However, today's blog gives a more personal recollection. Mike Fairholme is well known and respected among F1 circles having provided the finest bespoke helmets to over 60 Formula One drivers since the 1980s.
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Showing posts with label Barrichello. Show all posts
Showing posts with label Barrichello. Show all posts
Wednesday, 17 April 2019
Memories of Imola 1994, by Ibrar Malik
To commemorate the 25th anniversary of that horrific race weekend and the passing of two Formula 1 drivers there will be three separate blogs over the coming days. The next blog pays tribute to Roland Ratzenberger and how his accident helped spark an important safety legacy within F1. The third blog will remember Ayrton Senna's final 24 hours.
However, today's blog gives a more personal recollection. Mike Fairholme is well known and respected among F1 circles having provided the finest bespoke helmets to over 60 Formula One drivers since the 1980s.
Mike with his other love, Toffee. In March 2018 Motor Sport Magazine wrote an article about him entitled "Racing's artist in residence"…it is well worth a read for his wonderful stories
However, today's blog gives a more personal recollection. Mike Fairholme is well known and respected among F1 circles having provided the finest bespoke helmets to over 60 Formula One drivers since the 1980s.
Friday, 21 February 2014
Looking back: 20 years ago - the calm before the storm
1994. In F1 terms it even twenty years on is a campaign considered barely to have a redeeming feature; a rancid low point. It is viewed as a season of rancour, bitterness, tragedy.
It was a year of persistent and acidic controversy, both technical and sporting; race bans were frequent and the success of the champion Benetton team - the target of much of the contention - even today from many perspectives still festers rather like an uncleansed old wound. It was a year of sickening violence. Most traumatically two drivers, Ayrton Senna and Roland Ratzenberger, did not survive the campaign, others had their careers at the top in effect ended by injury, and there were plenty of near misses besides in which widespread injury and death was avoided only by chance. It was also a season lacking in competitiveness, featuring several soporific races in which the cars at the back, indeed in the midfield, barely belonged in the same formula as the cars at the front. And, almost appropriately in the perverse sense, in the final round the destination of the drivers' title was resolved in the most unsatisfactory manner, with Michael Schumacher's stricken Benetton via whatever explanation coming into contact with the Williams of title rival Damon Hill, thus ending both of their races and settling the championship in the German's favour. In many ways, in comparison with the 1994 season start by the climax of the harrowing campaign the sport appeared rather more than a year older.
But less well-remembered is that, fleetingly, the season promised rather different. Roughly twenty years ago at that very campaign start, the opening round in Interlagos in Brazil, it appeared that just maybe 1994 was instead to be the scene of the sport's renaissance, however laughable that concept seems to hindsight.
It appeared so unexpectedly too, as in advance not many looked forward to the season with a great deal of relish. For one thing the world championship looked bought and paid for before anyone had turned a wheel. The Williams cars had been insultingly dominant for the previous two years and now for 1994 it had triangulated much of the opposition that remained by seizing as its own its main, perhaps its only, irritant in this time. Ayrton Senna despite battling against much superior Williams machinery throughout 1992 and 1993 had won eight races (one in four) in that time somehow, and a few of these drives were of sufficient quality so to go into folklore. Now for 1994 Williams had Senna signed up all for itself and the logic seemed irrefutable: best driver, best car, best engine should equal sweeping all before them. Most foresaw a year of demonstration runs.
It was a year of persistent and acidic controversy, both technical and sporting; race bans were frequent and the success of the champion Benetton team - the target of much of the contention - even today from many perspectives still festers rather like an uncleansed old wound. It was a year of sickening violence. Most traumatically two drivers, Ayrton Senna and Roland Ratzenberger, did not survive the campaign, others had their careers at the top in effect ended by injury, and there were plenty of near misses besides in which widespread injury and death was avoided only by chance. It was also a season lacking in competitiveness, featuring several soporific races in which the cars at the back, indeed in the midfield, barely belonged in the same formula as the cars at the front. And, almost appropriately in the perverse sense, in the final round the destination of the drivers' title was resolved in the most unsatisfactory manner, with Michael Schumacher's stricken Benetton via whatever explanation coming into contact with the Williams of title rival Damon Hill, thus ending both of their races and settling the championship in the German's favour. In many ways, in comparison with the 1994 season start by the climax of the harrowing campaign the sport appeared rather more than a year older.
But less well-remembered is that, fleetingly, the season promised rather different. Roughly twenty years ago at that very campaign start, the opening round in Interlagos in Brazil, it appeared that just maybe 1994 was instead to be the scene of the sport's renaissance, however laughable that concept seems to hindsight.
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| Ayrton Senna was expected to dominate the year Credit: Instituto Ayrton Senna / CC |
Saturday, 3 August 2013
Looking back: 2002 - F1 goes bad
Whatever you think about F1 now - indeed whatever you think about F1 for as long as the sport continues to exist - you can likely be thankful that it wasn't 2002. Then we had an F1 in crisis, one that was wrestling with itself. The sport perhaps wasn't quite dying, but it was certainly experiencing unpleasant symptoms of illness, and increasingly was staring at its deformed self in the mirror with rather a lot of disgust. As the year progressed more and more felt that radical and immediate surgery was not only desirable but essential to ensure F1’s renewed health.
The sport had faced crises before of course, but unlike those, such as in 1955 and 1994, this wasn't about safety. It was about the sport simply not delivering. No one wanted to watch the 'show' that it was serving up; reflecting this viewing numbers both at the track and on TV dwindled.
