Bleacher Report - Articles by Paige Michael-Shetley

Renault To Confirm Kubica Tomorrow

Paige Michael-Shetley — Mon, 05 Oct 2009 13:58:57 -0400

According to grandprix.com, Robert Kubica will be confirmed as a driver for the team in 2010 within the next 24 hours.

The driver has been linked with Renault throughout the 2009 season. He participated in Renault's driver development program on his way to Formula One before signing with BMW-Sauber.

Toyota made rumblings over the weekend of the Japanese Grand Prix that they were interested in Kubica. However, team president John Howett admitted that they had lost out in the bidding for the driver.

Given that top management figures from both Renault and Toyota each confirmed in the FIA press conference that they were the figures targeting Kubica, this admission is a signal that the Pole had settled on Renault.

It remains to be seen who Renault will place in the other car. The report indicates that Romain Grosjean may be dropped for poor performances this year, and that the team may elect to bring back Heikki Kovalainen, who performed well for them in the second half of 2007.

According to Autosport writer Jonathan Noble on his Twitter page, Kovalainen was spotted having a deep conversation with acting Renault Team Principal Bob Bell in Suzuka this weekend.

Dan Gurney: The Most Underappreciated Driver

Paige Michael-Shetley — Mon, 05 Oct 2009 10:10:53 -0400

Jim Clark's father told Dan Gurney at his son's funeral that the two-time world champion feared no other competitor more than him.

And for good reason.

Gurney began his career in 1959, interestingly, with the greatest name in all of Formula 1: Ferrari.

He ran four races with the team, a stint which included second, third, and fourth-place finishes—not a bad start to a Formula 1 career. Over that span, he outscored all of his Ferrari teammates, including 1961 World Champion Phil Hill.

Ever the independent spirit, Gurney made the perhaps rash decision to leave the team after a very short stint out of dissatisfaction with its management.

Given that Ferrari would go on to win two world driving and Constructors' championships apiece during the remainder of his F1 career, the record books on the driving side likely would read very differently today if he had remained with the Prancing Horse.

Gruney did an impressive job with the under-performing Porsche team, scoring nearly all of their points in 1961 and 1962. Along the way, he achieved his first grand prix victory in 1962 in the French Grand Prix. Interestingly, it was the last win for a Constructor with declared German nationality until Robert Kubica won the 2008 Canadian Grand Prix.

After his stint with Porsche, Gurney joined the fledgling Brabham team. Again racing with a team that was behind the pace setters, he nonetheless scored two wins, 10 podiums, and often matched the pace and finished ahead in the championship of drivers in superior cars during the time.

Most impressively, though, he badly outperformed his teammate, three-time world champion Jack Brabham, all three seasons in which he drove for the team.

Embarking on a dream to form and drive an American car in F1, Gurney left Brabham after the 1965 season. Having already formed the All-American Racers team with motorsports legend Carroll Shelby in 1964, the two brought the team to F1 in 1966 under the banner of Anglo American Racers.

The team entered the "Eagle" chassis, initially powered by the uncompetitive Coventry Climax engine in its debut season.

The team received a major engine upgrade in the middle of the 1966 season, partnering with English power plant builder Westlake to run its engines in the car.

It was during this season that Gurney scored one of the most legendary victories in all of auto racing in the 1967 Belgian Grand Prix, beating the likes of Jackie Stewart and spa-master Jim Clark in a straight fine. Gurney became only the second driver to win a race in a car of his own construction.

Gurney's full-time F1 career lasted only one more season, which didn't live up to the rest of his grand prix career.

AAR ran out of money in 1968 and could no longer compete with the best teams. He scored his only points finish of the season in the U.S. Grand Prix in a customer McLaren M7A chassis. Gurney returned for a brief three-race stint in 1970 driving for McLaren, in which he scored a sixth-place finish in the French Grand Prix.

The AAR period is that which is best remembered of Gurney's racing career, symbolized by one of the most iconic motorsport images of all time: the simply gorgeous midnight blue Eagle-Westlake T1G car with the white racing stripe down the middle. This livery has since been popularized on a vast number of American production sports cars, particularly by Ford.

Enhancing the impressiveness of Gurney's F1 accomplishments is the fact that he competed with a striking physical disadvantage for a grand prix driver: his height.

Standing at a striking 6'3", he was much taller than most grand prix drivers, which complicated issues for his teams both in fitting him in the cockpit and in compensating for his natural weight disadvantage.

As most top racing drivers of the world did at the time, Gurney participated in a number of different categories and styles of racing aside from F1. His resume in such categories reads like one of the all time greats.

With his AAR team, Gurney scored seven wins, nine additional podiums, and 10 poles in his 30 race career in the USAC Championship Cars series—the original form of Champ Car and IRL.

He also scored two second-place finishes and a third-place finish in the Indianapolis 500 with AAR in the last three years in which he participated in the race.

Gurney used his road racing prowess to score five wins in the 17 races he ran in NASCAR, all of which came at Riverside International Raceway. Additionally, he scored a top five finish in the biggest stock car race of them all, the Daytona 500, in 1963.

Capping Gurney's record are his achievements in the other top category of tarmac racing—sports cars.

Teaming with A.J. Foyt—a combination that quite frankly sentenced the rest of the field to a gloomy fate—in the 1967 24 Hours of Le Mans, the two won the greatest race of them all by four laps in the Ford GT40 chassis. Gurney also scored victories in the 12 Hours of Sebring and the Nurburgring 1000km.

Perhaps no racing driver in history has accomplished as much with so little as Daniel Sexton Gurney. There is, in fact, great justification for calling him the greatest who ever lived.

Yet, Gurney mysteriously receives so little recognition for all he accomplished. The fact he is not popularly mentioned in the same sentence as the other greats of racing history is, frankly, criminal.

Part of the problem is, tragically, Gurney's own fault. The situation would likely be very different if he hadn't made possibly the worst decision in racing history in 1959.

Another Sign That McLaren Is Going the Manufacturer Route?

Paige Michael-Shetley — Mon, 05 Oct 2009 08:38:33 -0400

The German publication Auto Motor und Sport reported over the weekend in Suzuka that McLaren is looking to purchase BMW's F1 engine division in the wake of the team's departure from the sport.

The report is the latest wrinkle in the developing potentiality of the team's equity partner—Mercedes—reportedly agreeing to take a controlling stake in Brawn GP after their exclusive works partnership contract ends at the conclusion of the 2011 championship.

As part of the rumored plan, McLaren may agree to terminate the end of their contract with Mercedes two seasons prematurely so that they may commence early with a project to become a completely in-house F1 constructor. The Bahrain Mumtalakat Holding Company, who currently own 30 percent of McLaren, would step up their investment in the team to fund the independent engine project.

Former Team Principal Ron Dennis is rumored to be spearheading the agenda. He is believed to have ambitious for McLaren to follow in the footsteps of Ferrari and become a competitive road car manufacturer after beginning in motorsports.

This latest story also follows the launch of McLaren Automotive's Latest sports car, the lightweight MP4-12c. Set to compete with the Ferrari 458 Italia and the Lamborghini Gallardo, it is the first in a line of planned new McLaren sports cars, and it is powered by an in-house McLaren 3.8L V8 engine.

McLaren Team Principal Martin Whitmarsh gave a coy response when questioned about he matter, saying "We have no plans to buy BMW's engines." Of course, the report suggests they'd be buying the division and using it to build engines under a McLaren plate, not the current BMW engines themselves.

10 Changes NASCAR Should Make

Paige Michael-Shetley — Thu, 17 Sep 2009 00:17:49 -0400

As a fan of all motorsports, my passion initially began in the mid-'90s as a 10 year old with NASCAR.

Over the years, however, I developed more of an affinity for Formula One. The main reason is that I prefer the technical advancement of the series and the technical freedom the teams have, which results in cars that are very different in their characteristics and real competition among not only drivers, but teams.

The other reason is that I, over time, became disenfranchised with the management of NASCAR. In my view, they have taken a once great racing series and made it into a spectacle that is, for traditional auto racing fans, often painful to watch. The Chase is one of many examples of such a direction taken in recent years.

So in the commencement week of the innovation that has ruined NASCAR perhaps more than anything else, I now present five proposals for improving the series the series.

1. Eliminate the Chase

The Chase is a simply farcical way to determine a series champion. It is an insult to the great tradition of championship auto-racing.

NASCAR introduced it because of a ***perceived*** problem with dominant points leaders virtually wrapping up Winston Cups with races to spare in the season. They believed that it made late-season races less meaningful and kept the series from experiencing optimal interest and growth.

Nothing could be further from the truth. While championships may have been over early in the past, late-season races still saw plenty of intense competition for victories. Jeff Gordon may have sewn up the championship early in 1998 and 2001, but that certainly didn't stop him from giving it the beans for race wins in either season.

Late-season races mattered very little when the sport experienced its greatest rates of growth in the '80s and '90s, when dominant drivers Gordon and Dale Earnhardt made a mockery of their competition. Fans old and new largely didn't care about the championship as much as they cared about the great action on the track.

There was indeed a problem with how the championship was determined before the 2004 season, when the Chase was introduced. But it was a fundamental flaw in the points system that was the problem.

Which leads me to...

2. Overhaul the points system

For far too long, NASCAR has had a terrible points system.

One argument is that it has rewarded consistency too much relative to race wins. This criticism is partially correct, but it doesn't tell the whole story.

The main problem with the points system has been that it lets drivers off the hook for mediocre and poor performances. In the F1 points system, for instance, only the top eight finishers in a field of 20 earn points. As a proportion of the field, this would equal only the top-15 finishers in a Cup race earning points.

Why shouldn't this be the case? Why shouldn't only the top-40 percent of the field earn points? Why should someone who finishes 20th or even worse earn points for his performance if he and his team are so poor on that particular day?

Furthermore, the fact points are awarded just for leading a single lap is ludicrous. Why should a driver and team who isn't all that competitive during a race earn bonus points just for staying out extra laps under green flag pit stops if their level of competitiveness isn't really worthy of reward?

And why shouldn't pole sitters earn bonus points? Racing is about going faster than anyone else, and single-lap quickness should still be rewarded to an extent. Staying on point, why shouldn't the driver who sets the fastest lap in the race receive some bonus points, as well?

Noting the above, I propose the following points system for NASCAR:

200 points
180 points
160 points
140 points
120 points
100 points
90 points
80 points
70 points
60 points
50 points
40 points
30 points
20 points
10 points

Bonus points would be awarded as follows:

5 points for winning the pole
5 points for leading the most laps
5 points for setting the fastest lap

By rewarding speed, installing a more severe points drop from position to position, and punishing mediocrity, this points system would reward a champion based on a perfect balance of winning races and consistently delivering not just solid performances, but excellent performances.

It will truly push drivers and teams to give everything they have every week, which will improve the show for fans.

Furthermore, it will also do a better job of preventing drivers and teams from going into "protect" mode when they amass strong points leads. Matt Kenseth would never have wrapped up the 2003 championship so early by top-15-ing his way to it. (In fact, if you run the numbers, you would find that Ryan Newman would have overtaken him late in the season to win the championship under this format.)

3. Get rid of the COT and run muscle car models to the specifications of the road product

When someone thinks of NASCAR, they think of the epitome of American automobile performance:

Muscle.

Big 800-ish bhp engines pushing tail-happy cars, being driven by pilots brave enough to handle them at the limit.

Does this describe the Impala, Fusion, or Camry? Or that disgusting insult to American history, the new four-door "Charger" sedan?

Four-door sedans are for middle-aged married men who have given up on life. They are not appropriate for the race track.

The "big three" have re-introduced their old muscle car standards: the Chevy Camero, the Dodge Challenger, and the PROPER Ford Mustang, at the perfect time.

NASCAR should feature these three cars particularly to the dimensions of their road counterparts. The manufacturers would be able to develop special edition "NASCAR" versions of these muscle cars for consumers, but the manufacturers must sell the car they put on the track to the consumer.

Such an arrangement would differentiate the cars on the track, and we would have true manufacturer competition in NASCAR again.

4. Restrict teams to THREE cars, fix the NASCAR field to 45 cars, and ban customer cars

Thankfully, NASCAR has restricted the number of cars that teams could field to prevent money from ruling the sport..to an extent.

But they haven't gone far enough.

NASCAR is very expensive, obviously. Running four cars in a team is even more expensive. The madness has cost the sport historic teams like Robert Yates Racing and Petty Enterprises to mergers and the great Wood Brothers team that simply couldn't keep up.

It's very rare for more than three cars in a team to be competitive at one time. The only time in NASCAR history in which such a situation has occurred is when Roush entered all five of its cars in the Chase in 2005; since then, it's never run more than three competitive cars at a time.

Why spend so much money on a four-car team when you're only going to have, at most, three competitive cars?

Three cars is plenty for any NASCAR team to have in Cup. Furthermore, the entry list for each weekend should be restricted to 45 cars, allowing for 15 teams with three cars a piece and clearing slow backmarkers from filling the field.

On top of restricting teams to three cars, customer cars should be banned. This situation allows for the likes of Hendrick and Roush to have more resources than it already has, as it may gain information from its association with Stewart-Haas racing in developing its cars.

Customer engines are fine, but teams like Stewart-Haas should be building their own chassis.

5. Shake up the Nationwide Series

Lower NASCAR divisions have traditionally been the breeding grounds for future NASCAR talent. With "Buschwhackers" running full Nationwide schedules in recent years and/or plenty of races in other lower divisions, this is no longer the case.

The rate of talent emergence into NASCAR has slowed dramatically since the "Buschwhacker" trend became so dominant. To maintain the unprecedented flow of quality talent into NASCAR, Cup drivers should be banned from competing in lower series.

There should also be a "transfer" system for Nationwide Series drivers to Cup, and vise-versa. The English soccer system is a great model to follow for inspiring interest in lower divisions of a sport.

The bottom-three finishers in the Premier League are relegated to the Championship, which is the second best league, while the top-two finishers and winner of the Championship playoffs are promoted to the Premier League.

Bottom-five drivers in the Cup championship should be relegated to the Nationwide series, while the top-five drivers in the Nationwide championship should be eligible to drive in the Cup series.

Drivers in each series thus would have added incentive to give their all in order to advance to and stay in Cup. Such a system, along with a limit of three cars per team, would also prevent top Cup teams from milking top drivers from lower divisions, allowing for the minnow teams to hopefully gain in competitiveness. l

6. Allow all the contact the drivers desire

Has anyone ever watched a race of the British Touring Car Championship? People who attribute the phrase "rubbing is racing" to NASCAR would whimper while witnessing the cutthroat action that goes on in BTCC races.

Not only do hits occur regularly, but it is an accepted, understood, and even appreciated practice among the drivers. Here's a great video from Top Gear on the glory of BTCC.

Who wouldn't want to see this kind of action in NASCAR?

The racing in Cup has become too sanitized over time. It's time for a return to the days of knocking the other guy's teeth out with dive bombs and body slams.

7. Decrease race distances

Endurance is certainly an important aspect of a car's performance. Traditional races like the Daytona 500, the World/Coca-Cola 600, and the Southern 500 are in fact very special not just because of the historic circuits on which they're run, but also because of the length of the races, which challenges the durability of drivers and cars on such tough and demanding tracks.

But there is such a thing as too much of a good thing. There are too many 400-mile and 500-mile races in the championship, and they make the series more long-winded than it should be.

The Daytona 500, Coke 600, Southern 500, Firecracker 400, and Brickyard 400 should remain at each respective mileage because of the history of the races and the fact that making such distances over the respective tracks is in fact a terrific accomplishment. But is it really such a great achievement to go 400 miles at silky-smooth circuits like Vegas, Chicago, and Kansas?

Every race except the five listed above should be limited to 300 miles in length. That's plenty of time to allow for great racing to occur, and in fact it would provide drivers and teams with more urgency to get the most speed out of their cars and race more aggressively in the short time they have.

