Flavio Briatore resigned from Renault last year after it became clear that he was involved in a case of race fixing the year previous, engineering such an incident by conspiring with technical chief Pat Symonds and driver Nelson Piquet Jr., suggesting that Piquet crash his car intentionally to give team mate Fernando Alonso an advantage. The plan went as all involved had hoped and Alonso won the Singapore Grand Prix, largely thanks to a well-timed pit stop and the accident bringing out the safety car. Alonso has always denied having any involvement and knowledge of went on behind the scenes.

Briatore and Symonds resigned, and the whole fiasco only came about because Piquet Jr. was fired partway through the 2009 campaign. All three participants were called before the FIA to answer their charges, and although Piquet had been given immunity, the other two faced heavier sentences. Symonds has been banned from motor sport for five years, while Briatore received a life time ban. The Italian businessman then set about overruling this, citing the fact he isn’t a license holder of the FIA, unlike the drivers. Briatore was successful in his case. The Renault team also received a 2-year suspended ban.

This now means that Flavio can return to motor sport should he wish, but speaking recently, it would seem he has no inclination to do so.

I rule that [return] out 100%. I will watch the race on TV and will look for the faces of the many people I know. I remain affectionate to F1, even though it would have been fairer had I left it at the end of 2006, after Alonso’s second title.

I had already won all my challenges and I was beginning to feel the will to dedicate myself to other things. Then, in 2008, Alonso came back after a difficult season at McLaren and because of our friendship, I preferred to stay by his side.

F1 has given me a lot in popularity, satisfactions, and acquaintances: I don’t regret anything.

That [overruling] was only right, I say. I had spent two months when I had been treated like a criminal, it was a bitter pill, only I know what I had felt inside. Then came the relief, even though in a couple of months there will be the appeal lodged by the Federation.

I’m calm, I did my duty as chief commander of a ship that was risking sinking, by resigning. I took moral responsibility for the scandal, but the real story is yet to be written. However, the verdict has given me freedom and pride, and that’s fine. Flavio Briatore, Gazzetta dello Sport.

Briatore at the time denied any involvement in the conspiracy, despite the overwhelming evidence to the contrary. Briatore’s ban was overturned earlier this year by the Tribunal de Grande Instance and the Italian was awarded €15,000 in compensation. The FIA are appealing the decision, as noted by Briatore in his interview with Gazzetta dello Sport.

Original article by BlogF1.

Flavio Briatore Rules Out Formula One Return

The part in question is actually a driver-operated function that essentially closes off a vent while the car is moving at high speed. This helps the rear wing ’stall’ and improves the straight-line speed of the car. According to the regulations, movable aerodynamic devices are outlawed (aside from the adjustable front wing flaps). However, McLaren have some how managed to circumvent the rules and during the design process of the component, they maintained communication with the FIA who gave the all-clear to develop and build it.

Although most teams have remained quiet over the matter, Renault have spoken out alongside Red Bull Racing and have criticised the FIA for allowing such a device.

It is fundamentally clear that the McLaren wing design is totally illegal – and they have driven a cart horse through the sprit of the rules and regulations.

They have opened up another arms race; it’s going to cost everybody a lot of money. The governing body needs to be a lot stronger with these things.

I think that it is ridiculous in this era where we are all trying to save money. We are restricted by the number of people that we can bring to the track, with mechanics working ridiculous hours at night to prepare the car.

Now we have just opened another arms race that will cost us all a lot of money. It’s just a nonsense. I think the governing body needs to be more responsible in decisions like this. Bob Bell.

Like last year, the opening round of the season usually sees controversy as the teams arrive with their cars in full race-spec. In 2009 it was Brawn who came under fire with the ‘double diffuser’. The diffuser was eventually deemed legal and the other teams had to quickly develop a similar part just to keep up with the eventual world champions. In the past, McLaren have shown innovation, particularly with their third pedal which controlled a brake to one of the rear wheels. This was sensationally revealed to the world after respected F1-photographer Darren Heath took an unsuspecting shot of the foot-well of the McLaren and noticed the strange configuration.

Other teams are now looking at developing a similar part, which up until this weekend was generally kept well-hidden by McLaren.

We will have to get on and make our own version of it now. It wasn’t clear what the situation was, but we have had clarity from the FIA about how they want to treat it, so we are all off running in that direction. Ross Brawn.

Lotus technical chief Mike Gascoyne believes the system is illegal and refutes the FIA’s claim that the driver cannot be considered a moveable part of the car.

I still believe it’s a moveable aerodynamic device because the configuration of the aerodynamics are changing. Whether the driver is doing with it his knee or not, they [the aerodynamics] are not the same all the time so therefore it must be a moveable aero device.

We know what the rules are… but it is a pretty silly interpretation.

Everyone is going to go and do it, no one will have an advantage, we will go and spend loads of money – and for what? It will be worth two or three tenths, everyone will go and get it – so it is a complete waste of time. Vintage F1! Mike Gascoyne.

Along with Mike Gascoyne, Renault team principal Bob Bell believes this so-called ‘F-Duct Vent’ system will cause an arms race in the sport, and goes against the spirit of the regulations at a time when all involved are trying to save money and keep the sport as fair as possible.

While no official protest has been lodged, it isn’t out of the question that a team could. If McLaren perform particularly well during Sunday’s race, and rival team’s believe the McLaren has a significant straight-line advantage, then this issue could be dragged on. At the moment though, the MP4-25 is legal and will contest the Bahrain Grand Prix.

Original article by BlogF1.

Renault Critcise FIA & McLaren Over F-Duct Vent System

It is believed that Renault have requested a series of updates be made to the RS27 engine regarding both reliability and cost reduction measures, although these changes would likely see performance gains as well to bring them in line with others.

There is an issue with the engines and it would be a great shame if, under the engine freeze, engine performance is going to dictate the championship. Renault need to find a solution and quickly. Christian Horner.

The application to make updates to the Renault engine have been submitted under ‘fair and equitable’ grounds section in the regulations and both Renault and Red Bull Racing await the FIA’s decision.

Original article by BlogF1.

Renault Request Engines Be Equalised

Saward reports that Russian Prime Minister, Vladmir Putin, is a longtime friend of Petrov’s father and the two men worked closely in Saint Petersburg before Putin took up a role with the staff of then-President, Boris Yeltsin.

The Lada brand hasn’t fared well over the years and the cars they produce have a less-than-favourable reputation in overseas markets. More recently, Lada have struggled to compete with imports and Putin is believed to be wanting to improve the brand and gain more recognition in western Europe.

Renault’s Formula One team have endured their own troubles in recent times, with the race-fixing scandal that saw Flavio Briatore, Pat Symonds and Nelson Piquet Jr. shamed in the international press. This resulted in title sponsor ING backing out of their deal early, closely followed by many of the teams other sponsors. When the R30 was launched in February, it looked decidedly devoid of logos.

The Renault team has already been partly sold off to investors, and this tie-in with Russia could see further investment, made all the more alluring to the sport’s key people as the country is under-represented in Formula One. There have occasionally been talks of a Russian Grand Prix and as recently as 2008, Hermann Tilke has been involved with designing a suitable circuit. Currently, a deal to host a grand prix hasn’t happened, but with the possibility of further involvement and investment in the sport from Russia, Bernie Ecclestone could be persuaded to reignite discussions.

Original article by BlogF1.

Who’d Have Thought It: Lada In Formula One?

Perhaps then, 2010 will mark a new chapter in Renault’s history, with promoted personnel at the Enstone-based team and two new drivers taking to the cockpits. BMW-refugee Robert Kubica will take to the first R30 while rookie Vitaly Petrov will debut in the second. With a new team boss at the helm as well as new investors taking over much of the ownership of the squad, Renault need to put the past behind them and move forward.

Upon first glance at Renault’s 2010 challenger, the most striking and obvious difference is the livery. Erm, it’s yellow. Very yellow. The team, lacking in sponsors following the mass walk-out last year, have decided to return to the colour scheme of old and have coated the R30 in the team’s classic war paint. Combined with the black the new car is reminiscent of the originals, dating back to 1977. The team, to mark their 30th anniversary in 2007, did paint a modern RenaultF1 in similar colours, and the scheme was much applauded the world over. It would seem as though the team were listening.

