Bleacher Report - Articles by James Broomhead

My NASCAR Driver Of The Year: Marcos Ambrose

James Broomhead — Mon, 30 Nov 2009 12:05:41 -0500

As December nears, it is natural to look back at the last twelve months and contemplate what has happened.

When you are a racing fan, that means thinking of the racing of the previous season. We rate the best and worst drivers. My choice for best driver might surprise the average fan.

‘Who is it?’ I hear you ask?

Could it be Jimmie Johnson, man of four titles. Or Mark Martin, who made a triumphant return to full time competition. Or even Joey Logano or David Reutimann, who both took maiden wins this year.

Nope.

It’s Marcos Ambrose.

Of course, the fact I’m an Ambrose fan makes be biased, having followed him since V8 Supercars coverage landed in the UK (or at least my consciousness) just as the Tasmanian was on the upswing that would see him clinch back-to-back titles in the series. The fact that Ambrose’s debut in the Cup Series coincided with Dave Blaney’s fall from racer to embarrassing running joke (actually the fact he wasn’t running was the joke) made the switch all the easier.

2009 was Marcos’ rookie season in the Cup Series, though after making a handful of starts in 2008 he was ineligible for the rookie of the year award. Nonetheless, he still had the yellow ‘rookie stripe’ on his car, a sign that only seems to warn those around you of your presence, or that NASCAR will turn a blind eye if they help you into a wall (unless of course you’re Juan Montoya, in which case you will probably be told to pick on someone your own size).

Ambrose spent most of the summer beating his fellow rookies. His tally of 3830 points put him 18th overall at season’s end, with four top-fives and seven top-tens, dwarfing many of the more established drivers running for more established teams than the Michael Waltrip Racing outfit that was behind Ambrose’s no.47 Camry.

Ambrose excelled on the tours pair of road courses, venues you would expect him to perform well at given his racing pedigree. He finished second at Watkins Glen and third at Sonoma, a race he could easily have won had he not had a blown engine move him from a third place start to the back of the field.

But Ambrose has also started to show promise on ovals. His races in Bristol, Dover and the late season showings at Texas and Homestead illustrating that he has more than found his comfort level in oval races. Fans and commentators no longer think it is a surprise when he makes an appearance in the top ten.

It is easy to make a comparison between Ambrose and Montoya, the two non-Americans on the tour.

Both men landed in NASCAR in 2006, both running limited schedules (though Montoya’s was far more limited), Ambrose in the Truck Series, Montoya moving more-or-less straight into the Cup Series.

That perhaps is the big difference between the paths of the two, Montoya has often seemed to struggle to adapt in the Cup series, a handicap he is only now starting to overcome, while Ambrose has patiently made his way up the NASCAR series, from Trucks in 2006, the Nationwide series in 2007 and 2008.

That gradual acclimatisation may be what gives Ambrose the advantage over Montoya for the honour of being the first of the recent incomers to win on an oval, something you would have expected to be solely Montoya’s to chase before this season began.

And given Montoya’s position in the Chase, a rookie rivalling him for anything shows just how far Marcos Ambrose has come.

The All-Motorsport Power Rankings: Week 45

James Broomhead — Tue, 24 Nov 2009 15:11:22 -0500

Have you recovered from the shock yet? 'The shock of what?' I hear you ask. The shock of Jimmie Johnson winning the NASCAR Sprint Cup title, I mean no one was expecting that were they? If you despise NASCAR you can read the same comment into the long expected announcement of Nico Rosberg as the first driver at the new Mercedes/Brawn team this week. Elsewhere in things you weren't expecting it was the Macau Grand Prix weekend, or several drivers charging around streets that would not normall be suitable for long vehicles, let alone racing cars (see picture for graphic representation of why), with the decision of another World Champion. The Power Rankings have been a visiting feature on Midweek Motorsport on Radio Le Mans Wednesday at 8pm UK time, 3pm Eastern, 12pm Pacific and on Itunes shortly thereafter.

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The All-Motorsport Power Rankings: Week 44

James Broomhead — Wed, 18 Nov 2009 09:23:52 -0500

The end is near. Welcome the penultimate edition of this year's All-Motorsport Power Rankings, but one that none the less contains some very important movements in the world of motorsport. NASCAR, with a it's season length that can only seem to exist in America is still settling things on the track, with Jimmie Johnson moving to within tasting distance of the trophy with yet another boringly dominant win, this time at Phoenix. Meanwhile Formula One is back in the board rooms around the world making desiscions that will affect not only the next season, but potentially much of the next decade at least. The Power Rankings are a part-time feature on Midweek Motorsport on Radio Le Mans every Wednesday 8pm UK, 3pm Eastern, 12pm Pacific and on Itunes soon thereafter to get you through the cold winter months.

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The All-Motorsport Power Rankings: Week 43

James Broomhead — Wed, 11 Nov 2009 10:33:22 -0500

F1 Silly season is in full swing. Jarno Trulli's off to test a NASCAR again (let's see what a Trulli-Train looks like on an oval), Peter Windsor of USF1 is having to make announcements that he is actually doing something other than trying to flog the team's entry, a fact made all the more necessary as Lotus appearing to be muscling in on USF1's territory, by linking themselves with anyone who can drive a car. Elsewhere, Brawn had a parade to celebrate their victory (does Kick Fry ever look comfortable?), Indycar got a new title sponsors, with ever driver in the series suddenly becoming an expert in fashion and economics in one day, and NASCAR actually has a race. The Power Rankings are a "sporadic feature" on Midweek Motorsport on Radio Le Mans, every Wednesday ay 8pm UK, 3pm Eastern, 12 Pacific and on Itunes for whenever you what soon after.

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The All-Motorsport Power Rankings: Week 42

James Broomhead — Wed, 04 Nov 2009 06:49:47 -0500

Can someone tell me why I spent Sunday afternoon watching a hotel light up while some cars drove under it? Well, at least that's what I though I was watching, either that or a replay from a computer game, they wouldn't actually make a pit lane exit that went through a tunnel would they!? I also discovered (well, OK confirmed) that the people who run NASCAR a monumentally stupid. Not only do they put another line in their rule book that bans bump driafting in the corner, but they then manage to go a whole race (which by my eyes including plenty of bump drafting in the corner) with penalising anyone for it. Not even Juan Montoya. Oh, and Toyota pulled out of F1, but that barely counts as news. The Power Rankings occasionally feature on Midweek Motorsport on Radio Le Mans every Wednesday at 8pm UK time, 3pm Eastern and Noon Pacific (and to relive again and again on Itunes soon thereafter).

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Ryan Newman Was Right, NASCAR Was Wrong

James Broomhead — Mon, 02 Nov 2009 07:44:28 -0500

After NASCAR driver Ryan Newman was released from the medical centre at Talladega Superspeedway, he was set upon by the normal flock of microphone clutching journalists and race reporters.

However, the interview he gave was far from the normal NASCAR diatribe, but it was still sadly familiar to any fan who has watched racing at either of NASCAR’s restrictor plate tracks.

“[The crash] is a product of this racing and what NASCAR’s put us into with this box with these restrictor plates, with these types of cars, with the yellow line, with the no bump drafting, no passing. Drivers used to be able to respect each other and race around each other,” he said. “I guess [NASCAR] don’t think much of us anymore.”

Most of Newman’s anger during the interview was aimed at the sanctioning body itself for implanting rule that banned the normal bump-drafting in the corners, or as Dale Earnhardt Jr. put it, “it’s like the NFL changing from tackle to two hand touch football.”

And even before you think of how that rule change affected the racing, it is plain to see the way NASCAR put it into action was, and still is, moronic.

The announcement, made at the Sunday drivers’ meeting by NASCAR president Mike Helton, came on the morning of the race.

