f1zone.net magazine issue 4

COPYRIGHT 2010 F1ZONE.NET

EDITORIAL

His driving was more reminiscent of junior formulae”. That was Martin Whitmarsh’s view of Sebastian Vettel at the Belgian Grand Prix and it is a view shared by almost everyone. It is quite clear that Vettel had a real shot at the 2009 title but cost himself points through his own errors and he is making more mistakes in 2010 than any of his title rivals. Granted, he is still inexperienced and it makes you admire Lewis Hamilton’s debut season even more. What can they do next? Well Vettel has to get a goodgood result soon or he risks being Webber’s Number 2. For the Austra-lian it’s been a near perfect season. He has had no mechanical issues in the races (well, none that have actually resulted in retirement) and mistakes have been few and far between. At the time of writing, Lewis Hamilton heads the championship but by the narrowest of margins. The Brit is having by far his best season in terms of the way he is driving and his maturity is clear to see. For Vettel, maybe he can watch the way in which Hamilton has handled himself over recent months to see how you should act. Vettel’s petulance looks to have cost him a title that had his name written on it: the Golden boy (Bernie’s favourite) in the fastest car. Now he seems to be public enemy #1 and developed a repu-tation of having a lack of race craft. 6 races remain and it’s an even balance. McLaren should be suited to the long straights of Monza and Abu Dhabi whilst Red Bull should shine around Singapore and Brazil, with Suzuka favouring both and Korea the unknown. Not to mention the likes of Force India and Renault getting in the way, whilst Fernando Alonso and Ferrari can never be discounted, despite a relatively disas-trous first season together. Enjoy the issue and many thanks to the people who have contributed to it.

Phillip HortonEditor

Design editor: Shailf1F1 Correspondents: Patrick Williams, Ferrariman60Classic F1: Felipe ArubesTranslator: WolfieWRC Correspondant: LuieluvBeschir Interview: Khodr RawiCover Design: TaniaS

AdverstisingAdverstisingKhodr [email protected] Published in F1zone.net Magazine is copyrighted and cannot be reproduced (or photocopied) other than Personal use.


CONTENTS

Table of Contents

F1 Jokes....................................................................................... 1 Championship Showdown............................................................... 2 5 drivers in the title hunt.

Review: Belgian Gp ...................................................................... 5 Hamilton turn the Eau Silver.

Q&A wQ&A with Karun Chandhok ............................................................ 8 “I am satisfied with the way this season has gone..”

F1 Tyres...................................................................................... 10 Classic F1: Monza 2008 ................................................................. 13

Q&A with Luiz Razia ..................................................................... 15 Michael Michael Schumacher’s season ....................................................... 16 Q&A with Heikki Kulta ................................................................... 18

Tech Zone ................................................................................... 24 Ferrari’s upgrades explained Mclaren upgrades explained

Old Tracks .................................................................................. 28 How some of the mighty tracks have fallen.

Q&A with Khalil Beschir ................................................................ 33

Q&A with Neil Cole........................................................................ 36

WRC Article.................................................................................. 37

Sebastian Vettel arrives home from the Belgian Grand Prix

Robert Kubica spotted improving pit stop technique

Exclusive! Karun Chandhok test in Korea for Red Bull

Awkward moment for Adrian SutilAlonso makes statement at WMSC meeting

Collin Kolles reveals what HRT spent with Yamamoto’s money.

JOKES


CHAMPIONSHIP SHOWDOWN

Here’s Veel waving his hand and finger round his head for no parcular reason as he finishes having his crash at Istanbul! Here’s Webber looking like he’s trying to go to toilet mid-jump on the podium at Silverstone! Here’s Alonso muering barely decipherable curse-words on the radio at Valencia! Here’s Hamilton and Buon looking smiley! Here’s steam pouring out of BuBuon’s car at Spa!That’s the sort of thing you’ll see from your host broadcaster when they talk pre-qualifying/race at Monza. You’ll see crashes, overta-king moves, drivers having a pop at each other in the internaonal language of arm waving and finger poinng. It will look more like a trailer for the next Fast and the Furious film than 24 F1 cars trundling round track doing lile more than following each other at enormous speed, which let’s be honest, is the specta-cle F1 oen provides. But, whisper it, we have five cars in genuine contenon for the tle with six races le. Five cars who genuinely could win it all? Who’d have thunk it! (Well, a few people if I’m honest). Now I’ll look at the five contenders for the tle, assess their streng-ths and weaknesses and I’ll get my crystal ball out (metaphorically admiedly) or buy an octopus off some dodgy looking bloke at Camden market to see who’ll win the tle more coveted than a work expe-rience placement at Playboy mansion.

1st - Lewis Hamilton - 182 pointsThe Brit who comes from dull Brish suburbia in Steve-nage, has a Pussycat Doll as a girlfriend and an earring that reminds you of the comb over in the bad fashion stakes, is leading the championship despite at mes having only the 4th fastest car. Where Red Bull have been fast but errac and profligate, McLaren have been slow the consistent, the tortoise against Red Bull’s hare so so to speak.

It’s been an impressive year from Hamilton, as despite McLaren’s relave lack of pace he has consistently picked up points, being quicker than teammate and champion Buon (whom he’s also compeng with in the tumultuous private life stakes) while toning down the aggression that made him more enemies than friends in previous years. He was superb in winning in TurTurkey, Canada and at Spa, while also exhibing resilience and speed in coming through the field in Australia, Malaysia and China. However McLaren have shown an alarming lack of pace on medium/high down force tracks since Valencia, with them being overtaken by Ferrari and challenged by Renault while being made to look obsolete by Red Bull in Hungary. Monza should suitsuit McLaren, but they need more than engine power to start consistently being the paceseers at tracks like Suzuka and Abu Dhabi. This lack of speed will probably be Hamilton’s downfall, though there’s also a suspicion he struggles under pressure if the 2007 and 2008 cham-pionships are anything to go by.

2nd - Mark Webber - 179 points.

The Australian who lives in England is a close 2nd at the ripe old age of 34, having made an Elvis-like comeback from breaking his leg before the 2009 offseason to notch up his first two wins in 2009 and look even more grizzled and gnarly than before in the process. For a man renowned for both being unlucky and being a qualifying specialist who in races couldn’t hack it, he hashas been the exact opposite this year. He’s been consis-tently out qualified by Veel this year, but in the races has been a far more consistent (i.e slower but doesn‘t make silly errors) performer. He’s also had a fair dollop of luck this season, from finishing 9th in Melbourne aer driving like a cocky 18 year old who’d just passed his driving test, to finishing 3rd in Istanbul when he and Veel had “The Collision” and he was fortunate to connue.

Five drivers! Three teams! Only 41 points between them!



He also gained from more Veel misfortune to pick up wins in Britain and Hungary. That said, he scored two dominang wins at Monaco and Spain and was deadlier than David Villa in front of goal when given the chance to win at Silverstone and Hungary. Yet he has made errors, be it trying to break the world record for the biggest height recorded by an F1 car in Valencia, or drivingdriving like he was playing GP4 with the damage on the “Off” se ng in Melbourne. His lack of overtaking prowess and penchant for collisions could be a problem, as is the fact that despite being ahead of Veel in the standings, he’s been generally slower than his teammate and Red Bull blatantly wants Veel to win the tle over Webber. Also the Red Bull lacks top endend engine power, meaning at Monza they’ll struggle. But with the car’s raw speed and sensaonal aerodyna-mic performance, Red Bull is sll probably favourites.

3rd - Sebasan Veel - 151 points2010 has been a tumultuous year for Veel. From being a likable, popular, supposedly humorous driver (well, watching a few clips of Monty Python and Fawlty Towers as Veel supposedly did does make you humorous by F1 driver standards) he’s now about as popular as Luis Suarez in a Ghanaian household. He’s been fast but errac, and has made enemies with his rerefusal to accept blame for accidents and supposed arrogance, though at Spa he was man enough to take blame for taking out Buon. In Turkey, Britain and Belgium he got involved in needless accidents, while his starts at Silverstone and Hockenheim le a lot to be desired. Red Bull’s early reliability also le a lot to be desired in Bahrain and Australia. You also get the ffeeling he and Webber may have another finger poinng match before the end of the season. Nonethe-less he has been the quickest driver all season, and with some luck could string together a sequence of victories. He’s only 31 points behind despite his lack of consistency, luck and judgement in many races. He’s also good in the wet, and has Red Bull behind him. The lalast five tracks should suit Red Bull, if he has reliability and consistency he could well win the tle despite being less consistent than a drunk staggering home at three in the morning.

4th - Jenson Buon - 147 points

BuBuon has surprised many this year with his perfor-mance, with those who thought he lucked into having the best car and would be annihilated by Hamilton (ahem Eddie Irvine) this year mostly being proved wrong. He’s been extremely consistent, if lacking in speed compared to his other championship rivals. He’s also developed a liking for rain similar to a farmer despedesperate for a good harvest, with both his wins in rain affected races, both of which relied on good tyre choice and strategy rather than blistering speed. But it’s to Buon’s credit that he made such good choices, and he took his chances superbly. However he has been outpaced by Hamilton, and in recent races McLaren have struggled for speed. Buon only finished 8th in HunHungary and was taken out by Veel in F1’s equivalent to Nigel De Jong’s karate kick in the World Cup final, and this is indicave of the step back Buon’s champions-hips aspiraons have taken. Monza could well be McLaren’s last chance to win a race, and give John Buon another chance to annoy us humble TV viewers.

5th - Fernando Alonso - 141 pointsIf we didn’t know it already, Alonso is F1’s Mr Angry, capable of vitriol and bile that would make your scary teacher at school blush and look tame by comparison. Well, supposedly as when he talks angrily over the radio you oen can’t understand what he’s actually saying. But there’s no doubng his fierce will to win and deter-minaon, and with two World Championships he knknows how to win, while Ferrari have improved in recent races with a dominant display in Germany and salvaging 2nd in Hungary when on pace they were light years behind Red Bull. However his performance at Spa le a lot to be desired and he has made six major errors this season, far too much for someone gunning for the championship.



BearBear in mind Alonso’s ferocious racing insncts (Japan 2005 and Europe 2007 spring to mind) and his Cham-pionship wins in a car probably not deserving of a championship, and you realise he‘s sll a great driver. Perhaps he’s too determined to succeed for Ferrari and has too much love for the Prancing Horse? His luck this year at mes has you wondering how many black cats hehe’s kicked or how many umbrellas he’s walked under, with the safety car destroying his race at Valencia and at Silverstone, though he has made too many errors this season and needs Harry Houdini and Lazarus on his side if he wants a shot at the tle.

Upcoming tracksMonza - The fastest track on the calendar, one of the only tracks le in F1 that rewards a good low down-force package. Engine power is also a pre-requisite to doing well, which gives McLaren an advantage, and leaves Red Bull at a disadvantage. Ferrari on home ground will be hard to beat though, with the Tifosi giving Ferrari support that make most football crowds looklook about as hosle as a sleeping baby. With the likes of Sauber and Force India perhaps giving the frontrun-ners a run for their money, it’s a race McLaren and Ferrari must win. Of course, both can’t.

Singapore - A night race on a street track which has provided two madcap races. Similar to Montreal in how challenging it is and how accidents and safety cars are common occurrences, meaning a barmy result is not out of the queson. With not much form to go on this race is hard to predict, and with plenty of scope for the championship contenders to slip up on metaphorical banana skins.banana skins.

Japan - Another wonderful drivers track, the preva-lence of fast corners should suit Red Bull down to the ground, though Ferrari may give them a run for their money, Rain is not uncommon for the Japanese GP, while engine power is also of some importance. A track that sorts the wheat from the chaff, and will be vital in the championship’s outcome. Red Bull favourites for this one.this one.

Korea - A new street track with quite a few long straights which will reward engine power and with 17 corners a long lap with echoes of Singapore. With there being no form to go on the race is a loery. Also beware drivers talking about learning the tracks on Playstaon or Xbox - shows how occasionally F1 drivers are no different from the humble Formula 1 fan, apart from theirtheir massive wealth, massive house in the Swiss moun-tains, lingerie model girlfriend, and propensity to be duller than a lecture on the making of vacuum cleaners.

Brazil - A track with great atmosphere and presge, whilst also being a tough race on drivers and machi-nery. The track is bumpy and an-clockwise, meaning drivers physios will be truly earning the money over the weekend. The bumpy nature of the track will affect McLaren severely, while Red Bull’s victory last year for Webber may make them favourites. Rain occurred in 20042004 and 2008 and in the qualifying for 2009, and could throw a spanner the size of the Petronas Tower into the works. Red Bull and Ferrari are favourites for this one; Massa could be a real threat on home ground.

Abu Dhabi - A shame the championship will end on a street track in the middle of nowhere for the enjoyment of anonymous Arab businessman and for the swelling of Bernie‘s bank account (which is already the size of Wales), but the track provided a cracking test last season and should provide a fi ng end to the tle. Red Bull’s aerodynamic performance will make them dedefault favourites, but there’s lile informaon to go on and street races are always capable of providing bizarre results, with crashes and safety cars capable of throwing a curveball.

My predicon:

1 - Webber2 - Hamilton

3 - Veel4- Alonso5 - Buon


REVIEW: BELGIAN GP

Two years aer losing victory in controversial circum-stances, Lewis Hamilton dominated the Belgian Grand Prix to thrust himself back in to world tle contenon as three of his four rivals faltered when it maered.

WithWith rain having affected all of the sessions so far at Spa, the build up centred on whether the weather would play a part in the day’s main event. As the cars made their way to the grid on the formaon lap, various teams were instrucng their drivers that light rain was on the way and it was.

