Podcast number 357 online.

This is a special Motorsports Mondial weekend edition.

Interviews with members of Team Oreca.

Oreca is a French racing team, founded and run by Hughes de Chaunac, former team manager of F1 team AGS. Oreca has had success in many areas of motorsport since the early 90s, running the works BMW operation in the French Supertouring Championship, winning the FIA GT Championship and the Le Mans 24 Hours in the GT2 class with a Chrysler Viper GTS-R and overall for Mazda 787B in 1991, on their second attempt and first after a decade; preparing the Renault Clio S1600 for rallying and winning the ice racing Andros Trophy with a Toyota Corolla driven by Alain Prost. More recently, Oreca have assisted Renault in building the new Megane V6 for the Renault Eurocup Megane Sport and fielding an Audi R8 in the 2005 Le Mans 24 Hours with support from Audi France. Also for 2006 Oreca will be running the Saleen S7R in the Le Mans Series. The Oreca Saleen S7R has already won the 2006 Spa-Francorchamps Le Mans race.

Oreca worked closely with Dodge on the new Dodge Viper Competition Coupe, producing well over 100 customer cars for the period 2006-2007 to GT3 specification.

Hughes de Chaunac has stated that Oreca could build and race their own Le Mans Prototype in 2009. However, on September 14, 2007, Oreca announced their intent to purchase French manufacturer Courage Compétition. Oreca will use Courage’s engineering expertise to develop their new prototype, to be badged as a Courage-Oreca.

Podcast number 356.

Breakaway series… what could have been.

Teams say Max Mosley not to be trusted and expect him to run for re election.

Motorsports Mondial with Nasir Hameed and…

Special Interview with the Dijon Prenois man himself Monsieur René Arnoux.

Please enjoy our conversation with Rene Arnoux on podcast 356.
The little man from Grenoble made big headlines in 1979 in the dramatic duel
at Dijon with his friend Gilles Villeneuve. Their battle even eclipsed the
historic first turbo win for Arnoux’s teammate Jean-Pierre Jabouille.

In 1982, Arnoux again made headlines, this time at Paul Ricard. He
celebrated his birthday, July 4th, by winning the French Grand Prix
over Alain Prost against team orders.

Arnoux talks about both these races in his interview.

He moved to Ferrari from Renault and was released by the Italian team
in mysterious circumstances.

These days he is involved in running his in-door karting centers in France.

René Alexandre Arnoux born July 4, 1948, in Grenoble European Formula Two champion in 1977, René Arnoux graduated to Formula One in 1978, with the small French Martini team of Tico Martini. In an organisation with insufficient means to figure in the highest echelon of the sport, Arnoux was unable to demonstrate his abilities. Martini abandoned Formula One during the season, having run short of money. Arnoux found refuge at the end of the season at the Surtees team, but once again found himself in a team on the edge of failure.

For the 1979 season, Arnoux joined the Renault team, which entered two cars for the first time since its debut in 1977. The team’s only victory of the year was taken by Arnoux’s teammate Jean-Pierre Jabouille at the French Grand Prix at the Dijon-Prenois circuit, but Arnoux took the headlines due to a fierce but good-natured wheel-banging battle with Gilles Villeneuve for second place.

In the 1980 season, Arnoux took his first two Formula One victories, but a lack of reliability prevented him from playing a part in the fight for the world title, although he took three pole positions. Arnoux’s situation was complicated in 1981 by the arrival of Alain Prost at Renault. Inevitably their rivalry on track flared up off the track and relations between the two men deteriorated, dividing the small world of French sport. The conflict reached its peak at the 1982 French Grand Prix at Le Castellet. The drivers took the first one-two in Renault’s history in Formula One, Arnoux finishing ahead of Prost. Prost was furious, considering that his teammate had not kept to the team orders agreed before the race, according to which he should have ceded the win to Prost, who was better placed in the championship. Arnoux replied that no orders had been given before the race and that he was free to drive his own race. He took one other win at the Italian Grand Prix at the end of the season. He was also lucky to walk away from a high speed crash after brake failure at the end of the long straight in the Dutch Grand Prix.
Arnoux started at the back of the field for the 1984 Dallas Grand Prix, but climbed to second by the finish.

The pairing of Prost and Arnoux having become unsustainable, Arnoux left Renault at the end of 1982 to join Scuderia Ferrari. With three victories, at the Canadian, German, and Dutch Grands Prix, he was in contention for the world title for much of the season, but was left behind by his rivals Prost and Nelson Piquet in the championship run in. After a less successful second season at Ferrari, during which his new teammate Michele Alboreto progressively took the initiative from him, Arnoux was suddenly dismissed after the first Grand Prix of the 1985 championship, the Brazilian Grand Prix.

Without a drive for the majority of the 1985 season, Arnoux made his return to Formula One in 1986 for the Ligier team, where he delivered several good performances. However, despite maintaining his motivation, Ligier were not competitive and Arnoux went through three seasons at the back of the grid before leaving Formula One after the 1989 season. Towards the end of his career Arnoux attracted some controversy; he was frequently accused of blocking faster cars in qualifying and when being lapped. He finished his career with 181 World Championship points.

René Arnoux has since started an indoor karting business called Kart’in, consisting of four tracks in France, two in the Parisian area, one in the suburbs of Lyons and one near Marseille. He also owns and manages two factories, frequently appears and drives in historical events on behalf of Renault and resides in Paris.

Arnoux was one of the drivers invited to take part in the Grand Prix Masters championship in 2006 and 2007, restricted to former Formula One drivers. In 2007 and 2008 he drives for the Renault H&C Classic Team, e.g. presents and drives Alain Prost’s F1 car from 1983 at World Series By Renault events.

Sebastian Vettel sips champagne with teammate Mark Webber after winning the British Grand Prix at Silverstone. Third career win for the German driver from Heppenheim.

Kimi Raikkonen in qualifying was accused of “dreaming or drinking vodka” by Aussie Mark Webber who thought the Finn spoiled his fast lap.

Pussy cat drag. Even the best are exposed when they are not in a competitive package.

Clouds are gathering over the future of Silverstone and Formula 1.

A sentiment shared by racing fans around the world.