8. Limit all circuits but Daytona to one race a year, and increase the number and variety of tracks the Cup circuit visits

Daytona is a unique circuit in that it is the host to not one, but two of the historic races in the Cup series. It should keep both races.

But aside from Daytona, what other circuit has more than one historic race? There's no really strong tradition associated with the fall Charlotte race, or the spring Bristol race.

There's no need for a circuit other than Daytona to have more than two races a year. Imposing such a limit would allow NASCAR to visit more tracks (in addition to more types of tracks) and reach more markets. For instance, is there any reason why, if NASCAR runs races in Canada and Mexico, they shouldn't be Cup races?

It may even allow NASCAR to cut back the length of the schedule some. By doing so, drivers and crews would have more time to rest and be able to put their best effort forward on a regular basis. Fans would have more time to build interest and anticipation between races over the course of the season.

9. Establish a "constructor's" championship

There has been a manufacturer's championship in NASCAR for a long time.

Why shouldn't there be a constructor's championship among participating teams? The engineers and mechanics at Hendrick, Roush, Gibbs, and other teams are really not acknowledged for the work they do in preparing cars for each race circuit.

This should change.

10. Race in the rain

The Nationwide Series has run wet races two years in a row in Montreal.

Is there any reason why the Cup series shouldn't run wet races?

These guys are supposed to be the best stock car drivers in the world. Surely, they have the car control skills to handle a wet track.

And NASCAR shouldn't just run wet races on road courses. They should run them on ovals.

Goodyear tested rain tires at Martinsville years ago and concluded they couldn't hold up on ovals.

It seems rather ridiculous that technology really is impossible. Most like, Goodyear just didn't want to invest the time and money in developing it.

Time for them to get to work. No more postponements of races to Monday, or calling them after halfway while undeserving winners like David Reutimann or Joey Logano are leading.

If it rains, the show—the whole show—should go on in all of its wet glory. Then we'll really get to see what the drivers are made of.

The argument that the racing would spoil in quality is specious. Who wouldn't want to see guys like Tony Stewart and Jeff Gordon recall their tail-happy sprint car days in slinging the cars around Charlotte Motor Speedway on a wet track?

Time For a Change at Renault: Prost Should Replace Briatore

Paige Michael-Shetley — Mon, 14 Sep 2009 17:17:07 -0400

Renault has officially taken over the mantle of "Most Naughty Team" from McLaren over the course of the 2009 Formula One World Championship.

In less than two months, the team have been brought before the World Council for charges of two major sporting violations.

The Regie were rightly penalized for allowing Fernando Alonso's unsafe car to re-enter the Hungarian Grand Prix. Initially given a one-race ban, their penalty was rightly reduced to a major fine and they were allowed to race in Valencia.

A week from today, they will be brought back before the World Council for a charge that they ordered Nelsinho Piquet to intentionally crash on lap 14 of the 2008 Singapore Grand Prix in order for teammate Fernando Alonso to be in an advantageous strategy position to win the race.

Whether or not the team is ultimately found guilty of the offense, there still must be an overhaul. The controversy in which the team has recently found itself is just one of many reasons for such a change.

Renault has relatively fallen off the face of the earth in competitiveness since they won two constructors and drivers championships in 2005 and 2006 with Fernando Alonso. The cars have been poorly designed, even if they have been improved of the course of each season with development.

Many thought that the loss of Alonso, considered by many to be a top development driver, contributed to the team's decline from 2006 to 2007. But his return hasn't brought Renault back to the front of the field, indicating there are more fundamental issues in the design department.

Furthermore, the cases of sporting misconduct they have faced this season point to poor management from the top. Failing to tether a wheel during a pit stop is simply inexcusable and points to a lack of preparation by the pit crew. And it's fairly obvious that Piquet would not be bringing a case before the FIA if he felt that he had been managed fairly at Renault.

Responsibility for all of the problems of the team belongs to one man and one man only, and his name is Flavio Briatore. A picture is worth 1000 words, Briatore's departure from the Hungarian Grand Prix before the end of the race says quite a lot about his real level of interest in the team's success.

Renault is a manufacturer and team with a rich history of success in Formula One. In addition to their championships with Alonso earlier this decade, they dominated the mid-1990s as an engine constructor with a string of championships with Williams (as well as Benetton in 1995).

They regularly contended for constructors championships as a manufacturer team in the 1980s with the man who should be its next leader at the wheel:

Alain Prost.

Prost already has experience as a team principal, albeit Prost Grand Prix was never able to achieve the necessary funds to be competitive. Some of the best managers learn through failure, and Prost would surely be better prepared for another go at team principal.

Secondly, there is no one person who has carried Renault to more success than Prost. In addition to his nine wins and near championship misses with the team in the early 1980s, he flatly dominated the 1993 championship with Williams-Renault in his final go at F1.

Prost's introduction as Team Principal at Renault would generate much enthusiasm given his legendary status as one of the greatest drivers in F1 history. The fact that he is French is obvious a convenient characteristic for the French team.

The Regie belongs in F1. If Renault stays and is serious about competing, they need to overhaul its leadership, beginning at the top with the team principal.

Paul Has a Hernia: Alonso to Ferrari "Someday"

Paige Michael-Shetley — Fri, 11 Sep 2009 14:05:30 -0400

According to Autosport, Ferrari president Luca di Montezemolo has announced that Fernando Alonso will drive for Ferrari at some point.

However, Montezemolo ruled out the possibility that he will race for the team in 2010, all but confirming that the contracts of Kimi Raikkonen and Felipe Massa will be honored next season.

Montezemolo's statement seems to confirm reports before the 2009 season that Alonso had signed a contract with Ferrari to drive for them in 2011, after the contracts with their two current race drivers expire. These comments thus intelligently diffuse an explosive situation regarding rumors about the teams cockpit for next season. This has been accomplished by admitting that Ferrari will employ Alonso someday and allowing everyone to get on with the work for next season.

His comments also seem to hint at something of a power struggle within Ferrari. Montezemolo presents himself as the man who is truly running the team, implying that he is the one who wants Alonso to drive for Ferrari and will "make it happen."

I would now like to turn the forum over to Paul, who will surely have lots of interesting things to say about this announcement.

2010 Driver Market Analysis: Can We Please See Some Action?

Paige Michael-Shetley — Sat, 05 Sep 2009 03:58:53 -0400

Never before have we gone this late in the season without knowing very much about the look of the grid for next season. But the game seems to have changed greatly over the last few weeks. Going team-by-team, in order of Constructor Standings:

Brawn

Everything that Team Principal Ross Brawn is saying about next year indicates that he wants to bring back the current driver lineup of Jenson Button and Rubens Barrichello. And why not? Both drivers have delivered this season, and they appear to have a friendship and good working relationship.

The only issue that Brawn needs to consider is the unique driver market in 2010. Only five drivers on the grid—Lewis Hamilton, Sebastian Vettel, Mark Webber, and Felipe Massa- have confirmed race seats next season.

As such, there has never been such an abundance of talent on the market at one time, especially young talent. Brawn may feel that, in order to secure a young talent for the future, he may need to dump Barrichello to make way for one.

But if Ross Brawn is anything, it's patient and forward-thinking. He knows how well his current team is gelling now, and with Barrichello still on form and having plenty of juice left in the tank for another go or so, there's not really much of a reason to dump him. There will surely be opportunities in the future to sign young talent, especially if the team builds on its success this season.

Predicted Drivers Button and Barrichello.

Red Bull

Sebastian Vettel and Mark Webber are confirmed for next season.

Ferrari

Ferrari have confirmed Massa will be ready for the start of next season and will be with the team.

The Fernando Alonso-to-Ferrari rumors just will not die, even though they should. Ferrari have maintained throughout that both Massa and Kimi Raikkonen are contracted for next season, and they have done so without waffling.

Furthermore, Raikkonen has come alive since Hungary, with three-straight podiums and a win. He's done something for the first time in his career that many people didn't think he was capable of doing: taking leadership of a team during a difficult time.

Ferrari would be stupid to dump Raikkonen at this point, given that the Iceman has shown he still has it and that he and Massa have a good working relationship. They would be taking an especially high risk with Alonso, who, regardless of what one thinks about his driving ability, has shown he's willing to blow up a team if things don't go his way.

Furthermore complicating the "Alonso-to-Ferrari" plot is a report that the team made an aggressive approach to Vettel before he signed an extension with Red Bull, apparently offering him a seat beginning in 2011. This just happens to be the year that both Raikkonen's and Massa's contracts expire, as well as the year by which Alonso is supposedly guaranteed to be in a red car.

If this is true, then it calls into question what interest they really had in Alonso, who surely wouldn't approve of having to go up against another young super-talent.

Predicted Drivers Raikkonen and Massa

McLaren

Martin Whitmarsh has finally signalled McLaren's intent in the driver market, and that intent has a familiar ring to it when it comes to the team's strategy in hiring drivers:

Hire the best driver they can.

The persisitent rumor is that Mercedes' thirst for a German driver will sway McLaren to hire Nico Rosberg, the young German ubertalent. But if Whitmarsh's recent comments are any indication, talent will come before other concerns.

Whitmarsh stated in Valencia that his greatest regret is that McLaren did not manage the situation with Alonso properly in 2007, indicating that his desired situation is to have two championship drivers in the team pushing each other.

He has also publicly backed Raikkonen in the media in a variety of situations. When David Coulthard questioned Raikkonen's car development ability, Whitmarsh retorted that the Iceman's contribution to development was very valuable.

He furthermore praised Raikkonen's performance publicly in Valencia, all in the context of firing the "improve your race pace, or else" warning to Heikki Kovalainen.

Whitmarsh's comments may be intended as a signal to the Raikkonen camp that Macca wants him, as does his statement that he will wait and see what happens with Alonso before Woking makes their driver move. But every sign from Maranello points to Raikkonen being in a red car next season.

If McLaren are going to hire the best man can, which they have signalled to be their intent, then it appears they need to decide if they think Rosberg or Robert Kubica is better.

Rosberg has shown promise in many moments in his F1 career, and this season he has displayed consistency perhaps unmatched by any other driver on the grid. It is also apparent that he has high technical savvy, as he scored the highest ever on the technical aptitude test that Williams gives to its drivers

On the other hand, Kubica is perhaps the more skilled driver of the two. While Rosberg has not particularly shown in wet races, Kubica has thrived in them with an array of impressive rain drives from the moment he entered F1. Furthermore, Kubica is the one who has achieved a grand prix victory and proved he can contend in the thick of a championship campaign.

And with cars having similar performance levels relative to the rest of the grid in 2006, Kubica outperformed Rosberg in the brief period at the end of the season in which he raced that year.

Both drivers came through the the development path with Hamilton and are well-acquainted and friendly with him, suggesting that the working relationship at McLaren would be harmonious.

While Kubica is linked to Renault and Rosberg has said that staying at Williams is a possibility, both are in prime position to move themselves into more competitive cars and teams for next season. In Formula One, such a chance doesn't come often, if more than once or even ever.

McLaren is the team with the most resources and promise of consistent competitiveness season-to-season. If either Kubica or Rosberg get the call, you can bet they'll answer.

Predicted Drivers Hamilton and Kubica or Rosberg

Toyota

It has long been rumored that Toyota is on the way out of Formula One, but a recent reports indicate that they will remain but with cost cuts.

Toyota is probably in the worst position of signing drivers of any team currently on next season's grid, as their budget for next season reportedly will not be approved in Japan until after the 2009 championship is over. This puts them likely not only at a development disadvantage next season, but also with less leverage in the driver market.

Compounding the problem for them is that, despite reportedly spending more money than any other team for a long time in Formula One, they have yet to win their first grand prix or have a sniff at the championship. They blew their one chance at a win this season with a poor strategy in Bahrain, a weekend in which they had the quickest car.

Toyota has signalled that they want Timo Glock back. But Glock will likely have offers from teams whose competitive future looks brighter than Toyota's, so keeping him will be a task.

They have signalled that they will part with Jarno Trulli, who didn't help himself with his botching of what looked to be a shot at victory in Spa with his poor start. Odds are he will have to deliver a win, and soon, if he's to keep his seat.

Toyota won't contend for young drivers like Rosberg and Kubica, who will surely have their pick of more competitive seats to fill. As large cost cuts are expected, it's more like they will sign at least one affordable veteran driver to replace Trulli.

One strong possibility for the seat is Kovalainen, who appears to be exiting McLaren. It is reported that many teams think he is better than the form he's shown with Macca, and he would be an affordable hire who has previously shown competitive form in a midfield car.

Another possibility would be Nick Heidfeld, who is looking for a team more competitive than what will be left of the BMW-Sauber team. Heidfeld would also be affordable, and he has been credited with good technical aptitude.

Predicted Drivers Timo Glock and Heikki Kovalainen

Williams

Pencil in GP2 Champion-to-be Nico Hulkenberg for one seat. Everyone in the paddock knows how good he is, and Williams would be flat foolish to let him walk to another team (who would most likely be McLaren). Frank Williams isn't an idiot.

Williams is in a fantastic position to select the driver for the other seat. They have shown competitive form this season, and in an era of cost-cutting, what many feel to be the best-run team on the grid will be in prime position to compete with a lean-and-mean operation.

While nearly everyone is reporting that Rosberg will go to McLaren, it's by no means a guarantee. Rosberg has praised Williams' form many times this season, and as perhaps the smartest driver on the grid, he likely sees the direction in which they are headed for the future.

If Rosberg signs with McLaren, then Williams' choice seems to be between the current BMW-Sauber drivers, Kubica and Heidfeld. Kubica is younger and quicker, but Heidfeld performed well with the team in 2005 when it was the BMW works team and would provide valuable experience to the team.

Williams is back in competitive mode, though, and they'll elect the quickest driver available.

Predicted Drivers Hulkenberg and Rosberg or Kubica

Renault

Renault, for some reason, are a hot destination in the rumor mill. This is a shock, considering their uncompetitive form for three seasons straight, the controversy in which they have continuously involved themselves, and the perception in the paddock that it is Alonso's play den.

For starters, Alonso should be expected back at Renault next season. All signs point to Raikkonen staying with Ferrari in 2010. BMW are pulling out, and Toyota look set to be uncompetitive next season.

Unless lots of unheard noise is being made about him among the likes of McLaren, Brawn, and Williams, there really isn't a better team on the grid than Renault for whom he can drive next season. Furthermore, it is quite apparent that he will always be Flavio Briatore's backed driver, so why leave such a secure position if a better one isn't available?

Rumors are that Renault wants Kubica. But it's doubtful that Kubica will select them over teams like McLaren and Williams, who are currently more competitive and look to be more competitive in the future.

Renault will certainly give Romain Grosjean the rest of the season to prove his worth. He has performed decently in his first two races, and odds are good that he'll have the second seat next season.

Predicted Drivers Alonso and Grosjean

Force India

Fresh off an amazing performance for the team in Spa, it looks as though Force India may indeed one day become competitive. They will not sign a major name for next season, but the future looks bright for the team.

Adrian Sutil looks set to return. Team Principal Vijay Mallya thinks highly of him, and rightly so, as Sutil has impressed quite a few times while nonetheless failing to close the deal.

Giancarlo Fisichella's seat is now open, as Fisi fulfills his dream to drive for Ferrari for the rest of the season in relief for Felipe Massa before becoming the reserve driver in 2010. Current reserve driver Vitantonio Liuzzi has been rumored to be in line for the seat, and he is reportedly scheduled for a straight line test before Monza.

Mallya has said that he wants an Indian driver with the team, but given the progress it's showing, he surely realizes it's no time to install a pay driver who doesn't have the talent to deliver and help the team progress.

The critical piece in Force India's development has been Fisichella's input for the last season and a half, and he is an asset who will be sorely missed. Look for the team to turn to a veteran driver on the market who can help the team with development.