AAt the start, Mark Webber suffered a problem and lost five or six places. That allowed Lewis Hamilton a clear run down into La Source and into a lead that he would not relinquish. Behind him, Jenson Buon made a cracking getaway to jump Massa and slip inside Robert Kubica at La Source. But the first lap acon was not just confined to the first corner as the drivers encountered the the rain at Blanchimont.

Webber had a bad start as Hamilton passed him to take the lead

Approaching Bus Stop, Buon got inside Kubica but they all slid wide. Hamilton, Buon, Kubica, Massa, Veel, Webber, Alonso but in the chaos it was Rubens Barrichello – in his 300th race – that suffered the most as he slammed into Alonso’s staonary Ferrari. The Williams car suffered extensive damage to the le front whilst Alonso – miraculously – connued. Crucially though,though, Alonso stopped for Intermediate tyres whilst the rest of the field stayed out on slicks.

At the start of Lap 2, Veel and Kubica had managed to jump ahead of Buon as they cut the Bus Stop chicane whilst Buon negoated the apex. Buon managed to get back through as Kubica got a tank-slapper on at Raidillon and slid wide, pushing Veel on to the grass, angering the German. Debris on the track meant the deployment of the Safety Car and Fernando Alonso had toto pit – his Inters burnt and useless with slicks the way forward.

At the restart Jenson Buon tried aacking Lewis Hamilton but to no avail. A damaged front wing meant he was losing huge chunks of me in the fast second sector and he was holding up those behind him. Bruno Senna’s race came to an end with a high speed spin at Stavelot on Lap 5.

Some drivers gambled using the full wet tyres

AAer 10 or so laps of being frustrated behind Jenson Buon, Sebasan Veel got a good exit out of Stavelot and aacked Jenson Buon at Bus Stop. Buon defended the inside but Veel lost it under braking, smashing into the side of the MP4/25 and ripping off his own front wing. Veel connued but the damage to Buon’s car was terminal and he rered for the second meme this season – neither rerements being his fault. For Veel on the other hand it was the second me this season he has been involved in a clash with a tle rival. It raises more doubts about his racecra, which Marn Whitmarsh later described as ‘more reminiscent of junior formulae’. The issue in hand is the penalty he was given – ‘a drive through penalty for causing an avoida-ble accident’. The fact is that this incident has effec-vely ruined Jenson Buon’s tle hopes without it being his fault. You can look at it on the flip side though, sure, Veel put his car in a posion he shouldn’t have done, aer all, Buon was always going to defend the inside, but he lost control of his car. A similar incident occurred in Melbourne when Webber lost control and hit HamilHamilton, cosng the Brit a potenal 3rd place (he ended up 6th). No penalty was given to Webber. It again raises the queson of the consistency of penales handed out by the stewards.

Hamilton turns the Eau SilverNil points for Vettel, Button or Alonso as Webber and Hamilton pull away.


REVIEW: BELGIAN GP

Veel tries to overtake Buon but crashes into him

With Buon and Veel out of the running, that handed the podium posions to Kubica and Webber, who were now some distance behind Hamilton but now lapping at a similar pace.

HalHalfway through the race came the pit-stops, Webber and Kubica in first followed by Hamilton the next lap. All three stops went according to plan.

MeaMeanwhile, Fernando Alonso was fighng back through the field aer his earlier misdemeanours. He was up into 8th place and sing prey if the rain was to fall. Mercedes meanwhile were praying for rain as Schumacher and Rosberg were 6th and 7th, the laer having been the vicm of a superb overtaking move by Vitaly Petrov, around the outside of Les Combes. TheThe reason for Mercedes’ hopes of rain was that they had no slick tyres le and could therefore not change to the opon tyre.

For McLaren, who in the past have le Hamilton out too long on the wrong tyres, it turned out that the end of Lap 32 would have been a good me to change tyres as approaching the downhill Rivage corner, a 180 degree right hander; Hamilton slid wide and looked to be heading to the tyre wall.

Hamilton goes off track but just manages to avoid the barriers

MillionsMillions held their breath, or cheered depending on your allegiance, as Hamilton’s front le tyre clipped the barrier. He connued, but the message was clear: me to change for Inters. All the top runners were now in but Kubica missed his pit box, a few vital seconds and 2nd place was handed on a plate to Webber. The Australian was a fortunate beneficiary of other’s mimisfortune, but it shows his calm and cool nature this year compared to previous seasons where he might have thrown it off the road.

The rain connued to intensify and Williams’ aempt to keep Nico Hulkenberg out on dry rubber proved useless as he spun and was struggling to keep the car in a straight line.

Suddenly the TV cameras cut to a shot of a Ferrari, moonless in the middle of the track between Malmedy and Rivage and having sustained broken suspension. It was Fernando Alonso as a miserable weekend ended in the barriers as he dropped it on the exit of Malmedy. Having escaped undamaged then Barrichello launched into him, he wasn’t so lucky this me.me. A silly mistake from one of the most experienced drivers on the grid and one that seriously compromises his dwindling tle aspiraons. The fact is this: over the past 5 races, Alonso has scored 47 points and Massa has scored 42. Had they held formaon at Germany, Massa would have 49 and Alonso would have 40. The last 5 races don’t sum up all 13 but it gives an indicaon asas to how poor Ferrari’s season has been and, at the me of wring, it could get a lot worse what with the WMSC meeng. Veel gets a puncture as he tries to overtake Liuzzi


REVIEW: BELGIAN GP

Alonso spins and crashes into the wall.

AlonsoAlonso’s staonary Ferrari meant that the Safety Car came out for the second me, bunching up the field and leaving the drivers with a 4 lap sprint once it came back in on Lap 40. Hamilton extended his advantage out front, but Felipe Massa was held up by Nico Hulkenberg and Kubica’s 3rd place was assured. Jarno Trulli spun at Pouhon and was incredible fortunate notnot to be collected as those behind him miraculously avoided the Lotus.

Trulli spins and is narrowly avoided by Kovalainen and Liuzzi

So aer 44 entertaining laps, Lewis Hamilton claimed his third win of the year, with Mark Webber second, to allow the duo to pull away from their rivals at the head of the championship. Jaime Alguersuari scored his first point since Spain, only to have it taken away when he was judged to have cut the chicane in order to overtake Tonio Liuzzi, who benefied from the SpaniaSpaniard’s demoon.

The victory takes Hamilton into the lead of the cham-pionship with 182 points.Webber is in second place just 3 points behind but mind you he has one more win than Hamilton which might be crucial if the season finishes as close as it has been this season so far. Veel, Buon and Alonso have dropped a lot of points to the two up front thanks to their poor finishes in Spa. In the constrc-tors championship Red Bull are sll leading albeit just by one points from Mclaren. Ferrari are a distant third 80 points behind.

Hamilton wins ahead of Webber and Kubica.

The Belgian Grand PrixSpa-Francorchamps, Belgium;44 laps; 308.052km;Weather: Intermient rain

Classified:

Pos Driver Team Time 1. Hamilton McLaren-Mercedes 1h29m04.268s 2. Webber Red Bull-Renault +1.571 3. Kubica Renault +3.493 4. Massa Ferrari +8.264 5. Sul 5. Sul Force India-Mercedes +9.094 6. Rosberg Mercedes +12.359 7. Schumacher Mercedes +15.548 8. Kobayashi Sauber-Ferrari +16.678 9. Petrov Renault +23.85110. Liuzzi Force India-Mercedes +34.83111. De la Rosa Sauber-Ferrari +36.01912. Buemi 12. Buemi Toro Rosso-Ferrari +39.89513. Alguersuari Toro Rosso-Ferrari +49.45714. Hulkenberg Williams-Cosworth +1 lap15. Veel Red Bull-Renault +1 lap16. Kovalainen Lotus-Cosworth +1 lap17. Di Grassi Virgin-Cosworth +1 lap18. Glock Virgin-Cosworth +1 lap19. 19. Trulli Lotus-Cosworth +1 lap20. Yamamoto HRT-Cosworth +2 laps

Fastest lap: Hamilton, 1m49.069s


Q&A WITH KARUN CHANDHOK

Was Campos/HRT always your aim for 2010? Had you not joined the team, did you have any other back up opons for this season?

WWe started talking to Adrian (Campos) since Valencia last year, but things were dragging on for various reasons. We started to look at other opons and were close to other deals but nothing materialized. Then Colin (Kolles) called to say he was going to be taking over the running of the team. We were able to work very quickly with him and, along with Mr Ecclestone’s advice,advice, sorted out a deal. GP2 was always a backup opon for us.

Has the season panned out as you expected it to?

I think I am sasfied with the way the season has gone. I had not even tested the car before Bahrain and we managed to learn more and more about the car as the season went on. I was classified in 7 out of the 9 races which I think was really good looking at the other new teams.

HHow is your partnership with Bruno Senna and Sakon Yamamoto?

BrunoBruno and I had an excellent relaonship before teaming up in F1 again and sll connue to do so. It’s rare for team-mates to be friends but Bruno and I get along very well. A lot of people have said it will be hard work with him and his family and the rest of it, but that is not the case at all. He and his family are great people and we’re both mature enough to deal with the pressu-rres. At iSport [GP2 team] we had a great working relaonship with the engineers so I think we can carry that on this year. We always had a similar style and similar requirements from the car which is good for the engineers to carry out parallel programs. I think because you are friends you trust each other a bit more.

Do you know how popular you've become with the fans this season? Lots of people are pleased to see someone genuine and friendly in Formula One. Is it a surprise to you?

Yeah it has been a surprise and I must thank the fans for their support. I have always been myself and am glad to see that being a F1 driver has not changed me.

WWas there a point where you turned up in the paddock, saw all the other drivers and thought 'Wow, I'm a Formula One driver'?

IIt’s just an unbelievable feeling! I am ecstac to be able to fulfil a lifelong dream to break into Formula One. We’ve been working for so many years for this opportu-nity, and now that we’ve finally made it, it feels a bit surreal to be honest. Ever since I was a kid all I wanted to do was be in Formula 1 – I didn’t want to be a doctor or lawyer or anything else and this week is the realisa-on of that dream.

Hispania’s Indian star answers our questions.


Q&A WITH KARUN CHANDHOK

What stands out as your best moment in your first F1 Season so far?

The Monaco race was definitely a dream come true and I would have finished in an excellent posion if not for the crash with Jarno [Trulli]. So driving around the streets of Monaco was definitely the best moment.

InIn Monaco, what were your first thoughts when Jarno Trulli crashed into you? It looked like a scary moment!

FFortunately I was a bit lucky as I ducked and he went over my head. It didn't actually touch me but it looked worse than it actually was. But it was very frustrang because that was probably my best race of the year in terms of pace and we were racing the other two new teams. Jarno has apologised since and we have moved on from there.

HHave you ever visited our site? If not, would you like to!

I love vising sites on motorsports but unfortunately have not visited your site which is going to change very soon!

India hosts a Grand Prix next season. How proud would you be to be an Indian racing in F1 in India?

ItIt would obviously be fantasc for the sport to have an Indian driver on the grid for the Indian GP. The sport has picked up greatly in the country over the last couple of years and it will be an honour for me to drive at the Indian GP. There has been so much support from within India and also the Indian communies around the world who have said that they will come to the races withwith Indian flags in hand to support me which is great to hear. I would love to drive in front of my home crowd. What are your plans for the rest of this season and for 2011?

Well I should be back in the car before the end of the season. I am currently looking at opons for next year so over the next couple of months we will have a clearer picture.


ALL TYRED OUT

A modern Formula One car is a living breathing machine. It has to be cared for, even nurtured, by a team who invest millions in shaving thousands of a second off of a lap me to make the car more aerody-namically efficient. The teams invest in the best engines that would suit their car and manage the drivers so that they can be the best drivers in the world. ThThat to many people would be the three fundamental parts when it comes to running a world class team.

However, another part of the car is fundamentally more important than all of these aspects – the tyres. For a perfect car would struggle if the tyres were unma-nageable. You only have to cite the Canadian Grand Prix to prove this. In the end, the race was down to who could manage their tyres beer than anyone else. Michael Schumacher had a car capable of being in the ttop 8. Over 30 laps on the soer compound tyres meant that he was a sing duck, irrespecve of the performance of the car.

Since the start of 2009, Formula One has returned to racing on slick tyres, aer an 11 year snt on tyres which were known as ‘grooved’. The regulaons between 1998 and 2008 spulated that ‘all tyres had to have four connuous longitudinal grooves at least 2.5 mm deep and spaced 50mm apart.’ Inially, the move to grooved tyres was not met with approval, with 1997 championchampion Jacques Villeneuve being typically outs-poken over the move. As years passed, they became the norm before slicks returned in a bid to return the sport to its basics.

Over the history of Formula One, many tyre manufac-turers have supplied their rubber to Formula One teams to compete on: Avon, Bridgestone, Connental, Dunlop, Englebert, Firestone, Goodyear, Michelin and Pirelli. The laer of those will return to the sport next year as the sole suppliers – we’ll return to that point later.

The current situaon with tyres has been bubbling for several years and the start of it can be aributed to the rules that were introduced for the 2005 season. Aer 5 years of Ferrari dominance, the FIA introduced a rule that said drivers must complete a full race distance without changing tyres. The situaon saw a few drivers struggling across the season as Bridgestone were par-cularlycularly affected by the change. However, despite gaining the upper hand and winning the opening eight races, Michelin had also had a few issues: most notable aer McLaren’s Kimi Raikkonen locked a wheel at mid-distance; didn’t change it and rered in spectacular circumstances on the final lap whilst leading.

It all came to a head though on the morning of the 2005 United States Grand Prix. Ralf Schumacher suffered a high speed crash at Turn 13, a corner which was unique for the 2005 season. This is because the corner is a high speed banked corner which creates a greater than usual lateral load and can lead to the side walls of tyres to bow and wear in abnormal places.

