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

BMW had proven to be a successful manufacturer in Formula One, returning to the sport in 2000 as an engine supplier to Williams. When the relationship with the Grove-based team soured after ten wins and numerous podium finishes, the manufacturer bought the Sauber outfit and pursued the sport as a team. The Swiss-German operation had followed a plan and with each passing year since 2006, the squad improved and found increasing success.

In their first year as a team, BMW finished in fifth place in the constructors and claimed a podium in Hungary with Nick Heidfeld, and again in Italy thanks to newcomer Robert Kubica. The following season only saw two podiums, but their points tally almost tripled and after McLaren were disqualified, the team improved to second place in the constructors. Last year, BMW once again scored more points than previously accrued, but the reintroduction of McLaren to the championship meant the squad finished in third. A maiden victory in Canada for Kubica and the team was the highlight of the year.

Due to various rule changes for 2009, some teams have done very well this year while others have failed to keep their momentum going. McLaren, Ferrari and BMW have all been usurped by Brawn and Red Bull Racing, and while Ferrari and McLaren have slowly regained their form, BMW have continued to fall backwards.

So far this year, BMW have scored only eight points, most of which came from the rain-interrupted Malaysian Grand Prix. Much criticism has been thrown BMW’s way and while the squad have been trying to sort out the F1.09, it simply hasn’t improved in proportion to their rivals. Along with continued troubles in the economy, BMW have decided to pull the plug.

Of course, we, the employees in Hinwil and Munich, would all have liked to continue this ambitious campaign and show that this season was just a hiccup following three successful years. But I can understand why this decision was made from a corporate perspective. We will now focus sharply on the remaining races and demonstrate our fighting spirit and put in a good result as we bid farewell to Formula 1 racing. Mario Theissen.

It is not yet known if the squad will be put up for sale or if BMW will simply shut the factory down. Epsilon Euskadi have expressed interest in taking over the squad, but little more is known. Of course, as with Honda, it would be preferable for another company to take over the team, ensuring the continuation of the team and the employment of all the staff at Hinwil.

We are still working on the project, at a much slower rate obviously because we don’t have the security [2010 entry].

What we can say is that the people who were interested in helping us are still interested, which is something incredible. And if the opportunity arises, we are going to attack it, there’s no doubts about it. Joan Villadelprat, Epsilon Boss.

FOTA have stated that they will do there best to ensure the team continues in some shape or form, and the association were very helpful to Ross Brawn and Nick Fry when they decided to buy-out Honda.

This news came as a shock to both BMW pilots, and Nick Heidfeld and Robert Kubica will now have to find alternative drives for next season if they wish to remain in Formula One. Both drivers are talented and are highly rated. Heidfeld has outscored Kubica in one of the two full season they have been partners at BMW, and this year he is leading the Polish pilot in the championship. However, Kubica is a recognised talent and one to watch in the future. Robert has been linked with Ferrari in the past, and recent circumstances at the Maranello team have brought these rumours to the surface again.

Speaking to Gazzetta dello Sport, Kubica’s manager Daniele Morelli had the following to say:

Robert was under contract until the end of 2010, but now he’s officially on the market. Daniele Morelli, Kubica’s Manager.

One can only presume Nick Heidfeld will make a similar decision, but where the two will end up is anyone’s guess.

Image © BMW AG.

Original article by BlogF1.

BMW Withdraw From Formula One From 2010 Onwards

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

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

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

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

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

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

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

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

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

Original article by BlogF1.

FIA Adjust 2010 Decisions: Technical Regulations

Both Nick Heidfeld and Robert Kubica suffered front wing damage on the opening lap, requiring them to pit and take on replacement noses. This put the team at a further disadvantage as the drivers had qualified nearer the back than the front. Needless to say, both Heidfeld and Kubica are pretty disappointed with the result today and would like to move on and forget about their races in Bahrain.

The result is a disaster. We were unlucky with the collision in the first corner. At first, I thought the suspension was broken, but I only had to have a new nose fitted in the pits. It is another race to forget. Nick Heidfeld.

My race was destroyed after corner one. I was between Nick and another car. We touched each other and I destroyed my front wing. Then, after the crash, there was a miscommunication with the pit crew. I asked to come in straight away, but was only able to pit after the second lap. Robert Kubica.

Much has been made of Ferrari taking their time in getting their 2009 campaign started, duly achieved by Kimi Raikkonen earlier today with three points going his and the team’s way. But BMW haven’t had the greatest of starts either, and the only reason they are on the points board is because Nick Heidfeld drove a mature race in Malaysia to finish in second.

If we look at the results of both teams for the opening four races, we can see that Kimi Raikkonen has generally improved as the season has progressed, whereas Nick Heidfeld has generally gone backwards, the German’s only saving grace being the second place at Sepang. For Kubica and Massa, the results have been up-and-down, with the Brazilian just missing out in Malaysia and Kubica’s highest finish being P13 in China.

BMW 2009 Results	AUS (Grid)	MAL (Grid)	CHN (Grid)	BHR (Grid)
Robert Kubica	14th (RET) (4)	19th (RET) (6)	13th (17)	18th (13)
Nick Heidfeld	10th (9)	2nd (10)	12th (11)	19th (14)
Ferrari 2009 Results
Felipe Massa	16th (RET) (6)	9th (16)	19th (RET) (13)	14th (8)
Kimi Raikkonen	15th (RET) (7)	14th (RET) (7)	10th (8)	6th (10)

According to the game plan that BMW have been so diligently following since taking over the Sauber team in 2006, they should be mounting a campaign to win the titles by now. BMW should be regularly scoring wins and taking the challenge to the sport’s front runners, previously McLaren and Ferrari. While this plan has been followed since BMW’s debut as a constructor, it appears to have all fallen apart thus far in 2009. Of course, Mario Theissen’s team are far from the extraordinary, with the mighty Ferrari getting off to a slow start and McLaren barely getting much further.

Considering BMW were among the first of the grid to produce an interim car over the winter, and they were said to have been further ahead than anyone else with their KERS, the lack of pace from the Hinwil team is still a little surprising, but that P2 in Malaysia does show promise. If BMW can fix the car with their new aero package and diffuser, they might be able to keep themselves ahead of Ferrari, Williams and Scuderia Toro Rosso. But like their Italian rivals, they need to start qualifying better and finishing more races. Well, Heidfeld is admittedly already doing that, but Kubica could start finding his way to the chequered flag more more regularity.

Original article by BlogF1.

Bahrain 2009: BMW Rue First Corner Incidents

Nick Heidfeld, Kubica’s team mate, is much smaller and lighter, and the German has been able to utilise KERS, even managing a second place finish at Sepang in Malaysia. If the device adds an advantage to Robert’s car on the long straights without taking away too much from the overall balance, Kubica could be allowed to run the energy recovery device.

Staying with KERS, Ferrari have announced that following the ongoing problems with their device, they will not run it during this weekend’s Chinese Grand Prix. During pre-season testing, the Scuderia had all sorts of overheating issues, and these appear to have continued into the racing season as well, with Kimi Raikkonen leaping from his F60 during practice for the Malaysian Grand Prix – the device caused the cockpit fire extinguisher to trigger. Raikkonen then suffered a terminal problem with the device at the end of the shortened race on Sunday.

Ferrari team boss Stefano Domenicali spoke of the need for Ferrari to finish races and build from that. So far, their campaign has got off to a terrible start and the reigning constructors champions are yet to score a single point in 2009.

At this moment we need to be basic, we need to bring home what we can in these conditions and wait for the development of the new car and then see. At this stage it is really important to be basic with everything. Stefano Domenicali.

Finally, double world champion Fernando Alonso has been openly critical of Bridgestone’s choice of compounds for the race this weekend. The Japanese tyre manufacturer, who are the sole supplier to Formula One, have opted to bring super-softs and hards to Shanghai, but Alonso feels the super-softs won’t hold up for much more than a handful of laps.

