the recent rule changes have made the 2009 cars very different to the last he raced in 2006, and the last he tested in 2008.

Ferrari have written to the FIA and their fellow competitors and asked for permission to allow Schumacher to test for one day in a F60. While this makes sense and is by-and-large completely understandable, it does put both the FIA and the other teams in a bit of a bind.

If the FIA agree, they have set a precedent. On top of that, Michael Schumacher is no Jaime Alguersuari. Schumacher is experienced, and wil undoubtedly give feedback on the car straight away. This takes it from a simple familiarisation exercise to a proper test. On top of that, will Ferrari’s rivals want this? The other drivers will not have the same fear of Schumacher driving as they did Alguersuari (who by the way, actually drove quite well in his debut). There is no fear of Schumacher throwing his car into another due to inexperience. In fact, the other 19 drivers are probably more fearful of the seven-time champion doing just that on purpose!

It will be interesting to see how the other nine squad’s respond to this. I would imagine the FIA might say something along the lines of it being acceptable as long as there is unanimous agreement among the other teams, but getting that agreement may prove harder than they think.

Do you think Schumacher should be given a day’s testing in a 2009 F60, or do you think he should just get on with it, much like how Jaime Alguersuari did?

Recommended Reading

• F1 Clienti Lend Schumacher F2007 For Fitness Testing
• Michael Schumacher Applies For A Super License: He’s Coming Back
• Jaime Alguersuari Confirmed At Scuderia Toro Rosso
• Massa Praises Algeursuari & Criticises FIA

Original article by BlogF1.

Ferrari Ask FIA For Permission To Allow Schumacher To Test F60

Felipe Massa continues to make excellent progress at Hungary’s AEK hospital and it has been reported that the Brazilian pilot has been eating well, moving around and joking with his family and friends. However, the recovery time needed for Massa may mean him missing the race at Valencia, and Ferrari need a quality driver to fill the role. If Massa has his way though, there won’t need to be any substitution made.

Felipe continues to improve. He is eating, he was walking around the room, he took a shower in the morning, like a normal person. So that’s good news.

He was joking with his friends and his brother. He was telling us that he heard about the Schumacher news, and he told us: ‘Let’s see if I let him drive the car, because I won’t give up. Dino Altman, Chief Medical Officer – Brazilian Grand Prix..

However, Ferrari do need a back-up plan just in case Massa isn’t quite ready, and the team asked Schumacher if he would be willing to step in. After stating his happiness that Massa was recovering well, Schumacher went on to explain why he agreed to come out of retirement.

I was meeting this afternoon with Stefano Domenicali and Luca di Montezemolo, and together we decided that I will prepare myself to take the place of Felipe.

Though it is true that the chapter of Formula One has been completely closed for me for a long time, it is also true that for loyalty reasons to the team I cannot ignore that unfortunate situation. But as the competitor I am, I also very much look forward to facing this challenge. Michael Schumacher.

The announcement of Schumacher came just hours after the Benetton and Ferrari driver’s manager stated quite categorically that Michael would not return. However, the decision appears to have been made by the man himself, despite the fact that Schumacher has no experience of driving the F60 nor of the Valencia circuit. With a ban on in-season testing, Michael will have to make-do with the simulator and lots of training in the gym to prepare himself.

The decision is not yet 100% final either, as Ferrari want to make sure their former driver is fit enough to race. Earlier in the year, Schumacher took a tumble while racing a motorbike, and the squad want to make sure that there is no chance of any injury becoming aggravated. However, it is almost certain that for the first time, Kimi Raikkonen and Michael Schumacher will be racing identical machinery.

Also jubilant at the return of Schumacher is Lewis Hamilton, the 2008 World Champion having never got the opportunity to race Schumacher as the German retired at the end of 2006.

I am excited by the possibility of Michael Schumacher’s return to Formula One assuming it happens, but my thoughts are still with Felipe and his family following his terrible accident in Hungary.

The whole world will be watching his return to the cockpit in Valencia and it will not only be fascinating to see how he readies himself for his grand prix comeback but also an honour and a privilege to race against him for the very first time. I wish him well. Lewis Hamilton.

Hamilton also stated that Schumacher was one of the sport’s greatest competitors and is a legend in his own right. However, not all welcome the return of Michael to Formula One, the world champion often finding himself in controversial situations. It is true that some of Schumacher’s antics have damaged the sport and brought unwanted headlines to the front pages of the sport newspapers. Opinion is divided on whether or not the return of Schumacher will be a good thing, but one thing is for certain: Bernie Ecclestone must be rubbing his hands together right now.

Renault have been suspended from the European Grand Prix – the appeal hearing due to be heard on August 17th – and this has meant that Fernando Alonso will potentially not be able to take part in his home race. Fears of a decline in the already impressively low ticket sales for the race were brought to the fore, but the potential of Michael Schumacher making an appearance may boost sales.

Every media agency, news broadcaster and journalist will be focused on Spain in a month’s time to see Schumacher climb into the cockpit of the F60, and while it may be good for numbers, it may not be all that great for a sport that has moved on from the days of parking at La Raccasse, team orders and barge-board barging.

To jog some of your memories, here’s what some of you had to say when I asked: Would You Want To See Michael Schumacher Return? And on the anniversary of Schumacher announcing his retirement, I asked: One Year On: Is Michael Missed? And finally, just after Schumacher announced his retirement, many voiced their opinion to the question: Is Schumacher’s Retirement Good For Formula One?

Original article by BlogF1.

Michael Schumacher Applies For A Super License: He’s Coming Back

The suspension seems like a harsh penalty for the FIA to dish out, as in the past wheels have come off other cars and the teams and drivers have not been suspended. However, given the recent incidents involving car parts coming off and striking other drivers, it is understandable why the FIA would want to be seen to be taking this matter seriously. Seven days ago, Henry Surtees was tragically killed by a tyre-and-wheel hitting him after it detached itself from a fellow competitor’s car. And yesterday, Felipe Massa was rushed to hospital after a spring from Barrichello’s car struck him in the face. Massa is still in an induced coma in Budapest.

Renault team boss Flavio Briatore was seen trying to leave the circuit after Fernando Alonso retired his R29, despite the fact second driver Nelson Piquet Jr. was still in the race. This sends out a very strong message to myself, one that indicates the Italian has already made up his mind about his driver pairing. It is not known if Briatore actually made it out of the circuit; the FIA and FOM do not like team personnel leaving until all their media obligations have been taken care of. In fact, it is a rule for 2009 that the drivers cannot leave early.

The penalty may also seem quite harsh because it affects the second driver of the team. Currently, that man is Nelson Piquet Jr, and if he were to remain with the team, he too would be penalised by not being able to race. Given that the incident had nothing to do with the Brazilian, it seems a little unfair. Although it is rumoured that Piquet will not be racing for Renault again anyway, penalty or no penalty and as mentioned in the above paragraph.

So the 2009 European Grand Prix will feature just 18 drivers from 9 teams, and Renault will have to stay home and watch the race on the television.

• The live race notes can be viewed here: Hungary 2009: Live Race Notes
• The race result can be viewed here: Hungary 2009: Race Result
• The race report can be viewed here: Hungary 2009: Lewis Hamilton Returns McLaren To Top With Victory
• The pitstop and tyre strategies can be viewed here: Hungary 2009: Pitstop & Tyre Strategies
• The fantasy racers round-up can be viewed here: Hungary 2009: Fantasy Racers Update
• The penalty updates post can be viewed here: Hungary 2009: Penalty Updates

Original article by BlogF1.

Hungary 2009: Renault Have Been Suspended From The European Grand Prix

Speaking to Autosport, Ken Anderson had the following to say about the team and the car.