The new livery adorning the R30 though, has divided fans this time around. Although striking, the inclusion of fuel partner Total’s red on the mirrors and front and rear wings makes the car seem a little odd. One thing is for certain though, the machine will stand out among the others, just as they always seem to. And I have to be honest and say the livery is far, far better than the vomit-inducing R29 scheme. The least said about that the better, I think.

Moving on to the actual machine, the R30 seems quite different. The front section has seen a lot of work and like so many others that have been launched over the past month or so, the nose is more compact, rides higher than before and seems much tighter. The front view does indicate a wide nose though, which is similar to its predecessor. Like the McLaren MP4-25, the bridge section that goes over the top of the monocoque and towards the cockpit has no Newey-dip, and also in similar fashion to the McLaren, the engine cover sports a shark-fin.

The sidepods have been made a little smaller and show the distinct cut-away that they and McLaren had last year, in essence shaping the driver’s right sidepod into a number 7 shape (and obviously reversed for the right). And although it is hard to tell from the studio photographs supplied by Renault, the car doesn’t appear to be much longer. The Ferrari and McLaren before it definitely appeared to have a longer wheelbase, probably to accommodate the increased size of the fuel tank. If the R30 isn’t as long as it’s rivals, this would indicate an efficient engine, meaning the car can run with less fuel, and therefore should be faster. Although it is likely that all machines will be brought up to the minimum weight with ballast, the more ballast there is to play with, the more optimum the setup can be.

Regarding the drivers, Robert Kubica should be a safe bet although the Polish pilot does have a different style to those who steered Renault’s previous machines. Kubica is happy with a car that he can wrestle into the corners, and although Alonso before him was okay with a darting back-end, Kubica’s driving nature is still something the team will have to work into the car and the way it handles.

On the other side of the garage sits a rookie, and for the first time in his career, Kubica will have to take on the experienced team leader role. Vitaly Petrov comes to Formula One with a less than impressive record, only taking 3rd in the 2008 winter’s GP2 Asia series which was immediately followed by a 2nd place in the 2009 summer’s GP2 series. Petrov claimed a couple of poles and couple of wins but was soundly beaten by Nico Hulkenberg, who also finds himself in Formula One this year, with the Williams team.

One further thought I should add here, is that Renault didn’t really confirm Petrov as the team’s second driver until after the car was launched and the drivers paraded around in front of it. This implies the team were still debating who should get the second seat right up until the final moment, which is further backed up by the fact that Petrov is wearing unnamed overalls. Unlike Kubica who was confirmed late last year, Vitaly noticeably doesn’t have his name embroidered on his race suit. I wonder if Renault are still debating this issue…?

Renault’s car designation system refers to the team name, Renault, and an incremental numbering system that for 2010, has reached 30. Hence, R30.

It’s worth mentioning here that Petrov is just as, if not slightly taller than Kubica. And Robert is one of the sport’s tallest drivers. Which begs the question, how did Renault create what appears to be one of the shorter cars with two of the tallest drivers?

Original article by BlogF1.

Meet The Cars: Renault R30

Also, as we have seen with the driver’s super licenses, it could also prove to be a nice little earner for the FIA. In 2008 and again in 2009, and while under the guidance of Max Mosley, the super license fees were updated to reflect a driver’s worth, basing the fee on the amount of points accrued in the previous season as well as a flat fee and a charge for insurance. While this may not be applicable to the bosses (unless it was based on the constructor points), the FIA could top up their funds with this idea.

However, while having a control over the bosses may be a good thing, it can also be a bad thing. Max Mosley caused a bit of unnecessary unpopularity over his updating of the driver’s fees, and that could very easily be repeated if Todt isn’t careful. Furthermore, it can also give some people a little too much power, meaning that the sport could be damaged if the wrong decisions were made. Usually, one would have to say that is a very rare occurrence, but this is Formula One, and while Mosley is no longer the president, we are yet to see exactly how Todt handles himself and the organisation he resides over.

Are licenses for team bosses a good idea?

Original article by BlogF1.

Daily Debate: Are Licenses For Team Bosses A Good Idea?

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

In December last year, Honda surprised all by withdrawing from the sport, leaving drivers and staff potentially without jobs. Of course, we all now know that Ross Brawn and Nick Fry saved the team and sensationally went on to take both world championships in a thrilling season of motor racing.

Earlier in the year, BMW also announced they would be leaving the sport at the season’s close, and the future of the Hinwil team is currently up in the air. It is hoped that Peter Sauber, the former owner of the squad, can reprise his role and keep the squad going, although currently the situation doesn’t look too good.

And now Toyota have become the third manufacturer in less than a year to pull out of Formula One.

Toyota Motor Corporation (TMC) announces it plans to withdraw from the FIA Formula One world championship at the end of the 2009 season.

TMC, which had viewed its participation in F1 as contributing to the prosperity of automotive culture, remained dedicated to competing at the pinnacle of motor sports even in the face of the abrupt economic changes that started last year.

However, when considering TMC’s motorsports actitives next year and beyond from a comprehensive mid-term viewpoint reflecting the current severe economic realities, TMC decided to withdraw from F1. Toyota Press Statement.

Toyota have signed the recently agreed Concorde document, which essentially ties them to the sport through to the end of 2012. However, this position may be able to be transferred to Sauber if they can cobble together a team and financial backing.

Both Jarno Trulli and Timo were expected to leave the squad, with Glock being suggested as a partner for Robert Kubica in the second Renault. Jarno Trulli may end up with a new team, his experience perhaps being seen as a big enough draw over his lack of ultimate race pace.

Interestingly, Autosport are also reporting that Renault have an important meeting today to discuss the company’s future, and although they are expected to continue, I personally wouldn’t be surprised if the Enstone team decided to follow Toyota and bow out. The loss of Flavio Briatore and Pat Symonds amid huge controversy earlier in the year, combined with the loss of star driver Fernando Alonso, could be enough to sway the minds of those making the decisions.

Original article by BlogF1.

Toyota Withdraw From Formula One With Immediate Effect

Of course, the media in Singapore and around the world are focusing their attention on the performance of Fernando Alonso and his team, but as their is a race going on this weekend, BlogF1 will be turning its attention to the fact the Formula One is essentially about a few drivers thrashing finely tuned motors around a track, this time around on the artificially lit streets of Singapore.

Singapore 2009 Friday Free Practice One		Lap Time Fastest Time Set	Laps Set Number Laps Set
1.	Rubens Barrichello Brawn	1m50.179s	19 Laps
2.	Jenson Button Brawn	1m50.356s	22 Laps
3.	Mark Webber Red Bull Racing	1m50.416s	21 Laps
4.	Fernando Alonso Renault	1m50.567s	16 Laps
5.	Sebastian Vettel Red Bull Racing	1m50.614s	16 Laps
6.	Heikki Kovalainen McLaren	1m50.699s	21 Laps
7.	Lewis Hamilton McLaren	1m50.715s	17 Laps
8.	Robert Kubica BMW	1m50.815s	15 Laps
9.	Kimi Raikkonen Ferrari	1m50.865s	19 Laps
10.	Kazuki Nakajima Williams	1m51.089s	25 Laps
11.	Nico Rosberg Williams	1m51.427s	23 Laps
12.	Adrian Sutil Force India	1m51.544s	14 Laps
13.	Sebastien Buemi Scuderia Toro Rosso	1m51.643s	28 Laps
14.	Nick Heidfeld BMW	1m51.656s	15 Laps
15.	Timo Glock Toyota	1m52.083s	20 Laps
16.	Jarno Trulli Toyota	1m52.135s	20 Laps
17.	Giancarlo Fisichella Ferrari	1m52.390s	24 Laps
18.	Vitantonio Liuzzi Force India	1m52.905s	23 Laps
19.	Jaime Alguersuari Scuderia Toro Rosso	1m53.232s	25 Laps
20.	Romain Grosjean Renault	1m53.458s	9 Laps

Original article by BlogF1.

Singapore 2009: Friday Practice One

In a press release issued following the hearing at the FIA headquarters in Paris, the governing body stated the following with regards to the former RenaultF1 boss…

As regards Mr. Briatore, the World Motor Sport Council declares that, for an unlimited period, the FIA does not intend to sanction any International Event, Championship, Cup, Trophy, Challenge or Series involving Mr. Briatore in any capacity whatsoever, or grant any license to any Team or other entity engaging Mr. Briatore in any capacity whatsoever. It also hereby instructs all officials present at FIA-sanctioned events not to permit Mr. Briatore access to any areas under the FIA’s jurisdiction. Furthermore, it does not intend to renew any Superlicence granted to any driver who is associated (through a management contract or otherwise) with Mr. Briatore, or any entity or individual associated with Mr. Briatore. In determining that such instructions should be applicable for an unlimited period, the World Motor Sport Council has had regard not only to the severity of the breach in which Mr. Briatore was complicit but also to his actions in continuing to deny his participation in the breach despite all the evidence. FIA Press Release.