Bobby Sentry. On Her Majesty’s service, and keeping the subjects in check.

Oh Dear!

Red Bull dominate the British Grand Prix with Vettel taking Victory.

The real fight was at the back with Alonso to Heidfeld and Hamilton to Kubica.

Sebastian Bourdais slams into the rear of Heikki’ Mclaren both blame the other.

Podcast 355 race coverage with Clark and Steve.

The British Grand Prix
Silverstone, Britain
60 laps; 308.355km

Classified:

Pos Driver Team Time
1. Vettel Red Bull-Renault (B) 1h22:49.328
2. Webber Red Bull-Renault (B) + 15.188
3. Barrichello Brawn GP-Mercedes (B) + 41.175
4. Massa Ferrari (B) + 45.043
5. Rosberg Williams-Toyota (B) + 45.915
6. Button Brawn GP-Mercedes (B) + 46.285
7. Trulli Toyota (B) + 1:08.307
8. Raikkonen Ferrari (B) + 1:09.622
9. Glock Toyota (B) + 1:09.823
10. Fisichella Force India-Mercedes (B) + 1:11.522
11. Nakajima Williams-Toyota (B) + 1:14.023
12. Piquet Renault (B) + 1 lap
13. Kubica BMW Sauber (B) + 1 lap
14. Alonso Renault (B) + 1 lap
15. Heidfeld BMW Sauber (B) + 1 lap
16. Hamilton McLaren-Mercedes (B) + 1 lap
17. Sutil Force India-Mercedes (B) + 1 lap
18. Buemi Toro Rosso-Ferrari (B) + 1 lap

Fastest lap: Vettel, 1:20.735

Not classified/retirements:

Driver Team On lap
Bourdais Toro Rosso-Ferrari (B) 25
Kovalainen McLaren-Mercedes (B) 24

World Championship standings, round 8:

Drivers: Constructors:
1. Button 64 1. Brawn GP-Mercedes 105
2. Barrichello 41 2. Red Bull-Renault 74.5
3. Vettel 39 3. Toyota 34.5
4. Webber 35.5 4. Ferrari 26
5. Trulli 21.5 5. Williams-Toyota 15.5
6. Massa 16 6. McLaren-Mercedes 13
7. Rosberg 15.5 7. Renault 11
8. Glock 13 8. BMW Sauber 8
9. Alonso 11 9. Toro Rosso-Ferrari 5
10. Raikkonen 10
11. Hamilton 9
12. Heidfeld 6
13. Kovalainen 4
14. Buemi 3
15. Kubica 2
16. Bourdais 2

Sebastian Vettel grabs pole position for the British Grand Prix.

Rubens Barrichello keeps Brawn GP in the fight with second.

Jenson Button could only manage sixth on a cool day at Silverstone.

Podcast number 354.

FOTA - Ferrari, McLaren, Renault, BMW Sauber, Toyota, Brawn, Red Bull Racing and Scuderia Toro Rosso will start new breakaway championship.

Motorsports Mondial with Nasir Hameed and…

Special interview from Le Mans with Jacky Ickx.

Pos Driver Team Time Laps
1. Vettel Red Bull-Renault (B) 1:18.685 1:18.119 1:19.509
2. Barrichello Brawn-Mercedes (B) 1:19.325 1:18.335 1:19.856
3. Webber Red Bull-Renault (B) 1:18.674 1:18.209 1:19.868
4. Trulli Toyota (B) 1:18.886 1:18.240 1:20.091
5. Nakajima Williams-Toyota (B) 1:18.530 1:18.575 1:20.216
6. Button Brawn-Mercedes (B) 1:18.957 1:18.663 1:20.289
7. Rosberg Williams-Toyota (B) 1:19.228 1:18.591 1:20.361
8. Glock Toyota (B) 1:19.198 1:18.791 1:20.490
9. Raikkonen Ferrari (B) 1:19.010 1:18.566 1:20.715
10. Alonso Renault (B) 1:19.167 1:18.761 1:20.741
11. Massa Ferrari (B) 1:19.148 1:18.927
12. Kubica BMW-Sauber (B) 1:19.730 1:19.308
13. Kovalainen McLaren-Mercedes (B) 1:19.732 1:19.353
14. Piquet Renault (B) 1:19.555 1:19.392
15. Heidfeld BMW-Sauber (B) 1:19.559 1:19.448
16. Fisichella Force India-Mercedes (B) 1:19.802
17. Bourdais Toro Rosso-Ferrari (B) 1:19.898
18. Sutil Force India-Mercedes (B) 1:19.909
19. Hamilton McLaren-Mercedes (B) 1:19.917
20. Buemi Toro Rosso-Ferrari (B) 1:20.236

Podcast Numbert 353

Ferrari and Red Bull have ‘conditional’ entries and will not compete unconditionally alongside the new teams.

Nasir Hameed attending the 24 hours of Le Mans looking for Fernando and Di Montezemolo.

Special Interview with 1971 Le Mans winner Gijs Van Lennep. (Originally Aired on Podcast 127)

Gijsbert Van Lennep: born March 16, 1942, Aerdenhout is a Dutch esquire and former racing driver who gave a good account for himself in his eight Formula One drives.
Van Lennep drove for the Porsche sportscar team from 1967 and won the Le Mans 24 Hours in 1971 with Helmut Marko driving the number 22 Martini sponsored Porsche 917K. They set a distance record that still stands today, covering 5335 km.
That year the Stichting Autoraces Nederland (Foundation for Car races in the Netherlands), hired a Surtees TS7 for him to make his F1 debut in his home GP where he finished a creditable eighth in a very wet GP. The following year Van Lennep won the British F5000 Championship in a Surtees TS11 and drove twice for the Williams GP team, winning his first championship point with 6th place in the 1973 Dutch Grand Prix. With Ensign he scored a second point in the 1975 German Grand Prix, making him the second most successful Dutch Formula 1 driver, until the emergence of Jos Verstappen.
In 1973 he won the last Targa Florio with Herbert Müller in a Martini Porsche Carrera RSR.
He continued with sportscar racing, winning the Le Mans 24 Hours for a second time in 1976, sharing a Porsche 936 Turbo with Jacky Ickx before retiring from racing.

