This blog has now closed. Please visit my new blog, Stepreo.

Archive: Vitantonio Liuzzi

Button's bounce back

14 September 2009 21:01

Categories: Report

This season never ceases to amaze me. The racing hasn’t always been the best, but the outcomes have seldom been predictable. At first, the utter dominance of Brawn, and Button in particular, was unbelievable. They were unstoppable, and it took longer for the other teams to catch up.

Then when the other teams caught up, it looked like Red Bull had the pound seats. But in fact the whole thing unravelled for Red Bull and we instead saw a run of six different drivers winning six different races. That hasn’t happened since 1985.

Throughout that period, Button had underperformed. And despite maintaining his Houdini-like grip on the Championship lead, he appeared on the back foot. He faced questions over how he was handling the pressure of fighting for the Championship, and lost his cool when asked a direct question about it by Ed Gorman of The Times.

He turned up at Monza apparently reinvigorated. It is said that he changed his approach. Instead of worrying about defending the Championship, he was thinking of it was a five race championship in which he had a 16 point head-start. His tail is now up again, and this weekend he was part of a great Brawn revival.

I have to confess that I didn’t predict Brawn doing well at Monza. After all, at Spa-Francorchaps, a circuit with similar characteristics, Brawn were stuck firmly in the midfield. But I guess the hard braking zones, coupled with the awesome power of the Mercedes engine, played straight into their hands.

It was a disciplined approach from Brawn, who shunned headline-grabbing table-topping throughout the weekend. They instead went for a one-stop strategy, which left them occupying row 3 of the grid, but played into their hands massively during the race.

The only problem for Jenson Button was the fact that it was Rubens Barrichello who won the race. But despite having his best race since Turkey, Button has only lost two points from his lead — which is more-or-less the same sort of drop he has had from most of the past six races.

At the same time, Red Bull had yet another disastrous weekend. Mark Webber’s race was over after a first-lap tangle with Robert Kubica through the tight Roggia chicane. Meanwhile, Vettel lacked pace and could only score one point. The chance of a Red Bull driver winning the Championship has significantly diminished. Vettel has a 26 point deficit with only four races to go.

However, the most noteworthy part of the race was probably when Lewis Hamilton crashed on the final lap while he was running in third. The odd thing about it is that there is no immediately apparent reason for the crash. It seems that Hamilton just pushed a bit too hard. He was certainly pushing very hard all race, but you have to wonder why he thought he had a chance of catching Button with so little of the race remaining.

Some people like the fact that Hamilton is an aggressive driver, and I agree that it is more fun to watch than a more conservative driver who might settle for third. But this kind of needless mistake is something that Hamilton is particularly prone to, and it is what, for me, stops him from being a truly great driver. He needs the maturity to realise when is the right time to be aggressive rather than the simple “always push hard” approach.

You look at a race weekend like this and it is no surprise that Mercedes appears to want to back Brawn rather than McLaren in future. The Mercedes engine was clearly the class of the field, and McLaren had the perfect opportunity to make it work for them.

Fuel-corrected, Heikki Kovalainen was fast enough to be on pole position. But he had a horrendous first lap, getting swallowed up by car after car, and losing four places when he really should have gained places because of his kers. Looking at his strategy, many tipped Kovalainen to win. But he looked very average during the race and could only finish 6th.

It further cements my view that Kovalainen is a driver who is simply unable to win. His one career victory was inherited after Massa’s engine blew. Fair enough, but he can’t race his way to the front. His underwhelming performance at Monza this year is very reminiscent of last year’s Italian Grand Prix. That was another one that Kovalainen should have won, but he was unable to challenge Sebastian Vettel in the Toro Rosso.

Oh, McLaren. If they’re not getting themselves embroiled in political scandals as a result of their overly complicated interpretations of the rules, they are messing up their strategy or making some awful error in the pitlane. As for their drivers, one is too aggressive for his own good and makes high-profile mistakes, while the other one is too slow to ever be in a position to make mistakes.

It’s interesting to compare McLaren’s driver line-up with Brawn’s. The Brawn pair have both been written off in the past, yet this year they are the class of the field. Meanwhile, McLaren’s highly-rated drivers of moderate experience end up looking like the Chuckle Brothers in comparison. It seems like Mercedes’s shift in focus towards Brawn can’t come soon enough.