The key line there is that the FIA do not intend to allow anyone associated with Flavio Briatore to have their super license renewed. As far as I can tell, Mark Webber and Heikki Kovalainen are still managed by the flamboyant Italian. If Webber and Kovalainen are still on Briatore’s books, they better find alternative management pretty soon if they wish to continue racing in FIA-governed events.

A similar punishment has been dealt to Pat Symonds, the former head of engineering at Renault who resigned along with Briatore last week. The only difference between the sentences are that Symond’s is for a period of five years, while Briatore’s remains unlimited.

Original article by BlogF1.

No More Super Licenses For Briatore-Managed Drivers

The latest controversy to engulf the sport has perhaps been one of the worse when you consider that Briatore and Symonds essentially fixed the race by convincing Piquet Jr to crash his car at a point that would virtually guarantee a safety car period. With this knowledge, the team were able to run a very aggressive strategy with Fernando Alonso and thus, the Spaniard took the race victory.

For his part, the FIA are happy that Alonso played no involvement in the agreement between the three men implicated and was unaware of what Piquet was going to do. Although it has been noted that an intelligent and experienced driver would normally have questioned the reasoning behind such an aggressive strategy, Alonso it seems is in the clear.

And all things considered, Renault are fortunate to have come out of this debacle relatively unscathed. To deliberately plan to cause an accident which could have harmful consequences to those in and around the car at the time is quite simply wrong, and to do this in order to gain advantage is unsporting at its most.

The World Motor Sport Council finds that Renault F1 team members Flavio Briatore, Pat Symonds and Nelson Piquet Jr. conspired to cause a deliberate crash at the 2008 Singapore Grand Prix. The World Motor Sport Council therefore finds Renault F1, which, under article 123 of the International Sporting Code, is responsible for the actions of its employees, in breach of Articles 151(c) and point 2(c) of Chapter IV of Appendix L of the Code, and Articles 3.2, 30.3 and/or 39.1 of the Formula One Sporting Regulations.

The World Motor Sport Council considers Renault F1’s breaches relating to the 2008 Singapore Grand Prix to be of unparalleled severity. Renault F1’s breaches not only compromised the integrity of the sport but also endangered the lives of spectators, officials, other competitors and Nelson Piquet Jr. himself. The World Motor Sport Council considers that offences of this severity merit permanent disqualification from the FIA Formula One World Championship. However, having regard to the points in mitigation mentioned above and in particular the steps taken by Renault F1 to identify and address the failings within its team and condemn the actions of the individuals involved, the WMSC has decided to suspend Renault F1’s disqualification until the end of the 2011 season. The World Motor Sport Council will only activate this disqualification if Renault F1 is found guilty of a comparable breach during that time. FIA Press Release.

A suspended sentence essentially means that if Renault break any comparable rule in the next 24 months, the FIA will come down on them like a ton of bricks – they would be disqualified from taking part in Formula One. For now though, while the team remain within the rules, they are permitted to continue fighting in the Formula One World Championship in 2009, 2010 and 2011. After this point and assuming Renault do not do anything of similar nature, the suspension will presumably be lifted.

Further to the suspended disqualification, Renault have also agreed to pay the costs involved with the investigations and to also make a significant contribution to the FIA’s safety work and campaigns.

This will undoubtedly come as a relief to all who work at Renault who played no part and had no knowledge of what Briatore, Symonds and Piquet Jr did, and I’m sure Alonso (who attended the hearing this morning) is happy knowing he can continue driving for the remainder of the season alongside Piquet’s previously-implemented replacement, Romain Grosjean.

Piquet, who brought the matter to the attention of the FIA in the first place, received immunity from any consequences resulting from the hearing today, something the Brazilian is awarded for being honest and informing the governing body. Flavio Briatore and Pat Symonds have both left the Renault team and they may face further investigation. However, for now the team must continue without two of its (previous to recent times) most respected managers.

Of course, the sport has once again found itself splashed across the newspapers for all the wrong reasons, and once again I utter the words of comfort in the hope for a clean and exciting end to the 2009 season.

Original article by BlogF1.

Renault Receive A Two Year Suspended Disqualification

At the time there was a wild conspiracy theory that went along similar lines, the fact that Piquet had his accident just after Alonso had taken on fresh tyres and fuel seeming to be quite a coincidence. At the time, Piquet stated that he had just been pushing too hard and that he clipped the barriers a little too hard. However, the allegation that it was a deliberate act comes after the young Brazilian was unceremoniously fired from the team in August.

Piquet Jr. has not kept quiet since he was let go, and has himself made accusations towards the team and most notably, Flavio Briatore. In a long statement on his website at the time, Piquet claimed he received little encouragement from the team boss and his own manager, and that he often found himself on the receiving end of threats moments before qualifying sessions and races.

However little had come of this, until now it seems as there is supposedly fresh evidence to back up the allegations made by the Brazilian TV station. It is unclear whether or not Piquet himself is involved in anyway, but the only evidence that a TV station could possibly think it has is possibly a recorded interview with the man himself. The TV station would not be privvy to telemetry or radio communications, so unless they have caught wind of such a thing but not seen/heard it themselves, or in fact Piquet or a team member has spoken to the station, it seems a very strange allegation to make.

The FIA have been relatively vague in a statement made to the press this evening, just saying that “an investigation is underway regarding alleged events at a previous world championship race”. However, Singapore hit the headlines on a few news sites moments earlier breaking the story about Globo, so one can only deduce (at the moment) the two are indeed related.

Needless to say, if any wrongdoing by the Enstone team is discovered, Renault would be in a whole heap of trouble and could possibly face a ban of several races. Of course, it could just be a storm in a teacup, which in all honesty, is exactly what it sounds like at the moment. Unfortunately, I’ve said that before only to find the world of Formula One wrapped up in controversy for months down the line. Like you, I await further details and the inevitable statement from Piquet Snr.

Original article by BlogF1.

FIA To Investigate Fernando Alonso’s 2008 Singapore Win

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?

Piquet Jr released a statement earlier that describes his relief at being able to put a bad part of his career behind him and move on, but the Brazilian driver is still furious with the team, continuing his allegations that team mate Fernando Alonso received better and further developed equipment. Furthermore, Piquet has made further allegations, saying that his boss and manager, Flavio Briatore, threatened Piquet fifteen minutes prior to the start of qualifying sessions and races. Piquet’s statement, which for the record is one of the longest I have read from a driver parting from a team, is (and it is unfortunate to say this) whiney and somewhat childish.

This is the statement in full, with my own additions after each paragraph. A link to the original can be found at the very bottom.

I have received notice from the Renault F1 team of its intention to stop me from driving for them in the current F1 season. I want to say thanks to the small group who supported me and that I worked together at Renault F1, although it is obviously with great disappointment that I receive such news. But, at the same time, I feel a sense of relief for the end of the worst period of my career, and the possibility that I can now move on and put my career back on the right track and try to recover my reputation of a fast, winning driver. I am a team player and there are dozens of people I have worked with in my career who would vouch for my character and talent, except unfortunately the person that has had the most influence on my career in Formula 1.

And to be perfectly honest, Piquet’s statement should have ended there. Polite, respectful with a little twist towards the end. Unfortunately, Piquet goes on…

I started racing at the age of eight and have broken record after record. I won every championship I raced in go-karts. I was South American F3 champion, winning 14 races and getting 17 pole positions. In 2003 I went to England, with my own team, to compete in the British F3 championship. I was champion there as well, winning 12 races and getting 13 pole positions. In fact I was the youngest ever champion. I raced GP2 in 2005 and 2006, winning five races and scoring six pole positions. I had a great season in my second year, only missing out on the championship to Lewis Hamilton due to technical mistakes of our team, which I take as my own as well, including running out of fuel during a race. I set the record in GP2 for the first driver to have a perfect weekend, scoring the maximum points available, in Hungary 2006. No-one matched that until July 2009 when Nico Hulkenberg did in at Nurburgring.