OnOn the Saturday, Michelin reported that the tyres it had provided for its seven customer teams — BAR Honda, McLaren, Red Bull, Renault, Toyota, Sauber, and Williams — were unsafe for extended high-speed use on this turn, and announced its intenon to fly in another set of tyres from their headquarters in the French town of Clermont Ferrand. Disaster struck for MichelinMichelin though, as when the replacement tyres arrived, they were found to suffer from the exact same problem. This meant that 14 of the 20 cars were to be fied with tyres that were unsafe to use. Not an ideal problem when travelling at 190mph, in front of 200,000 track spectators and an audience of millions. Unless the cars could be slowed down through Turn 13, the MichelinMichelin teams would be unable to race. Michelin suggested that Turn 13 should be limited for the teams and that any of the Michelin-shod teams that broke the speed limit would be penalised.

We investigate the relationship Formula One has with the tyres that drive it


ALL TYRED OUT

This course of acon was not undertaken and any alteraons to the track would result in the race becoming a non-championship event. This was ruled out as it would have been hugely unfair to Bridges-tone, who had brought tyres which they knew would not have the same pace as the Michelin’s, but were fit for use.

The race went ahead with only 6 cars at an event which F1 needed to be successful – the American one, a market which the sport has never managed to crack but gets another aempt as doing so aer a 5 year hiatus in 2012. Formula One was globally humiliated and Michelin bore the brunt of the anger.

MichelinMichelin pulled out of the sport at the end of 2006, leaving Bridgestone as the sole supplier.

TheirTheir 4 years as sole supplier have been hugely successful. Naturally they have taken all of the wins and championships, but it is the fact that they have taken tyres to another level. They’ve also been gutsy enough to bring tyres to races that they know will not last long enough – most companies would be concer-ned that such an occurrence would hurt their image, butbut I think it’s the opposite. If Bridgestone make a race excing by bringing useless tyres, they’re going to get praised for doing so – you won’t get people saying ‘I’m not buying Bridgestone’s as they degre-date really quickly’.

The Japanese company have also introduced inia-ves in a bid to reducing the impact of motoring on the environment (ah yes, every petrol head’s favourite enemy).

AsAs part of an FIA campaign, the 2008 Japanese Grand Prix saw the grooves in the tyres painted green, with the opon tyres replacing one of the green stripes with a white one. Whilst it was a decent iniave, the tyres didn’t look great and it was difficult disnguis-hing the different compounds. This is shown in the picture as Rubens Barrichello runs the primes and Nick HeidNick Heidfeld is on the opons.

As part of an FIA campaign, the 2008 Japanese Grand Prix saw the grooves in the tyres painted green, with the opon tyres replacing one of the green stripes with a white one. Whilst it was a decent iniave, the tyres didn’t look great and it was difficult disnguishing the different compounds. This is shown in the picture as Rubens Barrichello runs the primes and Nick Heidfeld is on the oon the opons.

With the return to slicks, there were no grooves to paint the tyres white so with a connuaon of the ‘Make Cars Green’ campaign, Bridgestone painted the sidewalls of the opon tyres green.

However aer 4 seasons, Bridgestone felt that they have proved their point, and a lack of compe on will surely have contributed to the reasons for pulling out, as well as the high costs in a period of global recession. TheThe most successful tyre supplier in the history of Formula One has been Goodyear, who has taken 368 wins from 494 starts (113 of them as sole supplier). Bridgestone are second, some way behind with Michelin standing at the boom step of the podium with 102 wins from 215 starts. Dunlop and Firestone come next, which leads us to a queson. Why are Pirelli supplyingsupplying the tyres for the 2011, 2012 and 2013 seasons? If you look at the stascs, they don’t have a superb record.

Pirelli are only sixth out of the nine tyres suppliers which have graced the sport and two of the three below them pulled out at the end of 1958. In addion, Avon only had a brief two year re-entry in the early-1980s, which was highly unsuccessful but they, like Connental and Englebert, pulled out in 1958.


ALL TYRED OUT

44 wins out of 200 gives Pirelli a win record of 22%, which isn’t anything to shout about. Of course, 2011 will give them a record of 100%! Their last F1 win came in 1991 at the Canadian Grand Prix and despite a rich history in the 1950s, success since then has been limited. This is not to say that Pirelli aren’t successful at all. Since 2008, they have been the sole suppliersupplier to the World Rally Championship without major issues and also supply tyres to the GP3 series, which started this year.

In the WRC, various drivers have praised Pirelli for the durability of the tyres and the level of grip that they have. There is a chance that this contributed to the FIA and FOTA’s decision to choose Pirelli over other candidates which included Michelin and Cooper Avon whilst some teams tried to persuade Bridgestone to stay, but to no avail. Therefore the decision to have a solesole supplier disappointed some, who wanted a ‘tyre war’ for the first me since 2006. Such a rivalry meant that some tyres worked beer in certain condions than others and it meant that rival suppliers were pushing each other hard. Furthermore, different suppliers managed their wet weather tyres differently, so the gap between Intermediates or Full Wets wasn’t thethe same and this had a posive impact on the racing: the Michelins may have worked more efficiently on a fully wet track but the Bridgestone’s would spark into life on a damp or drying surface.

Having a new tyre supplier doesn’t mean that lap mes will dramacally increase or decrease, but it can affect the drivers. The last me teams changed tyre suppliers was from 2006 into 2007 when teams such as McLaren and Renault had to switch from Michelin to Bridgestone. Renault were the reigning world champions and in an interview in 2009, Pat Symonds cicited Bridgestone as the main reason for the uncom-pe ve nature of their 2007 machine – they just couldn’t get the car to work as well with the Bridgestone’s. A similar problem struck the drivers. Kimi Raikkonen and Fernando Alonso both had issues with the tyres at the start of 2007. In comparison, Felipe Massa – who had used Bridgestone’s in 2006 and Lewis Hamilton - who had used Bridgestone’s on his way to the GP2 crown – gained the upper hand on their respecve team mates. All because of the tyres.

2010 has also seen certain drivers struggling to get to grips with the rubber. The 2010 regulaons changed such that the front tyres have been narrowed from 270 mm (11 in) to 245 mm (9.6 in), in order to improve the balance of grip between the front and rear.

TTwo names immediately spring to mind when it comes to struggling with the 2010 tyres: Felipe Massa and Michael Schumacher. The Ferrari driver has had issues ge ng the hard tyre to work for him whilst Schuma-cher has had issues with the tyres in general now that he no longer enjoys being the main recipient of Bridgestone’s tyres like he was during his dominant

era. Their problems are exacerbated by the close proxi-mity of the 2010 grid. Had these top drivers been suffe-ring from tyre issues five or ten years ago, they would be masked by the fact that half a second lost would only lose them a posion or two – if that. Now, someone like Felipe Massa cannot afford to lose that amount of me and managing the tyres correctly can gain – or lose – a driver a lot of me.

In 2011 though, all of the drivers (unless there are rookies that have move directly from GP3, which is unlikely), will have to adapt to the Pirelli tyres. There-fore it is highly likely that most of the winter tesng will be spent trying to work out how the tyres operate and whether driving styles need to be changed so that a driver does not lose out.

So for 2011, we have a new sole tyre supplier and Brid-gestone have set a high level of compe veness for Pirelli to live up to. The Italian company also have to bring tyres to races that will make for great racing – which usually occurs when the tyres shred at a rate faster than the drivers would hope for. There is a possi-bility that Pirelli will be cauous at first and you can’t really blame them as the build up to 2011 for them will be a nervy me. Next year, there will be 26 drivers, each with 11 sets of tyres, roughly 20 mes a year. That’s a lot of tyres!

Either way, Formula One’s rubber should be in slick hands and whilst many will be sad to see Bridgestone go, there is every reason to be opmisc that Pirelli will bring their own style to Formula One. It is highly unlikely that there will be a repeat of Indianapolis in 2005 as Pirelli is an established and respected company.

TheThere will be pressure on Pirelli, but higher pressure just tends to help.


CLASSIC F1: ITALY 2008

The 2008 Italian Grand Prix, held at the historic Monza circuit on the weekend of September 12-14, was a historic race that made Sebasan Veel an instant Formula 1 star. His dominant win in the Toro Rosso, the successor team to the popular minnow Minardi, in the wet meant that he became a popular driver and, inevi-tably a star of the future. The previous race at Spa-Francorchamps had ended in controversy, aer McLaren’s Brish star, Lewis Hamilton, was given a 25 second post race penalty for overtaking Ferrari driver Kimi Raikkonen by cu ng the track, and then not giving the place back (he had, however, let Raikkonen re-pass him on the start/finish straight, and then over-taken him into La Source) aer winning the race, and thusthus dropped to 3rd, elevang Ferrari’s tle contender, Felipe Massa, into victory.

Every pracce session was rain-affected, with the only real dry running coming in FP2. A wet qualifying saw Sebasan Veel make history by becoming the youngest driver ever to qualify on pole posion, beang Fernando Alonso’s previous record at the 2003 Malaysian Grand Prix. Heikki Kovalainen ended up second, with Mark Webber third, Sebasen Bourdais fourth,fourth, Nico Rosberg fih and championship contender Felipe Massa sixth. Kimi Raikkonen and Lewis Hamilton were both, notably, knocked out in Q2, and started 14th and 15th respecvely. Hamilton had made the mistake of running on intermediates, and by the me he had changed to the extreme wet-weather tyre, the rain had intensified.

On race day, there had been heavy rain earlier, and the track was very slippery, with more rain expected. As a precauon, it was decided to start the grand prix behind the safety car. Disaster struck Bourdais though, as he stalled whilst lined up behind the safety car, losing his P4 and ending up 1 lap down. The safety car pulled in at the end of Lap 2, and the race got undeunderway. An incident-free first lap saw Kubica pass Heidfeld and Glock pass Alonso. Veel quickly opened up a 2 second lead over Kovalainen, who was suffering visibility problems in the spray behind Veel.

Hamilton making grounds aer a bad qualificaon.

The track began to dry. Alonso re-passed Glock on Lap 4 and Coulthard was passed by Raikkonen and Hamilton. The following lap, Hamilton tried to pass Raikkonen at the Variante della Roggia, but overshot, and let Raikkonen back through aer having come out in front of Raikkonen. On Lap 7, Glock spun and lost a posion to Kubica. Hamilton and Raikkonen passed FisichellaFisichella as Veel took his lead out to over 6 seconds. On Lap 11, Hamilton overtook Raikkonen and moved up to 11th. On Lap 13, Coulthard and Fisichella had a collision and later that lap, Fisichella’s wing went underneath his car, causing him to lose control and spin harmlessly into the gravel trap, rering from the race. Massa and Rosberg baled for 4th place over the ffollowing 3 laps, trading posions repeatedly, unl Massa finally ended up winning the bale. Veel pied on Lap 18, and by that me Hamilton has passed Heidfeld, Glock, Kubica and Alonso to be 7th. His pass on Glock was controversial as he made the pass at the first chicane, and when Glock aempted to outrun him down to the second chicane (in an effort to get back papast) Hamilton squeezed Glock onto the grass, forcing him to slow down and lose momentum, thus securing his place. Kovalainen, Webber and Massa all pied on Lap 22, and in the following laps, Glock, Trulli, Raikko-nen and Hamilton made their stops. Light rain began to fall on Lap 26, but it was brief, lasng 5 minutes.


CLASSIC F1: ITALY 2008

Coulthard was the first to gamble with intermediates on Lap 28, and despite spinning at the first chicane, had made the right call, as in the following laps Alonso, Piquet, Kubica and Heidfeld would all change to inter-mediates in their one and only stop for the day. By Lap 36 much of the field was on the intermediate tyres, and on the previous lap Webber had been passed by Massa,Massa, and then spun, but held onto 7th posion. He was passed by a charging Hamilton the following lap, though, and demoted to 8th. With the track drying, new fastest laps were being set, inially by Hamilton, who was a second per lap quicker by Lap 38 than leader Veel. On Lap 45, Raikkonen was the first to break into the 1:31s. On Lap 49 Webber aempted to pass HamilHamilton, but they touched, and Webber went down the escape road, coming out ahead of Hamilton, but let him back through. Raikkonen passed Coulthard and Piquet to take 9th. Nakajima aempted to pass Coulthard at the Parabolica, but failed and hit him instead, sending Coulthard pitlane-bound (for a new front wing) and down into 17th as well. Veel won ffrom Kovalainen by over 12 seconds, making history as the youngest ever grand prix winner. Kubica and Alonso’s one-stop strategies worked very well for them, as they finished 3rd and 4th. Heidfeld, Massa, Hamilton and Webber completed the top 8, with 9th place going to the driver that set the fastest lap, Raikkonen.

The win for Toro Rosso, the team that was formerly Minardi and sll had strong es to Minardi, was cele-brated universally throughout the paddock, with Ferrari, amongst others, paying tribute to the team for their win. Veel had become a star, he was now well-known and had set the wheels in moon for becoming one of F1’s hoest topics in the following years. The racerace was a modern classic, it was incident-filled, with plenty of overtaking and also was pivotal in the rise of the man that now is one of F1’s biggest stars- Sebasan Veel.


Q&A WITH LUIZ RAZIA

Hi Luiz, tell us a quick bit about how your season has been so far?

MyMy season started very solid and strong, but in [the] middle of the season I start to have a bit of bad luck I would say, some very bad results due the crashes that was for sure not my mistake so far, I really think that I could be more higher on the championship now but I’m 10th now, with a very good chance to finish in the first 6 in the end of the year, so I hope to come back in MonMonza where I Won last year and do the same!

Do you feel an added pressure now that this is your second season of GP2?

No, My first season was very difficult because I didn’t know 70% of the track I would say was a early entry on GP2 for my experience, but now in the second year I was in shape, and things was going very well unl Silverstone.