FIA 2010 Formula One entry list:

SCUDERIA FERRARI MARLBORO - Ferrari
SCUDERIA TORO ROSSO - STR TBA
RED BULL RACING - RBR Renault
AT&T WILLIAMS - Williams Toyota
FORCE INDIA F1 TEAM - Force India Mercedes
CAMPOS GRAND PRIX - Campos Cosworth
MANOR GRAND PRIX - Manor Cosworth
TEAM US F1 - Team US F1 Cosworth
VODAFONE McLAREN MERCEDES * - McLaren Mercedes
BMW SAUBER F1 TEAM * - BMW Sauber
RENAULT F1 TEAM * - Renault
PANASONIC TOYOTA RACING * - Toyota
BRAWN GP FORMULA ONE TEAM * - Brawn TBA

* Conditional entries

Podcast 352 race recap with Steve and Nasir

The Brawn domination continues in Turkey as Jenson Button takes his sixth victory of the season.

Red Bull salvage second and third to keep up the fight in the Formula 1 world championship.

Toyota show good pace with Jarno Trulli finishing fourth.

Robert Kubica brings his BMW into his first points paying position this season with seventh.

The Turkish Grand Prix
Istanbul, Turkey;
58 laps; 309.396km;
Weather: Sunny.

Classified:

Pos Driver Team Time
1. Button Brawn GP-Mercedes (B) 1h26:24.848
2. Webber Red Bull-Renault (B) + 6.714
3. Vettel Red Bull-Renault (B) + 7.461
4. Trulli Toyota (B) + 27.843
5. Rosberg Williams-Toyota (B) + 31.539
6. Massa Ferrari (B) + 39.996
7. Kubica BMW Sauber (B) + 46.247
8. Glock Toyota (B) + 46.959
9. Raikkonen Ferrari (B) + 50.246
10. Alonso Renault (B) + 1:02.420
11. Heidfeld BMW Sauber (B) + 1:04.327
12. Nakajima Williams-Toyota (B) + 1:06.376
13. Hamilton McLaren-Mercedes (B) + 1:20.454
14. Kovalainen McLaren-Mercedes (B) + 1 lap
15. Buemi Toro Rosso-Ferrari (B) + 1 lap
16. Piquet Renault (B) + 1 lap
17. Sutil Force India-Mercedes (B) + 1 lap
18. Bourdais Toro Rosso-Ferrari (B) + 1 lap

Fastest lap: Button, 1:27.579
 

Podcast number 351.

Toyota must get back to form this weekend to justify staying in Formula 1.

Felipe Massa and Ferrari going for their fourth straight win in Turkey.

Mark Webber convinced 2009 will bring his first Grand Prix victory.

Motorsports Mondial with Nasir Hameed.

Podcast number 350.

Prodrive officially lodge their entry for the 2010 F1 season.

Ferrari, McLaren, BMW, Renault, Red Bull, Toro Rosso, Brawn and Force India are in!

Flavio Briatore looking to purchase the Renault F1 team.

Loeb awarded the Legion d’honneur  by French president Nicolas Sarkozy.

Motorsports Mondial with Nasir Hameed.

Special F1weekly interview with rising country singer Erica Nicole.

This podcast contains music provided by Erica Nicole

FOTA Statement:

All FOTA Teams have today submitted conditional entries for the 2010 FIA Formula One World Championship.

FOTA confirms all its Members’ long-term commitment to be involved in the FIA Formula One World Championship and has unanimously agreed further and significant actions to substantially reduce the costs of competing in the Championship in the next three years, creating a mechanism that will preserve the technological competition and the sporting challenge and, at the same time, facilitate the entry in the F1 Championship for new Teams. These measures are in line with what has been already decided in 2009 within FOTA, achieving important savings on engines and gearboxes.

All FOTA teams have entered the 2010 championship on the basis that:

1) The Concorde Agreement is signed by all parties before 12th June 2009, after which all FOTA teams will commit to competing in Formula One until 2012. The renewal of the Concorde Agreement will provide security for the future of the sport by binding all parties in a formal relationship that will ensure stability via sound governance.

2) The basis of the 2010 regulations will be the current 2009 regulations, amended in accordance with proposals that FOTA has submitted to the FIA.

All FOTA teams’ entries for the 2010 FIA Formula One World Championship have been submitted today on the understanding that (a) all FOTA teams will be permitted to compete during the 2010 Formula One Season on an identical regulatory basis and (b) that they may only be accepted as a whole.

All FOTA teams now look forward with optimism to collaborating proactively and productively with the FIA, with a view to establishing a solid foundation on which the future of a healthy and successful Formula One can be built, providing lasting stability and sound governance.

Podcast number 349.

Desiree and Steve with the Monaco Grand Prix review.

The FIA could be prepared to drop all rule changes for 2010.

Fernando Alonso frustrated with Renault’s lack of pace.

Christian Horner convinced his drivers have a chance of beating Jenson Button.

Podcast number 348 is here

Fernando Alonso on top in the final Monaco practice.

Stefano Domenicali refuses to deny speculation Alonso’s future is with Ferrari.

Motorsports Mondial with Nasir Hameed.

Special F1weekly interview with Leigh Diffey.

Leigh Diffey: born on March 3, 1971 in Brisbane is an Australian auto racing commentator with the SPEED Channel in the United States. He has also worked in Britain and in his homeland of Australia, where he commentated on Champ Car and V8 Supercars for Network Ten in Australia. Jokingly referred to as "Stiffey" by fans and fellow commentators.

Prior to his Commentary and TV career, Leigh was a PE Teacher at Ipswich Grammar School, leaving in 1995/6 to pursue his love of Motor Sports and Television.

Prior to his 2002 move to the United States, Diffey commentated on the Superbike World Championship and presented coverage of the World Rally Championship for the BBC in the United Kingdom. He worked alongside Steve Parrish who along with Diffey, shared a mutual friend - the late Barry Sheene. Sheene was instrumental in joining Diffey and the BBC together.

