2005 Belgian Grand Prix

[Matt]

I think i might go to the next Minardi sale... as it is just down the road heh

 

[Flibster]

The sale of Jenson Button

There are reports that Williams has turned down a $21m offer from Jenson Button and BAR for the release of the British driver from his Williams contract in 2006 and 2007. This is interesting in that it confirms suggestions that Williams has decided that Button does have a price tag and that the task in hand is to discover what the Button camp and BAR is willing to pay for Jenson's liberty. This will be an interesting exercise given that Button has still to convince the F1 circus that he is an out-and-out winner, rather than merely a good journeyman. BAR seems to be convinced that Button is worth every penny of the rumoured $88m that it wants to pay him over the next five years. Given that Button's current predicament is self-induced one must presume that BAR will be acting as Button's banker in the negotiations but will want some of the money which will go to Williams to be repaid from Jenson's salary in the years ahead. This would still leave Jenson being paid a sizeable amount of money for a man who has yet to win a Grand Prix but he might have to live without expensive new toys for a year or so.

One should remember as well that in addition to money from BAR and Button, Williams will benefit from not having to pay Button's $10m salary in 2006 and 2007 and if the team hires a relatively cheap replacement - which will almost certainly be the case - it will be banking a very large sum of money which was otherwise committed to Button. This will pay not only for the Cosworth engine deal but also help to make up for any shortfall in sponsorship income in the years ahead. The team is fortunate in that it usually does long-term deals with its big sponsors but income may be reduced slightly if there are performance clauses. In the interim the team has time to improve performance and find new backers.

Button may end up being a better investment if he is sold than if he stays with Williams.

 

[Flibster]

Davidson may have to wait for Jordan decision

British American Racing’s third driver, Anthony Davidson is hoping to secure a full time race seat for the 2006 Formula One championship and even though he would rather be promoted within the Brackley based squad, if a drive comes from elsewhere and BAR can’t match it, then he will do what’s necessary.

Part of his plan to get into a race seat will come this week when he tests for the Toyota powered Jordan team at the Silverstone circuit. Due to get behind the wheel of the EJ15B later today, the British driver will be doing everything he can to impress those that count.

However, it could be a little while before Anthony knows if he has done all he can to make a 2006 seat with the team materialize with the team’s sporting director Johnny Herbert, admitting that they won’t be making any hasty decisions in regard to their 2006 line up.

"It's always very hard to put a date to it, but I think it's going to be later rather than sooner," Herbert told Autosport. "I suppose it's when it all comes together. I would hope the sooner we can do it the better it is for everyone, but I know it's very rarely that simple. You need to have the best feedback you can possibly have from a driver, but you also need the performance at the same time and you need the team to respond to the way the driver is as well. The relationship has to work both ways. It's a selective thing and you've got to try and get the most positive out of everybody."

That said however, Herbert admitted that the young driver has a lot of potential and this week’s test could prove very rewarding…

"He has potentially got the experience and, with the speed he has shown at BAR, he's a good option for us. It's all down to how the restructuring works out and how things pan out for next year. It's a good opportunity for him. If he goes to Silverstone and does very well then it's going to be a big plus. I think he's got the support in the team because obviously everyone has seen what he has achieved in the BAR. But it's still down to how we slot in the pieces of the puzzle to make it possibly work."

 

[Flibster]

Monteiro eyes 2006 seat

The race is hotting up for Midland's two 2006 race seats.

While BAR tester Anthony Davidson and Minardi's Christijan Albers appear at the front of the queue, existing Jordan driver Tiago Monteiro reckons he has also staked a claim to hang around.

The Portuguese rookie, pretty impressive in his run to eighth in the Belgian grand prix, revealed that he met with managing director Colin Kolles on the morning of the race.

'We talked about next year,' Monteiro, 28, told Autosport, 'and I think I have good chances to race for Midland.'

He added: 'Nothing is signed yet.'

Renault's Franck Montagny is also linked with a Silverstone based ride, but he would also be required to bring along a bag of sponsorship

 

[Flibster]

Albers set for Midland job

F1 rookie Christijan Albers will switch from Minardi to Midland-owned Jordan for 2006 and 2007, according to the Netherlands' Algemeen Dagblad newspaper.

It is speculated that the 26 year old Dutchman's management swooped on the deal after the Red Bull-Minardi buyout made it clear that staying at the Faenza based camp was no longer an option.

