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2005 Belgian Grand Prix
- Thread starter Flibster
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Jean Alesi, F1 boss
Former grand prix driver Jean Alesi would become F1 principal if McLaren got a 'b-team' up and racing.
German sources claim that the current DTM pilot, who drove for twelves years in formula one for names including Ferrari and Benetton, was instrumental in finding the supposed backer of the project, Japanese company Direxiv. France's 41-year-old Alesi, committed to the German touring car category for 2006, allegedly has excellent Japanese contacts, and is of course married to a Japanese wife.
It is further claimed that Alesi is keen to promote GP2 driver Olivier Pla, although McLaren proteges Gary Paffett and Lewis Hamilton would also be prime candidates for seats.
There is, however, a serious spanner in the works of any plans to support a 'b' team by supplying them with year-old formula one cars and engines.
McLaren's 'F1 CEO' Martin Whitmarsh admits that 'the majority' of teams 'do not agree' with proposed rule changes that would allow just that.
http://www.itv-f1.com/News_Article.aspx?PO_ID=34066&PO=34066 said:ROSBERG LINKED TO SUZUKA DEBUT WITH WILLIAMS
WilliamsF1 test driver Nico Rosberg could be on the verge of making his Formula 1 debut with the team according to speculation in the Finnish and Italian press.
The GP2 race-winner, who is the son of 1982 Formula 1 world champion Keke, has been linked to the second Williams seat for the final two races of the season at Suzuka and Shanghai.
Nick Heidfeld missed the last two races at Monza and Spa after complaining of headaches following a testing crash.
Now the German has ruled himself out of the Brazilian Grand Prix after sustaining a shoulder injury in a cycling accident – and it remains unclear whether he will return to the seat this season.
Williams's option on Heidfeld is also expected to run out after Wednesday, whereupon the team must make a decision on whether to keep the German on its books next year.
Heidfeld is thought to have signed for the new BMW team for 2007-08.
Brazilian driver Antonio Pizzonia, who has stood in for Heidfeld for the last two races, is favourite to keep the drive for Interlagos at least.
But after that speculation suggests that Rosberg, whose testing performances with Williams are known to have impressed the team greatly, could be given a chance to prove his worth in Japan and China prior to stepping up to the race team in 2006 should it fail to secure Jenson Button.
A Williams spokesman refused to comment on the rumours and indicated that a replacement for the injured Heidfeld had not been decided upon.
"Nick's condition is not entirely clear," he said.
"I think it's premature to speculate on this because we haven't even selected a driver for the Brazilian Grand Prix yet."
http://www.itv-f1.com/News_Article.aspx?PO_ID=34069&PO=34069 said:BRAWN ADMITS TO F2005 FAILINGS
Ferrari technical director Ross Brawn has admitted that the team’s slump in form this season is partly due to deficiencies with its F2005 chassis and not simply to inferior Bridgestone tyres.
In explaining the car’s mysterious lack of performance most fingers have pointed at Bridgestone, which been unable to match rival manufacturer Michelin under the new ‘long life’ tyre rules.
But Brawn acknowledges that Ferrari was slow to adapt to the 2005 aerodynamic regulations, which originally slashed downforce by around 25 percent.
While rival teams have clawed back most, if not all, of that lost downforce, Ferrari is still considerably shy of the aero levels of its 2004 chassis.
“Compared to what we had last year, the aerodynamic performance of this year’s car is not what we expected,” Brawn told Autosport magazine.
“We haven’t yet exceeded the performance of last year’s car, but from what we understand, other teams may be at last year’s levels.
“The changes this year were so massive that it was difficult to regain what we lost.”
Thank you for telling us what we already knew...
Minardi was ~4 seconds a lap behind Ferrari last year
However this year they've been ~2 seconds behind Ferrari.
So - Minardi have either made up 2 seconds a lap..unlikely... 1 second at most tbh...
So - the Ferrari is ~1 second slower than the equivent pace last year.
IRVINE TO GO IT ALONE WITH NEW TEAM?
Former Ferrari star Eddie Irvine is considering setting up a brand new Formula 1 team after a failed bid to buy Minardi, according to this week’s Autosport magazine.
Irvine was reportedly targeting a £20 million purchase of the small Faenza-based squad but Red Bull outflanked him by paying a deposit which blocked rival bids until last weekend, whereupon it sealed the deal with Minardi boss Paul Stoddart.