In 2001 Diffey filled in for Jeremy Shaw covering the Champ Car series for ESPN International at the Rockingham 500 and the American Memorial 500 at Lausitzring alongside Ben Edwards.
In 2003, Diffey was hired by SPEED. At SPEED, Diffey was the play-by-play announcer for the network’s coverage of the SPEED World Challenge, the American Le Mans Series, the Rolex Sports Car Series, the Rolex Grand-Am Cup, the SCCA Trans-Am Series, and an occasional SPEEDNews anchor and Formula One host. He also did occasional lap-by-lap coverage of the NASCAR Busch North Series.
In 2008, Diffey filled in for SPEED commentator Bob Varsha during the Formula One Chinese Grand Prix. Varsha was unable to assume his usual role due to his covering the Barrett-Jackson Collector Car Auction in Las Vegas, NV.
Diffey, Bob Varsha and Krista Voda are now the mainstays of "The SPEED Report" - the network’s popular Sunday evening wrap of the week’s news and results. Leigh has also commentated selected rounds of the AMA Superbike and AMA Motocross Championships.

Thursday’s second practice times:

Pos Driver Team Time Laps
1. Alonso Renault (B) 1:15.164 24
2. Button Brawn-Mercedes (B) 1:15.233 + 0.069 29
3. Kovalainen McLaren-Mercedes (B) 1:15.278 + 0.114 24
4. Barrichello Brawn-Mercedes (B) 1:15.286 + 0.122 26
5. Massa Ferrari (B) 1:15.293 + 0.129 23
6. Raikkonen Ferrari (B) 1:15.382 + 0.218 25
7. Hamilton McLaren-Mercedes (B) 1:15.389 + 0.225 23
8. Vettel Red Bull-Renault (B) 1:15.722 + 0.558 23
9. Rosberg Williams-Toyota (B) 1:15.758 + 0.594 23
10. Webber Red Bull-Renault (B) 1:15.985 + 0.821 24
11. Nakajima Williams-Toyota (B) 1:16.103 + 0.939 22
12. Sutil Force India-Mercedes (B) 1:16.228 + 1.064 20
13. Bourdais Toro Rosso-Ferrari (B) 1:16.301 + 1.137 23
14. Fisichella Force India-Mercedes (B) 1:16.317 + 1.153 29
15. Piquet Renault (B) 1:16.382 + 1.218 27
16. Buemi Toro Rosso-Ferrari (B) 1:16.432 + 1.268 22
17. Glock Toyota (B) 1:16.527 + 1.363 29
18. Kubica BMW Sauber (B) 1:16.599 + 1.435 26
19. Heidfeld BMW Sauber (B) 1:16.661 + 1.497 22
20. Trulli Toyota (B) 1:16.810 + 1.646 26

Podcast number 347 interview with Michael Ramies.

Max Mosley and the FIA not willing to back down on plans for a £40 million cap.

Ecclestone no doubt that teams planning to withhold 2010 entries would return.

Motorsports mondial with Nasir Hameed.

Podcast number 346 Clark and Steve give you the Barcelona review.

Brawn GP continue their domination of the 2009 season with Button taking the checkered flag.

Rubens Barrichello surprised to have not taken the victory in Barcelona.

Red Bull’s Mark Webber with great pit stop strategy takes the final podium position.

Ferrari telling Felipe to conserve fuel allows Vettel and Alonso through for fourth and fifth.

More trouble for Max Mosley as more teams join the budget cap protest.

Rubens Barrichello on Sunday made clear I’m not playing number two again.

The Spanish Grand Prix
Circuit de Catalunya, Barcelona, Spain;
66 laps; 307.104km;

Classified:

Pos Driver Team Time
1. Button Brawn GP-Mercedes (B) 1h37:19.202
2. Barrichello Brawn GP-Mercedes (B) + 13.056
3. Webber Red Bull-Renault (B) + 13.924
4. Vettel Red Bull-Renault (B) + 18.941
5. Alonso Renault (B) + 43.166
6. Massa Ferrari (B) + 50.827
7. Heidfeld BMW Sauber (B) + 52.312
8. Rosberg Williams-Toyota (B) + 1:05.211
9. Hamilton McLaren-Mercedes (B) + 1 lap
10. Glock Toyota (B) + 1 lap
11. Kubica BMW Sauber (B) + 1 lap
12. Piquet Renault (B) + 1 lap
13. Nakajima Williams-Toyota (B) + 1 lap
14. Fisichella Force India-Mercedes (B) + 1 lap

Fastest lap: Barrichello, 1:22.762

Not classified/retirements:

Driver Team On lap
Raikkonen Ferrari (B) 18
Kovalainen McLaren-Mercedes (B) 8
Trulli Toyota (B) 1
Buemi Toro Rosso-Ferrari (B) 1
Bourdais Toro Rosso-Ferrari (B) 1
Sutil Force India-Mercedes (B) 1

Press on regardless: Very few drivers have remained in the hearts of racing fans worldwide as Gilles Villeneuve. The French speaking Canadian was making waves in Formula Atlantic series in North America when he was noticed by a fellow competitor, James Hunt, who recommended Gilles to his team boss, Teddy Mayer.

Spins and off-track excursions, which remained the hallmark of his exciting career, marked his debut in the 1977 British Grand Prix. But what was not lost on that day at Silverstone was the fact he out qualified his teammate, McLaren’s regular number two driver Jochen Mass. Ironically, it would be the same driver who would touch his career on that tragic day at Zolder, 27 years ago today.

Gilles Villeneuve came from humble backgrounds and, in the words of famous Ferrari engineer, Mauro Forghieri, “had a rage to win”.

Villeneuve’s maiden win came in Montreal in 1978. His final victory was an epic struggle against numerous competitors in the 1981 Spanish Grand Prix at Jarama.

But nothing will ever eclipse the spirit of car # 27 and its little driver than the giant duel at Dijon in which he battled and exchanged second place position again and again with Rene Arnoux in the closing stages of the 1979 French Grand Prix.

The battle for second place even eclipsed the historic first turbo-win in Formula 1 by Arnoux’s Renault teammate Jean-Pierre Jabouille.

www.museegillesvilleneuve.com
 

The Circuit de Catalunya: built in 1991 and is often referred to as ‘Barcelona’ in the racing community, despite the fact that it is located in Montmeló. The Circuit de Catalunya should not be confused with the Montjuïc circuit, which hosted the Spanish Grand Prix four times between 1969 and 1975 and, unlike the Circuit de Catalunya, is actually located within the city of Barcelona.

