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ITS ALL ABOUT THE PASSION

Issue 139

WATCH MY BACK!
THE SEASONAL REVIEW OF 2013

LEADER ON THE GRID BY JoE SAWARD PICtUREs oF tHE YEAR REVIEW oF tHE YEAR THE HACK LooKs BACK A Cost CAp IN FoRMUlA 1 KEVIN MAgNUssEN Ross BRAWN ON THE MoVE AlBERto AsCARI OBItUARY: KEN GREgoRY LARsEN MotoRspoRts THE LAst LAp BY DAVID TREMAYNE PARtINg SHot

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The award-winning Formula 1 e-magazine is brought to you by: David Tremayne | Joe Saward | Peter Nygaard with additional material from Mike Doodson Anders Rysgaard | Michael Stirnberg | Lise Nygaard

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2013 Morienval Press. All rights reserved. Neither this publication nor any part of it may be reproduced or transmitted in any form, or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of Morienval Press.

WHo we are...
DAVID TREMAYNE is a freelance motorsport writer whose clients include The Independent and The Independent on Sunday newspapers. A former editor and executive editor of Motoring News and Motor Sport, he is a veteran of 25 years of Grands Prix reportage, and the author of more than 40 books on motorsport. He is the only three-time winner of the Guild of Motoring Writers Timo Makinen and Renault Awards for his books. His writing, on both current and historic issues, is notable for its soul and passion, together with a deep understanding of the sport and an encyclopaedic knowledge of its history. David is also acknowledged as the world expert on the history of land and water speed record breaking and is also passionate about Unlimited hydroplanes. He is the British representative on the FIA Land Speed Records Commission, and the driving force behind the STAY GOLD speed record jetcar programme. JOE SAWARD has been a motorsport writer for 30 years. He is the Grand Prix Editor of Autocar. His other clients include the Hindustan Times newspaper. Initially travelling from race to race with a tent, he learned the trade with Autosport magazine, for which he was Grand Prix Editor. His wide-ranging experiences led him to write the best-selling The World Atlas of Motor Racing. He then became a freelance and pioneered electronic media in motorsport. He launched the award-winning Business of Motorsport e-newsletter in 1994, followed by www. grandprix.com. He has since moved on to GP+ and his Joe Blogs F1 blog. Trained as an historian, Joe is also an acknowledged expert on the Special Operations Executive (SOE). His 2007 book The Grand Prix Saboteurs won the Guild of Motoring Writers Renault Author of the Year Award. His latest non-F1 book is The Man who Caught Crippen. He is a Visiting Fellow of Cranfield University. PETER NYGAARD began taking photographs at Grands Prix while studying law at Copenhagen University. After graduation in 1982 he established the Grand Prix Photo company and has since attended more than 350 Grands Prix. Today he not only takes photographs but also writes and commentates about F1.The company covers every Grand Prix and many other events and with contacts all over the world can supply photos from almost any motor race. In addition to current photography the Grand Prix Photo archive is one of the biggest in the world, Nygaard having acquired the collections of a number of celebrated F1 photographers, notably Italian photo-journalist Giancarlo Cevenini and Frances Dominique Leroy plus a portion of Australian Nigel Snowdons collection. Grand Prix Photo (www.grandprixphoto.com) has 25,000 photographs on its website and millions more in its offices, which are decorated with a Tyrrell 021, which Peter acquired from Ken Tyrrell in the 1990s.
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Joe and David are both non-executive directors of Caterham Cars Group Ltd. They are not involved in the operations or management of the F1 team.