The compound was used for the opening race in Melbourne, and the tyres there were going off after about ten laps. But with the harsh and abrasive nature of Shanghai’s track surface, Alonso believes the tyres may not last any more than five laps. With the fans in mind, Alonso had these scathing words to say about the decision…

I think the super-soft on this type of circuit with long, high-speed corners… in Turn 1 it will be destroyed and in Turn 10 there will be no more left tyre.

I think it is the worst decision they made in a long time, because it is a ridiculous tyre for here, for Shanghai. I don’t know if Bridgestone made the decision or the FIA, but they have to reconsider this type of decision because we look ridiculous on television and we look ridiculous for the spectators, and it is a joke to be in front of TV six seconds slower.

We will need to change the tyres after five or six laps, is our calculation, because this track is harder than Melbourne and there we only did eight or nine laps.

And if they want to be funny and mix the results and have overtaking, they can do a better job – a funny solution, maybe they can put us on the wet tyres or something. Like this it looks more spectacular – the difference in the speed. I don’t know…

I’m very worried about this and I’m very sad about this, because we look strange in front of people. Fernando Alonso.

Of course, if Fernando really wanted to be on wet tyres when the track is dry he may want to try and speed up his speculated move to Ferrari. Although joking aside, Alonso also told reporters in Shanghai that the drivers are not consulted on the choice of compounds taken to the grands prix.

After the Australian Grand Prix, the drivers complained because they felt the incident between Robert Kubica and Sebastian Vettel was down to the difference in speed, which was primarily caused by the tyres. However it would seem their request to be involved in the decision making process is, so far, going unanswered.

Original article by BlogF1.

Shanghai 2009: KERS & Tyre Compound Updates

Nick Heidfeld, BMW’s darling driver from the final season at Williams, has started 150 races, scored 200 points and claimed 1 pole position and 2 fastest laps. In his career to date, Heidfeld has looked mature and calculated on many occasions and often finished races higher up the field than other drivers would have achieved given similar circumstances. Of the races last season that were thought to be dull and uninspiring, Nick often overtook other drivers, even managing two passes in one corner at the Belgian Grand Prix.

On the other side of the garage is a driver who is said to be much faster and often talked up to being a future world champion. Robert Kubica has only raced in 40 grands prix, is yet to score a fastest lap but does have 1 pole position and 1 win to his name. Having scored 120 points, the race-to-points ratio is already looking far more promising than Heidfeld’s. Youth is perhaps Kubica’s biggest let down, and on occasion this shone through last season when comparing the two drivers. Of course, looking at the bigger picture though, youth is very much Robert’s advantage.

In 2008, the BMW team continued their progress with the F1.08 and the campaign started well with a flurry of points and podiums. In Canada, the scene of Kubica’s almighty accident just twelve months previous, the Pole won with his team mate in tow. It was Robert’s and the team’s first victory, and complemented with Heidfeld in second the race couldn’t have gone better. It was to be the only win of the season though as development of the chassis slowed as the season progressed. Heidfeld began to struggle in qualifying and Kubica became ever more outspoken towards the team as his position in the championship started to slip. The season ended with Nick on 60 points and Kubica on 75.

With a shake-up in the rules for 2009, it is anybody’s guess as to where the cars will start the year, but with some solid experience behind them, and already one race victory, BMW must surely be starting to think about mounting a serious challenge on the title. Robert Kubica managed to keep himself in the hunt right up until the penultimate race last year, so it would be obvious to pick the Pole as the majority points scorer for BMW in 2009. However, I don’t believe Heidfeld will let his team mate get away with it again, and providing the car can be built and set-up to his liking, I would expect Quick Nick to shine once again, just as he did in 2007.

So how do you think the battle of the BMW team mates will go in 2009, who do you think will come out on top?

Image © BMW AG.

Original article by BlogF1.

Heidfeld vs. Kubica: Who Will Get The Upper Hand In 2009?

The F1.09 sports the new narrow rear wing mounted higher than previous, and an adjustable front wing that sits lower and is much wider. The bodywork features no winglets or flick-ups, although the yellow warning sticker for the KERS sticks out like a sore thumb.

Last year BMW did well and won their first race, courtesy of Robert Kubica. Nick Heidfeld had a more troubled season but still managed to haul in a bounty of points which ultimately left the team just behind Ferrari and McLaren. Kubica was in the title hunt right up to the final few races and the Hinwil-based team will want to improve on this for 2009.

Last year we saw that working together we can achieve good result. For the first half of the season, we were title contenders. We were leading the drivers’ and Constructors’ Championships at certain points of the season.

Everyone remembers how it finished, and we will try to repeat the first half of the season and finish better than last year. Robert Kubica.

One of the problems the team faced during the last campaign was keeping up with the development. BMW started the season strongly, but gradually slipped off the pace. This caused some heavy criticism from Kubica, who was very outspoken about the direction the team was taking. However, with a ban on in-season testing now in place, the rate of development from the top teams will slow a little, and this could play right into the hands of BMW.

Developing a new Formula One car is always exciting, but this time there was something even more special about it. We really were starting from scratch.

First and foremost, the switch from grooved tyres to slicks means more grip, of course, but it also moves the balance of forces further forward: removing the grooves gives the front tyres proportionally a greater contact area and more grip than the rear tyres.

Because the car differs so significantly from its predecessor, we already started work on the first concept studies in February – two months earlier than normal and before the F1.08 had even started its first race. Willy Rampf.

BMW were also one of the first teams to test a KERS system, and just prior to Christmas, it was said that the squad were at such an advanced stage with the technology, they were even testing out differing strategies with it.

At BMW we have always used the Formula One project as a technology laboratory for series production. With KERS this approach takes on a whole new dimension. Formula One will reposition itself and undergo a change of image, allowing the sport to take significant strides forward in terms of public acceptance. Mario Theissen.

However, at the launch of the F1.09, team boss Mario Theissen did admit that the system may not be ready in time for Australia. And if BMW are now saying they may not have KERS ready in time, where does that leave Ferrari who have been saying the same for a while now!?

Looking back to when we started more than a year ago on KERS, that time was pure research. Then we went through a stage I would call pre-development. Now we are in the development stage.

We are still not ready to race, but if I look at what progress we have made in last 12 months, it’s amazing. We have learned so much.

We are still pushing hard. We are not ready yet. I am sure we will be ready at some point, I don’t know whether we will be ready for Melbourne. Mario Theissen.

And finally, just a quick note to say that Nick Heidfeld has dramatically changed his helmet design. Although Alonso has also altered his, the difference wasn’t enough to warrant a note in yesterday’s post. But as Heidfeld’s is substantially different (green), I added a photo below.

Photos © BMW AG.

Original article by BlogF1.

Launches 2009: BMW Take The Wraps Off The F1.09

Christian Klien, BMW

Robert Kubica, BMW

Robert Kubica & Christian Klien, BMW

Robert Kubica & Christian Klien, BMW

Christian Klien, BMW

Christian Klien, BMW

Christian Klien, BMW

Robert Kubica, BMW

Robert Kubica, BMW

Robert Kubica, BMW

Christian Klien, BMW

Robert Kubica, BMW

Robert Kubica, BMW

Robert Kubica, BMW

Robert Kubica, BMW

Christian Klien, BMW

Christian Klien, BMW

Christian Klien, BMW

Robert Kubica, BMW

Christian Klien, BMW

Original article by BlogF1.

Barcelona Test Day One: BMW’s Day In Images

BMW are improving at a very steady rate and earlier this year, Polish-driver Robert Kubica took his and the team’s maiden victory. However, while Kubica has enjoyed a relatively good year, Heidfeld has endured troubles, mainly centered around qualifying and generating heat in the Bridgestone tyres. During the races though, Heidfeld’s race-craft and experience have shone through on many occasions and the team have done well yet again in retaining their pair of drivers.

Robert Kubica and Nick Heidfeld ave quite different styles when it comes to driving, and this may attribute to the incinsistencies in the results this season. Heidfeld has suffered the brunt of disappointment, but it should be noted that Kubica has also experienced troubles with the F1.08. Despite this though, both are very talented and combining experience with youth is a good way to go, in my opinion.

We see Nick and Robert as a strong driver pairing and Christian as an experienced test driver. We are in no doubt that we will again achieve our ambitious aims with them in the team’s fourth year. Mario Theissen.