If I wanted to read your biography, Nelson, I would have headed over to your official website, or checked out your Wikipedia entry. I mean honestly, in a statement that is confirming your exit from a team, do I really need to read about your career thus far?

The path to F1 was always going to be tricky, and my father and I therefore signed a management contract with Flavio Briatore, who we believed was an excellent option with all the necessary contacts and management skills. Unfortunately, that was when the black period of my career started. I spent one year as a test driver, where I only did a handful of tests, and the next year started as a race driver with Renault. After the opening part of the season, some strange situations began to happen. As a beginner in F1, I could only expect from my team a lot of support and preparation to help me in getting up to the task. Instead, I was relegated as “someone who drives the other car” with no attention at all. In addition, on numerous occasions, fifteen minutes before qualifying and races, my manager and team boss (Briatore) would threaten me, telling me if I didn’t get a good result, he had another driver ready to put in my place. I have never needed threats before to get results. In 2008 I scored 19 points, finished once on the podium in second place, having the best debut year of a Brazilian driver in F1.

And now Nelson is becoming a little whiney. It is all fine and dandy to be upset, but in a sport that demands professional behaviour at all times, Piquet has done himself a disservice here. Would any team boss employ Piquet Jr now, knowing that should the relationship not work out, Piquet will blast the team with accusations and tales of threats and lack of support. I know I wouldn’t.

For the 2009 season Briatore, again acting both as my manager and team boss of Renault F1, promised me everything would be different, that I would get the attention I deserved but had never received, and that I would get “at least equal treatment” inside the team. He made me sign a performance-based contract, requiring me to score 40% of Fernando Alonso’s points by mid-way through the season. Despite driving with Fernando, two-time world champion and a really excellent driver, I was confident that, if I had the same conditions, I would easily attain the 40% of points required by the contract.

A contract Nelson signed. He presumably didn’t have to, but at the end of the day, the 40%-of-Alonso’s-score contract was signed. At the midway point of the season (which was actually the German Grand Prix), Piquet Jr hadn’t achieved the necessary points to be within 40% of his team mate. Therefore, the team acted accordingly. That, my Brazilian friend, is called life.

Unfortunately, the promises didn’t turn into reality again. With the new car I completed 2002km of testing compared to Fernando’s 3839km. Only three days of my testing was in dry weather – only one of Fernando’s was wet. I was only testing with a heavy car, hard tyres, mostly on the first day (when the track is slow and reliability is poor), or when the weather was bad. Fernando was driving a light car with soft tyres in the dry, fine conditions. I never had a chance to be prepared for the qualifying system we use. In Formula 1 today, the difference between 1st and 15th position is sometimes less than a second. It means that 0.2 or 0.3s can make you gain eight positions.

I love the complete lack of actual comparison between “three days of my testing was in dry weather – only one of Fernando’s was wet”. And how many dry weather days did Alonso get? One? Twenty million?

Oh and also, the line about not being prepared for the qualifying system. Erm, what was Piquet doing last year then, when the system was the same as this year’s?

In addition to that, car development is now happening on a race-to-race basis due to the in season testing ban. Of the first nine races that I ran this year, in four of them Fernando had a significant car upgrade that I did not have. I was informed by the engineers at Renault that in those races I had a car that was between 0.5 and 0.8s a lap slower than my teammate. If I look at Germany (where I out-qualified my teammate despite that), if I had that advantage in qualifying I would be fifth and not tenth. If we had that difference in the race, I would have finished ahead of my teammate, which I did in Silverstone, despite him having upgrades that I did not have.

And now Piquet is nit-picking. The upgraded car scenario isn’t nit-picking, but to go through individual results and try to add in a ‘what-if’ is, and this is where, in my opinion, Nelson comes off poorly.

I believe without doubt in my talent and my performance. I didn’t get this far by getting bad results. Anyone who knows my history knows that the results I am having in F1 do not match my CV and my ability. The conditions I have had to deal with during the last two years have been very strange to say the least – there are incidents that I can hardly believe occurred myself. If I now need to give explanations, I am certain it is because of the unfair situation I have been in the past two years. I always believed that having a manager was being a part of a team and having a partner. A manager is supposed to encourage you, support you, and provide you with opportunities. In my case it was the opposite. Flavio Briatore was my executioner.

I do like the last sentence used here though – a strong yet simply crafted piece of language. And I now presume Briatore isn’t Piquet’s manager anymore. I don’t think it has been explicitly said so, but calling your boss and manager an executioner would indicate the relationship is without doubt well and truly over. Unfortunately though, Nelson is still continuing with his statement…

Being under pressure is not new to me. I have had criticism throughout my career, and have also had a lot of expectations put on me due to my name. Up until now I always met those expectations – surpassed them even. I have never before felt the need to defend myself or fight back from rumours and criticism because I knew the truth and I just wanted to concentrate on racing – I didn’t ever let it affect me. Fortunately, I can now say to those people who supported me through my career that I’m back on the good tracks and considering the options for a new start in my F1 career in a fair and positive way. Nelson Piquet Jr.

Phew.

That was without doubt one of the longest statements I have read from a driver departing from a team. I think Sebastien Bourdais just wrote a paragraph or two, slagging off the team, threatening legal action and leaving it at that. The popular French driver certainly didn’t recount past races, his career statistics and suggest strange happenings within the team.

What it does show though is that Nelson Piquet is angry at the team and feels he has not been given a fair chance. My own opinion on the Piquet matter is that Flavio Briatore should have cut his losses after the Brazilian Grand Prix last year. Piquet had one decent result in the whole of 2008, and although he put in a handful of decent performances, he was largely nowhere near his team mate. Although Alonso is a very strong and fast racing driver, he still needs to be pushed, and I feel Briatore has made a great error in judgment by allowing himself to employ a driver who was not capable of getting even remotely close to Alonso.

So suggestions now move to the potential replacements for Piquet. I think Romain Grosjean must be at the top of the rookie list, but again, Briatore doesn’t necessarily have to employ a rookie as there are plenty of experienced drivers out there who could fill the spot for the remainder of the season. Having said that though, the R29 is not a great car, and therefore it might be wise to put a rookie in the seat so they can get some experience in without necessarily feeling the pressure of having to turn out good results. This will help the driver and the team come 2010.

Original article by BlogF1.

Nelson Piquet Jr Confirms Immediate Renault Exit

As the lights went out in Hungary and the race got underway, Kimi Raikkonen was making use of his KERS device and was thundering up the field. The Finnish pilot squeezed Sebastian Vettel over to the right and the German Red Bull driver believes contact was made. After the first corner, Vettel radioed his team to say that he thought there was damage to the front wing, but it turned out to be more serious. The front-left suspension on the RB5 had been broken, and at about the mid-point of the race, it gave way. Vettel was forced to retire his car.

Despite this though, the stewards, who were investigating the incident, said that it was just a racing incident and that no punishment would be handed out.

However, Renault have been given a very harsh penalty following the incident that saw Fernando Alonso’s wheel come off mid-lap. The team, Piquet inclusive, will not race in Valencia in a months time. Although it is rumoured that Piquet will not be racing for Renault again anyway, penalty or no penalty. Further information on the Renault suspension can be read in this post.

Also, Red Bull have been reprimanded for the second race in succession. In Germany, Vettel was released early following a pitstop and the Milton Keynes squad were given a slap on the wrists. And again in Hungary this time, Mark Webber was released into the path of Kimi Raikkonen following a bodged pitstop that almost saw the fuel man get dragged to the floor. Webber thought he had been given the indication to go, but in fact the fuel nozzle was still attached to the RB5. Webber quickly backtracked his motions and stopped, but now under pressure, the team released him without checking the fast lane again and Webber was forced to back out of the throttle to avoid colliding with the Ferrari.

Scuderia Toro Rosso’s Sebastien buemi, who was enjoying a great weekend starting in P10, has not only finished in last place and been beaten by his rookie team mate, but has also received a fine for €1800 for speeding in the pitlane.

All in all, it was quite the Hungarian Grand Prix. Renault are out for one race, Raikkonen got away with being a bit boisterous at the start and Red Bull are treading on a very thin line with regards to pitstops.

• 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 Renault penalty post can be viewed here: Hungary 2009: Renault Have Been Suspended From The European Grand Prix

Original article by BlogF1.

