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Archive: sportscars

Waking up to Le Mans

18 June 2011 12:58

Categories: *, Motorsport

Confession time. I have always been a bit sceptical about the Le Mans 24 Hours.

There is nothing to doubt about its prestige, or the special challenge it presents. It clearly is one of the most important races on the planet.

But as a spectacle to watch on television, I have always been a bit wary. Could I be kept on the edge of my seat by a race where the gaps are ultimately measured in laps rather than seconds?

This year, for the first time, I have got access to Eurosport. So I decided to make a concerted effort to watch as much of the Le Mans 24 Hours as possible. For one night only, my sofa became my bed, and I dozed off with the race going on in the background.

I am mighty glad I did watch it. Because I discovered that Le Mans has it all and more.

All the initial indications were good. An intensely close battle between the Audis and Peugeots was promised. But disaster struck twice for Audi, with truly horrific crashes for Allan McNish and Mike Rockenfeller.

McNish’s crash was incredibly worrying. But the way the car teetered over the barrier before somehow opting to land back in the gravel trap, was truly frightening. I was concerned for all the photographers that were being showered in debris, and it can be considered luck that there wasn’t another 1955 Le Mans disaster.

Even scarier was Rockenfeller’s crash. It was difficult to make out anything in the darkness, but the mangled wreckage looked very little like an Audi R18 TDI. I feared the worst, and the Eurosport commentators revealed later in the race that they had as well. It was such a relief to hear that he managed to exit the car by himself and suffered only a cut arm.

These were two low points that punctuated a rollercoaster race. Once it was established that Rockenfeller was OK, I drifted off to sleep.

When I woke up at about 7am, I was astonished to see that — after around 18 hours of racing — the top three cars were all within two seconds of each other. I watched it while I could, but soon succumbed to the sleep monster for another couple of hours.

I awoke again to see my favourite of the Peugeots, the #7 driven by Anthony Davidson, Marc Gené and Alexander Wurz, had crashed off. The gaps had grown, and the fight was basically down between one Audi and one Peugeot, although there were a couple of other Peugeots a few laps down that could help out.

This tense battle, coupled with some hairy driving tactics from the Peugeots and an intriguing difference in strategy, ensured that the last few hours of the race were utterly gripping to watch. After 24 hours, the lead cars were separated by just 14 seconds. Incredible.

But it wasn’t just about the battle at the front. With 56 cars, there is no shortage of stories to tell. Plus, there is a variety in the designs of the cars and engines that simply does not exist in most other forms of motorsport.

It makes Formula 1 seem like toytown in comparison. All the F1 cars have practically identical 2.4 litre V8 engines. The spirit of innovation has been lost there in the drive to cut costs. But at Le Mans, it lives on strongly.

I also enjoyed seeing what the spirit of Le Mans is all about. The reactions of rival mechanics to the horrific Audi crashes. Victorious Audi chief Wolfgang Ullrich graciously congratulating his rivals from Peugeot immediately after the race. The deepest lows imaginable. Great joy at immense accomplishments. Sheer love of motorsport.

Watching Le Mans this year, it finally clicked with me. No longer do I just need to take people’s word for it that it is a special race. Now I feel it as well.

3 comments

Incredible Le Mans Series start failure

3 April 2011 21:40

Categories: Motorsport

This is from today’s Le Mans Series race at Le Castellet. Is this one of the biggest failures of race organisation possible?

The safety car doesn’t peel in. Yellow flags continue to wave. Yet the green lights switch on to signal the start of the race. Chaos ensues.

As many have pointed out, it is reminiscent of the ridiculous crash in the World Touring Car Championship at Pau a couple of years ago, when the safety car came out — but too late for the race leader to know.

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My trip to the Williams F1 factory

10 August 2009 20:41

Categories: History, Report

A few weeks ago I was lucky enough to be invited on a visit to the Williams F1 factory. It was all organised by Synergy on behalf of Philips, who wanted to promote their amazing competition for a chance to win five laps round a grand prix circuit in a Williams F1 car, which I previously wrote about here.