After keeping a low profile in F1 circles for two years, Irvine has been a fixture in the grand prix paddocks this season and has made no secret of his desire to return to the sport in a team ownership or management role.
Earlier this year he held talks with Midland boss Alex Shnaider about purchasing the Jordan team but the two sides were unable to agree terms.
It is understood that Irvine’s backer, Russian entrepreneur Rustam Tariko, balked at the reputed £40 million asking price and regarded Minardi as a better bet.
However with that option no longer available Irvine and Tariko are believed to be exploring alternatives.
One is that instead of building a new team from scratch they could tap into the expertise and manpower of a chassis manufacturer like Dallara or Lola to provide the nucleus of a small outfit, thus avoiding the exorbitant start-up costs involved.
A further option is to buy a stake in Jordan in return for major exposure for Tariko’s Moscow-based banking and vodka conglomerate Russian Standart.
Full transcript of Edouard Michelin's press conference at Spa
Edouard Michelin: Good evening to all of you and thank you for coming in such large numbers to our press conference. I would like first to say that we at Michelin are certainly enjoying a formidable racing season in 2005, both in World Rally Championship, in Grand Prix Motorcycle and also, obviously, in Formula One. Now Pierre Dupasquier regularly reminds me that the race is not finished until the flag has been shown, and there are four more races to go before the season is concluded including the Spa race.
But I thought that, before Formula One leaves Europe at the end of the season, it would be good to come and discuss with you some of the issues for which Michelin is looking for answers and on which our future involvement in Formula One hinges.
Firstly, let me remind you that we have been involved in racing for 117 years and it's probably very hard to count how many championships we have participated in and how many titles we have earned. But you know that for more than a century, the spirit of racing has been very strong for us, which goes with a strong sense of ethics, quality and commitment. And when I look at today's situation, when I see that fundamental changes, which is a total sea change, like the proposal made by the FIA of controlled monopoly tyres for 2008, with a specific single supplier, I wonder from time to time, if these values of competition are still shared.
As you know, related with this fundamental issue for a tyre company of a single tyre manufacturer and a control tyre, we have clearly stated repeatedly that we are opposed to this project and I'm sure you have all had the opportunity to talk about it with Pierre Dupasquier.
The main argument which is presented in favour of controlled tyres is that competing tyre manufacturers increase the number of tests and therefore Formula One costs.
But, we have solutions to reduce costs without limiting competition between tyre makers. Some of it has been implemented last year; there is much more to do and we have done it in other disciplines like World Rally Championship in consultation with our competitor Pirelli, but with the strong support of the governing body of World Rally Championship. And I've asked the Michelin team to consult with Bridgestone to draw up new rules and proposals to continue to achieve significant savings.
Among the possible measures are clearly reducing the number of tyres per race. There is also reducing the distance covered in official and private testing and there are probably savings of more than $100m throughout all the teams by controlling and reducing the amount of official and private testing. Clearly, therefore, the economic argument for wanting to eliminate competition and choice between and for tyre manufacturers simply does not make sense.
This is our analysis, so maybe there are other reasons behind the FIA proposals for a monopoly tyre. We would like those behind these ideas within the FIA to be transparent about their intentions and this is not the case today.
Now, when I see a Formula One team, apparently losing repeatedly because of its tyres, strongly advocating for the advance of the control tyre for everybody, in sync, by the way, with the FIA policy, I would strongly suggest as a matter of consistency to this team, that if ever there was difficulties with engine performance, to also request that the same engine would be imposed for everybody. This is simply a matter of consistency.
Now, in the even that controlled tyres are adopted, we assume this would involve a tender offer, a call for tenders. What would the selection criteria be? Does the FIA undertake to disclose the selection criteria and reasons for its choice. This question is, for me, as we are making tyres, seems to me very crucial, and we at Michelin are seeking more transparency on these rules and the way in which they are applied.
As an example, the conditions in which the WTCC contract for tyres for 2006, for which Michelin had bid, was granted to Yokohama remains a mystery to us. This was done a few days after the Indianapolis Formula One Grand Prix, by the way. What were the criteria that brought about the FIA final decision? Were the technical features of the tyres taken into account? Was it the financial terms of supply? Was it the advertising spot? Were there any other reasons?
What I have heard recently is that the first test of tyres at the WTCC seems to be fairly challenging, and I encourage you to get some more feedback about that.