Their pace in Spa has greatly increased their stock among such drivers. The performance of the car on low-drag circuits indicates that perhaps the team may have a car worthy of victory next season at places like Spa or Monza. If this is the case, then the direction seems aimed toward Heidfeld.

Predicted Drivers Sutil and Heidfeld

Toro Rosso

The team have said flat out that Jamie Alguersuari's time this season is preparation for next season. He'll be back.

As will Sebastien Buemi, whose inconsistent form has shown he needs more seasoning before he is ready to step up to a more competitive drive.

Predicted Drivers Alguersuari and Buemi

The Team Currently Known as BMW-Sauber

Their future is completely up in the air. However, they have Christian Klien on the roster as a reserve driver itching for a chance at a race seat. He's a good bet to take one of the seats.

Trulli likely won't find anything better than this seat on the market if he wants to stay in F1. He'll certainly get a call from USF1, as Peter Windsor does his best every grand prix weekend to make the American F1 audience very uncomfortable with his impromptu fawning over the Italian's driving. But I doubt Trulli will stoop that low.

Predicted Drivers Trulli and Klien

USF1

USF1 will definitely higher a veteran development driver to help the team in its first year or so. And they're going to need him in fine form, as reports are that the Cosworth engine they will be using could be up to three full seconds off the pace. Alexander Wurz seems the strongest contender.

Jonathan Summerton is rumored to have visited the team's base recently. He seems to be the favorite for the "American" seat.

Predicted Drivers Wurz and Summerton

Campos

Pedro de la Rosa, longtime test driver for McLaren and one of the best as such, looks set for a ride with the young team. Surely, Campos is smart enough to realize the impact the Spaniard could have on the first-year Spanish team.

As for the other seat, the main contenders appear to be Lucas di Grassi, Bruno Senna, and pay driver Vitaly Petrov.

Petrov is the weakest of the three, but reports are that he brings up to $15 million in sponsorship from Russia with him. Clearly, he's a strong contender for a seat with a team that needs cash to get it off the ground.

The ultimate journeyman of the young GP2 series, di Grassi has performed solidly throughout his GP2 and entire F1 development career, if unspectacularly. It's pretty hard to imagine what the former winner of the Macau Grand Prix has to do to just get a Formula One seat.

Senna has perhaps permanently doomed his chances of a Formula One career by choosing not to race this season. Another year in GP2 with a competitive team could have seen him smooth some rough edges and possibly contend for the title, boosting his credentials.

Predicted Drivers DLR and di Grassi

Manor Grand Prix

OK, so we know they'll have Virgin as the title sponsor.

Now, what? Is Richard Branson going to drive the car, too? Isn't skydiving enough for Mr. Mid-life Crisis to get his kicks?

Hey, Tifosi? You Still Want Fernando?

Paige Michael-Shetley — Sun, 30 Aug 2009 10:25:52 -0400

In case anyone just missed it, Kimi Raikkonen just won the Belgian Grand Prix in simply epic fashion in a car that was definitely over-matched.

Having an unfavorable strategy from his starting place, Raikkonen had to execute a—and there's no other word for this—perfect start that would put him in position to go for the lead on the first lap. Raikkonen pulled that one off nicely (and adventurously).

After a safety car period, the Iceman had to immediately blow by leader Giancarlo Fisichella. Check.

He then had to gut every last cubic inch of performance out of the F60 for the entire race to stay ahead of a car that was .400 seconds quicker in qualifying.

Forty or so laps later, and he joins the ranks of the very best names in Formula One history with his fourth Spa victory.

Raikkonen has shown time and again that when he really applies himself (and he is self-admittedly "lazy"), there's no one out there who is quicker. Today, he applied himself.

And absolutely no one could be quicker in Spa today. The Force India was quicker than the Ferrari, but Fisichella nor anyone else who could have driven the car could beat the Iceman today.

Fernando Alonso is a very good driver. But to the Tifosi, who wants to dump Raikkonen for him, be careful what you wish for. He has shown he's more than willing to blow up a team if he doesn't get his way, and a situation in which he would have to compromise with anyone at Maranello would do just that.

Besides, as good of a driver as he is, has he ever delivered a performance like this? Actually holding off a clearly stronger car for the ENTIRE race to win? Does anyone really think he's capable of that?

Raikkonen, on the other hand, could care less about office politics. He's even on record as saying he could care less if a driver in his team is designated number one, even if it's not himself. Like the old greats from generations gone by, he just wants to go fast on grand prix weekend.

Say what you will about his seeming lack of concern for things around him or for the idea of personally leading a team like Michael Schumacher did. It's not Raikkonen's job to do it; that's Stefano Domenicali's job.

Say what you will about his setup or development ability. It's not his job to design the car; he just gives them the feedback on the car's behavior, and it's up to the engineers to figure it out.

No, Kimi Raikkonen's job is to drive a race car out of his skin. And no one can do it better than him when he is focused.

Lewis Hamilton, Championship Contender?

Paige Michael-Shetley — Mon, 24 Aug 2009 01:31:50 -0400

It would seem like madness to say that someone who is 45 points back of the championships leader with six grands prix to go would have a chance to win the world championship.

But there is, as in all sports, a first time for everything.

After all, is it really that crazy to say that Lewis Hamilton could mount such a monumental comeback to win the 2009 World Championship? Any crazier than saying after the British Grand Prix that he would go on to score a win, a pole, and two podiums in the next three races afterward?

The MP4-24 has transformed from the dog that most likely took Hamilton out of the championship hunt in the first half of the year to a car that appears will see him regularly scoring podiums and fighting for wins for the remainder of the season. It is now squarely on top of the grid fighting for victories with the BGP 001 and the RB5 chassis.

Many have said the McLaren's speed in Hungary was down to the circuit's flattery of its characteristics. But the heavily upgraded MP4-24 (which shall from now on be known as the MP4-24B) has shown competitive pace at two very representative circuits in the Nurburbring and Valencia.

Furthermore, the MP4-24B has answered the bell in another area which has shown to be a critical X-Factor in performance this season: weather conditions. Over the last three races, it has been competitive in cool conditions (Nurburgring), temperate conditions (Hungary), and warm conditions (Valencia).

In contrast, the two cars which have been quickest for the balance of the championship- the Brawn and Red Bull- have performed in a Jekyll and Hyde fashion depending on temperatures. Each car has fallen from winning grands prix and scoring podiums in their optimal conditions to struggling for points in their non-optimal conditions.

McLaren's consistency in variable conditions may ultimately give Hamilton the glimmer of a fighting chance. He'll be able to fight for victories and score podiums consistently while the Brawn and Red Bull drivers have off races.

Furthermore, other teams—particularly Ferrari, Williams, and Renault—have shown progress in the development of their cars, which will surely take more points off

Hamilton would have to win at least three to four more races and finish in the top two for the rest of the season, but he's shown capable before of going on such a run. He would need to average a pickup of nine points per race over Jenson Button for the last six races of the season, which seems next to impossible.

Button surely will have at least one or two competitive runs, and he's shown consistency through the whole season in scoring in every race to suggest that he won't be making major cockups.

But cool weather has been Button's enemy this season and will provide challenges to his performance for the rest of the season. Furthermore, his run of good luck in avoiding any mechanical failures whatsoever or the consequences of other drivers' cockups will likely end, at some point.

There is also the matter of the other three drivers within range of the championship now. Rubens Barrichello, Mark Webber, and Sebastian Vettel are 18, 20.5, and 25 points behind Button, respectively. They will surely all be fighting Hamilton at the front-end of the grid for the rest of the season, as well.

However, the three will also suffer from the seesaw performance of their respective cars in variable weather conditions. Furthermore, they'll be taking points off each other for the remainder of the season.

Even if 45 points is ultimately too much for Hamilton to overcome, the 27 point gap to second-place Barrichello certainly isn't given the performance of the MP4-24B.

Hamilton in all likelihood will not win the 2009 World Championship. No driver has ever overcome the type of margin he currently faces to take the crown, and certainly not in the short period of time he'll have to do it.

But rarely, if ever, have a team and driver taken a car 2.5 seconds off the pace in the first grand prix of the season and developed it into race winner and perhaps the dominant car on the grid as the second half of the season progresses. And if there's a driver who has expertise on epic late-season comebacks (albeit for the wrong reason), it's Hamilton.

Raikkonen's Crucial Moment

Paige Michael-Shetley — Tue, 11 Aug 2009 15:43:48 -0400

The announcement that Michael Schumacher cancelled his temporary comeback to Formula One to replace injured Felipe Massa revealed some insight into Kimi Raikkonen's situation with the team.

Discussing Schumacher's aborted return, Ferrari president Luca di Montezemolo stated:

"I am very unhappy that a problem means that Michael cannot return to racing. In the past few days, I could appreciate his great efforts and extraordinary motivation which had spread through the team and fans around the world. No doubt his return would have been good for Formula 1 and I am sure it would have seen him fighting for wins again."

It's quite telling that Montezemolo emphasized Schumacher's "great efforts" and "extraordinary motivation which had spread through the team and fans around the world" in reference to the disappointment that Schumacher won't be back in the car.

There are plenty of other things Montezemolo could have said in a public statement about Schumacher in the context of his failed attempt at a return, such as the fact that he's a seven-time world champion and arguably the greatest grand prix driver ever.

Montezemolo is a savvy man who knows the meaning that his public statements convey. His words are a very clear statement to the underachieving, and seemingly disinterested, Raikkonen.

There's no question at all that the Iceman is one of the very best drivers in F1 history—perhaps even the quickest of all current drivers—when he is motivated and on his game.

But motivation has always been the question about Raikkonen. He doesn't apply himself as diligently away from the circuit as other top drivers—such as his teammate, Felipe Massa—and is known for his raucous playboy lifestyle in his spare time.

There's no doubt that Ferrari are disappointed in what they have gotten on net from Raikkonen in the two-and-a-half seasons he has driven for them.

He delivered a world championship for them in his first season, but since then he has seemed to lack the motivation necessary to maintain championship-level performance, dipping below even his less-rated teammate Massa. Raikkonen's total performance certainly hasn't matched the expectation of total dominance that preceded his arrival to the Maranello team.

Montezemolo's statement comes at a time when many are speculating that Raikkonen will leave Ferrari at the end of the season to pursue a rally career, making way for Fernando Alonso to join the team.

The Finn insists that his recent foray into rallying is a hobby and that he is still very much interested in pursuing Formula One, although recent comments during the Rally Finland seemed to tell a different tale.

The Formula One career of Kimi Raikkonen has reached its most pivotal moment. Ferrari is in a dark state, having lost the beloved Massa for the rest of the season to a horrible accident and the idolized Schumacher to a comeback-preventing neck injury.

This is not to mention the poor season the team are having with an under-performing car and the turbulence of significant personnel changes involving key members of the Schumacher-era squad.

Maranello and the Tifosi need a hero to back, and right now they need it to be Raikkonen.

He will unquestionably be the No. 1 driver with the team now that test driver Luca Badoer will take the other seat. They don't need him to morph into Schumacher-like figure who is urging the team on, they just need him to deliver more performances like his Hungarian Grand Prix drive, which was simply outstanding.

If Raikkonen responds to the call and finishes the season with more top drives and perhaps even a win, then we know that his heart is very much still in F1 and can look forward to seeing great years from the Iceman in F1.

If he doesn't, then one has to think that his F1 career, particularly with Maranello, is coming to a close.

Jenson Button Tests Triathlon Bike In Brawn Wind Tunnel

Paige Michael-Shetley — Sat, 01 Aug 2009 19:49:20 -0400

I've just come across a story in the Telegraph today that both speaks to me personally and is, well, quite hilarious.

F1 factories are currently locked up for two weeks for the summer vacation. But that hasn't stopped Jenson Button from making quality use of the team's facilities to achieve performance gains.

Jenson Button, current F1 championship leader and a dedicated triathlete, has used the Brawn wind tunnel to test his triathlon bike and aero positioning.

For those of you who have not become consumed by the life-engulfing addiction known as triathlon (as I recently have), aero-dynamics on the bike is severely important. The bike portion of a triathlon is by far the longest portion of the race, so it is very important to set a top time during it.

Reducing drag on the bike, both the drag of the bike and the rider's position on it, is hugely important not only in hypothetically increasing a rider's speed, but in making his stride more efficient and ultimately saving energy. A not insignificant sum of money and time each year is spent by triathlon bike manufacturers and the world's top triathletes in wind tunnels to reduce drag.

Kudos to Button for being a good resourceful triathlete. Let's all cheer him on in the London Triathlon tomorrow.

P.S. How should I go about requesting time in the Brawn wind tunnel on my road bike in preparation for my sprint trial on October 4?

2010 Driver Market Analysis: The First Stone Drops

Paige Michael-Shetley — Fri, 31 Jul 2009 20:37:07 -0400

Following the last entry in my analysis of the 2010 Formula One driver market was the abrupt announcement of BMW's exit from Formula One next season. This development has introduced a shock to the driver market for the 2010 championship.

The decision removes a contender from the Nico Rosberg sweepstakes. The German has stated that his options for next year are his current seat at Williams, McLaren, or BMW-Sauber. Other rumors suggest that Brawn is also an option.

The deep pool of resources and potential for future performance that BMW promised would have been attractive to Rosberg. But a re-branded Sauber team will likely not have the resources to be a top team anytime soon or to even build more competitive cars than Williams is this season. So for Rosberg, it's down to McLaren and Williams, with Brawn potentially in the mix.

A Rosberg move to McLaren has been discussed since the end of the 2007 season, when Fernando Alonso left the team. Officials with Woking have openly admitted to approaching him to fill the seat left vacant at the time by the two-time world champion.

Fueling the rumors of Rosberg's potential move to the silver cars is the fact that Mercedes, who own 40% of McLaren, have openly stated their desire to have German driver on the team. Furthermore, he is known to be a good friend of Lewis Hamilton, suggesting a potential environment of cohesive competition in a pairing of the two. With the driver's contract with Williams expiring after this season, many thought a move to McLaren inevitable.

But Rosberg's market power has now diminished significantly with both the exit of a potential suitor and the arrival of a competitor many feel is a stronger driver, as BMW-Sauber's Robert Kubica is now officially on the market for 2010. While the team will likely survive with Peter Sauber taking back control of the team and Petronas continuing sponsorship, Kubica probably will not want to race for a mid-field team next season, which is what a re-branded Sauber team will likely be.

McLaren have certainly shown in the past that they are more than willing to have two drivers on the team who are potential world champions, if not the two best in all of F1. Kubica is also a friend of Hamilton, who has openly stated that he respects the Pole as a driver more than anyone else on the grid. A Hamilton-Kubica pairing would make a difficulty-refuted case for the best on the grid, and the same indicators that a Hamilton-Rosberg pairing would be cohesive would also be present.

Kubica, however, will have all the same options as Rosberg and more, and he will likely be the preferred driver in all of them. Every team on the grid with the exception of Red Bull and Ferrari- who have their driver pairings under contract for next sesaon- will offer him a seat. Kubica particularly has a past relationship with Renault, having been a part of its driver development program.

Working in Rosberg's favor is the fact that none of these offers will match Kubica's stated ambition, which is to drive for Ferrari. He will surely sign any new contract with this agenda in mind. The fact that Kubica managed to time his current contract with BMW-Sauber to end in 2010- the same year that the contracts of Kimi Raikkonen and Felipe Massa with Ferrari end- is telling.

Kubica's Maranello dream may ultimately be the key to Peter Sauber retaining the Polish star for another year. Once Sauber retakes control of the team, he will need to find a new engine supplier.

The team's last supplier prior to BMW taking control of the team was Ferrari, who surely have the capacity to supply another team having supplied two other teams just last year. Sauber's connection to Ferrari may pay off, as not only will it work in his favor for a new engine deal , but it may offer Kubica the connection to Maranello that could lead a race seat.