Quite a lot of it is ready to manufacture. The chassis is locked down, because we were waiting to hear if the [Cosworth] engine rev limit was 20,000rpm or 18,000rpm.

The chaps will now start building the chassis in August. We will have it rolling on the ground in late September, without bodywork or stuff, and then the bodywork will get added in October. Ken Anderson.

Anderson also spoke of the growing squad and his closeness to signing a deal with Spain’s Aragon circuit to allow them to use the facility as a European base. This is something USF1 wanted all along, and although the car will be designed and manufactured in Charlotte, the distance involved between North America and where the majority of races are held means that a European base makes better sense.

We were only approved a few weeks ago and it wasn’t prudent to order $5 million of machines until we were there. We have about 20 staff at the moment, but we have got 20 or 30 starting in August. The thing is we need people to run machines, and there was no point having them until the machines are there.

The Aragon facility is a fantastic facility, the people there are very nice, very helpful. It is a great place for winter testing, and we would like to have our drivers based there, or at Paul Ricard, and run all the time. Ken Anderson.

Anderson pointed out that should the Aragon deal not come together, they are also evaluating Paul Ricard in France as a possible base, the French test track proving popular with many current Formula One teams for testing purposes.

Nothing much has been said about the driver line-up, although the team must be in talks with some drivers at the moment. Last week, Danica Patrick all but ruled out a switch to Formula One, proving what many had predicted. Speaking with the LA Times, Patrick was asked if she had nailed down her chosen category for next year (the obvious options being IndyCar, NASCAR or F1), to which Danica replied with “it’s probably not F1″.

Original article by BlogF1.

Team USF1 Are Making Steady Progress

As previously mentioned in the speculative article before the announcement had been made, Bourdais hasn’t enjoyed the success he had hoped for in his transition from American Open Wheel racing to Formula One. Although results were plentiful while Sebastien was driving in the Champ Car World Series, the Frenchman has struggled to come to terms with last year’s STR3 and this year’s STR4.

In Sebastien’s second year with us, the partnership has not met our expectations and therefore we have decided to replace him as from the next round of the world championship, the Hungarian Grand Prix. Franz Tost.

Scuderia Toro Rosso have had a shaky relationship with many of their drivers in their so-far short history, and Sebastien wasn’t afraid to show his displeasure at the action, releasing a statement on his website.

I am very disappointed and shocked by the decision taken by Scuderia Toro Rosso of not allowing me to drive for the Team until the end of the current season.

I consider that, in doing so, Scuderia Toro Rosso has breached its contractual duties towards me; also I believe that nothing in my behavior would legitimate a decision of the Team to terminate the contract. I think that the Team’s decision is in clear violation of Scuderia Toro Rosso’s obligations under the agreement. I have instructed my lawyers to review the situation including the possibility of issuing legal proceedings. Sebastien Bourdais.

Bourdais went on to say that the decision was even more shocking to him as the team are about to introduce several new upgrades that would have undoubtedly helped the Frenchman overcome his difficulties with the car. Bourdais also thanked his fans and supporters.

It is likely that Bourdais will return to America (although he states he won’t as he his “committed to [his] Formula One project”), much like how Alex Zanardi did after his [second] attempt at Formula One, where I am sure a team would be happy to place him in one of their cars.

As for Scuderia Toro Rosso, it is likely they will place Jaime Alguersuari in the second seat alongside Sebastien Buemi. Should STR take this option then Alguersuari will become the youngest driver to compete in Formula One, beating Mike Thackwell’s record by 57 days assuming he races on the Sunday of the Hungarian Grand Prix. The pairing of Buemi and Alguersuari will also create the youngest team pairing in Formula One’s history.

Of course, while Scuderia Toro Rosso haven’t yet officially announced who will take the second seat, one has to wonder whatever happened to Takuma Sato…

Original article by BlogF1.

Scuderia Toro Rosso Officially Drop Sebastien Bourdais

Sebastien’s foray on the edges Formula One begin many years before 2007, and the driver had tested for Benetton and Arrows previously. However, circumstances meant that drives didn’t come his way which explains the departure to Champ Cars, and eventual success came after many battles with the likes of A. J. Allmendinger and Paul Tracy. When Bourdais finally had a chance to race in Formula One he jumped at the chance, even though it was with a team that were not successful nor had any previous experience of being successful.

Sebastien drove relatively well in his maiden season in 2008, and although the French star didn’t set the track alight, he did manage to score 4 points and at times, put in some decent performances. Unfortunately, Sebastien’s team mate fared better. Also in his maiden full season of racing, Sebastian Vettel outscored Bourdais with an end-of-season tally of 35 points. This total was helped with an astonishing win from pole in the rain-soaked Italian Grand Prix. Needless to say, Bourdais was firmly in Vettel’s shadow.

During the off-season of 2008-2009, Scuderia Toro Rosso refused to name their drivers for the upcoming season until at the last possible moment, it seemed. While much of the grid had been sorted out with the only major exception of Honda, Scuderia Toro Rosso stood out like a sore thumb. In early January, the team decided to finally announce one of their drivers, and interestingly, it wasn’t Bourdais. Instead, they announced Red Bull test driver Sebastien Buemi for one of the seats.

During testing, Takuma Sato had been driving for the team as well, and it was very clear that Dietrich Mateschitz’s second team were undecided about their driver line-up. Sato drove very well during the winter and often topped the timing sheets, although it should be noted the team fielded 2008 spec. cars as opposed to the then-slower 2009 spec. cars which the other squads were running. Bourdais put in some good runs as well, which undoubtedly made the decision making process even harder.

After what seemed like a very long time since the announcement of Buemi, Scuderia Toro Rosso finally announced the other Sebastien for the second seat in February, and all was well in the STR camp. Since then though, Bourdais has struggled in qualifying and races, and again, he has been overshadowed by a lesser experienced rookie. Buemi currently sits on 3 points, Bourdais is behind on 2.

Sebastien Bourdais talks with an engineer at the 2009 Spanish Grand Prix.

Clearly STR put a lot of faith in their Champ Car champion, and while the car is no where near as good as it was last year, it must be embarrassing to look at the current standings and see your name below a complete rookie. Buemi hasn’t won a single-seater series in his career, his second places in Formula BMW and GP2 Asia being the highlights so far. For a multiple world champion who experienced so much success in America, it must be straining on the morale at the best of times.

But Bourdais has been tirelessly moving forward and trying to right the errors and improve the car. And certainly, the STR4 isn’t all that great. Many will say it should be an RB5 with a different livery, but in fact it is quite a different machine. In order to accommodate a Ferrari engine (Red Bull use Renault at Adrian Newey’s request) many components have to be changed and moved around, which has a major impact on the how the car handles. And looking at the results from the pair so far this season, the STR4 really isn’t an RB5 in disguise. I think it is fair to say that Force India have now moved ahead of them in terms of performance.

So Bourdais’s struggles at the little Italian team aren’t all of his own making, but the rumours still persist. And at the German Grand Prix, many a voice were heard to be saying that this is the last chance saloon for the lovable Frenchman.

Sebastien Bourdais retires from the 2009 German Grand Prix.

Fair enough, Bourdais pulled into his pit box after 21 laps with a hydraulic failure on his car, and therefore nothing of his own doing, but the retirement looks damning when placed alongside the other results from this year. Two other retirements, two eighth place finishes and a string of mediocre non-scoring finishes.

So the question is, was the German Grand Prix Sebastien’s last? Would someone else be able to do any better? With the team currently in turmoil (they may be sold before the 2010 season), would anyone actually want to join the squad?

Original article by BlogF1.

Was The 2009 German Grand Prix Sebastien Bourdais’s Last?