In 2002 the sport endured a year of soporific races wherein the Ferraris were simply on another level, particularly so that of its lead driver Michael Schumacher. The potency Ferrari 'dream team' of this era, with the great Schumi backed by Jean Todt, Ross Brawn, Rory Byrne, engine man Paolo Martinelli and others, is well-documented. This was right in the middle of its scarcely credible run of five drivers' and constructors' championship doubles, and perhaps appropriately it was by far the most crushing among those. There were 17 races in 2002, and Ferrari won 15 of them. Only in five races at most did even a token challenge to the red cars last beyond a few laps, quite literally. Moreover, for Schumacher the 17 rounds divided up as 11 won, five second places and a single third place - a day on which his front wing was knocked off at the first corner thus sending him to the back. Never once did he fail to finish, nor indeed did he fail to finish on the podium. And his record could have been even more towering: of those five second places he probably would have won in Monaco had passing been remotely possible there, and the remaining instances of being a runner-up were to his stable mate Rubens Barrichello and at least some of them appeared rather ceded.
Again, single car domination in F1 was nothing new by 2002. We'd seen similar, most notably in 1988 with the McLaren MP4-4s sweeping the board. But then at least we had the intrigue of the two drivers Ayrton Senna and Alain Prost facing off; now Schumi was on an intra-team pedestal. And moreover even with its domination, and with two drivers' and three constructors' title in the preceding three years, to ensure that it was Schumacher that prevailed with the drivers' title Ferrari managed races from the pit wall with a caution and micro-management that often entered the realms of the absurd. As a result the two red cars routinely cruised around at the front apparently at half throttle, its drivers under strict orders from their masters. Even the mathematical tying up of the drivers' title altered little, as focus then switched onto ensuring Rubens Barrichello's second place in the table, meaning we had the same again expect with Rubinho ahead and Schumi sitting dutifully behind. Almost nothing was left to chance; it’s no exaggeration to say that in 2002 one knew far in advance with almost complete certainty how a Grand Prix would unfold.
The sport had faced crises before of course, but unlike those, such as in 1955 and 1994, this wasn't about safety. It was about the sport simply not delivering. No one wanted to watch the 'show' that it was serving up; reflecting this viewing numbers both at the track and on TV dwindled.
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| Dominant Michael Schumacher won the title as he liked Credit: Mathieu Felten / CC |
Again, single car domination in F1 was nothing new by 2002. We'd seen similar, most notably in 1988 with the McLaren MP4-4s sweeping the board. But then at least we had the intrigue of the two drivers Ayrton Senna and Alain Prost facing off; now Schumi was on an intra-team pedestal. And moreover even with its domination, and with two drivers' and three constructors' title in the preceding three years, to ensure that it was Schumacher that prevailed with the drivers' title Ferrari managed races from the pit wall with a caution and micro-management that often entered the realms of the absurd. As a result the two red cars routinely cruised around at the front apparently at half throttle, its drivers under strict orders from their masters. Even the mathematical tying up of the drivers' title altered little, as focus then switched onto ensuring Rubens Barrichello's second place in the table, meaning we had the same again expect with Rubinho ahead and Schumi sitting dutifully behind. Almost nothing was left to chance; it’s no exaggeration to say that in 2002 one knew far in advance with almost complete certainty how a Grand Prix would unfold.
Sunday, 24 March 2013
What is right and what is wrong on team orders?
It was possibly the most glum podium in F1 history. Red Bull had claimed a one-two finish on a day it was expected to struggle, after an exciting wheel-to-wheel battle for supremacy. Winner Sebastian Vettel in so doing put clear points over those he's expected to be in a title fight with this year. While Lewis Hamilton finished in third, his new team's car showing that it has potency on race day and is much more competitive than many had thought/feared in advance. Yet, you'd never know it. Of the three drivers' faces two were sheepish and the other angry.
It was team orders what did it. Both Red Bull and Mercedes, whose cars had ran in close formation at the front for most of the Malaysian Grand Prix's duration, chose to enact a 'hold station' order from the pitwall after their final stops. This should have meant that Mark Webber finished ahead of Vettel to win and that Hamilton finished ahead of Nico Rosberg in third and fourth. Rosberg chose (however reluctantly) to obey the order; Seb didn't and won the race.
So, Vettel did wrong? It seems so. He confirmed after the race that he heard the instruction as well as apologised for making a 'mistake' in taking the lead to win. But it's hard to believe that Seb didn't know what he was doing. It appears most likely that his competitive instincts took over and he couldn't resist seizing the extra seven points on offer, regardless of everything else.
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| Sebastian Vettel won today, but that was only the beginning of the story Credit: Alex Comerford / CC |
So, Vettel did wrong? It seems so. He confirmed after the race that he heard the instruction as well as apologised for making a 'mistake' in taking the lead to win. But it's hard to believe that Seb didn't know what he was doing. It appears most likely that his competitive instincts took over and he couldn't resist seizing the extra seven points on offer, regardless of everything else.
Saturday, 23 June 2012
Valencia Preview: F1's ugly duckling
It's by no means melodramatic to say that the Valencia stop-off isn't the most popular one on the F1 calendar. It's become F1's equivalent of the ugly duckling: one that its very mention at best results in indifference, at worst vitriol, among many fans. It's one that is invariably on the tip of many tongues when the 'which F1 circuit would you like to see dropped' question is raised.
So, why is this? On the face of it, you could say the venue has a lot going for it. It is in an exciting and vibrant city, it can boast a home hero who pulls in a large and passionate crowd, and a track layout that has plenty of big braking zones that should encourage overtaking. A while it doesn't really have a quick corner worthy of the name the same can be said of many circuits F1 visits, such as Canada and Singapore (two very popular stop-offs). And, contrary to popular belief, the circuit is a challenging one for drivers.
Perhaps it all demonstrates the importance of an F1 round as a holistic event, with off-track maybe as important as on-track. While the Canada and Singapore rounds have unique and electrifying surroundings and atmospheres, F1 pitched up in Valencia for the first time in 2008 to find not the 'new Monaco' that had been promised, but a circuit in a rather rough-around-the-edges and on-the-decline industrial port that had its back turned on it by the wider city somewhat, all far away from Valencia's attractive and buzzing centre. And apparently things haven't improved hugely since.