Albers, the former DTM driver, tested a yellow Jordan contender late last year. Anthony Davidson, Ricardo Zonta, Franck Montagny and Tiago Monteiro are also linked with an '06 seat.

Team boss Colin Kolles told F1Racing.net that a contract is not yet signed, but he admitted: 'It is no secret that I want (him) in our team.'

Jordan-Midland's sporting director Johnny Herbert, meanwhile, told Autosport that final driver decisions about season 2006 would be made 'later rather than sooner.'

Well...looks like Midland are busy...

 

[Flibster]

Here we go again...

2008 FIA FORMULA ONE WORLD CHAMPIONSHIP

On Monday, the FIA received a response from a number of teams present at the meeting in Milan on August 31. Although constructive in tone, it contains nothing new. In particular it makes no proposal for reducing costs.

New teams intending to apply to enter the Championship in 2008 have all made it clear that they can do so only if costs are greatly reduced. Current teams which are already committed for 2008 fully agree. Accordingly the FIA is now reviewing the draft 2008 regulations with a view to eliminating unnecessary and excessive expenditure while continuing to allow technology which is road-relevant and interesting to the public.

The target is to reduce the budget of a top team from the current €300m+ ($360m+) to around €100m ($120m). A budget of €100m ($120m) for two cars for one season is still a vast amount of money when compared to any other form of motor racing.

The FIA Formula One World Championship has always relied on independent teams. Its rules must allow them to survive and prosper. If major manufacturers wish to participate (and at least three are expected in 2008), so much the better. However the duty of the FIA is clear: it must ensure that the Formula One World Championship continues with a mixture of independent teams and manufacturers, all competing on an equal footing in the traditional way.

If some of the manufacturers wish to run a private series with unlimited expenditure, the FIA will give them every assistance. It would be an interesting experiment, but too risky for the Formula One World Championship. Costs would almost certainly rise above even current Formula One levels and all teams would require full manufacturer support. Such support is unlikely to continue indefinitely.

The FIA is now confident that it will shortly be able to publish rules for the 2008 Formula One World Championship which give realistic (but still high) budgets, close racing (including much easier overtaking) and interesting but relevant technology. The result will be a 2008 Formula One World Championship with 12 teams, 24 cars and greater public interest than ever.

Superb - forcing through rules that the teams don't want to follow...

Wonderful...

Just like the Qualifying changes...
Single race engines...
Two race engines...
Grooved Tyres...
Single set of tyres for the weekend...
Reduced ground effect...

Hmmm...

Prats.

Simon/~Flibster

 

[rpstewart]

This begs the question - is it possible to reduce costs?

To be honest I don't think it is, the teams will simply redirect money into other areas.

If you limit on track testing the teams will simply divert that budget saving into simulations etc.

Which is cheaper - 2 one race engines or a single 2 race engine? I would guess there's no real difference, one race engines you spend a bit more manufacturing two units or you spend that money making more reliable parts for a one race engine - no real saving.

It's the same with a single tyre per race - there's a saving in manufacturing and transport cost but that gets absorbed by the development costs of the tyre.

 

[Flibster]

Klien to contest last 3 races for Red Bull

Red Bull Racing has officially confirmed that Christian Klien will race for the team as second driver at the three remaining races of the 2005 F1 season. David Coulthard will drive car no. 14, while Tonio Liuzzi will continue as the team's third driver.

Sporting Director Christian Horner commented: "Following Red Bull GmbH's acquisition of Minardi last weekend, Christian and Tonio have assured futures in F1. As a result, Red Bull Racing has decided to continue with Christian as race driver for the final three races of the year. Having contested the races previously, Christian will be looking to secure Championship points for the team, while Tonio's role as third driver will allow him to familiarise himself with the circuits in Brazil, Japan and China ahead of 2006. No decision as to which driver will compete for the team alongside David Coulthard next year has yet been made; Red Bull Racing will announce its 2006 driver line-up after the end of the season."

Do they really need to annouce it....

It's pretty obvious who's the No2 and No3 drivers there...

However - they do have a lot of drivers under contract don't they..

Simon/~Flibster

 

[rpstewart]

However - they do have a lot of drivers under contract don't they..

Simon/~Flibster

Who has more Red Bull or Flav?

 

[Flibster]

Who has more Red Bull or Flav?

ATM..I'd say Red Bull..

Flav is a close second though.

Anyway - now we can see why Williams is after so much money for Button..