The news will undoubtedly be welcomed by the eight FOTA teams who are currently still trying to sort out a deal with the FIA and commercial rights holders, all the time trying to piece together a breakaway series should a deal not happen. Alluding to this in a short statement, Vatanen said that he felt it was time for a change in the FIA, and for the organisation to become more transparent.

Responding to requests from many FIA member clubs, I shall stand for presidential elections of the FIA in October this year. I think the time has come for a change. My main focus is to reconcile views within the FIA and bring transparency to its stakeholders. The duty of President is to defend a billion automobilists and the great sport of ours. Ari Vatanen.

Vatanen is a former motor sport competitor and since retiring from rallying, the Finnish 57 year old has undertaking many different roles, notably that of a European MP (from 1999 until earlier this year) as well as continuing to make the occasional appearances at various rally events. Vatanen took the 1981 World Rally title with Dave Richards as his co-driver. Richards would go on to start Prodrive and field his own rally cars before attempting to break into Formula One. Ari has also won the Paris-Dakar rally four times.

Vatanen also isn’t afraid of the written word either, and a quick perusal of his website, I found a nice piece titled Colin McRae – Fragile Life, describing the time he received the news that McRae, his son and two other children had perished in a helicopter crash not too far from the champion’s home.

It is difficult for us to admit how small we are in the grand scheme of things. Our illusion of power and control over life is like the morning haze, in that our judgement is often clouded. The great Konsta Pylkkänen (a well known fictive philosopher by Finnish writer Veikko Huovinen) once said “In the celestial scale, the human has the power of an ant.” I couldn’t agree more. Ari Vatanen.

I’m sure I have more to write on this, but for now, I’ll leave it there.

Original article by BlogF1.

Ari Vatanen Confirms He Will Run For FIA Presidency

It was reported back in April that Donington Ventures Leisure Limited owed Tom Wheatcroft £2.47m in rent, and after repeated requests for payment, none was forthcoming. The threat of having DVLL’s contract revoked was serious as it would have almost certainly ended the British Grand Prix, with Bernie Ecclestone clearly stating that he has absolutely no desire to return to Silverstone.

However, circuit owner Tom Wheatcroft was pleased that progress had been made between the two companies and added support to DVLL’s wish to host the British round of the 2010 championship.

We are pleased that significant progress has been made in recent weeks and I am delighted that we have now reached an amicable agreement.

We have always shared and supported the vision of ensuring that Formula 1 returns to Donington Park and are hopeful that, with the settlement achieved, that vision will be turned into reality. Tom Wheatcroft.

Donington Ventures Leisure Limited now face another uphill task of ensuring the renovation works at Donington are completed on time, which includes new buildings and a change in layout to the Leicestershire track. If works are not completed by next year, Ecclestone has stated that the race could be postponed until 2011, but the Briton has asserted that Silverstone’s last event will be the 2009 race.

Original article by BlogF1.

Donington Park Dispute Resolved?

However, with budgets being reduced and technical partnerships with existing teams being allowed, Richards has decided that he can afford to enter Formula One. The Prodrive boss has backing from the Middle-East-based finance and logistics company Dar Capital, who helped Richards when he bought Aston Martin from Ford in 2007.

We are very appreciative of the support we have been given in putting together our entry, not least by both the FIA and FOM. With the help of Dar Capital, in raising the finance, coupled with our understanding of the latest proposals to assist new teams, we now feel the conditions are right to formally request the FIA for an entry.

The level of next year’s cost cap has risen substantially since we originally considered entering. However everyone appears committed to major reductions in future years and when one takes into account the transition proposals for new teams we are confident that we now have the opportunity to be both commercially viable and competitive.

As we have said all along, we don’t want to be in Formula 1 just to make up the numbers. Dave Richards.

No other details have been released as of yet, but it is possible for Prodrive to continue the previously-planned association with McLaren. Although the Woking-based team currently work with Force India, they could extend that to Prodrive with the FIA’s approval.

It also isn’t known if the entry will have any association with the famous Aston Martin name. The entry has been submitted under the Prodrive banner, a name famous in motor racing circles in its own right. However, the appeal of Aston Martin is strong and as Ferrari have proven, Formula One does help road car sales – Ferrari posted only a very small reduction in sales recently over their previous year’s efforts.

Prodrive have become the third new entry to the 2010 Formula One Championship, following Campos and USF1. Many news sites are also expecting Lola to submit an entry before the end of the day, the 29th being the cut-off point unless places remain available.

Original article by BlogF1.

Dave Richards Lodges 2010 Entry With Prodrive

Essentially there are two things that are annoying the teams; the two-tier formula and the way in which the rule has been introduced. The ‘two-tier’ argument comes from the fact that should the voluntary budget cap idea come to fruition, there will be two sets of regulations. Those teams who choose not to restrict their spending will have to adhere to stringent development limits, will have their engines limited as they currently are and essentially, little will change for them from this season.

However, those that do limit their spending will be allowed greater freedom to develop their cars, they will have their engine rev-limits removed and the fear is that this will split the performance of the two tiers on the track. Although by imposing a limit, more companies may be inclined to enter the sport, potentially creating more competition and a better spectacle for the fans. According to the FIA, there will be more invention and innovation from those limited teams as they will only have a set amount of money to develop their cars.

Currently Ferrari, Renault, Toyota, Red Bull Racing and Scuderia Toro Rosso have said that they will not enter the 2010 championship unless the rules are changed. Obviously, the announcement from Ferrari has created the biggest news and split Bernie Ecclestone and Max Mosley. Ecclestone believes that Formula One needs Ferrari, and he himself would obviously want to have Ferrari on board as they generate a lot of money for the sport, and therefore his company. Undoubtedly, Ferrari help indirectly with the repayment of the loans taken out by CVC to acquire the commercial rights to the sport.

Conversely, Max Mosley believes Formula One will continue without Ferrari and has been suggesting that there are plenty of other teams looking to enter the sport should the costs of competing competitively be dramatically reduced. The budget cap is an instantaneous way of slashing costs and will make the sport more alluring to new ventures. Interestingly, it is usually Ecclestone who doesn’t give two-hoots about the sport’s history while the FIA who try to maintain some of its roots. Ferrari is undoubtedly a large part of Formula One, but Mosley doesn’t seem overly concerned by their intention to withdraw.

Regarding the way the rule was introduced, Ferrari have taken particular exception to this and are seeking an injunction in the French courts to prevent the FIA from going ahead with its planned budget cap rule. Ferrari have the power to veto new rules, but this process was presumably not followed when the FIA announced the budget cap. Although the governing body cannot enforce a budget cap, they can make it difficult for teams to not sign it by placing heavy demands on those who remain unrestricted in budgets.

This is what Max Mosley had to say following the meeting earlier today.

It was quite a friendly meeting, but in the end all that happened was that the teams have gone off to see if they can come up with something better than the cost cap.

We explained we cannot put back the entry date, as this has all been published, and we cannot disadvantage the potential new teams who will come in. But we are prepared to listen to whatever they have to say. Max Mosley.

This is understandable. The deadline date of May 29th, 2009 has been known for a long time, and although USGPE have been preparing themselves for a while now, other teams that will have their entry considered further will want to know as soon as possible if they are in or not so they can prepare themselves.

In the meantime, the regulations are as published. We have explained that we want everyone to race under the same regulations. We have explained that we would like all of the teams to come in under the cost cap and that is what they have gone off to consider.

We have said that we cannot see why anyone wouldn’t want to operate under the cost cap, and it would mean a gradual relaxation of the technical regulations – which all the engineers would want. We said in the end the choice was between intellectual freedom and financial constraint, or intellectual constraint and financial freedom – which is what they have had up until now. Max Mosley.

It’s good that the FIA can see that the sport should operate under one set of rules – I have mentioned this previously as it would itself save money (having to police one set of rules as opposed to two) and will make the sport far easier to understand. However, one of the things that has really annoyed the teams, who together form the Formula One Teams Association, is that as FOTA they suggested numerous ways of gradually reducing the costs in the sport.

