PaddockSpy-Grand Prix Blog

With the McLaren-Mercedes components for Force India’s new VJM02 car not due until March, the Silverstone-based team will be notable by their absence from the majority of Formula One testing this winter.

Recently confirmed race driver Adrian Sutil admits it’s difficult seeing everyone else heading off for the track, but with the promise of a stronger car in 2009 the German insists he is far from frustrated…

Q: Adrian, if you look back at the 2008 season what conclusions do you draw from those 18 races? You must have expected more…
Adrian Sutil: Yeah, for sure I expected more, but at the end of the day it was a season to forget. Our car was too slow and I wasn’t really lucky.

Q: That incredible Monaco race with P4 within your reach - and then nothing. Do you still bemoan what might have been?
AS: For all of us, the team and for me, it was a disaster and it took some time to forget it. For me I’m okay with it now. I was in P4 seven laps before the end of the race and it showed me that I’m able to drive with the top drivers if the car gives me the chance.

Q: How difficult is it for an ambitious young driver, who is aware of his abilities, to always end up on the last row of the grid?
AS: It’s not easy to stay motivated and focused all the time if you know that your car is not good enough for better positions. But at the end of the day I’m happy to be in F1 and I will get my chance in the future.

Q: You are a good friend of Lewis Hamilton. How does it feel to see that while circumstance has taken him all the way to the top you are struggling with a hard-to-handle car?
AS: It is as it is. I can’t change it and I’m happy for Lewis. I do have time to wait for my chance. Until then I will work hard and try to use my chances.

Q: There has been a major reshuffle recently at the Force India team. Is this the start of a new era?
AS: Yes, I believe it will be a start. The partnership with McLaren-Mercedes will help us have a much better car in 2009 and to have better results.

Q: With McLaren-Mercedes technology from 2009 on, do you believe it will be a breakthrough for Force India?
AS: Every one in our team is very positive about the partnership. We all believe that 2009 will bring us up to the midfield and that we will score points in 2009.

Q: At the last Barcelona test Pedro de la Rosa did some running in the VJM01. Were you surprised by his comparatively poor lap times?
AS: I have spoken to him and Pedro was really surprised how difficult it was to drive the car. I do not know a better car, as I have never driven a better one - Pedro has always driven a perfect car, so I was sure that it would be difficult for him. But it was very helpful to listen to his comments about the car. He knew very quickly about where the problems are and it will help us.

Q: Have you visited the McLaren facility in Woking to have a look at where the crucial parts for the VJM02 are to be produced?
AS: Not yet, but I do hope that I have the chance in the near future.

Q: There will be no more test sessions for you until the 2009 car, complete with McLaren components, is ready. This will probably not be until March. How does it feel that everybody else is going testing and you have to stay home?
AS: That’s for sure a problem. But I can’t change it. And if I’m honest, it’s better to start in March with a good car than to test in February with a bad one.

Q: What will you do during those long winter months?
AS: I will train and prepare for the ‘09 season. I know that 2009 will be the season to show what I’m able to do. I’m very motivated and will work very hard. I will be in our factory as often as possible to be close to the team.

sources: www.formula1.com

Abu Dhabi Motorsports Management (ADMM) have unveiled the Yas Marina Circuit, host to next year’s inaugural Abu Dhabi Grand Prix, in a unique art exhibition at the Emirates Palace. The exhibition features a selection of images of the new track’s facilities that have been transformed into pieces of art.

Highlights include the stunning Yas Marina Hotel with the track running right through it, the Sun Tower 60 metres above the track allowing VIP guests the perfect view of the action and the Marina with a yacht club.

Commenting on the launch, Philippe Gurdjian, ADMM CEO, said: “Yas Marina Circuit took over my life more than a year ago, and now I’m very proud that Abu Dhabi can present one of the most sophisticated Formula One race tracks in the world. A hotel which spans the track, a marina with a beautiful yacht club, and with grandstands which are 100 percent completely covered - this has never been seen before.”

His Highness Sheikh Mohamed bin Zayed Al Nahyan, Crown Prince of Abu Dhabi and Deputy Supreme Commander of the UAE Armed Forces, was among the VIP guests and regional and international media who attended the opening.

They were able to review the centrepiece of the display, an interactive scale model of the track. In addition to showing the Formula One track and its landmark elements, the model also showcases Yas Marina Circuit’s many other facilities such as a karting track, dragstrip, business park, team buildings and all the circuit’s innovative grandstands.