Have you felt a bit frustrated at seeing your team mate do so well, or is it just a bigger incenve for yourself?

For sure, I don’t like the situaon, but I fully understand that he is very, very strong because of many years in GP2 and a very experience driver different than me, but I have learn a lot from him and I think he could learn from me as well in different parts.

NNow that you are Virgin’s only test driver, do you feel like you have a bigger chance to enter F1?

Yes, I really would like to enjoy the team in 2011, but depends: first to finish well in GP2 this end of the season, and second, have the good sponsor.

Is there a plan to give you some track me this season?

YYes, we have a plan to do something in Brazil, but sll not decide, I really would like to drive there in an F1 car.

Brazil has had its fair share of Formula One drivers; do you look up to any of them in parcular for inspiraon?

II would say, Barrichello, Senna, Piquet , Emerson [Fipaldi], and others ones are always inspiraon for young drivers, but I try to see what the best I can learn from now a days and take the example from the past.

Luiz Razia, F1 driver. Do you think that’s possible in 2011? Or do you feel that the GP2 tle is essenal and then F1 aer that?

GP2GP2 tle is a big help, but look Kobayashi, he is doing great in Formula 1 and finish 17° in the championship last year, I think you have to show your talent everywhere you go and then try to work out your opportunity! Look Veel he didn't win any championships before F-1 and is a very, very talent driver.

Have you felt a bit frustrated at seeing your team mate do so well, or is it just a bigger incenve for yourself?

For sure, I don’t like the situaon, but I fully understand that he is very, very strong because of many years in GP2 and a very experience driver different than me, but I have learn a lot from him and I think he could learn from me as well in different parts.

N

Brazil’s next star? GP2 driver Luiz Razia answers our questions.


FEATURE: M. SCHUMACHER

Stascally, he is the greatest racing driver of all me. He has won 91 grands prix, taken 68 pole posions; led more laps than anyone else, and has been World Champion no less than 7 mes. Aer 16 years of success in Formula 1, it finally looked as if the great German had taken his fill of triumph. Then, just before Christmas 2009, Schumacher made an announcement which which stunned the world: I'm coming back.

8 months and 12 grands prix later, the glaring queson in the minds of F1 and Schumacher fans the world over is, "Is he really back?"

Schumacher won 5 tle with Ferrari from 2000 to 2004.

Throughout the years during his first Formula 1 career, it had become customary to see the number 1 scarlet Ferrari with Schumacher's helmet in the middle far ahead of the nearest rivals and winning championship aer championship. Due to this history of uer domi-nance, it is no wonder that the German's 2010 season has come as a shock to many. Schumacher's best result thisthis season has been 4th, which he achieved twice in both Spain and Turkey, and has scored only 38 points to date. Compounding the sng of his (by Schumacher's standards) lackluster results, is the presence of Schumacher's Mercedes GP teammate; Nico Rosberg. A quick browse through the mesheets throughout this season has told that Rosberg, although far less eexperienced than his colleague, has enjoyed the upper hand for the majority of the year having taken 94 points to date, including 3 podium finishes, all being third places. The numbers never lie. 94 is higher than 38, and, yes, 3 podiums are worth more than two 4th places, and; does it need to be menoned that Schu-macher has won more tles than Rosberg has years in FFormula 1?

In 2010, Michael joined Mercedes GP aiming for the 8th tle.

AsAs if all that change was not enough for the German, who has been known for his ability to adapt, it also became apparent that Schumacher and his car were not in harmony. The MGP W01 rose out of the succes-ses of the Brawn BGP 001, which of course won last year's championship. However, the new Mercedes had been designed around Jenson Buon, whose undeundersteer-baised style is completely unsuited to Schumacher's front-posive approach. As Schumacher entered into Mercedes far too late to influence the fundamental design of the car, it could be argued that Schumacher's chances of compeng for race wins were erased from the start. Furthermore, when Schumacher last raced back in 2006, there was sll a tyre war in F1 bbetween Bridgestone and Michelin, and those tyres had deep grooves cut into them in an effort to reduce grip. Back then, it was an open secret that Ferrari and Bridgestone worked day in and out in an effort to produce the fastest tyre on the grid and to also have it perfectly suited to the car’s (and Schumacher’s) liking. Aer 3 years of absence, Schumacher returned to find thethe enre field on not only controlled-spec Bridgesto-nes, but also, slicks. The change from grooved to slick tyres undoubtedly effected every driver in the field, but aer 3 years’ absence with no other reference point by which to measure, it undoubtedly effected Schumacher greatly. Coupled with the aerodynamic regulaons introduced in 2009, the return of slicks also shied the balance of grip in a Formula 1 car. Smaller wings and slick tyres meant that the current generaon of cars enjoys more mechanical than aerodynamic grip in low to medium speed corners, unlike 2006 for example, with cars sporng much larger rear wings, barge boards, turning vanes, mul-element front wings, etc.

Michael Schumacher stunned the world with news of his Ferrari comeback mid-2009. It didn't happen, but he came back with a different team with a goal to win the title once again. But what has gone wrong?


FEATURE: M. SCHUMACHER

Other than the occasional demo-run for Ferrari in an F2007 on GP2 tyres, or the tabloid fervour surrounding an early 2009 motorcycle incident, Schumacher had essenally no contact with a racing car during his absence. Then, just before the 2009 European Grand Prix in the wake of Felipe Massa’s frighul accident in Hungary, Ferrari put out a press release stang that ththey intended to field Schumacher in Massa’s as of yet unoccupied seat. Yes, Schumacher hadn’t driven an F1 car compe vely for nearly 3 years, but a few sessions at Fiorano would bring him back up to speed again, no? Well, F1 being F1, it just could not be that straight-forward. Since 2006, an in-season tesng ban had been instated for 2009 and beyond, and that meant that Schumacher could not even test drive an F60, the car which he would be racing, without unanimous approval from all the teams in the pit lane. Williams was the only team to say no, but it was enough to keep Schumacher confined to a mothballed F2007 prepared by Ferrari’s client department running on GP2-spec slicks. Aer a few days of even this confined tesng, it bebecame clear that Schumacher was in fact not ready to make a comeback at that me. Cing a returning neck injury sustained in his motorcycle crash earlier in the year, Schumacher pulled the plug on his return plans, while Ferrari was resigned to fielding Luca Badoer and later, Giancarlo Fisichella in Massa’s seat.

Another undoubtedly crical variable facing Schuma-cher aer 3 years' absence is just how close the perfor-mance differenal now is from one end of the pit lane to the other. For example, qualifying for the 1994 Australian Grand Prix (the race in which Schumacher clinched his first world championship) saw the field covered by a gap of over 6 seconds. Now in 2010, it has bebecome commonplace to see the top 10 cars separated by 1 second or less. By comparison 2006 saw the top 10 drivers spaced out by anywhere between 3 and 6 seconds. In just three years, the field has closed the gap down from 3 seconds to 1 second, meaning that a Renault could quite easily beat a Ferrari in qualifying if the Ferrari driver makes a mistake. It is the closeness of thethe 2010 field which has perhaps put the most pressure on Schumacher, as the demands are now much higher than they were even in 2006, and the margin for error is barely visible. Apparently, even the best of the best can have some trouble adjusng to such high stan-dards.

The return of Michael Schumacher has definitely added a very interesng back-story to an already excing 2010 season. Despite his shortcomings this year, Schumacher connues to be an enormously popular fan-favourite, and always a point of interest during the grand prix. Perhaps the true litmus test for Schumacher will be in 2011, when he will have a car built for him, and will hahave shaken all the rust out of his colossal box of tricks. At 41, Schumacher's compe ve spirit however is just as fresh as it was back in 1991 when an ex-Mercedes protégé debuted for Eddie Jordan at Spa.


Q&A WITH HEIKKI KULTA

Q: How is Lewis Hamilton as an individual? I ask because at the 2007 Chinese GP, Lewis seems to have noced Heikki asks quesons to only Kimi (Raikkonen) in the Official Press conference

(Heikki Kulta – Turun Sanomat) Lewis, do you hope that the storm comes and the race will be cancelled?

LH:LH: No. Do you know what? I'm really surprised that you've asked me a queson because all season you've not asked me one queson. Whenever you get the microphone I know the queson's going to Kimi.

AndAnd then in Brazil(Heikki Kulta – Turun Sanomat) In China I asked you if you wanted a storm to come and for the race to be cancelled. Looking back would you have hoped for it to have come and how much more difficult is it now?

LH: This is the second queson you have asked me this year! (laughter)... (Anith, India)

HeikkiHeikki Kulta: Personally I think that Lewis is a good chap. Of course he can somemes be difficult, young as he is, and very self-centered just like all the top drivers are, but from a private journalist's perspecve we are in a good sync. He is polite, says hello and even says something in Finnish (something he has learned from Kovalainen or Aki Hintsa). It was a sign of his cleverness hohow he reacted that way to the queson I asked him when he told me that he didn't expect me to ask anything from anyone else but Kimi in the press confe-rences.

Q: What kind of Relaon did Kimi Raikkonen shared with Domenicali in 2008? Especially i would be inclined to know the comparison between LDM-Todt-Kimi relaonship in 2007 to LDM-Kimi-Stefano rela-onship in 2008. And why do we F1 fans always get the impression that Domenicali is a two face guy. What was his effect on Kimi's exit from Ferrari? (Luieluv, India)

HK: When Todt stepped down and Domenicali took his place in 2008 you could immediately see that Stefano hangs out much more with the drivers and also with familiar reporters. Todt always kept a distance and showed his emoons only for a moment aer the race.I don't know how much support and protecon Kimi would have needed but Stefano offered him that every me.me. Unl the end. A closeness like that seemed to do wonders with Massa at least. When it comes to Ferrari's decisions about the car in 2008 they chose a strange direcon when developing it in Massa's advantage because Kimi was leading the championship up to Turkey and he was robbed the victory in the next race in Canada due to a complete misfortune when Hamilton ccrashed into him on the pitlane exit.You can't get away from the fact that Domenicali is more under LDM:s thumb than Todt was. Maybe that's why the last season with Kimi was this no and yes -thing. The impact Kimi's departure from Ferrari had been that there sll are just as many people who are his friends.

Q: What do the fans mean to Kimi? Does Heikki know anything about it? Does Kimi know how much he is loved by millions of fans from all over the world? Does Kimi know that he has huge effect on people's lives? Does he care? (Kinga, Hungary)

HK:HK: Of course fans mean a lot to Kimi. Yet he doesn't like it when they get to his skin and it's bound to happen when he meets huge and enthusiasc fan-groups, for example in Suzuka on the street in front of the drivers' hotel when he is on his way to the track.Having a Finnish character Kimi doesn't even care to be the centre of aenon. He thinks that the best supportsupport is when he sees it on the track coming from the audience. Kimi knows that there would be no sport without fans but I'm sure he is blissfully unaware of what his impact on the lives of fans is. When he wins he wants to share his joy with everyone but then again while concentrang on the race all kind of excessive hassle is something he doesn't like.

Q: What kind of Relaon did Kimi Raikkonen shared with Domenicali in 2008? Especially i would be inclined to know the comparison between LDM-Todt-Kimi relaonship in 2007 to LDM-Kimi-Stefano rela-onship in 2008. And why do we F1 fans always get the impression that Domenicali is a two face guy. What was his effect on Kimi's exit from Ferrari?

Heikki Kulta is a well respected Finnish Journalist. F1Zone.net got the chance to ask him

a few questions about F1, WRC and more predominantly, Kimi Raikkonen. Many thanks

to Nicole for putting the questions to Heikki and then translating his answers from

Finnish into English.



Q: All the contracts made by Robertsons [Kimi Raikkonen’s managers] with Kimi have been dynamite. All through his career. Today Kimi is a grown up person, knowing what is best for him, what is the "thing" for him in racing and yet he has a very close relaonship with Robertsons. Heikki, what is your esmaon - will Kimi and R̀s surprise us fans oneone more me in future? With some kind of dynamite? (Sammy, Finland)

HK: Once again. A strong will takes you even through a grey stone. It's just a shame that there seems to be so few grey stones. Let's wait and see what happens.

Q: Autosport and F1 in parcular is a cruel thing, where some bad things happen. Lies, hypocrisy, dupli-city and so on. Have you ever been red from all of these in F1? And how do you usually react when you clearly understand that the one you interview is telling lies? (Galya, Russia)

HK: I wrote about icehockey and football before F1. I think that small fighng is part of top sport because in a racing situaon you can't be a too good friend with your opponent.At the moment I'm in Rally Germany and compared to F1 the drivers in rally are best buddies. Here nobody races tyre against tyre, they race against me. Maybe the rally-journalism would get an exextra edge if some drivers would be against each other. I would rather see these different spy-sagas and of course the 'doping' of F1; deliberate breaches of regu-laons when trying to li the car's performance ability - like BAR's double tank in 2005 - as bad things rather than the possible quarrels between drivers.I unders-tand that the drivers go around the truth in interviews because they are working for their team and are careful not to say anything that might sound bad in the ears of the employer who pays them millions.Of course it's frustrang to sit in the front row in a press conference like in Hockenheim for example, when Alonso was asked to tell about his overtake of Massa and he starts that he doesn't really know what happened but all of a suddensudden Felipe slowed down and he took advantage of the opportunity because overtaking is usually so difficult.Mostly I feel ashamed for the driver but at least I'm not judging by the hardest measure.