Related to this, TV shots rarely provide obvious and memorable landmarks and reference points in the surroundings, and instead concentrate on the inexorable walls around the track. This, combined with a rather repetitive, stop-start layout, makes the track to the viewer seem rather samey and unappealing. Alan Henry in Autocourse last year said the Valencia track: 'looks like a rather run-down, faux Indycar circuit - a sort of Long Beach without the glamour'.
So, why is this? On the face of it, you could say the venue has a lot going for it. It is in an exciting and vibrant city, it can boast a home hero who pulls in a large and passionate crowd, and a track layout that has plenty of big braking zones that should encourage overtaking. A while it doesn't really have a quick corner worthy of the name the same can be said of many circuits F1 visits, such as Canada and Singapore (two very popular stop-offs). And, contrary to popular belief, the circuit is a challenging one for drivers.
Related to this, TV shots rarely provide obvious and memorable landmarks and reference points in the surroundings, and instead concentrate on the inexorable walls around the track. This, combined with a rather repetitive, stop-start layout, makes the track to the viewer seem rather samey and unappealing. Alan Henry in Autocourse last year said the Valencia track: 'looks like a rather run-down, faux Indycar circuit - a sort of Long Beach without the glamour'.
Saturday, 21 January 2012
Rubinho: an appreciation of Rubens Barrichello
One of the final pieces of the 2012 F1 drivers' market fell into place earlier this week. Bruno Senna was confirmed as the one who'd fill the remaining available race seat at Williams.
No-one doubts that Bruno Senna is a gracious, charming guy and also has potential as a driver, so it's difficult to begrudge him this first proper chance to prove himself at the sport's top level. But the flip side is that the move almost certainly ends the F1 career of Rubens Barrichello.
Do you remember the 1992 Australian Grand Prix? Gerhard Berger won in his last race for McLaren, Nigel Mansell and Ayrton Senna had the last of their many altercations, putting both out, before Our Nige went off to drive Indycars and play golf. It was also the last race of the pre-Barrichello era of F1. Extraordinary to think, isn't it?
Indeed, Rubinho started a record 322 F1 races over a 19 year career, which works out as not far short of 40% of all of the F1 races since the formula's inception in 1950. His not being on the grid in Melbourne this March will indeed be something of a culture shock.
But it's not merely Rubens's longevity that ensured he left his imprint on the consciousness of the F1 aficionado. Rubens's enthusiasm for the sport and for driving was the stuff of legend. He often gave the impression of a fanatical motor sports devotee who happened to have found himself behind the wheel at the top level. And outwardly his enthusiam appeared undimmed throughout his near two decades in the sport. Allied to this Rubens, despite the odd emotional outburst (reflecting, incidentally, a genuine sensitive streak rather than a deliberately political nature), invariably displayed a ready smile and always a civility and generous nature, attributes far too rare in the F1 bubble. These all ensured that that Rubinho's popularity among the public and those the cynical paddock transcended that of almost anyone else. This was never better demonstrated when he won the 2009 European Grand Prix at Valencia. It was Rubens's first victory in getting on for five years, and as he cruised down the pit lane to parc ferme almost everyone from every team it seemed came out to greet him and applaud like it was their own driver who had won.
And moreover, Rubens left his imprint on us by being a bloody good racing driver. He would likely admit as much as anyone that his was never a talent from the top drawer, such as that of a Michael Schumacher, Alonso or Vettel. But he was firmly towards the top of the 'next tier', well capable of race wins and pole positions (he won 11 and 14 of each respectively) and without significant gaps in his armoury, and he could well have won a drivers' championship with a few cards falling his way.
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| Credit: Morio / CC |
Do you remember the 1992 Australian Grand Prix? Gerhard Berger won in his last race for McLaren, Nigel Mansell and Ayrton Senna had the last of their many altercations, putting both out, before Our Nige went off to drive Indycars and play golf. It was also the last race of the pre-Barrichello era of F1. Extraordinary to think, isn't it?
Indeed, Rubinho started a record 322 F1 races over a 19 year career, which works out as not far short of 40% of all of the F1 races since the formula's inception in 1950. His not being on the grid in Melbourne this March will indeed be something of a culture shock.
But it's not merely Rubens's longevity that ensured he left his imprint on the consciousness of the F1 aficionado. Rubens's enthusiasm for the sport and for driving was the stuff of legend. He often gave the impression of a fanatical motor sports devotee who happened to have found himself behind the wheel at the top level. And outwardly his enthusiam appeared undimmed throughout his near two decades in the sport. Allied to this Rubens, despite the odd emotional outburst (reflecting, incidentally, a genuine sensitive streak rather than a deliberately political nature), invariably displayed a ready smile and always a civility and generous nature, attributes far too rare in the F1 bubble. These all ensured that that Rubinho's popularity among the public and those the cynical paddock transcended that of almost anyone else. This was never better demonstrated when he won the 2009 European Grand Prix at Valencia. It was Rubens's first victory in getting on for five years, and as he cruised down the pit lane to parc ferme almost everyone from every team it seemed came out to greet him and applaud like it was their own driver who had won.
Monday, 9 January 2012
Retro F1: the 1993 European Grand Prix
The latest Retro F1 was held yesterday, watching the 1993 European Grand Prix at Donington Park.
For those who don't know, Retro F1 is watching a classic F1 race in full on YouTube and chatting on Twitter as we go. And this race has very much gone down as an all-time classic.
The YouTube footage that we watched is below (or you can click here):
The Twitter chat, using the #RetroF1 hastag, can be read here, and in this post I have edited highlights of the chat below.
Righty-ho, I'm clicking play on the link now :) 1993 European GP in full coming right up!
@Parnelli98 Grid forming yet for #RetroF1?
Grid is forming right now!
@mario_eb I'm already here waiting for #RetroF1 :)
@hellasf1 Let's have a nice wet race!
@ElenaF1 So, we will have a wet GP. I like the idea!!
And it’s the legendary Murray Walker and James Hunt partnership providing the commentary.
@SartoMutiny Excitable starter = nutter. #talklikejameshunt
It's Easter Sunday 1993, and the British weather is living up to its usual Easter Sunday form, it's been raining on and off.