“Yas Marina Circuit represents a significant investment in leading edge sporting infrastructure,” said His Excellency Khaldoon Khalifa Al Mubarak, Chairman of ADMM. “It is a state-of-the-art piece of engineering, design and construction. The circuit and its surrounding footprint join an expanding collection of home-grown initiatives that will positively change the shape of Abu Dhabi in the months and years ahead. It has therefore been conceived, designed, and is currently being built according to the particular needs and features of the city in which it will belong.”

The exhibition continues until the end of November. The first Abu Dhabi Grand Prix will serve as next year’s season finale on November 15, 2009.

source:www.formula1.com

Yas Marina Circuit

Location	Yas Island, Abu Dhabi, UAE
Time zone	GMT +4
Major Events	F1
Circuit Length	5.6 km (3.48 mi)
Turns	20
Lap Record	N/A (N/A, N/A, N/A) source:www.wikimedia.com

Ferrari have admitted that they are still behind schedule on development of their KERS system for 2009 - and that the costs have exceeded expectations. They are currently evaluating cars both with and without the system.

KERS (Kinetic Energy Recovery Systems), optional for next season, harness waste energy generated by the car under braking and convert it into additional power which can be accessed by the driver via a ‘boost button’.

"It's a great challenge," Ferrari’s technical director Aldo Costa, engine and electronics director Gilles Simon and planner Nikolas Tombazis told reporters at Maranello. "As far as the engine and the electronics are concerned costs went down, but with the KERS we spent much more than we had planned.

"We're working a lot on the energy recovery system. We're a bit behind on our schedule, but our goal is to be ready with a working KERS for the first race, which will be held in Australia. Meanwhile we're also appraising the car without KERS."

Ferrari are due to complete their 2008 testing programme in Portugal on Wednesday.

Renault have decided to bring forward the official launch of their 2009 car to Monday January 19, 2009. The presentation will take place at the new Algarve Motor Park in the south of Portugal, with the R29 making its track debut at the circuit the following day in the hands of race drivers Fernando Alonso and Nelson Piquet.

The presentation of the car will include the traditional press conferences with team boss Flavio Briatore and the drivers. There are also plans for a technical briefing with Bob Bell, technical director of chassis operations, and Rob White, deputy managing director of engine operations, to explain the approach and design philosophy used in the conception of Renault's new challenger.

Renault won two Grands Prix in 2008 and finished fourth in the constructors’ championship with 80 points.

sources: www.formula1.com

Following Friday’s meeting of its World Motor Sport Council in Monaco, the FIA has confirmed details of the cost-cutting measures agreed with the teams for 2009 and beyond.

Changes for next season - expected to save teams at least 30 percent on their 2008 budgets - include a ban on in-season testing, limiting each driver to eight engines - effectively doubling engine life - and cuts in aerodynamic research.

Cost of engines to independent teams will be halved for 2009 and drivers must use the same engine for three consecutive races, with maximum revs cut from 19,000 to 18,000 rpm.

Following moves to equalise engine performance for next season, Renault have been granted permission to make certain modifications to their V8. All other team's engines will remain unchanged.

From 2010 all teams will be able to obtain engines for less than €5 million per season, either from an existing manufacturer or from an independent supplier, and all teams are likely to use the same transmission. Refuelling and tyre warmers will be banned.

The possibility of an entirely new, more energy-efficient and road-relevant power train, likely to include an enhanced KERS system, will be investigated for 2013.

Details of further changes for 2009 and 2010 are due to be announced shortly.

The full statement from the FIA:
The World Motor Sport Council met in Monaco on 12 December 2008. The following decisions were taken:

FORMULA ONE WORLD CHAMPIONSHIP

The following measures to reduce costs in Formula One have been agreed by the World Motor Sport Council. These proposed changes have the unanimous agreement of the Formula One teams, who have played a major role in their development. The FIA is grateful to the Formula One Teams’ Association (FOTA) and its Chairman Luca di Montezemolo for their incisive contribution.

2009

Engine

• Engine life to be doubled. Each driver will use a maximum of eight engines for the season plus four for testing (thus 20 per team).

• Limit of 18,000 rpm.

• No internal re-tuning. Adjustment to trumpets and injectors only.

• The three-race rule voted on 5 November remains in force.

• Cost of engines to independent teams will be approximately 50% of 2008 prices.

• Unanimous agreement was reached on a list of proposed changes to the Renault engine for 2009; all other engines will remain unchanged. Comparative testing will not be necessary.

Testing

• No in-season testing except during race weekend during scheduled practice.

Aerodynamic research

• No wind tunnel exceeding 60% scale and 50 metres/sec to be used after 1 January 2009.

• A formula to balance wind tunnel-based research against CFD research, if agreed between the teams, will be proposed to the FIA.

Factory activity

• Factory closures for six weeks per year, to accord with local laws.