The former Sauber and Williams driver was pleased with the announcement, and spoke of achieving everything he and the team set out to do this season. Of course, team mate Kubica has gone one better, but providing the F1.09 is a continuation of the squad’s improvement, then there is little reason why Heidfeld cannot take his maiden victory next year.

I’ve always said that I was happy to stay with BMW Sauber because we’ve managed to achieve what we set out to do at this stage and I really hope that we will be battling it out for the title itself next year.

There have been times this season when neither I nor the team could honestly say that we were satisfied with the way things were going, but we have always pulled together and come through. Nick Heidfeld.

This news almost wraps up the silly-season for this year. Ferrari, McLaren, BMW, Williams, Toyota, Red Bull Racing and Force India are sorted for pilots. The only seats yet to be confirmed are the two at Renault, the two at STR and one at Honda.

Original article by BlogF1.

BMW Retain Nick Heidfeld, Robert Kubica & Christian Klien For 2009

Image Copyright © Motorsport.com/xpb.cc.

Original article by BlogF1.

Caption Contest: #52

Before the race even started though, there were fears that it may not be able to take place at all. Following qualifying it was clear that the track was literally falling apart in places. However, overnight the race organisers added a layer of resin over the damaged parts of the circuit and by-and-large it held together. The hairpin looked shocking on the television cameras, and the railway racing line was still apparent as the track rubbered in, but at least it stayed together for the seventy laps.

The Start

As the drivers took to the grid to start the race, only Lewis Hamilton from the front-runners was starting on the softer compound of tyre, everyone else choosing to start on the harder compound. As the red lights dimmed the gas pedals went down and everybody managed to be polite enough to get through the first cornmer in one piece. The first complex of the lap is notorious for eating front wings and noses, but 2008 saw nothing but good manners.

Nico Rosberg did well off the line and immediately made up places, emphasising how well the Williams has been running around Montreal all weekend. Kazuki Nakajima was also doing well in the second FW30 on track, the Japanese driver quietly getting on with his job and performing moderately well in his first year of Formula One racing. In the similarly powered Toyota team, Jarno Trulli dispensed of his team mate Timo Glock pretty early on, but unfortunately a poor qualifying effort from both drivers meant they were sitting behind a slightly out of position Rubens Barrichello. For once, it was Trulli caught in a Barrichello-train.

The early stages of the race proved to show Nelson Piquet Jr as a competitve young spirit, the Brazilian looking pretty hot as he chased down slower cars in front of him. The Renault-charger actually looked like a proper racing driver for a while, but of course it didn’t last too long. Piquet Jr was spinning around in circles by lap 28.

The Middle

It took sixteen laps before the safety car was ordered out on track to slow the pack up, but the reason for deployment wasn’t anything too severe. In fact, it appeared that Charlie Whiting was in two minds as to what to do when Adrian Sutil parked his Force India on the side of the track, and intially the situation was covered by waved yellow flags. However, a few minutes later and the brakes on Sutil’s strickened car started to burn, forcing a marshal to venture out along the wall to extinguish the burning wheels. The fact that a marshal had to walk some distance along the wall and the car appeared to be a danger, it had to be removed and Whiting threw the safety car.

As the safety car was deployed the pit lane was closed and the pack slowed up. After a short period the pit lane was re-opened and just about everybody came in to change tyres and take on fuel. Lewis Hamilton came into the pits as did Robert Kubica and Kimi Raikkonen. The BMW got away from the garage well and Kimi Raikkonen had to take a very aggressive strategy to ensure he made up a place – the two drivers were fighting for position. Side-by-side the Ferrari and BMW came to the end of the pitlane but were forced to slow right down to an almost standstill; the pit lane exit was closed to allow the passing pack on the race track to clear the exit of the pitlane.

And then Lewis Hamilton came thundering down the pit lane looking to rejoin the race and get on with his afternoon. Seemingly oblivious that the two cars ahead of him had stopped, Hamilton ploughed straight into the back of Kimi Raikkonen, causing his McLaren to jump up into the air onto Kimi’s rear wing. Both races were over and Kubica simply waited for the green light, applied his throttle pedal and drove away in the [net] lead of the race.

Unfortunately for Rosberg, he followed Hamilton down the pitlane and unlike the Briton, Nico would have had his vision of the exit hindered. Thus, the German couldn’t do much but clout the back of the McLaren as they piled up. Rosberg suffered a damaged front wing and was forced to pit after one more lap of the track.

This all brings us to lap twenty, Nick Heidfeld is actually in the lead of the race, although he was yet to stop at the time. Heidfeld’s team mate Kubica was essentially in the lead, although further down the pack struggling with traffic that were on different strategies to himself. Rubens Barrichello was amazingly in second and behind him were the Toyota’s and David Coulthard in the Red Bull.

On the 28th tour, Nelson Piquet dropped his R28 and spun it around coming off the kerbs. From the agle of the video it was hard to tell if his car went wide and onot the notorious marbles or if there was another cause for his moment. Either way the Brazilian did well to keep it out of the barriers, and his reversing move to get his car out of the corner and facing the right way left Felipe Massa looking his mirrors in utter disbelief as he weaved his Ferrari off the kerb having missed the Renault by inches.

Nick Heidfeld went right through to lap 29 of the race (I don’t remember him stopping during the safety car period), highlighting that he qualified in eighth with quite a lot of fuel onboard. The German may seem to be struggling at times, but perhaps he is just running aggressive strategies that haven’t quite worked out as well as they should have? Either way, the BMW driver pitted on twenty-nineth tour and allowed Rubens Barrichello to lead the race. As Heidfeld left the pit lane he snuck out in front of Robert Kubica, and the lighter, faster Kubica needed to get past.

As the pair came down to turn one and the start of the following lap, Robert made his move and Nick allowed him by – it was the only thing to do given the circumstances and for Heidfeld to try and run his own race would potentially have damaged the result for the team. Kubica (essentially) took the lead the race and everything looked very, very rosey for the Swiss-German team.

Of course, the BMWs were down in the pack and weren’t actually in the lead, although when everybody ahead of them pitted, they duly would be. Right behind the second BMW of Heidfeld was the Renault of Fernando Alonso, the Spaniard enjoying a wonderful race from fourth on the grid. On lap thirty he received a message from his engineer that Heidfeld was fuelled to the end and Alonso piled on the pressure, swerving over his gear box looking for a way past.

At the very front David Coulthard was enjoying a moment in the limelight, his Red Bull Racing car leading the race while he waited for the call to stop. His Renault powered car was throwing out a lot of brake dust though, as were both the Renault-powered Renaults. However, Coulthard was keeping his machine on the black stuff and a poor showing on Saturday was actually turning out to be a very good showing on Sunday.

On lap 38, Coulthard pitted and the Toyota’s were now first and second. Of course, it wouldn’t last for long and sure enough, Trulli and Glock peeled off into the pit lane as and when. In the mean time, Nelson Piquet Jr allowed his brake issues to get the better of him, the young driver being seen having his car rolled backwards into the garage with brake dust pouring out of the front. By lap 42 Kubica was back in the actual lead and enjoying his time at the very front of the race.

To highlight the problems of the track surface and the marbles that form just off the racing line, Fernando Alonso went for Nick Heidfeld at the hairpin. However, the Spaniard went too wide and Heidfeld just tucked himself up the inside and re-passed, leaving Alonso once again behind and struggling to get traction out of the corner. His move would be academic though, as Alonso was forced to retire a few laps later having clouted the wall and damaged his R28.

Kazuki Nakajima’s excellent run came to a halt when he hit the back of Honda at the hairpin. With his front wing hanging off the nose of the FW30, the Japanese driver almost made back to his garage. However, entering the pitlane the wing dropped and became lodged under the car, lifting his front wheels up and rendering Nakajima’s car useless. The rookie driver had faced a similar experience in testing prior to the season start in Spain, however, that time he smashed heavily into the barrier. This time around, Kazuki rested his car at the top of the pit lane and stalked away.