Now, at the end of the day, there is one clear principle which is very dear to Michelin and which underpins the technical arguments concerning multiple tyre suppliers, F1 competition and this is very much in our genes at Michelin, is a fantastic technological showcase must remain so. Let us not reduce Formula One into a mere promotional exercise and I'm sure the GP2 race this afternoon was interesting but I'm afraid this is simply not Formula One.
Formula One is about, and must remain, intense competition and technological challenge, a melting pot where engineers, aerodynamic experts, engine designers and, in our opinion, tyre makers test, develop, innovate and do so for the benefit of the automotive world as a whole and for the future benefits of consumers.
Regarding tyres, we want healthy competition with one or even several tyre companies. Are full aim is to make sure that teams, whose cars are fitted with Michelin tyres, our partners teams, have an edge on their competitors because they have chosen Michelin. This is our pride, this is our commitment.
Now, I am therefore very interested in the hearing the arguments given by the FIA to explain the reasons for their proposal or eventually their decision, and I encourage, very much, the Formula One teams and our partner teams in particular to voice their opinion and contribute to clarify the landscape. Should control tyres be adopted for 2008, Michelin would seriously consider withdrawing from Formula One competition, not because we are worried about the outcome of the call for tenders, provided, of course, that the decision-making process is sound and based on the technical feature of tyres, but mainly because such a situation would simply negate the spirit of racing.
So we could withdraw from Formula One in 2008 if a single tyre is adopted, but what about before that, I mean in 2007? We will consider the situation very carefully and obviously we would discuss the situation with our partner teams while fulfilling our contractual obligations to them and in keeping with current Formula One rules.
This is my foremost point, it's an important message I'm delivering to you about the evolution of the landscape in Formula One, and our pledge to keep the true spirit of racing.
Now, let me turn, if I may, to the 2006 season. We have stated, about three or four months ago, that our desire was to see a better balance of teams between Michelin and our competitor, because we feel it is part of the stimulus and the efficiency of competition and therefore choices also, and this is actually what is going to happen. From what I hear from the paddock, and from what you the press tell me, it seems that Bridgestone agrees with our view of a better balance of the number of teams, and I thank them very much for that. And it seems that they have been very busy talking to many of our current partner teams in the recent period, and so in 2006, Michelin will partner with five teams, five-five: McLaren-Mercedes, Renault, BMW-Sauber, BAR-Honda and Red Bull. Therefore it means we will no longer supply the Toyota or Williams teams.
As for Toyota, this has been a discussion and a decision shared at the highest level between the Michelin Group and the Toyota Company, and as you probably know, Toyota expressed, when they decided to enter Formula One six years ago, the desire to have Michelin as their first partner and so we are proud and thankful for having raced with them for a certain number of years. We enjoy excellent business and technical relationship with Toyota and we full understand, I must say, the reasons that they have to switch their tyre partner. We regret losing them but we totally respect the orientation that they have taken.
Now, concerning Williams and concerning Sir Frank, I must say that Frank is an old and strong friend of Michelin and we share a lot about the spirit of racing and the values of competition. We have welcomed him personally many times in Clermont Ferrand, our world headquarters where he has talked with our people and encouraging us, and he's going to come again. Just like us, he loves technology and progress. We've learned a lot from Williams engineers and we are grateful for this. In the current climate, the Williams team has had many choices to make and we can fully understand the Williams and we wish Sir Frank great success for his team in 2006.
Now, ladies and gentlemen, as I indicated in my introduction, to make the decision that will commit Michelin in the long term, we need the FIA to clarify and explain its policies so that we are able to understand the reasons for its moves. We seek ample clarification on the reasons for its choice and as you understand, today we have limited trust in the transparency and governance process of the FIA ruling body.
Moreover, we need regulation to be maintained over a reasonable period of time, so that the effort, investment, commitment and other partners can be amortised over time, and I have to admit to you that sometimes I wonder is there really anything wrong in winning through fair means?
Now, as I told you, 2005 is a formidable year. For the last century, Michelin has been giving its best for the development and the support for automobiles around the world and racing. For the last five years, we have done our very best with honesty and dedication to contribute for the public and for our teams to the success of Formula One. We would like the road ahead to be clear to be able to continue to commit all our energy in Formula One over the long term. This is what we expect, thank you for your attention.
On Tuesday and Wednesday at Silverstone, the 2006 season Mercedes-Benz Formula One engine was tested on the race track for the first time. According to the rules, it is a V8 engine with a capacity of 2.4 litres. Until the end of the 2005 season teams are using three-litre V10 engines. The current rules have been in force since the beginning of 1995.