Hungary 2009: Penalty Updates

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

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

The one-sided war of words between Flavio Briatore and the Brawn team has been comical to say the least. While it is good to voice concerns and raise issues, Briatore’s approach to the situation that sees his tightly budgeted team now having to spend more money on developing a ‘double-diffuser’ was strikingly poor. Instead of simply announcing a meeting between the members of FOTA to discuss his concerns with those involved – which Briatore, in an attempt to gain support, believes is all teams – the Italian team boss has instead allowed a slew of laughable comments to be released in Italy’s popular sport’s newspaper, Gazzetta dello Sport.

The drivers in our teams have been and are world champions, while the championship is now fought between a driver who was almost retired and another one who is a good guy but a paracarro [Italian concrete mile-marker]. Flavio Briatore.

To suggest fellow competitors as almost retired and as a concrete post is perhaps not the wisest of moves, especially as Jenson Button politely pointed out in response, Briatore attempted to hire him while the Honda-situation was still up in the air over the past winter.

He also needs to remember that he tried to employ me for this year, so…

He is obviously a very angry man after the diffuser issues and he is obviously very disappointed that they haven’t produced a car that is as competitive as ours. We have produced a very competitive car because of the work force we have back at Brackley and you cannot take it away from them – it is very unfair to say that. Jenson Button.

When asked about the general response from the Brawn team to Flavio’s comments, Button simply added: “Laughing, basically.”

The media have generally lambasted Briatore, saying that the former Benetton-franchisee is showing all the signs of a bad loser. It isn’t just the British press either that are siding with Ross Brawn on this matter, and it is somewhat confusing as to why the former Honda team has been singled out over Williams and Toyota, who had also developed the controversial ‘double-diffuser’.

However, despite the general failure to get the press on his side, Briatore remains resolute to his cause, and has now suggested that Brawn’s entitlement to benefits should be ceased, and money owed to the team from TV rights be shared equally among the others.

Mr. Briatore seems to be forgetting that FOTA, the association made up all the competing Formula One teams, supported the takeover of Honda by Ross Brawn et al. McLaren and Mercedes helped the squad tremendously by offering engine units, for which the FIA gave permission for as it does break the rules. The teams agreed that in this case, the ruling should be ignored for the sake of having ten squads on the grid this season. Also required to give consent was Vijay Mallya of Force India; the team who had just received a substantial technical backer in McLaren and Mercedes.

Flavio does have merit in his argument; the teams who have not developed a ‘double-diffuser’ will now have to spend a reported approximation of $25m per car to redesign and implement the parts required to integrate a different diffuser. At a time when the sport is desperate to cut costs, the extra expense is certainly not welcome. And that must be made worse for Renault as they have always ran a very tight budget. Combined with the fact that the squad are due to lose their title sponsor at the end of this year and are already struggling with pace, one can understand why Flavio is upset.

Despite some being against it, [Luca di] Montezemolo kept the FOTA united in supporting Brawn GP, and so did McLaren, in supplying engines.

But since [Ross] Brawn was our technical delegate, and he forces me to spend money I don’t have in my budget, and since Honda’s money have luckily not been shared yet, we’ll have a meeting.

My proposal will be as follows. Brawn is richer than anyone else, because he’s had his team paid for in full by Honda, plus he’s had 130 millions given to him [by Honda]: he’s certainly richer than I am.

I don’t want to be a Robin Hood, but when there’s a situation where everyone is transparent then it’s fine.

At this moment my position is, since I need to find the money in the budget somewhere and the season can’t end up with [everyone] being one second behind the Brawn cars, then the money share will have to be reviewed in full. I think it’s around €30 million. Flavio Briatore.

Also troubling Briatore is the fact that Brawn are receiving transport help along with the other teams. Flavio’s point is that the FIA have stated that Brawn is a new team, hence why they are at the end of the pitlane and have been issued with the bottom set of numbers, despite finishing ahead of Force India in 2008 when they were known as Honda. The FIA did waive the ‘new team entry fee’ though, showing that they understood the situation and circumstances. However, Bernie Ecclestone has treated Brawn as an existing team, which is shown by the fact they are receiving transport help which is only usually given to established squads.

As FOTA commercial chairman I’ll propose that we follow the FIA’s indications that it’s a new team and for three years it has no rights with regards to transportation, nothing. Flavio Briatore.

When Briatore was questioned about the FOTA agreeing in late December to support Ross Brawn’s endeavours and to ensure the team was given all that was owed, Briatore simply replied with with an almost nonsensical answer…

That was at Christmas, though. Now that Christmas has gone, we’ll talk about it again next Christmas.

Since it’s a new team, it has to follow all the regulations we followed when we entered with new teams. I will propose that to FOTA, then we’ll see. Flavio Briatore.

It seems to me that Briatore could have handled this a whole lot better, and the man has been laughed at from several quarters. While it is far from great that six companies are now going to have to develop new parts for fourteen cars at a huge expense of time, resources and money, that is Formula One, and that is what these people let themselves in for when they sign on the dotted line in Bernie Ecclestone’s office.

When Red Bull Technologies put a giant shark fin on the engine cover of last years RB4, Renault were among the first to develop a similar part. While a shark fin almost certainly costs considerably less to design and build, and a much more simple piece to integrate into the car, it is an example of one team pushing the envelope, and the others copying. One is almost tempted to bring up the J-Damper saga from a few years back…

Perhaps instead of whining and complaining, Flavio should turn his charismatically creative mind to that of finding and wooing potential sponsors for his team. Oh, and a graphic designer to redo that livery.

Original article by BlogF1.

Whining Flavio Briatore Won’t Drop The Diffuser Issue

Robert Kubica was trialling the system on Friday, BMW wanting to see the effect it has on the heavier driver’s car. The Swiss-German team had been running KERS on Nick Heidfeld’s machine since the season start in Australia, and the German’s second place finish in Malaysia proving the F1.09 isn’t a bad car. However, the Polish race winner decided not to continue with the energy recovery device and it has been dettached from the BMW.

Also removing KERS are both Renaults, the Enstone-based team having already decided prior to arriving in Shanghai that Fernando Alonso will not run it. Now the team have removed the device from Nelson Piquet’s car as well. This leaves just the McLaren team and Nick Heidfeld with the extra horsepower at the touch of a button. Judging the pace of Lewis Hamilton and Heikki Kovalainen in free practice at the start of qualifying, you would have to say that Woking have got it right. And as previously mentioned, Heidfeld appears to be comfortable with the technology as well.

However, the complete removal of the device from two championship winning teams does not paint a healthy picture for the technology the FIA are so keen to promote. It would seem that the KERS isn’t always appropriate, and Monaco immediately springs to mind as a circuit where perhaps the boost in power won’t be entirely necessary.

Shanghai though does have some fast sections and corners that require a decent exit speed to carry down a straight. From what the teams are saying though, KERS isn’t that useful in China. Considering Robert Kubica was knocked out of Q1 though, you would have to question that thinking.

Original article by BlogF1.

Shanghai 2009: Only Three KERS-Equipped Cars In China

Malaysia is a very demanding race, not necessarily because of the circuit but because of the heat and humidity. It is regularly the hottest race of the year and the only time you will really see the drivers actually looking tired when they get out of the cockpit. Carrying an ear infection is not good for the Spaniard, but the double world champion is hopeful it will clear up for tomorrow’s qualifying sessions and for Sunday’s race.

We tried not to do too many laps today as I wasn’t feeling 100 percent.

It’s a very demanding weekend in terms of the heat because we sweat so much but it was important we still got enough information.

Hopefully I will recover more this evening and feel better tomorrow so I can give my maximum for qualifying which I think will be one of the most important parts of the weekend. We need to be ready for that.
Fernando Alonso.

It isn’t the first time a driver has carried an illness into a race; last year Felipe Massa had trouble with his neck following a sneezing incident in an elevator.

Original article by BlogF1.

Malaysia 2009: Fernando Alonso Battles On Despite Ear Infection

Currently, Renault and Ferrari are the only teams to announce their intention to use the device, while Red Bull Racing, Scuderia Toro Rosso, Force India, Brawn GP, Toyota and Williams have all said they will postpone their system’s debut until later in the year, most likely at or after the circus heads to Europe for the Spanish Grand Prix. McLaren and BMW are yet to decide what to do.