Because so much testing is done at this circuit, Formula One drivers and mechanics are extremely familiar with it. This has led to criticism that drivers and mechanics are too familiar with Catalunya, reducing the amount of on-track action.

When first used, overtaking was frequent as cars could follow closely through the last two corners and slipstream down the long straight. As aerodynamic balance became more critical, this overtaking method ceased as the cars were unable to follow each other through the fast final corner due to turbulence created by the leading car. This made it almost impossible for a car to get close enough to the car in front of it to attempt a pass at the first turn, which is the only obvious overtaking point on the circuit. The 2007 F1 Season saw the 1st of the 2 final sweepers replaced with a slow chicane in an effort to improve overtaking. However, the redisign did not noticeably increase the amount of overtaking.

Podcast number 345 in Post production.

Vettel focused on fighting for the world championship.

Brawn GP to promote the new Terminator Salvation film in Barcelona.

Rosberg and Nakajima give Williams a one-two in second free practice.

Scuderia Toro Rosso to become a full constructor in 2010.

Motorsports Mondial with Nasir Hameed.

Friday second practice.

Pos Driver Team Time Laps
1. Rosberg Williams-Toyota (B) 1:21.588 43
2. Nakajima Williams-Toyota (B) 1:21.740 + 0.152 40
3. Alonso Renault (B) 1:21.781 + 0.193 36
4. Barrichello Brawn-Mercedes (B) 1:21.843 + 0.255 39
5. Webber Red Bull-Renault (B) 1:22.027 + 0.439 37
6. Button Brawn-Mercedes (B) 1:22.052 + 0.464 35
7. Vettel Red Bull-Renault (B) 1:22.082 + 0.494 45
8. Piquet Renault (B) 1:22.349 + 0.761 26
9. Buemi Toro Rosso-Ferrari (B) 1:22.571 + 0.983 17
10. Raikkonen Ferrari (B) 1:22.599 + 1.011 40
11. Bourdais Toro Rosso-Ferrari (B) 1:22.615 + 1.027 30
12. Fisichella Force India-Mercedes (B) 1:22.670 + 1.082 32
13. Hamilton McLaren-Mercedes (B) 1:22.809 + 1.221 31
14. Kovalainen McLaren-Mercedes (B) 1:22.876 + 1.288 29
15. Massa Ferrari (B) 1:22.878 + 1.290 35
16. Kubica BMW-Sauber (B) 1:22.948 + 1.360 40
17. Heidfeld BMW-Sauber (B) 1:23.173 + 1.585 39
18. Glock Toyota (B) 1:23.360 + 1.772 46
19. Trulli Toyota (B) 1:23.623 + 2.035 47
20. Sutil Force India-Mercedes (B)

Podcast 344

Special Interview with Racing Legend Tony Brooks

 BIANCHI

Jules of French racing

Bianchi: “My strategy will be aggressive in race one; I’ll do my best to win. Then, my aim will be to score points in race two.”

Hameed: How special was the feeling to score first win over teammate Nico Hulkenberg in the F3 Masters at Zolder?

Bianchi: “After the finish line I was crying in my helmet! For me it was really special to win in Zolder because of my family background, and because to beat Nico fairly was a really good thing for me.”

Hameed: What was your best and worst moment from last season?

Bianchi: “The best one was for sure Zolder and the worst one, Brands Hatch! At Brands Hatch, I was leading the feature race and everything was going well until I arrive in a yellow flagged corner. I slowed down but not enough for the marshals who gave me a drive through penalty.

Hameed: You have three rookies as teammates, what advice will you give them apart from staying behind you?

Bianchi: “The first year in F3 Euro series is never easy but I have to say that my teammates are really very quick. They have to be calm in the first races and think about finishing in the points which is already a good thing as a rookie.”

Bianchi: “Nicolas Todt is managing my career and he is like my “race father”! He has really been doing a lot for me and he’s always available for advice. Then, Olivier Maernhout is taking care of my daily needs and comes with me to every race. I would say that he is like a brother to me!”

Bianchi: “I will have many challengers. I think Brendon Hartley will be a good challenger and also Atte Mustonen.”

Hameed: Your favorite track?

Banchi: “My favorite tracks are Macau and Hockenheim.”

Hameed: Your grandfather Mauro raced at Le Mans, is that something you would like to do in the future?

Bianchi: “Yes, of course, I would like to do it but my father doesn’t really want me to do Le Mans because we lost my uncle, and my grand father had a really big crash there.”

Hameed: You raced at Macau last year, how was that experience and do you prefer street racing to traditional tracks like Spa or Dijon-Prenois?

Bianchi: “I really like street circuits because you need to be more concentrated than on normal tracks but my pleasure is the same when I’m in the car. I just love to drive.”

Hameed: Any interest in becoming the first French driver in modern era to win the Indy 500?

Bianchi: “Why not? But that’s not my aim for the moment.”

Hameed: When you move to GP2, would you prefer to stay with ART or try another team?

Bianchi: “Of course I would like to be with ART Grand Prix! That’s such a great team with great people. We will see in the future. But I will do every thing to be in this team if I go in GP2.”

Hameed: Finally, please describe Jules Bianchi, the young man, not the driver?

Bianchi: “When I’m at home, I train a lot and I also do some karting because my father runs a track! So it’s easy for me to take a go kart and drive. Then I also go-kart races with my little brother to help him. My favorite food is Italian food, it’s the best one! Then I like house music and I like to play to sport game on the playstation.

Photo: DPPI

 The pursuit is relentless

Suspension suspended: A lenient decision by the FIA World Motor Sport Council has prevented Vodafone McLaren team from being disconnected from this year’s championship. Many had feared the perpetrators of lie-gate were headed to the waste-gate following the audacity of star driver and current world Champion, Lewis Hamilton, and team’s sporting director, Davey Ryan, to continue to lie to FIA stewards despite their contradictory statements from radio communication and statements to press.