@SartoMutiny When all this was happening, I was in Blairgowrie. I think it was raining there too.
For those who don't know, Retro F1 is watching a classic F1 race in full on YouTube and chatting on Twitter as we go. And this race has very much gone down as an all-time classic.
The YouTube footage that we watched is below (or you can click here):
Righty-ho, I'm clicking play on the link now :) 1993 European GP in full coming right up!
@Parnelli98 Grid forming yet for #RetroF1?
Grid is forming right now!
@mario_eb I'm already here waiting for #RetroF1 :)
@hellasf1 Let's have a nice wet race!
@ElenaF1 So, we will have a wet GP. I like the idea!!
And it’s the legendary Murray Walker and James Hunt partnership providing the commentary.
@SartoMutiny Excitable starter = nutter. #talklikejameshunt
It's Easter Sunday 1993, and the British weather is living up to its usual Easter Sunday form, it's been raining on and off.
@SartoMutiny When all this was happening, I was in Blairgowrie. I think it was raining there too.
Saturday, 17 December 2011
My Top 10 F1 Drivers of 2011: The rest...
Here are my views on those F1 drivers from 2011 who didn't make the top 10 list I published a few days ago.
My top 10 drivers of 2011 can be read here.
Tenth place in the top ten was a close run thing between a number of drivers. Kamui Kobayashi got it, squeaking ahead of Jaime Alguersuari, Heikki Kovalainen and Felipe Massa.
Taking them in reverse order brings us immediately to the curious case of Felipe Massa. In truth it was another desperately disappointing season for the popular Brazilian, in which his coming within two corners of winning the title in 2008 seemed like it was from another age. If anything, he was even further adrift of his team mate Fernando Alonso this year than last - only once (in China) did he clearly out race him. And while the Ferrari 150° Italia wasn't a great car, almost never did Massa look better than it, evidenced by the fact that he never finished higher than fifth in a year that his stable mate claimed ten podium finishes. He can claim to have been unlucky on occasion, there was more than one botched pitstop (see Malaysia, Turkey and Valencia), in Spa he punctured and at Monza he was hit by Webber. But even with these the pace wasn't there most of the time. Further, he didn't help himself, getting involved in a series of incidents to an extent that he didn't do in 2010: crashes in Canada and Hungary stopped better results, as did spins in Spain and Abu Dhabi. He hit a particular low by breaking his suspension twice in two days in India, with almost exactly the same error. Then there was his famous running battle with Lewis Hamilton this year. Yes, he was more the victim of these clashes all told, but he also sometimes displayed a machismo when wheel to wheel with him that didn't help matters, most obviously in Monaco and India. And, to be honest, his Hamilton grudge expressed out of the car struck me as a classic case of displacement.
Mooted reasons for Massa's struggles continue to vary. We'll probably never know how much the Hungary accident has affected him, but my instinct is that a lot of Massa's problems stem from the guy he's sharing a garage with. Massa of all the front runners appears particularly vulnerable to confidence, as well as particularly in need of emotional support. In a team mostly focussed on Alonso, and where Alonso almost always beats him, Massa isn't getting much of either of these things and it shows. Ferrari are retaining him for next year, showing admirable loyalty it has to be said, but next year is very much last chance saloon. They don't expect him to beat Alonso, but they do expect him to finish a bit closer behind him, as well as to take points from rivals more often.
My top 10 drivers of 2011 can be read here.
Tenth place in the top ten was a close run thing between a number of drivers. Kamui Kobayashi got it, squeaking ahead of Jaime Alguersuari, Heikki Kovalainen and Felipe Massa.
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| Felipe Massa Credit: Mark McArdle / CC |
Mooted reasons for Massa's struggles continue to vary. We'll probably never know how much the Hungary accident has affected him, but my instinct is that a lot of Massa's problems stem from the guy he's sharing a garage with. Massa of all the front runners appears particularly vulnerable to confidence, as well as particularly in need of emotional support. In a team mostly focussed on Alonso, and where Alonso almost always beats him, Massa isn't getting much of either of these things and it shows. Ferrari are retaining him for next year, showing admirable loyalty it has to be said, but next year is very much last chance saloon. They don't expect him to beat Alonso, but they do expect him to finish a bit closer behind him, as well as to take points from rivals more often.
Saturday, 3 December 2011
Making sense of the 2012 drivers' market
It's not called the 'silly season' for nothing. On a daily basis almost there is a new twist in who's going where apparently for next year's F1 grid. This is despite the fact that the top four teams in this year's constructors' championship have their line ups for next year signed and sealed, as does Sauber (barring something really unforeseen happening in each case). The allocation of the rest of the racing slots for 2012 remain twisting in the wind.
And every year the silly season seems to get sillier than the year before (though that probably only works in the same way that Christmas seems to start earlier every year). It was brought home this year by the publication by the FIA of the 2012 entry list of drivers and teams this week. Pre season testing is but two months away and five of the twelve teams have yet to confirm their driving line up. Indeed, four have yet to confirm either driver, and this being F1 there may yet be the odd change among those already 'confirmed'.
In F1, as in most things, everything is connected to everything else, with confirmation or rejection of drivers in one team having a knock on impact on the decision of others. Currently, the line up decisions of Lotus (née Renault) and Force India appear to be especially important to where many of the rest of the pieces will fall into place.
Lotus surprised everyone (including me) with the bolt from the blue signing of Kimi Raikkonen, back from two years of rallying. The team it seems moved quickly in response to Kimi's Williams deal falling down and the confirmation that Robert Kubica won't be back racing at the start of next season (and is likely to be out for even longer than that).
That leaves one race seat empty there. Vitaly Petrov is in many ways the man in possession. Indeed he has a contract at Lotus for 2012, but is not mentioned on the 2012 entry list and noted himself recently, albeit mid-rant, that contracts can easily be bought out.