After all the practice sessions had been run, after the car had qualified with their race set-up (Talladega being an impound race).

NASCAR is known for its knee-jerk rulings and having a rule book that often appears to be written in the sand at low tide, but Talladega took their goal post moving to new levels.

They actually moved the goal posts while everyone was playing.

Denny Hamlin openly admitted that his car was set-up to run what he called the “two car hook up,” the tactic which dominated the race at track earlier in the year.

Then you have to question the motivation.

What made NASCAR ban bump-drafting in the corners? There was no big crash in practice, the only big crash in the Truck Series race was caused by bumping on the back straight. The headline-grabbing crash in the Spring race was caused by Brad Keselowski obeying the yellow line rule, and both big crashes yesterday were started on the straights.

In fact, Newman’s accident may have been caused by NASCAR’s bump-drafting rule.

The TV pictures (and crucial audio) before the crash were on board with Mark Martin, who was drafting in the top lane some half dozen car ahead of Newman. And, as he enters the corner, you hear Martin lift to keep off the rear of Brad Keselowski’s car. On the face of it, Martin lifted because of NASCAR’s bump-drafting, a lift that rippled back down the pack until Tony Stewart backed off, just enough to get tapped by Newman, who had lifted enough to get tagged by Marcos Ambrose.

Even before the crash, fans were critical of the single file racing that the race fell into several times. Personally, I feel that was inevitable. With the new bump-drafting rules, and the smaller restrictor plate, the drivers were bound to spend some time finding out exactly what they could do.

They did the exact same thing the first time the COT chassis was used at Talladega, plus you cannot expect drivers to spend 500 miles walking the tightrope of three and four wide racing, especially when 12 of them are racing for the title.

Now, let’s address Newman’s assertion that NASCAR don’t trust the drivers. Firstly, I believe restrictor plates (or anyway of slowing the cars down) are the best way of racing at the giant Superspeedways.

Otherwise, the speeds the cars would be travelling would be incredibly dangerous. The lap record speed at Talladega is 212mph. With the advances in technology and the expertise of the teams, the speeds possible now would make any crash, even a single car one, a potential tragedy.

Remember, it was Bobby Allison’s single car crash in 1987 that is credited with bringing the advent of restrictor plates. As trustworthy as teams and drivers may be the one area where they cannot be trusted is to limit their own speed, they need to have it limited for them.

NASCAR felt that even with the plates speeds were still too high, and further decreased the horsepower of the engines for Sunday’s race.

What they didn’t need to do was ban bump-drafting.

If, as we are always being told (no matter how wrongly), the 43 best drivers in the world race in NASCAR, then they should, like Newman says, be trusted to race safely.

The COT chassis gave drivers front and rear bumpers that are the same height—perfect for bump drafting. The car is also very safe. That element was once more give a fine advert on Sunday as two drivers survived rolls.

However, perhaps the worst indictment of NASCAR’s rule was that now, nearly 15 hours after the end of the race, exactly no penalties have been levied.

I may not have perfect 20/20 vision, but I’m sure I saw some bump-drafting in the corners, and even if I didn’t, I certainly didn’t see daylight between cars, and all the public heard (or were told) was near endless and general warnings from NASCAR.

That makes it a hollow threat, and as any parenting book will tell you, a hollow threat is an easy way to lose respect.

The All-Motorsport Power Rankings: Week 41

James Broomhead — Wed, 28 Oct 2009 08:23:03 -0400

Welcome to a special Halloween edition of the Motorsport Power Rankings. That very smug looking man in the picture is Jean Todt, the man who (by the letter of a very simple law) now runs all of motorsport. And the really scary thing is, well, look at the headphones he's wearing! If that's a sign of what's to come in the next four years of F1 then that costume is more frightening than any kid under a bed sheet. Away from the Ghost of F1 Past, more titles have been decided this week, with four (or one depending on how you want to argue) newly crowned champions in the rankings this week. The All-Motorsport Power Rankings are a part-time feature on Midweek Motorsport on Radio Le Mans, every Wednesday at 8pm UK, 3pm Eastern (I think), 12pm Pacific, and on Itunes forever more.

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Jimmie Johnson and Chad Knaus: Credit Where Credit is Due

James Broomhead — Tue, 27 Oct 2009 09:28:50 -0400

I’m not big Jimmie Johnson fan, I’m even less of a Hendrick Motorsports fan, so you know it hurts me when I say, "Jimmie Johnson and Chad Knaus are just very good, that’s a fact."

Jimmie, with his crew chief Knaus, now hold a 118 point lead in NASCAR Chase for the Sprint Cup over their nearest rival—another Hendrick driver, Mark Martin.

Among those who are paid to know, and those who just like think they know, Jimmie’s name is already etched on the trophy for the fourth consecutive year.

"But wait!" I hear you cry. "Aren’t there still five races left this season?"

And yes there are, and 118 points over five races may not seem like a big lead where the points change per race can be as high as 150 points, but the fact is that Johnson’s results dropping to that extent is less likely than tobogganing in hell.

Perhaps the biggest hurdle to Johnson’s aspirations of the fourth title on the bounce, a feat he would be the first to achieve in NASCAR, is the next race at Talladega.

Followers of NASCAR, or indeed even those who know of NASCAR, will be familiar with what can happen at the giant superspeedway in Alabama. Restrictor plates, huge pack racing with inches to spare, and ‘the big one’ accidents that can claim as many as a dozen cars in a split second.

If Johnson gets caught in one of those accidents, and his rivals finish well, his lead will be gone, and those already crowning the California native as champion again will go quiet, at least for a time. Though at this point it should be mentioned, there is just as much chance of Mark Martin, or any one of the other title chasing drivers getting caught in the carnage.

Every driver knows of that chance. Johnson himself described how he was tired of answering questions about Talladega in press conferences after last weekend’s race.

And how has Johnson got himself into this position?

Well, by just being very, very good.

You do not win three titles, and look to be heading for a fourth, by simple luck. And while Jimmie automatically takes the main plaudits as the man behind the wheel, I feel the rest of his team must get some of the credit.

Firstly, the people who put the car together. The car is fast, but also reliable. A trawl through past records will show that the No. 48 team have suffered only one mechanical DNF in the past three years.

Then you come to the real brains of the operation. Chad Knaus.

While not privy to the goings-on to at Hendrick, I give a lot of personal credit to Knaus for what I see as his plan.

NASCAR’s ten race Chase system presents drivers and teams with the opportunity to just run well in the 26 race, pre-Chase "regular season," before running very well at the end of the season when it counts. The artificial closing up of the top-12 drivers means that as long as you make the cut it doesn’t really matter what you’ve done since February, only what you do from October onwards.

NASCAR also does not alter the races in the car very much—yes, this year they swapped Atlanta out for Fontana, but on the scale of changes they could have made it rates as miniscule.

This static 10 race mini-season allows the teams to concentrate on getting their cars to run well on those tracks, maybe being happy to sacrifice their pace at Bristol, Darlington, Watkins Glen, Pocono, or any other of the tracks that don’t host a Chase race.

This, I believe is what Johnson and Knaus have done. They both know they are good enough to take a car that is not perfectly set up, and still leave the track with a solid finish. They can then take advantage of the fact that all but two venues—Kansas and Homestead—host a regular season race alongside their Chase dates.

Is it pure coincidence that two of Johnson’s three "regular season" wins come on such tracks—Martinsville and Dover?

Probably not. If he and Knaus concentrate that heavily on perfecting a set-up and approach of the Chase races, then of course they are going to run well at the same tracks, no matter the time of year.

Earlier in the Chase Jeff Gordon was quoted as saying that aside from Talladega the Chase tracks were Johnson’s strongest tracks.

But, what came first, them being Chase tracks, so Johnson got good at them, or Jimmie’s favourite tracks just happening to be the ones that constantly decide the championship.

