2008 Formula One Thread

Understanding F1 2008: Tyres and more (I thought it was tires)

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I like these videos but am amazed it took all season to figure it out and now the rules have chaged. Oh well more vidieos to come as a result.

BMW Sauber F1 Team - Test in Jerez - Day one
12/09/2008

Test in Jerez.
December 9th - 11th 2008
Day one - Tuesday


Weather conditions: Heavy fog in the morning, some rain in the afternoon.

Temperature: Air: 9 - 16 ??C, Track: 11 - 15 ??C

Number of drivers participating: 9 from 6 teams

Fastest lap overall: S?®bastien Buemi (Scuderia Toro Rosso) 1:18.742 min

Circuit length: 4.428 km


Nick Heidfeld
Chassis / engine: BMW Sauber F1.08B-03 / BMW 86/9
Test kilometres today: 217 km (49 laps)
Fastest lap: 1:20.678 min

Christian Klien
Chassis / engine: BMW Sauber F1.08B-06 / BMW 86/9 KERS
Test kilometres today: 67 km (15 laps)
Fastest lap: 1:22.098 min


Programme:
Due to heavy fog early in the morning, the BMW Sauber F1 Team did not start today's testing until around 11.00 hrs. Nick Heidfeld and Christian Klien ran two F1.08B interim cars featuring a modified 2008 chassis with some of the bodywork complying to the 2009 regulations. Only Klien's car was fitted with BMW's own KERS device. His test schedule was curtailed by a precautionary engine change. The Austrian stopped off track when sensors indicated a mechanical problem.

Heidfeld today concentrated on setup work with the suspension as well as the new aero package. Although the session came to a premature end when it started to rain at around 15.00 hrs, he collected valuable data with the F1.08B running on 2009 slick tires."Based on the results of the last test in Barcelona we changed the mechanical setup of the car," Heidfeld said. "It looks like we are moving in the right direction."



What comes next:
The BMW Sauber F1 Team will continue testing in Jerez for two more days. Tomorrow Nick Heidfeld will again be at the wheel of the BMW Sauber F1.08B, along with Robert Kubica. On Thursday Robert Kubica and Christian Klien will be on duty.



Corporate December 5, 2008


Statement by Takeo Fukui, President and CEO, Honda Motor Co., Ltd.

December 5, 2008 ÔÇô We, Honda Motor Co., Ltd., have come to the conclusion that we will withdraw from all Formula One activities, making 2008 the last season of participation.

This difficult decision has been made in light of the quickly deteriorating operating environment facing the global auto industry, brought on by the sub-prime problem in the United States, the deepening credit crisis and the sudden contraction of the world economies.

Honda must protect its core business activities and secure the long term as widespread uncertainties in the economies around the globe continue to mount. A recovery is expected to take some time.

Under these circumstances, Honda has taken swift and flexible measures to counter this sudden and expansive weakening of the marketplace in all business areas. However, in recognition of the need to optimize the allocation of management resources, including investment regarding the future, we have decided to withdraw from Formula One participation. We will enter into consultation with the associates of Honda Racing F1 Team and its engine supplier Honda Racing Development regarding the future of the two companies. This will include offering the team for sale.

In its third era of Formula One activities, Honda has been participating in Formula One races from the 2000 season, initially with BAR, by adopting a new format of jointly developing racing machines. Subsequently, in a move to meet the changing environment surrounding Formula One, we switched to running a 100% Honda-owned team commencing with the 2006 season.

Surmounting many challenges, the Honda Team achieved a Grand Prix victory in 2006, enabling Honda to receive overwhelming support from Honda fans around the world that were looking forward to greater success. It, therefore, has been an extremely difficult decision for us to come to this conclusion without having been able to fully meet the expectations of our fans.

By making the best of what we have learned during these times of economic turmoil, coupled with the spirit of challenge gained through active participation in racing, we intend to continue with our commitment in meeting new challenges.

Finally, we would like to take this opportunity to sincerely thank our fans and all those who have supported HondaÔÇÖs Formula One efforts, including everyone in the world of Formula One.

Thank you very much.

Takeo Fukui
President and CEO
Honda Motor Co., Ltd



Statement from BMW to Formula One exit of Honda.
12-05-2008 Press Release
Dr. Klaus Draeger, Member of the Board of Management of BMW AG, Development

"It is with regret that we learnt of HondaÔÇÖs decision. It has no bearing on BMWÔÇÖs involvement in Formula One.

Our F1 involvement is an integral part of the company strategy. There is no better platform than Formula One for demonstrating our brand values. BMW, moreover, makes targeted use of the Formula One project as a technology accelerator for series production.

With the BMW Sauber F1 Team, we have from the start focused on high efficiency and have achieved our successes with a compact and powerful team. The cost-benefit ratio is commensurately positive. The measures now proposed by FOTA for significant cost cuts starting as early as season 2009 are a further important contribution."

The first of many?

I understand Honda is sticking in the IRL for now. Have to wonder if the big three and Toyota will pull their support for NASCAR.

Honda says it is staying with the other forms of racing. 500million savings from pull out in F1. NASCAR isn't my turf

As usuall, thanks for all the DETAILED info!
You are the greatest.


I must, however, chime in with my distaste for the IRL.
Bring back Champ Car!!!!!

G

Jerez Day 2[url] should have been posted in this thread. Oops

Money and the implications for racing is the real news in F1. For all that is written about the Bernie and Max show F1 is one big canary in the racing mine. When it has trouble breathing the rest of racing is choking.

The choking noises you hear in the background include motorcycle racing. Honda has said during its announcement of ending its F1 involvement that it will not be pulling out of other forms of racing. The motorcycle effort including MotoGP is going full throttle at Honda. What is not clear is what this will mean for the Alphabet Soup wars in the US.

[url=http://www.f1complete.com/content/view/11132/900/]F1complete.com picked up on a Financial Times report off a Dun and Bradstreet study done on F1 teams in the wake of HondaÔÇÖs exodus.

Paddoctalk.com in a piece suggesting KERS implementation be delayed points to BMWÔÇÖs adamant support for it and its veto power in FOTA for why it will probably go ahead. With the potential of a common engine KERS would be BMWÔÇÖs only to shareholders to continue the expense of F1 involvement at the same time the car industry is upside down.

The party line from FIA.com

FIA and FOTA Meeting
10/12/2008
FIA and FOTA have had the most successful meeting on Formula One matters which any of the participants can remember.

Agreement was reached on measures to meet all the objectives originally put forward by the FIA for 2010 and thereafter in addition to which FOTA have now made proposals for very significant cost saving in 2009 while maintaining Formula One at the pinnacle of motor sport and reinforcing its appeal.

These proposals will be put to the FIA World Motor Sport Council on Friday following which full details will be released.

FIA President Max Mosley said,

ÔÇ£I am delighted with the outcome of this meeting.ÔÇØ

FOTA President Luca di Montezemolo said,

ÔÇ£The unity of the teams was fundamental to meeting the goals for a new Formula One, but with the same DNA, as requested by the FIA.ÔÇØ



A letter from Max

All Formula One Team Principals

5 December 2008

Gentlemen
Further to my letter of 18 November (copy attached for convenience), we have completed the tendering process and are now in exclusive negotiations with Cosworth together with Xtrac and Ricardo Transmissions (XR) to supply a complete Formula One power train starting in 2010. The engine will be a current Formula One engine while the transmission will be state-of-the-art Formula One and a joint effort by two companies which already supply transmissions to most of the grid.