And every year the silly season seems to get sillier than the year before (though that probably only works in the same way that Christmas seems to start earlier every year). It was brought home this year by the publication by the FIA of the 2012 entry list of drivers and teams this week. Pre season testing is but two months away and five of the twelve teams have yet to confirm their driving line up. Indeed, four have yet to confirm either driver, and this being F1 there may yet be the odd change among those already 'confirmed'.
In F1, as in most things, everything is connected to everything else, with confirmation or rejection of drivers in one team having a knock on impact on the decision of others. Currently, the line up decisions of Lotus (née Renault) and Force India appear to be especially important to where many of the rest of the pieces will fall into place.
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| Vitaly Petrov's 2012 future is not clear Credit: Morio / CC |
That leaves one race seat empty there. Vitaly Petrov is in many ways the man in possession. Indeed he has a contract at Lotus for 2012, but is not mentioned on the 2012 entry list and noted himself recently, albeit mid-rant, that contracts can easily be bought out.
Sunday, 27 November 2011
Brazilian GP Report: Webber picks up the pieces to win finally in 2011
Not for the first time in 2011, today's race in Brazil was all about the Red Bulls. But what did happen for the first time this year, indeed for the first time since July 2010, was that Mark Webber won the day.
It was made possible by car problems for Sebastian Vettel, making it the second time in two races that Seb's been hobbled. Seb did his usual thing of blasting off from pole into a clear lead in the early laps. Indeed, he was 2.2 seconds clear of his chasing team mate Webber in second place after just two tours. But from the fifth lap Seb's gearbox developed a problem, which forced him to short shift in second and third gears. Webber thus was able to reel him in gradually, and on lap 30 Seb yielded the lead to him graphically. Still, such was the Red Bull advantage Seb managed to nurse the thing home in second place, behind Webber who won as he liked. Such a state of affairs, the other teams not even being able to out pace an RB7 with a sick gearbox, must have been rather galling to everyone else. But that's another thing that happened not for the first time today.
The win will be a relief for Webber, even if it was by default to an extent. Going through a 19 race season with the stellar RB7 underneath him and not to win a race would have been an unwanted record. Still, he was never far off Vettel's pace today and didn't put a wheel out of line that I could see. He even managed to 'do a Seb' by claiming fastest lap on the last time around.
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| Mark Webber finally took a win in 2011 Credit: Morio / CC |
The win will be a relief for Webber, even if it was by default to an extent. Going through a 19 race season with the stellar RB7 underneath him and not to win a race would have been an unwanted record. Still, he was never far off Vettel's pace today and didn't put a wheel out of line that I could see. He even managed to 'do a Seb' by claiming fastest lap on the last time around.
Saturday, 26 November 2011
Interlagos Qualifying: Delivering when you need to
So, there you have it. Sebastian Vettel claims yet another pole position. That leaves his final total for the season at 15. And this is a record.
Yes, it will be argued that the previous record total, set by Nigel Mansell in 1992, was achieved in fewer races, but it cannot be denied that the mark is fitting for the astounding and consistent qualifying performances from Seb this year. Time after time his qualifying runs in 2011 have been like flicking a switch, delivering a lap time as fast as it is possible for his Red Bull to go, and sometimes even faster, when it really matters; no matter the pressure or opposition.
Today was a continuation. It had looked fairly nip and tuck between Seb and the McLarens, as well as with his team mate Mark Webber, initially. But come the final, vital, session Seb simply moved to another level. He set a first time well beyond all others, and then bettered it.
The first two rows on the grid for tomorrow's race are in Noah's Ark formation. Mark Webber will join his team mate on the front row, and the McLarens occupy the second row with Jenson Button ahead. It's worth reflecting as an aside though that for all of Lewis Hamilton's struggles this year it's only 6 times out of 17 that Button's qualified ahead of the two. Fernando Alonso lines up in his usual fifth place.
Yes, it will be argued that the previous record total, set by Nigel Mansell in 1992, was achieved in fewer races, but it cannot be denied that the mark is fitting for the astounding and consistent qualifying performances from Seb this year. Time after time his qualifying runs in 2011 have been like flicking a switch, delivering a lap time as fast as it is possible for his Red Bull to go, and sometimes even faster, when it really matters; no matter the pressure or opposition.
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| The fifteenth pole of the season for Sebastian Vettel, which is a record. Credit: Morio / CC |
The first two rows on the grid for tomorrow's race are in Noah's Ark formation. Mark Webber will join his team mate on the front row, and the McLarens occupy the second row with Jenson Button ahead. It's worth reflecting as an aside though that for all of Lewis Hamilton's struggles this year it's only 6 times out of 17 that Button's qualified ahead of the two. Fernando Alonso lines up in his usual fifth place.
Interlagos Preview: A great track, a close battle, and rain!
There are plenty of reasons why we could feel jaded heading into the final F1 weekend of the season. This year's drivers' championship was decided a full seven weeks ago. We're at the end of a long season, with 19 races, and it's almost the end of November - by a distance the latest finish of an F1 season in modern times. But none of us feel jaded, because this is Interlagos.
It's impossible to think that any race at Interlagos will be a subdued end of term affair. It's a proper circuit, representing the best of old school F1 venues before the modern Tilkedromes become de rigueur. Challenging, undulating, and varied - Interlagos gives the impression of being drawn freehand, not designed precisely with computers and intricate measurements.
The circus was at Abu Dhabi two weeks ago and Interlagos, almost exactly, is everything that venue isn't, in bad ways and good. It doesn't have the gleaming architecture or the spacious, space-age facilities that are Abu Dhabi's trademark. Organisation at Interlagos has often been haphazard, it doesn't run seamlessly as it tends to do at the Yas Marina circuit. It's not, and probably never will be, a favourite of those who inhabit the Paddock Club, or for those who spend their lives trying to woo them.