Q: What was the most unconfortable, strange or emba-rassing situaon you have faced as a journalist during all those years working in a F1 paddock?During the last two years Kimi drove for Ferrari (2008/2009), most part of the Italian media was against him. They were always trying to put Kimi down, "selling" a bad image of the Iceman, someone who was not right for Ferrari style. TheThere were only bad things wrien about him. Do you think this kind of approach from some part of the Italian media was really based on the results or they simply didn't like Kimi? (Ludmila (Ludy), Brazil)

HK: I have been a sport journalist for 35 years and concentrated only on F1 for the last 13 years. Of course a lot has happened during that me.I'll take two out of the hat that comes to mind.When I started to use a tape recorder instead of notebooks it lead to the so called passive memory-folder closing and aer that I had to trust the tape recorder in everything.ThisThis happened in Barcelona winter tests in 2000 when Mika Häkkinen was driving his first test as a double champion with his sparkling new McLaren. The team's publicist promised aer the tesng day that Mika will soon come and tell his first impressions of the car. It was January and the weather got colder and colder. The quicksilver almost dropped below zero. And there was nono sign of Mika.Then aer waing for almost two hours he came. I put the tape recorder on with freezing sff fingers and put my hand from a hoard of 50 reporters near Mika. I didn't hear a word but I trusted the tape recorder to get everything.Then Mika finished and people vanished. I got to change a couple of words with Mika but since he had already said everything in the iinterview I concentrated on completely different things when talking with a familiar guy.Aer that we were sasfied to get back into the warm premises. I started to dissolve the interview from the tape, it just rolled a couple of mes and I heard 'mrrrow-mrrrow' and it stopped altogether. The tape recorder had 'frozen' outside while waing and it didn't help even though I changed baeries. The tape had rolled only a few scky rounds during the interview.I can assure that there is always working pressure but I have hardly ever experienced anything similar than when flying all the way to Barcelona to hear Mika's first comments about the new car and not having any statement while being under a deadline and I couldn't exactly ask any foreign colleague either.Yet I got the story. If someone wondered over Mika being mysterious about the informaon of his ccar in the TS-story then here is the reason. The whole story was based upon a couple of words that some colleague threw me in the rush.The Italian media's verdict on Kimi based firstly and mostly to the fact that there were a few reporters who couldn't stand that Kimi didn't have energy to reply to quesons like 'what is the most wonderful thing in life' or 'are you supers ous and how does it show'. Yet I know many Italian reporters who had a good relaonship with Kimi but were on the other hand under the pressure to wriwrite in the same super-crical way as their competors did.



What is your opinion on the possibilies for Kimi to win the world tle in the WRC in a couple of years? (Dario Momo, Italy)

HK:HK: I talked with Ford's team manager Malcolm Wilson on Saturday and he praised Kimi's pace in Rally Bulgaria - which was new to everybody - which was very impres-sive. He said that he admired Kimi's a tude to come to the series even though he knows that what counts is the experience and ge ng it will be difficult and take a long me.If Kimi connues in rally then he can next yyear fight in some tarmac rallies for a podium posion (because there are so few winning cars and next year everyone has to learn S2000-cars). But in order to win the championship, the notes especially have to become his 'the second nature' as well as ideal driving lines on every road. Kimi is a very purposeful guy. If he feels aer his learning me that he can win, then he willwill certainly do his everything to finally get that histo-rical championship. Just like in F1. There it took him seven seasons to get it.

Q: Heikki, you know Kimi since his first years in motor sport. So you have seen the same person in two kind of motor sport. How would you sum up the process of growing, Kimi had to get through in that me? Did he change aer he le F1 and entered the world of WRC in your opinion? (Paris (LadyR), Austria)

HK:HK: When Kimi came from Formula Renault straight to F1 in autumn 2000, he was put from interviews with 5-6 reporters in the middle of interviews with 50-60 reporters. That made Kimi run away at first but he grew into it lile by lile.II would say that during his third F1-season at latest Kimi was more at home during the interviews even though it sll is so that when you ask Kimi a queson that inter-ests him he also replies openly but when you ask something useless his reply is very simplified.In rally Kimi enjoys the difference especially when it comes to the outside people. In F1-races he was all the day on the paddock for the media and the rest to glare at. In rally he is 12 hours in the forest and only half an hour on the paddock for the people to glare at. Because of this Kimi seems to be more relaxed.

Des he believe Webber and Veel will come along another year at Red Bull?What is your intuion about Kimi. Will Kimi ever come back to F1? (Eeva, Finland)

HK:HK: The crash in Turkey and the favouring-thing in Silverstone won't be wiped out of their minds even though the team manager tries to clean the air. There is smoulder beneath the surface and these drivers will never again joke together as relaxed as they used to do earlier. On top of that the mutual championship-bale will inflame the situaon even more during the end season.season.

In the end it is Veel's team which Webber of course doesn't accept. When things are like this it will become more and more difficult for them to live side by side the longer they are kept together.It's best not to say anything else than ''He tries his best. Let's wait and see' what happens'' when it comes to Kimi's future. F1 wants him back but even though rally is difficult it's much more easier easier for Kimi to be there with his nature.

Q: Heikki, how is Kimis reputaon in the inner circles of F1, I mean how does the press, team managers and other people in the know in the business rate him. A lot F1 fans changed their opinion of him as the fastest man in the world aer 2008, is it the same with the experts? (Mr J, Sweden)

HK: Kimi's reputaon as a top driver hasn't vanished anywhere. Even the Spanish reporters have told me that Kimi is such a clean and s fast driver that following him offers a pleasure of its own.Every team manager has their own opinion of Kimi. Business-wise Kimi is for sure not in the first ring when it comes to his gi of gab but he improved in that area too during the years. In Ferrari ththey mostly praised Kimi to me telling that Kimi handled this and that event okay. It wasn't just empty words; the comments were deliberately given to me.

Q: In the world of rallying there is a very relaxed atmos-phere between drivers and even between the teams. In F1 everyone is sooooo tensed and only puppets of the show. What would it take to change the world of F1 even a bit direcon of rallying? It is a cliché that "one" can change the world. Heikki, could one man make a difference? Or at least start the procedure? (Sammy, Finland)Finland)

HK: It's all about money. In F1 hundreds of millions Euros are circulang whereas only a fracon of that circulates in rally. F1 was different in the 70's when there was less money, less glamour when the laundry was hanged up to dry on the teams' front doors for the sponsor to wonder over. The bigger the budget is, the bigger are also the responsibilies to keep sponsors sasfied and tending the so the so called veneer.

Other than that the sports are like night and day when in one drivers drive against drivers and in rally you go on the road one at the me.



Q: Not having their own engines, will that hurt Red Bull especially with KERS and other developments coming in? (Anith, India)

HK: Red Bull's weapon is their most brilliant aerodyna-mics. It will make up for a lot even if Renault's engine wouldn't be as strong as Merc's and Ferrari's. But of course Red Bull is suffering from this.

I predict that you will be of the same opinion with me aer we have watched Monza GP because the advan-tage of more engine powers is enormously huge in those races.

Q:Q: Kimi’s main move to go to McLaren last autumn was to get a winning car. It was very difficult to accept that it didn't happen, even now it’s yet not easy to accept (although, it seems, this story is already in history). AAre you sll believe that the biggest reason for Kimi’s decision not to go to McLaren was that this team nowadays is not the same as it was before Hamilton? I had the same thoughts, but now, looking at Jenson, I was beginning to doubt. So my queson is: what do you think now about Kimi’s moves not to go to McLaren? Heikki, if you are asked to describe Kimi as a a person in few words, literally, what words would you choose? (Anna, Belarus)

HK: I know Kimi had his reasons not to go to McLaren. I could only guess here at the most which those reasons were so I will let it be.

But Kimi as a person? Stubborn, humorisc (at least he usually laughs at my jokes...), a dare devil who admira-bly and quickly leaves behind even the most bier disappointments, a normal guy with his pals, an icehockey-fan, and doesn't snk of money or any luxury life.

Q: My queson to Heikki is about Jenni [Kimi’s wife]. I just want to know why she doesn’t come anymore with Kimi to support him. Does she like rallying? Because I didn't see her this year. (Ysabella)

HK:HK: Parading on the paddock has never been Jenni's thing. Aer all they have invented cell phones. Jenni didn't really visit any other races in F1 except for Barce-lona, Monaco and Milan and even if she was on the paddock she mostly concentrated on shopping in those places. Jenni is compeng in horseback-riding. Kimi supports her in that just as much as Jenni supports Kimi in moin motorsport.

F1Zone: Who is your favourite current driver to inter-view?

HK: Look at answer 1.

Q: So we see Kimi looking more relaxed and happy these days compared to when he was in F1. Would you say that doing Rally has changed his character in ways, or is he prey much the same person?In one of your interviews with Sebasan Veel, he seemed very inter-ested in Rally (plus he was in a rally car at his Home Run event in Germany). Do you get the impression that he migmight enter single event rallies one day, like Kubica? (Bourbon, California - USA)

HK: Kimi's current casual manner came aer he won the F1-WDC in 2007. That was his number one dream. It would be even more complete if he could also win the championship in WRC. At least it's now closer when the first season in rally is coming to an end and he has learned a huge amount of rally-roads that are now stored.When it comes to the racing situaon there is no casualcasual manner either on track or in rally. You can see from Kimi when things go wellI but when things go bad you can see it even more easily.Different cars in Race of Champions are to Veel's liking. Everything that goes fast is a challenge for him that he has to get to try out. Last year it was close that Veel would have raced against Kimi in Jyväskylä rally's super stage. Kubica will somedsomeday switch from F1 to rally for sure and Veel will also try a rally car sooner or later. But he will not become a rally driver.

Q: Kimi-fans all over the world would want Kimi to take 'revenge' at Ferrari by driving in some compe ve team and win Ferrari. Did Kimi leave Ferrari in a 'vindicve' state of mind or does he see it so that he got his com-pensaon now that Ferrari is paying him for not driving in F1? Or did Kimi just get enough of F1 and doesn't care one bit about what will happen in the future? (Eeva, Finland)Finland)

HK: No. Kimi doesn't have any desire to take revenge on Ferrari. If there would be any revenge, then it might be carried out so that he doesn't care to follow the whole sport when he himself drives in rally. At least Kimi claims that he hasn't even watched all races.



Q: How surprising did you find the informaon coming to the inside circle in F1 about Kimi switching to a compe ve WRC-car for this season? They didn't much rumour about it in public when the specula-ons where more or less concentrated on McLaren and Mercedes (Brawn). Is there any possibility that TS could now also get a rally-secon along the F1-secon?F1-secon? Do you have enough energy to write about rally too? Now things about Kimi are under a slightly wrong head tle. You would have interested readers from all over the world! (Samu, Finland)

HK: It was a switch that no other world champion had even considered. They speculated about it already when Kimi started driving his first rallies with Fiat in Finland and he did say to me a long me ago that it would be cool if he won the championship in both F1 and WRC.Rally isn't really noced in F1-circles. The part of the media who understands upon rally openly tatakes their hats off for Kimi but the rest have only one thought banging in their head that Kimi should be brought back here because otherwise he is history.Of all the drivers especially Kubica is completely blown away over how fast Kimi drives. He himself knows best just how difficult rally is with a car that isn't even that fast.That rally-secon in TS was going to become true lalast winter before Rally Sweden but it's sll under work in the technical department. Let’s wait and see what and when they get it done. It is without doubt confusing when everything is under the F1-label but my own choices at this moment are that either I put everything there or then I sele for only F1-stuff like I used to do.

Q: Where does Kimi fit in Red Bull's plans? Do they see him as their brand promoter through rally, or do they give a serious thought for a possible seat in their F1 team? Could he be thinking that he is able to win a world championship? How do you see his progress and what is your insnct on his thought-process for the future? What do top F1 teams think of Kimi? Do ththey sll hold him in high regard? Do teams like Mercedes and McLaren (apart from Red Bull) sll rate him as a top-er driver worthy of a champions-hip seat? (Dheeban, LA, USA)

HK: At least this year Red Bull has been very pleased with the publicity Kimi has awakened in WRC-rallies all over the world. He is usually called to FIA:s official press conferences before the WRC-rallies and at least there are more than enough of stories over whatever he has done in those races. Maybe the original plan was to bring Kimi back to F1 to replace Mark Webber butbut now when Webber has blossomed just like Buon did last year in Brawn they already gave up that plan at an early stage. At least Red Bull would have a champion-class replacement should Veel or Webber get injured.More publicity in the rally-department would require that Kimi's results next year would improve in an interesng way - should Kimi connue in in rally.

Q: This Kimi-case was le behind the scenes and it was unclear for the regular spectators what Ferrari's moves were every now and then. Sll year 2008 was maybe the most peculiar. Montezemolo admied that back then they started to make the new contract with Alonso and at that same me the weird input was made to the car in Massa's benefit - even though they hadhad a reigning world champion in the team who also was holding some prey good posions. Because Mon-tezemolo is now leaving the Estrada one would imagine that he never was the spokesman or the actual move for Alonso's switch. Or was it only about Santander? Or was it really only about Agnellis, Santander, Briatore and next year? (Mikael, Finland)

HK: I can't really comment on Mikael's informaon more than that in 2007 the car was made for Schumacher and in 2008 - while Kimi was leading the championship - they came up with a new model in midsummer aer two months of development work, a model that suited Massa beer. When Kimi suffered from it it took again two months more before they got the development back ininto the direcon he wanted and the game was over for him when misfortune prevented him from winning in Canada and Spa.Alonso's arrival to Ferrari was quickly decided aer Todt le. They made the contract for year 2011 but it was an already known fact during season 2009. I'm assured that without Santander's input Kimi would have drove in Ferrari this year.

Q: You are known as someone who is able to approach Kimi Raikkonen when everybody is having a hard me, what is your 'secret' and your own opinion what are the chances of Kimi returning to F1? (Vida, Indonesia)

HK:HK: As a journalist I have chosen the road where I don't slaughter any driver in public. And it sll scks. I think it would be foolish to bash someone once and then try to connue as if it would never have happened. It's best to try and look for something posive rather than dig up every possible negavity in some situaons.I also believe that because of this moo I have such good relaonships withwith Leo Kinnunen, Keke Rosberg, Jyrki Järvilehto, Mika Häkkinen, Mika Salo, Kimi Räikkönen, Heikki Kovalainen as well as Nico Rosberg.