While it may be easy to say “cut costs now” in practice it will take longer because some teams, Toyota being a classic example, currently spend hundreds of millions a year on their Formula One operation. Contracts have been signed, people employed and to release themselves from these obligations may not be possible straight away. FOTA say that their suggestions, which would have apparently resulted in costs being cut further than what the FIA are doing, have been largely ignored.

We have pointed out, and it is something the engineers have said, that current F1 consists of endless refinement at enormous expense and we want to move away from that and have invention and creativity, but we can only do that if we restrict the cost – because if we have unrestricted cost nobody would be able to afford it.

I think some of the teams agree with that idea, and some don’t, and they have gone away to discuss it. Max Mosley.

In principal, the FIA is correct. Cut costs, allow more entries, the sport survives, the sport thrives, everybody is happy. However, in typical FIA fashion, they have introduced it in completely the wrong way. It would appear that they have completely ignored the teams, they have not considered what could happen as a result of their actions and now the sport is paying for it by being on the front pages of the sports newspapers all over the world for completely the wrong reasons.

The fans are utterly flabbergasted that Ferrari et al may withdraw, and generally speaking, this is all completely unnecessary. Had both parties communicated and cooperated more effectively, this whole scenario could have been avoided. And from a fans point of view (and doing my best to put my own reservations about the FIA to one side), the blame looks to be more on the FIA’s shoulders than the teams. In principal, it makes sense, in practice it is harder to achieve. And when something is hard to achieve, you break it up into smaller chuncks and go about solving the issue that way. It really isn’t rocket science.

The issues currently remain up in the air. The FIA has stood its ground and the teams have been forced to discuss further among themselves as to their next move.

Original article by BlogF1.

FIA, FOTA & FOM Fail To Reach Compromise Over 2010 Rules

The budget cap plan is causing considerable unrest in Formula One at the moment and it is envisaged that all manufacturers will add their voice to the debate and threaten to quit if the rules are not amended. Teams whose companies centre around Formula One motor racing are likely to enter, those being Williams, Force India and Brawn, with possibly McLaren as well. However, the argument isn’t strictly centering around the manufacturers as Dietrich Mateschitz has stated that he will not enter his two teams either if the cap remains in its current form.

In a statement, Renault said that they are not happy with the way the capping rule has been introduced and Flavio Briatore is particularly upset as FOTA’s own proposals were largely ignored. This echoes the other four teams who have stated that they are also unhappy with the way the rule was brought in with little-to-no consultation, and Ferrari are even investigating its legality due to the fact that they have a strong involvement in the introduction of new rules.

There is frustration that FOTA’s constructive proposals, including major cost saving measures to be adopted progressively between 2009 and 2012, which were carefully constructed by FOTA members, have been completely ignored without any form of consultation by the FIA with the teams.

It should be stressed that FOTA has set the same, if not lower, financial objective as the FIA, but Renault strongly believes that this must be introduced through a different procedure agreed by all parties. Renault Statement.

Renault went on to say that the governance of the sport needs to incorporate all parties involved, including FOM and FOTA as well.

The decision of the Federation International de l’Automobile (FIA) to introduce two sets of Formula One technical regulations for the 2010 Formula One season has caused the Renault Group to reconsider its entry in next year’s FIA Formula One World Championship.

Renault also believes that it is paramount that the governance of the sport is coordinated with a spirit of consultation with all parties (FIA, FOM, FOTA) in order to achieve a better balance between the costs and the revenues. Renault is also of the firm view that all entrants in the World Championship must adhere to and operate under the same regulations. Renault Statement.

It is also my view that all the teams should operate under one set of regulations. Not only does it make policing the sport much easier, but the potential to have one set of teams performing considerably better on the track than another set would be negated under a single set of rules. As stated previously, I cannot believe for a second that the FIA will get the potential performance difference right from the word go – they couldn’t even organise qualifying properly with changes being made mid-season in previous years.

While Renault remained calmly professional but firm in their statement, team boss Flavio Briatore showed his typical emotive side, indicating that while the Italian may not always be right, Formula One is clearly still held very close to his heart.

Our aim is to reduce costs while maintaining the high standards that make Formula One one of the most prestigious brands on the market. We want to achieve this in a coordinated manner with the regulatory and commercial bodies, and we refuse to accept unilateral governance handed out by the FIA.

If the decisions announced by the World Council on the 29th of April 2009 are not revised, we have no choice but to withdraw from the FIA Formula One World Championship at the end of 2009. Flavio Briatore.

It is this “unilateral governance” that has caused much of the problem, and had the FIA spent more time discussing the options with FOTA rather than seemingly ignoring their efforts, then this issue would have likely been avoided.

As the 29th May deadline for entries to the 2010 World Championship approaches, it is still unknown if a compromise can be hammered out. FOTA chairman and Ferrari president Luca di Montezemolo is expected to meet with Max Mosley prior to the Monaco Grand Prix, where solution will surely be found. Until then though, Formula One will once again endure bad press after bad press as the sport makes the headlines for all the wrong reasons.

Further Reading

• Ferrari Joins Toyota & Red Bull In 2010 Boycott
• Dietrich Mateschitz Becomes Latest To Voice Non-Entry To Two-Tier F1
• Budget Cap Causes Consternation Among The Teams
• FIA Adjust 2010 Decisions: Budget Caps
• The Future Of Formula One – Capping The Budgets

Original article by BlogF1.

Renault Become Fifth Team To Reconsider 2010 Entry

It’s very easy to focus on the negative points when discussing someone’s success in a position of authority that is also played out in the international media. Mosley is the front man of the FIA and isn’t solely concerned with Formula One. Many other motor sports fall under his and the FIA’s command as do various safety initiatives designed to improve technology and awareness in relation to safety in the automotive world, be it in the manufacturers factories or for the humble driver behind the wheel.

However, despite the organisations good work, it is Formula One that captures the imaginations of most. It is the sport that makes the most headlines for the FIA and because of this, it is also where Mosley is mostly judged from. And currently, it isn’t looking like Max will be remembered too fondly.

The introduction of a £40m budget cap for the 2010 season onwards is in essence, a good idea. Expenditure needs to be controlled in a sport that is lavishly costly at the moment. In order to thrive, the sport needs to be open to new teams, but it must not become a common-as-muck sport; many say that Formula One’s exclusivity is exactly what draws people to it in the first place.

The balancing act is quite hard, and while the FIA feel that currently a $40m budget for a season’s racing is acceptable, the current array of manufacturer teams plus Dietrich Mateschitz’s family of two feel it is not.

In Spain this past weekend, Toyota’s John Howett stated that if the cap is not discussed and amended, the Cologne-based squad would not lodge an entry into next year’s championship. Yesterday, Red Bull Racing and Scuderia Toro Rosso followed suit and stated that unless the rules change, they’re out as well. And now Ferrari have gone on record with a similar concern.

If the last thing you do in any given role or position is what you will be remembered by, then Max Mosley could be on the verge of being remembered as the man who destroyed a sport that up until recently, not perfectly, but was adequately ticking over. I am certain that this fiasco over the budget cap will be resolved by the end of the month and those who had every intention of entering prior to the initial budget cap proposal will indeed lodge an entry.*

It’s interesting though to think about how Max will be remembered. He has been a driving force in Formula One for so many years. Whether you agree with what he has done in this time is almost irrelevant as the fact remains that he has been a driving force, either for the good or the bad. And as someone who spends so much of his time in the (motorsport) public eye, Max will be remembered for a very long time to come.