I had the pleasure of meeting a host of other F1 bloggers including the people behind Brits on Pole, F1 Badger, F1-Fans and F1 “Not Keith” Fanatics. Most of them have got round to covering the visit much more sooner than I did. Brits on Pole have been particularly thorough.

It was a big trip for me. Believe it or not, it’s the first time I’ve done anything F1-related. I’ve never found the time or money to do anything in the past, but luckily this time round I happened to have some free time, so made the trip down from Kirkcaldy to Grove, where the Williams factory is based. I am mighty glad I did because I thoroughly enjoyed my time there, and in fact I wish I could go again so that I could immerse myself in it more.

When I arrived at the factory, the last of the Williams trucks was just leaving to make its way to the Hungaroring. It’s a very inconspicuous, even modest-looking, place. If you didn’t know better you might think you were in a plain old industrial estate.

It might be silly to expect a giant rotating ‘W’ symbol to be sprouting out of the roof of the factory, but the fact is that all signage is minimal, almost as though they want to avoid attracting attention. This is no super-slick McLaren Technology Centre. That is the Williams way though. They care more about the racing than whether the floor is clean.

That’s not to say the place totally lacks character. Walking up to the RBS Williams F1 Conference Centre, you are greeted with this jolly topiary. It is a very nice touch, suggesting that perhaps F1 does have a green side after all! I also note that the display is 2010-friendly as there is no refuelling.

The Conference Centre is relatively new, having opened in 2002. It used to be where BMW worked on their Le Mans project in the late 1990s when Williams were in partnership with them. But once BMW won Le Mans they vacated the building, and was left behind after their acrimonious split.

Many of the rooms at the Conference Centre are named after famous circuits. We were housed in Monaco and Silverstone! The morning kicked off with an excellent breakfast, which was just as well because the breakfast I paid five quid for at the Travelodge was a bloody insult. Nothing could be further from the case at Williams, who also provided a sublime buffet lunch that seemed to go down well with everyone.

After breakfast we were given a whistle-stop tour of the factory. Once again, it is striking just how normal the place feels. It looks, sounds and smells like a factory. There is little hint of pomposity about the place. They could be making widgets, but they just happen to make F1 cars. A radio sits in the corner, apparently tuned into the local radio station.

Our first stop was in the Pattern Shop where Brian Campbell gave us a great talk about seat fittings. I knew that each driver had to have his own seat specially made for him, but I did not realise quite how detailed the seats actually were. As Mr Campbell said, he can see which side a driver is dressed into. We were also told about the fact that new seats had to be made when Juan Pablo Montoya gained around 10 kilograms in weight in the course of a season, at the same time blowing away the myth about how fit Formula 1 drivers are.

We were given a seat to pass around, and I guess it is probably about as heavy as a similarly-sized cardboard box. Brits on Pole were in a different group to mine, so got a slightly different talk, but you can hear audio of their version on this page.

From there we moved onto composites, where our wonderful tour guide Millie looked for Paul who was due to give us our next talk, only to be told that there are eight Pauls! It was another entertaining talk. At one point he consulted a blueprint to answer a question, noting, “you’re not supposed to see that”. Minds flashed back to the McLaren–Ferrari “spygate” scandal, which we are later told Williams staff found very amusing all the way even when the rest of the world had got fed up with it. They can’t stand either team, of course.

From there we met Bernie (no, not that Bernie!) in the machine shop. He is the longest-serving member of staff besides Frank Williams and Patrick Head. He will have seen a lot of changes — Williams was set up in 1977 with just 17 staff. Today it employs 520 people.

The culture of Williams is noticeable. Frank Williams and Patrick Head are clearly very well-regarded by all staff members. They are not Mr Williams or Mr Head — it’s Frank and Patrick. In the later Q&A, Sam Michael said he liked working for the company because of Frank and Patrick.

Back on the factory floor, Bernie tells us that 95% of the car — more or less everything except for the engine and the wheels — is made in-house by Williams. We were given a variety of bits and bobs to feel. This ranged from a wheel nut which is as large as an ashtray but felt as light as a 50p piece, to a proprietary alloy which is used as ballast. Apparently this the most dense material in the world with the exception of depleted uranium.