But, unlike Abu Dhabi, Interlagos is a genuine favourite of F1 enthusiasts. This is partly because of the old-school charm previously outlined. It's partly also because it always attracts a large, noisy and passionate crowd of genuine F1 supporters through the gates, who are able to sit close to the action (overhanging the circuit at some points it seems). This has continued to be the case even in the absence of a consistently front-running Brazilian driver in recent times.
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| There's nowhere quite like Interlagos Credit: Marlon Hammes / CC |
The circus was at Abu Dhabi two weeks ago and Interlagos, almost exactly, is everything that venue isn't, in bad ways and good. It doesn't have the gleaming architecture or the spacious, space-age facilities that are Abu Dhabi's trademark. Organisation at Interlagos has often been haphazard, it doesn't run seamlessly as it tends to do at the Yas Marina circuit. It's not, and probably never will be, a favourite of those who inhabit the Paddock Club, or for those who spend their lives trying to woo them.
But, unlike Abu Dhabi, Interlagos is a genuine favourite of F1 enthusiasts. This is partly because of the old-school charm previously outlined. It's partly also because it always attracts a large, noisy and passionate crowd of genuine F1 supporters through the gates, who are able to sit close to the action (overhanging the circuit at some points it seems). This has continued to be the case even in the absence of a consistently front-running Brazilian driver in recent times.
Sunday, 6 November 2011
Retro F1: the 2003 Brazilian Grand Prix
Today was witness to my second ever Retro F1 event. Retro F1 is where I watch a classic F1 race in full on YouTube, tweet updates as I go and have some Twitter chat (using the hashtag #retrof1) with like-minded people!
The race in question was the Brazilian Grand Prix at Interlagos, from the 2003 season.
If you want to watch the race in full the first part is here. And you can read through the chat on Twitter here. Highlights of the updates and chat is below:
We're clearly getting the Australian coverage, we'll be getting the James Allen/Martin Brundle partnership in the commentary.
The race in question was the Brazilian Grand Prix at Interlagos, from the 2003 season.
If you want to watch the race in full the first part is here. And you can read through the chat on Twitter here. Highlights of the updates and chat is below:
Righty-ho,
I'm clicking play now. Off we go.
We're clearly getting the Australian coverage, we'll be getting the James Allen/Martin Brundle partnership in the commentary.
A little
bit of scene setting. This is round 3 of the 2003 season. In 2002 Ferrari
dominated, but have struggled in first two races of 2003, and McLaren have won
both. Kimi Raikkonen leads the table on 16 points, David Coulthard is second on
10, then Schumi and others are on 8.
@SartoMutiny Kimi looks about eight
years old.
That's
because he is, I think.
Saturday, 29 October 2011
F1's American Odyssey
There was some good news for F1 last week. On Tuesday a 10 year deal for a new F1 race in New Jersey was formally announced.
The race, to be known as the Grand Prix of America, will be held from 2013 onwards on roads around Port Imperial in the towns of Weehawken and West New York, and will feature the New York City skyscape on the other side of the Hudson river as its backdrop. Attempts to stage an F1 event in or around New York City seem to have been made since the dawn of F1 itself (see here for more), but now, finally, it looks like it will be a reality.
This race of course joins the round in Austin, which is to feature on the calendar from 2012, again with a 10 year deal and to be known as the United States Grand Prix, meaning two US rounds on the F1 schedules in the near future, and for the first time since 1984.
An impressive promotion and 'lap' of the new Austin track, by Red Bull and David Coulthard
All of this is not before time in my view. I've long been of the view that there should be at least two US rounds on the F1 calendar. There should be no doubt of the country's ability to stage two races. For the purposes of the F1 calendar America should be thought of as a continent rather than as a country: there will be close to 2,000 miles between the two venues (and how many European rounds are within that radius of each other?).
The race, to be known as the Grand Prix of America, will be held from 2013 onwards on roads around Port Imperial in the towns of Weehawken and West New York, and will feature the New York City skyscape on the other side of the Hudson river as its backdrop. Attempts to stage an F1 event in or around New York City seem to have been made since the dawn of F1 itself (see here for more), but now, finally, it looks like it will be a reality.
This race of course joins the round in Austin, which is to feature on the calendar from 2012, again with a 10 year deal and to be known as the United States Grand Prix, meaning two US rounds on the F1 schedules in the near future, and for the first time since 1984.
An impressive promotion and 'lap' of the new Austin track, by Red Bull and David Coulthard
All of this is not before time in my view. I've long been of the view that there should be at least two US rounds on the F1 calendar. There should be no doubt of the country's ability to stage two races. For the purposes of the F1 calendar America should be thought of as a continent rather than as a country: there will be close to 2,000 miles between the two venues (and how many European rounds are within that radius of each other?).
Saturday, 6 August 2011
F1's Spa Treatment: the history of the Spa-Francorchamps circuit
It really is genius when you think about it. Construct a fast and challenging motor racing circuit that racing drivers can race and overtake on in a naturally beautiful and undulating part of the world. What's more, ensure that part of the world is in a notorious mini-clime, meaning it rains often and with little notice. Most of us therefore look forward to races there like no other.
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| Credit: Nathanael Majoros / CC |
You've probably worked out by now that this circuit is Spa-Francorchamps. It's for these reasons and more that it remains resolutely the favourite of many F1 drivers and fans alike. I'm sure there have been dull races at Spa, but somehow it's genuinely hard to imagine one taking place. And it's next up on this year's F1 calendar, once the fraternity return from their summer holidays at the end of August.
In an age of gleaming and expensive new facilities and high circuit standards, Spa remains a circuit apart in modern F1. Yes, the track has had to adapt to the demands of the present day, it's no longer made up of roads open to the public, it has plenty of generous run off areas where there was previously very little room for drivers to get it wrong, has a billiard table smooth surface, and the efficiency of current F1 machines ensures that some of the demands of its sweeps are not what they once were. But Spa is still very special.