Predicted Grid for 2010 (By current Constructor Championship Standings)

Brawn Jenson Button and Timo Glock. No changes from the last entry.

Red Bull Mark Webber and Sebastian Vettel. Already confirmed.

Ferrari Kimi Raikkonen and Felipe Massa. Massa looks as though he has escaped the accident without a career-ending injury and should be ready to race next season. If Raikkonen ends the year with more performances like his Hungaroring drive, Ferrari will have even less reason to attempt an expensive buyout. Barring him leaving on his own accord, he'll be back with Maranello next season.

Toyota Jarno Trulli and Heikki Kovalainen. Kovalainen may be on the way out with McLaren, but he is a good driver and belongs in Formula One. He'll get an offer with a solid team, and the team he picks will be Toyota.

McLaren Lewis Hamilton and Nico Rosberg. BMW's departure removes a major player for Rosberg, who will be even more inclined to take the ride with McLaren alongside his mate Hamilton. Immediately, this becomes arguably the strongest driver pairing on the grid.

Williams Nico Hulkenberg and Nick Heidfeld. I've thought about this more since my previous entry, and a return to Williams for Heidfeld makes more sense than a move to Toyota. While Toyota may be based in Germany, Williams is currently outperforming them and seems poised to prosper in an era of decreased cost. Frank Williams will be looking for a veteran to push young star Hulkenberg, and he'll have his man in Quick Nick, who performed admirably for Williams in his previous stint with the team.

In any event, while BMW increases the chances of Kubica leaving the team, it guarantees Heidfeld's departure. Having seen his fellow "long time, no win club" member Mark Webber finally achieve his first grand prix victory recently, Quick Nick is surely getting impatient for his opportunity to win and knows his opportunities to get in a quicker car will only diminish from here. He'll opt for the best opportunity to switch teams that comes his way, and that opportunity will be with Williams.

Renault Fernando Alonso and Romain Grosjean. The fact Massa will apparently be ready for the 2010 season means Alonso will likely have to wait one more year to move to Maranello. He'll be back for one more glorious ride with Renault while the team grooms young Grosjean.

Sauber Robert Kubica and Sebastien Buemi. Sauber does an engine deal with Ferrari, which gives Kubica an "in" for a ride with the Scuderia in 2011 alongside his mate Alonso. Due to this, Kubica sticks it out for a tough year with Sauber. The re-branded Sauber team will likely identify as Swiss, and they provide an opportunity for an improved race car to the young Swiss driver Buemi from Toro Rosso.

Toro Rosso Jaime Alguersuari and Giancarlo Fisichella. No changes from last entry.

Force India Adrian Sutil and Vitantonio Liuzzi. No changes from last entry.

USF1 Alexander Wurz and ???. No changes from last entry

Campos Pedro de la Rosa and Lucas di Grassi. No changes from last entry.

Manor ??? and ???. No changes from last entry.

2010 Driver Market Analysis

Paige Michael-Shetley — Tue, 28 Jul 2009 17:21:56 -0400

It's never too early to talk about next year's driver pairings in Formula One. Speculation is always ongoing about who may go where even years in advance.

With that said, here is my take on the driver market for next year.

What We Know

Red Bull have confirmed that Sebastian Vettel and Mark Webber will be back for 2010.

Lewis Hamilton has a contract with McLaren until 2012, and there has been no indication that he will break with this contract or will move to another team. He’s even more certain to return now that the team have developed the dog of a car with which they began the championship into a race winner in the Briton’s hands.

Barring an unlikely offer from a better team, Jaime Alguersuari will keep his seat at Toro Rosso for 2010. Team Principal Franz Tost all but confirmed this in Hungary, saying that he was placed in the car for the rest of the year to log miles in a F1 car and prepare himself for 2010.

What Seems Likely

Nico Rosberg will not be back with Williams. The team have produced a good car for the year and have surprisingly kept the car well developed throughout the year while teams with more resources have fallen behind or not caught up to their pace. But they got a head start on this year’s car in 2008 and were one of the first teams with the double diffuser.

Rosberg can laud the team all he wants for its performance this season, but he shouldn’t expect anyone to believe that he will be back with the underfunded Williams team when opportunities with McLaren and BMW-Sauber are presenting themselves. Rosberg leaving Williams is the most certain change to happen on the grid.

The odds seem to be on a move to McLaren. Hamilton is said to be his best friend on the grid, and Mercedes has openly stated they are keen to have a German driver with the team. And with Mercedes owning 40% of McLaren and thus being a significant partner in the team, Rosberg can rest assured about his role within the team.

Nico Hulkenberg will take the seat at Williams vacated by Rosberg. He’s taken a stranglehold of GP2, winning the last three races and ascending to the top of the standings. Hulkenberg is the best driver prospect not in F1, and Williams will be keen to put him in the car next season.

Jenson Button doesn’t currently have a contract for next season, but barring the team being unable to secure sponsorship or a $30 million offer elsewhere, does anyone think he’s going to leave the team where he’s been for the last six (now seven seasons), formed deep relationships, and that is now living up to the promise of its engineering talent under leadership of perhaps the best F1 man in the business?

Button will stay at Brawn.

Rubens Barrichello, on the other hand, will not be back with Brawn GP next year, if he drives next year at all. The team simply cannot put up with his criticisms of the team at various points of the season, and he has not seriously challenged Button at all the whole season with a couple of exceptions.

At 38 years old, his best days are behind him. He still seems to have the desire to continue, but if he does, it will have to be in the capacity of a veteran driver aiding a developing team, much like David Coulthard’s role with Red Bull in the last few years of his career.

Whether or not Barrichello accepts this kind of role is up for question. I’m betting he won’t.

Renault will have Romain Grosjean in the car next season. He is their top driving prospect, and with a good season for him in GP2 this year, 2010 seems like the right time for his step up to F1. The move may happen as early as Valencia, as Nelson Piquet, Jr. may soon make way for him at Renault.

Hot Rumors

Complicating the driver market for next year is the status of Renault and Toyota. Both manufacturers are rumored to be pulling out of F1 next season, although both strongly deny they are.

Both teams lodged entries for next season, and both are sending out signals that they will be on the grid next season. Renault boss Carlos Ghosn has said that he “expects” Fernando Alonso to drive for the team in 2010, and Toyota reportedly are talking to Jarno Trulli about a contract for next season.

You wouldn’t expect this kind of noise to be made if teams were planning on exiting next year, but then again Honda lodged an entry for 2009 and later pulled out of F1. I’d put money on both teams remaining in F1 next season.

Christian Klien and Vitantonio Liuzzi are both rumored to have clauses in their contracts with BMW-Sauber and Force India, respectively, guaranteeing them race seats for 2010. Klien’s chances don’t look spectacular, as BMW seem happy with their drivers and there are current F1 drivers on the market who Beemer could snag. Liuzzi taking a seat at Force India seems more likely, but it should be noted that contracts in F1 seem to not be worth the paper on which they are printed these days.

And finally, everyone and all their acquaintances are saying that Fernando Alonso will leave Renault for Ferrari for next season. Credible reports indicate that the two sides already agreed to a contract starting in 2011, but recent rumors suggest that Kimi Raikkonen will make way for him next year.

When Alonso most recently spoke on the topic, he did not rule out the possibility of a 2010 switch. Furthermore, rumors have started that he could be in a red car as soon as Valencia in four weeks, as Renault have been banned from the race and Ferrari have an open seat with Felipe Massa injured.

Further investigation of the matter suggests that the rumors leave out a very important factor: Raikkonen’s very expensive contract for 2010. Currently rumored to be the highest paid driver in F1, it’s estimated that his annual salary from Ferrari is well in excess of $20 million.

It’s rather unrealistic to think that Ferrari will buy Raikkonen out at that figure and pay another $20+ million in salary to Alonso for next season. The only way the deal could happen is if it is determined that Massa’s injuries are career-ending or will prevent him from being ready in time for the 2010 season. But Massa is a fighter, and team principal Stefano Domenicali recently said that his current seat belongs to him.

Editorial Speculation

I’ve felt for the last year that Robert Kubica isn’t destined to remain with BMW-Sauber for very long. He openly stated last season that his dream is to drive for Ferrari one day, and he reportedly was very upset last season once BMW shifted development efforts to the 2009 car after he took his first grand prix victory at Montreal and took the lead of the driving championship. Kubica must be especially gutted now that BMW have given him a dog of a car as a result, and he surely has lost confidence in the team.

Look for Kubica to leave for the first opportunity that arises with a better team. He has a past relationship with Renault, and there may be openings for him at Brawn and McLaren, as well. However, he may find that he’ll have to wait another year for a better opportunity to present itself, and by this time the opportunity may be his coveted Ferrari seat.

His teammate, Nick Heidfeld, doesn’t seem very happy with BMW, either. He has recently stated that he negotiated with Honda/Brawn last season to take a seat alongside Button, but elected instead to remain at BMW. Heidfeld likely thought he would have a competitive BMW with which to fight for his long-awaited first grand prix victory, even going so far as to call himself a championship contender before the season started.

Comments like these reveal a rift between the German and the team and indicate he’s looking around for 2010. His options will probably be limited, as the top teams are looking for drivers younger than him. If he gets the chance to jump to a more or equally competitive team, however, I do believe he’ll take it.

A chance may open again for “Quick Nick” at Brawn, but they will likely want a younger driver to pair with Button. He has been linked with Toyota in the past, and such a move could make sense given that the team is based in Germany and likely won’t attract top young drivers. He drove for Williams in 2005 and delivered strong performances there, and the team may want a veteran to pair with young Hulkenberg.

Timo Glock is doing well for his reputation as a racing driver and his prospects for 2010. He has struggled with qualifying this season, but his race pace has been absolutely superb, with numerous strong performances after poor grid positions.

Glock will have an opportunity to move to a better team very soon, perhaps as early as 2010. Mercedes are known to be coveting a German driver. While he may not beat out Rosberg for a seat at McLaren, there may be a ride open for Glock at Mercedes customer Brawn if Barrichello makes way.

Grid Predictions, by Current Constructors Standings

Brawn GP- Jenson Button and Timo Glock. Brawn will come up with the money to stay on the grid and remain competitive. Button stays, and Barrichello leaves the team, making way for Glock.

Red Bull- Sebastian Vettel and Mark Webber. Confirmed.

Toyota- Jarno Trulli and Nick Heidfeld. Trulli has delivered the goods for Toyota this season, and he’ll remain for another year.

Ferrari- Kimi Raikkonen and Felipe Massa/Fernando Alonso. Raikkonen will be back with Ferrari in 2010. Despite rumors he’ll make way for Alonso by embarking on a rally career, his inner circle remain adamant he’ll be in F1 with Ferrari next year. More performances like his inspired drive in Hungary will secure his seat. Ferrari will have little reason to spend lots of money to buy out his contract if the Iceman is motivated, as he’s arguably the very best in F1 when he’s inspired.

The other ride all depends on Massa’s condition. If he’s able to race, he’ll have the seat. If he isn’t, then look for Alonso to make the long-anticipated move.

Williams- Nico Hulkenberg and Heikki Kovalainen. Williams bumps their next German ace into the F1 race seat. Kovalainen gets a seat with a team showing potential for the future and doesn’t present the pressure of competing with Lewis Hamilton as a teammate. Barrichello will be offered the ride, but he chooses retirement rather than taking the role of veteran guide for the team and Hulkenberg.

McLaren- Lewis Hamilton and Nico Rosberg. The most seemingly inevitable pairing for next year aside from Red Bull’s. If Alonso moves to Ferrari next season, we could be shaping up for a titanic battle for the drivers’ championship among driver uber-pairings for McLaren, Ferrari, and Red Bull.

Renault- Fernando Alonso/Robert Kubica and Romain Grosjean. The highly-rated young Frenchman gets a seat with the French team in a well-publicized move, perhaps as early as Valencia in four weeks.

The other seat all depends on whether or not the opportunity for Alonso to move to Ferrari in 2010 opens. If not, then he’ll be back for what may be one more glorious ride with the team if they can continue their development progress.

If Alonso makes the move to Ferrari, look for Kubica to take the seat.

BMW-Sauber- Robert Kubica/Adrian Sutil and Sebastien Buemi. BMW will obviously do all they can to keep Kubica, who many believe to be perhaps F1’s most talented driver. He will be looking for a better ride, and if Alonso leaves for Ferrari, then he’ll take the seat with Renault, who have been much more competitive. If not, then he’ll be back with BMW for lack of better opportunities.

Buemi’s quick but inconsistent form at Toro Rosso this year is enough to help the talented 20 year old land a ride in one of the Beemers. He has a past relationship with BMW, having competed in German Formula BMW on his way to F1. Buemi is Swiss, which is the next best thing to being German if he wants a seat with a German manufacturer.

As for who will take the other seat, BMW won’t be able to beat McLaren for Rosberg. However, Adrian Sutil, who has been quick but error-prone in the underperforming Force India, could be a candidate.

Toro Rosso- Jaime Alguersuari and Giancarlo Fisichella. With preparation time and miles in the F1 car, Alguersuari has his first year of fully-competitive form. Fisichella gets dumped by Force India for Liuzzi, but he has delivered strong performances this season in the underperforming car and has done enough to get someone’s attention. STR elects to put a veteran in the seat who provides the added benefit of representing the team’s nationality.

Force India- Adrian Sutil/Bruno Senna and Vitantonio Liuzzi. Sutil has been aching for a chance with a better team, but his way of screwing up great runs has gotten the better of him so far. Still, he’s been competitive enough for Force India to keep, which they will if they can. If he gets a shot at a better car, he’ll take it, though.

If Sutil doesn't take the other seat, look for Bruno Senna to get it. Senna won't get an offer from a top team since he hasn't competed in anything this year and will likely need more seat time to get up to form. Flamboyant Team Principal Vijay Mallay, though, will look to make a splash and generate buzz by adding the Senna name to his roster.

If Senna performs well in the seat, the team's connection to McLaren, Brawn, and potentially Red Bull through Mercedes may pay off for him down the road.

Fisichella is making a fighting effort to keep his seat next year, but all the rumblings indicate his younger compatriot Liuzzi will get the seat. Furthermore, Fisichella may have the opportunity to take a slight step up with Toro Rosso, which he would surely take.

USF1- Alexander Wurz and ???. The idea that USF1 will employ two American drivers next season is naïve, at best. Peter Windsor and Ken Anderson aren’t stupid, and they know they’ll need to employ an experienced driver to help the team in its developmental phases. Windsor has admitted to speaking with Wurz, and his recent comments suggest that they’re going in the direction of bringing him on.

The driver for the other seat is a complete mystery right now, however, as there really isn’t an American driver who’s ready to step up to F1 next season. Something tells me the name will be a surprise.

Campos- Pedro De La Rosa and Lucas di Grassi. DLR is arguably the best test and development driver in F1, and the opportunity for a Spanish team to bring him on is too good to pass up. Di Grassi did a phenomenal job with Campos in GP2 last year, being arguably the quickest driver on the grid with them, and I’m sure they haven’t forgotten it.

Manor- ??? and ???. This team is such a mystery at this point that anything can happen.

Update: Now that BMW may be out of Formula One next year, I think it's safe to say we'll see Robert Kubica and Nick Heidfeld with new teams.

Alonso to Ferrari in Valencia? The Stars Align Too Perfectly

Paige Michael-Shetley — Mon, 27 Jul 2009 03:43:18 -0400

The situation permitting the following situation is very somber and unfortunate, but...

Isn't it convenient that Ferrari has an open seat for the upcoming European Grand Prix in Valencia while Renault are suspended for one of the two races in which Fernando Alonso absolutely must be on the grid for the good for Formula One?

The hottest rumor of the Formula One season is that the two-time World Champion will move to the Scuderia next season, with Kimi Raikkonen making way.