Hewlett-Packard out of Williams

The Hewlett-Packard computer company will announce later today that this is withdrawing early from its sponsorship deal with Williams. The company had been expected to continue as the team's title sponsor until the end of next year but has been making major cutbacks in recent months and it seems that it has decided that it no longer needs Formula 1.

"We have met our objectives and it is a natural moment for HP to conclude our relationship," said Cathy Lyons, executive vice president and chief marketing officer for HP in a statement to the International Herald Tribune. "We wish them all the best as they go in a new direction next season."

It is presumed that a financial settlement was agreed to get out of the sponsorship early.

The sponsorship began in 2000 with Compaq and ever since the merger between Compaq and Hewlett-Packard there have been doubts about the long-term nature of the deal. Williams has been aware of this and has been quietly looking for title sponsors elsewhere. It might even be that the team has found a new deal and thus has been able to release Compaq from its commitments. If this is the case then we would expect to hear an announcement soon.

 

[Flibster]

More F1 news...

Klien impresses Coulthard

Christian Klien has staked a claim to keep his Red Bull seat next year, after the energy drink company's management said that Vitantonio Liuzzi is also a candidate.

Certainly, with the Red Bull buy-out of 'rookie' team Minardi, both youngsters' immediate futures in formula one are assured. 22-year-old Klien, though, said he should be the front runner for the role next to veteran David Coulthard.

"2006 will be my third season in formula one," he told Austria's 'APA' news agency, "so I do not really consider myself a 'rookie' any more."

He continued: "In this business, experience is everything."

Signed-and-sealed 2006 Red Bull driver David Coulthard agrees with Klien that he has now earned a place on the F1 grid.

"I've been pretty impressed with him," the Scot, 34, told Motorsport Aktuell. "In many races this year he has pushed me rather hard and he has also improved with time."

 

[Flibster]

FIA Writing new rules

The governing FIA says it is writing new rules that will allow lesser-funded teams to enter the 2008 world championship.

As talks between the Paris body and existing manufacturers appear to once again stall, Max Mosley drafted a statement earlier this week claiming that he will go it alone in finding ways to lower pitlane's huge budgets.

"New teams intending to apply to enter ... in 2008 have all made it clear that they can do so only if costs are greatly reduced," it read.

Mosley hinted that the already published 'draft' rules for 2008 will now be amended to further cut 'unnecessary and excessive expenditure.

"The target is to reduce the budget of a top team from the current $360m to around $120m."

"(This) is still a vast amount of money when compared to any other form of motor racing."

What they don't seem to realise - is you give them £240m extra in their budget - they'll spend it. Supercomputer fluid dymanics simulations, wind tunnels - you name it they will buy it.

 

[Flibster]

Why would Toyota switch?

Why on earth would an ambitious formula one team switch from pacesetter Michelin to struggling tyre rival Bridgestone?

Undoubtedly, that is a question on many observers' lips after Williams and Toyota - although the latter is not yet confirmed officially - intend to do just that at the end of the year.

Toyota's chief engineer, Dieter Gass, tried hard to explain. "Next year we go to V8 (engines)," he said, "so the slate is wiped clean a little bit."

This is not, however, the full story. Toyota - although with an F1 HQ in Germany - and Bridgestone are both Tokyo-based companies, and are already commercially linked in the road car market.

There is also the small matter of F1's governing FIA, and the teams, wanting to rid the sport of the current tyre war.
Michelin, it is clear, is not interested in sticking around to supply a 'control' tyre. "We understand that Michelin prefer competition," Gass continued, "but Bridgestone can see themselves as a sole supplier."

Switching early, then, would also have the added benefit of offering a head-start in adjusting to the control supplier's qualities and development.

 

[Flibster]

Fiat deny Ferrari sale

Struggling Italian carmaker Fiat will not sell its 56 per cent stake in Ferrari, president Luca di Montezemolo says.

At the Frankfurt (Germany) Motor Show, the Italian chairman vowed: "Absolutely no."

Whether Ferrari would be floated on the stock market, though, greeted a less explicit answer from di Montezemolo.

He said Mediobanca, the investment bank with a 34 per cent Ferrari stake, would be involved in that decision. In July, the Italian investment bank sold 5 per cent to Abu Dhabi.

Montezemolo, however, insisted: "We will not touch the 56 per cent." Meanwhile, asked if a Ferrari stock market float might be imminent, he added: "Not at the moment."

 

[Flibster]

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.

 

[Flibster]

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."

 

[Flibster]

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.

 

[Flibster]

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.

 

[Flibster]

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.

 

[Flibster]

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."