Thursday, 30 June 2011
European GP Report: No one can fight Seb's Bull in Valencia
Sebastian Vettel wins. Getting kind of used to typing that. I'd be annoyed if there wasn't so much to admire about the boy. Yes, Seb took the honours in the European Grand Prix in Valencia, making it his sixth win in eight rounds (and he came a close second in the other two). As for Seb's claiming of his second driver's championship this year, short of falling over getting out of the bath it's surely a case of when rather than whether.
I got back from Valencia (had a good time, thanks for asking) to encounter lots of 'boring' talk about the race. I have to say I don't agree. Partly this is because I take the Murray Walker view that there's no such thing as a boring F1 race (only processional ones), but I also thought there was much to admire in Valencia last Sunday.
Most prominently was the performance of Seb. This was no grim clinging to the lead seen from him in Spain, Monaco and Canada. Vettel was in command in Valencia, and concocted the perfect mix of speed, composure and sympathy to his Pirellis. He once again scampered away from pole at the start, and was upwards of two seconds clear of team mate Webber in second place after three laps. From then on he went as fast as he dared, edging out his lead tenth by tenth while keeping his tyres in shape, and immediately responding to whatver brief challenge burgeoned behind him. And then in the final laps he showed what he could really do, shaving the walls and setting some fastest laps, and finished ten seconds up the road from Fernando Alonso, his nearest challenger. It's hardly news, but it's worth repeating the extent that Seb has the winning from the front thing down to a nicety. And all this at a track that (again) wasn't meant to suit the Red Bull, on a weekend that the new fangled ban on changing engine mapping between qualifying and the race was supposed to trip the Bulls up, and Seb was under some scrutiny after his last lap goof up in Canada. At this rate, not even the much-vaunted ban of off-throttle blown diffusers for Silverstone will cause the slightest hesitation in his or Red Bull's stride.
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| Vettel was in command in Valencia |
Most prominently was the performance of Seb. This was no grim clinging to the lead seen from him in Spain, Monaco and Canada. Vettel was in command in Valencia, and concocted the perfect mix of speed, composure and sympathy to his Pirellis. He once again scampered away from pole at the start, and was upwards of two seconds clear of team mate Webber in second place after three laps. From then on he went as fast as he dared, edging out his lead tenth by tenth while keeping his tyres in shape, and immediately responding to whatver brief challenge burgeoned behind him. And then in the final laps he showed what he could really do, shaving the walls and setting some fastest laps, and finished ten seconds up the road from Fernando Alonso, his nearest challenger. It's hardly news, but it's worth repeating the extent that Seb has the winning from the front thing down to a nicety. And all this at a track that (again) wasn't meant to suit the Red Bull, on a weekend that the new fangled ban on changing engine mapping between qualifying and the race was supposed to trip the Bulls up, and Seb was under some scrutiny after his last lap goof up in Canada. At this rate, not even the much-vaunted ban of off-throttle blown diffusers for Silverstone will cause the slightest hesitation in his or Red Bull's stride.
Sunday, 21 November 2010
My Top 10 F1 Drivers of 2010: Six to Ten
Following on from one to five below...
6: Robert Kubica
Robert Kubica is another who may be disappointed with where he's ended up in this list. To an extent, if we're purely to judge drivers on what they achieved with the equipment at their disposal then Kubica would certainly be placed comfortably within the top five. But there also has to be a premium on fighting at the front for wins and the championship when judging drivers, the pressure is of an entirely different level (and pressure does funny things to all of us).
These considerations aren't to take anything away from Kubica, who, after a slightly underwhelming and frustrating 2009 in the lame duck BMW (in which he was outscored by team mate Nick Heidfeld), successfully restored his formidable reputation this year. Like Alonso, he appeared to successfully build his team around him and galvanise them, ending what many thought was a terminal decline. Some in the Renault camp rated him better than Alonso in this regard - high praise indeed. Also like Alonso, he seemed to be getting the absolute maximum from his machinery, and consistently. Unlike Alonso, he didn't pepper this with mistakes, I cannot recall an error of Kubica's costing him points this year.
Kubica's finishing and qualifying records are models of consistent brilliance, and he didn't miss an opportunity to give the front runners hell when such moments arose. He qualified in the top three at the three circuits where the driver has the biggest potential to impact the outcome - Monaco, Spa and Suzuka. At Singapore, Silverstone and elsewhere he showed that there's nothing wrong with his abilities when wheel-to-wheel either.
Consistent, good with the team, bloody quick - with all due respect to Renault it's unfathomable why none of the 'big four' have found a place in their line-up for Robert Kubica.
6: Robert Kubica
Robert Kubica is another who may be disappointed with where he's ended up in this list. To an extent, if we're purely to judge drivers on what they achieved with the equipment at their disposal then Kubica would certainly be placed comfortably within the top five. But there also has to be a premium on fighting at the front for wins and the championship when judging drivers, the pressure is of an entirely different level (and pressure does funny things to all of us).
These considerations aren't to take anything away from Kubica, who, after a slightly underwhelming and frustrating 2009 in the lame duck BMW (in which he was outscored by team mate Nick Heidfeld), successfully restored his formidable reputation this year. Like Alonso, he appeared to successfully build his team around him and galvanise them, ending what many thought was a terminal decline. Some in the Renault camp rated him better than Alonso in this regard - high praise indeed. Also like Alonso, he seemed to be getting the absolute maximum from his machinery, and consistently. Unlike Alonso, he didn't pepper this with mistakes, I cannot recall an error of Kubica's costing him points this year.
Kubica's finishing and qualifying records are models of consistent brilliance, and he didn't miss an opportunity to give the front runners hell when such moments arose. He qualified in the top three at the three circuits where the driver has the biggest potential to impact the outcome - Monaco, Spa and Suzuka. At Singapore, Silverstone and elsewhere he showed that there's nothing wrong with his abilities when wheel-to-wheel either.
Consistent, good with the team, bloody quick - with all due respect to Renault it's unfathomable why none of the 'big four' have found a place in their line-up for Robert Kubica.