Race weekend

• Manpower to be reduced by means of a number of measures, including sharing information on tyres and fuel to eliminate the need for “spotters”.

Sporting spectacle

• Market research is being conducted to gauge the public reaction to a number of new ideas, including possible changes to qualifying and a proposal for the substitution of medals for points for the drivers. Proposals will be submitted to the FIA when the results of the market research are known.

Note: It is estimated that these changes for 2009 will save the manufacturer teams approximately 30% of their budgets compared to 2008, while the savings for independent teams will be even greater.

2010

Power train

• Engines will be available to the independent teams for less than €5 million per team per season. These will either come from an independent supplier or be supplied by the manufacturer teams backed by guarantees of continuity. If an independent supplier, the deal will be signed no later than 20 December 2008.

• This same engine will continue to be used in 2011 and 2012 (thus no new engine for 2011).

• Subject to confirmation of practicability, the same transmission will be used by all teams.

Chassis

• A list of all elements of the chassis will be prepared and a decision taken in respect of each element as to whether or not it will remain a performance differentiator (competitive element).

• Some elements which remain performance differentiators will be homologated for the season.

• Some elements will remain performance differentiators, but use inexpensive materials.

• Elements which are not performance differentiators will be prescriptive and be obtained or manufactured in the most economical possible way.

Race weekend

• Standardised radio and telemetry systems.

• Ban on tyre warmers.

• Ban on mechanical purging of tyres.

• Ban on refueling.

• Possible reduction in race distance or duration (proposal to follow market research).

Factory activity

• Further restrictions on aerodynamic research.

• Ban on tyre force rigs (other than vertical force rigs).

• Full analysis of factory facilities with a view to proposing further restrictions on facilities.

Longer term

The FIA and FOTA will study the possibility of an entirely new power train for 2013 based on energy efficiency (obtaining more work from less energy consumed). Rules to be framed so as to ensure that research and development of such a power train would make a real contribution to energy-efficient road transport.

An enhanced Kinetic Energy Recovery System (KERS) system is likely to be a very significant element of an energy-efficient power train in the future. In the short term, KERS is part of the 2009 regulations, but is not compulsory. For 2010 FOTA is considering proposals for a standard KERS system. The FIA awaits proposals.

A number of further amendments were adopted for the 2009 and 2010 Sporting and Technical Regulations. Full details will be available shortly on www.fia.com.

sources:www.formula1.com

The FIA have made a number of changes to the Sporting and Technical Regulations for the 2009 Formula One season, and the results of some have already been seen in testing.

In the case of the Sporting Regulations, the primary aims are increased reliability and further cost reductions. In the case of the technical changes, there are three main objectives - reducing the role of aerodynamics in the cars’ performance; making overtaking easier; and keeping lap times in check...

Tyres
After 10 seasons on grooved tyres, Formula One racing returns to slicks in 2009, as part of moves to increase the emphasis on mechanical rather than aerodynamic grip. With no grooves, grip will increase by around 20 percent, bringing a significant performance gain. However, that gain will be offset by the vastly reduced downforce levels of the revised aerodynamic regulations (see below). The overall effect should be reduced performance through high-speed corners. Drivers will still have the choice of two dry tyre compounds and will still have to use both compounds during a race.

KERS
From 2009 teams have the option of employing a Kinetic Energy Recovery System (KERS) to boost their car’s performance. As its name implies, a KERS recovers the (normally wasted) kinetic energy generated by the car’s braking process. This energy is stored using a mechanical flywheel or an electrical battery and then made available to the driver, in set amounts per lap, via a ‘boost button’ on the steering wheel. Under the current regulations the power gain equates to around 80 horsepower, available for just under seven seconds per lap. This could be worth several tenths of a second in terms of lap time, but the weight and packaging of the system - and its impact on the car’s weight distribution - also have to be taken into account.

Engines
In a move designed to boost reliability still further, drivers must now use the same engine for three, rather than two, consecutive events. There are also plans for measures to equalise engine performance between teams. How this will be achieved has not yet been finalised.

Aerodynamics
Along with slick tyres, this is the biggest area of change for 2009. Downforce will be dramatically reduced and the cars’ bodywork will appear much cleaner, thanks to new dimensional regulations that effectively outlaw extraneous items such as barge boards, winglets, turning vanes and chimneys.

As well as reducing overall aero performance, the revisions are also designed to increase overtaking by making the car less susceptible to turbulence when closely following another driver. The most obvious changes are to the front and rear wings.

The front wing becomes lower (75mm from 150mm) and wider (up from 1400 to 1800mm - the same width as the car) with driver-adjustable flaps. Drivers will be allowed to make two wing adjustments per lap, altering the wing angle over a six-degree range.