The Finale

Lap 48 proved to be the final of the race, Robert Kubica having pitted and left in the lead of the race. Nick Heidfeld couldn’t respond and it was all for Robert to lose. Further down the order Heikki Kovalainen, Rubens Barrichello and Felipe Massa were battling for the lower order points, and going into the hairpin the McLaren driver attempted a pass on the Honda. However, Heikki went too deep and in doing so held up Barrichello which allowed Massa to squeeze past the pair of them. A few laps later and Barrichello was under attack from the Toyotas, the Brazilian eventually having to concede the position as he too ran wide.

A similar scenario confronted Nico Rosberg and Sebastian Vettel, the Williams pilot making a move on Vettel but running wide onto the marbles. This allowed Heikki to drive by and move up the order and Rosberg suffered the most as Vettel regained the position. For the remainder of the race Kovalainen hassled Vettel for the final point, but Vettel held his ground and scored again for Scuderia Toro Rosso.

Three laps from the end and Jarno Trulli was forced to back off to avoid a struggling Timo Glock. In getting out of the throttle Felipe Massa seized the opportunity and passed the Italian, the Ferrari finishing the race in between the two Toyotas. And with just two laps to go Mark Webber was the final driver to have an issue, the Australian spinning his Red Bull around. Webber managed to avoid contact with the barriers and was able to continue.

Robert Kubica took a fine maiden win and BMW rejoiced with Nick Heidfeld completing the perfect result. Coulthard finally scored points and enjoyed the podium celebrations after his difficult start to the season. Toyota scored big with both drivers finishing in the points, but Massa and could only collect the tail of the top eight along with Barrichello and Vettel.

On a day when the number twos should have stepped up and saved the day for their teams, the victory was lost to the well-driven BMWs. A silly error from Hamilton has blown open the championship and Robert Kubica leaves Montreal as the leader of the drivers’ campaign. As Martin Brundle said during the ITV commentary, can he really go on and take the title? I think it is still a little early to tell, but one thing is for certain: BMW deserved their win and if they can keep up with the development, they will be in with a shout towards the end of the campaign.

Undoubtedly I’ve missed some things – there was a lot to take in – so feel free to add in other things in the comments below.
Note: There is a poll embedded within this post, please visit the site to participate in this post's poll.

Original article by BlogF1.

Canada 2008: Kubica Takes Maiden Win As BMW Score Perfect Result

A full report will go up on Monday morning.

Original article by BlogF1.

Canada 2008: Race Result

Both drivers were forced to pause at the end of the pitlane and wait for the green light as the field cleared the pitlane area on the track. Lewis Hamilton then came steaming down the pitlane and simply ploughed into the back of Raikkonen, seemingly unaware that the drivers were waiting. Unfortunately, Nico Rosberg then had little choice but the follow suit and clip the back of the McLaren.

Kubica left the pitlane and his BMW was undamaged, but Kimi Raikkonen retired on the spot as did Lewis Hamilton. Nico Rosberg was able to squeeze by the McLaren and rejoin the track, although the German was forced to pit for a replacement nose and front wing after comleting the lap.

Unquestionably, the incident was Hamilton’s fault and the only consolation for the Briton is that he took out his main championship rival in the process. Raikkonen appeared to take the incident well and walked away from Hamilton as he looked at his car in disbelief at what just happened.

Original article by BlogF1.

Canada 2008: Lewis Hamilton Retires From Race After Rear-Ending Raikkonen

Situated on a man-made island on the Saint Lawrence River in Montreal, Canada, Circuit Gilles Villeneuve has hosted the Canadian Grand Prix since 1978 and has only missed one season in its Formula One career; a sponsorship dispute in 1987 meant the round couldn’t be held. Canada had previously hosted rounds of the championship, starting out in 1967 at Mosport Park in Ontario. The first few years saw the event alternate between Mosport Park and Mont Tremblant, situated in Quebec. But with Mosport Park (which held the most races prior to Circuit Gilles Villeneuve) coming under critcism, Canada went looking for an alternative venue for their race.

In the late seventies, Montreal’s mayor suggested the park on the Ile Notre-Dame island. The purpose-built island was previously host to the 1967 Expo World Fair, and the basin also hosted the rowing events for the 1976 Olympic Games. The park, now renamed in honour of the city’s mayor at the time – Parc Jean-Drapeau – was put forward and the city drew up plans for the circuit.

With previous events being held on the site, and the convenience of the city and all the amenities, Ile Notre-Dame seemed like a great location. And in only a few months, it became the circuit that we know today. Circuit Gilles Villeneuve is considered a road circuit, but unlike Monaco or the upcoming Valencia and Singapore, the public use of the roads was considered secondary to the circuit during construction. Although it may sound odd, the roads were initially built with the track in mind, and when races aren’t being held, the highway is opened up for the public.

This makes Circuit Gilles Villeneuve very interesting. With Monaco, a massive operation is undertaken each year to convert the local roads of the principality to a safe environment for Formula One. The roads are closed and you can’t even imagine to disruption caused to the local residents. And believe me, despite property prices being quite high in Monte Carlo, there are a lot of residents to consider. However, Ile Notre-Dame is somewhat more peaceful, with the park only really being used for exercising French-Canadians, running or skating around the landscaped scenery.

Because the circuit’s roads aren’t used by the public that often, the condition of the tarmac remains in good order, and the setting up of the race is less of an operation as it is in Monaco, and will be in Valencia and Singapore later in the year. The lack of intense public use means the circuit can be maintained and updated easier, however, the track has become increasingly popular in recent years. In 2002, the Champ Car World Series visited the track for the first time, and this allowed fans to get a glimpse of the American cars and compare them directly to the Formula One machines. Although it is perhaps not entirely fair to make a direct and blunt comparison, the last Champ Car race in 2006 had a pole time of 1m20.005s, set by now Scuderia Toro Rosso driver Sebastien Bourdais. In the same year, Fernando Alonso took pole in his RenaultF1 with a time of 1m14.942s. Of course, Formula One fans like quoting those times while Champ Car fans point out the variety of differences and conditions that may have hampered Bourdais on his lap.

Getting back to the circuit’s history though, the first race, held in 1978, was perhaps its most famous. On the grid for the inaugural event was a young Canadian driver making a name for himself in Formula One, and he went by the name of Joseph Gilles Henri Villeneuve. A local boy, Joseph became more commonly known as Gilles, or that crazy driver with equally crazy skills, lined up third, but by lap 50 of the race was in the lead. The young Villeneuve remained in first until the the chequered flag, the event being his maiden victory. To the roar of the crowds, Villeneuve stood proud on the podium to accept his trophy.

To date, Gilles Villeneuve is the only Canadian driver to win his home race, and with a distinct lack of Canadian talent in Formula One and lower formulae at the moment, it will be a while before we can even see a potential home-race winner in Montreal. The circuit’s most notable winner was Michael Schumacher, the German world champion having succeeded in Montreal a total of seven times. Interestingly, two of the sport’s most successful drivers in the late-eighties and early-ninties – Ayrton Senna and Alain Prost – only won three Canadian events between them, Senna getting the upperhand on his French rival.

In 1982, just five weeks after the tragic death of Villeneuve, the circuit was renamed by the city of Montreal from Ile Notre-Dame to Circuit Gilles Villeneuve, and Ferrari, Villeneuve’s team, brought only one car to the race. That car belonged to Didier Pironi; a great rival of Villeneuve right up to his death.

On the grid for the ‘82 race, Peroni stalled his car in pole position, and the drivers behind struggled to swerve around the stationary vehicle. Raul Boesel clipped the stranded Ferrrari and caused a minor impact for himself and two other drivers, but after everyone had thought that all drivers had cleared the immobile car, disaster struck. Riccardo Paletti, who had started from the back of the grid, smashed into the back of Pironi, causing his Osella to strike Geoff Lees’s Theodore.

Paletti was extracted from his battered car after a fire had engulfed the wreckage and had been extinguished by marshals. Paletti was rushed to hospital, but unfortunately the Italian died later that day with his mother by his side. Surprisingly, Riccardo suffered no burns despite the fire, but massive chest injuries and heavy intoxication from the exhausting foam all contributed to the driver’s passing.