The Woking based team were handed a suspended three-race ban for bringing the sport into disrepute following the council’s meeting on Wednesday in Paris. The FIA statement read:

"Having regard to the open and honest way in which McLaren Team Principal, Mr. Martin Whitmarsh, addressed the WMSC and the change in culture which he made clear has taken place in his organisation, the WMSC decided to suspend the application of the penalty it deems appropriate.

"That penalty is a suspension of the team from three races of the FIA Formula One World Championship. This will only be applied if further facts emerge regarding the case or if, in the next 12 months, there is a further breach by the team of article 151c of the International Sporting Code."

Now let’s go motor racing in Montmelo. The Spanish Grand Prix is next on May 10th.

English driver Jenson Button, driving a Mercedes-Benz powered Brawn GP car, wins the Gulf Air 2009 Bahrain Grand Prix, his third victory in four starts in five weeks this season. Last week’s Chinese Grand Prix winner Sebastian Vettel of Germany was second in his Renault-powered Red Bull. Italian Jarno Trulli, who started from pole-position, was third for Toyota.

Podcast number 342

Clark and Steve with the race highlights.

Toyota bad strategy cost them their first win.

BMW frantic to turn around nightmare season.

Renault must find improvements for the next race, Fernando.

Ferrari to introduce several updates in Barcelona.

                                                                                            The Daly Express

Motorsports Mondial with Nasir Hameed.

Special interviews with Derek and Conor Daly.

Nico Rosberg tops the time sheets in second practice.

Jackie Stewart: "irresponsible" of the UK not to safeguard future of British Grand Prix.

Friday second practice times:

Pos Driver Team Time Laps
1. Rosberg Williams-Toyota (B) 1:33.339 36
2. Alonso Renault (B) 1:33.530 + 0.191 25
3. Trulli Toyota (B) 1:33.616 + 0.277 37
4. Vettel Red Bull-Renault (B) 1:33.661 + 0.322 29
5. Webber Red Bull-Renault (B) 1:33.676 + 0.337 32
6. Button Brawn-Mercedes (B) 1:33.694 + 0.355 35
7. Sutil Force India-Mercedes (B) 1:33.763 + 0.424 30
8. Glock Toyota (B) 1:33.764 + 0.425 37
9. Barrichello Brawn-Mercedes (B) 1:33.885 + 0.546 30
10. Nakajima Williams-Toyota (B) 1:33.899 + 0.560 36
11. Hamilton McLaren-Mercedes (B) 1:33.994 + 0.655 30
12. Fisichella Force India-Mercedes (B) 1:34.025 + 0.686 23
13. Buemi Toro Rosso-Ferrari (B) 1:34.127 + 0.788 37
14. Bourdais Toro Rosso-Ferrari (B) 1:34.366 + 1.027 26
15. Piquet Renault (B) 1:34.411 + 1.072 29
16. Massa Ferrari (B) 1:34.564 + 1.225 34
17. Kubica BMW-Sauber (B) 1:34.605 + 1.266 31
18. Raikkonen Ferrari (B) 1:34.670 + 1.331 28
19. Kovalainen McLaren-Mercedes (B) 1:34.764 + 1.425 35
20. Heidfeld BMW-Sauber (B) 1:34.790 + 1.451 33

Double the pleasure: Last year at Monza German driver Sebastian Vettel became the youngest Grand Prix winner when he scored his and Toro Rosso’s maiden win in the rain. On Sunday he repeated the feat for sister team Red Bull, leading his Australian teammate Mark Webber to a one-two finish in the Chinese Grand Prix.

Dentso: The Trulli train was derailed by Robert Kubica, the Polish driver ran his BMW-Sauber into the back of Italian driver’s Toyota in Sunday’s round three in Shanghai. The race went the full distance in wet conditions and the F1 circuit now moves to the sands of Arabia for the Bahrain Grand Prix next Sunday.

Misery loves company: Defending world champion Lewis Hamilton and the man he dethroned, Kimi Raikkonen, continue to struggle. More dark clouds hang over McLaren team as the British team awaits FIA’s ruling on the lie-gate. Ferrari has not scored a single point after three races.

London fog: Jenson Button now has three podium finishes from three races in the 2009 season. After back to back dominating wins in Australia and Malaysia, the English driver had to soak up and settle for third place behind the Red Bull drivers. He leads the championship from his teammate Rubens Barrichello who finished fourth.
 

 All photos Associated Press.

FIA on Wednesday morning said: "The FIA International Court of Appeal has decided to deny the appeals submitted against decisions numbered 16 to 24 taken by the Panel of the Stewards on 26 March at the 2009 Grand Prix of Australia and counting towards the 2009 FIA Formula One World Championship.

"Based on the arguments heard and evidence before it, the Court has concluded that the Stewards were correct to find that the cars in question comply with the applicable regulations."

Podcast number 339 for your listening pleasure.

This is a special F1weekly podcast Interview.

A conversation with Sir Stirling Moss and Nasir Hameed.

Stirling Moss is the son of Alfred E. Moss, who placed 14th at the 1924 Indianapolis 500 in a "Fronty" Ford. His younger sister, Pat Moss, also took part in rallying, and married rally driver Erik Carlsson. Moss was educated at Clewer Manor Junior School and later at Haileybury and Imperial Service College. He was one of the first customers of the Cooper Car Company when he persuaded his father, Alfred Moss, to get him one of the new Cooper 500 cars. He quickly demonstrated his ability with numerous wins, at national and international level, and continued to compete in Formula Three, both in Coopers and Kieft cars long after graduating to the senior categories.

Moss was a pioneer in the British Formula One racing scene and placed second in the Drivers’ Championship four times in a row from 1955 to 1958.

Moss finished second in the 1952 Monte Carlo Rally driving a Sunbeam-Talbot 90 with co-driver John Cooper. Cooper ran Moss in Formula One later in his career. Having won the Monaco Grand Prix and finished second in the Monte Carlo Rally, Moss is the most successful driver to have competed in both events.