There is now an incredible opportunity to see Alonso in a red car as soon as four weeks from now, whether or not there is in fact a deal in place for Alonso to drive for Ferrari beginning next year or 2011, the year after which the contracts of both Raikkonen and Felipe Massa expire.

It is not unheard of for a driver to drive for a team in a season while under contract with another team. Sebastian Vettel tested for BMW-Sauber and filled in for the injured Robert Kubica in the US Grand Prix in 2007 while contracted to Red Bull. He would go on to replace Scott Speed at Toro Rosso later in the season.

Alonso racing for Ferrari for just one race makes too much sense for everyone involved. The Valencia race will surely be a massive failure should Alonso actually not race, as attendance among the Alonso-mad Spanish fans would drop significantly.

If Valencia wants to keep the European Grand Prix, they cannot have another poor grand prix weekend after underwhelming last year in its debut.

Not only would Alonso's appearance in the Ferrari prevent the weekend from being a failure, but it would make the race one of the most highly anticipated events in the whole of sports for the year.

The idea of arguably the best racing driver in the world driving for the most storied team in all of motorsport provokes salivation in the racing enthusiast, especially in light of the rumors suggesting he's on his way there, anyways.

Ferrari would certainly benefit from the opportunity to have Alonso in the car for even just one race. It would electrify the Tifosi, and the opportunity to have two world champions driving for the team would be a big boost for everyone in the Ferrari camp in what has been such a difficult season for them on and off the circuit.

Renault would appear to oppose such a loan, but there is surely something in it for them. Surely Flavio Briatore, team principal along with Alonso's manager and owner of Spanish F1 television rights, would financially benefit personally from the one-off. Renault themselves would certainly want a fee for loaning Alonso, and they would probably get it.

Even Raikkonen would benefit from having Alonso push him in even one race. Long-time championship rivals, the opportunity to race each other on the same team with the biggest spotlight of any in the paddock would provide the ultimate opportunity for him to argue his case for remaining in Formula One.

For a man who seems to often need a motivational boost from outside, having Alonso in the other Ferrari would certainly do the trick for the Iceman.

A one-off appearance of Alonso in the Ferrari at Valencia makes too much sense for it not to happen. Surely it's been considered by quite a few people already, if not openly discussed.

If need be, we can probably expect business-savvy Bernie Ecclestone to interject with his opinion on the matter. I think we all know what he'd have to say.

2009 Hungarian Grand Prix Analysis: Hamilton's Win Foretells Dramatic F1 Finish

Paige Michael-Shetley — Mon, 27 Jul 2009 00:43:58 -0400

The 2009 Formula One World Championship has amounted to a drama of significant shifts in competition which have been as entertaining as they've been abrupt. Brawn GP stormed out of the gate with six wins in seven grands prix with Jenson Button at the wheel after two seasons at the arse end of the grid under the Honda banner.

Then came the British Grand Prix at Silverstone, which produced another tectonic shift in the competitive order as Red Bull rocketed to the top with a genesis of a B-spec car. The Brawn car, on the other hand, appeared human, struggling to generate heat in the tires and to fight off the pace of teams like Ferrari and Williams. The situation remained the same for the next race at the German Grand Prix, and Red Bull cut significant chunks out of Brawn GP's seemingly insurmountable lead in both the driver and constructor championships.

The Hungarian Grand Prix from the beginning promised to be a very pivotal moment in the Formula One season. The official beginning of the second half the season, it would provide the ultimate revelation of the true order of competition in the current championship. With the prospect of hotter weather suiting its chassis and a self-proclaimed significant upgrade, many expected the race to be the site of Brawn's counter-attack against Red Bull with improved performance.

Instead, we saw something completely different at the Hungaroring: a new challenger for wins and significant points who will greatly upset the title fight in a previously unimagined way.

McLaren's Ascension

McLaren's 2009 iteration—the MP4-24—has been the joke of the paddock for most of the season. Very rarely in the history of F1 does a team produce a car capable of being driven to a world championship one season only to produce a dog stuck at the back end the next, but this is exactly the car bestowed upon 2008 World Drivers' Champion Lewis Hamilton at the beginning of the season.

A joke it no longer is. After struggling to make Q2 as recently as Silverstone, the team moved an upgrade scheduled for the Hungaroring forward to the German Grand Prix. The upgrade immediately paid off, as the car gained 7-8 tenths of a second per lap in performance according to team principal Martin Whitmarsh.

Unfortunately, the strong performance of the car in practices and qualifying was thwarted at the opening of the race. After both Hamilton and Heikki Kovalainen (who did not have the full upgrade of the car due to manufacturing constraints, but nonetheless got the bulk of it) rocketed off the line, Hamilton's right-rear tire punctured in contact with Red Bull's Mark Webber as he entered the first corner, sending him wide while ruining his race. Kovalainen fought valiantly in the first stint while bringing home a solid points finish.

The performance that the Nurburgring highly encouraged McLaren's prospects for the Hungaroring, especially considering that both drivers would have the full upgrade and that the low-speed and technical circuit theoretically plays to the car's strengths. Furthermore, McLaren's recent record at the circuit is outstanding, with three poles and victories in the last four races.

But no one expected the performance from the MP4-24 this weekend that it ultimately delivered. Quickest in every practice and fast in qualifying, onlookers expected the McLaren drivers to have another outstanding KERS-charged start and score significant points, perhaps even a podium. A shot at victory, however, appeared slim, with the Red Bull drivers qualifying second and third and seemingly having the strongest car in the field.

Hamilton delivered something completely different. He rocketed off the line up to second on the grid in turn one, but a moment of over-steer cost him time and he fell behind Webber. Shockingly, however, he stayed on Webber's diffuser and pulled off a rare Hungaroring overtaking maneuver in fine form in the stretch from turn one into turn two.

More surprisingly, Hamilton left Webber in the dust as he proceeded to set a blazing pace in the first stint. He assumed the lead once the extremely lightly-fuelled Fernando Alonso pitted and never looked back, managing the rest of the race to perfection to deliver an authoritative victory in excess of 11 seconds over Ferrari's Kimi Raikkonen.

The Plot Thickens

The increasingly intriguing championship fight between Brawn GP and Red Bull was already shaping up to tighten end in dramatic fashion. It has taken a fresh and violent turn with McLaren's arrival back to the top.

McLaren are all but mathematically out of both championship fights, as Hamilton is 51 points behind Button and the team is a staggering 86 points behind Brawn in the constructors' championship. With only seven races left, their only chance to take either title is if Hamilton wins out the rest of the year while Kovalainen delivers significant points each race and the Brawn and Red Bull drivers struggle to score. The latter part simply won't happen.

Still, McLaren will have a major say in who ultimately becomes champion with a car that will challenge for race wins and significant points the rest of the season. This will surely not be Hamilton's last win of the year, and Kovalainen will continue to score significant points, especially considering that he will soon have an even further upgraded front wing rushed on to Hamilton's car at the last moment this weekend.

Red Bull could do without this development, as they are the hunters of Brawn and still face a significant gap to overcome in both championships. They may have a significant performance advantage over Brawn, but they do not need McLaren at the front of the field taking points off of them. They need all the points they can get and can't afford to give the brilliant engineers at Brawn time to diagnose their car's current woes.

Also complicating matters is what appears to be improved form from Renault, Ferrari, and Williams. All three are behind McLaren now, but their cars have improved significantly over the course of the season. All three teams are now good enough to regularly threaten to take points off of Brawn and Red Bull should their drivers have bad starts or poor qualifying efforts.

Fallout, and More Observations

Hamilton has probably done more for his stock as a driver with his performance and win in Hungary—and for his work in helping McLaren develop the car—than anything he's previously done. He's revealed a lot about himself as a man and a driver. Rather than retreating in the significant adversity he's faced this season, he has shut up, gotten to work on helping McLaren develop the car, and driven it for all it's worth.

The fact that McLaren could not utilize Pedro de la Rosa in tests this year and have had to rely on their race drivers' feedback while developing the car speaks a lot about Hamilton's technical aptitude and development as a driver. The team now has a race winner that was at the back of the grid as recent as two grands prix ago, and Hamilton's contribution to the cause is certainly no small one.

Considering other aspects of Hamilton's drive today, he displayed a maturation and rounding in his driving that seemed missing before. He has for the duration of his short career maintained the reputation of an ever-aggressive and exuberant hard charger who infamously tortures his front tires with incredibly late breaking and has given away a number of potential wins and top finishes with mental errors.

The race hinted that Hamilton has finally learned the concepts of composure and patience. He tempered his ruthless wrangling of pace out of the MP4-24 in the first stint and whenever needed and possible with cerebral easing off in the second stint to manage his option tires for a long run. At least in one race, Hamilton displayed the complete driver he could always be with smoothing of his rough edges.

Hamilton now appears to be having the type of season Alonso had last year, which confirmed to many people that the Spaniard is the top driver in Formula One. Like Alonso last season, he began the season with a highly under-performing car, and one arguably worse than the Renault of last season. Hamilton has imitated Alonso's determined performance of last year in helping the team develop a race winner from a pile of rubble and has delivered such a result.

Hamilton will probably receive the same type of praise Alonso got last year, and deservedly so. While he was already a firm contender in many people's minds for the title of top driver in Formula One, he has rather unquestionably cemented his place in that conversation now.

Speaking of Alonso, he must be absolutely gutted after Renault ruined his race and opportunity for a nice points finish with an inexplicable error on the first pit stop. He drove the first stint beautifully and quickly, unquestionably getting everything he could out of the car and doing exactly what he needed to earn significant points. The team has now been rightfully suspended for the European Grand Prix for making a blunder that is unbecoming of Formula One, especially in light of one of its top drivers nearly losing his life from a blow to the head of a dislodged damper spring.

However, an interesting situation now emerges ahead of Valencia. Formula One MUST have Alonso in the race in his home country of Spain or risk losing the vast majority of its attendees and a disaster of a grand prix weekend.

Furthermore, the injured Felipe Massa will clearly not be ready in time to race there for Ferrari. This opens up the opportunity, at least for one race, for the move that everyone says and seems to want to happen: Alonso driving a Ferrari.

It is not unheard of for a driver to drive for a team in a season while also being under contract with another team. Sebastian Vettel tested for BMW-Sauber in 2007 and filled Robert Kubica's seat for a race while also being under contract with Red Bull. He would later go on to fill the seat at Toro Rosso vacated by Scott Speed's removal.

The circumstances all line up too perfectly for this not to happen. Surely Alonso, Renault, and Ferrari can make an arrangement to put him in the seat, and you can bet a lot of people on all relevant sides have already thought about it if not openly discussed it.

Everyone would surely want to see it happen for a race. It would not only save Valenica from being a disaster after already underwhelming in its first grand prix, but the idea of arguably the best racing driver in the world racing for the most storied team in motorsport would make the weekend possibly one of the most anticipated events in all of sports for the year.

It would even do Raikkonen some good. Needing some strong performances to perhaps save his Formula One career if you believe the rumors of his dismissal, the Iceman would get the external motivation boost he seems to occasionally need to deliver to his potential.

Many may think Renault would oppose such a move, but the only man there with much of a say is Flavio Briatore. We should all remember than not only is he Alonso's manager but also the owner of F1's television rights in Spain. He'll quickly realize he will benefit from such a move.

And if it has to come to it, the ever profit-savvy Bernie Ecclestone will likely interject with his influence to make it happen.

It's quite clear that Brawn have work to do to claw back their pace of earlier in the season and challenge for wins and significant points. They are not only behind Red Bull now, but McLaren as well, and they are not comfortably racing Williams, Ferrari, Renault, or Toyota, either.

Button's comments after the race indicated that it may not be as simple an issue as the weather hurting the car's ability to generate heat in the tires. He specifically stated that the car is not as well-balanced as it was earlier in the season, and he even stated on his Twitter page that the team struggled with rear tire graining.

Thankfully for Brawn, McLaren have bought them time with their newly found race-winning form that will thwart Red Bull's challenge. But they cannot waste time, as their lead may be significant in both championships, but the previous two grand prix weekends have shown just how many points may be made up in a short time.

The Hungaroring has a reputation as a particularly technical driving circuit that bestows success on the most talented among the pilots, and along with Hamilton's resounding win, many drivers impressed during the race. Timo Glock followed his impressive second place finish at the circuit last season with an impressive drive from his 13th place grid position to a sixth place finish.

Glock has made a habit this season of producing underwhelming qualifying performances and impressive race drives, coming up the grid from midfield or back-marker starting positions to earn good, and often points-paying, finishes. His drive today and followed the script, as he started the race in 13th spot and eventually earned a sixth-place finish.

If Glock could get his qualifying issues sorted, he would really start shining. In any event, it's quite likely that top teams in the sport are looking at his season thus far and thinking about him for one of their race seats.

Mercedes has repeatedly stated they want German drivers, and spots at McLaren and Brawn may open for Glock for next season. In any event, he is a highly underrated driver who deserves more credit than he gets and who looks to make a top team a very happy employer in the future.

Nico Rosberg scored another strong points finish. This is his fourth consecutive top-five finish, and it couldn't come at a better time for him with an expiring contract and both McLaren and BMW reportedly coming to him with offers for 2010. A podium, and perhaps even a number of them, may be very soon forthcoming for Rosberg, and this will only increase his value.

All things considered, Williams have really done a nice job in keeping their car developed despite being under-resourced relative to the top teams in F1. They now have a more competitive car than their big-budget engine supplier at Toyota, and they are giving championship leader Brawn fits.

Williams likely doesn't have a shot at keeping Rosberg with bigger teams are after him, but they're showing some real talent in their engineering pool. With cost-cutting agreed to among the big-budget teams, they are positioned to compete on a more even playing field in coming seasons.

The team is also surely earning a solid return in their Formula Two venture, and continued success may yield more sponsorship opportunities. The stars are lining up for the formerly great Williams team to return to truly competitive form, especially considering the apparently inevitable promotion of uber-talent Nico Hulkenberg next season.

The two Finns in the field deserve plenty of credit. Raikkonen delivered a very strong performance in getting an excellent start and extracting the absolute maximum out of the Ferrari today, earning his second podium of the season in the difficult F60. He has always been good at the Hungaroring, a very technical track that really tests the driver, and today he aced the test.

Raikkonen perhaps was inspired to perform with the tragedy befalling his teammate in qualifying, and the team ultimately dedicated the finish to Felipe Massa. Hopefully he will continue the form he showed today for the rest of the season and, provided its his wish, stay in Formula One. When he is on, the Iceman is one of the greatest drivers in F1 history.

Kovalainen also deserves credit for his finish this weekend. The McLaren has improved, to be sure, but he is starting to overcome his poor form early in the season and the pressure he is surely facing with nearly everyone saying he'll be dropped at the end of the season. If Kovalainen can build on the solid performances and points finishes of last two grands prix with a strong run down the stretch, he will surely have no problem finding a seat in F1 next season.

While McLaren seem certain to drop him, Kovalainen may yet make a strong case for keeping his seat. There is no question he is a talented driver who can deliver results when he is on, and there is a lot to be said for the stability within the team since he paired with Hamilton last season.

One driver who did not help his pedigree so much this weekend is Nelsinho Piquet, who has probably seen his last race at Renault. He did not deliver a strong performance at the Hungaroring, and Briatore was caught on camera exiting the circuit with the race not yet complete in a display of clear disinterest in Piquet's race after Alonso's retirement. Romain Grosjean seems certain to get his much-anticipated debut at Renault, and what a place to do it at Spa.

Piquet never seemed to produce results worthy of his name. It is admittedly difficult to enter Formula One as the teammate of a two-time world champion, and it was very unrealistic to expect him to match the standard of arguably the best racing driver in the world. Still, Piquet did not seem to progress much in his mostly mediocre form, and it became clear that he was not destined for success with Renault.