The relationship between the teams that are running KERS and those that are not is interesting. It is understood that Italian electronics company Magneti Marelli have developed Ferrari’s device, and perhaps rather presumptuously, it was assumed that Scuderia Toro Rosso would use the same device. Likewise, Red Bull Racing were expected to be running with Renault’s. This is down to STR and RBR using Renault and Ferrari engines respectively, and KERS obviously has a close relationship with the power units.

However, with Enstone and Maranello both announcing that their KERS is ready, I wonder why the Red Bull family of squads have not also issued similar statements.

Either way, we should be able to see KERS in action in Australia next weekend, which will provide us with an instant comparison between those who are running it and those who are not. It will be very interesting to see how much of an impact the technology will have on lap times as well as the ability for drivers to pass one another during the race. It could either be a great success, or a spectacular failure. Or, it could make no difference whatsoever, the weight of the device cancelling out any real advantage thought possible to be gained.

Original article by BlogF1.

Renault & Ferrari Are Expected To Run KERS In Australia

I’m happy with the day as we did more than a 100 laps which was our target for my final day of winter testing. This has been the first time we have run on a really hot track and the information we have from today will be very useful for the first few races, which are usually very hot. Fernando Alonso.

Alonso’s comment of running on a hot track mirrors that of Barrichello’s from yesterday. It seems the warm weather is helping the teams gain further insight into the behaviour of their cars, and one has to wonder if those who aren’t taking part in Jerez are missing out on valuable data. After all, Australia will be hot and Malaysia will likely be very hot and very humid.

Just because the Brawns weren’t on top today doesn’t meant they didn’t look competitive. Rubens Barrichello narrowly missed out on the top spot, and when Jenson Button took over the car in the afternoon, the Briton immediately looked fast, posting a third quickest time that was just 0.5s shy of his team mate’s. Fellow Briton Lewis Hamilton kicked off McLaren’s last test session, and posted a time 0.6s shy of Button’s. The final position went to Nico Rosberg of Williams, who was a further 0.25s down, although did manage an impressive 123 laps.

Jerez Test Day Two Results Table		Lap Time Fastest Time Set	Laps Set Number Laps Set
1.	Fernando Alonso Renault	1m18.343s	103 Laps
2.	Rubens Barrichello Brawn GP	1m18.398s	62 Laps
3.	Jenson Button Brawn GP	1m18.892s	12 Laps
4.	Lewis Hamilton McLaren	1m19.513s	85 Laps
5.	Nico Rosberg Williams	1m19.783s	123 Laps

Original article by BlogF1.

Jerez Test Day Two: Fernando Alonso Goes Ahead Of Brawn

Fernando Alonso was pleased with his day though and his efforts put team mate Nelson Piquet Jr in the shadows. Although it should be noted that it is unclear what the pair have been concentrating on during their two days each of running, and Alonso may have been running significantly lighter than Piquet.

Kimi Raikkonen posted the second fastest lap of the day, just 0.3s shy of Alonso, while Nick Heidfeld slotted his BMW into third, less than 0.2s further back. Jarno Trulli completed another hefty load of miles for Toyota and was placed fourth as the circuit closed. The strong and reliable runs from the TF109 indicate, funnily enough, a strong and reliable car. Compared to previous seasons, Toyota actually look to be quite good thus far. The real test will come in Australia at the end of the month, but the Japanese team could be sitting on a very handy car.

Mark Webber continued testing the Red Bull RB5 and completed 107 laps on his way to fifth, the Australian finishing 0.1s ahead of Williams pilot Kazuki Nakajima. Lewis Hamilton could only manage seventh in the MP4-24. Once again it looked as though the Woking team were running a 2008 style rear wing, and Hamilton lost a fair amount of track time while the mechanics worked on the rear suspension.

Adrian Sutil wrapped up the Force India VJM02’s first test, completing 79 laps and returning to the garage 0.1s shy of Hamilton, and 1.5s slower than Alonso’s fastest lap. Although the test has gone very well for the Force India team, Sutil complained of tyre graining, which may also explain why the FIA have asked Bridgestone to change the tyre configuration for 2010. It is likely too late for 2009, but after receiving feedback from the drivers, it would appear that the rear tyres are struggling.

We tried the soft, supersoft and medium compounds. On the long runs they behaved quite differently and the biggest problem was with the graining. It happens very quickly, then gets worse and the grip never comes back.

We are talking big differences in lap times – I have never had such a big graining issue, but I can see nearly everyone is struggling with a similar problem. Adrian Sutil.

Although Lewis Hamilton is yet to speak of the tyres, he might be one driver to watch closely in Australia, the Briton well-known for burning through his rubber like it was going out of fashion.

Today marks the end of the Jerez test, and the teams are now packing everything away and heading up the coast to Barcelona and Circuit de Catalunya. The final group test of the pre-season will commence on Monday 9th March.

Jerez Test Day Four Results Table		Lap Time Fastest Time Set	Laps Set Number Laps Set
1.	Fernando Alonso Renault	1m19.945s	129 Laps
2.	Kimi Raikkonen Ferrari	1m20.250s	104 Laps
3.	Nick Heidfeld BMW	1m20.250s	98 Laps
4.	Jarno Trulli Toyota	1m20.540s	131 Laps
5.	Mark Webber Red Bull Racing	1m20.894s	107 Laps
6.	Kazuki Nakajima Williams	1m20.948s	83 Laps
7.	Lewis Hamilton McLaren	1m21.302s	70 Laps
8.	Adrian Sutil Force India	1m21.411s	79 Laps

Original article by BlogF1.

Jerez Test Day Four: Alonso Puts The R29 On The Top Spot

Image © LAT.

Original article by BlogF1.

Caption Contest: #80

Last season there were many tests between April and November, the Formula One season. The first group test usually happens after the flyaway races are completed and just prior to the European season commencing at Circuit de Catalunya. The teams had chance to assess their strengths and weaknesses at two or three races, and then make necessary changes. The final test usually happens just before the final flyaway races, considered to be the last big push before it is all over. In between, the teams have a few group tests and some manage to squeeze in some private running.

For 2009 though, it will be racing from start to finish with no testing. Or at least, that is what the teams have agreed to so far. I think we can all agree that this will save money for the squads, but it could also have detrimental affects on the level of racing we see. Let’s look at the Renault R28 as an example of how much a car is developed over the course of a few months…

On February 26th, 2008, Fernando Alonso lapped the Catalan circuit in his Renault R28 in 1m23.112s. Alonso was the fastest of the two Renault’s being driven that afternoon, and finished the day in 13th of the 19 runners.

In April, the first test after the long haul races, Alonso managed a Circuit de Cataunya lap time of 1m20.616s, placing him sixth among the total of 9 drivers that day.

June saw the teams return to Barcelona for another test. This time, Nelson Piquet Jr. managed a fastest lap time of 1m20.076s – it was in fact the fastest of the day. The difference of 3s can be compared to another team who attended each of the tests and fielded cars on the same days.

In February, Lewis Hamilton of McLaren managed 1m21.234s, this improved in April when Hamilton clocked a 1m20.452s and in June Pedro De La Rosa completed a 1m20.402s around Circuit de Catalunya.

Testing times should always be taken with a pinch of salt, but with both teams – Renault and McLaren – their times improved from February to June. McLaren were fast from the offset, but still managed to shave a second from their times. Renault started with a car that wasn’t the best by far, but by the mid-point of the season, the Enstone-based team had significantly improved. On the track, this was converted into a podium for Piquet Jr. in Germany, a flurry of fourth places for Fernando and eventually two wins for the double world champion. Renault ended their season on a strong note, and the car was performing much better than it was in the first half of the year.

So did testing really help Renault? I believe it did. Nelson Piquet Jr. needed to get as many miles in as possible in order to hopefully improve himself. Renault sent the young Brazilian out to drive more than they did Alonso, but the Spaniard was almost always around to give his opinion on the way the car was being developed. The net result was a markedly better Piquet in the latter half of 2008, and car that was capable of winning.

If Renault, or any team for that matter, turn up in Melbourne with a car that is substantially off pace, will they be able to turn it around as the season wears on and finish stronger than when they started? Given the ban on testing, it seems unlikely. And what of KERS, how will this device get developed? The technology is not yet compulsory and the teams do not have to fit the part. However, it could give the drivers with it a significant boost. Especially if that driver is relatively light in the weight department.

KERS is proving difficult to get right though, and since January I think all teams have at least once mentioned that they are behind with KERS. Even BMW have stated they may not run it at the first few races, and they’re meant have the most developed system of the lot.