The other Mercedes-powered team, Force India, continued its good form from Spa-Francorchamps. I suppose on reflection Force India may have cause to be disappointed. On the back of Fisichella’s scintillating performance in Belgium, Sutil’s 4th place looks relatively subdued. Meanwhile, Liuzzi’s retirement with transmission failure while he was looking set for a solid result must count as a missed opportunity.

Mind you, how impressive was Liuzzi this weekend? Liuzzi is a star of the future of the past, having once been tipped for a drive at Ferrari while he impressed the world in F3000. But he ended up getting swallowed and spat out by the Red Bull driver development juggernaut, where he was messed about by the management.

But it should be remembered that Liuzzi held his own against Sebastian Vettel while at Toro Rosso. The talent is there but has been wasted over the years. His performance at Monza surely cements his future at Force India or perhaps even a better team.

Comments closed

Fisichella, Badoer and the hard-to-drive Ferrari

12 September 2009 23:52

Categories: Opinion

No-one can have failed to have spotted the irony. Giancarlo Fisichella has realised his childhood dream. Like any Italian driver, the opportunity to drive for Ferrari at all — never mind at Monza — is a real dream come true for Fisichella. But as with Luca Badoer, that dream has not quite gone to plan.

At least Badoer did not have a former team for him to compare. But Fisichella must have particularly mixed feelings as he struggles in his Ferrari while his former team Force India threatens to have the very fastest car in the pack.

A strong Force India showing at Monza was always on the cards. On the back of an excellent performance at Spa-Francorchamps, where Fisichella got pole position and finished 2nd, it was clear that Force India’s car was handy in a low downforce environment.

Force India were particularly bullish in the run-up to this race too. Knowing they may have had an advantage for Spa and Monza, Force India booked one of the few straight-line tests that are allowed per year for this week in order to maximise their advantage. It also gave their new race driver, Vitantonio Liuzzi, a chance to familiarise himself with the car (albeit not on a racetrack).

Liuzzi will probably be driving the very same car that Fisichella excelled in at Spa. It is little surprise that he has hit the ground running, qualifying a solid 7th for his first race since 2007. I have long felt that Liuzzi wasn’t given a proper chance in F1, and it delights me to see that he may now get a prolonged spell at a stable team. There have been strong rumours for a while that Liuzzi had a 2010 race contract with Force India in the bag already.

Meanwhile, Fisichella’s former team mate Adrian Sutil has his tail up, and appears to be adapting well to becoming Force India’s de facto team leader. He was probably fast enough to get pole position today but a mistake on his quick lap put paid to that notion. Nonetheless, Sutil must fancy his chances for a great result in the race, despite the fact that he is surrounded by kers-equipped cars on the grid.

Meanwhile, Fisichella, having chosen to move to Ferrari, is struggling to adapt to his new car and qualified 14th on the grid. He must be scratching his head a bit over the fact that his old car is seven places in front, and his former team mate is a massive 12 places in front. Fisichella says he is far from unhappy, and even takes pride from the fact that he helped develop that Force India to become a front-runner.

You certainly can’t blame him for deciding to move to Ferrari. Which would he prefer — a good result, or the chance to say he’s driven for Ferrari. He has three career wins already. Balancing the chance of getting a fourth victory in a Force India, or getting a moderate result for Ferrari, you can see even then why he might prefer the latter option.

What his performance so far this weekend shows you don’t have to have been out of racing for ten years to struggle to get to grips with the Ferrari F60. Yes, Badoer’s performances were not great, but I felt very sorry for him being expected to perform straight away in a car that is said to be difficult to drive.

Giancarlo Fisichella’s performance has not been quite as bad as Badoer’s. But given that he is fully race-fresh and fit, you would expect that. Fisichella will probably have expected to do better than this. It has been a slightly lacklustre weekend. He was 20th in both Friday Practice 2 and Saturday Practice. On Saturday he further underlined his difficulties by crashing at the Parabolica. Indeed, I found myself wondering what oh-so-hilarious nicknames the journalists might like to come up with now that a different Ferrari is struggling at the back.

Following Badoer’s struggles in Valencia, Ted Kravitz revealed that the F60 may be a particularly tricky car to master. The driver is required to do lots of hands-on switch-flicking and knob-twisting throughout the lap.