...anD what WE THINK

WHY F1 CARS NEED TO LOOK GOOD


One of the better aspects of 2013 was the vanity panels that teams were allowed to use to alleviate the appearance of the 2012 cars with their unforgivably hideous stepped noses. They say that even a bad-looking car becomes beautiful when it wins, but we disagree. If you want to engage your audience, they need to fall in love with the machines. Stepped nose cars dont make it. They look stupid, and ill-thought-out. As if its bad enough that the rules now prescribe and proscribe so much for the designers, who have to wade through the technicalities seeking the loopholes, we now learn that some of the 2014 rules for F1s Great New Future have been thrown together so haphazardly that we will get cars that look almost identical and, worse still, will have horribly ugly noses. Think the goons from the old Popeye cartoons, and you get the picture. The FIA needs a group of people who can sit down with CAD stations and actually design what the rules say, because then it will be obvious what the cars will look like and you can then tweak the rules so that the cars look elegant and sexy. F1 design might be rocket science, but that bit isnt.

on the GriD by Joe Saward

GOOD IDEAS AND BAD IDEAS


There was much talk as we were closing for press about the latest moves to try to improve F1. On the whole I think they sound quite sensible. Having drivers allowed to choose their own numbers between 2 and 99 and using them throughout their careers is a good idea, because it gives fans something to identify with and makes merchandising far less wasteful. It may sound odd to say it, but personalised numbers will add character to the racing... The proposal that has caused the most excitement is the idea of having double points for the last race of the year. This is clearly designed to keep the World Championships open, something which adds to the excitement for the fans, and ensures that TV viewing figures remain high, which is important to the teams, the rights holder and the sponsors. I do not see why anyone has any need to complain. It is the same for everybody and so does it really matter? The sport has had a series of different points systems over the years, each designed to achieve certain aims. This is no different. I think the other eminently sensible rule change is to allow a Pirelli test in Bahrain between December 17-19. All the teams were invited to take part but only those who can afford it are going. I think it is fair to say that Pirelli got pretty badly beaten up by Formula 1 in 2013 - and I do not think that the Italian tyre manuafcturer deserved it. The job that they were asked to do was to build tyres to make the racing more interesting. This was a risky undertaking in that it might be construed by the public as being Pirelli not being very good at manufacturing tyres. Thus the strategy had to be accompanied by some very skillful PR to get the point across that Pirelli was designing precisely what was asked of them. This year's tyres were structured differently than in 2012 and the compounds were softer. The goal was to create better performance but also higher degradation, in the hope that cars would have to stop at least twice in each Grand Prix. This meant that the teams who did their sums properly benefited the most. As a result we saw some exciting performances early on in the year from the likes of Lotus, Ferrari and Force India. Red Bull and Mercedes looked to be in quite serious trouble because in warm conditions the tyres overheated and degraded too quickly. Their car designs could not be changed. If you cannot win on the track in F1, you try and win in the committee rooms and so there were attempts made to get the tyres changed with some fairly heavy criticism in the media of Pirelli, notably from Red Bull. It helped the team's cause that there were a couple of failures to pin the argument on, but that was almost inevitable given that the quibbling teams were blocking any opportunity for Pirelli to test. Then came Silverstone where there were a series of tyre failures and Pirelli took a pile of criticism and had no coice but to throw its hands up and produce harder tyres. The result of this was that one team disappeared into the distance and the rest of the races became a lot less exciting. Pirelli's view was that if F1 was going to treat them like dirt, then F1 must be taught a lesson and the intention I fear is that the 2014 tyres will be pretty solid as well until the teams start to whinge and whine that it is affecting their beloved TV viewing figures and then Pirelli will rush to the rescue with softer rubber and get loads of good publicity for being able to build tyres of any design. You reap what you sow. v
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A review of the year by David Tremayne & Joe Saward