It almost makes me wonder if, come late-summer, Mosley announces his intention to run again. I’ve said it before, but I will say it again: I can’t possibly leave the FIA while Formula One is such a state of flux with many changes happening. Thus, the only honourable thing I can do is to remain for another term to see these changes through.

We all know what that translates to, but now I’ve thought about it a little more and depending on what happens with the 2010 entry saga, I believe Mosley may also want to continue to ensure he leaves on a happier, more respectable note.

*I’ve worded that phrase carefully as I’ve had suspicions about Toyota and Renault since Honda withdrew last year.

Original article by BlogF1.

Will Max Mosley’s Legacy Be The Death Of Formula One?

Ferrari are the sport’s oldest and most successful team, having entered cars in the inaugural 1950 season when the World Drivers Championship was first run. Eight years later, when the World Constructors Championship was introduced, the formation of the team was complete and the company began to grow into not just a racing team, but also a sports car manufacturer, developing and building luxury cars for use on the public roads.

The company is one of the most recognised brands in the auto industry and their products are sought after by almost anyone who has even a passing interest in cars. Posters of Ferraris adorn the walls of many young children the world over and they always gain attention when driven around in public. Gestione Sportiva, the Formula One side of the company, is one of the most popular teams in the sport, and their drivers are adored by fans not just in Italy by the Tifosi, but in just about every country on the planet.

The same rules for all teams, stability of regulations, the continuity of the FOTA’s endeavours to methodically and progressively reduce costs, and governance of Formula 1 are the priorities for the future.

If these indispensable principles are not respected and if the regulations adopted for 2010 will not change, then Ferrari does not intend to enter its cars in the next Formula 1 World Championship. Ferrari Statement.

However, the debate continues as to whether or not Formula One can continue without its most prestigious team. Some say, and I agree with, that Formula One can survive and flourish without Ferrari. There have been other big name and high profile disappearances of teams in the past, Lotus, Brabham and Tyrrell being just three. The point isn’t necessarily about the future of Formula One in relation to its competitors. The point should be about the future of Formula One in relation to its rules and management.

From a commercial perspective, Bernie Ecclestone would like for Ferrari to remain as they make him a lot of money, bringing in fans and helping to put bums-on-seats at the races. But Max Mosley isn’t one to buckle under this pressure and feels that the sport can and will continue should the red cars not enter.

I guess only time will tell; the deadline for entry for the 2010 championship falls at the end of May, and currently only those teams whose businesses rely on Formula One will be entering (ie. Williams). Talks are due to be held between FOTA and the FIA, and in all honesty this issue will very likely be resolved. For the mean time though, it doesn’t look particularly pretty, nor does it look calm and peaceful. The 2009 championship may be exhilarating on the track, but in the boardrooms it is an entirely different story.

Original article by BlogF1.

Ferrari Joins Toyota & Red Bull In 2010 Boycott

If the proposed rules for 2010 remain unchanged, we will not enter next year’s championship.

The conditions for 2010 at the moment make it impossible to sign in. But I hope there will be a meeting and a settlement before the entry deadline. Dietrich Mateschitz.

As discussed in the previous post regarding Toyota, the teams are not happy with the current budget cap proposals, intending to limit teams who volunteer to the scheme to £40m per season. Although the cap does not include drivers and principals salaries and engine costs, it is still very limiting despite the technical development freedom. By remaining outside of the scheme, teams may be punished on the track by having to adhere to the very strict confines of the current regulations which sees among other things, rev-limited engines that cannot be developed.

It is clear that you would need to compete at the £40 million budget cap because the car would be quicker. And if you see that the engine revs are unlimited, then engines excluded from the cap, the KERS is excluded, you are probably talking about a budget of £150 million or more. It is a very confused situation that we need to clarify more. John Howett – FOTA Vice Chairman & Toyota Motorsport President.

Also concerning the manufacturers and Mateschitz’s two teams, Red Bull Racing and Scuderia Toro Rosso, are the way the FIA have introduced this rule and intend to introduce others in the future. Currently, if the teams agree unanimously, a rule change can be dropped, adjusted or implemented. However, Autosport are suggesting that the FIA would like to make it harder for the participating teams to do this, thus taking away an element of control from them.

FOTA, the teams (supposedly) united body have stated in the past that they would like greater involvement in the creation of the technical regulations, and on the face of it, FOTA could be construed as an organisation that could compete with the FIA for even further control of the sport. Although currently the organisations have been working together to solve many issues surrounding the sport at the moment.

While at times relations between the two bodies have appeared constructive and cooperative, this latest controversy has the potential to escalate very easily. However, FOTA Chairman Luca di Montezemolo is expected to meet with Max Mosley prior to the Monaco Grand Prix in a fortnight to discuss the concerns of the teams.

Original article by BlogF1.

Dietrich Mateschitz Becomes Latest To Voice Non-Entry To Two-Tier F1

The problem that is plaguing Red Bull centres around their tightly constructed rear end – the suspension is sort of in the way at the moment. There is little doubt that the RB5 is a great car, and much of its superb handling comes down to the hard work that was put into ensuring the back as well as the front worked. Newey has incorporated a pullrod suspension into the RB5, which goes against the more common idea of using a pushrod suspension. While team admits it is unsure how much advantage they would lose by reverting from pull to push, they have ruled switching out and will press ahead with trying to implement a new diffuser while keeping the current workings as they are.

On the face of it, sticking with the pullrod suspension makes sense as it works with the car. The tapering of the sidepods allows air to move better over the mechanical parts and lower pullrod set up than it would with a pushrod system. Also, by having the parts sit lower on the car, the centre of gravity is lowered making for better handling.

The double diffuser concept doesn’t sit that easily with the packaging and aerodynamics of our car, so it hasn’t been easy to get a step forward in performance.

[The pullrod suspension] is a benefit to the car, but we don’t know how much because we haven’t tried a pushrod suspension. We don’t know if we would gain more if we had a pushrod. The goal has always been how we adapt our car. Adrian Newey.

By sticking with the current pullrod suspension though, Red Bull may not be able to get their new diffuser until after the Monaco Grand Prix in a fortnight. Adrian Newey has stated that lack of testing is a problem and generally speaking you wouldn’t change such a hugely important part of the car without knowing that it works first.

We might well run one car on Thursday and then put it on the other if it performs correctly. One of the things that we don’t have is an aerodynamic test between now and then where we will be able to test it.

When you’ve got something that is as different as that on the car, you want to know that it is performing as you expect it to. Monaco is not a proper runway test! Adrian Newey.

As Newey stated, it could be that Red Bull run one car with the existing design in Monaco’s Friday free practice, and the other car with the new design for comparison purposes. Either way, Red Bull are having difficulty in adapting the rear of their car, although so far it is still performing well against the Brawn BGP 001.

Original article by BlogF1.

Adrian Newey Struggles With The Bull’s Backside

The budget cap would essentially split Formula One into two tiers; those who are capped and those who are not. In an attempt to make it fair, the FIA stated that those not choosing to cap their spending would have to follow the proposed rules which are a continuation of the current set and include rev-limited engines and a strong grip on the development of other parts. Those who choose to cap their budgets would be given greater technical freedom and development opportunities.

FOTA have said that they urgently need to open discussions with the FIA, implying that they are not happy with the way this system will split the sport. A few team bosses have voiced their disgruntlement towards this in the build-up to the Spanish Grand Prix in Barcelona, and the urgency comes about because the deadline for entry into the 2010 Formula One World Championship closes on May 29th. Some teams, it would appear, are not ready to commit to next year’s campaign because of this budget cap issue.

Toyota became the first to implicitly say this, with the team’s president, John Howett, speaking to Autosport about his squad’s future involvement in the sport. And while Toyota may have been the first, it is suggested that Ferrari are not too far behind and are said to be evaluating the possibilities of a future away from Formula One.