Unless you subscribe to a colossal conspiracy theory, you’ll probably join me in believing the former.

And if Johnson, Knaus, Rick Hendrick and anyone else involved in the No. 48 team are smart enough, good enough and brave enough to do this then they probably deserve four titles.

Bernie Ecclestone Is Right: F1 Doesn't Need a British Grand Prix

James Broomhead — Sat, 24 Oct 2009 12:12:20 -0400

“Do we need a British Grand Prix? No.”

That is what Bernie Ecclestone, who holds the contract rights to F1 is quoted as saying in a BBC article today.

As I write the plans for the 2010 British Grand Prix are in turmoil, Donington Park, the track that secured the deal to host the race for next year have been unable to raise the money needed to improve the track and its facilities in time to meet the last of the many deadlines the track, under the control of Simon Gillett, have been given.

Silverstone, the track which looked like it had lost the race, has offered to step in and take the date at relatively short notice.

However, Ecclestone has revealed that he will not negotiate a “discount” contract with the Northamptonshire track, despite the fact that other historic races, such as the Monaco and Italian Grand Prix do.

Seemingly central to this approach is that Ecclestone does not believe that F1 needs a race on British soil, or at least not one at Silverstone (offer him that fabled London street circuit and it’d be interesting to see his stance).

And you know what, he’s right.

Firstly F1 does not NEED any particular race. There are more than enough countries queuing up to host a race. Yes, most are Far or Middle Eastern countries, some have tracks of debatable quality, but there is enough interest to keep a 16 or 17 race calendar going. Simply because there is no British race does not make the eventual winner less of a World Champion.

Secondly, and more frighteningly, F1 does not NEED a British race.

You can argue that the fact that most of the teams are based in the UK should safeguard a home race? But why should it? They already travel the equivalent of umpteen times around the world in the season, what difference would maybe having one less race in Europe make?

And the team’s wouldn’t just up and leave because there was no race in Britain, they are here because of the huge pool of talent they can rely on and top class facilities, not because there so happens to be an F1 a metaphorical stone’s throw from their front door.

Also, from what I see so far, it’s the fans who are crying out for a British Grand Prix rather than the teams.

After all, fans are what keep the sport going. Fans make the sport saleable for sponsors, suppliers and manufacturers.

And are British fans going to still be watching F1, either at the tracks or on TV, even if there is no British Grand Prix?

Yes. Yes we are.

We will kick up a fuss for a few months, but by March next year, we’ll all be sat back in our normal chairs watching the first F1 races of a new season? Compare that to what Bernie will no doubt call "emerging" markets, such as Korea or India where fans need to be introduced to F1 on their doorstep.

OK, so no-one will get the gate receipts from a Silverstone, or even a Donington, weekend but many of the same fans who would attend a British Grand Prix will start change plans to go to another race. Spa, Monza, maybe a race further afield.

Sports fans, after all, are already used to spending money on flights (or other travel) and tickets to follow their favourites. Why else would sports stadiums around the world have “away ends”, why else would the Channel Tunnel be packed with cars headed for Le Mans every June.

Bernie will still be able to rely on the British Pound reaching F1’s pocket, so on a business level he doesn’t need the British Grand Prix, he simply needs the British, and the two are very separate.

But I repeat, that’s on a business level, not a sporting level.

I suspect Bernie doesn’t care about that.

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NB: I, under no circumstances, support Bernie Ecclestone, the man is a greedy, evil man with no sense of how to run a sport. And that is what F1 is: a sport.

The All-Motorsports Power Rankings: Week 40

James Broomhead — Tue, 20 Oct 2009 19:52:40 -0400

We have a new World Champion!!

And as Jenson Button crossed the finish line defying what Mother Nature seemed intent on destroying the day before when she unleashed Brazilian Hell on Interlagos (and before anyone tries the predictable joke it was not in a thin central line).

The Power Rankings are a "sporadic" feature on Midweek Motorsport program on Radio Le Mans 8pm UK, 3pm Eastern (I think), 12pm Pacific. This week including an interview with Indycar champion Dario Franchitti.

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Brawn GP Win Constructor's Title. Remember It.

James Broomhead — Mon, 19 Oct 2009 17:15:08 -0400

I want to take this time to congratulate Brawn GP as much, if not more, on their winning of their winning of the constructors’ crown as Jenson Button an winning the drivers’ title.

In the furore that always the crowning of a new world champion in anything the turns in the road they have travelled to get there get smoothed out. This year there are those who have bucked that trend, mostly by implying that Button is somehow a less worthy champion because he remained winless for the second half of the season.

Another fact of most F1 titles is that the winner of the constructors’, teams’, manufacturers’ (call it what you will) title is often quickly forgotten by all except the anorak community.

The winning constructor is never a pub quiz question, the winning constructor is never heralded with multiple awards and the chief mechanic never gives a gushing acceptance speech.

If I ask you to reel off every winning constructor of the 90s and you’d probably falter (unless you are a ‘special’ kind of fan), drivers of the same era and you’d never even stumble.

But Button is world champion. He made the best of the situation that was presented to him, winning six of the first seven races while his teammate, by way of contrast, won none in the same car.

But this year it was more apparent than ever just how big a role the team and car play in scoring wins.

At the start of the Button was transformed from a man who had previously won a grand total of one Grand Prix in a career filled with midfield mediocrity into a multiple race winner.

On the other hand Lewis Hamilton, a man whose form since entering F1 made you suspect he might also be able to have a stroll across Monaco’s harbour, was left looking enviously at the top half of the grid. And that’s before all the mad too-ing and fro-ing during the season.

But Brawn aren’t just any team.

They are, of course, the rescued Honda outfit, thanks to a management buyout led by Ross Brawn, after the Japanese manufacturer pulled out after two disappointing seasons.

But even if Honda may have left useful things like designs for cars and the occasional stack of cash around Brackley, it was only part of the job.

Brawn and Nick Fry still had to build the car, get as much testing as possible before the ban fell and secure an engine deal. This is where, in my opinion, the team won the title.

Firstly Button needs to give a big warm hand shake to the man who found the loophole for the double-decker diffuser. Yes someone at Williams and Toyota found the same loophole, but no-one seemed to exploit it the way Brawn did. That may be down to the fact Honda abandoned their 2008 campaign almost as soon as it began, so had six or so months longer than everyone else to study a massive raft of rule changes.

The second master stroke made in the back room was whoever decided to give Mercedes a call over supplying engines. A marque that had not been a customer supplier before this year, was suddenly the most prolific powerplant in F1, and the fastest.

There have been very few times this year when one of the six Mercedes engines has not been at (or near) the top of the speedcharts.

Even once these choices had been made and the team had taken their early successes times were tough. The residual Honda money, and any gained from sponsorship as the team’s potential became obvious, was not enough. The team had to fire several workers even after the victory in Melbourne.

Then as the season moved to Europe chinks began to show in the Brawn armour. Vettel and Red Bull already had one win in China and were now introducing updates at a rate very few, let alone Brawn, could keep up with.

Other teams were getting updates, including the once crucial double diffuser, and the march Brawn had stolen in the winter had melted away by the summer.

Doom-mongers doubted the team’s means and ability to keep their car competitive as Red Bull clawed back into range over the summer.

But Brawn did introduce upgrades. A one-two finish in Monza a tour de force for the team as the brute force of the engine was complemented by strategy choices by the team that pushed both drivers past the rapid two-stoppers ahead.

That result aside the upgrades did not win races, but rather did just enough. They no longer needed to win races, a reward for their early and off season work.

And for that alone Brawn’s title should be remembered.