The cost to each team taking up this option will be an up-front payment of ?ú1.68M (Ôé¼1.97M) and then ?ú5.49M (Ôé¼6.42M) per season for each of the three years of the supply contract (2010, 2011, 2012). This price is based on four teams signing up and includes full technical support at all races and official tests, plus 30,000 km of testing. The annual cost will reduce if more teams take up the option, for example to ?ú4.99M (Ôé¼5.84M) per team with eight teams. It will further reduce ifless than 30,000 km of testing is required. Neither engine nor transmission will be badged.

As suggested in my letter of 18 November, teams participating in the 2010 Championship would then have three options:
ÔÇó the above;

ÔÇó the right to build an engine themselves, identical to the above, having been supplied with all the necessary technical information;

ÔÇó the right to continue to use their existing engine, with the current ban on development and requirement for engine parity still in place (noting that the engine supplied will become the reference engine for output and other performance indicators and no engine will be permitted to exceed those indicators).

Teams opting for one of the latter two options would nevertheless use the XR transmission.

In combination with the programme of cost reductions for the chassis, race weekend and team home base outlined in my letter of 18 November, these arrangements have a number of advantages. These include:

ÔÇó enabling the independent teams to survive in the current difficult economic climate;
2

ÔÇó facilitating the replacement of a manufacturer team if (as seems likely) we suffer additional losses;

ÔÇó stabilising Formula One while new road-relevant technologies are introduced together with
a state-of-the-art high tech engine, which could be in Formula One as early as 2013
should the car industry by then be in a position to fund its development;
ÔÇó avoiding any change to the Formula One spectacle and keeping the technology at current levels.

These arrangements are on the basis that at least four teams enter into contracts to use the
power train described above, and do so no later than close of business (5pm CET) on Thursday 11 December 2008. In the event of fewer than four teams signing up, the FIA may still proceed but the price on offer will vary. The supply contracts will be with Cosworth but in the first instance teams are requested to make their intentions known to my office.

Yours sincerely
Max Mosley
MaxÔÇÖs Nov 18 letter

Mr Luca di Montezemolo, Chairman
Mr John Howett, Vice Chairman
FOTA
FORMULA ONE TEAMS ASSOCN

18 November 2008

Gentlemen
Thank you for your letter of 4 November.

As you already know, your earlier letter of 31 October reached us in time for the proposal signed by all the teams on 30 October to be put before the World Motor Sport Council, who agreed to it. I am pleased to say that the three-race engine will therefore be part of the 2009 regulations.

However, your letter of 4 November did not reach me until after the beginning of the meeting on 5 November and we were therefore unable to deal with it.

Having now had an opportunity to review your letter of 4 November, I must say we greatly
appreciate what is clearly a significant effort to reduce costs. However, cost reductions of the
order mentioned in your third paragraph are inadequate having regard to the current economic situation. Reductions of Ôé¼20-48 million per year will not save the independent teams, nor will they reduce the budgets of the major manufacturers to a level at which we can feel confident of their continued participation.

If I may approach the questions in more detail.

POWER TRAIN
Engines
We understand that the FOTA proposal is to produce a Ôé¼5 million engine from 2011. We are in fact looking for a complete power train (ie engine plus transmission) for less than Ôé¼5 million and we believe it is essential to have this in place for 2010 and not wait until 2011. By 2011, it may be too late.

Furthermore, we understand that instead of an inexpensive but high-tech in-line 4-cylinder
engine, FOTA are now considering developing a brand new V6 for 2011. In our view, the latter would rightly be seen by the public as an inferior version of what we already have and be a waste of development money. There is a strong case for deferring the introduction of a new engine until the manufacturers are in a better position to fund its development. This would imply the use of an interim engine until at least 2013, as suggested in the note which was sent to you on 14 October.

Transmission
In order to achieve significant savings, there is a very strong financial case for a standard
gearbox and an even stronger financial case for a ten-race standard gearbox with fixed ratios, serviced only by the supplier. We should like to discuss these possibilities with FOTA.

Complete power train
We are now confident that we will be able to source a power train (engine and complete
transmission) which is visually, technically and audibly indistinguishable from the power trains currently in use, for significantly less than Ôé¼10m per team per season. We would then be able to offer each competing team three options:
(i) the FIA-sourced power train or
(ii) the right to build an engine identical to the FIA-sourced engine or
(iii) to continue with a current engine and to operate it within the constraints of the 2010
regulations.

An engine with less than current Formula One technology in combination with a ten-race
gearbox would come in under the original Ôé¼5 million budget. However, the attractions of
continuing to use full current Formula One technology for less than Ôé¼10 million are significant.

CHASSIS
We note the list of elements attached to your letter of 4 November, but I would reiterate the point made in my letter of 27 October (copy attached for convenience). A more rigorous analysis is needed in which every element of the chassis is looked at, so that a considered decision can be taken as to whether it should or should not remain a performance differentiator. Only by considering each individual element can a proper analysis of the chassis be made and a reasoned decision be taken as to what costs might be saved and in which way.

We are therefore going to revise the chassis rules for 2010. We would like to do this in
consultation with FOTA. The plan is to make a list of every single chassis component and then, one by one, decide whether or not each component should be a performance differentiator. At present, virtually every component has an effect on performance even if only minimal. In today's ultra-competitive F1 this has led to vast sums of money being spent on items which make no difference to the appeal of F1 (because they are invisible to all except the team's own engineers) and contribute nothing to technology. This money is therefore being wasted. In the present economic climate, that cannot continue.

Having considered each component and decided whether or not it should continue to be a
performance differentiator (ie affect the performance of the car), we would have three lists of
components: List A: those which will continue to affect performance, List B: those which will no longer affect performance and List C: those which it is customary to purchase from outside suppliers. We will put out to tender the supply of each of the List B components and all teams would then use them. The same would apply to items on List C whose cost is other than trivial. We will also introduce rules to prevent teams using very expensive materials and/or manufacturing processes for List A components.

From this will follow a very clear and simple definition of a customer car, namely one which does not incorporate any component which features on List A if it is also to be found on another competing car.

Whether so-called customer cars should be admitted to the Championship (as is currently the case) and, if so, on what terms, is a matter for discussion with the teams and the commercial rights holder (FOM).

RACE WEEKEND
We will revise the regulations governing the race weekend in exactly the same way. We will look at each item of expenditure and consider whether it can be eliminated without affecting the spectacle. All such items will be eliminated unless they are likely genuinely to affect safety or the teams need to keep them for marketing reasons. Again, we should prefer to do this in consultation with FOTA.

From this will follow whether any - and if so what ÔÇô changes to the regulations or procedures
should be made.

THE HOME BASE
Similarly, all aspects of R&D at a teamÔÇÖs factory must be looked at. These include limitations on wind tunnel use and the maximum scale of the models, restrictions on CFD and the use of simulators of all kinds as well as numerous other items. I believe FOTA are currently working on proposals which we look forward to receiving.

THE TARGET
As mentioned above, reductions of Ôé¼20-Ôé¼48 million per year are inadequate. In present
circumstances we need to introduce radical change before it is forced upon us. Fortunately,
Formula One is currently a business from which more than 80% of the costs can be removed
without affecting the ÔÇ£productÔÇØ in a way which the customers (ie the public world-wide) would
notice.