Under the rules as they are published, we cannot submit an entry. There are concerns about the governance process within the sport, that there are clearly prescribed areas of discussion within the sporting and technical rules and we don’t feel they are being complied with.

From Toyota’s perspective there are a number of concerns that really need clarifications before we commit to the future. We want to be here. We believe we have been a good corporate citizen within the F1 environment, but now we must reflect long and hard on what we do in the future.

I would say it is very likely we won’t enter unless something changes significantly.

Our real heart is to remain in F1, but now we have to start considering what are the best alternatives and discussing with the other manufacturer teams what their opinion is and what their intentions are. John Howett.

The manufacturers would like to see costs reduced, as would the private entries as well. However, by creating a split in the way the teams are run, budgeted and ruled could lead to further problems on the track with performance. With greater freedom to develop new parts, a capped team could discover something which could put them far ahead of any other team. The other capped teams would then copy and implement (much like the recent diffuser issue), resulting in a gap forming between the two levels. Already in 2009 we have seen the difference between Brawn and the others, and everybody is currently reading from the same rulebook.

We are also assuming, regarding the potential performance split after capped teams development, that the FIA will get it right to begin with. If the FIA do not start the scheme off with the teams running vaguely equal, then development will only add to this. And to be perfectly honest, when have the FIA ever got anything right from the word go?

There is also a matter of policing, and although the FIA is setting up the Costs Commission to oversee this, David Coulthard commented on the BBC’s qualifying coverage earlier today that he can foresee capped teams being quite imaginative with the way they deal with some of their finances should this scheme go ahead.

In reality, the way to deal with this problem is far simpler than the FIA is making it. If capping budgets is necessary to ensure the survival of Formula One (and I’m not overly convinced it is, but I can see the merits in it), then simply enforce a standard cap on every single competitor. If you want to compete in Formula One, you will have your finances picked apart by the Costs Commission, and the total must not exceed x-amount, which is the same for everybody. If on the other hand you do not want to have your budget capped, either don’t join the sport, or if you’re already a competitor, then leave. But the rule has to be the same for everybody. Every. Single. Team.

Original article by BlogF1.

Budget Cap Causes Consternation Among The Teams

BMW have been utilising the energy recovery technology with Nick Heidfeld’s car since the beginning of the season, and Robert Kubica was allowed to use KERS for the recent Bahrain Grand Prix. However, the team are introducing a sizeable aerodynamic upgrade to the F1.09 for the Spanish Grand Prix and want to focus their energies on getting all they can out of the update.

With a ban on in-season testing, the first time the upgrades will be used will be on Friday so we can expect both drivers to post a fair few laps in both sessions. Other teams are also introducing updates to their cars, most notably Ferrari who are hoping to build on their first points finish in Bahrain. I think this Friday will be very busy and easily the most important Free Practice session of the year so far.

We will not have KERS in our two cars in Barcelona, because bringing in an aero update and running KERS does not work. We will have KERS on our cars probably in Turkey again. Mario Theissen.

The reason for the Swiss-German squad delaying KERS’s return until Turkey is because they feel its effect will be very minimal around the tight and twisty Monaco circuit. It is my expectation that very few if not any of the drivers will have the boost button in Monte Carlo.

All eyes on Friday will undoubtedly be on the top-three finishers from last year who have all experienced a poor start to the season; Ferrari, McLaren and BMW. Unfortunately for this trio, championship leaders Brawn will also introduce some updates to their BGP 001.

Whilst we have been away racing over the past few weeks, the factory has been working extremely hard on our upgrade package for the BGP 001 and we look forward to seeing the results of our development work on track in Barcelona this weekend. Ross Brawn.

The championship is about to enter its second phase as the teams begin to race closer to home in Europe (Toyota, although Japanese are based in Cologne, Germany) and updates to the respective cars should start arriving thick and fast. The ban on testing though will make the development very interesting to observe, with particular note to Ferrari’s KERS system that has been playing havoc with the Scuderia since the Australian Grand Prix.

Original article by BlogF1.

BMW Drop KERS To Focus On Aero Upgrades

I cannot begin to tell you how happy this makes me, and I am sitting here at my desk hoping that there is no hair-brained scheme to adjust qualifying to bring silly little influences into it that ultimately lead to a race not of the fastest car and driver, but of the best strategy. Qualifying is about finding out who is fastest, not which team has the most intelligent tactician.

So… when the drivers make a pitstop in 2010, the only thing they will be collecting is a new set of tyres and maybe a wipe of the visor and a quick clear-out of the sidepods. Also, as I’m talking about tyres, the blankets used to pre-heat them will be banned. This usually leads to considerable debate as the tyre warmers, I feel, are fairly important to the operation of a Formula One car.

For their cost, which is surely not that great amount of money, they warm the tyres prior to the driver leaving the pitlane or startline, enabling more immediate grip and preventing the need to work hard at warming them up.

The side of the argument that is for the banning of these devices say that a driver should be able to warm their tyres quickly and that is a fundamental part of his/her skill and why they are a Formula One driver.

The flipside is that the tyre warmers add an extra layer of safety. For a driver to leave the pitlane on a cold set of slicks and join the circuit where other competitors are touring on warmed slicks, the difference in speed can be quite large and may lead to accidents. The collision between Sebastian Vettel and Robert Kubica towards the end of this year’s Australian Grand Prix was at one point, suggested to have been because one car’s tyres were colder than the other car’s set. Of course, driver ambition versus skill played a large part, but maybe the beginning of the coming together was prompted by the difference in tyre temperature.

Ultimately, my own perspective is that given their cost (the reason given for their banning) it really cannot be that much. The cost/benefit analysis surely works in the tyre warmers favour. I will however, leave it up to you to debate in the comments.

Also being changed from 2010 is the minimum weight of the cars. This season has seen the optional integration of KERS, but taller and therefore heavier drivers have been placed at a disadvantage. Robert Kubica, one of Formula One’s tallest competitors, has only ran KERS once on his BMW during a race so far, yet his team mate, one of the sport’s shortest drivers, has been utilising the system since the start. This has lead to many drivers shedding weight, which I previously mentioned was perhaps not the best image to be broadcasting.

The new minimum weight for car and driver will be 620kg, an increase of 15kg over the current limit.

So, will the new minimum weight really help drivers like Kubica, or is simply not enough considering some suggestions that KERS weighs almost 60kg? Also, what happens if FOTA get their way and KERS is banned from 2010 onwards? Will the minimum weight get reduced back down to 605kg? What do you think of the ban on refuelling, and yes, what side of the fence do you fall on with regards to tyre warmers…?

Original article by BlogF1.

FIA Adjust 2010 Decisions: Technical Regulations

It has been announced that Bernie Ecclestone will provide $10m of assistance to each new entrant in their first year of competition. This is a fairly substantial amount of money and should a new team take up the recently revised budget cap, it will enable the new team to enter the sport and if it all works, be able to compete with the long-standing establishments that have been around for many decades.

Furthermore, Bernie Ecclestone will allow the transportation of 2 chassis and another 10,000kg of freight to each race under his current scheme, usually only available to teams who have competed for more than three seasons. And as an almost silly aside given the grand scheme of things, Ecclestone will also provide 20 economy class air tickets to each non-European race per new team.

The FIA announced that applications for the 2010 season will be opened for a week, starting on May 22nd, whereupon it is expected that the current 10 squads will submit as well as the new USGPE (formerly USF1) and possibly Lola and Prodrive among others.

It is expected for the FIA to publish the list of entrants on June 12th this year, and new teams will be selected to a maximum of 13 (26 cars) and will be judged on their ability to secure finances for the longterm as well as also having access to facilities and to be able to compete as a constructor, much like the current crop of squads.

Original article by BlogF1.