The All-Motorsport Power Rankings: Week 39

James Broomhead — Tue, 13 Oct 2009 19:40:27 -0400

As Dario Franchitti crossed the finish line to win a Homestead and take the Indycar crown, his mind was not on his glory and the chance get his hands on the title and trophy for the second time in three years. They were of his "buddy Greg" - Greg Moore - who was killed in a Champ Car title decider ten years ago this month. Had that day in Fontana never happened Moore probably would have been racing Dario, Scott Dixon and Ryan Briscoe for the title (had he not been whisked to another series). It was moment when you realised not every driver is an emotionless machine, in a season that has seen more than it's share of tragedy and scares. The Power Rankings are an occasional feature on Midweek Motorsport on Radio Le Mans, every Wednesday at 8pm UK, 3pm Eastern, 12pm Pacific and on Itunes for whenever you jolly well feel like it.

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V8 Supercars Supercheap Auto Bathurst 1000: Preview

James Broomhead — Thu, 08 Oct 2009 13:01:44 -0400

Bathurst. Mount Panorama. The Supercheap Auto 1000. No matter what you call it, it remains one of the world’s headline races on one of the world’s finest tracks.

The vast and varied fields of the 1980s may be gone with the race's inclusion into the Ford vs. Holden battle of the V8 Supercars series, but the entry list for this weekend’s race draws talent from around the world and from several different series.

The Bathurst 1000 is one of two endurance rounds in this year’s championship, the other being the previous round at Philip Island, won by Garth Tander and Will Davison in the Holder Racing Team-run Commodore.

But Mount Panorama is a very different animal.

A sprawling 3.8-mile circuit made up of public roads that race up, across, and back down the hillside in a lap that includes two of the longest straights in Touring Car racing, a turn that purports to be Australia’s fastest right-hander (there is no record of where the fastest left may be), mind-boggling gradients, and more than a few blind bends.

The fast sweeps at the top of the circuit (officially 862m above sea level) through the campsites at Reid, Sulman, and McPhillamy parks, and the breathtaking descent through the Esses to Forrest’s Elbow (note the two “r”s, the turn being named after a motorcycle rider and nothing to do with trees) onto Conrod straight and into the Chase, where one mistake can send you on a high-speed trip through the gravel that doesn’t often see the car remain on (or with) all four wheels.

It’s no wonder that drivers come from across the planet to drive it.

Of course, the front runners are likely to made up of those who have been regular V8 and Bathurst drivers, but the extra names bring another dimension to the race.

Alex Davison, while being a Stone Brothers Racing regular this year, will be a familiar name to sportscar fans, having spent several seasons in European Porsche Carrera series and having competed in both the American and European Le Mans series last year.

However, the real international flavour (other than two-time New Zealand V8 champion John McIntyre) is leant by a number of British (or British-based) drivers.

Three-time World Touring Car champion Andy Priaulx will join David Reynolds in the Bunderburg-backed Holden.

Ben Collins (the man widely thought to be main alter ego of TV’s Stig), who tested a HRT Commodore for an article in British racing magazine “Autosport” earlier this year, is aboard one of the four Kelly racing cars.

But perhaps the international car is the No. 88 Team Vodafone Falcon which sometime World and British touring car star James Thompson will share with Danish driver Allan Simonsen, a man who will race just about anything (single seaters, GT cars, and even previously a Ute pick-up in the Australian racing series) and usually drives it very quickly.

While these pairings may bring foreign fans to Bathurst, a majority of the thousands expected will be following one of the juggernauts of the series, such as Triple Eight’s duo of Craig Lowndes and Jamie Whincup of the Tander/Davison pairing for Holden.

The strongest opposition to these two teams is likely to come from three teams. The first is the partnership between Ford Performance Racing’s Steven Richards and Mark Winterbottom aboard car No. 6.

Then there are two Commodores. The first sees another of the families racing this year at Bathurst (along with the Davisons and Tanders, Garth’s wife Leanne expected to drive in car No. 333).

Todd and Rick Kelly will pair up in the Jack Daniels sponsored car run by their own team. The other pairing to watch will have a little more age on their side as New Zealander Greg Murphy is joined by recently retired five-time champion Mark Scaife for Sprint Gas Racing.

They will be joined by the normal crop of drivers promoted from the second-tier Fujitsu series, and beyond, with V8 Ute driver Andrew Fisher and Motorcycle racer Troy Bayliss also on the entry list.

The green flag on the 161-lap Supercheap Auto 1000 is expected soon after 10:30 a.m. (local time) on Sunday.

The All-Motorsport Power Rankings: Week 38

James Broomhead — Tue, 06 Oct 2009 12:54:01 -0400

Aside from the output of another week of racing there came more confimation this week that Australia may well be the best country in the world (or the worst depending on how you look at it). Ahead of the V8 Supercars endurance race at Bathurst next weekend the police have taken the near unprecedented step of limiting the amount of alcohol you can have over the three day race weekend. These limits are very harsh, with each individual being allowed to consume only 24 cans of beer or 4 litres of wine a day. I can't find anywhere exact details of the toilet arrangements for Bathurst are. What's that? Back on topic you say, very well..... The Power Rankings are a "sporadic" feature on Midweek Motorsport on Radio Le Mans every Wednesday at 8pm UK, 3pm Eastern, 12pm Pacific (and so I learnt this week 2pm Central). This week including an interview with Indycar driver Alex Lloyd ahead of the season finale.

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Japanese Grand Prix: The End of Gravel Traps?

James Broomhead — Sun, 04 Oct 2009 19:17:01 -0400

The various accidents over the Japanese Grand Prix weekend at Suzuka—especially those suffered by Timo Glock in qualifying and Jaime Alguersuari in the race—are likely to cause the debate about run-off areas to be re-opened.

It is one of the criticisms often levelled at the new Hermann Tilke "Tilke-drome" circuits (and those older tracks that have been “improved”) that the huge swathes of high grip tarmac that act as run off areas detract something from the challenge of driving a race car round a track fast. There is no (or very little) punishment for running off track.

A driver can simply carry on, maybe flicking down a gear and losing some track position, but carrying on with he and his car none the worse for wear. F1 should be difficult, and gravel traps make it more so, and that’s before you consider that more gravel traps would render the chicane cutting dilemmas null and void.

As you may be able to tell I normally count myself squarely in the group who support the use of gravel traps and walls to stop cars and punish mistakes with retirement.

But the events at Suzuka may have changed that.

The Japanese track has been improved massively since its previous F1 races, new paddock buildings, massive resurfacing, and the addition of concrete run off areas.

In commentary for the practice sessions for the race at Suzuka, former (and probably future) F1 driver Anthony Davidson described how Spoon Curve used to have a vast gravel trap to its outside, that any mistake would send you skipping over at pretty high speed.

A daunting experience.

However, in these days of personal injury lawyers and litigation, “daunting” is not a word people like, along with “risky”, and that gravel trap has given way to another sea of tarmac.

But unlike the new Tilke-dromes, Suzuka has split its run-offs between tarmac and gravel. The turn one gravel where Senna and Prost once came to a halt is gone, the outside of 130R is similarly tarmacked over.

But grass and tyre walls still flank the esses, the Degner curves and the final bend—a location not unknown for big accidents even before Glock’s impact.

But Glock and Alguersuari put a massive dent in any argument for gravel traps.

In both cases the gravel traps did not stop the car. No matter if we want drivers punished for their mistakes, we don’t want them injured.

Even more worrying was the manor in which both cars, most noticeably Alguersuari, were sent airborne by skipping over the gravel or the change in running on grass to gravel. There are all too many accidents where an airborne car hitting the barrier has terrible consequences. Put simply you can design barriers to cope with “conventional” impacts where a car hits at the base of walls, but put a car airborne, even slightly, with all the potential pitching and yawing, and (no pun intended) everything is up in the air.

Now, if you still support gravel traps you can argue that the traps that both drivers encountered were narrow, meaning there was very little room between the track and the barrier. You can also argue that Alguersuari’s crash was an odd place on the track.