Q: How much Kimi is involved into RR racing? Does he follow or help the younger guys? Kimi keeps a low profile about his family, especially his marriage. We didn’t see any members of his family for a long me. Is he asked about it, and avoids to answer or never even asked? Kimi is even for unbiased people the most colourful racer out there by a mile. He has a huge follfollowing too. Why there’s not a single book wrien about him in English? You write wonderfully insighul arcles. We Kimi fans are lucky to be helped out by our kind Finnish fellow fans, but the language barrier makes them unavailable for a larger audience. Consi-dered publishing arcles in English? Kimi was there in Monaco during this year’s GP, yet we heard and saw virtually nothing aout him. Nobody was interested in him, or he was hiding? (beefree, Hungary)

HK: RRR is mostly the Robertson's thing. Of course Kimi is up to date over what is happening there but he doesn't care to go there because the aenon of the whole event would concentrate on him so much. And Kimi doesn't think that anyone can be taught. It's best to learn by yourself. Kimi takes care of his family but doesn't want to make any number of it.For the Italian journalijournalists it was easy to concentrate on bashing Kimi because they were disappointed with Ferrari's bad car. About the weak person.... Which other F1-driver would even have had the courage to even think of switching straight into a WRC-car in the WRC-series? Something like that can only be done by a top driver who has the strongest character. When you look at the publicity KimiKimi has awakened in rally, you can hardly claim that this guy is completely colourless and a tacky good-for-nothing. Kimi himself hasn't wanted a book about him. Kimi was in Monte Carlo's harbour on his Iceman -boat. He was on vacaon so that's why he didn't want any kind of publicity. He didn't go to the F1-paddock but they visited his boat from the F1-paddock.I could write my stories in English too but because I'm first and most Turun Sanomat's (newspaper) journalist, I concentrate on wring in Finnish so that some of my news doesn’t get to the internet in English before they even are published in our newspaper.

Q: What kind of a process is there behind an exclusive interview? Especially when Kubica and Veel are concerned? What about the unique interview with Alonso, how did you get it? Are reporters somemes verbally fighng in the press room? How well does the trio Brazil-Spain-Italy work in the same press room? Do you have a parcular bunch of friends in the press room oror are you all enemies to each other? Does Turun Sanomat have their own 'space' in the paddock? Does the printed Turun Sanomat have more informaon than their website? (Nicole, Finland)

HK: Thank you for the praise, I'm blushing here in Spa's press room. I can't deny that I enjoy the most when I get a private interview or with a selecve small bunch of reporters to interview Kubica and Veel. I can't really say which one I dig more. They are both really nice, always polite and those chaps have a very good sense of humour.You don't get interviews here by snapping finfingers and even more if you would be someone who rarely aends races and would for example ask to get a chat with Veel in the next race. It's a 'no'. You get those inmate interviews in less formal events only aer working long days in these circles and aer earning a certain reputaon.I got the interview with Alonso thanks to my good relaons with Ferrari. It's just that the me of delidelivery is very long. If you now ask for some top driver's interview you will get it in Singapore at the earliest or probably even later. Maybe when the next season begins - or never.Because this bunch of 200-300 reporters meet every two weeks you become like a family friend with most of them. Even though there would be some problems at mes nobody loses their temper very easily. TheThere's a few who get tantrums and fits and you just nod your head to them or immediately avoid them like a plague.The feelings over this Italy-Spain-Brazil -unity have changed for sure. When the Spanish and Brazilians a year ago were happy over how much fun they were going to have it hasn't looked like that and even less aer Hockenheim.We stare at the same Tv-picture you do too butbut as an aid we have two screens with sector- and lap mes, informaon about which car has in which corner spun or cut and who the judges are invesgang. The best press room is in Abu Dhabi where we watch the race from a giant screen and it feels like you would sit right beside the track. The worst one is in Hungary, even though they have a working TV there the crowdedness of benchesbenches and tables is hideous.You can aend the official press conferences if you want as long as you have a FIA-pass around your neck. In the press room wring reporters have no own space. When you arrive on Thursday you go and look for the best place available. Usually I like to sit near my best friend Luis Vasconcelos but it's also always cool to sit with certain Brish, certain German,German, certain Italian and certain Brazilian reporters. Of course everybody have their own news that they don't like to share unl they have had me to publish them.P.S. TS publishes the same stories in the newspa-per in a slightly different way than on the web but usually there is more on the web during the race weekends because the space is limited in the paper


TECHNICAL ANALYSIS: F10

1. Revised front wing 2. The exhaust pipes were once more modified 3. Rear floor – double vents to feed the diffuser instead of a single 4. Revised rear lower car end - diffuser 5.5. New engine mapping to comply beer with the exhaust blown diffuser

Changes from Silverstone

The endplates featured a new profile with a more intense rear tab and their front booms only to bend outwards so as to increase the width of the channel under the wing profile and the amount of air entering under the wing in an aempt to generate more front end downforce.

GermanySilverstone

FRONT WING

REAR END - EXHAUSTS

Germany Silverstone

At Hockenheim a new elonga-ted version with cut off inner surface was presented. During free runs the team tested a modified rear floor configura-on with heat metallic covers behind the exhaust outlet but thethe use of them was later regarded unnecessary and were removed for race to save weight in favour of ballast. Nevertheless despite the removal of the metal covers the rear floor gained an extra thick lighter carbon cover. thick lighter carbon cover.

Germany tested version

Our technical expert Bar555 analyses Ferrari’s attempts to close the gap to Red Bull


TECHNICAL ANALYSIS: F10

FLOOR ‘S REAR ADDITIONAL VENT

Ferrari raced a double vent combo spoed on the floor in front of the rear wheel instead of a single to increase the amount of air towards the diffuser side channels.

DIFFUSER

FRONT WING

REAR WING – F DUCT

The addional endplate’s bulge, which houses a part of the wing acvator mechanism), first presented at Silverstone alongside with the triple profiled wing was abolished at Hungary revealing that the flap acvator mechanism was further rerevised.

Germany

Hungary

Despite the fact that Hungaroring resembles a lot to Monaco regarding downforce levels Ferrari tested the rear wing stalling system having in mind to race it while at Monaco there was out of plans before even the racing weekend . The reason is because the system would increase the car’s top speed at the long Hungaroring’s pit lane straight which is among the very few ideal track points to overtake. At the end Ferrari preferred to reject the to overtake. At the end Ferrari preferred to reject the system and race without it.

The previous almost vercal sides channels are now bending inwards to give more outer space to hot exhaust emissions to the rear in an aempt to increase the effect of the exhaust blown diffuser design.

Changes from Germany

1. Front wing flap acvator modificaons 2. No F-duct 3. Modified rear car bodywork and car’s cooling configuraon due to the abolishment of the F-duct system 4. Extra cooling slots on both engine cover’s lower rear area.5. The team tested cockpit side gills to aid car’s efficiency during Friday free runs but those were later abolished

Germany Silverstone


TECHNICAL ANALYSIS: MP4-25

1. Debut of the new blown diffuser package but with some revisions compared to the original presented at Silverstone 2. A gilled vent was added to the le cockpit side3. Gills were added on the le rear bodywork side 4. Modified diffuser and 4. Modified diffuser and rear axle winglets with extra metal covering in order to withstand beer the heat coming from the exhausts

Changes from Silverstone

The team finally managed to race the new rear car package and the exhaust blown diffuser design. Nevertheless the system raced at Germany was not idencal to the one inially tested at Silverstone but instead the exhaust pipes and the bodywork around them were modified.

TheThe team actually tested two versions of the system, one with cut of bodywork around the pipes outlet to slow down the tempera-tures in this area and another one with elon-gated pipes which were cut off to permit a stronger interacon with the air coming around the side pod booms. The second version featured also an addional piece of carbon around the pipes. At race the team chose to use the cut of pipes.

REAR END - EXHAUST BLOWN DIFFUSER

Germany, 1st version, only tested

Small changes to the lowert wishbone and also the Bodywork was cut around the exhaust pipes.

Germany, 2nd versions, used in race

Elongated cut of exhaust pipes

Silverstone

We have seen Ferrari’s attempts, so what are McLaren trying to do to be the team to beat?


TECHNICAL ANALYSIS: MP4-25

COOLING DOWN THE CAR

The team tested a pair of gills at the rear but finally decided to race with an asymmetric configuraon keeping only the le gill.

Germany, Race version Germany, TestedDIFFUSER

REAR SUSPENSION COOLING DOWN THE CARThe near rear central hot air outlet is amazingly larger than the old version and also the gills were replaced by new symmetric smaller outlets . The new outlet is so large that we can even observe the internal suspension elements under the engine cover.

1.New enlarged rear car bodywork featuring a very large rear end hot air outlet and smaller extra outlets in front of the suspension’s upper wishbone 2. The team re-used the Spanish - Monaco rear wing spec for extra downforce 3. Small 3. Small revisions to the lower wishbone of the rear suspension

At high downforce and slow Hungaroring the team brought the rear wing spec firstly presented at Spain which produces greater amount of downforce .

The second soluon is preferable as it is lighter and it was allowed by the fact that the elongated exhaust pipes blow the hot emissions only under the outer lower wishbone area .area .

The rear suspension lower wishbone was once more revised with the heat covering protecve element to be wrapped only around the outer part of the wishbone located just above the exhaust pipe.

Germany, Race

The new diffuser first tested at Silverstone alongside with the new exhaust blown diffuser package , has a new more boxy central zone with a new hole to access the engine starter , much shorter side walls and a curving downwards upper element to cope beer with the new blown diffuser philosophy .

Changes from Germany

Germany

Silverstone Germany


LOSING TRACK

With the influx of new circuits over the past decade, it comes with an inevitability that some tracks have fallen into disrepair. However, it’s not just the lost tracks, no. Other circuits have been modified and trans-formed beyond recognion. In the previous issue, we ran a brief analysis of some of the newer circuit to grace the Formula One calendar. For the issue, we go frfrom the present to the past and look at some of the old circuits that have changed and those that have been destroyed forever.

Hockenheim

The project of building a circuit in Germany was started in 1930 and completed in 1932. Due to a lack of money, the first ever motor race at the then-called Dreieck-skurs circuit took place on an unpaved surface. In 1938, the track was shortened and widened and renamed the Kurpfalzring. However, World War Two was to affect the circuit as allied forces drove their tanks acacross the track, damaging the surface. Aer the German recovery, the circuit was again renamed, this me for good as it became known as the Hockenhei-mring and it re-opened in 1947.

In the 1960s, a new motorway was required which was set to pass through the circuit. In order to accommo-date this, the ‘Motodrom’ secon was constructed (what is commonly referred to as the ‘Stadium secon’) and this was based on the Indianapolis Motor Speedway. Because of the changes, the circuit was altered from being an-clockwise to clockwise.

And so the Hockenheimring that was known for many years was born: long straights through the forests punctuated by a twisty secon in front of thousands.

Following the death of Jim Clark in 1968, a chicane was added on each of the long straights whilst a third chicane was added at Ostkurve in 1982, the corner which linked the two straights.

Following safety complaints about the Nurburgring, the German Grand Prix was moved to Hockenheim from 1977 and became a permanent fixture on the F1 calendar (except for in 1985).

HHowever, problems struck the track in the late 90s, largely in the form of Bernie Ecclestone. F1’s ringmaster was becoming increasingly bothered by the fact that fans didn’t get to see the cars that oen and in order to guarantee the future of the race, a reconstrucon was necessary. The original plan was to build a shortcut between the first chicane and the third chicane, but HermanHerman Tilke later decided to change the circuit drama-cally. In order to construct the new track, lots of trees needed to be felled. To compensate for the reduced vegetaon, the old track (from the current Turn 2 to the current hairpin) was destroyed and replaced with new trees.

The final grand prix to be held at the old Hockenhei-mring was in 2001 when Ralf Schumacher won with an average speed of 235.351km/h. In 2000, David Coulthard reached speeds of over 224mph. The old circuit rewarded a powerful engine, so underperfor-ming teams with good grunt had a decent chance there, like they would have done at Monza. Therefore the old cicircuit added variaon to the Formula One calendar.

But the problems didn’t end when the new track was reopened. The high cost of building the new secon meant that the circuit ran into financial difficules. Added to this was that the costs were higher than the profits and whilst the new circuit was well received amongst fans, many felt that it came at too great a cost and that the old circuit was much beer. The track now alalters every two years aer an agreement was reached with the Nurburgring. The irony is further highlighted by the fact that races such as A1 Ring – with many laps in the race so more of a chance for fans to see the cars – have been lost in favour of brand new circuits where there are oen 55 or so laps in the race. You could also wonder if Ecclestone was being hypocrical – Bahrain nnow runs 49 laps rather than 57 around a track which is long and tedious. F1 has said goodbye to the old straights and the magical forest and you have to wonder whether it was worth it.

How some of the mighty tracks have fallen.


LOSING TRACK

Montjuich Park Österreichring

The Montjuich Park circuit was a race which was held around the streets of Barcelona in Spain and cars debuted at the track in 1933. The track was 2.35 miles long and was beauful and challenging due the fact that it contained fast sweeping turns, but it was also extremely dangerous.

AA Formula One race was held a few mes there in the early 1970s, but events came to a head in 1975. During pracce, drivers expressed their concern over the safety of the track and there was a threat of a driver’s strike. The organisers though threatened to impound the teams’ cars if they did not compete as a form of compensaon so the team bosses instructed their dridrivers to qualify.