Considering the high-speed nature of Circuit Gilles Villeneuve, and the uncompromising barriers that line some parts of the track, it is perhaps surprising that Paletti is, as far as I wish to research, the only fatality at the track. However, the track does occasionally come under fire from Formula One fans and authorities as being dangerous. In 1997, Olivier Panis suffered a very large accident on the back leg of the track, clouting the barriers on either side before coming to a rest at the track’s side. The safety car was deployed and Panis received medical attention at the scene. After a short while the race was stopped and milions around the world looked on in horror as the popular French driver was carted away in a ambulance. Panis suffered two broken legs from his impacts, but impressively only missed seven races before returning to Formula One and driving just as well as hie had before his accident.

Last year, in 2007, Robert Kubica became the second driver in my memory to have a huge accident at the track, the Polish driver clipping the rear of Jarno Trulli’s Toyota as he came down to the hairpin. Kubica’s BMW was catapulted into the air, almost grazed an advertising hoarding before thumping back down onto the grass and spinning violently across the circuit and smashing into the barrier. Like with Panis’s accident, the world held its breath and willed Kubica to get out. Alas, feeling concussed and disorientated, Robert couldn’t remove himself from his car and medical assistance was quick on the scene. A sprained ankle and sore neck was all Kubica suffered though, and after missing just one race the resiliant driver was back at the helm of this BMW.

But not wanting to end this post on a down moment, Canada has seen highs that easily surpass the lows. In 1995, after wowing the Formula One fraternity with his dazzling pace and car control for six-and-a-half years, Jean Alesi took his maiden grand prix victory at Circuit Gilles Villeneuve. The win was justly deserved, but sadly became his only in a long career that surely merited more. The event was so emotional for the French-Sicilian driver he admitted to crying so hard on his slow-down lap that each time he braked into a corner, his tears were lifted from his face and splattered on the inside of his visor. Only Rubens Barrichello I think has cried so much after winning a race.

I have a great fondness for Circuit Gilles Villeneuve, its speed, corners, overtaking possibilities and of course, the passionate Canadian and American fans who line the track each year. The circuit also catches out the very best of drivers, just as Monaco did last week, the Wall Of Champions claiming the pride of many world champions over the years. Fortunately, the track rarely comes under heavy, consistent fire from Bernie Ecclestone, and its future looks rosey on the calendar at the moment. Next weekend will see the thirtieth race at the track, and no doubt the race will continue to be on Formula One’s calendar for much, much longer.

Original article by BlogF1.

Tragedy & Elation: The History Of Circuit Gilles Villeneuve

Lorenzo Bandini was himself a racing driver in the sixties. Born in Libya in 1935, Bandini grew up in Italy and following his father’s death in 1950, Lorenzo left home to become an apprentice mechanic. Working with cars and motorcycles, he soon progressed to racing them, and with the financial help of his employer, Bandini started to become quite accomplished at this.

Racing in a variety of classes, Bandini’s most notable achievements prior to Formula One was his Mille Miglia victory in 1958 and reasonable success in the Formula Junior World Championship. By 1961, Bandini was in F1 and the following year was hired by Ferrari for a full-time drive. The Italian driver may have only won one race in his Formula One career, but his passion for the sport was uniformly admired by all who met him. Bandini’s death, however, was tragic and left a gaping void in the hearts of F1 fans the world over.

Lorenzo had been competing in the 1967 Monaco Grand Prix when he left us, his car having been involved in a fiery accident at the principality’s circuit. Entering the harbour chicane, Bandini’s rear-left wheel clipped a guard rail, causing an uncontrollable skid into a street light which in turn flipped the car over. He slid into straw bales lining the track and it is thought that these ruptured the fuel tank and sparks caused the spilled fuel to ignite.

Marshals pulled Bandini out of his car unconscious, but the Italian suffered third degree burns and ten fractures to his chest. Lorenzo fought for three days, but finally succumbed and died in Monaco on 10th May, 1967. 100,000 people attended his funeral in Reggiolo, Italy on May 13th 1967, and straw bales were soon banned in light of Lorenzo’s accident.

From these tragic circumstances though comes a chance to praise drivers who excel not necessarily at winning races and championships (although it does help), but those who show other qualities that only adds to the charm of Formula One motor racing. The Bandini Trophy is awarded to drivers who show great character, spirit and determination, and the recipient is decided by the residents of Bandini’s hometown, Brisighella, Italy.

Past winners include Felipe Massa, Kimi Raikkonen and Fernando Alonso, and the trophy has been rewarded to drivers since 1992. The only exception to the rule thus far is Luca di Montezemolo, who was awarded the honour in 1997 for his services as President of Ferrari. And to support Kubica’s awarding of the prestigious trophy this year, the BMW team apparently allowed him to drive his F1.08 the 11km from Faenza to Brisighella.

This is a big honour for me, and it comes as a surprise given the rather disappointing season I had in 2007. It’s great that some people seem to believe in me and my abilities. I am particularly pleased that this award also has to do with my ‘performance’ off the race track – and that attitudes and actions that I don’t really stop to think about have earned me an award like this. I’m really looking forward to the drive, too. Robert Kubica.

The Bandini Trophy is important because it highlights other great things to come from motor racing and Formula One. Not everything is about chasing the illusive tenth, marketing yourself correctly or getting your signature on a Ferrari contract. Formula One is much more than that, and hopefully, with the help of Lorenzo’s trophy, it will remain that way.

Image licensed under Creative Commons Attribution ShareAlike 2.0 Germany License.

Original article by BlogF1.

Who Is Lorenzo Bandini & What Is His Trophy?

So does the four-point difference between the drivers mean that Heidfeld may be given the boot at the end of the year? Well, we are just five rounds into the 2008 season, and Heidfeld has shown consistency, intelligence and determination in his career to date. It is also worth mentioning that Heidfeld is the only German driver on the team, the next closest being Austria’s Christian Klien. As BMW are a manufacturer though, perhaps it makes less of a difference to the team where the drivers come from, but it certainly isn’t a bad thing for Nick that he hails from the same country as BMW.

It is also worth mentioning, that if Kubica does indeed go on to beat Heidfeld in the championship this year, that is in no way a bad thing. Okay, it is for Heidfeld, but for the team, does it really matter who is on top? Providing Heidfeld can continue to score podiums and points, and maybe wins in the future, BMW would do very well in keeping him around as well. In fact Heidfeld’s boss, Mario Theissen, went on record today defending the situation his driver is in.

In the races, however, Nick makes us happy with his spectacular overtaking manoeuvres.

Now we are going to analyse the entire package together with Nick to get to the bottom of the [qualifying] problem. Mario Theissen.

I’m not so sure Nick’s passes are “spectacular”, but the German driver does overtake. In fact, Nick made one of the few overtaking moves (if not the only move) in Spain a fortnight ago.

There is a spanner though, and it could very easily become lodged in the workings of the BMW squad. The spanner comes in the form of Fernando Alonso, and he is by no means a spanner, but instead a double world champion who must be seen as a tremendous asset to any team.

Fernando is rumoured to have a ‘get-out’ clause in his current Renault contract, and although he has denied this, I can’t believe he doesn’t. When the Spaniard re-joined Renault at the end of 2007, he was well aware the car wouldn’t be as great as the last one he drove in 2006. Any driver with any sense would have negotiated a ‘get-out’ clause into the contract, performance-related, perhaps.

Also, Alonso is a racing driver in every sense of the word. He wants to be in the best car at the best time to extract the best from everything, himself included. Clearly the R28 is not the best car at the moment, but the world champion had few choices available last year. But for 2009? Don’t tell me Alonso isn’t looking around at what’s available at the moment? He may not move, but you can’t tell me he isn’t looking!

And thus, we come back to BMW. If Mario Theissen saw the opportunity to put Alonso in one of his cars, would he be able to resist the temptation and stick with the ever-faithful Heidfeld and/or the ever-improving Kubica? I’m not so sure. BMW are one of Formula One’s next top teams – the drivers can see that as can the fans. I’m positive if a berth was available last year, Alonso would have been banging on the doors at Hinwil. Alas there wasn’t, but things change.