Saturday, 13 November 2010
Abu Dhabi Qually: Advantage Fred
So, the crunch qually session of the season comes and goes, and it's distinctly advantage Fred for the title. In a session wherein the Ferraris looked slightly off the pace of the Red Bulls and (good heavens) the McLarens, he undertook something of a save at the last moment to claim P3. Even better for the Spaniard, this isn't behind a Red Bull front two as usual, which would have been his doomsday scenario, his main title rival Mark Webber lines up fifth tomorrow.
Indeed, Fred seemed very satisfied with his afternoon/early evening's work, describing the qualifying result as 'great', and himself as 'very happy'.
It was a curious session, about the only thing that went to expectation was Seb taking pole, having been comfortably fastest, as he has been pretty much everywhere it seems these past couple of months. Webber was curiously off his team mate's pace. Rather than his usual smidgen behind Vettel's pace, he was upwards of half a second slower.
Those reliable judges of winners and losers, the bookies, share Fred's confidence, making him odds-on favourite to clinch the title tomorrow. Webber's odds have drifted out as far as 7/1 with one bookmaker. Most actually now have Vettel as second favourite to win the championship. Still, no points will be awarded until the end of the last lap tomorrow.
Indeed, Fred seemed very satisfied with his afternoon/early evening's work, describing the qualifying result as 'great', and himself as 'very happy'.
It was a curious session, about the only thing that went to expectation was Seb taking pole, having been comfortably fastest, as he has been pretty much everywhere it seems these past couple of months. Webber was curiously off his team mate's pace. Rather than his usual smidgen behind Vettel's pace, he was upwards of half a second slower.
Those reliable judges of winners and losers, the bookies, share Fred's confidence, making him odds-on favourite to clinch the title tomorrow. Webber's odds have drifted out as far as 7/1 with one bookmaker. Most actually now have Vettel as second favourite to win the championship. Still, no points will be awarded until the end of the last lap tomorrow.
Friday, 5 November 2010
Racing between the lakes - the Interlagos circuit
There are many reasons to dislike the Autódromo José Carlos Pace, or Interlagos as it's better known (literally meaning 'between the lakes'), where the Brazilian Grand Prix takes place this weekend. Its surrounding urban sprawl is claustrophobic and not 'in keeping' with the image that the F1 fraternity likes for itself. Its pit and paddock facilities apparently belong to another age, power failures and timing screens being wiped out are common. Organisation is usually poor. In the year 2000 the qualifying session had to be stopped three times because of advertising hoardings falling onto the track, one even being hit by Jean Alesi's Prost. Then there's the track itself: for most of its existence the bumps have been treacherous and dangerous. Indeed, the Saubers had to withdraw from the 2000 race, due to the bumps accounting for the structures of their rear wings. A succession of resurfacing jobs consistently failed to solve the problem (though the surface laid in 2007 is a big improvement). Walls are close to the track, even on fast sections such as the uphill blast at 'Boxes'. Its pit entrance there has always had an outward resemblance to a death trap. Eddie Jordan in 2001 commented on Interlagos that 'They could do with doing something with the track, in terms of knocking the place down and starting again'.
Yet, the Interlagos race for many who follow F1 (me included) is one of the most eagerly anticipated of the year. Why is this? Well, unusually for a modern F1 venue it is a proper racing track. Its undulating variety of fast and medium turns provide a genuine driving challenge. Further, each year it seems to prove the adage that if you give drivers a proper racing track they'll give you a proper race. The amount of overtaking in an Interlagos race, mainly under braking into the Senna 'S', seems to outnumber the rest of the season combined. This was notably seen in Button and Hamilton's drives through the field last season.
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| The Interlagos circuit. Some of the outline of the old track can be seen. Credit: Marlon Hammes / CC |
Sunday, 12 September 2010
Monza GP Report: Forza Ferrari and Fernando
We just never learn do we?
After the last race, in Belgium, we were convinced that the championship was now a two-horse race, with Vettel, Button and Alonso out of it. But, just as a week is a long time in politics, an hour and a half on a Sunday afternoon is a long time in F1. Monza's results, with Alonso first, Button second and Vettel fourth, and with Webber 6th and Hamilton leaving with nil points, mean we have five drivers within a win of the top of the table once again, with five races left. Woo hoo.
The race was tight and exciting, in true Monza style. Jenson got the jump on Alonso at the start, helped by his extra downforce (though Alonso's start wasn't vintage either), and from that moment on Fred never gave him a moment's peace. We were treated to the sight of two top-level drivers, running at the limit, and never putting a wheel wrong from what I saw. The soft tyres held on magnificently, and it was a full 36 laps into the 53 lap race that Button blinked first and pitted (the team apparently gambling that the new tyres would give him an advantage). But Alonso pulled a fast one on the next lap, and squeaked ahead after his stop, holding Jenson off at the first chicane with some brio.
From that moment on the podium positions, with Massa third (holding on to the front two well, despite the odd hairy moment), weren't in doubt.
After the last race, in Belgium, we were convinced that the championship was now a two-horse race, with Vettel, Button and Alonso out of it. But, just as a week is a long time in politics, an hour and a half on a Sunday afternoon is a long time in F1. Monza's results, with Alonso first, Button second and Vettel fourth, and with Webber 6th and Hamilton leaving with nil points, mean we have five drivers within a win of the top of the table once again, with five races left. Woo hoo.
The race was tight and exciting, in true Monza style. Jenson got the jump on Alonso at the start, helped by his extra downforce (though Alonso's start wasn't vintage either), and from that moment on Fred never gave him a moment's peace. We were treated to the sight of two top-level drivers, running at the limit, and never putting a wheel wrong from what I saw. The soft tyres held on magnificently, and it was a full 36 laps into the 53 lap race that Button blinked first and pitted (the team apparently gambling that the new tyres would give him an advantage). But Alonso pulled a fast one on the next lap, and squeaked ahead after his stop, holding Jenson off at the first chicane with some brio.
From that moment on the podium positions, with Massa third (holding on to the front two well, despite the odd hairy moment), weren't in doubt.
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