He may yet find a way to stay in F1, however. His father is still a three-time world champion with plenty of contacts, and three new teams will enter this year with a need for a F1 driver who knows the cars. Piquet may also be a candidate for a test/reserve role with a lower-end team, which may give him an opportunity to eventually work his way back into F1.

The 2009 Hungarian Grand Prix marks a tectonic shift in the championship. The remainder of the season will thrill, and it's too bad we have to wait four weeks to pick it up again.

2009 Hungarian Grand Prix: Pre-Race Analysis

Paige Michael-Shetley — Sat, 25 Jul 2009 22:21:45 -0400

Firstly, let's all take a moment to collectively send our best to Felipe Massa and his family. That was a horrifying accident, and thankfully it appears that he will come through it OK. Let's hope he makes a speedy and full recovery and gets back on the grid soon.

Qualifying certainly presented its share of surprises, not the least of which was the fact that the timing and scoring system failed just as drivers were turning their final hot laps.

Flying in the face of the 21st century, the malfunction proceeded the highly unanticipated ascension of Fernando Alonso to pole position, followed by the Red Bull drivers of Sebastian Vettel and Mark Webber on the podium.

However, Alonso has ruled out his chance of victory tomorrow, and with good reason after viewing the published pre-race car weights:

1. Fernando Alonso, Renault, 637.5kg
2. Sebastian Vettel, Red Bull, 655
3. Mark Webber, Red Bull, 652
4. Lewis Hamilton, McLaren, 650.5
5. Nico Rosberg, Williams, 654
6. Heikki Kovalainen, McLaren, 655.5
7. Kimi Raikkonen, Ferrari, 651.5
8. Jenson Button, Brawn GP, 664.5
9. Kazuki Nakajima, Williams, 658
10. Sebastien Buemi, Toro Rosso, 671.5
11. Jarno Trulli, Toyota, 671.3
12. Rubens Barrichello, Brawn GP, 689
13. Timo Glock, Toyota, 679.2
14. Nelson Piquet, Renault, 667.7
15. Nick Heidfeld, BMW Sauber, 658
16. Giancarlo Fisichella, Force India, 680.5
17. Adrian Sutil, Force India, 683.5
18. Robert Kubica, BMW Sauber, 666
19. Jaime Alguersuari, Toro Rosso, 675.5

Alonso and Renault have elected for an extremely low fuel load, indicating he may be attempting even a three-stop strategy. If he is going to make this work for a podium finish, he will have to run like hell away from the field.

While Renault have made progress, it doesn't seem like they have made enough for Alonso to make this work, as McLaren have vastly improved their car and, adjusting for fuel weight, seem to be much quicker than Renault this weekend.

Speaking of which, McLaren truly are back in competitive form in the Hungarian Grand Prix. Pre-race weights suggest Hamilton is fueled only a lap or so lighter than Webber and 2-3 laps lighter than Vettel, and yet he qualified within two tenths of Vettel.

While pre-race weights and the time of Heikki Kovalainen (who has the same weight as Vettel) would suggest the McLaren is still 3 or 4 tenths off the pace of Red Bull, Hamilton did place second in Q2 and only a tenth off of Webber while everyone was on low fuel and option tires.

Furthermore, Hamilton said that he did not get an optimal lap in Q3, suggesting he could have outqualified the Red Bulls.

On one flying lap, he set a first sector time three-tenths under Webber (who at the time was at around a 1:21.85ish lap) before he faced a moment of oversteer in turn 4 that cost him more than a second.

Hamilton seems set for at least a podium finish this weekend, and if he can get another KERS-charged uber-start like he got at the Nurburgring and have circumstances play out in his favor, he may just pull out a victory.

Red Bull have demonstrated this weekend they clearly have the quickest car, and they appear to be set for another victory. Further investigation, though, shows that this outcome is far from a certainty.

Not only will they have Hamilton rocketing through with a KERS boost, but Kovalainen as well with a magic button in row 3. Webber particularly is in a precarious position in row 2: if he falls behind Kovalainen at the start tomorrow, his race will be absolutely ruined.

Many expected the Hungarian Grand Prix to mark the Brawn GP's counter-attack to Red Bull's recent onslaught, but the car simply has not been in top form this weekend despite what was billed as a massive upgrade.

Jenson Button only managed eighth in qualifying, although he is fueled significantly more heavily than anyone ahead of him. Rubens Barrichello, on the other hand, did not even make Q3, although this is likely due to losing a spring toward the end of the session.

Victory seems out of the question for Button, but the pre-race car weights suggest he has a fuel strategy advantage over cars immediately ahead of him.

He likely won't be able to get by KERS-boosted Kovalainen or Kimi Raikkonen on the start, but he should be able to overtake them as well as Nico Rosberg through the first pit cycle tomorrow without much of a problem.

With Alonso on an extremely light fuel load and Webber threatened by a KERS storm, the podium may not even be out of the question for Button.

Barrichello has by far the heaviest car on the grid, suggesting he is on a one-stop strategy. He will have a battle ahead of him, but if he can grind it out, points aren't out of the question for him.

Predictions

The start will be the best we have seen all season long. Half of the cars in the first three rows are KERS-charged, and the front of the field will be all over the place going into the first corner. We're set up for pure pandemonium, and possibly a safety car.

Barring trouble, all signs point to another victory for Vettel tomorrow. The Red Bull is quickest this weekend, and he is starting on the front row with a fuel strategy advantage over his teammate and Hamilton, who seem to be his strongest threats tomorrow. Vettel is my bet for the win.

As long as he doesn't have an incident in the first corner or a mechanical failure, Hamilton seems set for his first podium of the season, which would a tremendous accomplishment for he and McLaren considering how bad the car has been all season long.

They're not far off Red Bull, and with another upgrade, they could soon challenge the pace of the car designed by former employee Adrian Newey.

A victory is probably a big stretch for him, as his only chance at it is to get another uber-start putting him in the lead while the Red Bulls are held up by Alonso and another KERS car.

But if Hamilton pulls off a great start, circumstances may direct him to the top step of the podium, as the Red Bull drivers would only have one-two laps to overtake him through the first pit cycle.

Button will take the other spot on the podium tomorrow. Webber is not only a sitting duck for Hamilton tomorrow, but he'll surely be beaten into the first corner by Kovalainen.

Given this likely scenario, Button's fuel load, and the fact that the extremely-light Renault of Alonso and significantly lighter Williams of Rosberg are both behind the Brawn in pace, everything is lining up nicely for a badly-needed podium for the Englishman.

Look out for the drivers 10th-13th on the grid tomorrow. Buemi is in the updated STR chassis, and his fuel strategy puts him in position to score points tomorrow.

Barrichello is clearly on a one-stop strategy, and his Brawn should be quick enough for him to execute it and challenge for points.

Timo Glock has been outstanding in race form this year and has converted sub-par qualifying positions into solid (often points) finishes, and if his Toyota is up to it tomorrow, he might just pull it off again.

Predicted Podium

1. Vettel

2. Hamilton

3. Button

Danica Patrick: Everything That's Wrong With Motorsports

Paige Michael-Shetley — Mon, 20 Jul 2009 15:39:30 -0400

Danica Patrick announced yesterday that she is "ruling out" a move to F1 next year, citing a desire to remain in the United States and close to family and friends. Anyone who has been paying attention to Formula One news for the past year knows that this is a massive change in tune for her on the subject and that her comments are quite suspect.

It was reported last year that Honda had scheduled a Formula One test for her. During the media circus that ensued, Patrick stated she was "dead set" on racing in Formula One. As it turns out, Honda never discussed a test with her or anyone in her inner circle.

So how does Danica Patrick over the course of a year go from being "dead set" on racing in the ultimate motorsport series in the world (and admitting that it's such) to her heart "not being in F1" because she wants to stay with family and friends in the states?

It's simple: She was never offered a ride in Formula One, and now she is acting like the arrogant brat she is by perpetuating the image that F1 is to be dismissed as beneath her. This may work with idiot yanks in the states, but serious motorsport people know this is a load of rubbish.

That Patrick even thinks she was deserving of a F1 ride in the first place is simply laughable. She has never won a professional road race at any level of her career. I'll repeat that: SHE HAS NEVER WON A PROFESSIONAL ROAD RACE AT ANY LEVEL OF HER CAREER!

Danica has thoroughly displayed that she is, at best, an average IndyCar driver. She's won one race in her four and a half seasons (an oval race), and that win is 100 percent attributable to a fuel strategy gamble by her team that paid off. She's never shown any particular speed or dominance behind the wheel of the car, especially not on road circuits.

The argument that she has been held back by her team is simply ridiculous. Originally, she raced for a team—Rahal-Letterman—that had won the Indy 500 the year before she joined them as a rookie.

Her current team—Andretti-Green—has won three of the last five drivers championships, including one with Dario Franchitti in 2007 in the year in which Danica joined the team. She's had ample opportunities in great equipment to win and show she is a top driver in IndyCar, and all that she has shown is that she isn't a top talent.

How can someone with this record, who presumably had excellent funding and resources backing her given the realization of money to be made from her marketing potential, think she's even remotely worthy of a ride in F1?

Furthermore, how can Danica have the nerve to be so dismissive of the series in the process? Her spoiled nature has reared its ugly head recently not only in F1, but in NASCAR, as she insists she must land with a winning team there in order to make the move to the series.

Danica Patrick is everything that is wrong with motorsports. She is given the attention of one of the all-time greats when in fact she has nowhere near the talent or accomplishments to justify it.

Danica is a marketing business, not a top racing driver. She has received great opportunities that more talented drivers—including female drivers—couldn't achieve solely based on her looks and willingness to stoop to the level of taking her clothes off for more money. Yet, she carries herself with the arrogance and attitude that not even a multiple Formula One World Champion could justify.

Danica is truly a disgusting spectacle for true racing fans to behold. She belongs nowhere near a Formula One car, and anyone who pretends that she is a major loss for F1 is simply uninformed.

It's time for more serious people in motorsport to (and on any other topic, this would be a blasphemous statement) follow the lead of three-time F1 World Champion Nelson Piquet in calling her out for just how ridiculous she is.

Sleeping Giants Awaken.

Paige Michael-Shetley — Mon, 13 Jul 2009 04:34:31 -0400

The German Grand Prix revealed that, unequivocally, Red Bull now have the top car in Formula One. The car was by far the fastest in all three sectors, slow corners and fast corners alike, putting to bed the notion that Silverstone flattered the car during the British Grand Prix weekend. (There remains, however, the argument that the weather conditions, relatively speaking, at Silverstone and Nurburgring flattered the Red Bull. Both weekends were much cooler than hot weekends dominated by Brawn in Southern Europe and Southeast Asia earlier this season.)

The most impressive and perhaps revelatory performances of the weekend were made by the big-name, big-budget teams of McLaren, Renault, and Ferrari. The winners of every driver and constructor championship since 1998 have struggled in the mid-pack- and in McLaren's case, the back of the pack- the whole season, but both teams showed pace this weekend with upgrades indicating they may soon be taking the fight to the two front-running teams.

The most surprising development of the weekend was by far the performance of the McLaren. Electing to massage the car rather than introduce major upgrades in stages, they've struggled in the mid-pack for much of the year at circuits featuring high-speed, high-downforce corners and came nowhere close to matching the development pace of other teams.

The slow corners at Monaco and long straightaways and hard-braking corners of Bahrain flattered their car and allowed it to compete, but the opportunity at Monaco was blown by an awful mistake by Hamilton in Q1 and a wreck by Kovalainen in the race.

McLaren changed their developmental approach for the rest of the year. Bringing forward some new parts which were originally scheduled for Hungary, the team introduced a new front-wing, new sidepods, a new engine cover, a new floor, and a significantly revised double-decker diffuser, of which there was only one (Which was used by Hamilton).

The new approach has already paid off, as McLaren have gained 7-8 tenths of a second on a circuit which serves as a good indicator of the performance of the car. Both drivers made Q3 and had strong pace throughout the weekend, with Hamilton leading two practice sessions.

Both drivers got off to rocket starts, and Hamilton was poised to take the lead and possibly challenge for a podium before Mark Webber clipped his right-rear tire going into the first corner and ruined his race.

Renault showed to be the one team with perhaps the pace to begin challenging Red Bull and Brawn. And like McLaren, they took a big step forward in pace. Fernando Alonso showed tremendous pace in Q1, only to be thwarted by unlucky timing with weather in Q2.

Despite this development, he came from 12th starting spot to score a solid points finish in 7th, all the while setting the fastest lap of the race. Like McLaren, Renault introduced a horde of upgrades this weekend, with a new front wing, a new floor, and a revised diffuser.

Ferrari appeared to gain a step at Catalunya with a big upgrade, yet proceeded to fade to a middling performance in Istanbul. However, both drivers turned in strong performances last race in Silverstone, with each scoring points finishes. Massa came forward from a poor starting position to finish 4th after running a long and fast first stint.

The team introduced a new upgrade this weekend in the form of a modified diffuser, increasing the number of vertical fences. Massa turned in a similar performance to his Silverstone one this weekend, coming from tenth to finish third.

Raikkonen's day was ruined by an under-performing engine that began letting up 14 laps into the Grand Prix, a day that was not improved by his collision with Adrian Sutil in Turn One after Sutil exited the pits.

The hard work and untold (and unfathomable) millions spent this year by McLaren, Ferrari, and Renault to catch the pace set by the flying underdogs of Brawn and Red Bull seem to be starting to pay dividends.

They have already eclipsed the teams of Williams and Toyota, both of whom began the season very strong and shared Brawn's early advantage of a double-decker diffuser. With Lewis Hamilton and Fernando Alonso each saying this weekend that they expect to be challenging for wins soon, perhaps Red Bull and Brawn are next.

Ferrari and The Coming Budget Cap Compromise

Paige Michael-Shetley — Sun, 24 May 2009 14:14:48 -0400

Ed Gorman is reporting today in his blog that FOTA and the FIA are near a compromise. According to him, some of the options on the table for a solution include:

* Excluding engine costs from the cap until 2013

* Delaying the institution of the cost cap until 2011 (or at least that's what's implied, as Gorman states that teams think they can hit 40 million GBP by then)

* Putting in place an agreement among teams to reduce costs to around 40 million GBP, but not actually instituting a cap (as I understand it)

Any way you look at it, it appears that Ferrari's theatrics were exactly what people with any sense whatsoever have suspected: posturing to force a settlement. Clearly, the Scuderia never intended to leave, but the threat of them doing so pressured all sides to come to the table. Everyone knows what Ferrari means to the sport commercially and competitively.

Now what needs to be addressed is something else that anyone with sense has long suspected, and has now been confirmed beyond a shadow of a doubt:

The blatant favoritism of Ferrari by the FIA.

It's already been previously reported that they get more money from FOM than any other team. While this is clearly unfair, it can at least be justified by the fact that Ferrari does bring more money to the sport than any other team.

However, it is completely unjustified that they would be granted a contract with the FIA to veto any new regulations. By no definition of fairness and propriety should a competitor in a sport have the power to shape the regulations in a way that serves their interests, which is exactly what Ferrari had. If a new regulation comes along that would reduce a technical advantage of theirs, they could have vetoed it.

This would be like giving the New Jersey Devils the power to veto all of the rules changes made by the NHL after the lockout because doing so would undermine the advantages they possessed in their trapping style of play.

Furthermore, such a contract reflects a wholly improper relationship generally between a team and the sanctioning body. It surely puts the FIA's treatment of Ferrari's chief rivals of late in the last two seasons into a new light.

Taking away Renault's Mass Damper system in 2006; the stiff $100 million fine for Spygate after already being tossed from the Constructor's Championship; the wholly unfair punishment of Hamilton for his maneuver at Spa, which Charlie Whiting approved in-race and which has gone un-penalized in the past when pulled by other drivers; all of this smacks of favoritism of Ferrari in the enforcement of regulations to the detriment of their competition.