BMW have said they will make an announcement on their 2009 driver line-up in the Summer, the deadline for Kubica’s extension expiring in September. I wouldn’t be surprised if Alonso and BMW held talks, just as I wouldn’t be surprised if Alonso joined BMW next year.

Original article by BlogF1.

Theissen Defends Heidfeld As Kubica Negotiates Extension

It is nice to give the workforce something back. Nick Heidfeld.

Heidfeld eventually damaged his front wing with his driving antics, but more than 5,000 people attended to watch the F1.08 in action.

We’re well aware that a lot of people in the various departments are keenly following our fortunes and have bets on our results. However, it is not possible to involve the workforce properly at the circuits, so we had to come up with something special instead.

It is wonderful to see the BMW employees getting behind the sport. Support from within the company really helps us and gives us extra incentives. Mario Theissen.

BMW currently lead the constructors title by a point, while Heidfeld sits in second in the driver’s race with team mate Robert Kubica in joint-third (officially fourth when results a back-counted). BMW will be hoping they can continue their pace in to the European season which begins in Barcelona this weekend.

Original article by BlogF1.

Nick Heidfeld Praises Munich Factory Employees

Kubica’s diet isn’t entirely common down the pitlane, and most drivers have a varied diet designed to help in a lot of key areas. While extensive cardiovascular workouts help the drivers develop key muscle groups, their diets have to complement this. It is often said that drivers burn through enough calories that they could just about eat whatever they want and it wouldn’t matter. However, health is important and drivers need to withstand up to two hours of intense pressure for their jobs, so pizza and ice cream feature less on their can eat list. Stamina is almost as important as a strong neck and back.

Each driver has a diet tailored to himself; no two drivers are quite the same and food allergies have to be considered, as well as general likes and dislikes. According to Renault’s Gabriele Polcari, it is important to allow drivers some flexibility in their diets. Forcing people to eat things they simply don’t like doesn’t make for a happy driver. And unhappy drivers tend not to drive well.

Formula One racers need protein, so white meat and eggs are important. Carbohydrates feature predominantly when drivers are training, so pasta and bread are included. Cereals, fruits, vegetables provide essential vitamins and fibres for the drivers, although everything that is on a drivers menu is carefully controlled to avoid over-indulging on one type of food. And despite the photograph of Jarno Trulli enjoying a glass of his own red wine, alcohol is not encouraged, but the occasional glass does little harm to the drivers.

Like many sports-people, Formula One drivers also have to adjust their eating habits. As a regular guy, I would normally have a light breakfast, lunch and dinner, with maybe a snack squeezed in somewhere if I’m feeling peckish. Drivers though tend to eat smaller meals, but more often. This helps digestion and enables the body to better gain all the nutrients from the food.

On a typical day during the season, drivers will arise early and eat cereal for breakfast. They then break at about 10am for a mid-morning snack of fruit and protein. Lunch usually consists of pasta and a little sauce for taste. They then break again mid-afternoon at about 3pm for fruit and dinner in the evening. Opposed to myself, a Formula One drivers’ dinner is actually the lightest meal of the day, typically white meat or fish with vegetables.

Kubica has apparently cut out pasta from his diet but increased his fish intake. While the Polish driver never looked overweight in the slightest, the reason behind his change in diet is to simply make him a little lighter. Unfortunately, while the diet has certainly reduced his weight, it has also reduced his muscle-mass, which will hurt him in the latter parts of the races. If Kubica continues with his new regime, it will be interesting to see how he fares at Interlagos, a circuit notoriously difficult on drivers bodies thanks to its anti-clockwise and undulating nature.

Original article by BlogF1.

What Does A Formula One Driver Eat?

Original article by BlogF1.

Bahrain 2008: Qualifying Result

Today though, Clive is talking about one of his favourite teams, BMW. Take it away my good man…

Apart from the battle between drivers for the WDC, another contest takes place within the teams: each driver’s fight to be better than his team mate. And it seems to me that the most interesting of the forthcoming struggles will be between the two BMW drivers, Nick Heidfeld and Robert Kubica. They form an excellent pairing, so well matched in their differing abilities that they are very hard to separate.

Often referred to as Quick Nick, the German has been in F1 long enough to be considered an old hand and many deem that he has had his chance and never come up to expectations. It is true, too, that he has not displayed that star quality so evident in drivers like Raikkonen and Alonso. General consensus remains that he is competent yet uninspired, quick but without that something extra needed to be a champion.

Yet Nick does have something that is easily overlooked. I was listening to a recent podcast from Formula 1 Blog and the presenters, partially in jest, really nailed that extra quality that Nick possesses; they decided he was the driver they would least like to meet down a dark alley one night, in spite of his mere 5′ 5″ height. Strangely, that says it all about Heidfeld – his quietness gives a hint of the fierce determination that resides within.

With Robert Kubica in the second BMW, Nick needs every ounce of his resolve to stay ahead. The Pole arrived in F1 with a bang, scoring a point on his first outing and grabbing third spot in the Italian GP of 2006. He seemed to be a very bright prospect for BMW in the following season as a result.

After a slow start and a horrendous crash in the Canadian GP, Robert began to pay off on those expectations and, by the end of the year, he was matching Nick for pace. In testing during the winter break, he has been consistently setting the quickest BMW times and it looks once again as though he will carry this over into the coming season.

And I will admit that Robert makes me fear for my prediction of Heidfeld for 2008 champion. But I console myself with this thought: Kubica has always looked very quick in testing. Throughout 2006, he was so often at the top of the time sheets that it made perfect sense for Mario Theissen to give him a few races in Villeneuve’s car. But his race performance is not quite so convincing. It may be that Robert has a lot to learn before he can convert his testing speed into race positions.

It’s a slim hope for me, however. Robert learned a lot in his first season and can only get better. He seems to have come to terms with the problems of the F1.08 faster than his team mate and so may start the early races with a lead on Nick. But I will stick by my original guess and must therefore say that Nick’s experience and determination will see him through another year of scoring more points than Kubica. After that, it’s most likely that the Pole will gain the upper hand.

Whatever happens, this BMW pairing promises to be the fiercest and most interesting of all the team mate battles. Hamilton/Kovalainen could be close, Alonso/Piquet may have potential for fireworks, but the most likely outcome for both pairings is that a number one will swiftly emerge. With Heidfeld/Kubica the struggle will last all year and the final outcome is very difficult to call. They won’t push each other off but, at the same time, you can bet they will not be doing each other any favours!

Clive writes for F1 Insight.

Original article by BlogF1.

F12008: Guest Post On Heidfeld & Kubica

It is, as always, difficult to judge cars during pre-season testing, and while Ferrari have opted for private testing for some of the winter, I think it would be a little foolish to suggest they won’t be joint-favourites for the 2008 titles with McLaren. But that isn’t all that has happened over the winter, as Renault welcome the return of double world champion Fernando Alonso and Red Bull look more reliable and innovative.

This could spell trouble for Mario Thiessen and his team. The squad are still yet to win a race and the gap between them and the teams in front, although small, is very hard to make up. What’s more, during testing this year we have seen the midfield pack very closely bunched together. At times it was a second that separated the top twelve or so drivers. This implies the teams are finding ways to improve in different areas and the field is leveling out a little. This won’t necessarily transfer to the race track, but it should be a cause for concern for BMW. One slip up and they won’t be losing a couple of places, they could find themselves nearer the back and struggling to regain positions.

So how have BMW attempted to, at minimum, retain their third position in the general order?

The Drivers

For a start, the team have wisely opted to keep both drivers onboard. Stability on the driver side of things helps a team immeasurably, providing of course you have decent pair of pilots to begin with. The engineers know how the drivers behave, what they like and where they are weak. The drivers are able to learn what feedback the team needs and relationships generally flourish over time. Michael Schumacher and Ferrari are possibly the finest example of this.