The end result of this is that the teams are desperate to get in as many miles as they can before Melbourne, but once the cars arrive in Australia, what you have is what you’ve got for the rest of the season. And that affects the racing.

Further Reading:

What If Testing Was Outlawed?
• Various Testing Write-Ups

Original article by BlogF1.

Will The Testing Ban Affect Racing?

This isn’t Renault’s first foray in Formula One, the French car manufacturer having raced between 1977 and 1986. In the mid-eighties, the marque took a step back from the sport although they did supply world championship winning engines to Williams and Benetton. In 2002, Renault purchased the Benetton team from the Italian family and returned to the sport in the guise you see today.

Early Liveries
1977 RS01 & 2007 R27 ‘30th Anniversary’ Edition

The original livery consisted mainly of Renault’s yellow with only hints of white and black as contrast. With fewer sponsors to keep happy, the cars remained fairly clean looking with only two brands really visible: Renault and partner company Elf.

When Renault’s Formula One team reached the grand age of 30, the team produced an exquisite livery based around the original colour scheme, but molded onto the modern R27. With a return of the black combined with the yellow, it is a great shame this livery and car combination (R27) never raced.

Renault R22
2002

Upon Renault’s return to the grid, the company purchased the Benetton operation and over a period of two years, transformed the team into Renault. The squad were sponsored by Mild Seven, which is where the blue comes from. However, wanting to incorporate the traditional yellow of Renault, a darker shade of blue was also introduced to break up the contrast between the colours. The R22 had a white front wing, which looked a little out of place and was soon re-coloured. The livery was simple, yet very effective, and the colours soon became synonymous with the team thanks to a driver who was yet to drive for them. The red flash on the tip of the nose was to help identify between the team mates; one car had it, the other didn’t.

Renault R23
2003

Very little changed with the 2003 livery, the team still being sponsored by Mild Seven and therefore carrying the blue. The white front wing remained and future world champion Fernando Alonso was brought on board. The reason why the Mild Seven blue would outlast the sponsorship deal was its closeness to the colours of Alonso’s home town of Oviedo. As if by fate, the flag of Oviedo almost exactly matches the blue and yellow of RenaultF1, and the colours would remain with the team while Alonso was winning world championships, even though the cigarette brand would eventually be forced to part company with the squad.

Renault R24
2004

A minor overhaul of the team’s livery happened in 2004, with the front wing finally being matched up to the rest of the car. With Renault becoming more comfortable with Formula One and popularity rising, as well as the imminent loss of Mild Seven, more of Renault’s yellow was incorporated, particularly at the front of the car where the yellow is extended into the darker blue which is now more pronounced. Sponsorship by Telefonica also added to the darker blue at the rear of the car on the wing. It should be noted that the photos of the R24 look a little washed out, but in reality the blue remained unchanged as far as I am aware.

Renault R25
2005

Very little changed for 2005 with the exception that Renault and Alonso would finally win the championships. Fernando Alonso took on the mantle of having his camera and nose painted red, which went well with the rouge in his helmet design. A few more sponsors clutter up the design, especially on the side of the nose as it curves back to the monocoque.

Renault R26
2006

Erm… spot the difference, anyone!?

I absolutely love this photo, hence its inclusion.

Renault R27
2007 Interim Livery

Before the team overhauled their livery prior to the 2007 season, they ran Giancarlo Fisichella in the new car with a sort of in between livery. It was much darker than normal, successfully eradicating the Mild Seven blue but retaining the Renault yellow. Many thought this was the final 2007 livery, which resulted in a surprise when the ING look was unveiled a few months later.

Renault R27
2007

With Fernando Alonso no longer driving for the team, and Mild Seven now just a memory, the team completely overhauled the livery. New title sponsor ING had their corporate colours of white, blue and orange integrated with Renault’s yellow and the result was lambasted by fans the world over. It seemed messy and without structure, although I have to admit, I actually quite liked it. The yellow remained, of course, as did the dark blue, although slightly altered for ING. Combined with the snug design of the car, I thought the livery worked well, but I’m well aware I am in the minority on this one!

Renault R28
2008

No change as far as I can see (aside from mirror and vanes colour), and to prove it, I’ve put the two overhead shots close together for your viewing pleasure. Or not, if you didn’t like this livery.

Renault R29
2009

Woah! Renault! Sorry, I’m still in shock…

No wonder Flavio’s wearing sunglasses!

Photo Credits:
- RS01 is licensed under Creative Commons Attribution ShareAlike 2.0.
- R29 © RenaultF1/LAT Photographic.
- All studio shots are © RenaultF1.
- All other photos shamelessly stolen from various sites around the Internet. Please get in contact if this poses an issue – BlogF1 is more than happy to acknowledge copyright (if proven) or remove images if requested.

Original article by BlogF1.

Renault’s Livery Development: 2002 – 2009

With the new regulations comes an adherence to no aerodynamic winglets adorning the bodies of the cars, the intention being to reduce grip and therefore improve racing. Whether or not this will work remains to be seen, but Renault believe the shark fin engine cover is within the rules. I think they’re right as the part doesn’t generate downforce, instead the augmented cover provides stability under braking and entering corners.

Also top of the talking list at Renault’s end of the pitlane was the striking new livery. Renault have incorporated more of their company colours into the mix and eradicated the dark blue that we saw on the R27 and R28. With title sponsor’s ING orange and a base colour of white, the new red of Total makes the livery stand out. The nose section of the car has also caused a bit of stir, perhaps because of it’s colour the front appears to be quite chunky.

Despite the looks though, Fernando Alonso will be hoping that the R29 can carry on where the R28 left off, the Spaniard having won two races last year in a car that really wasn’t near the overall pace of the McLaren and Ferrari. With two world championships in his pocket though, Alonso knows how to develop and nurture a car into a winning machine.

Photos © RenaultF1/LAT Photographic.

Original article by BlogF1.

Launches 2009: Renault Unveil R29 & New Livery

McLaren

McLaren will be hoping to add another world title to Lewis Hamilton’s already impressive CV, and the team will be desperate to claim the constructors trophy as well. McLaren last won the constructors in 1998 when Mika Hakkinen won his first of two drivers titles. Ever since then though, Ferrari and Renault have dominated the championships, even if McLaren weren’t ever too far away.

With Lewis Hamilton, McLaren have a proven winner and his chances of repeating his 2008 success must be pretty high. I predict Hamilton will outshine his team mate once again and I think he could actually achieve a second title. Although the young driver is often criticised for making impetuous moves, Hamilton is also credited with racing for wins rather than sitting back and collecting points. With a world championship already under his belt, I can see Hamilton becoming a little calmer in fraught situations. This, I feel, will actually make it easier for him to take a second crown.

Heikki Kovalainen didn’t experience a great first season with McLaren, but I feel a lot of this is down to the team and the circumstances. While I am certain that both drivers received equal equipment and opportunities in the first half of the year, Hamilton was already well adjusted to life at McLaren. Hamilton was also a race winner already. Kovalainen appeared to struggle against his team mate, but competing in his second stint at Woking, I can see the Finn improving. I cannot ignore his final half of 2007 when he comprehensively outraced the experienced Giancarlo Fisichella at Renault, and while I don’t think Heikki will be able to perform better than Hamilton, I feel he will have a much better season this year.

In terms of the car, little can be said at the moment. Despite not being able to compare testing lap times between the new cars yet, it should be noted that McLaren are testing an interim ‘09 model, and only BMW and Williams have got as far as that. Also, McLaren’s KERS system is said to be on schedule, unlike Ferrari’s and many others.

Ferrari

And speaking of Ferrari… Kimi Raikkonen is another driver who didn’t have a great season last year, and talk of his motivation constantly swept through the paddock. Raikkonen appeared to lose his edge in 2008, but with such a shake-up in the cars this time around, Kimi should be able to capitalise on this. Nobody expected Felipe Massa to take the mantle at Ferrari in the way he did, and Raikkonen will be very wary of this. However, I feel Raikkonen will fair better with the new cars and reduction in downforce.

Having said that though, Massa did impress in 2008 and now has a better understanding of how a championship campaign is put together. Undoubtedly, Massa’s confidence will be on a high, despite not winning the title, and this will help Felipe in situations when he feels Raikkonen isn’t at his best. We all know how good Massa is when he starts on pole, but I think 2009 will see a slightly more aggressive Felipe when running behind his team mate. However, I don’t think it will be enough and that Ferrari will be playing second fiddle to McLaren.