This is also Fisichella’s explanation for why switching to a Ferrari has not brought an immediate improvement in his pace as a driver.

It’s a different car so there is different reaction going into the corners. You work much more with the steering wheel and the switches compared to Force India. With Force India I was just concentrating on the driving, here I am quite busy.

As for his crash during Saturday Practice, that is said to be due to Fisichella adapting to the behaviour of the car under braking while it is harvesting its energy for kers. Kers was another worry that Fisichella did not have to deal with at Force India, but it is fundamental to the performance of the F60.

These insights about the Ferrari F60 remind me of the received wisdom about Ducati’s MotoGP bike. There are many parallels between Ferrari and Ducati, and this appears to be another one. The Ducati has long been famous for making previously-good riders look poor. Only Casey Stoner appears able to extract the full potential from it, while other Ducati riders tend to struggle to find any pace at all. The suggestion is that the Ducati is a very difficult bike to ride and that only Stoner has tamed it. Perhaps Felipe Massa had a similar magic with the Ferrari. (In yet another parallel, both Stoner and Massa are currently not racing in order to convalesce.)

The experience of watching drivers attempt to get to grips with a tricky car under the intense spotlight of a race weekend, rather than the relative privacy of a test session, has at least put a few myths to bed. Certainly, the idea that results are more down to the car than the driver was given a boost when Jenson Button seemed unable to stop winning at the beginning of this season. But it was dealt a blow when Luca Badoer stepped into the Ferrari, and finished last in Belgium when his team mate won.

Now we see Fisichella with his hands full and we are presented with a yet more complex picture. A driver needs to grow into his car. He needs to learn how to drive it and gain in confidence with it. It is also true that a car needs to suit a particular driver’s style. Arguably Badoer wasn’t given enough time to adapt, and Fisichella will need more leeway too. Here’s hoping the tifosi have patience with him if he is unable to score a good result during the race.

2 comments

Michael Schumacher returns to race for Ferrari

29 July 2009 20:21

Categories: News, Opinion

Wow, a day certainly is a long time in F1. I am not sure when I will get round to actually writing about the Hungarian GP, though at least there is a long break until the next race.

But the big news this evening is that the next race will feature Michael Schumacher on the grid. He has been announced as the replacement for Felipe Massa while the Brazilian makes his recovery.

A lot of names have been bandied around over the past few days, and none of them seemed terribly lucky. Optimists suggested that Fernando Alonso or Robert Kubica might be able to get out of their current contracts to move to Ferrari mid-season.

Mirko Bortolotti was another driver on the radar. Last year’s Italian F3 champion has impressed in previous tests with Ferrari. He is currently building up his skills in Formula Two is widely tipped to have a bright future. But it is near enough unheard-of for Ferrari to hire a young rookie.

Some talked up the chances of David Coulthard or Anthony Davidson getting the role. That seemed a bit like pie in the sky thinking though.

The other drivers who currently have relationships with Ferrari are the team’s official test and reserve drivers, Marc Gené and Luca Badoer. But they were unlikely to step in for a whole host of reasons. Neither has a particularly strong track record as a race driver, although you can argue that neither ever had a decent opportunity to show their skills.

But their lack of fresh experience will have seriously counted against them. Gené last raced five years ago for Williams, and faced the ignominy of being replaced by Antônio Pizzonia for being too slow! Meanwhile, Luca Badoer hasn’t raced in F1 for ten years.

The last time Ferrari had to replace a driver midway through a season was when Michael Schumacher broke his legs at the 1999 British Grand Prix. Then, it was widely expected that Luca Badoer, as Ferrari’s test driver, would take his place. Instead, the Scuderia controversially overlooked him and hired Mika Salo.

It was a bad year for Badoer, who came close to finishing 4th for Minardi in that season’s European Grand Prix before his car broke down. He has never had an opportunity to score a World Championship point since.

Luca Badoer has held the test role at Ferrari for a staggering thirteen years without there ever being a sniff of a race drive. If he was overlooked in 1999, he was going to be overlooked today.

Now that testing is banned, it makes you wonder just what the point of a test driver is any more. I recently read that neither Marc Gené nor Luca Badoer have had any mileage whatsoever in this season’s Ferrari F60, in which case the advantage of selecting them over Michael Schumacher — who has loads more talent and, perhaps even more importantly, ocean loads of PR value — is non-existent.