Pedro de la Rosa was at the wheel of the interim Team McLaren Mercedes MP4-20B, a modified version of the 2005 race car, which has been adjusted to fit the new engine. Pedro completed 38 laps on Tuesday and 40 laps on Wednesday and achieved a best time of 1:22.974. Fernando Alonso in a Renault with V10 engine posted the fastest lap of the test with a 1:17.018.
The Mercedes-Benz V8 engine's debut came almost exactly three months after the first dyno run. Since that day the engine has completed a couple of thousand test kilometres on the dyno. The new V8 engine generation will have about 200 BHP less than the current V10 engines.
The new V8 Formula One engine FO 108S has been designed and built from scratch. The new engine rules place tighter restrictions on the manufacturers than before. Mandatory are: the V-angle of the cylinders (90 degrees) and the use of a maximum of two inlet and exhaust valves each (until now the rules have stated only the number of cylinders and a limit of five valves); an engine minimum weight of 95 kilograms; a maximum cylinder bore of 98 millimetres; the position of the engine's centre of gravity. Alloys for the manufacturing of engine components are also defined exactly. The biggest challenge for the engineers was and still is the vibrations which are completely different from the V10.
Work on the new engine began in the autumn of 2004 when a team of engineers drew up the first concepts. The design process lasted from Christmas to spring, a period during which the engineers also built one-cylinder models to test pistons, connecting rods and valve drives.
The V8 engine will also significantly influence the design of the Team McLaren Mercedes MP4-21 for the 2006 season. The V8 is smaller than the V10 and the new engine also needs less air than before. Therefore there will accordingly be significant modifications to the aerodynamics for next year's car. In addition ExxonMobil has developed a new fuel and lubricant.
Pedro de la Rosa: "The last two days of testing have gone well and we are on schedule with the development programme. There is obviously a big difference in power between the Mercedes-Benz V10 and the V8, and therefore I had to adjust my driving style. In between runs over the last couple of days, the engineers have been analysing the data and making changes to the car. It is positive that we were testing with the new engine without problems and long delays. During this test we have also been looking at the difference in vibration between the Mercedes-Benz V10 and V8 engines; however we didn't find anything we had not expected."
Norbert Haug, Vice President Mercedes-Benz Motorsport: "We had an uneventful track debut with our new V8 engine. With Pedro de la Rosa at the wheel we gained first basic experiences with the new engine on a race circuit and we completed our programme as planned. The data we collected during over 400 test kilometres will be analysed at Mercedes-Benz in Brixworth and will help us to develop the engine further as planned. The première was OK and everything goes exactly according to the plan we have set for ourselves."
Hmmm...What doeds EJ know about it though.
Cosworth have always been a good manafacturer - plus over the years their V8's have won more championships than anyone elses.
This year the engine has been very strong.
All they need to do is get their V8 in the car and test it in a live enviroment. I reckon there could be a few surprised people out there.
Anyway...Heidfeld to BMW...Starting in 2006...
Cosworth have always been a good manafacturer - plus over the years their V8's have won more championships than anyone elses.
This year the engine has been very strong.
All they need to do is get their V8 in the car and test it in a live enviroment. I reckon there could be a few surprised people out there.
Anyway...Heidfeld to BMW...Starting in 2006...
Heidfeld joins BMW for 2006
BMW and Nick Heidfeld will embark on a joint future in the FIA Formula 1 World Championship in 2006. The Munich automobile manufacturer has concluded a three-year contract with the racing driver from Mönchengladbach. This fills the first cockpit in the new team run by BMW.
BMW Motorsport Director Mario Theissen comments: "For us, a new era in Formula 1 will begin on 1 January 2006 when BMW takes over the team operated by Peter Sauber. We are very pleased that Nick will be with us in what will undoubtedly be a difficult initial phase. He is not simply a fast and courageous driver, he is also an analytical and meticulous worker. Nick already knows the two sites in Munich and Hinwil, and is familiar with everybody involved."
Heidfeld, who is currently recovering from a cycling accident in his adopted home of Switzerland, said: "I'm really looking forward to the future. As far as I'm concerned, this represents the fulfilment of a big dream. I have a great deal of respect for the work carried out in Hinwil from 2001 to 2003. And for nearly a year now, I've experienced at first hand the commitment and resources BMW puts into its Formula 1 project. Naturally, I'm not expecting a miracle during the first season after a new start in 2006. But I'm confident that the new team will be successful over the long term." Heidfeld has been lining up on the grid for the BMW WilliamsF1 Team since 2005. He achieved his first F1 pole position in May at the Nürburgring and took second place in two races (Monaco and Nürburgring).