FIA Adjust 2010 Decisions: Financial Help For New Teams

Previously, the proposed £30m would encompass every expenditure a Formula One team makes with the only exceptions of the motor home and any penalties and fines the team receives during the course of the year. However, the cap has now been increased by £10m and importantly, engine costs are now not included. Also removed form the budget are the drivers salaries, marketing and hospitality and anything else the teams can prove has no affect on its on-track performance.

This makes far more sense from a team owner perspective because additional items like PR are completely separate from the sporting side. If Red Bull want to spend millions of pounds on a lavish parties for their guests, then why can they not – after all, it is their money and has no influence on how fast the Red Bull car actually goes. If Dietrich Mateschitz would rather a decent bottle of champagne rather than Tesco Value, then in all honesty, whatever. It’s his money.

As before, the capped teams will be allowed more technical freedom to develop their cars and engines. The engine will not be rev-limited and adjustable front and rear wings will be allowed. The wind tunnel usage will not be monitored and the teams may test as much as they want during and between the racing seasons.

The budget capped teams will be monitored by a new organisation set up called the Costs Commission, and the WMSC has stipulated that a chairman and two commissioners will oversee the teams and ensure they are remaining within their budget. The FIA has stated that one commissioner has to be experienced in finances while the other has to have high-level experience of motor sport.

With several companies expressing a wish to enter Formula One providing the budget cap is reasonable, the FIA has also raised the maximum entry number of teams from 24 to 26 (13 teams). And from a non-experienced look from the outside in, the cap looks to much better and more thought out than previously. It will be interesting to see who of those interested parties will now come forward to say that they will step up to Formula One and have a go. It will also be interesting which of the current teams take on the budget cap and if it will have any impact on the racing.

One concern I have is that the actual racing will be damaged. If we presume that Ferrari do not accept the budget and remain within the current regulations but with a fund limited by only what they can raise, will they still be able to compete with the capped teams who will be able to develop cars and engines that are potentially superior. All it would take is for one of the capped teams to stumble across something that will add several tenths to their lap time at a fairly low cost and we could have one team winning everything.

I wonder how much the fabled Toyota/Williams/Brawn diffuser cost to develop and build? I’m not suggesting that is the only thing on these cars that is making them fast, far from it, but you get my point, I hope.

Original article by BlogF1.

FIA Adjust 2010 Decisions: Budget Caps

Currently, the circuit is owned by the Wheatcroft family and Donington Ventures Leisure Limited lease the track for motor sporting activities as well as music festivals and other outdoor events. The Wheatcroft’s, who own and operate the company Wheatcroft & Sons Ltd, have commenced legal proceedings against Donington Ventures Leisure Ltd because of arrears in rent, reportedly amounting to £2.47m. If DVLL cannot afford the rent, WSL may evict the resident company whom the contract for the 2010 British Grand Prix is with.

Donington Ventures Leisure Ltd owe us nearly £2.5m in rent dating back to September 2008. Despite receiving numerous reassurances over a number of months they have consistently failed to meet their financial obligations under the terms of the lease.

We have held off taking legal action for as long as possible but have been left with no choice but to commence proceedings to recover the outstanding rent and forfeit the lease. Kevin Wheatcroft.

At the 2008 British Grand Prix, held at Northamptonshire’s Silverstone circuit, Bernie Ecclestone allowed the FIA to announce the change in venue from 2010 onwards, the Donington Park track having been awarded a ten year deal to host motor racing event. At the time, Ecclestone made it clear that Formula One would not return to Silverstone, owned by the BRDC, an organisation Bernie doesn’t get on too well with. If Donington failed to complete their redevelopment works on time, there would be no British Grand Prix. Ecclestone reiterated this while visiting the Bahrain Grand Prix.

If Donington can’t put on the British Grand Prix then that’s it. We will be leaving Britain. There is no question of us going back to Silverstone. They have had enough chances and have not delivered what they promised. Bernie Ecclestone.

It is at this point that the British Government were asked to step in and help, the campaign being voiced by Formula One commercial rights owner Bernie Ecclestone. Having completed deals all over the world for the sport, Bernie has seen what can be done with government funding, the race in Bahrain this weekend being a great example of top-notch facilities all funded by the country itself. Abu Dhabi, which looks to be an absolutely stunning arena for motor sport and business, is also funded by the government, and Ecclestone believes the United Kingdom should follow suit.

It’s a disgrace that the British government don’t step in to help. They are throwing billions at the London Olympics. They could do what is needed to save the race by putting in a fraction of it – 0.002 per cent. Bernie Ecclestone.

Damon Hill, the 1996 Formula One World Champion and now president of Silverstone’s owning organisation the BRDC, has tried to keep the door open to Ecclestone and Formula One, and has apparently maintained communication with the Macronym title=”Formula One Management”>FOM director. Hill would obviously want the race to return to Silverstone, and speaking live on the BBC during today’s qualifying session, Eddie Jordan believes Ecclestone’s firm stance on the issue of not returning is actually his way of saying it will happen.

Confused yet? Well, Jordan believes that Bernie’s negotiation tactic is hard and almost reverse of he publicly says. But on the face of it at the moment, the fate of the British Grand Prix doesn’t look healthy. The House of Lords debated the issue yesterday and Labour deputy chief whip Lord Davies stated that their would be no direct financial hand-outs. Lord Davies emphasised that the government would do what it could, but there would not be any financial aid.

We do not want a state-sponsored motor industry, but the government can give necessary assistance and support in judicious ways, particularly by emphasising how important the industry is to the development of our society and economy.

The government will continue to give the support that we have done in the past. We see our role as facilitating and encouraging the Motor Sports Association and the owners of Donington to be proactive about attracting money from various funding arrangements to guarantee the finances they need.

However, should anything go wrong on that front, it is important that Silverstone is available to resume its position, because the essential thing is that we must not lose a British Grand Prix. Lord Davies.

Lord Davies may want to run that last sentence by Ecclestone before believing his own words.

It would be a tremendous shame for Britain to lose the British Grand Prix, and drivers up and down the Bahrain pitlane today have expressed a desire for the event to remain. Even non-British drivers like Rubens Barrichello who essentially cut his teeth in lower formulae around many of the UK’s racing tracks spoke of a desire for the race to remain.

It is also a great shame that the country is willing to pour so much many into hosting the Olympic Games, but is unwilling to spend (by comparison) a little amount on ensuring the UK remains on the Formula One calendar.

Perhaps using tax payers money on sporting events is incorrect, to which you would have to include the Olympic Games, but surely in a crisis, the government should be there to prop up the affected industry/business/event and offer a helping hand.

Of course, life and politics doesn’t work like that and the UK will applaud the efforts of the government at funding the organisations that will bring the Olympic Games to London in 2012, over budget and probably behind schedule. The British Grand Prix, by then, could be but a distant memory. Just as long as Team Great Britain can host the Games then all is okay with this county’s involvement in international sporting events.

Original article by BlogF1.

2010 British Grand Prix Facing Fresh Threats

At the start of the season, both McLarens, both Ferraris, both Renaults and Nick Heidfeld used KERS and we saw in the opening race in Melbourne that it produced some interesting overtaking moves, particularly from the Spanish Renault pilot.

However, Ferrari suffered some problems with the device over the winter and after Kimi Raikkonen retired from the Malaysian Grand Prix due to another KERS failure (the device overheated and caused the cockpit extinguisher to fire while Raikkonen was driving), Ferrari removed the device from both cars. In China Felipe Massa said the removal of KERS is a step backwards for the team, and Stefano Domenicali stated that perhaps taking the device off the cars wasn’t the wisest of moves as the F60 is essentially designed with KERS in mind.

In Bahrain this weekend, Felipe Massa is using the device while Kimi Raikkonen isn’t, the Finn probably fed up with it and wanting nothing to do with energy recovery.