All that was just the first part of the day! Visit later this week to read about the Williams simulator and their amazing museum.

5 comments

Proof that Max Mosley has jumped the shark

28 October 2008 00:49

Categories: News, Opinion

Ferrari is the only team to have participated continuously in Formula 1 since the first Formula 1 World Championship in 1950. For many, Ferrari is synonymous with Formula 1. Its loyal tifosi, the evocative rosso corsa and the instantly recognisable Prancing Horse logo come together to build a huge brand that cannot be rivalled, much to the chagrin of some other F1 teams. It has been argued by Max Mosley and Bernie Ecclestone themselves that the presence of Ferrari is vital to the health of Formula 1.

But today, Ferrari threatened to quit F1 if Max Mosley continues with his madcap plans to systematically dismantle the sport as we have all grown up to know it. Today the Scuderia issued a statement which contained a section that will have many fans nodding sagely:

Whilst reiterating its wholehearted commitment to a substantial and needed reduction in costs in Formula One, starting with propulsion, the Ferrari Board of Directors expressed strong concerns regarding plans to standardise engines as it felt that such a move would detract from the entire raison of a sport with which Ferrari has been involved continuously since 1950, a raison d’etre based principally on competition and technological development.

The Board of Directors expressed the opinion that should these key elements be diminished, it would have to re-evaluate, with its partners the viability of continuing its presence in the sport.

This came in the same day that Toyota boss John Howett confirmed that the manufacturer would have no interest in participating in the version of F1 that Max Mosley envisages for the future. That statement in itself came on the back of rumours that Toyota is looking to pull out of F1 in order to concentrate on sportscar racing.

On the same day the FIA also reiterated that its invitation to tender for the supply of a standardised engine remains open. Each of the six manufacturers involved in F1 — Ferrari, Mercedes, Renault, Honda, Toyota and BMW — has confirmed that it will not submit a tender.

If it wasn’t obvious before, it is now. Max Mosley’s grand scheme for the future of Formula 1 does not appeal to anybody. It doesn’t appeal to the fans and it clearly doesn’t appeal to the teams. Grand prix motor racing is not supposed to be about identical, and when manufacturers are not even able to design their own engines, really what is the point? They are bound to walk, and a Formula 1 without any names like Ferrari, Renault or Honda will be a pale imitation of its former self.

Let us not forget something that Max Mosley said at the height of the sex scandal earlier this year. In his letter that set out the reasons why he should remain in the job, he said that: “there has been a struggle for control of Formula One that goes back to the original Concorde Agreement in 1981.” Implicit in this was the notion that Max Mosley himself was the only person able to put a lit on such struggles for control.

Put aside the fact that Mosley has been FIA President for the majority of this period, and therefore is manifestly incapable of putting a lid on such power struggles. It seems to me that Max Mosley is the person who creates all of the division that gives rise to these power struggles.

As every week goes by, I increasingly hope that all of the teams just say, “enough is enough” and leave Formula 1 so that the poisonous meddlers at the FIA can find something else to stick their unwanted noses into.

I am not loyal to Formula 1. I never have been. I am, however, loyal to grand prix motor racing. I yearn for Max Mosley and his cronies at the FIA to have their power removed from their grubby hands.

By all accounts, the teams have never been more united. They have formed FOTA at the suggestion of Bernie Ecclestone, and apparently things are going incredibly smoothly. Here’s hoping that the teams can muster up the courage to leave Formula 1 and set up GP1.

People wring their hands about how bad a split would be. But let’s face it — such a Formula 1 might have the brand, but it would have little else. In fact, you could argue that F1 is an irreparably tarnished brand for a whole host of reasons — a lack of overtaking, dodgy stewards’ decisions, the various adventures of Max Mosley and so on. If it becomes a spec series, as Mosley apparently intends on making it, the best teams will leave and grand prix motor racing fans will struggle to maintain an interest.

My only real worry is that Formula 1 becomes the awful glorified slot car championship that Mosley plans on turning it into, and there is no alternative series for me to watch.

Keith at F1 Fanatic has more on Ferrari’s statement.