Moss’s first Formula One win was in 1955 at his home race, the British Grand Prix at Aintree, driving the superb Mercedes-Benz W196 Monoposto for a convincing German 1-2-3-4 win, with Karl Kling and Piero Taruffi in the international driver line-up. It was the only race where he finished in front of Juan Manuel Fangio, his teammate, friend, mentor and arch rival at Mercedes. It is sometimes debated whether Fangio, one of the all-time great gentlemen of sport, yielded the lead at the last corner to let Moss win in front of his home crowd. Moss himself asked Fangio repeatedly, "Did you let me win?" and Fangio always replied, "No. You were just better than me that day".
Stirling Moss drives his Mercedes-Benz 300 SLR to win the May 1955 Mille Miglia race.
Moss shared this Vanwall VW5 with Tony Brooks to win the 1957 British Grand Prix.

One of his most famous drives was in the 1955 Mille Miglia, the Italian 1597 km open-road endurance race, which he won in the record time of 10 hours, 7 minutes, and 48 seconds, finishing almost half an hour ahead of teammate Fangio in second place. His navigator in the Mercedes-Benz 300 SLR #722 (indicating the time of the start) was journalist Denis Jenkinson. As navigator, he supported Moss with notes about details of the long road trip, then an innovative technique. This assistance helped Moss compete against drivers who had a lot of local knowledge of the route. Jenkinson later wrote extensively about the experience. Moss revealed in a 2006 interview that his performance in that race also benefited from the use of amphetamines, the use of which was legal then.

In 1957 Moss won on the longest circuit to ever hold a Grand Prix, the daunting 25 kilometre Pescara Circuit, again demonstrating his skills at high speed, long distance driving. He beat Fangio, who started on pole, by a little over 3 minutes over the course of a gruelling 3 hour race.

Moss believed the manner in which the battle was fought was as important as the outcome. This sporting attitude cost him the 1958 Formula 1 World Championship. When rival Mike Hawthorn was threatened with a penalty in the Boavista Urban Circuit in Porto, Portugal, Moss defended Hawthorn’s actions. Hawthorn was accused of reversing in the track after spinning his car. Hawthorn went on to beat Moss by one point, even though he had only won one race that year to Moss’s four, making Hawthorn Britain’s first World Champion.

Moss at the Nürburgring in 1961.

Moss was as gifted at the wheel of a sports car as he was in a Grand Prix car. For three consecutive years (1958–1960) he won the grueling 1000 km race at Germany’s Nürburgring, the first two years in an Aston Martin (where he won almost single-handedly) and the third in the memorable "birdcage" Maserati.

For the 1961 F1 season, which was run under 1.5-litre rules, Enzo Ferrari rolled out his state-of-the-art Ferrari 156, also known as Sharknose. Moss was stuck with an underpowered Coventry-Climax-powered Lotus, but managed to win the 1961 Monaco Grand Prix by 3.6 seconds, and later also the partially wet 1961 German Grand Prix. Some observers have noted that, while taking nothing away from Moss’ superlative performances in these races, there were other factors at play. At Monaco, the tight circuit negated the horsepower advantage of the powerful but heavy and ill-handling Ferraris; and at the Nurburgring, Moss and manager Ken Gregory made a risky but inspired decision to fit super-soft rain tires on the Lotus after a pre-race shower had soaked the track. Had the skies cleared and the track dried, the decision would have been disastrous for Moss. But when rain returned, Moss was able to drive away from the Ferraris of Phil Hill and Wolfgang von Trips (while nursing rapidly deteriorating tires) to take the win.

In 1962, Moss was badly injured in a crash at Goodwood while driving a Lotus in the Glover Trophy. The accident put him in a coma and partially paralyzed the left side of his body. He recovered but decided to retire from racing after a private test session the next year. During this session, he lapped a few tenths slower than before, and did not feel he had the command of the car to which he was accustomed. Many racing and medical observers have speculated that Moss simply tried to return too soon — that another six months of recovery and training would have allowed him to regain most of the physical acuity that distinguished him. He made a brief comeback in the British Touring Car Championship in 1980 with Audi, and in recent years has continued to race in historic cars.

During his career, Moss drove a private Jaguar, and raced for Maserati, Vanwall, Cooper, and Lotus, as well as Mercedes-Benz. He preferred to race British cars stating "Better to lose honorably in a British car than win in a foreign one". The British cars were often uncompetitive and this was considered the reason he never won the drivers’ championship. At Vanwall, he was instrumental in breaking the German/Italian stranglehold on F1 racing (as was Jack Brabham at Cooper). Moss remained the most successful English driver in terms of wins until 1991 when Nigel Mansell overtook him, after competing in many more races.

Doornbos topped the A1GP free practice times for Team Netherlands.

Formula 1 drivers seeking to change Australia and Malaysia start times.

Lewis Hamilton and Dave Ryan continued to lie despite the evidence.

How long will Mercedes endure this McLaren fiasco?

Ralf Schumacher wants the FIA to drop lie-gate for the sake of F1.

Peugeot, Aston Martin and ORECA question the legality of the Audi R15.

Motorsports Mantra and Mondial with Nasir Hameed.

Special interviews with race drivers Frederick Vervish and Harry Tincknell.

Harry Tincknell: Born 29 October 1991 is a British Racing driver from Exeter, Devon.

After a successful career in karting where he was runner-up in the Rotax Max Euro Challenge, he competed in the British Formula Renault Championship Winter Series in 2008 and finished 7th. In 2009 he is racing in the main championship of the series with CRS Racing.

Frederic Vervish: is a 22 year old racing driver from Belgium. In his first ever race in America, he finished second in the Formula Atlantic season opener at Sebring, where this conversation took place. His credentials include winning the 24 hours karting of Francorchamps three times in four years. Last year he won the ATS German Formula 3 championship against some good competition, taking 7 wins and 10 podium finishes from 16 races. He also won the 2007-08 Asian F3b series with 11 wins and 17 podium finishes from 18 races. My thanks to Frederic and all the best to him in his racing career.