In order to ensure the survival of the Formula One World Championship with confidence, we
believe that costs must come down to the point where the income from FOM, split among 12
teams, will cover all a teamÔÇÖs costs except for the power train, the drivers and marketing. If
expenditure exceeds this level by anything other than a marginal amount, we cannot be
confident that enough of the current teams will survive to ensure a viable championship.

When we enter the era of a new, low-cost, high-tech engine (2013 or later, depending on the
state of the motor industry), we would expect the manufacturers to help us frame regulations to ensure that the research and development associated with the new engine is useful for their core business. The regulations should also ensure that the cost per kilometre of operating the new engine is far lower than todayÔÇÖs cost.

In the meantime, the power train as outlined above will be much less expensive, but
nevertheless maintain current technical levels and ensure that an entertaining and viable World Championship continues, apparently unchanged.

With these arrangements in place, the FIA would join with FOTA in seeking to persuade FOM to divide the prize money so that up to 12 teams are guaranteed at least $50m (Ôé¼40m or ?ú33m) each. This would ensure a full grid with a strong possibility that new teams will enter the Championship, filling the two vacant slots as well as any additional vacancies.

Finally, I should make it clear that the FIA has an absolute duty to ensure that its Formula One World Championship continues. When a problem such as the current world-wide financial crisis emerges, the FIA must rapidly introduce whatever regulations it judges necessary to ensure the survival of its principal championship.

We will, of course, always do this in consultation with the stakeholders and we will try hard to
accommodate the wishes of at least a majority of the teams.

However, we must recognise that in an extreme situation, not all teams may agree with our
measures. We appreciate that in these circumstances some teams might decide not to enter the World Championship and opt instead for some other professional racing series. Furthermore, we are, of course, always ready to sanction an international series for teams which wish to run under regulations other than those of Formula One. We would require only that the series in question did not fall below current safety standards and met the generally accepted criteria of sporting fairness. We would, of course, not be concerned with the financial viability of a series which was not part of an FIA championship, nor with the amount of money spent by participants.

As always, I and my advisers remain ready to meet the teams at short notice.

Yours sincerely
Max Mosley

cc: All Formula One Team Principals
Mr B Ecclestone

BMW Sauber F1 Team - Test in Jerez - Day three

12-11-2008 Press Release

Test in Jerez.

December 9th ÔÇô 11th 2008
Day three ÔÇô Thursday


Weather conditions: Very cold in the morning, sunny all day.

Temperature: Air: 6 ÔÇô 15 ??C, Track: 5 ÔÇô 22 ??C

Number of drivers participating: 10 from 6 teams

Fastest lap overall: S?®bastien Buemi (Scuderia Toro Rosso) 1:17.258 min

Circuit length: 4.428 km


Robert Kubica
Chassis / engine: BMW Sauber F1.08B-06 / BMW 86/9
Test kilometres today: 594 km (134 laps)
Fastest lap: 1:19.559 min

Christian Klien
Chassis / engine: BMW Sauber F1.08B-03 / BMW 86/9
Test kilometres today: 448 km (101 laps)
Fastest lap: 1:19.738 min


Programme:
Running interim cars ÔÇô 2008 chassis and engine configuration with some body work complying with the 2009 regulations ÔÇô the BMW Sauber F1 Team today continued its development work in preparation for next season. After sitting out the chilly early morning, when temperatures of around five degrees Celsius made any meaningful testing impossible, Robert Kubica and Christian Klien worked on the mechanical set-up of the F1.08B. Both drivers also did tyre evaluations for the different compounds of the 2009 slicks.

ÔÇ£I could do a lot of laps today and covered nearly 600 kms, which was very good. Our main goal at this stage is to understand what we can do with the set-up options for next yearÔÇÖs car,ÔÇØ said Kubica.


What comes next:
There is only a short break over the weekend before the BMW Sauber F1 Team starts testing again in Jerez. Another three days session is scheduled to begin on Monday.

FIA and FOTA met in Monaco today.

Neither the FIA or the official F1 site have posted a copy of the press release from todayÔÇÖs meetings in Monaco. As I post this Toro Rossi is the only team site to say anything about the meeting. They sound pleased with the outcome. What I have gathered from the various sources reporting it the common items include:


* Engine life to be doubled. Each driver will use a maximum of eight engines for a season, plus four for testing (i.e 20 per team).

Essentially this means an engine needs to survive four races now instead of the two races in 2008. How this will be enforced and what the penalty for violation is.

* A limit of 18,000 rpm. Down from the current 19,000 rpm limit

This does not seem to be a big change but work it out over a season with races that run about two hours and those rpms add up to a lot of engine time.

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

Changes in the engine tuning level and the need to have client teams to make a viable racing grid combined with the chance for the current manufacturers retaining the ability to sell engines and make a buck in the process make this work. What is not clear is will Cosworth be making a shot at building an engine for anyone.

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

Even at my local banks reduced interest rates I could live nicely off the interest on the money McLaren and Ferrari spent on wind tunnel testing related to aerodynamics for the last four races of the season. With the changes that already have been announced to the front and rear wings along with the diffuser this will put the other teams on more equal footing.

* Factory closures for six weeks per year, to accord with local laws.
Everyone needs a vacation. Other forms of racing shut down for the traditional European summer vacation why not F1?

None of the blogs or news sources had anything to say about KERS. I donÔÇÖt understand the technology beyond a cursory level. It smacks of the kind of technology that F1 is known for but not as an institutional thing. Somehow I would like to see it go forward; however, I donÔÇÖt think it will survive the budget test. It may be to late for teams to change their 2009 cars with only a holiday packed month between now and when most teams are launching their new cars. KERS may end up with turbo charging and traction control as items that appear and disappear from the applied technology list of F1.

There were some vague glimpses into 2010 and beyond.
From 2010:
* The engine from 2010 will continue to be used in 2011 and 2012 (thus no new engine for 2011).
* Subject to confirmation of practicability, the same transmission will be used by all teams.
* The FIA are to compose a standard parts list relating to the chassis. Some parts will be allowed development, other will be required to use inexpensive materials.
* For a race weekend there will be standardized radio and telemetry systems, a ban on tire warmers, mechanical purging of tires, and most crucially, a ban on refueling.
* There will also be a possible reduction in race distance or duration (with a proposal to follow from market research).
* With regards to factory activity there will be further restrictions on aerodynamic research, combined with a full analysis of factory facilities with a view to proposing further restrictions on such facilities.

The following is the statement from Formula 1. The FIA is expected to post complete details but as of the time of this post they have not. The information for 2009 has not changed much from what was posted last night. 2010 and beyond has more information and there is a limited discussion of KERS.

Mario Theissen, BMWÔÇÖs Motorsport Director, statement follows after the F1 release. It is a carefully worded statement that, as I read it, speaks more to the tensions and complex position BMW and BMW Sauber find themselves in as this unfolds.

Formula 1

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

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

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

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

From 2010 all teams will be able to obtain engines for less than Ôé¼5 million per season, either from an existing manufacturer or from an independent supplier, and all teams are likely to use the same transmission. Refuelling and tyre warmers will be banned.

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

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

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

FORMULA ONE WORLD CHAMPIONSHIP

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

2009

Engine

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

ÔÇó Limit of 18,000 rpm.