On 22 June 2005, BMW announced it would be running its own Formula 1 team from 2006 after acquiring a majority holding in the Swiss team Sauber. BMW has been racing in Formula 1 as partner of WilliamsF1 since the 2000 season. The team has now competed in 101 grands prix, achieved 10 victories and 17 pole positions. Second place in the Constructors' Championship for 2002 and 2003 provided the best season's result.
BMW will not only retain the Hinwil site, it will expand the workforce from a current headcount of nearly 300 to some 400 employees. Around 300 people are working on the Formula 1 project at BMW Motorsport in Munich. Theissen explains: "Overall, we will have a team numbering around 700. Expansion of the aerodynamic department in Hinwil has top priority. At present, it isn't possible to fully exploit the opportunities offered by the first-class wind tunnel, because there are not the personnel to operate several shifts. We are gradually working towards using the facility round the clock"
Rossi slams Ross Brawn
MotoGP champion Valentino Rossi has slammed as 'bull****' Ross Brawn's claim that he'll test for Ferrari once a month in 2006.
The exciting Italian rider, who will probably wrap up the 2005 crown in Japan this weekend, said at Motegi that reports of an imminent switch to Formula One are wide of the mark.
'For me it's very funny,' Rossi said of the Ferrari technical director's once-a-month statement. 'For me, it's a lot of bull****. For sure, I don't have time to do a lot of tests in the (Ferrari).'
The 26-year-old, though, has already found time for three days at Fiorano, and it is speculated that Felipe Massa's one-year deal is timed to coincide with the end of Rossi's 2006 Yamaha ride.
Valentino says he hasn't decided what the future might hold.
'I don't know if I go to the car,' he continued. 'Maybe yes, but maybe no. Speaking about (F1) tests for me is like speaking in ten years. I don't know what I do next week.'
He insists that if he makes the four-wheeled switch, it'll be a clean break. 'But if I am (in MotoGP), I'm here to win,' Rossi added.
'Maybe Ferrari need to speak with me because I know I haven't made any decision yet.
'Maybe I never race in Formula One.'
Someone's not happy about having it announced then...
Simon/~Flibster
The dilemma of Eddie Irvine and others
Until last weekend Eddie Irvine was busy working away to buy the Minardi team. And then Red Bull came steaming in at the last minute and dropped $35m in cash on the table and told Paul Stoddart to sell. Stoddart, seeing the signals, realised that his time had come and that if he did not sell, Red Bull would set up a second team and he would find himself running the 11th most successful team in a world where only the top 10 are paid to take part. Red Bull had the financial muscle to convince Stoddart that his game was up. The problem for Irvine is that if really wants to be a Formula 1 team owner he now has no choice other than buying Jordan, the last real straggler in the sport.
The option of starting a new team is a nice idea but it costs a great deal of money and a look through the books of Toyota or BAR in recent years will tell you that you have to have at least $500m which you are willing to spend to get to a competitive level, while buying a team will give you a start in the business and, perhaps more importantly, access to the TV money which until now has helped the keep the small teams alive.
In the current political climate, investing in a new team does not make any sense at all because no-one knows which way the World Championship is heading. There are, so the FIA says, a group of new teams waiting to come rushing into a new cut-price World Championship in 2008. That is fine but a new F1 with only Ferrari and a bunch of neophytes will lack the heritage that surrounds the sport. The racing will lack credibility particularly if the rules are restricted in the name of cost-cutting.
The problem for the FIA is that the manufacturers might stick together and call the federation's bluff and do their own thing. They do not want to go down that route but nor do they want to accept the FIA's idea of what F1 is in the future. To date no-one seems to have had the oomph to make this happen and thus far we have seen lots of committees and not a lot of action. But not being united does not mean that they are not in opposition to what the FIA is doing.
Before the debacle at Indianapolis it was unthinkable that such a disaster would occur and yet it did.
It may be unthinkable that F1 will split into two series in 2008, but with the attitudes that exist today it could happen and then the World Championship will be in an Indy Racing League-Champ Car type of battle from which there will be no winner.
Why, in such circumstances, would anyone - be they Irvine or the cut-price brigade - invest a huge sum of money in a sport which does not know where it is going?
Good point - well made.