A1GP practice times:

Pos Driver Team Time
1. Robert Doornbos Netherlands 1:31.962
2. Earl Bamber New Zealand 1:32.030 + 0.068
3. Clivio Piccione Monaco 1:32.242 + 0.280
4. Vitantonio Liuzzi Italy 1:32.568 + 0.606
5. Filipe Albuquerque Portugal 1:32.570 + 0.608
6. Neel Jani Switzerland 1:32.635 + 0.673
7. Andre Lotterer Germany 1:32.762 + 0.800
8. Nicolas Prost France 1:32.894 + 0.932
9. Daniel Morad Lebanon 1:33.019 + 1.057
10. John Martin Australia 1:33.221 + 1.259
11. Adrian Zaugg South Africa 1:33.379 + 1.417
12. Narain Karthikeyan India 1:33.448 + 1.486
13. Marco Andretti USA 1:33.500 + 1.538
14. Adam Carroll Ireland 1:33.732 + 1.770
15. Fairuz Fauzy Malaysia 1:33.745 + 1.783
16. Ho-Pin Tung China 1:34.087 + 2.125
17. Zahir Ali Indonesia 1:35.064 + 3.102
18. Salvador Duran Mexico 1:56.253 + 24.291
19. Felipe Guimaraes Brazil no time
20. Dan Clarke Great Britain no time
 

Podcast number 337 Malaysian Grand Prix recap.

They (the drivers) said it’s impossible, they’re dreaming, we can’t race.

Bernie Ecclestone refuses to budge on twilight races.

Ferrari admit the stupid mistakes will cost them the championship.

BMW motorsport director Mario Theissen proud of quick nick.

Heidfeld’s second place in Malaysia was the first time a car not featuring a double diffuser had been on the podium this season.

Max Mosley revealed plans for a "world engine" for 2013 capable of powering FIA categories Formula One, World Rally Championship and Formula Two.

Tonio Liuzzi is to drive in the A1GP series with the Italian squad in Portugal next weekend.

COMMENTARY:

Trulli Third & Hamilton Hammered

The truly disgusting decisions of stewards are turning F1 into a freak show.

By Nasir Hameed

There was a time when Formula 1 was about motor racing, hard driven men racing even harder. From the first decade of world championship who can forget Mike Hawthorn battling lap after lap with Juan Manuel Fangio before claiming his first Grand Prix victory at Reims. In the 60s, Jackie Stewart captured his first world championship with only a wee-bit of margin of victory over Jochen Rindt at Monza. The cat and super rat fight in the 70s between a very focused and determined Austrian and an English Playboy pilot. The 80s saw intensity between Senna and Prost morphed into animosity. All these great rivalries and grand battles of by-gone Grand Prix era have one common denominator. Drivers decided between themselves who the winner was. Fans that came to the races saw a great race and got a memorable result on the track.

Fast Forward To The Modern Era: The 2009 Formula 1 season is barely one event old but the result-altering stewards have wasted no time in being back in the high life again. The great duel between Lewis Hamilton and Kimi Raikkonen at Spa last year resulted in the Finnish driver spinning and crashing in slippery conditions, while the McLaren driver grabbed a memorable win. But the stewards, three men who have probably never sat in a racing car let alone race one, had other ideas which handed victory to Massa who, in his own words, was driving the last few laps “like a grand mother.”

In the land of the rising sun last year, sun really set on the common sense of the stewards when Bourdais, the victim, was penalized for a late race tangle with Massa. Then there is the Monza mockery when Alonso was accused of impeding quick lap of another competitor few years ago. The Spaniard, fighting for the world championship, was no where near the beloved red car of the Tifosis.

The Kangaroo Court: Jarno Trulli was deprived of his podium finish after the race for passing Hamilton under a yellow, fact missed by the watching millions around the world as this was not captured on TV coverage. After further review and new evidence, Trulli is again third and Hamilton, instead of having four useful points in the championship, is now on the outside and may soon be looking in.

The new world champion is accused of giving wrong information to the stewards after the race. In this day and age of technology, where there is telemetry, real time data all the time, multiple cameras at every corner of the track and life, where one is not safe even in your own basement, the FIA stewards have decided to punish not only Hamilton but also Vettel.

Hamilton may not be a regular at the Gordon Liddy Library of Truthfullness preparing to pass Mother Teresa’s college of compassion, but he is a race car driver. And a mighty fine one. Just ask his ex-double world champion teammate. Judge him by his actions on the track.

Vettel, a rare talent was only doing his job in the late stages of the race when he collided with Kubica in what can only be described as a racing incident. Now he has to give up 10 grid positions in Malaysia.

The long-shouted cry for permanent stewards with a professional ex-Grand Prix driver on the panel must be heard by the FIA. The fans want races to be decided by racers on the track. Formula 1 should not be turned into Barnum & Bailey circus where drivers are treated like clowns.
 

FIA statement:

At the first hearing following the Australian Grand Prix the Stewards did not have the benefit of the radio exchanges between driver No 1 Lewis Hamilton and his Team Vodafone McLaren Mercedes nor did they have access to the comments to the Media given by Lewis Hamilton immediately after the end of the race.

From the video recordings available to the Stewards during the hearing it appeared that Jarno Trulli’s car left the track and car No 1 moved into third place. It then appeared that Trulli overtook Hamilton to regain third place, which at the time was prohibited as it was during the Safety Car period.

During the hearing, held approximately one hour after the end of the race, the Stewards and the Race Director questioned Lewis Hamilton and his Team Manager David Ryan specifically about whether there had been an instruction given to Hamilton to allow Trulli to overtake.

Both the driver and the Team Manager stated that no such instruction had been given. The Race Director specifically asked Hamilton whether he had consciously allowed Trulli to overtake. Hamilton insisted that he had not done so.

The new elements presented to the Stewards several days after the 2009 Australian Grand Prix which led to the reconvened Stewards Meeting clearly show that:

a. Immediately after the race and before Lewis Hamilton attended the Stewards Meeting he gave an interview to the Media where he clearly stated that the Team had told him to let Trulli pass.

b. Furthermore, the radio exchanges between the driver and the Team contain two explicit orders from the Team to let the Toyota pass.

The Stewards, having learned about the radio exchanges and the Media interview, felt strongly that they had been misled by the driver and his Team Manager which led to Jarno Trulli being unfairly penalised and Lewis Hamilton gaining third place.

F1weekly podcast # 336

Hamilton says Dave Ryan told him to lie.

Gear box penalty for Rubens Barrichello.

Lewis Hamilton has been disqualified from the Australian GP.

McLaren not to appeal Lewis Hamilton’s exclusion.

Motorsports Mondial with Nasir Hameed.