The drivers’ concerns were proved on the Sunday. Aer a few minor incidents at the start, a large crash on Lap 26 stopped the race. Rolf Stommelen, the leader, suffered a rear wing failure and his car vaulted the guardrails. Three marshals and a reporter were killed. 24 hour bike races connued to be held unl 1986, but the track has not been used for Formula One since that awawful 1975 race and will probably never return. A revival was held in 2007 and most of the track is sll visible today and the only change has been that a roun-dabout has been added.

In the late 1950s and 1960s, races were oen held at an airport near the Austrian town of Zeltweg. But this circuit had a problem – it was extremely bumpy, which resulted in many suspension failures. Thus Formula One no longer visited and a new track was required. A few miles away, a new circuit was built which was suitable for the premier division of motorsport. It was 3.7 miles longlong with many fast corners and elevaon changes and was held for 18 years between 1970 and 1987. But like most fast and challenging tracks, tragedy was never too far away. During the warm up for the 1975 Grand Prix, American Mark Donohue crashed aer sustaining a puncture. He died a few days later. Race winner Viorio Brambilla crashed in the exit lap in the same corner. He esescaped unhurt.

To increase the safety of the track, the first corner was modified for the 1976 Grand Prix and made into a chicane. Increasing concerns about the safety of the track meant that 1988 saw no Osterreichring, but the track made a return in 1997 under new ownership. With financial help from telecom company, A1, the invenvely named A1 Ring held a grand prix between 19971997 and 2003. The new track (the red layout) was slower and more stop-start than the old track (in grey). But despite a brief revival, F1 le Austria in 2003 and has never returned. The official reason for not renewing the contract was the ban on tobacco adversing in Europe, but Ecclestone said that “Races will only be allocated into countries which will be in the best inter-ests of the teams, manufacturers and sponsors”. Quite funny now that one of the leading teams is Austrian...


LOSING TRACK

But in 2005, the Austrian government decided that the track should indeed be rebuilt! Red Bull was involved again, but was joined by KTM and VW. Planned works were meant to start in 2007 but aer more disputes with local authories, VW pulled out. KTM followed suit soon aer. Nevertheless, Red Bull marched on and construcon was eventually started in 2008 and, at the meme of wring, the circuit is set to be re-opened at the end of 2010, with a view to holding DTM in 2011 (The picture was taken in 2008, before re-building started). Mateschitz has said that Formula One will not return to the track. So aer 7 bleak years, the A1 Ring many be back and with a modified layout. Even though the 1997-2003 configuraon was a fine track, many believe ththat the fearsome Osterreichring will never be seen again.

Aer F1 le town, the track was purchased by Red Bull boss Dietrich Mateschitz and he had an ambious plan. As well as reviving some of the layout from the Osterreichring, he wanted to turn the area into a theme park, including a hotel, racing academy, kart track and much more. The old track was demolished and the pit buildings and grandstands pulled down. ButBut the construcon was struck with a massive blow when local people complained. The Austrian Environ-mental Council did not agree with the permissions that Red Bull acquired and thus the construcon was stopped.


LOSING TRACK

Spa Francorchamps

To many, Spa Francorchamps is the greatest circuit in the world. At just over 7km long, it sweeps through the Ardennes forest, containing famous corners such as Eau Rouge and Pouhon. But the current layout (bar the numerous changes to the Bus Stop chicane in recent years) has only been in existence since 1979. Like many other circuits, Spa was told that a reconstrucon was necessanecessary due to the Old circuit becoming too dange-rous. Therefore, a new secon was constructed between Les Combes and Blanchimont, losing the fearsome secon that epitomised Formula One of old.

The old circuit used the current circuit from aer La Source and between Eau Rouge as the start finish straight. However, the really old circuit went le at Eau Rouge (the original corner as it is on top of the Eau Rouge (a small stream of water) before it progressed to the L’Ancienne Douane hairpin and re-joined the track where Raidillon is now. Aer the Kemmel Straight, the trtrack then headed down to Les Combes. But rather than a chicane, it was one of the fastest corners on the track at the highest point of the track! Therefore once you’re high up, you have to get down again and thus Les Combes was the beginning of a supreme descent. Haute de La Cote and Burneville soon became Malmedy before the Masta straight which led on to the MaMasta kink.

The Masta kink in itself is a corner that has changed the way F1 has viewed safety. The 1966 Belgian Grand Prix was held in treacherous condions and of the 15 starters, only 7 made the second lap. Jo Bonnier crashed and went through the upstairs window of a house, dangerous and frightening but somehow comical sounding. At Masta, Jackie Stewart – the future tripletriple champion – hit a telegraph pole and ended up upside down, covered in fuel. He was in the car for 25 minutes and saved by Graham Hill and Bob Bondurant who had also crashed nearby. Stewart was so appalled by the treatment he received following his crash (as in F1 safety, not what Hill and Bondurant did as they probable saved his life) that he led a campaign to impimprove safety. For this, he should be viewed with the utmost respect as some of his contemporaries were crical of his campaign, unthinkable in modern mes. At that race, another frightening incident occurred as Mike Spence went off near Stavelot and his car was on the edge of a grassy cliff with half his car hanging off the cliff. He escape just before the car plummeted to the boboom of the cliff.

Aer Masta, came Stavelot. Following World War Two, a connuaon of the Holowell straight and a slow right hand bend was replaced by a sweeping turn before a series of sweeping turns at La Carriere and Blanchimont before coming to a near halt for the La Source hairpin. The circuit remained unl the early 1970s before it was moved to Zolder.

WhenWhen the new circuit opened, the plan was to alter the Belgian Grand Prix between Zolder in the Flemish region and Spa Francorchamps in the Walloon region, but Spa has been a fixture on the calendar since 1985. A few alteraons have taken place, most noceably to the Bus Stop chicane which was changed radically in 2007. Eau Rouge was butchered once in 1994 following SennaSenna’s death and a chicane was implemented as the run-off at the top of the hill was thought to be insuffi-cient. It was extended in 1995 and Eau Rouge was returned to its former glory.

In modern mes, the circuit has fended off issues with Tobacco sponsorship, environmentalists and insuffi-cient profits as F1 fans hope that Spa remains on the calendar forever. The reality is that Spa can’t go on stru-ggling like it is and a sharing deal with a track like Nurburgring may start happening soon.

You can sll drive around old parts of the track nowadays but the fearsome corners such as Masta and Stavelot will forever remain part of history. Sll, the newer layout is hardly a bad one!


LOSING TRACK

Silverstone

Monza

In World War Two, the piece of land in Northamptons-hire was, like many Brish circuits, an airbase. Other tracks such as Brooklands were never used again. Some of the track sll remains and is overgrown, but some of it has been destroyed and turned into a housing estate in suburban London. Another of the pre-war circuits, Crystal Palace, was used occasionally but never for FFormula one and it closed for good in 1972.

In 1948 the airbase hosted a race and was basically two runways linked by a few turns. But for 1949, a proper circuit was constructed and the pits were relocated to where they have stayed – for now. A chicane was added at Woodcote in 1975 and 10 years later, Keke Rosberg’s pole posion lap had an average speed of 161.8mph, a record which stood for 17 years. The chichicane at Bridge was inserted in 1986.

But for 1991, the track was radically redesigned and elevaon changes were implemented.

Maggots and Beckes were moved and a grandstand is now situated where Beckes once was. Stowe was ghtened and led into the Vale chicane. Club was now a slower corner and Abbey was made into a chicane. From then on, the enre last sector was overhauled, with Bridge becoming a right hand bend leading onto Priory, Brooklands, Luffield and Woodcote. This layout remainedremained unl 2000 when the double corner at Woodcote was transformed into one long bend.

But the 2000s for Silverstone was plagued by rumours of financial difficules and Ecclestone complaining about the inferior facilies when compared to the new Asian tracks. This was combined with a lack of success for Brish drivers in the middle of the decade. There was a very real possibility that Silverstone would drop off of the calendar and news came through on the FridFriday of the 2008 grand prix. The race was to be moved to Donington Park for 2010 for a long me. In turn, MotoGP was to head to Silverstone and so changes were required.

Finally, we have the Autodromo Nazionale Monza and judging by the picture of the original layout, not too much appears to have changed. But when you look deeper, some of the alteraons have been radical. The track was built in 1922 by 3500 workers and the original layout was 10km long – comprising a 4.5 kilometres oval and a 5.5 kilometres road track. The circuit was exextremely fast and therefore, like its contemporaries, very dangerous. A race in 1928 saw the death of a driver and 27 spectators and it remains as the worst motor racing accident in Italian history. Only the loop was used for the few years aer the horrific events of 1928 but the 1932 running also resulted in tragedy with the death of three competors. Like with other loca-ons, tragedy resulted in a modificaon to the layout. The circuit was subsequently changed for 1933 – chicanes were added in order to slow the drivers down. The revised track was known as the ‘Florio’ circuit but was only raced for a few years.

Because Bridge corner was too dangerous for bikes, they would have to avoid that area of the track so the ‘Arrowhead’ secon was planned: Right at Abbey, not le before heading to a hairpin and rejoining the track on the Naonal circuit. As well as this, the run off at the kink on the finish straight would have to be extended. When the plans at Donington fell through, the race rereturned to its original home, without having missed a year. The ‘Arrowhead’ secon became the Arena secon and the new corners were given names that were lost when the original track was butchered.

It may not be as fast as it once was, but Silverstone is sll a great circuit.


YOUR QUESTIONS: KHALIL BESCHIR

Q: What has been the best race of your career?Liam, South Africa

SSPA Francorchamps 2004 when I was racing Formula Renault. We had a problem with the engine in quali-fying so I had to start 33rd and in the race I had a new engine and finished 6th, having the fastest lap of the race. Also I can say that my race in F3000 in Germany in 2005 was great because I started 15 and finished 5h. It was very important in the championship at that me.me.

Q: The Middle East unfortunately has a sgma in Western society of being a dangerous place. Being from Lebanon, did you feel that being in a major series like A1GP gave you the opportunity to show the world what Lebanon and the Middle East can really do in terms of compeng on the world's stage?Bill, New Jersey, USA.

YYes, unfortunately we have a lot of polical problems in the region which didn’t help me to join motorsport when I was young. It was nearly impossible mission and I had to go abroad when I was older to start my professional career. Although aer reaching A1 and having a Lebanese team we got a lot of support in every place we have been to, we could show the world ththat everything is possible and change the image of the Middle East.

Q: Have you ever had any contacts for a move to Formula 1 as to be the first Lebanese and Arab driver in F1 History?Naïm, Paris, France

I had oI had offers from three F1 teams to join as a test and development driver this season, two new teams and one normal team. I was close to join them, but the lack of sponsorship was the only problem. We are sll working on it.

Q: Q: You had a rather large series of barrel rolls in the first A1GP meeng at Brands Hatch in 2005. What thoughts were going through your mind as you were flipping?Phillip, England

HoneHonestly speaking, I don’t remember anything because it happened so quickly. All I remember is opening my eyes when I was upside down in the car and speaking to the doctors and marshals.

Q: Do you think that the A1GP format (naons baling for a World Cup of motorsport) could have been successful, were it handled beer?FFelipe, Australia

Definitely YES.

The former A1GP driver discusses the World Cup of Motorsport, how the Middle East needs to do more than just build circuits and that he still has

F1 aspirations...


YOUR QUESTIONS: KHALIL BESCHIR

Q: Why did you become a racing driver and how long do you train every day?Eeva, Finland

II used to watch F1 when I was young and became addicted to this sport by following it extremely well. Then I decided to try karng in order to see if I can be good at it and I won everything that was possible to do in Lebanon. I didn’t want to stop at this level and decided to devote myself to motorsport.As I am not racing lot at the moment I can train 3-4 mes a week to keepkeep myself fit and ready to any test. When I am racing properly I train around 2 hours and a half every day between cardio and strength exercises.

Q: What were your emoons as you first got an A1GP seat? And which was your favourite circuit to drive at?Corry, England

We had a shootout between me and 4 other drivers in 2005 for the seat in A1GP. I was very confident I will get it, and that was the case. At this me A1 was very big and a dream for every driver so I was extremely happy to drive on that level, and very proud to represent Lebanon on the internaonal scene. Favourite circuit is definitely Spa Francorchamps it is full of challenges and a a very quick track.

Q: Is it easy or difficult to start a racing career in Lebanon? Do you have many karng-tracks? Do you have a 'special' motorsport in Lebanon?Nicole, Finland

It is very difficult to start it from Lebanon, as I said before we only had karng there and one circuit. It was very hard really, I didn’t receive any help and my parents couldn’t afford motorsport. At the same me I think that it movated me, I wanted to become the first single-seater driver from the region. I remember the me when everyone was laughing at me when I used to sasay this back in 1999. Although I never gave up and managed to find some support to start in Formula Renault and later on it was going step by step, and A1 Team Lebanon came in the right me and helped lot.

Q: What's your favourite Hobby outside motor racing?

Football, tennis, reading (now reading about Mohamed Ali he is an amazing person and sports man), travelling and spending me with my girlfriend.

Q: If you had a Formula 1 team with an unlimited budget, who would be the Car Designer, Drivers & Engine Supplier?

CarCar designer – Adrian Newey; Drivers – Schumacher and Hamilton; Engine – Mercedes.

Q: Do you think FIA is doing enough to encourage motor sports in your region?Zack, Mumbai, India

II think they can do beer job, because the region needs more racing series especially like karng and some small series as BMW for example. Young people who want to start their career in racing have nothing other than karng and those naonal karng championships I’m talking about are not run in a very good way so young kids don’t have enough movaon and educa-onon to connue in order to reach the bigger steps.Another big problem in the region is lack of spon-sorship. The Middle East has money which they spend on building huge circuits and sponsoring F1 teams, but they don’t help young drivers who want to start racing career and who can be F1 drivers in the future.