In fact, I can see Ferrari really struggling in 2009. They will always be somewhere near the top and fighting for wins, but I’m getting the impression they have lost their edge. In the early ’00s you wouldn’t have heard of Ferrari being behind on a new development, having to state to the press that they may have to consider a contingency plan. But that is pretty much what they’re having to do right now with KERS. And if the car isn’t to Kimi’s liking, he could very easily struggle, as could Massa in the sister Ferrari. I think will be somewhere near the top, but I think BMW will snapping at their heels more.

BMW

If BMW can produce another good, solid car, then there is little reason why the Swiss-based team cannot repeat their success from 2008. Claiming a one-two finish was a real boost to the team that are following their plan of improvement to the letter. With a ban on in-season testing, the rate of development will be slower as well, meaning that a gradual reduction in pace will be less so. This will hopefully mean that if BMW can build a good car to begin with, they might be able to hang on to Ferrari and McLaren for longer.

It’s worth pointing out that BMW were the first to test a 2009-spec. car in late 2008, and the team are really pushing forward with KERS. It was mentioned at the recent test in Spain that BMW were actually evaluating strategies with the system, strongly implying that their KERS is pretty much ready. Compared to Ferrari, who have admitted to being behind on this, BMW look good. Combined with the in-season testing ban, this could put BMW at a significant advantage over Ferrari.

Nick Heidfeld will not be happy that team mate Robert Kubica took the team’s first win, but the experienced German driver is mature and calculated, and some of Nick’s performances in 2008 were stunning. Although Heidfeld struggled in qualifying, he often found a way into the points that other drivers would not have. The team may have been looking around for a replacement mid-’08, but by sticking with Heidfeld they have maintained stability and ensured themselves of a steady points and podium finisher.

Robert Kubica isn’t as content with BMW though, and the young Polish race winner has been verbally thrashing the team for much of the latter half of 2008. When the development slowed on the F1.08, Kubica made his feelings known, and despite winning a race, he appears to have developed an impetuous streak, similar to Hamilton’s. However, Kubica is a very fast and capable driver, and BMW will do very well to get his name on a long-term contract. And it is because of his pace that I feel once again that Kubica will out score Heidfeld. However, I feel that both drivers could win a race in 2009, perhaps even two or three for Robert. If there is any hint of a struggle from the Ferrari camp, BMW will be right behind, ready to pounce.

Renault

Renault are another team that should see some improvement for 2009, especially coming off the back of Fernando Alonso’s two fine victories in late 2008. The Spaniard has injected the team with some life again, and I think the development we saw in last year is indicative of how they will fair in 2009. Hopefully the Enstone-based team can hit the ground running, and if they aren’t quite there to begin with they will almost certainly be by mid-season. I’m expecting some good tussles from Alonso this year, hopefully battling it out with the BMWs, Ferraris and McLarens.

Alonso has this ability to wring every ounce of pace from a car, and his two titles in 2005 and 2006 showed this skill perfectly. The Renault wasn’t always the fastest car on the track, but in the hands of Fernando it often won races when perhaps it shouldn’t have. With a rumoured Ferrari contract in his back pocket, the future looks to be very bright for Alonso, but he will want to prove himself once again in a Renault. I don’t think he will manage it in 2009, but I think the Spaniard can lift the team back up.

Partnering Alonso will once again fall on the shoulders of Nelson Piquet Jr. The son of a former world champion, Piquet Jr had a lot of pressures last year, and the start of his campaign was miserable to say the best. However, the Brazilian improved steadily throughout the course of the season, doing his best to quell the rampant speculation that he would be dropped. Renault chiefs applied pressure to Flavio Briatore, but in the end Piquet Jr kept his job for another year. He will absolutely need to drive well in 2009 though, otherwise his Formula One career could be finished.

Toyota

Toyota were a bit of a surprise in 2008. They ditched Ralf Schumacher in favour of the younger and less experienced Timo Glock, but what a difference it made. Combined with a reasonable chassis, the Cologne-based team improved over their 2007 form and exceeded my expectations. But improving two years in a row is something that has always proved too difficult for Toyota, and I cannot allow my imagination to get too carried away.

Timo Glock made the headlines a few times last year and put in some sterling drives. Toyota did well to hire the young German, and they have done even better by retaining him. In the next garage though is a driver who is starting to age and while still quick, Jarno Trulli could be facing an uphill struggle in 2009.

There were rumours late last year that Toyota were going to replace Trulli, but when it came down to it, the team decided to keep the line-up unchanged. Trulli is a master at qualifying and can drive well. His focus doesn’t seem to last too long though and it is something that has plagued Trulli throughout his entire Formula One career.

Predicting Toyota’s form is tricky as they seem to flow from pretty fast to downright dreadful in the course of only a few months. If they build a decent car, then they might be able to tow Renault, but in all honesty, I can see Red Bull moving ahead of them in the tables.

Further Reading

2009 Championship Predictions: Part II

Original article by BlogF1.

2009 Championship Predictions: Part I

It is believed that the car failed the front and side tests, but Renault are confident that they have identified the problem and it has already been solved. As Autosport point out though, failing crash tests is not that rare as the teams push the construction of the machines to the limit in attempts to cut down on overall weight. This has been made ever more important this year as the introduction of KERS adds a lot of kilograms to the cars.

It is something not at all unusual. However, we have identified the problem and solved it. The car will be testing in Algarve on January 19th. Renault Spokesperson.

Renault failed the side-impact crash test in 2005, but they still went on to solve the problem and win the constructors title that year. Other teams have also failed crash tests when they redesign a part mid-season that would have an effect on the way the energy is dispersed through the car upon impact.

Conversely, Red Bull Racing were required to allow FIA inspectors to check last years RB4 after it appeared to fall apart after what looked like very minor accidents. The car passed the inspections, but oddly enough it seemed to be a little more stable for the rest of the year. Well, Mark Webber’s chassis was, anyway.

Original article by BlogF1.

Renault R29 Fails Two Of The Three Crash Tests

Fernando Alonso won two world titles with Renault back in 2005 and 2006, but a shock move to McLaren for 2007 left the Enstone-based squad in disarray. Performance slipped and the squad seemed to part company with the rails for a while. However, returning to Renault after the relationship with McLaren soured, Alonso has steadily improved the car with the help of his team mate and two aspiring testers, and true to his form, Fernando managed a couple of wins this year.

After a difficult start to the season, we have overcome our difficulties and constantly improved our performances. My back-to-back wins in Singapore and Japan, and my recent second place podium finish in Brazil, have proved how competitive we can be.

In the past we have won championships together, as well as going through tough moments, but we are now determined to show that we can repeat that success together in the coming seasons.

It’s a very close-knit team with a competitive and winning mentality, and also a relaxed and warm attitude, which suits me perfectly. Fernando Alonso.

Team boss Flavio Briatore was in praise of his young driver and it seems any hurt caused by the defection to McLaren is very much a part of history.

Fernando’s commitment for the next two seasons confirms the faith he has in the team and we are delighted to continue working with him. He has been a big asset throughout this difficult season and his leadership and talent, matched with the team’s hard work and determination, have paid off with our recent performances, which have placed the ING Renault F1 Team back among the top competitors of Formula One. Flavio Briatore.

Nelson Piquet has endured a less successful season with the squad, but a solid second in Germany as well as some strong runs towards the end of the year proved enough for Renault to retain his services. There was talk of test driver Lucas Di Grassi replacing the son of former world champion Nelson Piquet Sr., but wanting consistency as the squad hopefully moves into a more competitive era should prove a safe and sound decision.

Although I have had a tough year, I have learned a lot from my rookie season and I will aim to put that experience to good use next season. I want to thank the team for their support this year and for the trust they have shown in me for the future.

I’m already excited about 2009 and looking forward to working with the team over the winter so that we can start next season strongly. Nelson Piquet Jr.

With an improving car in the latter stages of 2008, the R29 should hit the ground at a faster pace than the R28 did nine months ago. However, there are a lot of rule changes being implemented before the Australian Grand Prix next March, and the car could very easily go the wrong way in terms of pace and reliability. However, as mentioned, consistency on the driver front will help the squad, as will the talent and determination Alonso brings with him.

Original article by BlogF1.

Renault Retain Fernando Alonso & Nelson Piquet