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

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

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

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

Testing

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

Aerodynamic research

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

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

Factory activity

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

Race weekend

ÔÇó Manpower to be reduced by means of a number of measures, including sharing information on tyres and fuel to eliminate the need for ÔÇ£spottersÔÇØ.

Sporting spectacle

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

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

2010

Power train

ÔÇó Engines will be available to the independent teams for less than Ôé¼5 million per team per season. These will either come from an independent supplier or be supplied by the manufacturer teams backed by guarantees of continuity. If an independent supplier, the deal will be signed no later than 20 December 2008.

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

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

Chassis

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

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

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

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

Race weekend

ÔÇó Standardised radio and telemetry systems.

ÔÇó Ban on tyre warmers.

ÔÇó Ban on mechanical purging of tyres.

ÔÇó Ban on refueling.

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

Factory activity

ÔÇó Further restrictions on aerodynamic research.

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

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

Longer term

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

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

BMW Motorsport Director Mario Theissen about the FIA World Motor Sport Council's decisions:

"The decisions reached are a reflection of the intensive efforts made by the various FOTA working groups in recent weeks. The proposals for cost-cutting have also persuaded the FIA. That means we have now established a mutual basis for 2009, and in further stages for the following years, on which to carry out a restructuring of Formula One. The paramount aim in this will be to adapt to the economic environment. We will not, however, be neglecting the interests of the fans. Numerous suggestions are aimed at injecting the Formula One events with greater appeal. The approved measures will certainly require further fine-tuning, but with the spirit that has been shown over the last months, we will be able to resolve the details jointly as well."

Medal Rush - Q&A with Bernie Ecclestone

Q: You have suggested gold medals should be introduced. How would that work?
Bernie Ecclestone: My idea is that instead of points we should award medals to the drivers finishing first to third in a race, gold for the winner, silver for the second placed driver and bronze for the driver who comes third.

Q: So how will the driversÔÇÖ championship be decided?
BE: The title will be awarded to the driver who wins the most gold medals in a season and if there were a tie, the number of silver medals won would be taken into account (and if still tied, it would be decided by bronze medals and so on).

Q: What is behind the idea?
BE: Well, quite simply, it will make Formula One a much more exciting spectacle because it will incentivise drivers to race to win. We should see much more overtaking, drivers will take more chances and they will race each other all the way to the chequered flag. At the moment, quite often we see drivers settling for second, third or fourth position, and the race can be dull in the final stint after the last round of pit stops. The drivers arenÔÇÖt to blame, theyÔÇÖre racers, but the scoring system forces them to be too conservative. As things are, if they want to take the title, it is better to settle for a few, safe points rather than chase down the guy in front and risk going home with no points.

But this is Formula One, the pinnacle of world motorsport, and only the best driver should win the title. Being a Formula One world champion is not about being a consistent and reliable runner-up. ItÔÇÖs about racing hard, taking chances and not settling for second best. Last year, Hamilton was leading the driversÔÇÖ championship before he had even secured his maiden win. Likewise, after Canada this year, Kubica led the driversÔÇÖ championship on points even though Hamilton, Massa and Raikkonen had all won more races. Lewis and Robert are both extremely talented, but I donÔÇÖt think the system should produce that kind of result. It shouldnÔÇÖt be possible for someone to be crowned world champion without winning a single race, but that really could happen unless we change the scoring system.

Q: Are you suggesting that the constructorsÔÇÖ championship be decided in the same way?
BE: No, I think we should keep that as it is, awarding points for places 1 to 8 as we do now. For the teams, constructor points are purely a financial matter as they determine a teamÔÇÖs share of the annual prize fund. Fighting for a point or two really matters to the teams further down the grid and I donÔÇÖt see any reason to change that. Back in 2003, we extended the points system down to eighth place which was great for the teams, especially the smaller ones, but it aggravated the problem with the drivers scoring system because by increasing the number of points for coming second from 6 to 8, we made the step from first to second place too shallow. That year, Michael (Schumacher) won the title from Kimi (Raikkonen) by only two points but Michael had won six races whereas Kimi had won just one race. Kimi is a great driver and a natural racer but I donÔÇÖt think it would have been right had he won the title in that situation, however it nearly happened.

Q: It has been suggested in some parts of the media that you are unhappy that Lewis won the championship and that is behind the proposal
BE: Rubbish! Lewis is a worthy world champion and nobody was more delighted than I was that he won. He was destined to be a champion and it was just a question of when, not if, he would win. The only thing I was uncomfortable about was that under the current system Lewis needed to finish only fifth in the last race to win the title and I donÔÇÖt think the fans go to races or switch on their TV to watch a great driver aim for fifth place. The want to see the best drivers in the world battling hard for a race win.

Q: Do you worry that with gold medals, the title could be all over by mid-season?
BE: I think that can happen under any scoring system if one constructor dominates with a superior car, but actually I think it is less likely under the gold medal system. With four or five races to go a driver who is three or four gold medals down could still win the championship, which is far less likely now if the difference between winning and second place is only two points. In any case, the way to keep the championship wide-open and exciting is to reduce the cost that a team needs to incur to be competitive. I am very pleased that the teams have now seen sense on this issue and agreed meaningful proposals to cut their expenditure, as Max (Mosley) and I have been urging for some time now. I think theyÔÇÖve all had a wake up call and have realised that their present levels of expenditure are simply not sustainable. What is more, the racing should get much closer too.


Formula1.com
You can vote for or against this idea and let Bernie know what you think.

Force India

Friday's Monaco meetings apparently removed Force India's doubts. Today the team announced its drive lineup - no changes

Press Release

Force India to retain complete driver line-up for 2009 season
Sat, 13 Dec 2008

The Force India Formula One Team is pleased to confirm an unchanged driver line-up for the 2009 FIA Formula One World Championship. Giancarlo Fisichella and Adrian Sutil will continue as race drivers, with Vitantonio Liuzzi also retained as the official test and reserve driver to give complete driver continuity for Force IndiaÔÇÖs second season of competition.

Thirty-five year-old Fisichella returned to the Silverstone-based outfit for the 2008 season, while 25-year-old Sutil started his Formula 1 career with the team in 2006 as a test driver before stepping up to the race seat in 2007. Liuzzi, 27, fulfilled the test and reserve role in 2008.

Dr Vijay Mallya commented, ÔÇÿI firmly believe that next year will be a huge opportunity for this team. We have a new technical partnership with McLaren and Mercedes, a dynamic new management structure and now one of the most solid driver line-ups on the grid. We certainly welcomed the insight and advice of our new partners in this matter, however the choice was entirely ours based on the current talent available in the market today. In Giancarlo, Adrian and Tonio we have a wonderful balance between experience and ambition and now complete consistency.ÔÇÖ

December 15

RUMOR

f1network.net: Will Honda sell its F1 team to Peugeot and Citroen? If they buy it would BMW be the engine supplier? An interesting read full of information and speculation.

BMW Sauber F1 Team - Test in Jerez - Day one
Slideshow: Winter testing in Jerez
12-15-2008 Press Release
Test in Jerez.

December 15th – 17th 2008
Day one – Monday


Weather conditions: Sunny all day, but very cold in the morning.