However, while FOTA may want the technology banned, the FIA are very keen on its widespread use. The reason is down to Max Mosley’s insistence that Formula One be green and environmentally friendly. In a world where people are measuring their carbon footprint and trying to reduce it, and in a world where companies are developing clean fuels and reducing emissions, Formula One motor racing looks like the sore thumb of antiquated ventures that should be banned in some people’s eyes. Obviously, the FIA are trying their best to ensure this doesn’t happen.

With energy recovery, the FIA can tout out lines that describe how the sport has been carbon neutral for a long time and that the energy lost while a Formula One car brakes (but its engine is still running) is recovered and reused via batteries storing the energy in the form of electricity (although Williams are developing a fly-wheel system). The technology though is complicated and expensive to develop, going against the FIA’s other trend of wanting to reduce costs in the sport to ensure its financial future.

We understood immediately that KERS was a money-sucking genius, and the FIA should have taken note of that. It should have been discussed before the start of the season, and the same goes for the diffusers. Having failed to do that has forced on us expenses that are crazy as much as useless. Flavio Briatore.

Of course, Briatore is already furious because his Renault team, that already runs a very tight budget, is now forced to develop a ‘double-diffuser’ which is another major part of a Formula One car that costs an awful lot to redesign. By changing the diffuser, the whole of the rear of the car has to be looked into and potentially redesigned. Briatore is not happy about this and has been mouthing off at Brawn since the FIA ruling earlier in the month.

Officially, we are yet to hear from FOTA as it would appear that Briatore is representing himself with his current comments. In his capacity of Commercial Development leader at FOTA, there is surely little Briatore can do other than bring the discussion to the table and add opinion. Unfortunately for Flavio, his new arch nemesis Ross Brawn is the leader of the Technical Working Group within the organisation, but thankfully for Briatore, Brawn are also yet to introduce KERS to their car.

My own opinion on the matter of KERS is that it is a waste of money. With only some cars running the device it is interesting and it was great to see Mark Webber dice with Fernando Alonso during the saturated Malaysian Grand Prix. The Red Bull pilot was able to pass the Renault through the corners thanks to its great chassis that works beautifully. However, as soon as the pair exited the corner Alonso was able to press the magic button on this steering wheel and power past the RB5 as the throttle was opened and KERS applied.

However, I still believe the technology is a colossal waste of money and when/should each team have KERS fitted to their cars, I fear that the effect of it will be negated. Every driver will press the button at the same points around the lap and essentially we will be back to square-one. New technology is certainly interesting and is what makes Formula One so fascinating, especially when that technology is passed onto road cars. But to be tooting the green agenda when, to be perfectly honest, Formula One will never be truly green, is just nonsense. And that blame lies squarely on the doorstep of the FIA.

Formula One can and should improve its impact on the environment. Perhaps limiting the shipping of the tyres from Japan to the UK and then onto the race venues would be a good idea. Further limiting the amount of staff that travel to the grands prix would help. Developing clean fuels as Richard Branson recently mentioned when he became a sponsor of Brawn would be good. And funnily enough, most of those off the top of my head suggestions would actually save the sport money. In fact all them would if Branson sold his clean fuel to Formula One at a cheaper cost to the teams than their current suppliers.

The juggling act of Formula One’s survival is difficult and is enduring a tough time at the moment. However, the sport will survive and so far this season, the racing has been fantastic. What I believe will help the sport immeasurably is to have a leader that isn’t solely interested in one idea that appears to be his and his alone. The sport needs careful management from, dare I say it, a committee. A group of people who understand motor racing, who understand its limits but also its possibilities. Who understand what can and what cannot be done, and a group of people who understand the financial impact of implementing ideas.

The sport needs to unite and be run by itself, or at minimum in close collaboration with an outside organisation (to be fair and impartial). By constantly battling with the FIA the act of racing cars around a multitude of circuits the world over is almost doomed to disaster. By working together for the benefit of the teams and the fans, Formula One can have a prosperous future amid dark times elsewhere in the financial industries. KERS is just one example of how this won’t happen; the FIA will press ahead with its mandatory introduction for 2010 while the teams will voice their opinion of wanting it shelved. The argument will simply go on, and on, and on…

Original article by BlogF1.

KERS Hits The Headlines Again: FOTA Want It Banned

The last time the Ferrari team failed to score any points in the opening three races of the season was way back before I was even born. The third race of the 1981 season took place in Argentina on April 12th, and it was the third double DNF for the squad. Ferrari would go on to finally score in San Marino, and Gilles Villeneuve even won in Monaco and Spain.

To find out when Ferrari failed to score in the opening four rounds is an impossible task; Gestione Sportiva have never endured a season-start as bad as that. They have come close on occasion though. In 1964, John Surtees grabbed second place at Zandvoort, the only points from the first four races. In 1969, Chris Amon managed third, also at Zandvoort and also the only points from the first four. Ignazio Giunti did just the same in 1970, although his points came from Spa Francorchamps in Belgium.

If Ferrari fail to score any points in Bahrain next weekend, 2009 will officially become the worse start to a campaign by the sport’s oldest running and most successful team. Is it likely though that the Scuderia would have such a drought?

It is perfectly possible. Although Bahrain will be hotter and therefore more in tune with the characteristics of Ferraris in general, the car won’t be changed that much. The new parts that will hopefully see an improvement in pace are not due to be implemented until the first European leg of the championship in Spain. And while leaving the Shanghai circuit in China earlier today, Ferrari team principal Stefano Domenicali refused to rule out writing off 2009.

I think for sure we will see after Spain where we are. In that period we will see really what can be the situation – so when we come back to Europe basically. Stefano Domenicali.

When asked about the controversial diffuser that has seen Brawn, Williams and Toyota all significantly improve, Domenicali was adamant that this device isn’t the only thing that is making the difference.

That device will give you a benefit. But it would be wrong to believe that it is the only key. We have seen, for example, the Red Bull car has done a really great job.

They had more time, they switched their project much earlier than us and that is the reality and we need to consider it. The other thing that we have to understand well is that today in certain conditions, look at the first part of the race, our car was not too bad at all. So we need to understand a lot of things.

We need to stay cool. It is not easy, I know, but we need to stay cool because there are too many things that can change very quickly. The priority number one is to move from zero points. Stefano Domenicali.

Felipe Massa was upbeat heading into the Chinese Grand Prix, insisting that the title race is far from over. Indeed, even speaking after his retirement, the Brazilian was still hopeful of a turnaround from the team.

The car was going well, except when running behind the Safety Car: at those times, there were a few moments when the power seemed to drop. Then, without warning, the accelerator would not work and the car went quiet. I would say to our fans that they should not give up on us, as this is a difficult moment, but the championship is still long. Felipe Massa.

However, Kimi Raikkonen has pretty much admitted that he has given up all hope of securing a second title this year, and now the team is on the verge of doing the same.

If Ferrari did refocus their efforts on the 2010 challenger, then they would likely do a Brawn and start next year with a great advantage, but such is the way Formula One is, you cannot go about winning every other year. There has be a middle ground from which the teams can work and develop. And undoubtedly, the ban on in-season testing is really hurting the teams and preventing them from sorting these issues out.

What would you do if you were in charge of Ferrari? Give up now (or after Spain if there is little improvement) and focus on 2010? Or would you persevere with the F60 in the hope that it comes good at some point this year and will provide a better foundation for next year’s model? And what of the rumoured Alonso-to-Ferrari deal? If it’s true, do you think Fernando will try and back out of it now, and if it hasn’t already been signed, do you think Gestione Sportiva still hold a special place in the Spaniard’s heart?

Original article by BlogF1.

The Second ‘Are Ferrari In Serious Trouble?’ Post