And it was.

But perhaps this fluke has shown us that gravel just isn’t the best way to stop a F1 car. Perhaps they are just too fast, and too light, and with the skid plate, tend to skim over the traps like a flat stone over a lake.

Whatever the technical reasons the fact remains that if there was no grass and gravel then the four wheels retain contact with road.

And higher grip levels mean more chance to scrub off speed, or steer way from the worst of the impact, which means fewer injured drivers.

Which we can all agree is good.

The All-Motorsport Power Rankings: Week 37

James Broomhead — Tue, 29 Sep 2009 18:31:03 -0400

Has it stopped raining in Georgia yet? If you were in Atlanta did you manage to find high ground before the Ark came past? Yes the rain is back, this time reducing a 10-hour ALMS race to a NASCAR like farce of parked cars under tarpaulins, a seemingly endless rain delay before a premature and disappointing end. Speaking of disappointing Jimmie Johnson once more ran and hid in a NASCAR Chase race with ominous familiarity, equally familiar was David Stemme's multiple incidents. And finally, F1 took to the racing under lights, with Romain Grosjean finding a very familiar peice of wall, and Bernie Ecclestone spouted his familiar brand of nonsense (although the British government's clarification on the assisted suicide law means there is hope). The Power Rankings are a part-time feature on Midweek Motorsport on Radio Le Mans every Wednesday at 8pm UK time, 3pm Eastern, 12pm Pacific and available on Itunes if you happen to be busy.

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The All-Motorsport Power Rankings: Week 36

James Broomhead — Wed, 23 Sep 2009 08:49:41 -0400

There may only be one story in motorsports this week, the continued fall out of Crash-gate upon Flavio Briatore at Pat Symonds, with Symonds being banned for 5 years from motorsport and Briatore practically given a motorsports restraining order meaning the closest he'll get to racing is the egg and spoon race a school sports day (but even then there will be questions asked if one of the kids falls over). However, elsewhere the world goes on, with NASCAR running the first race in the Chase, Indycar going all the way to Japan to keep Honda happy, and another championship gets decided. The Power Rankings are "sporadically" featured on Midweek Motorsport on Radio Le Mans, which this week comes live from Road Atlanta ahead of Petit Le Mans, with all multitude of special guests. That's Wednesday at 9.10pm UK (after Petit Le Mans testing) 4.10p, Eastern, 1.10pm Pacific.

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Sports Fans: Get the Most Out of Twitter

James Broomhead — Fri, 18 Sep 2009 09:34:11 -0400

Twitter.

Like it or loath it, Twitter has taken off in the biggest way possible, and it’s here to stay.

A few years ago, every individual, company, and going concern was getting a flashy Web site, now they’re all on Twitter.

I’m not going to insult your intelligence by explaining what Twitter is, if you don’t know, then I somehow doubt you’ve found your way to this article without the help of a responsible adult.

So, now that Twitter is here to stay, you best embrace it— as people, as fans, as fan-blogger-journo-bleacher-creatures.

For my sins, I have a twitter account (The_Lap_Times shameless plug over). I set it up at the start of the year, after hearing the sort of people that were on the Web site already, primarily as a way of peddling my amateur writing wares. And I still do that (look at the link above now, and you’ll probably see a link to this very article), but it has becomes so much more than that.

Over the last few months (and these will mean nothing to you if you are not a racing fan), I have found out about the accident involving the death of Henry Surtees, the uncovering of the Piquet F1 race fixing affair (and the related Briatore/Symonds resignations), the Yates\Petty merger, and, on a tangent, the recent passing of Patrick Swayze first on Twitter.

And it's all because of the people you can find on there.

Twitter presents the entire sports universe in one place.

There are, of course, casual fans and bloggers such as myself on there. However, there are also writers and editors who get paid to write for major Web sites and publications—and most tend to tweet their stories soon after, if not before they hit the Web site they write for.

Then there are the sports themselves—NASCAR has too many twitter accounts to...count, the NFL has an official twitter account, as well as official accounts from the likes of Roger Goodell. Then there are the athletes—you can find out what a player (or at least their PR person) is thinking—and teams themselves. Everyone has a twitter account, or at least has their name on a twitter account, as there are a worrying number of people who seem to pose as the famous person.

Let's look at it another way. Do you, an NFL fan, go on the hunt for NFL news on several different sites—FOX, CBS, ESPN, maybe the official site for your team, or the local press? Twitter will probably have all of them in one place, putting the links to their stories, and much more besides in 140 character (or less) chunks, and provided you’re following them, subscribing to their every tweet, they are delivered instantly to your doorstep (or you laptop, or your blackberry, or your Tweetdeck, whatever one of them is—something about typing on a yacht I think).

Voila! No more searching through umpteen Web sites.

Then there is what can be considered Twitter’s master stroke. You can talk back to them! Do you want to congratulate a player on a good game? Do it. If you don’t agree with the angle of an article from a fully paid up journo, let them know.

Then, provided you're not been overly profane, and the person you’ve replied to is friendly (or savvy) enough, they might reply back to you. It’s like berating your TV, or yelling at the newspaper, only the newspaper or the TV can berate back!

Log onto Twitter while a game is on.

It’s like global smack talk.

Dive in, you’re probably no more knowledgeable than most of the people there.

Of course, you don’t have to type anything. You can set up an account purely as a sort of "reader", sign up and start following the athletes, writers, teams, organizations, companies or whatever else you’re interested in.

However, Twitter, like so much in life is one of those things where what you get out is dependent on what you put in. People are, unfortunately, not going to come to you and give you what you want. You have to go looking for them.

Maybe start by searching for the sort of thing you want to follow. Type in "NFL" and you’ll likely get lots of fans exchanging views on their team’s latest game. But maybe there’ll be one tweet from a team’s official account, click on it.

Follow them if you want.

Now, who do they follow?

A few other teams and their star player. Click, follow. You now have every view and snippet of news they have potentially at your fingertips.

If you’re lazy, try We Follow , type in the "tag" at the top, i.e. "NFL" and watch the list light up ranked by the number of people already following them (and to paraphrase the famous quote one million people (approximately the number following the official NFL account, can’t be wrong). Within the first 25 results lie 11 "official" accounts of NFL teams, at least four players, four of five media outlets, and a single fantasy site. Multiply that down all 812 results the search turns up and, well, you get the picture.

Then on, the other hand, there are the people that will follow you. These won’t happen overnight, but start replying to people, and start getting replies back, start posting links to anything you might put on B/R, or anywhere else, and people will start popping up. These will, at the start, most likely be fellow bloggers (or accounts who only ever ask you to come and see the XXX profile pics). But keep going, and more recognizable names will appear. Maybe, more authoritative amateur sites, then the very teams and people you joined to follow.

Then, when someone follows you, take a look at their accounts and what they post. Are they asking you to look at their XXX pics? No. You think their worth following in return. Do it. It’s like waving at someone on the opposite side of the street, or the playing field.

There will be those of you who think ill of me for having a self-publicising Twitter account, let alone seeming to promote it, and the whole concept of Twitter.

But as sports fans Twitter should be as central to following your sport as drinking a six-pack for a Sunday night game.

The All-Motorsport Power Rankings: Week 35

James Broomhead — Wed, 16 Sep 2009 09:21:51 -0400

Alas I feel the racing season is beginning to come an end this week. The 12 drivers who will chase each other for the Sprint Cup have been decided, the first major championships of the year have been decided and F1 has said goodbye to Europe for another year, before closing its season off across Asia and South America. On the other hand we're starting to see the first shapes of 2010 cast, NASCAR silly season is warming up with yet another merger annouced last week. "Lotus" have been selected as the 13th F1 team (and BMW the 14th) and Renault may be there (but definately without Flavio Briatore and Pat Symonds). The Power Rankings are "sporadically" featured on the Midweek Motorsport program on Radio Le Mans every Wednesday night 8pm UK, 3pm Eastern, 12pm Pacific and on Itunes soon thereafter. This week featuring an interview with ALMS BMW driver Tommy Milner ahead of Petit Le Mans.