Temperature: Air: 4 – 12 ??C, Track: 4 – 16 ??C

Number of drivers participating: 5 from 3 teams

Fastest lap overall: S?®bastien Buemi (Red Bull Racing) 1:17.704 min

Circuit length: 4.428 km


Nick Heidfeld
Chassis / engine: BMW Sauber F1.08B-06 / BMW 86/9
Test kilometres today: 333 km (75 laps)
Fastest lap: 1:19.360 min

Christian Klien
Chassis / engine: BMW Sauber F1.08B-03 / BMW 86/9 KERS
Test kilometres today: 417 km (94 laps)
Fastest lap: 1:19.655 min


Programme:
Today the BMW Sauber F1 Team had two interim cars in Jerez for testing duties, with both are based on the 2008 chassis and featuring some 2009 regulations’ body work. In addition, Christian Klien’s car was fitted with BMW’s own KERS device. Klein and Nick Heidfeld evaluated different set-up options in preparation for the 2009 season.

“We also did some tyre testing to learn more about the potential of the new slick tyres”, said Heidfeld. Around lunch time Nick Heidfeld’s car stopped out on the track when the telemetry data indicated a mechanical problem. After a precautionary engine change he was able resume his testing programme.
Klien’s F108B ran without any noteworthy problems. Completing 94 laps, he tried different configurations of the KERS system.

What comes next:
The last test session of 2008 will continue in Jerez for two more days. Tomorrow Nick Heidfeld will again be at the wheel of the BMW Sauber F1.08B, and will be joined by Robert Kubica. On Wednesday Robert Kubica and Christian Klien will be testing.


Red Bull

Jerez Test, Day One
15 | 12 | 08
S?®bastien Buemi (RB4-02) Time: 1:17.704,Laps: 71; Brendon Hartley (RB4-05) Time: 1:19.586, Laps: 83. Fastest Lap: Buemi

Circuit length: 4.423 km
The final test session of 2008 got underway today at Jerez de la Frontera, with Red Bull Racing running two cars; one for Sebastien Buemi and the other for the young New Zealander, Brendon Hartley.

Apart from a Show Run and some straight line testing, this was the Kiwi’s first ever proper F1 test and he acquitted himself very well, completing more laps than planned. His only mistake was missing the pit lane entry at the end of his very first lap.

He set the third fastest time today. “This has been an amazing experience,” said Brendon after his first full day of testing a F1 car. “The first run was really difficult, just in terms of the mind speeding up, as everything’s going so much faster than normal. There’s a lot of things to think about with buttons and radio calls, but I got more and more confident with the car and it was going well by the end of the day. It’s a dream come true really. I’ve been working for this all my life and it’s been unbelievable.

"After about 10 laps I became much more confident and was trying more and more things. The first lap installation lap was very difficult as I have never experienced a Formula One car in this type of environment before, you have to be really alert and react very fast. You have to push this button and this button – there’s a lot going on, but it’s getting easier and easier every time I hop in the cockpit."

As for Buemi, he continued where he left off when he set the fastest times on all three test days at the same track last week at the wheel of a Toro Rosso car. He got through his full programme which centred on data measurement in the morning and 2009 brake evaluation in the afternoon. He had a slight off at Turn 9, caught out by rain on the artificial grass, but the damage was soon repaired.
It’s a double Seb day tomorrow, as Buemi is joined by Sebastian Vettel, who takes over from Hartley.


Williams Summary

This is a release from Williams about last weeks testing.

11 December 2008

The AT&T Williams team concluded their four day test in Jerez today. For the second day in succession, Nico Rosberg piloted the modified FW30 and finished work on the team's schedule of test items. Nico set the 7th quickest time of the day with a 1:19.388 on lap 41 out of a total of 130.


Sam Michael, Technical Director, Williams F1:
“During this week's test we worked on further set-up changes to progress our understanding of the slick tyres and new aerodynamic rules to which we'll all be operating in 2009.”

Nico Rosberg:
“It was a good test for the team in Jerez. My two days were probably more productive than those earlier in the week as the conditions were more consistent and therefore conducive to testing. We managed to cover a lot of ground, mainly on some important mechanical developments for ‘09, and for which we got some clear results which is good. We also spent time learning the new aero components and the slick tyres. I covered a lot of laps on both days which is always useful and we had no reliability issues, which is great considering how many new parts we’re running. Overall it was a positive test.”

Kazuki Nakajima:
“It was an interesting test because it was my first experience of the modified FW30 and the slick tyres. It’s been more than a month since I’ve driven the car as well so it was nice to be back in the cockpit. Unfortunately, we had a few technical problems on Tuesday and the weather wasn’t great so my track time was a little limited. Despite that, it was all good preparation for next week’s test when I’ll go back to Jerez for two days in the car.”

Dani Clos:
“It was really good to get another test with the team under my belt and a good opportunity for me to increase my confidence. The day started with bad weather so conditions were quite difficult to begin with and, as I was the only driver out on track, it was quite difficult to get the temperature into the tyres. When the track did start to dry out, though, conditions improved and it became easier to drive. We covered everything that the engineers wanted us to and returned some positive feedback so I’m happy with the job I did.”

What a waste.....if you are not going to run it in the US....it's of very little use to me.......

More news from the Thread on un-American Activities.


BMW Sauber F1 Team - Test in Jerez - Day two
12-16-2008 Press Release

Test in Jerez.

Slideshow

December 15th ÔÇô 17th 2008
Day two ÔÇô Tuesday


Weather conditions: Sunny all day, too cold for testing early in the morning.

Temperature: Air: 3 ÔÇô 15 ??C, Track: 3 ÔÇô 18 ??C

Number of drivers participating: 5 from 3 teams

Fastest lap overall: S?®bastien Buemi (Red Bull Racing) 1:17.029 min

Circuit length: 4.428 km


Robert Kubica
Chassis / engine: BMW Sauber F1.08B-03 / BMW 86/9 KERS
Test kilometres today: 271 km (61 laps)
Fastest lap: 1:20.006 min

Nick Heidfeld
Chassis / engine: BMW Sauber F1.08B-06 / BMW 86/9
Test kilometres today: 377 km (85 laps)
Fastest lap: 1:19.303 min


Programme:
The BMW Sauber F1 Team again ran two F1.08B interim cars that are based on the 2008 chassis with some of the bodywork from the 2009 regulations. While Nick Heidfeld used a conventional car, Robert Kubica continued the development work with BMWÔÇÖs own KERS device. Both drivers started their test programmes nearly two hours late due to the cold morning temperatures.

After the sun had heated up the track, Heidfeld and Kubica worked on the set-up of their respective cars. The main goal again was collecting data in preparation for the 2009 season. Kubica concentrated on energy strategies while using the KERS system. Heidfeld evaluated different solutions for the mechanical set-up of the car, while the team collected more information on the new slick tyres. ÔÇ£After the delay in the morning the weather was nearly perfect, so overall it was a good day for meÔÇ£, Heidfeld said after completing 85 laps. ÔÇ£I did short as well as long runs to compare tyre wear. At the end of the session I did some race start simulations, as this is also an area where we have to adjust to the slick tyres.ÔÇØ


What comes next:
The BMW Sauber F1 Team will continue testing in Jerez tomorrow. Robert Kubica and Christian Klien will be on duty.

Williams

. After just one day at the test track last week, Kazuki Nakajima re-joined the team in Spain today to carry out the last two days of testing obligations. At an icy Jerez track, Kazuki continued work on the team's test schedule in anticipation of new regulations to be rolled out next season. Development work on the list this week includes slick tyre evaluations, aero tests and set-up optimisation.