The rear wing becomes taller (up 150mm to bring it level with the top of the engine cover) and narrower (750mm from 1000mm).

Also at the back of the car, the diffuser has been moved rearwards, its leading edge now level with (rather than ahead of) the rear-wheel axle line. In addition, the diffuser has been made longer and higher, all changes that will reduce its ability to generate downforce.

Testing
2008’s testing allowance of 30,000 kilometres is expected to be slashed by a third to 20,000 in a bid to further reduce development costs.

sources: www.formula1.com

The paddock at the Autodromo Jose Carlos Pace in Interlagos always draws in familiar figures, and this year was no exception as former champions Emerson Fittipaldi and Nelson Piquet visited. Former March F1 racer and FIA safety car driver Alex Ribiero, former Tyrrell racer Ricardo Rosset and ex-Formula Three star Maurizio Sandro Sala, together with former Formula Two entrant Fred Opert, also made their annual appearances.

Historically, the event marks David Coulthard’s last F1 drive (though rumour has it he’ll be back as a television pundit next year), while McLaren engineer Steve Hallam was also preparing to say goodbye prior to a switch to NASCAR in 2009.

Rubens Barrichello’s future is unsure, but here the Brazilian was wearing a replica of former Fittipaldi F1 racer Ingo Hoffman’s yellow helmet to commemorate the latter’s stellar record of eight titles in Brazilian stock car racing. The genial Paulista is finally retiring at 65.

The paparazzi were entertained trying to keep up with Lewis Hamilton’s Pussycat Doll girlfriend Nicole Scherzinger, while on the political front Great Britain’s Minister for the Olympics Tessa Jowell made a brief appearance.

On-track, Briton Saturday’s Formula BMW support race was won by upcoming American Alexander Rossi.

sources: www.formula1.com

This time last year Felipe Massa was playing the supporting role as Ferrari team mate Kimi Raikkonen took the 2007 drivers’ championship. On Sunday at Interlagos the roles were reversed, as Massa proved he is a nearly man no more, leading Ferrari to the constructors’ crown and almost stealing the 2008 drivers’ title from under the nose of McLaren’s Lewis Hamilton.

Even during a season that saw him miss out on glory by a single point, critics continued to dismiss Massa as an also-ran, claiming his performances were still too erratic to ever mount a serious challenge for motorsport’s biggest prize. The affable Brazilian simply ignored them, got on with the job and proved them wrong in emphatic fashion.

Yes, he made mistakes (he didn’t even score until round three after spins in the first two races), but so did his rivals, and as the season progressed he just got better and better. Even in latter rounds there were still signs of his trademark hot headedness, especially when he needed to fight through the field, but no one can argue with the numbers.

Six wins, six poles, four podiums and 97 points may not be ground-breaking statistics, but then you wouldn’t expect records in a season as competitive as this. In a year when seven drivers and five teams have won races, Massa has shown a prodigious combination of speed, consistency and nerve.

When things beyond his control went wrong - engine failures in Australia and Hungary, that dramatically botched pit stop beneath the lights of Singapore - he refused to let them cast a shadow on his form.

And while Raikkonen struggled to optimise an at times recalcitrant F2008, Massa made the best of it, out-qualifying and out-racing the Finn with increasing regularity, to the point where the reigning champion was forced to abandon his title defence with two rounds remaining and instead play a supporting role to his supposed number two.

Qualifying was key to Massa’s success. All six victories came from front-row starts (a statistic detractors will doubtless use to try and belittle his achievements) but that was far from the whole story.

Arriving in Bahrain without a point to his name, he delivered just when he needed to, beating Robert Kubica’s BMW Sauber off the line and then dominating the Sakhir race. In Turkey, no one ever looked like challenging him, while at the all-new Valencia circuit he led from start to finish. And at the season finale in Brazil - where he knew he had to win - he didn’t put a foot wrong as he left the opposition trailing.

He was also there to pick up the pieces when his rivals tripped up. In France he took victory after Raikkonen’s exhaust problems, and in Belgium he was the man waiting to inherit the win after the slippery conditions left his team mate in the barriers and Hamilton in contravention of the rule book. And there were further podiums in Spain, Monaco, Germany and China.

It all added up to a campaign of remarkable maturity and one which could not have ended in a more fitting location than Massa’s native Sao Paolo. Unfortunately his spectacular home win wasn’t quite enough to give Brazil the champion they crave, but his driving this year - and the grace with which he accepted title defeat - has won him a multitude of new admirers across the globe. No more the Ferrari number two, Massa is now a contender.

sources: www.formula1.com