1 comment

Bluffer's guide — Part 5: Other motor racing series (continued)

13 July 2008 18:48

Categories: Bluffer's guide

This is the second part of my two-part series looking at other motor racing series. Read the first part here.

Entry-level series (yellow boxes)

These series are — as the heading suggests — ideal for those drivers who have just finished karting and are racing cars for the first time.

Formula Renault 2.0

The most popular entry-level series at the moment is Formula Renault. There are a number of major Formula Renault championships.

Eurocup Formula Renault 2.0 is the most major of the Formula Renault 2.0 competitions, racing at a number of circuits around Europe. Robert Kubica, Kimi Räikkönen and Felipe Massa (who won the series) all competed in this championship. Other winners of the series include Scott Speed and Pedro de la Rosa. 2005 victor Kamui Kobayashi is currently on the up in GP2.

Formula Renault 2.0 UK is another high-profile competition. Kimi Räikkönen was at the centre of a controversy when he — uniquely — made the leap from this competition directly to an F1 race seat! There was a debate as to whether or not he should have been awarded an FIA Super License. In the end the F1 Commission was convinced by his form, and it turned out to be the right decision.

A few years later Lewis Hamilton won this series, though he took a more conventional route to F1. Other notable names to have graduated from Formula Renault UK include Heikki Kovalainen and Pedro de la Rosa. British viewers can catch Formula Renault UK races on ITV4 as part of the channel’s BTCC coverage.

Formula Renault 2.0 Italia was a breeding ground for Robert Kubica and Felipe Massa. Other recent winners include Finnish promise Mika Mäki (currently doing well in F3 Euroseries), Venezuelan Pastor Maldonado and Kamui Kobayashi (who both currently compete in GP2).

Formula Renault 2.0 West European Cup is brand new for this season, but replaces the well-established Championnat de France Formula Renault 2.0, the history of which stretches back to 1971. The French series was graced by the presence of then-future French F1 drivers Alain Prost, Jacques Laffite, René Arnoux, Didier Pironi, Sébastien Bourdais, Olivier Panis and Franck Montagny.

However, the championship was highly France-centric. It is replaced by a more internationally-flavoured series encompassing Spain, Portugal and Belgium.

Formula Renault 2.0 Northern European Cup replaced the old German and Dutch championships. Recent F1 drivers to have competed in German Formula Renault include Vitantonio Liuzzi, Chrisitan Klien, Scott Speed and Markus Winkelhock.

Formul’Academy Euro Series is a Formula Renault 1.6 championship, unlike the championships listed above which are all Formula Renault 2.0. Formerly known as Formule Campus Renault, this is, unsurprisingly, an entry-level series for those not quite ready to make the leap to 2.0. Sébastien Bourdais and Franck Montagny are among this competition’s former drivers.

Formula Ford

Formula Ford used to be a highly popular entry-level category but has been usurped somewhat in recent years. Formula Renault, Formula BMW and the relatively cost-effective Formula First / Formula Vee (no relation) are now more attractive for today’s entry-level drivers. However, many of today’s F1 drivers competed in Formula Ford in the past.

The Formula Ford Festival is an annual event where entrants from Formula Ford competitions around the world compete together. Among them were Kimi Räikkönen, Mark Webber and David Coulthard. But entry levels have declined sharply in recent years.

British Formula Ford is a good entry-level series for Brits. F1 drivers including David Coulthard, Anthony Davidson and Jenson Button (who was British Formula Ford champion in 1998) all took part. Non-Brits Mark Webber and Pedro de la Rosa also competed in this series.

Formula BMW

Formula BMW is a relatively recent invention, having been created by BMW in 2001. But it has quickly become a popular entry-level series. The German series, Formula BMW ADAC, has been particularly successful in cultivating German talent — Nico Rosberg, Timo Glock, Sebastian Vettel, Adrian Sutil and Christian Klien all raced in the series. Hopefuls Nico Hülkenberg and Christian Vietoris (who subsequently helped the German A1GP team to Championship victory) are also notable graduates.

However, the German series is no more as it has now merged with Formula BMW UK. The new series is called Formula BMW Europe. Most of these races are F1 support races this season.