This comes mere weeks after an elaborate re-arranging of deckchairs at Red Bull, as they apparently sought ways to replace Sébastien Bourdais at Toro Rosso without putting Brendon Hartley in the car. Up until the mid-season point, Hartley had been the official Red Bull reserve driver. But mere days before the reserve driver would actually be needed, he was replaced by Jaime Alguersuari.

Other drivers left twiddling their thumbs this year include: Pedro de la Rosa, Gary Paffett, Christian Klien, Romain Grosjean (though perhaps not for long), Adam Khan, Kamui Kobayashi, Nicolas Hülkenberg, Vitantonio Liuzzi, Anthony Davidson and Alexander Wurz.

If a team had to bring in a replacement driver, how many of these would be considered ready and able to race? Not many of them have much in the way of decent mileage of 2009′s cars. Who is to say, for instance, that McLaren would not rather stick Paul di Resta in their car over Pedro de la Rosa? Would Toyota happily give Kobayashi a seat, or would they prefer to take Nakajima?

Just a few years ago it looked like drivers could make a decent living out of being a test driver. Now they never get to test, and they’ll be lucky to get to race.

6 comments

Vitantonio Liuzzi: the forgotten champion

3 March 2009 00:29

Categories: Opinion

Over the past couple of days, Vitantonio Liuzzi has re-emerged into the consciousness of this F1 fan. He remains in his role as test driver for Force India. But apparently it’s an “open secret” that the Italian has a contract to race for the team in 2010 and 2011.

I, for one, applaud this news. I have always been perplexed by the way Liuzzi was sidelined and shunned by all teams. That goes especially for Force India, who have possibly the two most easily-dropped drivers on the grid.

Giancarlo Fisichella — never the most exciting of drivers — is well into the waning phase of his career. Meanwhile, Adrian Sutil has precious little to show for his two full seasons, besides a one-off good run in Monaco which he partially attained by illegally overtaking under yellow flags. The only way you could construct a rustier partnership with current F1 drivers would be if you paired Rubens Barrichello with Nelsinho Piquet.

But why Liuzzi?, I hear you ask. Quite simply, he hasn’t had a proper chance to demonstrate his considerable talent in F1.

I say considerable talent, because that is what he has. Look back at the 2004 Formula 3000 season. Liuzzi was not only the last-ever F3000 Champion. He utterly dominated the field.

Granted, the field wasn’t the most exciting. The only other drivers to win a race that season were Enrico Toccacelo (whose career path fell off the edge of a cliff after that season), and Robert Doornbos and Patrick Friesacher, both of whom got a drive in F1 with disappointing results.

But someone who wins seven out of ten races and finishes second in two of the others in one of the most important feeder formulae needs to be seriously talented. Indeed, at one point he was supposedly destined for a role at Ferrari.

Unfortunately for him, he ended up getting tied up in the overly political world of the Red Bull driver development programme. In his first season as a Red Bull F1 driver, he was forced to share the seat with Christian Klien (another person whose career was left on the scrapheap). Even then, it was not exactly a fair share. He ended up racing just four times, as the Red Bull management clocked that having two drivers with limited experience was not as good as having one driver with solid experience.

For 2006, Liuzzi was offloaded to Toro Rosso where he partnered Scott Speed. It was the first year of the team’s existence, and an outdated and (deliberately) underpowered Cosworth engine did not help matters.

2007 should have been better, and things did begin to look up towards the end of the season. If we believe what we read, the atmosphere within the team was very political, and neither driver saw eye-to-eye with the management. Scott Speed left the team after allegedly being physically assaulted by team boss Franz Tost. After that, Speed came out and said that Franz Tost and Gerhard Berger were “pushing like hell to get rid of me and Tonio.”

Nonetheless, Liuzzi, unlike Speed, saw out the season. He was partnered by a certain young Sebastian Vettel. Today people note what Vettel has gone on to achieve, and how Liuzzi’s performances in the same car show the Italian in a more favourable light — as the Grandprix.com article highlights. This is perhaps slightly unfair. Vettel’s F1 career was just a few races old. By the end of 2007, Liuzzi had 39 races under his belt.

Nonetheless, you cannot avoid the fact that Liuzzi has not yet had a fair crack of the whip. He has never had decent machinery, nor has he ever had a favourable political environment to let him get on with the job.