Hopefully, there will emerge pressure from the F1 community at large to address this situation. While Formula One would not be the same without Ferrari, it also is not the same without its tradition of being the motorsport pinnacle of competitive integrity. If the sanctioning body is to favor one team as clearly as it has favored Ferrari, then F1 is no more credible or genuine than professional wrestling.

Lewis Hamilton Still Has Shot at Monaco Glory

Paige Michael-Shetley — Sat, 23 May 2009 15:22:00 -0400

Lewis Hamilton has delivered by far the worst moment of his career this afternoon in Q1.

With a car that was capable of challenging for pole and victory all weekend, he made the stupid decision to carry the car into Mirabeau rather than use the escape road to save the car after the rear end slid under braking.

However, his McLaren is still one of the quickest cars in Monaco this weekend, and with KERS and light fuel, he may be set for a great start involving overtakes of multiple cars.

But, more than anything, the circumstance in which he finds himself provides a sense of deja vu.

Fernando Alonso found himself in a similar circumstance last season in Singapore. The Renault was very quick that weekend, and he felt he had a shot to challenge for pole. A mechanical failure left him 15th on the grid.

However, on a tough and narrow street circuit on which overtaking is difficult, Renault elected to fuel him light so that could get a quick start, possibly make overtakes, then pit early and get him out of the aerodynamic wake of other cars.

After Alonso's first pit stop, the safety car came out for (what else?) a Nelson Piquet Jr. incident, catapulting Alonso to second on the grid behind Nico Rosberg and positioning him to challenge for the win. After Rosberg's pit stop and Alonso's assault of quick laps, he was untouchable for the remainder of the race.

McLaren have possibly placed Hamilton in a similar circumstance. Overtaking is obviously difficult at Monaco, even more difficult than at Singapore. But the KERS on the McLaren, along with Hamilton's significant lightness in fuel relative to those around him, may allow him to make some overtaking maneuvers.

Hamilton's light fuel also allows McLaren to stop him early and run him in clean air and away from slower cars. On a circuit like Monaco, this probably makes more of a difference in lap times than relative fuel loads.

And if there is an early safety car period, Hamilton's strategy may allow him to jump up the order through pit stops and position him to set ultra competitive laps to challenge for the victory.

McLaren tried a similar strategy at Albert Park. It was highly successful in positioning Hamilton to overtake several cars in the first stint and challenge for points.

A victory was probably out of reach for Hamilton even if the safety car periods had fallen the right way, given the underperformance of the McLaren there. But the McLaren is much more competitive at Monaco than at Albert Park, so if the stars align correctly for him tomorrow, Lewis Hamilton my be on the top step of the podium after the race tomorrow.

UPDATE: It now appears Hamilton is starting last due to a gearbox change. This has made things much, much more complicated for him. He's going to have to make one hell of a start and entry into Saint Devote to make the strategy work.

Time For Ferrari to Rubbish Massa and Put Full Support Behind Raikkonen

Paige Michael-Shetley — Sun, 26 Apr 2009 18:52:25 -0400

Scuderia Ferrari has certainly (and deservedly) suffered a poor 2009 season up to this point. Their car is noticeably behind on development, and it has now even been surpassed by McLaren, who looked to be the tortoise of the field to begin the season.

Reliability issues and strategy blunders have contributed to a pointless mess of a season heading into the Bahrain Grand Prix.

To top it off, they have squandered what credibility and honor they have as a team in pursuing an easily dismissible TR case against the teams with the double-decker diffusers, which all along reeked of sour grapes from a team that simply got outwitted.

In the process, they proceeded to personally slander the man—Ross Brawn—who is as responsible as any for the team's golden age during the Schumacher era.

After today, they finally have their first three points of the season. If they wish to restore what credibility they have as a team, it is time that they throw full No. 1 driver status and support to the man who earned them those three points today.

Kimi Raikkonen, simply put, is a vastly superior driver to Felipe Massa. He has demonstrated time and again that when he is motivated, he is by far the quickest driver in Formula One.

Massa has had very good drives, but they simply do not remotely compare to Raikkonen's numerous displays of sheerly legendary brilliance: winning from the butt end of the grid in Suzuka, outqualifying Fernando Alonso and Juan Pablo Montoya on six laps more of fuel, his rash of fastest laps and pole positions scored even when things weren't going right with the car, etc..

Some may legitimately question Raikkonen's level of motivation at times. It's well known that he's not the type who works as hard as Lewis Hamilton on fitness or Fernando Alonso on car development.

Massa certainly seems to be the more motivated of the two, which is plausible given the questions he has faced time and again about his driving ability. But when Raikkonen has even average fire, there's simply no question which of the two is the better driver.

Today's race is yet another demonstration of the difference between the two. Both drivers had KERS on their Ferraris. While Raikkonen had no more fresh option sets left, he nonetheless got a terrific start, overtaking Massa and another car.

Raikkonen proceeded to run very quickly the whole race on worn option tires, and he proceeded to hold off a vastly quicker Timo Glock, who had fresh options on the final run, on the much slower prime tires.

Massa did suffer front damage, so his race was compromised. Nonetheless, Raikkonen demonstrated skill in scoring a great points finish from a poor starting position and circumstances that, quite frankly, Massa never has.

He's also demonstrated the motivation he's had in past years in which he has contended for championships.

Ferrari seem to have favored Massa of late. He has gotten the better fuel strategy when the two drivers have both made it to Q3, and the personal sentiment within the team reportedly favors him.

But this is Formula One, not a popularity contest. If you want to win and advance, you have to back your most talented people. And Kimi Raikkonen is simply Ferrari's most talented driver.

Why Lewis Hamilton Will Not Leave McLaren

Paige Michael-Shetley — Fri, 10 Apr 2009 01:13:56 -0400

Numerous media reports in recent days since the Malaysian Grand Prix suggest that Lewis and Anthony Hamilton are upset with McLaren over the "Lie-gate" controversy, with perhaps irreparable damage done to their relationship.

Presumably, they are angry that McLaren have immersed into scandal after scandal in recent years and are worried about the effect on Lewis' reputation.

The question of whether or not he will stay with McLaren has been the topic du jour in the off week for Formula One, the period in which fans itch strenuously for something to talk about.

It's all talk. Lewis Hamilton simply will not leave McLaren, the team which has supported his rise to F1 stardom.

Firstly, this is not the first time Hamilton has been at odds with the team. He had a dispute with McLaren in 2004 while a development driver, and the two sides temporarily went their separate ways. They eventually reunited, as we know.

Thus, Hamilton and McLaren have a history of patching up differences.

The main reason why Hamilton will not leave, however, is because he is a prideful driver. His true worth as a driver has been questioned by critics, who assert that he was fed with a proverbial bright, shiny, and fast silver spoon.

Now, his detractors have additional ammo to fire at him with questions about his character and integrity.

Lewis Hamilton simply isn't a driver who runs away from challenges. He has dealt with more criticism and hardship than perhaps any driver at his experience level in the history of F1.

His team was disqualified from the 2007 constructor's championship due to corporate espionage. Hamilton dealt with intra-team turmoil in the soured relationship with his double-world champion teammate, Fernando Alonso, a feud that dominated the headlines and served as a sure distraction to the both of them.

His ability to respond under pressure was questioned after his undignified conclusion to the 2007 F1 season, in which he cocked up his championship season with stupid driving. Hamilton has even had to deal with a kind of negative force no other driver on the grid has had to: racism—ugly forms of it at that.

The questions about his ability to deliver under pressure resurfaced and intensified after the even more undignified incident in the pit lane at the Canadian Grand Prix, in which he took himself and Kimi Raikkonen out after not seeing the red light to stop the cars.

Many believed that, while gifted, Lewis Hamilton simply didn't have the mental fortitude to be a great driver and a World Champion.

Then the 2008 British Grand Prix occurred, and Hamilton took the opportunity to put on perhaps the greatest display of car control and wet weather racing in the history of Formula One.

The questions rose again after his wanker start to the 2008 Japanese Grand Prix, in which he forced himself and Raikkonen (again) up the track and took both out of contention for the win. Many believed that Hamilton, again, would blow a late-season championship lead.

Then the 2008 Chinese Grand Prix occurred, and he laid a royal ass-whooping on the rest of the grid.

Hamilton faced more pressure last season than most drivers face in an entire career. He could have shirked from the challenge, competed only when the car was good for him, and been content to take a big paycheck and run off to the Canary Islands with Nicole.

Instead, he trained harder than perhaps any other driver in F1, gave every single ounce of effort within him every lap he was behind the wheel, and displayed the focus and mental strength of legends. He faced a significant challenge, and he met with seemingly ferocious enthusiasm.

Lewis Hamilton knows the challenge he has before him.

He is in an underdeveloped car that currently lags behind the top competition Formula One. He has lost immense amounts of credibility and damaged his reputation greatly, and he has a hell of a fight to redeem himself. He knows that this is the time for him to prove his true worth as a driver and to demonstrate he is someone of quality character.

No driver who beats the field by more than one minute in horridly wet conditions at Silverstone would ever back down from such a challenge.

A Radical Proposal: Rotating Schedules

Paige Michael-Shetley — Thu, 09 Apr 2009 12:34:50 -0400

Grand Prix selection and scheduling always persists as among the most controversial of issues in Formula One.

Every season, Bernie Ecclestone pisses off nearly everyone by threatening to take away an event or multiple events from the schedule—often the most historically significant and/or prestigious ones—unless they meet some list of his demands, which are usually related to his own bottom line.

Since 2003, the Austrian, San Marino, Canadian, French, and United States Grands Prix have been removed from the schedule.

All of these carried great significance for the sport, be it historical (France is the birthplace of Grand Prix racing), commercial (U.S. is the largest marketplace for many manufacturers in F1), or sentimental (San Marino was the "home" grand prix for Ferrari, F1's most popular team; and it, the A-1 Ring, and Circuit Gilles Villeneuve were widely considered among the greatest circuits in F1).

Furthermore, F1 has made very controversial decisions in relation to the changing of locations of certain Grands Prix.

The decision to remove the Japanese Grand Prix from the great Suzuka Circuit and award it to Fuji Speedway met great scorn from the racing community.

The removal of the cherished German Grand Prix from the schedule in 2007 was highly unpopular, although the reaction was mediated by its re-inclusion in the schedule and sharing between Germany's two great racing circuits, the Nurburgring and Hockenheimring.

Ecclestone has stirred even more angst for his campaign to remove the British Grand Prix from the semi-sacrosanct Silverstone Circuit and give it to Donnington Park, a highly unexciting track currently being redesigned and renovated.

Great doubt persists over whether or not the reconstruction plans for Donnington Park will be completed in time, introducing even more controversy to the subject.

Furthermore, F1 has played a game with the Belgian Grand Prix, taking it away from the schedule in 2003 and 2006. Spa-Francorchamps consistently lists in the top tier of favorite circuits among drivers and fans alike and is perhaps the greatest of them all. (I know it's my own personal favorite circuit.)

Simultaneously, F1 has added a smathering of new locations to the calendar with a clear eye at capturing opportunities for commercial expansion and capitalizing on rising fan bases. It has moved the European Grand Prix to Spain, playing to the rise of Alonsomania in the nation.

The concentration of F1 expansion has centered firmly around economically emerging Asia, with new events on the calendar in China, Bahrain, Turkey, and Singapore since 2003 and more to come in Abu Dhabi, South Korea, and India.

It is certainly understandable that Ecclestone seeks to increase the commercial intake of the series, and no one will argue that it's not good for the sport. It's less understandable that his prime motivation seems to be his own material welfare, but this is unfortunately a part of the game.

However, by removing so many of the historical grands prix from the schedule from some of the most prestigious circuits in the world, he risks alienating F1's most loyal fans and damaging the series' reputation and, ironically, its commercial standing. What we should all be asking is:

Why can't F1 keep its greatest events AND experience commercial expansion?

Currently, the limit on grands prix in a season is 20. There are currently 17 grands prix on the schedule, with new events arriving next season in South Korea and in 2011 in India. This will bring the total to 19, assuming that the grands prix that are unconfirmed for 2010- Italy, Germany, and China- are kept on the calendar.

There are musings that the United States and/or French Grands Prix will return in the near future at new facilities, while Canadian Grand Prix organizers campaigning for a return. More events rumored to be under consideration in Russia, Portugal, South Africa, Argentina, Bulgaria, and Mexico.

To accommodate all of this growth and the return of old grands prix, the F1 schedule would have to expand. This would be deemed wildly unpopular among teams, whose employees work full-on every day of the year to achieve competitive performance in 15-18 events a year.

World Rally Championship faced a similar problem recently, with its rapid growth in popularity and its demand for new events. The solution they reached is a fairly simple one:

Rotate the series schedule from season to season.

F1 would be very wise to adopt this strategy. At least one sacrosanct grand prix (Monaco) must remain on the schedule from year-to-year, and a handful of others should also remain given each one's respective significance (Brazil, Britain, Italy, Belgium, Germany, Japan).

This leaves about 10-13 grands prix a year which may be rotated among many locations in a variety of fashions.

Rotating scheduling will allow F1 to keep its cherished events and circuits while also accommodating growth. It will also increase the value of rotated grands prix since they do not occur on the calendar every year.

Furthermore, individual events may rotate among multiple circuits. Two years time is more than enough to plan for a grand prix to be held at a new circuit.

Hell, should Bernie Ecclestone find a soul when he looks within himself at some point in the future, he may find it worthwhile to give the British Grand Prix back to Silverstone every other year.

This is yet another F1 fanboy pipe dream that surely will never be adopted. But it's always great to dream.

Listen Up, FIA: A Points System Change That Will Work

Paige Michael-Shetley — Wed, 08 Apr 2009 12:47:04 -0400

Much has been made of Bernie Ecclestone's proposal to toss the current points-based system to determine the Formula One champion and replace it with a championship-by-wins system.

The idea that the driver who wins the most races should win the championship seems quite intuitive and straight-forward. However, consistency of performance is also a very relevant factor to consider.

A driver and team who win the most races but have technical failures or driver errors in a significant number of races more than their opponents probably shouldn't be considered champions over those who show up to nearly every race with a quick and reliable car and bring home good finishes.

All in all, Ecclestone's proposal seems rather like a solution in search of a problem. Only 13 of the 59 champions in the series' history claimed the title while not winning the most races in a season. The proposal makes it seem as though Ecclestone's priorities are rubbish.

So the current points system is dandy, right?

Wrong.

The system does a great job of determining F1 champions. That, I will not dispute. It is championship positions further down the grid that it does a poor job of determining.

Hypothetically speaking, take the example of two teammates on a marginal team—a team that would likely struggle for points in most races. In this scenario, one teammate routinely outperforms the other in qualifying, finishes ahead of him in the vast majority of the races, and even gets two or three low-points finishes.

However, due to freak circumstances in one or two races, the dominated driver is put into high points-scoring positions and accumulates more points in a season than his teammate. This driver proceeds to finish ahead of his better teammate in the championship standings.

The analysis can be extended to a scenario of multiple marginal teams competing against each other. How would the resultant ranking compose an accurate reflection of the level of performance of non-championship contenders?

It's as if Ecclestone's proposal is already in place for these drivers.

This may seem to be a minor issue to address, but as a racing purist, I still see it as a problem. Thankfully, there is a system that can address this problem while still maintaining the spirit of the current system in determining the championship. As it turns out, the system is already in place in another form of racing:

Cycling.

The cycling community has a very novel idea: winners should be determined by who finishes the race distance in the least amount of time, and the field should be ranked further based upon finishing times. Sensible, yes?

The Formula One season is a very analogous concept to the Tour de France: It is a championship determined by aggregate participant performances over a number of stages. The TDF winner is that cyclist who completes the entire distance of the course in the least amount of time, with each stage time aggregated to a total time.

There's no reason why Formula One cannot, or should not, adopt a system based on this concept. There are, though, two factors to account for present in F1 racing that aren't an issue in cycling.