Over the course of the session, Kazuki completed 105 laps of the 4.428km track and set a fastest time of 1:20.332.

Dickie Stanford, Test Team Manager, Williams F1:
ÔÇ£Kazuki was on duty today and took over from where Nico Hulkenberg left off yesterday, continuing with tyre testing and general set-up work. We lost a small amount of track time this morning due to the icy weather, but the car has been running well and weÔÇÖve had no other problems. Kazuki will continue in the car tomorrow for our last day of testing this year.ÔÇØ


Red Bull

16 | 12 | 08
S?®bastien Buemi (RB4-02) Time: 1:17.029, Laps: 83; Sebastian Vettel (RB4-05) Time: 1:17.319, Laps: 83; Fastest Lap: S?®bastien Buemi (see above)
Circuit length: 4.423 km

Sebastian Vettel took over chassis five from Brendon Hartley today and joined S?®bastien Buemi for day two of Red Bull Racing's three-day test at Jerez de la Frontera. Running two cars, the team concentrated on making set-up changes to improve the balance of the car on the new-for-2009 slick tyres. Although Vettel ran wide at Turn One a couple of times during the day, there were no significant problems and both drivers completed 83 laps.

Buemi commented: ÔÇ£ItÔÇÖs been a very good test so far, weÔÇÖve been improving with every lap, which is really good for next season and IÔÇÖm happy. WeÔÇÖre learning more about the slick tyres too, which is important. IÔÇÖm looking forward to tomorrow and trying to improve myself more.ÔÇØ

Mika this is all very interesting and you are to be commended on your reporting.
I'm a long time F1 fan going back to 1971 and the US GP at Watkins Glen. During the 70's we had three GP's in North America the Glen, Long Beach, and Mosport, now we have none.
I for one I'm losing interest. Many of the circuits I see are boring. Only a few of the races I find entertaining and those are at long time venues like Monoco, Spa, Monza, and Brands Hatch. Most of the newer venues look sterile, especially those in the middle east. Maybe it's different if your there, I don't know as I can't afford nor do I have any interest in visiting these places.
Mika, I feel that Bernie E has sold all of the North American fans out for oil rich countries and the like. No North American Driver, no North American race equals no interest!
How do the teams and drivers feel about this?
It's been 29 years Mika since I saw and just as importantly heard a F1 car and that was at Watkins Glen. I still remember the sound of those cars coming out of the "toe of the boot" and climbing the hill. It's something I'll always remember.
We were told then by Bernie that Watkins Glen was to far away from any major metropolitan area to be successful. Funny how NASCAR and the IRL proved him wrong.
If the IRL plays it's cards right and returns open wheel racing to what it once was here they'll be little if any interest for F1.
Does anyone over there realize this?

BMW Sauber F1 Team - Test in Jerez - Day three
12-17-2008 Press Release
Test in Jerez.

December 15th ÔÇô 17th 2008
Day three ÔÇô Wednesday


Weather conditions: Cloudy all day with very little sun in the afternoon.

Temperature: Air: 6 ÔÇô 12 ??C, Track: 6 ÔÇô 13 ??C

Number of drivers participating: 5 from 3 teams

Fastest lap overall: Sebastian Vettel (Red Bull Racing) 1:16.617 min

Circuit length: 4.428 km


Robert Kubica
Chassis / engine: BMW Sauber F1.08B-06 / BMW 86/9
Test kilometres today: 443 km (100 laps)
Fastest lap: 1:19.013 min

Christian Klien
Chassis / engine: BMW Sauber F1.08B-03 / BMW 86/9 KERS
Test kilometres today: 169 km (38 laps)
Fastest lap: 1:19.066 min


Programme:
For the third and final day of testing the BMW Sauber F1 Team used two interim cars, which were based on the 2008 chassis with some of the bodywork from the 2009 regulations. In Jerez the team came as close as could be to the test kilometres and sets of tyres allocated for the 2008 testing season.

In the morning Christian Klien drove the KERSÔÇÖ equipped F1.08B. Working on different energy strategies, the team continued the development work as scheduled. ÔÇ£We made good progress todayÔÇØ, Klien said. ÔÇ£We still have a lot of work to do on the KERS system. But the promising test results show we are moving in the right direction.ÔÇØ

Robert Kubica in the sister car, but without KERS, tried numerous set-up solutions aiming to improve on the results from using the new slick tyres. For the afternoon session, according to the plan, he switched to the KERSÔÇÖ equipped car, but due to a mechanical failure he had to abandon the scheduled programme. Kubica then got back into the conventional F1.08B and continued testing for the rest of the day.

What comes next:
This concludes the 2008 testing season for the BMW Sauber F1 Team.

Formula1.com: Exclusive Interview with RobertKubica
Beauty is in the eye of the beholder - or in the case of a Formula One car, in its pace. The wide 2009-spec front wing of BMW Saubers F1.08B certainly caused a few raised eyebrows when it made its debut recently. More puzzling to Robert Kubica, though, is whether the addition of KERS could be a disadvantage for him, as one of the tallest and heaviest drivers on the grid

Q: Robert, last week you tested the car with and without KERS. What was the difference?
Robert Kubica: Well, I think it is a bit too early to say exactly what the difference is because KERS is at quite an early stage, although we have already put in a lot of work. It is still almost impossible to explain the difference in how the car feels with or without KERS. From my personal point of view - as I am a tall and heavy driver - it is not really positive, as the weight of KERS is influencing quite a lot, especially when it comes to weight distribution, so it is limiting me quite a lot. It is nice when you press it as you feel an additional boost. Yes, it works, but we have to see in the later stages when we are closer to the first race which configuration is the quicker one - I think this is the most important issue.

Q: There have been some calls to stop, or at least postpone KERS until the safety of the technology has been proven. What is your view on that?
RK: As everybody knows, we did have an accident which involved one mechanic, but to be honest I know very little about it. Regarding the safety aspect, I havenÔÇÖt gone into the details about it, but of course it feels strange to see all these mechanics with the (protective) gloves. Everything that goes with KERS creates a lot of attention and my point of view is that safety is paramount and everything has to be done to minimise the danger of any possible accidents.

Q: Some teams may not introduce KERS next season. What would losing KERS mean for the development of the F1.09?
RK: I donÔÇÖt know. In the last couple of weeks we have seen some quite surprising things in terms of regulations and limitations. The Honda withdrawal and the limitations regarding tests have been directly influenced by the global economic situation - that will cause a very new reality for everybody. Our car for sure will also run without KERS. And it is my opinion that the car built without KERS can go quicker compared to the car that was built with KERS but is not using it. KERS needs space, and if you then donÔÇÖt use it, it means that you are wasting space. We are analyzing what is better and in which direction the development should go. My demand is that we are use the most powerful and best performing car at the first race. I would prefer the car without KERS in that I have a bigger disadvantage with KERS. And this is a fact that all taller and heavier drivers agree on, as there is additional weight on the car, but the minimum weight of the car plus driver has stayed the same as last year, so this seems like a disadvantage.

Q: What is new on the car at this weekÔÇÖs Jerez test? Any new parts or is it just a case of collecting data?
RK: Well, tests are quite difficult because of the tyre situation as there is a big drop-off. This creates a situation where you have limited possibilities for consistent runs. Every time you put on new tyres your lap times are going down about two seconds or even more, and only after a few laps the times are going up again, and that makes testing very difficult. I am again running KERS to get more data and finalizing settings and tunings and then we will all go home and start again in January.