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Yates/Petty Merger Exposes More Drivers to Rideless Future

James Broomhead — Sun, 13 Sep 2009 15:05:04 -0400

Last week, almost silently, the Yates Racing team and Richard Petty Motorsport reported they were to merge into a single four car team for 2010.

This is nothing new. These days mergers and co-operative efforts are all the rage in NASCAR.

Yates already has a tie in with Roush Racing and with Hall of Fame Racing for the running of the No. 96 car. RPM, on the other hand, has already been through one complete merge, having blended with Ray Evernham’s efforts for this season, resulting in the four car team that this year has run cars for Reed Sorenson, A.J. Allmendinger, Elliott Sadler, and Kasey Kahne.

The announcement of the new merged team also came with an announcement of the four drivers who will pilot the Fords they will run.

Kahne, Sadler, and Allmendinger will join from RPM, while Paul Menard (and his daddy’s money) will come in from Yates’ existing team.

With the announcement, all eyes were on the odd ones out. Hall of Fame look to be out on their own again, and Reed Sorenson is the sole RPM driver to find himself without a ride in the new team, and judging by talk at Richmond over the weekend, for 2010 at all as yet.

However, the real odd man out may have escaped notice.

Jamie McMurray.

We all know that Roush has to trim their five car effort to four over the offseason as per NASCAR’s rule. And we all know (barring a massive turn around) that it’s McMurray who will be shown the door.

Knowing this for months whenever quips of questions flew surrounding McMurray’s future, just about everyone was saying he would be let out by Roush in name only.

Everyone expected Roush to continue, if not increase its interest in Yates’ operation and install McMurray in the team.

And that might still happen—Roush increasing it’s interest in the new team running Fords. But McMurray won’t (or can’t as it appears) be there, as with four drivers already named they are limited by the same rule that puts Jamie out at Roush.

So, where can Jamie McMurray go?

More than ever there are a dwindling number of open competitive rides, and still the same number of drivers looking to fill them.

You can point, as many have, at the seat Martin Truex Jr. is vacating at Earnhardt-Ganassi (oh, look another merged team), and he may well go there (although personally I’d like to Aric Almirola given a fighting chance for the seat). And then what else is there?

Not much.

And Jamie McMurray is only one name looking for a ride.

The All-Motorsport Power Rankings: Week 34

James Broomhead — Wed, 09 Sep 2009 08:24:08 -0400

It's Back!!! The Formula 3 car made of carrots (and other less interesting recycled stuff) that appeared on this very series months ago is back!! And it's actually going to race, with it's debut set for an October 17 race in Brands Hatch, England. Rest assured if there is even a single snippet of news on how it fares I'll find it. In cars not made of left-overs this week, Kasey Kahne went some way to cementing himself in the chase, Australians were so bored by the WRC they tried to stop it (at least I think that's why they did it), the French cheated and the world of F1 played a game of Musical Italians. The Power Rankings may also be heard on the Midweek Motorsport program on Radio Le Mans which this week comes from the home of sportscar maker Lola. That's at 8pm UK time, 3pm Eastern, 12pm Pacific and available on itunes shortly after for you to listen to in the gym.

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The All-Motorsport Power Rankings: Week 33

James Broomhead — Wed, 02 Sep 2009 07:10:44 -0400

What must Force India be thinking? They've just pulled proably the biggest upset in recent F1 history, and all anyone can do (and I include myself in the coming pages) is point out firstly the car that finished second proved in practice there is more than one way to skin a cat (or dog, or rabbit, or duck, the fact remains that not even dental records could identify the mess it left) and the fact that the driver who finished second for them is likely to jump into the second seat for the team that finished first. Still, I suppose that's better news than NASCAR (as it was one of three major racing series to cross the Canadian border) had, as "43 of the best drivers in the world" did their best to make driving in the rain look like something on a par with Advanced Astro-Physics. Meanwhile Indycar was showing them how to race on ovals with close racing and buckets of overtaking and there were still those who found a reason to be unhappy about that. Is no-one ever happy? The Power Rankings may also be heard on the Midweek Motorsport program on Radio Le Mans, which this week includes an interview with Andrew Ranger, fresh from his third at Montreal. On at 8pm UK time, 3pm Eastern, 12 Pacific and available for eternity via Itunes.

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Indycar Entering a Minefield NASCAR Knows Well

James Broomhead — Sun, 30 Aug 2009 12:44:03 -0400

Various hardline fans of the two series might not agree, but based on recent evidence Indycar seems to be heading for the same sort of worries that have been writ large during the NASCAR season.

As fans of Indycar will no doubt be aware, the powers-that-be within the series introduced a raft of measures aimed at improving the races, especially on the oval tracks they visit.

There were various aerodynamic widgets added—or made optional—to increase downforce, while others were taken away to increase close racing.

Then they introduced an engine boost that a driver can use a set number of times during a race that would allow him to pass, defend, or catch up to a rival.

The first oval race in Kentucky was a revelation, especially compared to what had gone before it.

There was close racing, doses of overtaking, and lowly Ed Carpenter for Vision Racing came as close to breaking the life-extinguishing stranglehold the powerhouses of Penske and Ganassi have maintained on ovals.

Reviews were almost universally positive, or at least heralded as the first steps out of the levels of catatonic boredom Indycar had all too regularly visited. So it was with a certain level of excitement that fans braced themselves for the second oval race since the rule changes, this time at Chicagoland.

Now, I have to point out my observations on the race are based on Indycar’s online highlight package and various written reports, so they may not be perfect.

The finish proved spectacular. Though recent finishes at the Illinois track have been exciting, this one provided a little extra juice.

Without wishing to pour scorn on greatness, Ryan Briscoe’s winning margin of 0.0077 seconds pales compared to last year’s so-close-they-called-it-wrong episode.

What made this a little special was the fact that covering the top 13 cars (every lead lap finisher) was 0.8269 seconds. In fact, there was only a shade over half a second covering the top 12.

There may only have been a handful of green laps before the finish, but what it still shows is that the stringing out of the field can be almost non-existent.

Now, you can’t fault close racing. It’s what people want to see when they spin the turnstiles and sit in the stands or pay the subscription and sit in front of their TV, which is what Indycar wants and needs right now. But a look away from the open wheel world shows the minefield they may be stepping into.

A minefield in which NASCAR has been getting its legs blown off in for years.

Where can you get close, fast racing in NASCAR? Daytona and Talladega, the restrictor plate tracks, where the sanctioning body artificially bunches up the field by taking away horsepower from the engines.

There may be nothing that artificial about Indycar’s rule changes, but it’s having a similar effect.

And what else, aside from close racing, have NASCAR’s plate races become synonymous with?

Huge crashes.

Even to the point that the networks that are “lucky” enough to be broadcasting these races use the threat of “The Big One” in its marketing for the race. Huge crashes may get viewing figures, but I’d guess IRL doesn't want ratings that badly.

Two of the three plate races this year have had massive crashes in their closing laps (often after late cautions like yesterday’s Indycar race), with several very damaged cars, and handful of injured fans, and a return to post-Dale-Sr. levels of fear over safety in plate races, with several drivers being very vocal in their criticism.

And as far as safety goes, NASCAR’s jalopy knocks an Indycar into a cocked hat. They have fenders—minor touches are just that, rather than the danger of inter-locking wheels in Indycar.

NASCARs also have a roof, and nothing like an Indycar Dallara’s tendency to take off if the air flow gets under them.