Sports cars and touring cars (green boxes)

Drivers taking a detour from the established route to F1 are often to be found racing sports cars of some form or another. In fact, almost half of the F1 drivers of the past five years have raced sports cars at some point during their careers.

Deutsche Tourenwagen Masters (merged from Deutsche Tourenwagen Meisterschaft and the International Touring Car Championship) is a popular touring car championship centred around Germany. Giancarlo Fisichella, Michael Schumacher and Juan Pablo Montoya all competed in DTM in its former guise prior to competing in F1.

Nowadays DTM is more commonly a destination for former F1 drivers such as Ralf Schumacher, Jean Alesi and Mika Häkkinen. However, the odd youngster has been known still to use DTM as a stepping stone towards a higher category — most notably Christijan Albers (who has since returned to DTM).

The World Touring Car Championship is another common patch for former F1 drivers. A notable driver to recently take this path is Tiago Montiero. Felipe Massa competed in the WTCC’s predecessor, the European Touring Car Championship, on his way to F1.

The British Touring Car Championship is hugely popular among viewers in the UK, but is far removed from the flow of talent to and from F1.

The annual 24 Hours of Le Mans event is considered to be one of motor racing’s crown jewels along with the Indianapolis 500 and the Monaco Grand Prix. Many future and former F1 drivers compete in the event. The competition has inspired the successful American Le Mans Series which in turn inspired the European-based Le Mans Series.

The FIA GT Championship was a stepping stone in Mark Webber’s career towards F1, but is more likely to be inhabited by former F1 drivers. Super GT is a GT series based in Japan. Kazuki Nakajima and Adrian Sutil both raced in this championship prior to F1. Porsche Supercup races are often F1 support races. Timo Glock and Nelsinho Piquet have competed in this series in the past.

Nascar (purple box)

Although F1 may be considered to be the highest level of motor racing in the world, this may not be the case in the USA. There, the most popular form of motor sport is Nascar, a stock car series. Some ex-F1 drivers and former hopefuls currently race there.

There are three major levels of Nascar: the Sprint Cup, the Nationwide Series and the Craftsman Truck Series. Former F1 driver Juan Pablo Montoya currently races in the Sprint Cup. But thanks to the wide differences between Nascar and F1, and the sniffy attitude the F1 community takes towards Nascar, the chances of any Nascar drivers making the leap to F1 are very slim.

IndyCar (cyan box)

Closer to F1 is IndyCar (which this year merged with the troubled Champ Car). Like F1, this is an open-wheel, open-cockpit series that to the untrained eye may look very similar to Formula 1. Many drivers have made the transition from IndyCar / Champ Car to F1 over the years (as you can see in Keith’s comprehensive series).

However, in recent years the American open-wheel scene became less competitive due to the IRL / Cart split (hence the two names for the sport) and drivers making the leap from there to F1 has become less common. However, current Toro Rosso driver Sébastien Bourdais used to race in Champ Car. An IndyCar grid can often contain many former F1 drivers.

Other major motor racing series (not on the diagram)

The series mentioned so far in this article cover all of the major series that are closely related to F1. Of course, there are other major disciplines that have only the most tangential of relationships to F1.

Motorcycles

MotoGP is the premier motorcycle racing championship. It is the motorcycle equivalent of F1. Superbikes are more like the two-wheeled equivalent of touring cars, as the bikes are tuned versions of road-legal bikes.

It goes without saying that the skills needed for success on two wheels are vastly different to those needed on four. However, this doesn’t stop the more excitable journalists from imagining MotoGP riders making the switch to F1. From time to time MotoGP riders test Formula 1 cars, but this is for publicity reasons more than anything else.

Rallying

Rally cars are modified road-legal vehicles that typically run on point-to-point stages rather than circuits. The biggest rally series is the World Rally Championship. Due to the variety and difficulty of the conditions that rally drivers have to face, they can arguably claim to be the best drivers in the world. WRC is currently dominated by Sébastien Loeb who has won the WRC championship for four years running.

Again, the skills required are vastly different to F1. I can think of only one F1–WRC crossover in recent years. Stéphane Sarrazin competed in one F1 race in 1999 and has entered some WRC events as a tarmac specialist.

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