Q: Last week a dramatic cost saving programme was agreed. As a driver whats your perspective on that? Aside from the fact that those huge driver salaries are a thing of the past
RK: Everything has happened very quickly lately so we have to get used to the new situation. We saw a dramatic reduction of tests - in fact no testing between the races - so this is a quite difficult situation for all the people working on the test teams and of course it will also have an influence for the drivers. We have to wait and see how it develops. And regarding the driversÔÇÖ salaries, maybe we will not see those huge salaries again.

Q: Does the new in-season testing ban mean that if you get it wrong over the winter, there will be little chance to change things?
RK: Yes, that might be the case, so it is very important for us to start in the right way. With all these new regulations that have to be implemented next season it was paramount to start early. My guess is that the work of engineers and designers will become more important in the workshop. Until now, we always had the opportunity to test it before using it and now the importance of simulation work and the wind tunnel will increase, to make sure that what you put on the car is giving you the results you want. Of course, the driver input can be important and have some influence, but in the end I donÔÇÖt design the car - we have experts for that in the factory. My guess is that we will see bigger gaps between the teams and the team that is in the front at the beginning will stay at the front for longer. For the teams who didnÔÇÖt get it right, who didnÔÇÖt start on the right foot, it will take longer to catch up - and that will have a big influence on how the championship develops.

Q: The times that you and Nick Heidfeld did last week appeared surprisingly slow. Can that be attributed to the fact that you were running more 2009 components than the other teams?
RK: That is something very difficult to answer as you never know what the other teams are really running. I tried Monza downforce with slicks around five or six months ago in Barcelona, and then I have tried this configuration track with slicks - also in Barcelona - and it was a quite different story. Even when your downforce looks the same, the characteristics of the car are quite different - at least in our case. We donÔÇÖt know exactly where we are and we are running to get more information about the car, about KERS, about the tyres. We will get a better performance picture when all the teams are running 2009-spec cars. For now, lap times are not really important and I know that we are not as bad as it was looking last week. We will see.

Q: Should that be the case do you see the in-season testing ban giving BMW Sauber an advantage?
RK: It could, but it is not a sure thing. It is definitely no disadvantage to have already run a lot of ÔÇÖ09-spec components. The wings for example - even though they are not one hundred percent those which will be on the 2009 car, they are close to it.

Q: Many have commented that the interim BMW Sauber is not what you would call a real beauty
RK: They saw our wings in Barcelona. From a driverÔÇÖs point of view it does not matter because you donÔÇÖt see them. Sure if you run behind someone it looks a bit strange. At the moment there are ÔÇÿ08 and ÔÇÿ09 cars running, with teams like us and McLaren running the new front wing, but if everybody starts to run the same front wing people will get used to it. It looks a bit strange to run such a wide front wing and a really narrow rear wing. It gives the impression that the car is much wider in the front than in the rear.

Formul1.com: Playing catch-up on KERS costing Ferrari
Ferrari have admitted that they are still behind schedule on development of their KERS system for 2009 - and that the costs have exceeded expectations. They are currently evaluating cars both with and without the system.

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

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

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

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


Williams F1
The AT&T Williams team today completed the final test of the 2008 season with a three day session at Jerez. Kazuki Nakajima has been on duty, driving the modified FW30B interim chassis complete with slick tyres and a variation of the '09 aero package.
On today's run, Kazuki recorded a fastest time of 1:19.341 on lap 84 out of 131.

Sam Michael, Technical Director, Williams F1:
ÔÇ£Today marked the end of our 2008 test programme. Our schedule over recent tests has focused on set-up work for BridgestoneÔÇÖs slick tyres, consideration of aerodynamic regulation changes (including the driver-adjustable front flap) and the KERS. Kazuki also completed a significant number of laps which helps with the three race engine life required in 2009. WeÔÇÖre making good progress and are looking forward to returning to the test track after the Christmas break with the FW31. Thanks to the test team and everyone in the factory for all the effort theyÔÇÖve put into the interim car over the past few months.ÔÇØ

Kazuki Nakajima:
ÔÇ£These two days at Jerez have been really productive. Unlike last week when the weather was quite bad, IÔÇÖve covered a lot of mileage with the car which was good for me as itÔÇÖs allowed me to get used to all the changes. In terms of what weÔÇÖve been testing, weÔÇÖve worked on set-up and the aero package for next year, but we mainly concentrated on the slick tyres this week. It is quite interesting to drive on slicks.ÔÇØ

Nico Hulkenberg:
ÔÇ£We had a good day on Monday, although getting out on track in the morning was delayed for quite a long time while we waited for the circuit to dry out. When we did get out of the garage, we managed to cover everything that we were scheduled to. It was another informative test with the slick tyres and the new aero package and it was nice to be back in the car again getting some more mileage under my belt and to be back with the team.ÔÇØ

Red Bull Racing
Jerez Test, Day Three
17 | 12 | 08
Drivers: Sebastien Buemi (RB4-02) Time: 1:16.998, Laps: 92; Sebastian Vettel (RB4-05) Time: 1:16.617, Laps: 107; Fastest Lap: Sebastian Vettel (see above)
Circuit length: 4.423 km
Farewell 2008 ÔÇô Today was the final day of testing this year and both Sebs had good days, with Vettel quickest at the end of the session.
Both drivers worked on evaluating various mechanical set-up changes in conjunction with the 2009 specification Bridgestone slick tyres and the team leaves southern Spain with plenty of data and a good understanding of next seasonÔÇÖs rubber. The RB4s ran completely reliably all day and overnight work on VettelÔÇÖs car meant it was more to his liking today.
At the end of the day, Vettel said. ÔÇ£WeÔÇÖve had pretty smooth running at this test and have completed a lot of mileage before the end of the year. I think weÔÇÖve done everything we could here, learning about the tyres and next yearÔÇÖs regulations and hopefully we will start next year with a car strong enough to challenge the big boys.ÔÇØ


From BMW ALMS effort

BMW of North America adds Tommy Milner and Dirk M??ller to BMW Rahal Letterman Racing Team Roster.
12-17-2008 Press Release
BMW OF NORTH AMERICA ADDS TOMMY MILNER AND DIRK M?£LLER TO BMW RAHAL LETTERMAN RACING TEAM ROSTER

Woodcliff Lake, NJ - December 16, 2008 BMW of North America, LLC announced today the addition of Tommy Milner and Dirk M??ller as BMW Rahal Letterman Racing Team drivers in BMWs return to American Le Mans Series competition in 2009.
ÔÇ£With the high level of competition already established in the ALMS GT2 class, the BMW Rahal Letterman Racing Team is moving into a very fast lane,ÔÇØ said Martin Birkmann, BMW of North America Motorsports Manager. ÔÇ£Previous BMW M3 and ALMS GT racing experience were critical parameters in our driver selection process. The addition of Tommy Milner and Dirk M??ller to Bill Auberlen and Joey Hand gives us a highly qualified driver lineup.ÔÇØ

Milner, 22, of Leesburg, Va., began his racing career in 2004 as a Formula BMW USA Junior driver. The son of Prototype Technology Group owner Tom Milner, Tommy would join PTG later that year and qualify on pole position in his very first professional sports car race. His ALMS debut was in 2006; Milner joined Rahal Letterman Racing in 2007, driving the teamÔÇÖs Porsche to five podium finishes and fourth place in GT2 driver points. Milner was back with Panoz in 2008. Co-driving with Joey Hand he finished on the podium in the seasonÔÇÖs final race.