Nick Heidfeld, the seemingly quiet German who, in his own words “likes to party between races” has been given a new lease of life at BMW. His performances show a mature driver who keeps his head down and gets on with the job. He doesn’t have the personality of Montoya at a race meeting, nor does he have the immense speed of Hakkinen, or Raikkonen. But what Heidfeld does have is a level head that makes decisions based on logic. There is no question in my mind that he has helped BMW as much as they have helped him and the combination of the two is a good fit. I’m not so sure Heidfeld has the ability to win the championship, but he can certainly become a multiple race winner and challenge the considered best in the sport on occasion.

Robert Kubica is a good match for Heidfeld. The Pole has talent and has received many complimentary comments from other drivers. At times he seems a little young, making a few moves that a wiser head may not, but this is called competitive spirit and Kubica has it by the bucket-load. Robert has the ability to push his team mate and keep him on his toes, but currently loses out to experience. Last time around, Heidfeld scored 61 points, Kubica brought home 39 points. It was a good result, the pair finished in fifth and sixth in the drivers title, just behind the top four. But even taking the missed race for Kubica into account, the numbers suggest he needs up his pace or make fewer errors.

Watching Robert develop as a Formula One driver is fascinating and will undoubtedly continue to be so. He has courage and ability and there is little doubt in my mind he has what it takes to win in the future. BMW will do well to keep their current line-up for a couple more years at least.

The Car

The F1.08 causes me concern. When it was launched in January it looked great. I believe I even said I actually liked the look of it – something of a rarity for me to say. Initial testing went well and the car looked like a decent development of the F1.07. It wasn’t anything special, but it was certainly solid. However, as testing went on the BMW drivers appeared to fall down the timing sheets. By the time the final test at Barcelona was over, BMW had fallen off the radar and were, on the last day, languishing in fourteenth and seventeenth. Testing should be looked at with an open mind, but a top team shouldn’t really be floundering like that at the final big test prior to a season start.

In late January when the circus rolled into the Valencia paddock, BMW unveiled a striking new feature on their car. They updated the aerodynamics on the nose cone, adding horns that protrude from the side and curve upwards. This striking new addition caused a lot of humour around the paddock and media, but in hindsight I’m wondering if this semi-radical update came at a time when the squad realised that the F1.08 wasn’t all that special. Teams often do this when they know they’re in trouble; they’ll append anything to the car in the hope they might strike it lucky and find something that works. Having said that, the team did play around with ‘nose-towers’ last year so maybe they’re just innovating?

The Prediction

I would dearly love to say a win is on the cards for BMW this year. 2007 saw only Ferrari and McLaren win, and while the competition was good, I did get a little tired of the same old national anthems. Of course, most of us older fans are probably very tired of the German anthem but that’s a whole other story.

I can’t see BMW breaking into the top two and making it three. Woking and Maranello are just too far ahead the moment. I can see either BMW pilot getting a pole though, maybe acquiring a couple of fastest laps and hopefully, providing Fernando Alonso doesn’t add too many of those six-tenths he speaks of, the drivers should spend some more time on the podiums.

Original article by BlogF1.

F12008: BMW

Robert Kubica, piloting the second car for his second full season, is also hopeful of a race win in 2008, mirroring his team mates comments.

Let’s hope as Nick mentioned we have done really big progress compared to 2006/2007 and I believe all people who have worked on this car have given maximum. We have the right people in right place to show to the fans that maybe we can win a race this season.

I know a bit more than everybody who is here about the new car and I believe this car will help me and Nick to maybe win a race. We have to maximize our performance and score as many points as possible, and let’s hope we have much more points as last season. Robert Kubica.

BMW’s technical director Willy Rampf is confident the car can challenge Ferrari and McLaren, but is also remaining cautious about their development over the winter and refused to get involved in any possible hype that may be growing.

We are confident, but it all depends on the competition and we will see in Melbourne how strong the competition is. With the product we see here we are confident.

To achieve the target of having a more stable and forgiving car, one is aero to be very stable and not losing downforce during cornering, and in mechanical side to have good feedback and improve grip levels. The most obvious part that is different is the front wing, it is quite a massive front wing, but with this we achieve that it is less sensitive in cornering to side winds. The turning vanes optimized to have higher downforce levels, so aero efficiency is one of the main issues.

The biggest changes are on the electronic side, the ban of TC and engine braking, so overall we expect the cars will be more nervous and drivers easier to make mistakes and one of the keys was to make a car more stable and more forgiving and one that gives good feedback to the driver. Willy Rampf.

And aside from launching a new car, BMW also spoke of the recent suggestion from Honda regarding budget capping in Formula One. It seems as though the Swiss-German team are in favour of the idea, brought back to the table by Ross Brawn earlier in the month.

Cost reduction certainly is desirable, we support that and have always supported that, and the idea of a budget cap I think it looks at a first glance quite attractive.

We should at least spend some time on evaluating how it could work – what would be the cap, what would be included and how to police it. I would certainly prefer a budget cap over a limitation in specific areas. Mario Thiessen.

And continuing his thoughtful and insightful prose on the current state of the regulations, Mario spoke words that echo just about every fan of the sport; he disagrees with the limiting of wind tunnel usage, citing policing as a very good reason.

Firstly it [wind tunnel capping] would not be fair because all the different teams come from different baselines. Secondly it’s almost impossible to police and thirdly I think the challenge is to spend our resource where you get the most performance. Mario Thiessen.

I think I have a new candidate for the successor of Max Mosley, as Mario has just climbed another couple of rungs on my respect ladder.

Photographs Of The F1.08

Original article by BlogF1.

BMW F108: More Information & Photos

We have come quite a long way in the two and a half years since the new team was created. We’ve had two strong seasons. We’ve put a lot of effort into the new car and the F1.08 includes everything we’ve learned in the first two years. Certainly we are very confident to turn the battle in front of us into a battle of more than two teams this year.

If you look back to what we achieved last year we can claim to have been the third strongest force on the grid while we were ramping up the team. So we are at full strength now and we are really looking forward to the new season. Mario Theissen.

The Hinwil factory, where BMW are sited following the aquisition of Sauber in 2005, now holds 430 employees, while the factory in Munich has a staff count of 300. According to Thiessen, this is mid-field size, but BMW have big ambitions, extensive resources and are looking to make a leap forward this season.

I am very, very excited because I know the people in the factory are quite happy with the progress. And honestly it is the most beautiful car I have ever seen. I know that doesn’t mean anything in terms of speed, but just because of that I’m looking forward to the next couple of days and weeks even more.

In theory we should be able to close the gap further to the cars ahead of us and the clear goal for us this year is to win a race. Nick Heidfeld.

Photographs Of The F1.08

Original article by BlogF1.

BMW F108: Launch & Photos

Michael Schumacher participated in the test today continuing his work on the handling of the car without electronic driver aids. Michael could only set the eighth fastest time and restricted his running to just 67 laps. Honda were again only present with one car, controlled by Rubens Barrichello and ending up just behind former team mate Schumacher Snr in the tables. Super Aguri fielded two cars with Luca Filippi getting the better of full-time driver Takuma Sato. STR pilots Sebastian Vettel and Sebastien Bourdais lapped Jerez at mid-field pace, but did remain ahead of Jarno Trulli’s Toyota, David Coulthard’s Red Bull and Kazuki Nakajima’s Williams.

And finally, Force India once again sent two drivers out in their quest to find a good line up for next season. Today was the chance for third-highest paid driver Ralf Schumacher to show his stuff, and STR refugee Vitantonio Liuzzi drove the second ‘India. Following yesterdays awesome display where fellow ‘India hopeful Fisichella got himself into 9th place, hopes were understandably high for today. However, the cars hogged the bottom row of the tables, Liuzzi managing to get within 0.2s of Sato’s Aguri. Ralf Schumacher didn’t really himself any favours, following Fisichella’s performance yesterday. Schumacher Jr went last, almost 0.7s adrift of Liuzzi. Let’s just say, if I were Vijay Mallya, I know who I’d be hiring.