Q: What's your feeling about what's happening in F1 so far this season?

I think it is a great season so far, we saw lot of excite-ment even though not much overtaking but the drama was always there, the Red Bulls crash, the Ferrari team order the weather in some races, it is a great season with great drivers in the best teams, and I will never forget the qualifying lap of Hamilton in Canada and the way he was driving and braking using the engine down shishi that was mega.In a Technical point of view, there is no doubt the Red Bull car is the fastest and now it is becoming reliable, we have to see if Red Bull can manage the drivers well and see how this will end up, they did so many mistakes and gave so many points this season to other teams, but I reckon one of the Red Bulls will win the championship, the teams will keep closing ddown but Red Bull are on their own planet. But we never can count out Hamilton and Alonso so it will be interesng fight ll the last race and I won’t be surpri-sed if the last race comes and there are 2 tle conten-ders.

Q: How do you see your future?

My Future? Well I wished I could be a fortune teller to tell you more!I am sure it will be in Motorsport and in something involved in Motorsport and I hope in a driving seat let’s wait and see, I am a person who live every day by day but always looking forward in a posive way and I believe always in myself that I can achieve something in what I do.

THE FORUM VOTES... MOST ATTRACTIVE 2010 CAR

38% - McLaren MP4/25

17% - Ferrari F10

21% - Renault R30

11% - Red Bull RB6

DONATE TO F1ZONE.NETF1zone.net Forums is a non-commercial site that was made explicitly in our free time.

We offer everything on F1zone Forums for free and we depend on your support to keep F1zone up and

running. We therefore ask in humbleness if you are in the position to support us through contributing a

donation of any amount, please do so as we can always use it !!

YYour contribution will mean a great deal to those who are working effortlessly to keep F1zone.net running,

contributing their own time, voluntarily. It will also mean great deal for those many who have benefited by

being members of the F1zone community. Your ongoing support means F1zone.net may continue to offer its

current services.

To donate please visit:http://f1zone.net/Donate.php


Q&A WITH NEIL COLE

F1Zone: How have you enjoyed presenng coverage of the WRC?

Neil Cole: I love it. It is a real privilege to be at the very beang heart of the best motorsport in the world.

F1Z: Did you follow WRC before presenng coverage? NC:NC: Yes. I was born in Bristol, but grew up in Essex where my Dad would regularly try to emulate [Ari] Vatanen through the country roads!

F1Z: What impact has Kimi Raikkonen had on the sport and what do you think he can achieve?

NC:NC: You could feel the world's motorsport fraternity, who oen in recent years hardly turned a cheek towards the WRC, suddenly looking... and doing a double-take. I think his massive global fan base have followed him to WRC, which can only be a good thing. I don't think he has actually made an impact on the SPORT as such - he has been relavely very quick at mesmes for a rookie rally driver, but as he is always at pains to point out - a big part of rallying is experience, and he is currently compeng against people who have got very comfortable in their cars, and are oen driving rallies they've driven many mes.

His second season will be the one to watch, when he has an exisng set of notes for most rallies and a level playing field car-wise. If he spent 3 or 4 years in the WRC he definitely has the talent and ambion to challenge for a driver's tle.

F1Z: It seems quite obvious who will win the WRC tle, but who do you think can claim the F1 crown?

NC:NC: Reckon it'll be a Red Bull. Webber? About bloody me if he does.

F1Z: Kimi has gone from WRC to F1. Do you think any WRC drivers could do the opposite?

NC: Very few. Obviously Loeb had the chance, and showed promise, but the sport was a closed shop even to him, for administrave reasons, so it's very unlikely. Hypothecally, you'd think tarmac specialists like Sordo & Duval could do it, but we'll never find out!

F1Z:F1Z: What do you think the WRC can do to progress? The IRC is coming up and could be a threat to it.

NC:NC: The WRC needs more manufacturers, and more media coverage, simple as that. IRC is an excellent series but it's a completely different model - it's enrely Eurosport's baby, whereas the WRC has to be sold indivi-dually to all territories. Some porons of the world sll have a lot of love for WRC - France, inevitably, where Loeb is their Buon/Beckham, Finland, South America - but it's an uphill but it's an uphill struggle to get exposure in the UK.

F1Z: Do you think with the new-for-2011 rules, it will be more open. Could the Loeb era be over?

NC: It will definitely be a new era. Citroen are very good at ge ng a new car winning fresh out of the box, but that Fiesta looks tasty too. New tyre rules, and teething troubles for new cars, could make things very interesng at the start of 2011. Loeb is, however, sll phenomenally talented, and will be keen to leave his footprint on the new-style WRC before he reres.

F1Z:F1Z: Sebasen Ogier looks set to be a future star? Do you think he can usurp Loeb's achievements?

NC: You just have to watch Loeb's reacon to Ogier to see how important Seb 2.0 will be in the future. He has come up the rails out of nowhere and may spoil Finland's expectaon of having the next World Champion in Hirvonen or Latvala.

F1Z:F1Z: Out of all of the drivers currently in Formula One, who do you think would do best in WRC?

NC:NC: I've been working at the Race of Champions every year since 2004 and Veel has an incredible ability to jump in a rally car & post good mes. Translate that to a whole WRC event rather than a few laps of a stadium, I don't know... but F1 drivers are technically & physically & insncvely perfect drivers, so it makes sense that some of that transfers naturally to rallying. They just have to geget used to things like co-drivers and trees and jumps and going sideways...

F1Z: Who is your favourite F1 & Rally driver?

NC: Senna & Gronholm

Dave’s World Rally Presenter & stand up comedian on the WRC, F1 and their respective drivers.


WRC FEATURE

Well he always does that when he is behind the wheels of anything that he drives. The term Iceman is synonymous to Kimi Raikkonen not only when he is on the track but also when he is off it.

AndAnd right from the Formula 1 days we all knew how cool and calm was this Finn on and off the track both. The Iceman image at mes got the beang from media and from certain quarters that were there just to make mountain out of the mole to suit them. Really that was the case as throughout his career in F1 he was always held in high regards from the fellow competors, team bossesbosses and people who maered the most in the paddock. He commanded Respect from everyone who knew him well. He was this no nonsense charismac person on and off the track. When inside the cockpit Iceman just was as much focused as one could ever be and did the business as ever. And while leaving F1, despite of a contract terminaon and some messy aaffair from the team, he stood true to his image and le the sport with his head held high. Not many drivers in the paddock would have been able to do that. That’s true Iceman in every way. But all that is passé and the life for Iceman has moved on.

On we move to WRC. Kimi Raikkonen le all the dirty polics of F1 behind and opted to take the baby steps towards his dream of compeng in what is called the most difficult genre of motorsport. As any other Finnish kid interested in motorsport, Kimi Raikkonen too had a dream of winning the WRC tle one day. Perhaps it was a right me for Iceman to venture in to WRC. It was a win-winwin-win situaon for WRC as a series and Kimi Raikko-nen as a driver. The me was right to unleash his ever so cool and calm image and let it flow like a river in a sport which would complement him to the tee.And his journey in WRC started.

First up was a pracce rally for Kimi in the form of the Arcc Lapland Rally in Finland. A rally which in itself seemed to be the coolest rally both in terms of climac condions and ambience it provided for over hundreds of parcipants. We Kimi fans got our first taste of how this new sport would be treang our Iceman and how Iceman would be gelling with new surroundings. This rallyrally immediately aracted many visitors and amongst them was a supremely talented rally driver Sebasen Ogier. Kimi Raikkonen was to be his team mate in the upcoming WRC season. Then we had Dani Sordo who was compeng in the Arcc rally and had some really kind words to say about Kimi. Alongside Kimi we had Kaj (Kimi’s Co driver) who from the word go knew how tto get Iceman in to the groove and make sure Iceman grows from strength to strength from here on. Media also poured in numbers to get their first taste of Iceman in Rally. All these factors made us Kimi Fans immedia-tely a fan of this new genre of motorsport. We could clearly see that Kimi the Iceman of F1 had started to unleash his other side of image in this second innings of his career. Kimi looked much more vibrant, happy and the willingness to learn and understand the new genre

Will the real Iceman please stand up?


WRC FEATURE

Next up was Rally Sweden. This is where the real acon begins. The first rally of this WRC season and the stage was set with plenty of spectators dropping to witness Kimi doing his first compe ve rally in WRC. During this rally apart from a great comeback from Kimi Raikkonen what we saw was that Iceman was slowly and steadily opening up to media, fans and teamteam members. We saw Kimi and Kaj hanging around with other drivers, interacng with them and enjoying the sport. The certain change in Kimi Raikkonen was that we could see him talking to people much more, a definite smile on his face and willingness to be a part of WRC fraternity.

Though Kimi did not completely shed of his image of being reluctant to talk with media and everyone else, he was really beginning to acclimaze to this new atmosphere. We could see Kimi himself more than willing to be the part of this off track acvies. It felt really good to see Iceman just adding few more stars to his ever so cool image. This clearly sent an indica-onon to media worldwide that Kimi Raikkonen is a very much approachable guy but yes he needs a correct atmosphere to do so. WRC had already succeeded in providing that plaorm for Iceman and his Media Image.

Well for the next few rallies we saw how Kimi Raikko-nen grew from strength to strength with Kaitsu playing a real protecng elder brother’s role to kimi. The duo started to excel in both on and off track challenges. Rally Jordan was where Kimi Raikkonen created a Finnish motorsport history by scoring his first points in WRC career and thus making him first FinnishFinnish racer to do so in both WRC and F1. During the ceremonial start of Rally Jordan we once again saw how opened up Kimi Raikkonen was and how willing he was to make himself counted amongst one of them. To be dressed like Spartan warrior was so unlike Iceman of F1 but this change was surprising and all the more welcome by his fans worldwide. Kimi RaikRaikkonen was now speaking to media in much more freely manner and was enjoying the atmosphere to the core

Rally Turkey, Portugal and Bulgaria gave the good account of Kimi’s potenal in this form of motorsport. Kimi and Kaitsu kept on with their hard work and despites of some mistakes here and there were learning and gaining plenty of experience in Rallying. Off the track Kimi Raikkonen had really started to shine like a Rally Star. He knew exactly what was required to bebe the part of this family. He mingled with his oppo-nents, did loads of PR acvies for his sponsors and for promong this sport. He parcipated in Roadshows, Red Bull’s mega event Ersberg rodeo and started to interact with his fans and crowd in much more comfor-table manner than we have ever seen him during his F1 days. Things had definitely changed and only for the good. The Rally Raikkonen was starng to be accepted by one and all from his crics, to opponents to rally fans to enre team.

With Kimi being very much familiar with the Rally atmosphere and he being an integral part of this family, we moved on to one of the biggest crowd puller Rally which was also Kimi’s home Rally. Rally Finland gave us a good picture of Rally Raikkonen and his interacons with media and plenty of fans who had come to see their home hero in acon. This rally, Kimi literally prproved and sealed the fact that he indeed has adjusted to this new atmosphere and his Iceman image has just excelled in every which way. He was having a jolly good me with his team mates and fans and was giving plenty of interviews.


WRC FEATURE

Rally Germany to me seems like a stepping stone in mounng a real Iceman image to this most appro-priate tag of Iceman. This rally saw Kimi talking the most with the media. Many mes Kimi as usual mumbled but did it for a longer duraon. Kimi had got the complete grip of Rally atmosphere and was now excelling like a pro. He gave maximum interviews and hehe spoke maximum during and post this rally. This to me is a very posive sign and we fans can only hope for beer things in near future.

It seems like a nice me to draw some comparisons between the Iceman of F1 and Rally Iceman. Firstly Kimi Raikkonen on the track shares the same image of Iceman, be it in Formula 1 or WRC. So basically we see the same Iceman when he is behind the wheels of a car. The major change that is clearly visible in Kimi Raikkonen is that he is much happier in Rallying. One hashas hardly seen him smiling so much like we fans see him these days. Kimi has been praised for his a tude and image and his presence from almost all the quarters of WRC.

Right from the world media to the organizers to FIA to team bosses to fellow competors to everyone who has been associated with this presgious sport. Here the media is not on a mission to make a mince meat of every comment of a driver and Kimi surely has braced that with love and respect. The affecon that kimi has received from his fans has made him even more accessibleaccessible to people around him. Kimi Raikkonen has indeed added mulple stars to his Iceman image. The results on track are also falling in place and during this learning and gaining experience phase; Kimi Raikko-nen is excelling in his dues off the track too. All in all I will sum up by saying that Kimi Raikkonen’s Iceman image is being unleashed to its full potenal in this ever so wonderful atmosphere of WRC. Kudos to this sport and Kudos to Iceman for enjoying this challenge thoroughly.

And finally few words on behalf of all the Kimi Raikko-nen fans. This is perhaps one of our beer phases of our life to see our Idol be so much happy and accept the challenge of this difficult genre of motorsport like a true Warrior. Most important thing for us fans is that he is enjoying WRC a lot and he is fairly doing well as a rookie. We are really thankful to everyone associated withwith WRC for supporng our Idol and making him feel more comfortable than he has ever been. Giving him a plaorm where he can showcase his talent and for special thanks for all the nice words said about Kimi Raikkonen. Huge thumbs up to Kaj Lindstorm who apart from being Kimi’s co driver has been elder brother and a mate who has protected and enhanced the image of Iceman.Iceman. And finally a hearelt thanks to Kimi Raikkonen for giving us fans this opportunity to follow this won-derful sport and keeping our passion so high in suppor-ng him in this new venture which suits his Iceman Image like a hand in glove. We pledge our support forever.

Once again I would like to end my piece of thoughts with just two words:

Iceman Cometh

f1zone.net magazine issue 4

Documents

best season

near perfect season

lewis hamiltons debut

title hunt

title rivals

ferrariman60classic

f1 tyres

belgian gp