ÔÇ£I'm very pleased to be racing for BMW,ÔÇØ said Milner. ÔÇ£Following the start of my career as a Formula BMW Junior driver in 2004 I've also had some of my best results driving previous generation M3s. I hope to continue those successes in 2009 for the BMW Rahal Letterman Racing Team.ÔÇØ

M??ller, 33, originally from Burbach, Germany, is considered to be one of the best GT drivers in the world. With vast experience in sprint and endurance racing series in both North America and Europe, Dirk M??ller has raced in five previous ALMS seasons between 1999 and 2008. Winning the ALMS GT driverÔÇÖs championship in 2000, M??ller became a BMW driver for the first time in 2001, continuing through 2005. Driving a BMW M3 GTR in 2001, M??ller raced to five podium finishes in a season that saw the BMW sweep all ALMS GT class titles. M??ller also co-drove the M3 GTR to victory in the 2004 N??rburgring 24 Hour race.

ÔÇ£I am honored to be part of the BMW Rahal Letterman Racing Team and to be working with BMW of North America and Bobby Rahal,ÔÇØ said M??ller. ÔÇ£I enjoyed being part of the BMW family from 2001 until 2006 so this makes me feel like I am home again. I am also happy to have the engine back at the front of the car!ÔÇØ

ÔÇ£Adding a pair of drivers with the skills and road-racing acumen of Dirk Muller and Tommy Milner really increases the overall talent level of the BMW Rahal Letterman Racing Team,ÔÇØ noted Rahal Letterman Racing co-owner, Bobby Rahal. ÔÇ£We have worked with Tommy over the last two years in a number of different cars and he has been a quick study and taken each of our cars straight to the front! Dirk has long been recognized as one of the top talents in road racing and we think the addition of Milner and Muller to our team gives us one of the best lineups in the ALMS GT2 class.ÔÇØ
The BMW Rahal Letterman Racing Team will begin the 2009 American Le Mans Series season on March 22 at the 12 Hours of Sebring.

nplenzick said:

Mika this is all very interesting and you are to be commended on your reporting.

I'm a long time F1 fan going back to 1971 and the US GP at Watkins Glen. During the 70's we had three GP's in North America the Glen, Long Beach, and Mosport, now we have none.

I for one I'm losing interest. Many of the circuits I see are boring. Only a few of the races I find entertaining and those are at long time venues like Monoco, Spa, Monza, and Brands Hatch. Most of the newer venues look sterile, especially those in the middle east. Maybe it's different if your there, I don't know as I can't afford nor do I have any interest in visiting these places.

Mika, I feel that Bernie E has sold all of the North American fans out for oil rich countries and the like. No North American Driver, no North American race equals no interest!

How do the teams and drivers feel about this?

It's been 29 years Mika since I saw and just as importantly heard a F1 car and that was at Watkins Glen. I still remember the sound of those cars coming out of the "toe of the boot" and climbing the hill. It's something I'll always remember.
We were told then by Bernie that Watkins Glen was to far away from any major metropolitan area to be successful. Funny how NASCAR and the IRL proved him wrong.

If the IRL plays it's cards right and returns open wheel racing to what it once was here they'll be little if any interest for F1.
Does anyone over there realize this?

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F-1 received a big cash infusion when it started racing in Gulf countries. That love affair may be ending. Reuter.com/UK has an interesting piece on that.

Pulling out of Canada and the US has cost F1 dearly in its relationships with the teams and drivers. The drivers have always been big on coming to the North America. For the teams it meant money. The independents could gather sponsor money on this continent and for the manufacturer sponsored teams like BMW, Ferrari and Mercedes it meant exposure of their top racing efforts in the largest market. BMW Motorsport's head Mario Theissen has been very outspoken as North America made its exit.

I hear what you are saying about the tracks not being interesting. This has been coming for years. We can not forget safety is an issue. I can remember when Jimmy Clark died in a support race. The drivers have lobbied over the years for track safety. For the promoters and fans this has come at a price. The promoters have either coughed up big bucks for changes or left. For the fans the price of driver safety have boring tracks.

The improvements in car safety may allow for some better balance to be found in the future. From a safety perspective it is not fair to compare an F1 car and a NASCAR ride. With that said look at Robert Kubica's crash in Canada. His car disintegrated in breath taking fashion yet he was back on track two races later.

The case can be made for Watkins Glenn. Where it will have trouble landing the race is in the cash box and that is where F1 makes it decisions.

The medal idea only champion is Berine Ecclestone himself. The teams and drivers have been fairly quiet. The economics of racing has been more important than arguing about metals.

Constructors have been appeased because the current point system would be used to decide the constructors championship. If they can have their bragging rights as in the past they will not say much.

The drivers have little leverage. The constructors championship took away their team support. The fact that when applied to past seasons the championships results would have shuffled has the drivers managers digging into their contracts for incentive bonuses from the teams and sponsors.

This may be a case where fans hold the deciding vote. FOM recently ran a pole on the Formula1.com site asking fans to vote for or against. No results have been reported. I think it would take a huge stove to cook the fan ballot in favor of the medal format, but I have been wrong more than once.

Thanks for the kind words about the thread and the questions.

Just to clarify a few things Mika, I'm not suggesting F1 to lessen their safety standards as apparently the older tacks seem to comply. How it plays out on TV with most of the newer tracks is it just is boring, little elevation changes, short straights with few flat out 7th gear corners. Their not playing well to me like Spa or any of the older tracks.
I'm certainly not comparing NASCAR safety standards to F1, what I meant was that Bernie said Watkins Glen could never be successful because it couldn't draw the crowds. NASCAR and the IRL have proved him wrong. The place is packed especially for NASCAR.
Is it true that Bernie wants 30 to 50 million for a promoter/track to have a F1 race? After the fiasco at Indy a few years ago why in the hell would anyone want to spend that much money with such a little chance to make a profit and the lack of long term commitment to a venue.
The "new IRL" has a chance now to bring open wheel racing to North America back to it's glory days, and with talks with Audi, Porsche, and others about the new 4 cyl turbo format that will take hold in the next year or two, well Mika F1 will have little if any fans left here.

No need to clarify I was just giving what I see as the complex interplay in what it takes to bring a race to NA.

Cost / rewards are out of line to do a race. Some of the great European track events are at risk. To NA take a look at the Canadian GP. When you have promoters and representatives from Montreal the Province of Quebec and the national government in Ottawa on one side of the table and Bernie on the other and they can't do a deal because F1 'needs' more than they can offer to do a race something is wacked.

Mika said:

No need to clarify I was just giving what I see as the complex interplay in what it takes to bring a race to NA.

Cost / rewards are out of line to do a race. Some of the great European track events are at risk. To NA take a look at the Canadian GP. When you have promoters and representatives from Montreal the Province of Quebec and the national government in Ottawa on one side of the table and Bernie on the other and they can't do a deal because F1 'needs' more than they can offer to do a race something is wacked.

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Sure is frustrating! I just hope I get to hear a modern F1 car again before they go electric . Hey, is there anyway that you can post a sound clip of one? What can you pull out of your hat?