1.	Robert Kubica	BMW	1m19.157s	Slicks
2.	Lewis Hamilton	McLaren	1m19.331s	Grooved
3.	Felipe Massa	Ferrari	1m19.333s	Grooved
4.	Mark Webber	Red Bull Racing	1m19.605s	Slicks
5.	Timo Glock	Toyota	1m19.687s	Slicks
6.	Pedro De La Rosa	McLaren	1m19.787s	Slicks
7.	Nelson Piquet Jr	Renault	1m19.834s	Slicks
8.	Michael Schumacher	Ferrari	1m19.885s	Slicks
9.	Rubens Barrichello	Honda	1m19.905s	Grooved
10.	Nick Heidfeld	BMW	1m20.125s	Grooved
11.	Nico Rosberg	Williams	1m20.301s	Grooved
12.	Sebastian Vettel	Scuderia Toro Rosso	1m20.339s	Grooved
13.	Sebastien Bourdais	Scuderia Toro Rosso	1m20.507s	Grooved
14.	Jarno Trulli	Toyota	1m20.775s	Grooved
15.	Kazuki Nakajima	Williams	1m20.802s	Grooved
16.	Luca Filippi	Super Aguri	1m20.915s	Grooved
17.	David Coulthard	Red Bull Racing	1m21.055s	Grooved
18.	Takuma Sato	Super Aguri	1m21.093s	Slicks
19.	Vitantonio Liuzzi	Force India	1m21.194s	Grooved
20.	Ralf Schumacher	Force India	1m22.853s	Grooved

Original article by BlogF1.

Jerez Test Day Three: Kubica Sends BMW To The Top

Kubica has stated that he feels fit and really wants to get back to normal and just drive, but fearing another accident could lead to further concussion, the FIA have decided to play it safe and give Robert a weekend off. In all honesty, who can blame them!? Although Robert is probably gutted at the moment (he has apparently flown home), particularly as BMW are doing so very well in the the championships, driver’s health and safety must always be paramount, and given the fact that it was such a violent impact with the armco in Montreal, I feel the doctors should be respected for making a tough, but correct decision.

Original article by BlogF1.

Sebastian Vettel To Replace Kubica At Indy

Kubica suffered concussion as well, but doctors say that he may be released later today. BMW have said that they will not make a decision regarding the US Grand Prix next weekend until Thursday. Obviously, they would like to run Robert in the second car, and undoubtedly, Robert would also like to drive. But concussion can be serious, particularly if the Pole suffers another shunt at Indianapolis. The German team could run either Timo Glock or Sebastian Vettel in replacement for Kubica, but the team will wait until the last moment to decide in case Robert is given the all clear to race.

Original article by BlogF1.

Robert Kubica Crashes At 180mph And Suffers Sprained Ankle

Marshals were on the scene very quickly and the safety car was immediately deployed to assist the marshals venturing onto the circuit to clear up the debris. Medics soon followed and Kubica was carefully extracted from the car and taken to the medical centre, located near to the crash site.

Although the initial reports were very good, it later emerged that Robert has sustained a broken leg, although that is the worst of his injuries. He will almost certainly have to sit out the US, French and British Grands Prix. While nothing has been said yet, Sebastian Vettel must be leading the way to take over temporarily, having impressed team bosses up and down the paddock with his Friday testing roles. I’m sure BMW will make an announcement soon.

Praise must be given to Formula One’s cars, as that level of impact would have almost certainly killed a driver not so many years ago.

Update: It now appears that reports stating Robert has a broken leg may not be correct. Nobody has confirmed this injury and the team are expecting Robert to be released from hospital today (Monday). He may have actually got away with no physical injury whatsoever. If that is the case, then Kubica is one lucky boy. More news will be reported later today when more information is known.

Original article by BlogF1.

Robert Kubica Suffers Broken Leg After Huge Accident

Nick entered the world of Formula One in 2000 with the Prost team. Partnered with Jean Alesi, reliability issues plagued both drivers all year and Heidfeld looked elsewhere for a drive in 2001. He found his way in to a Sauber with a three-year contract with the Swiss team, but after the retirement of double World Champion Mika Hakkinen, Nick thought he would be able to move in at Woking and take over the Finns position at McLaren. It wasn’t to be though, and Ron Dennis signed Heidfeld’s 2001 team mate instead, Kimi Raikkonen. Feeling upstaged by the young charger, Nick continued to battle on with the midfield team. He did manage a podium in Brazil and few points that saw him finish in eighth place in the 2001 title standings. However, the struggle at Sauber grew and the performance of the car slipped over the time Heidfeld was driving. By 2003, Nick was placed 14th in the standings with only half as many points he had garnered in 2001.

A change was needed, and reaching the end of his tenure at Sauber, Nick once again looked elsewhere for a drive. However, with his beaten reputation, few teams considered him. Jordan bit though, and Heidfeld signed a one year deal with the British team. In all honesty, Nick would have probably been better off taking a year out of F1. The EJ13 was a terrible car, and Nick could only muster 3 points from 18 races. Placed 18th in the title race, Heidfeld must have feared for his future, but a lifeline was handed in the form of a drive for Williams. Partnered with Mark Webber, Nick was rewarded for his efforts in the failing Jordan with a chance to reignite his career in one of Formula One’s most respected teams. Powered with the mighty BMW engine, things were finally beginning to look good for Nick.

In the first seven rounds of the 2005 championship, Heidfeld managed three podiums, compared to Webber’s one, Nick was looking like a hungry rookie all over again. At his home Grand Prix at the Nurburgring, Heidfeld took pole much to the surprise and elation of his fans, and he bagged a second place at Monaco, his best finish to date.

However, despite being in one F1’s top teams, the FW25 wasn’t as good as it should have been, and the results everyone expected didn’t materialise. Furthermore, it became apparent that the relationship between Williams and BMW was souring. And then an accident in testing forced Heidfeld to sit out two races. The bad luck continued when Nick was out training in preparation for his return. While out cycling he was hit by a car and Nick was forced to miss the final races of the year. Once again, bad luck struck the German. But once again, a life line was given to Nick, and to date, it is the last one.

BMW split with Williams at the end of 2005. With no obvious answer to their engine crisis, Nick left the team and joined BMW in their own venture. It would see a return to Sauber for Heidfeld as BMW had bought the outfit, and Nick returned to Hinwil to drive for the team.

A podium in Hungary, the beating of 1997 World Champion Jacques Villeneuve, 23 points and a thoroughly impressive season later, Nick is looking good for 2007.

With young Polish driver Robert Kubica keeping the pressure on Heidfeld, 2007 is starting to like a great year for the German marque. The team did exceptionally well in 2006, considering it was their first year as the new team. Nick drove some excellent races and generally kept it all together, not blinking when Villeneuve left in a huff, and not looking too concerned when new boy Kubica gained points on his first outing (although later disqualified for a technical infringement on the teams behalf).

Nick looks like a mature driver who would rather keep his head down and race rather than mouth off to whoever will listen. In fact, he is in stark contrast to his previous team mate Villeneuve, who would regularly voice his opinion to the media, be it good or bad.

I often hear that F1 needs these flamboyant drivers to keep it interesting, but I disagree. I’ve never had any fondness for Eddie Irvine, a driver who lives the playboy lifestyle, criticises fellow racers in his tabloid column and didn’t necessarily have the pace to win when it mattered. The same applies to Villeneuve loosely, and while there is a place in Formula One for these personalities, I fear that too many will cause the sport to resemble a zoo more than a well-oiled racing operation. Equally so, too many quiet-types will lead to thrill-seeking viewers turning over and watching NASCAR or the Red Bull Soap Box race.

But to those who choose to whine about drivers being dull and boring, while you may have a point, I expect Heidfeld to do rather well this year. The BMW is looking like an improvement over last year, and they have kept pace with developments and the other teams. They won’t be shooting for the title, but BMWs plan of aiming for 2008 looks to be on target, and all things going well, Heidfeld should be good for some race wins in a couple of years.

Well, that is what I think of Heidfeld and the general perception of quiet drivers. But what do you think? Is Heidfeld a potential race winner, or should he just sell insurance for a living? Do you prefer the loud-mouthed drivers like Villeneuve and Montoya, or do you watch F1 just for racing? Have your say in the comments below…

Original article by BlogF1.

Nick Heidfeld: A Certain Amount Of Respect