The first obvious component is lapped drivers. Because cycling is (usually) not performed over a circuit, a cycling event does not produce lapped cyclists, which doesn't present the challenge in determining a championship based on event times that would be present in Formula One.

The second obvious factor to consider for is retirements. A driver who retires from a Grand Prix technically doesn't achieve a finishing time, so something must be done to account for this.

Fortunately, I've sorted both of these issues in dreaming up this new championship system whilst on the crapper last night before bedtime. Here is my radical, revolutionary new proposal for determining the Formula One World Driving Championship:

Final driver standings are determined by each driver's aggregate finishing times across all Grand Prixs in a season. The driver with the lowest aggregate finishing time is deemed the World Driving Championship.
A retiring driver from a Grand Prix shall be awarded a finishing time equal to the Grand Prix time limit of two hours. In the event that a Grand Prix extends to the two-hour limit, a retired driver shall be awarded a finishing time of two hours and 30 minutes.
A driver who finishes a Grand Prix multiple laps down to the leader shall have a time equal to the average of his previous five lap times multiplied by the number of laps he finishes down to the leader added to the time in the race he crosses the line. This shall form his finishing time.

This is a simple, straight-forward system that indisputably awards the championship quite literally to the quickest driver in the series and sorts the field according real performance.

Thoughts?

Think Again, Michael Griffin: The "Brawn Supremacy" Not Over

Paige Michael-Shetley — Sun, 05 Apr 2009 12:45:06 -0400

I had a discussion after qualifying yesterday with my colleague on this website about the results and their implications for today's race and the competition going forward.

He asserted that the fact Jarno Trulli qualified within a tenth of Jenson Button while having only one lap less fuel on board (it turned out to be two) signaled the end of Brawn's dominance of the field.

I asserted that the Brawn still had plenty of pace in it, that Button hadn't yet pushed it to the maximum, and that the race pace of the cars would be a whole different thing altogether from the qualifying pace.

Thank you in advance for your gracious admission that I was right, Michael.

Trulli did turn in an outstanding performance in qualifying, nearly matching the time of the Brawn over a lap, and the Toyota surely had a lot of pace given the performances of both Trulli and Glock.

Trulli's skill as a qualifier surely played a bit of a factor in this, but the Toyota did look to be at least the second strongest car in the field.

But the race pace itself was a completely different matter.

Button got off to a less-than-optimal start, while Nico Rosberg in the Williams got off to an outstanding start in getting around both Button and Trulli.

Ultimately slipping back to fourth behind Fernando Alonso, Button patiently and methodically made his way around the Spaniard and proceeded to mount a similarly patient and methodical attack on the two front-runners.

He routinely set and reset fast laps while remaining calm and smooth behind the wheel, not running the car to its limit.

Then, Button's time to strike came during the pit stops. Having multiple laps to run after Trulli and Rosberg pitted, he laid down two unthinkably quick laps, not only eclipsing the four-second deficit to leader Rosberg, but coming out well ahead of the German.

Button put on a true demonstration of just how devastatingly quick the Brawn is during this sequence, and had the race remained dry, he likely would have won by a Schumacher-esque margin.

But he wasn't the only one who showed the true level of supremecy of the Brawn in race trim.

Rubens Barrichello overcame a five-position starting grid penalty with a jump from eighth on the grid to fifth place at the start. After passing Alonso, he breezed away from the Spaniard at a rate similar to Button's.

Having more fuel on board, he came through the pit cycles within firm striking distance of Rosberg and Trulli for podium positions. Had it remained a dry race, he likely would have gotten by each of them and secured another Brawn 1-2.

We have a tendency in Formula One (journalists, commentators, pundits, and fans alike) to fall in love with single-lap times. I would suggest that, for a number of years, this was not a misplaced love.

With the aerodynamic wake the cars used to create and the fact that the grooved tires presented less of a wear problem, the cars have been severely constricted in showing their true long-run race performance potential. This made qualifying the absolutely preeminent priority for the weekend.

Everything has changed, now. The cars are not creating the aerodyanmic they once did, so the effect on the performance of following cars is not as great.

The new slick tires wear more quickly and severely, so tire management over a long-run becomes even more important.

Before, teams could perhaps mask aerodynamic deficiencies by running aggressive setups to generate grip and risk less severe consequences from tire wear.

Now, they must have all of their aerodynamic ducks in a row while setting the suspension to take care of the tires.

In the Malaysian Grand Prix, we have seen a race in which the Brawns did not put up dominating single-lap times as they did at Albert Park.

We have also seen the true advantage that they have over the rest of the field in race pace, and this advantage is clearly multiple tenths of a second.

The report of Brawn's decline is greatly exaggerated. Their competitors have hard work to do to catch them.

McLaren Suspends Sporting Director Dave Ryan

Paige Michael-Shetley — Fri, 03 Apr 2009 08:12:56 -0400

According to the Formula 1 website, McLaren has suspended sporting director Dave Ryan followng the disqualification of Lewis Hamilton and the team from the race classification of the Australian Grand Prix.

Ryan was the McLaren representative who went before the race stewards following the grand prix to discuss the team's account of the incident between Hamilton and Toyota's Jarno Trulli.

According to the FIA, both Ryan and Hamilton mislead the stewards in their account of the incident, which prompted the punishment.

Hamilton has apologized for his role in the deception, saying that he was instructed by Ryan to withhold information from the stewards about the incident after telling the media immediately after the grand prix that he was instructed by the team to pull over and let Trulli past.

This introduces an interesting new wrinkle to the story.

Ryan is amongst the most long-tenured members with the team, so this is not a move to take lightly. It shows that McLaren is taking this situation very seriously, and that it does not want a public relations firestorm stemming from this incident.

Furthermore, by effectively identifying Ryan as responsible for the situation, the truth about this incident is one of two options—Either, as Hamilton said, Ryan did tell him to mislead the stewards, or McLaren have made him as the scapegoat.

Brawn GP Announce Team Apparel Initiative

Paige Michael-Shetley — Wed, 01 Apr 2009 20:18:06 -0400

Brackley- Formula One sensations Brawn GP today announced a new "team apparel" sales initiative, marketing and selling team apparel for the first time in the team's very brief history.

Having been saved from extinction as the former Honda team and brought together quickly, Brawn have achieved a tremendous feat in a very short period of time in producing a dominant car and sweeping the first two finishing positions in the Australian Grand Prix. Only over the weekend in Melbourne did the team secure their first sponsorship deals.

Brawn have been the only team up to this point not selling team apparel. Now, they have joined the rest of the grid in doing so.

The marketing campaign is titled the "Brains and Brawn Initiative." In this, fans will have the opportunity to purchase packages of essential apparel-making materials such as polyester, cotton, sewing and embroidery kits, and nylon threads. They will then have the liberty to dream up, design, and create their very own Brawn GP team apparel concepts.

As part of the initiative, fans will receive complementary packages of 100 specially-designed lime green Sharpie highlighter markers to aid in their design efforts, the team said.

"We're very excited to launch this initiative," Brawn Chief Executive Nick Fry said. "This campaign reflects the spirit of Brawn GP—making the utmost efforts with your creative talent given the resources you have- in a way to which the everyday Formula One fan can relate."

"We believe this will spark a revolution in fan participation in Formula One."

Raikkonen Upset With New Formula 1 Rules

Paige Michael-Shetley — Wed, 01 Apr 2009 01:39:55 -0400

Kimi Raikkonen blasted new Formula 1 rules for the 2009 season in an interview with Radio Finland.

Raikkonen, the 2007 Formula 1 World Champion, criticized the introduction of the Kinetic Energy Recovery System (KERS) to the cars.

He said he did not appreciate pressure from Ferrari to give up alcohol from his lifestyle during the offseason, so that he could lose weight and lessen the impact on the car of adverse weight distribution due to the regenerative braking power system.

"For sure I want to have a good time and do what I want and have fun, and for sure I want have fun and sleep until Grand Prix starts and feel good before I drive the car," Raikkonen said.

He also said that he rejects the new rules mandating increased driver access to fans and media.

"For sure the rules forcing drivers to talk to fans and media I do not like," he said." For sure I cannot relax and sleep and do my job while feeling good."

Formula One's New Technical Regulations: Giving Credit Where Credit Is Due

Paige Michael-Shetley — Tue, 31 Mar 2009 11:45:36 -0400

The 2009 Formula One season sees the most drastic changes in the technical regulations of the series from one season to the next in its history.

The signature changes include the lowering and widening of the front wing, the removal of body winglets and attachments in the mid-section of the car, the scaling-back of bargeboards, the raising and narrowing of the rear wing, and the return of slick tires.

These changes have cut the downforce of the car by 50 percent and reduced the aerodynamic wake of a car impacting those behind it, while giving the drivers more tire grip to work with in the corners.

The goal of these changes is to produce closer natural following distances and increase overtaking, hopefully resulting in a more active and fun race. If the Australian Grand Prix is any indication, the FIA have really nailed it.

The race saw more overtaking throughout its 58 laps than F1 saw nearly all of last year. Nearly every non-Safety Car lap saw an overtake. It wasn't just the amount of overtaking that was impressive; it was also where on the circuit drivers were able to overtake.

Over the past several seasons, overtaking occurred almost exclusively in the same situation—a tight, hard-braking corner at the exit of a long straightaway in which a car behind caught a nice slipstream from the car ahead.

In Albert Park this weekend, however, the cars were able to follow behind other cars much more closely through the corners, and following cars were able to catch a nice slipstream on relatively short stretches. Nearly every braking point on the circuit presented an overtaking opportunity, and there was at least one overtaking attempt (if not multiple ones) at all of them.

Even more impressive was the amount of overtaking on the outside. It used to be that the attempt of an overtake on the outside groove of a corner was a monumentally moronic thing to attempt. (See Alonso's fascination with attempting such maneuvers in tight hairpins, circa 2007-2008.)

Now, drivers are strangely able to pull this off, and did so in a shocking amount at Albert Park.

This is perhaps due to their ability to follow more closely throughout a lap and catch a more powerful slipstream, building greater momentum and being in better position to capitalize on it. Relatively more powerful engines also aid the ability for outside overtaking, as the power advantage allows drivers to get back to the power more quickly as they take a less-acute route around the corner than drivers on the inside and can carry more speed on corner exit.

A driver who struck me with numerous successful outside overtaking attempts was Lewis Hamilton, and his Mercedes engine certainly didn't impede his efforts in this respect.

A less-discussed alteration made is in the tire compounds brought to each grand prix, as there is now a larger difference in hardness between the prime and option tires.

Whereas before, the prime and option tires were separated by one level of hardness (e.g. a soft prime tire, and a super-soft option tire), they are now separated by two levels of hardness. This makes preparing the cars much trickier, as going with an aggressive setup to generate grip out of the prime tire could result in amplified degradation of the option tire.

This change has the potential to significantly liven the final stages of a Grand Prix, with different teams on different tire strategies. Teams who wait until the last pit stop to use the option tire could be in for hellaciously nervous closing laps as the tire degrades very quickly and possibly teams on the prime tire catch them. This presents even more opportunities for overtaking, and for exciting overtakes for significant podium positions—if not victories—at significant points in the season.

Such was the case at Albert Park this weekend. With nearly all of the front-runners waiting until the end to put the dreaded super-soft tires on the cars, Robert Kubica and BMW-Sauber instead elected to run super-soft tires on the first fuel run (in which they ran light to increase speed) and use the prime medium tires in the final run.

This was an absolutely brilliant strategy, as his medium tires held up well while the super-softs of those ahead of him did not. He overtook Nico Rosberg (who proceeded on a precipitous fall down the grid with his option tires rubbished) rather easily for third late in the race, and he was catching leader Jenson Button and second-place Sebastian Vettel at a torrid pace before crashing with Vettel while attempting an overtake.

Had he successfully overtaken Vettel, he may not have had the time to catch Button, but he would have made the final three laps very interesting.

BMW-Sauber's strategy this weekend may serve as a blueprint for future tire-fuel strategies for underperforming teams under the new regulations. It's become quite clear now that tire degradation means a lot more to car performance than it used to, and should be considered in almost equal weight with fuel load.

Whereas Kubica likely would have had to fight to finish in the points last year with the pace of the BMW and the fuel strategy the team put him on, the increased importance of tire degradation allowed him to challenge aggressively for the victory.

It's not usual for fans or commentators to applaud the FIA for a change it makes; or for that matter, any decision it makes. In fact, one of the criticisms often leveled at them is that they make too many changes from season-to-season.

But in the case of the new technical regulations, the FIA deserve nothing but the utmost praise for a job well done. If it's not offered now, it will be after we witness the most exciting on-track action over the course of a season in the history of F1.

For Sepang, Rain Expected: Party Time!

Paige Michael-Shetley — Mon, 30 Mar 2009 17:22:25 -0400

According to the weather reports, there is an extremely high chance of rain throughout the weekend in Sepang, with a staggering 94 percent chance of rain on race day. Furthermore, thunderstorms are expected throughout the weekend.

It should be cautioned, however, that this is not the first time rain has been expected for the Malaysian Grand Prix. In fact, it has become something of a tradition over the past two seasons, with rain expected in both 2007 and 2008. Still, an estimated 94 percent chance for rain on race day is about as certain as it gets.

If there is rain, however, we can expect to see quite a show on Sunday. As we all know, a rain storm in Southeast Asia is no laughing matter, so we could be in line to see drivers face a tremendous challenge in vicious conditions. Compounding this challenge will be the reduced rear downforce the drivers will have at their disposal this year, which will make controlling the car extremely difficult.

Who would a wet race this weekend favor? Well, to begin with, you have to look at the team, who clearly have the most pace right now: Brawn. As if they needed any other advantage over the competition this weekend, they may get one with a wet race.

First, they have more rear downforce than any other team, so they will naturally have an aerodynamic advantage in these conditions. Secondly, both Jenson Button and Rubens Barrichello are supreme wet racers, with each driver scoring wins and turning in a number of other highly impressive driving performances and finishes in the wet. Finally, Ross Brawn brings a wealth of technical experience in setting up for wet conditions with the Rain King himself—Michael Schumacher—at both Benetton and Ferrari.

Next, you have to look at the man who has been the best wet race performer of the last two seasons—Lewis Hamilton. With his brilliant win at Fuji in 2007 and performances last year, including his savage assault on the field at Silverstone; his expert win in the wet/semi-wet Monaco last year; and great performances at Spa and Monza; he's cemented himself in the minds of many as the best wet racer in F1 today.

However, given McLaren is lacking rear downforce, Hamilton could have his hands full. If I'm McLaren, I would roll the dice and plan to go to Sepang with a maximum downforce setting, even if it compromises the straightline speed that they would need in Sectors one and three in order to be even pedestrian in the dry.

Sebastian Vettel is another driver who comes to mind as a favorite to win in a wet Malaysian Grand Prix. He achieved his first F1 victory famously in the wet at Monza, and he contended for his first one in the horrendous conditions at Fuji in 2007, before infamously ramming his now-teammate Mark Webber under caution.

Young Vettel loves the wet, clearly.

The last man who comes to mind as a favorite for a wet race at Sepang is Robert Kubica. He drove a brilliant race in the wet at Fuji, challenging Hamilton for the lead at one point and then participating in an epic last-lap duel with Massa for position. Kubica also turned in a dominating performance in the early stages of the wet Monaco Grand Prix last year, before Hamilton took the lead under pit stops and proceeded to gap the field on to victory. He scored a podium finish at Monza last year from a dismal starting position, and he was on track for a podium at Silverstone before spinning off.

Some claim the Pole has the best car control in Formula One, and he has provided plenty of evidence for this argument in his young career.

All in all, let's pray for rain this weekend at Sepang. If anything, it should liven up what many anticipate will be another Schumacher-Ferrari-esque butt whooping by Brawn GP.