Perhaps the latest (and most re-shown) instance of this last trait has been Dario Franchitti’s flight at Michigan when he drove for AGR.

A small amount of contact at speed sent him sideways and the car was airborne before landing back on the track (and other cars) and sending anyone nearby scattering.

Now, instead of the half-a-dozen-or-so cars he has within a second of him there, put 12, 15 or a full field behind them. This would have been the situatioon if the same accident struck at Chicagoland last night.

You have the makings of Indycar’s very own “Big One,” with all the consequences you don’t want to think of.

That said, there are some there is nothing wrong with NASCAR's plate races, and they continue to be huge audience draw, which is what Indycar needs.

They just don’t need to sacrifice safety to do it.

The All-Motorsport Power Rankings: Week 32

James Broomhead — Wed, 26 Aug 2009 08:41:43 -0400

Croeso* to the return of the Power Rankings. After a week in wettest, wildest, windiest west Wales, they're back to look a packed week of winners, losers and general nonsense. NASCAR was interesting again as it went to Bristol, Dario Franchitti won again in Indycar at Sonoma/Infineon/Sears Point/Whatever it's called this week (although you deserve a medal if you managed to remain conscious through it and not want to hurl something solid at the coverage.) And as F1 returned after its summer break Rubens Barrichello finally won a race, as for once someone else had a pit nightmare as he took victory at the otherwise spectacularly boring European Grand Prix.

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The All-Motorsport Power Rankings: Week 30

James Broomhead — Wed, 12 Aug 2009 12:08:45 -0400

That was the week that was, Michael Schumacher, came then went, and Luca Badoer came, while everyone only seems to remember why he went. However, as one comeback is called off, another (almost) came of, as the Corvette works team re-entered the American Le Mans Series, dropping a class to GT2, to actually (shock! horror!) find some competition at Mid-Ohio, while Indycar returned to form after the Interest at Kentucky, with Ganassi and Penske battling for the win. Oh, and there was some NASCAR, which solely seemed to involve drivers driving into the same tyre barrier all weekend before Tony Stewart and Marcos Ambrose took the plaudits. The Power Rankings may also be heard on the Midweek Motorsport program on Radio Le Mans, every Wednesday at 8pm UK time, 3pm Eastern, 12pm Pacific and available on Itunes shortly thereafter for recreational purposes. All photos copyright Getty Images, except Cover, slide 9 and slide 10 copyright LAT.

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The All-Motorsport Power Rankings: Week 29

James Broomhead — Tue, 04 Aug 2009 20:19:52 -0400

He's back!! As F1 heads off it's summer jolly, and Nelso Piquet begins a rather longer holiday NASCAR once again fell foul of weather and weepers, which was pretty much how the race ended with an emotional Denny Hamlin, endeavouring to cry to prove that NASCAR driver's aren't robots paid for my sponsors. However, it was Indycar that took centre stage. With more improvements than an Extreme Makeover house the racing on the Kentucky oval was, erm... Finger Licking Good, well at least interesting.

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The 'Macherwocky (or A History of Michael Schumacher at Ferrari)

James Broomhead — Mon, 03 Aug 2009 18:50:35 -0400

2000, and the Marlboro men
Did toil to win the F1 crown;
Indifferent were McLaren men,
And Williams were crap.

“Beware the ‘Macherwock my son!
The wheels that swerve, the feet that jump!
Beware the Ross Brawn call, and shun
The curious team orders!”

He took the FIA in hand:
Long time Ferrari’s crown he sought-
While rested he by the Rascasse wall,
And parked a while in shame.

And as he took another win,
The ‘Macherwork, with chin held high,
Leapt up upon the podium,
And fans groaned as he came!

One, two! One, two! With Barrichello
The FIA went clap, clap, clap!
With F1 dead, for months he led
With titles back to back.

You thought we’d killed the ‘Macherwock?
He’s never left, my foolish boy!
He’s back today! Please don’t hooray!
He tested once last week.

2000, and the Marlboro men
Did toil to win the F1 crown;
Indifferent were McLaren men
And Williams were crap.

By Lewis Hamilton Carroll

End of the Road: Why Has BMW Decided to Leave F1 Racing?

James Broomhead — Thu, 30 Jul 2009 10:11:07 -0400

BMW, the German manufacturer, are pulling out of Formula One at the end of this season.

There have been reams and reams of both print and online journalism reproducing the statement that the team released saying they are going, but relatively few trying to postulate why.

Of course, there are good reasons for that. Firstly, it is probably only known to handful of insiders in the team's Munich and Hinwil bases, and secondly, because the reasons are likely as complex and interlinked as the mechanical parts on their cars.

However, the fact remains that there are a number of known facts that could have pushed the team’s owners to have to make the decision to pull out of F1.

Let’s start by looking at the statement, in its unadulterated, unreported form, as found on the team’s official website.

There is a look of jargon and double-speak there, about how “premium will increasingly be defined in terms of sustainability and environmental capability” and how in line with “strategy number ONE” (upper case original) they are constantly “reviewing all projects and initiatives to check them for future viability and sustainability.”

Exactly the kind of rhetoric you expect from a carmaker in an age where climate change is a buzzword and trees have feelings too.

It also explains how the decision was only made on Tuesday. Believe none of this; it may only have been formally agreed and announced on Tuesday, but the option hasn’t been far from Munich minds since the start of the year.

However, there is also mention of the first concrete fact: their abysmal 2009 season, which team principal Dr. Mario Theissen describes as a “hiccup.”

The results from their two drivers, Robert Kubica and Nick Heidfeld, have been, well, mediocre to say the least, especially compared to last season, when Kubica had a mathematical shot at the title until the closing races.

But if the recent lack of performance is the only, or even main, reason for the withdrawal, then I have vastly overestimated the intelligence of those responsible for the decision.

Yes, the team has only one victory, Kubica Canada 2008, since BMW joined with the Swiss Sauber outfit for the 2006 season. But if you consider that it basically created a new team, a win in what was a third season, in today’s F1 of million-euro budgets and computers to make NASA blush, is not bad going.

Toyota would gladly bite your hand off if you offered them a victory after only three seasons, given they’ve been trying seven seasons now without a single mark in the win column.

And yes, this season has been a “hiccup,” but then until recent weekends it has also been a “hiccup” for McLaren and Ferrari. Yet there’s been no inkling of a threat of them withdrawing from F1 (aside from falling out with Max Mosley and Bernie Ecclestone).

The big difference between McLaren and Ferrari and BMW is that the first two have been more forthcoming and successful with their car upgrades than the latter, although before the decision it was reported that BMW would see new packages at both Valencia and Singapore. Whether these now materialise is up for debate.

That lack of updates, or at least successful updates, leads nicely into the next known fact.

BMW’s F1 team are not as rich as you might think.

Cast your minds back to the offseason—an offseason in which BMW lost major sponsor Credit Suisse due to the banking crisis mess. The team has so far been unable to publicly replace them as a sponsor; hence the cars have had BMW marketing—Connected Driver, Efficient Dynamics, or celebrating the Mini’s birthday—adorning their engine covers this season.

Exactly how much of a financial hole this put the team into is only known to the accountants, but it is likely to be a significant portion of the sponsorship the team had budgeted with and, perhaps, already written "mental cheques" with. Suddenly having to rethink the plans without the money may have led to certain cu backs.

Perhaps development was one of them, and with the cars' lack of raw pace and the constant developments of other early strugglers, it has left BMW languishing at the back of the grid.

Of course, a possible lack of sponsorship is not the only financial problem facing carmakers—we all know that. The threatened repercussions of the recession had been seen in BMW’s sporting arm even before F1 landed in Melbourne.

Again, cast your minds back to the offseason—this time to the World Touring Car Championship (WTCC) where, under various names, BMW runs five works three-series cars.