Now his relatively large amount of experience would make him an ideal candidate for an F1 drive. This is especially the case now that (thanks to the ever-ingenious Max Mosley and the FIA) young drivers can’t get enough testing mileage to get proper experience before being thrown in at the deep end.

Tonio Liuzzi has played a canny move by taking part in the Speedcar series. Apparently his performances have turned heads. It certainly ensures that he won’t get race rusty.

I, for one, hope he makes it back into F1, if only for him to get a proper chance to show what he’s made of. A race seat at Force India is not exactly the Ferrari that seemed to be his destiny four or five years ago. It’s the least he deserves.

4 comments

McLaren appeal ruled inadmissible

23 September 2008 16:25

Categories: News, Opinion

The FIA Court of Appeal today rejected McLaren’s appeal of the stewards’ decision to penalise Lewis Hamilton after the Belgian Grand Prix. This was precisely the outcome that I (and, I guess, most others) expected. So I assume we won’t see the same kind of fall-out that came when the penalty was originally handed out. But that doesn’t mean there won’t be questions asked.

First of all, I see the sense in a team being unable to appeal a drive-through penalty. After all, if a driver takes his drive-through during the race then he can obviously not appeal it because there is nothing you can do to undo the drive-through.

However, I have to wonder about the wisdom of awarding “drive-through penalties” after the race has finished. The concept is wholly nonsensical. Yes, it is an appropriate punishment to hand out during a race. But after a race it is obviously a non-existent punishment. The FIA gets round this by automatically converting such “drive-through penalties” into a 25 second time penalty. But this seems just silly. Why not call a spade a spade and admit what it is: a straightforward time penalty. Hamilton took no drive-through.

The current situation allows stewards to cowardly wait until after the race has finished (and the crowds have long gone) to change the result of the race and never be called up on it. Is it right that the stewards can twiddle their thumbs for two hours, re-write the classification sheet then drift off into the sunset? Or should there be a proper process that ensures that all time penalties handed out are justified?

This isn’t an argument about whether or not Hamilton gained an advantage or not. I don’t want to go into that any more because it has been gone over countless times now. This is an argument about FIA accountability. Max Mosley may think he is oh-so-great to call those who believe that the FIA is biased against McLaren “stupid“, but the fact is that the perception exists, it is widespread, and it spreads wider by the week. And the FIA is doing absolutely nothing to stop it. There is no accountability whatsoever. The stewards can fudge a race result, and the Court of Appeal can decline to make a proper decision about anything due to a technicality.

And it is a technicality that appears to be dispensable enough when the FIA isn’t ruling on a car that is red or silver. Part of McLaren’s argument that they were allowed to appeal drive-through / time penalty was that Vitantonio Liuzzi was allowed to appeal exactly the same punishment following last year’s Japanese Grand Prix.

McLaren’s lawyer pointed out that in that instance Liuzzi was given a drive-through penalty after the race, just like Hamilton’s penalty after the Belgian GP. The decision was appealed with no discussion whatsoever as to its admissibility.

The FIA claimed that this instance was a “error”. The FIA’s legal department contacted McLaren to say that Tony Scott Andrews, who was chief steward at least year’s Japanese GP, acknowledged that he had made a mistake. But when McLaren double-checked this with Tony Scott Andrews himself, the steward was apparently “outraged”, calling the FIA’s allegations “grossly inaccurate and misleading”. Oh dear.

Here is what Ed Gorman from The Times notes:

What on earth was the FIA up to? Why did they make such a big effort to discredit McLaren’s precedent, even misrepresenting Scott Andrews in the process, when their lawyer could have dealt with it in court? It certainly smells fishy but I suspect it will be no more than a sideshow and will not affect the overall findings.

The FIA Court of Appeal may have made the predictable decision, even though it is quite a cowardly one. But there are still plenty of questions still to be answered regarding Charlie Whiting’s conduct, both during the Belgian GP itself and with his misrepresented phone call to Tony Scott Andrews.

As far as I can see, there are two possible explanations as to what is going on. The first option is that the FIA is completely incompetent. The second option is that the FIA is completely corrupt. Doesn’t say much for the ability of Max Mosley to run the organisation, does it? And he claims he has so many people telling him to stay in the job? What a mess this sport has become.