Over the winter there was the threat that the maker might withdraw from that series, with the decision so close that many of the drivers started making other plans, with the three-time world champion test-driving the ALMS BMW as a potential career move.

BMW never pulled out of the WTCC, and in the statement confirming their F1 exit re-affirmed their commitment to the WTCC, but clearly money worries were in Munich long before the F1.09 chassis turned out to be a dog.

Again, the company’s WTCC stance leads to another known fact—that BMW are very keen on their sporting campaigns leading to improvements in the road cars that are on sale to the public.

BMW were one of the strongest supporters of the Kinetic Energy Recovery System (KERS) to be adopted by F1. They were one of the first teams to begin testing with the system on tracks and were one of the four teams who turned up with KERS-enabled cars (car, to be exact) for the F1 opener in Australia, although they have since been one of the two teams to turn their back on the technology.

Since the season started, the FOTA teams have drawn up an agreement that KERS will not be used from 2010 on. It is not a rule yet but may be included in the Concorde Agreement teams are apparently days away from signing (it was probably this signing that lad to BMW making the decision now).

KERS and the hybrid technology it related to is one of the most obvious things that manufacturers can take their knowledge of in F1 and put in their road cars. Perhaps losing this link, both to the road cars and environmental concerns, was another nail in the metaphorical coffin of the F1 team.

This is further supported by the fact that BMW is withdrawing from F1.

They are not withdrawing from the WTCC or the ALMS.

Yes, you can say F1 costs more, and it undoubtedly does, but on a purely marketing level of "let’s get our name out there," F1 far outranks the other series with its wider audience and better TV coverage.

However, with these series the links between road and race car is far clearer. Aside from the aerodynamic fakery and fancy tuning parts, you can go to your BMW dealer and buy a three-series like is raced in the WTCC and ALMS in various forms.

The closer-to-production nature of these series makes it far easier (and cheaper) to take any knowledge or part you develop for racing and put it on the next generation of road car, and as a carmaker how many models you can shift from the showroom is your main marker of performance, not wins on a race track.

The All Motorsport Power Rankings: Week 28

James Broomhead — Tue, 28 Jul 2009 20:58:31 -0400

What should have been a week of racing to overcome the events of last week, was quickly turned on its head by a run-of-the-mill suspension failure, and a quirk of fate that made us face the unthinkable for the second time in a week. However, this time the news is positive, and every news release about Massa sounds more and more positive. Many series now head for a summer break, but gave us races to remember, then there was Indycar.

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Closed Cockpits Are Not the Answer to F1's Worries

James Broomhead — Sun, 26 Jul 2009 07:16:29 -0400

After two chillingly similar accidents in two weeks have killed one driver and left another seriously ill in the hospital, there is bound to be talk of safety.

And one concept that seems to be being brought up by fans, drivers, and team bosses is a closed cockpit.

However, despite the shocking nature of recent events, a closed canopy F1 car is certainly not the answer.

Now, just to clear this up, I’m not saying this on aesthetic value. Personally, the mental image I have of a closed cockpit F1 car is far from ugly, and bear a striking resemblance to WWII fighter planes or the current machinery in the Red Bull Air Race (without the wings of course).

However, I much prefer the closed coupe Le Mans prototypes, so I might just have a thing about roofs.

Obviously, the idea of having something to stop or deflect debris before it reaches the driver appears to negate the chances of such accidents occurring again.

However, the practicalities of having a closed-cockpit F1 car boggle the mind when you begin to think about them.

Of course, the primary concern is safety. After all, it doesn’t take a rocket scientist to realise that having a roof between you and safety may not be a good thing.

Now, start putting a car in every conceivable position and situation you can. Upside down, on top of another car, on fire, filling with smoke or embedded in a tyre wall.

Very quickly the list of boxes any canopy needs to tick becomes long and contradictory.

You need something strong enough, perhaps up to the same standard as the main tub, to deflect the kind of debris that has sparked this debate, yet F1 teams, always after the smallest advantage will want it as light as possible.

You’re going to need something secure when the car is traveling at 300 km/ph, you don’t want it flying off, or even opening, mid race, yet easy to remove once the car is stopped.

It has to be able to be opened easily from both the inside and outside. On the inside by a driver potentially blind from smoke or other gases, put Kimi Raikkonen in a canopy car when he had the KERS/Fire extinguisher/whatever problem in practice for Malaysia that had white smoke billowing up into the cockpit.

The locking mechanism has to be simple enough for the marshals to operate quickly, with potentially every team having the same mechanism.

When a car is on fire, a driver incapacitated, the vital seconds track workers spend remembering whether the car has a canopy which opens from the left, right, slides forward or opens after knocking three times and the password is “sausages.”

Can you see a dozen or so coming up with the same mechanism? No.

Look at the range and variety in the cars that took to the grid in Melbourne in March. That’s what happens when F1 teams get a new rule. They couldn’t even agree on a KERS system, with BMW opting for a flywheel originally.

And that’s before you consider the designs that will appear in junior formula.

They would have to open from every conceivable angle. What would happen in a car with a canopy that opens on one side when that side of the car is damaged?

In a situation when every second is vital, you can’t have track workers waiting for the Jaws of Life to free a driver.

OK, and what if it rains?

The curvature that an F1 canopy would need (if we are preserving the level of vision afforded by an open cockpit) would render normal wipers useless, so what happens if it rains.

Well, fans of Touring Cars will be familiar with the chemical solution, often called Rain-ex, that a team will squirt on a windscreen to help the rain run off the screen quickly. But that’s not fool proof.

Those cars have a wiper to work with the chemical, and you can’t expect a driver to pit just to have the chemicals applied if an unexpected rain shower appears.

And what about other things that will affect vision. What if a driver is behind a car dropping one of the various vital fluids in F1 cars?

His vision is stuffed.

What happens if a driver goes off and has his front wheels kicking up grass and dirt, not to mention the ever-present rubber marbles, onto his screen.

Worse still what if a driver is behind a car that goes off, and has the lifting power of four wheels throwing rubbish at him.

Of course, the obvious answer is screen tear-offs. A bigger version of the visor tear-offs we’re all used to seeing dispatched by F1 drivers several times a race.

A whole screen tear-off exists in NASCAR, so it is possible, but unless a driver is going to come in every time his vision is blocked by oil, water, grass or anything else, ruining his race, then having half-blind drivers going round is as much a safety risk as the potential for flying debris injuries.

Then there is the fact that having a screen in front of you doesn’t automatically mean you’re safe. Look for footage of Australian Touring Car driver Craig Lowndes encountering a loose tyre at Bathurst. Even with a screen and a roof, the deformation is likely to make a closed cockpit F1 car very uncomfortable to say the least.

In the recent NASCAR restrictor plate melees, the cars of Carl Edwards, Ryan Newman, and Kasey Kahne all showed considerable deformation, and a hole in Edwards’ case, in their screens after impacts.

Of course, the designs of V8 Supercar or NASCAR screens would be a million miles removed from F1 canopies, but the damages suffered in these cases show that a canopy is not the guaranteed fix it seems to be being made out to be.

The problem is that we are in danger of knee-jerking to a safety conclusion, something everyone agrees is bad, on the back of two (fairly) freak accidents.

If Henry Surtees has been three feet (milliseconds) behind where he was last Sunday the tyre would have bounced either harmlessly over his car, of landed on the nose of it, with Surtees, limping back to the pits or pulling off the track with a damaged front wing or front suspension.

If Massa had been six inches to the left of where he was the spring would have missed his helmet, glanced off the engine cover and maybe hit the rear wing, and the worst we’d be speaking of is Massa starting the Grand Prix 10th because of rear wing damage ruling him out of qualifying’s final session.

Of course, we’re not, and what happened happened, but everything should be kept in perspective.