ADIEU, V8
On the eve of major change in Formula 1, we look back on the end of the V8 era
So the 2.4-litre V8 formula is over, and for the first half the final season looked like a pretty decent contest - until Sebastian Vettel and Red Bull went up another gear. At the season midpoint they had 172 and 277 points apiece; rivals could at least kid themselves that they were still in touch, especially after Lewis Hamiltons surprise victory for Mercedes in Hungary, the middle of the 19 races. Kimi Raikkonen had 134 points to Fernando Alonsos 133 and Hamiltons 124; Mercedes had 208 points to Ferraris 194 and Lotuss 183. But where Raikkonen added only another 49 points, Alonso 110 and Hamilton 65, and Mercedes 152, Ferrari 160 and Lotus 132, Vettel added 225 and Red Bull 319. How did that happen? Well, Vettel just won all of the remaining nine races, equalling Alberto Ascaris nine consecutive wins from the 1952 and 53 seasons. He also beat Michael Schumacher by setting a new record for 13 wins in a season. And as if all that wasnt enough, allied to fourth consecutive World Championships for team and driver, Red Bull also set the new mark for the fastest pit stop with a breathtaking 1.923s call for Mark Webber in the US Grand Prix. Whew! As Seb continually reminded his team, they had to savour the good times as they rolled, because after all that its going to be mighty tough not to find that the only way is down.
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Despite all this, Pirelli calculated that there were 985 overtaking manoeuvres in 2013, but insiders at the Italian tyre company also thought that Red Bulls rivals got what they deserved when nobody fought hard enough or agree sufficient

things to prevent the change in tyre specification and construction that was prompted by the dramatic events of the British GP where so many tyres failed so spectacularly. They believed that things then played straight into Red Bulls hands

for whatever political reasons you might care to imagine and the result was annihilation. Which was a shame, because at the start of the year several changes had been expected to liven things up. Not that 2012 had been dull

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First there was Lewis Hamiltons shock switch from McLaren to Mercedes, which generated huge media interest and, of course, raised questions whether the Brackley team really could get its act together and start to win on a regular basis. Then there was Mexican hotshoe Sergio Perez filling Hamiltons big shoes at McLaren. Other changes included Adrian Sutil returning to Force India and the arrival of a bunch of rookies: Mexican Esteban Gutierrez at Sauber, Finn Valtteri Bottas at Williams, Briton Max Chilton and Frenchman Jules Bianchi at Marussia (the latter a late replacement for GP2 racer Luiz Razia, when the Brazilians money foundered), and Dutchman Giedo van der Garde at Caterham. Wisely, given that the season would bring an era to an end, the FIA made few major changes to the F1 technical regulations. Apart from McLaren and Sauber most teams made conservative evolutions of their 2012 cars and their true focus of development went into the allnew 2014 machines. The minimum weight was increased from 640 kg to 642; front wings had to be even more rigid; and vanity panels were allowed to alleviate the horrible stepped noses seen in 2012. Only Red Bull and Lotus kept them, while Caterham reverted to them to shave a kilo or two after initially smarting its design with a panel. A team also now had to crash test all of its chassis rather than just the first one, as the FIA toughened up its mandatory tests of monocoques and rollhoop structures yet again. Double DRS systems were outlawed, but passive double DRS systems such as those tried by Lotus and Mercedes in 2012 were still permitted. And now drivers could only use DRS in practice and
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qualifying in the zones where they could be activated in the race, rather than anywhere the driver chose. The most significant changes were made by Pirelli to its tyres, and they, of course, would exert the greatest influence. While talking about them, its important to remember that the tyres that were produced were what Formula 1 had asked

for. It wasnt like Pirelli had just happened to make tyres that degraded quickly. But from the amount of flak it would get as the season progressed, youd think it had. The compounds hard, medium, soft and supersoft were generally softer than their 2012 counterparts to enhance performance and deliberately generate a higher degree of

degradation in order to ensure a minimum of two pit stops at each race. Revised structures with new materials increased the footprint of the tyre, improving traction and cornering and, in theory, distributing temperature more evenly across the tread surface so that blistering due to localised heat build-up would be alleviated. In theory the new tyres had a wider working
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range and would be easier to bring up to optimal temperature. The hard and the soft tyres had a high working range, the medium and the supersofts lower, and Pirelli expected this to help teams to better understand the tyres and their interaction with the cars. That did not always prove the case, however, which is what made the opening races so unpredictable. Initially, for example, Red Bull was in all sorts of tyre degradation trouble at certain circuits and in certain conditions, while Ferrari, Lotus and Force India looked good having done their winter homework the best. The 2013 season continues the philosophy adopted by Pirelli last year in evolving the original 2011 range of Formula 1 tyres, motorsport director Paul Hembery explained. The goal is to continuously set new challenges for the drivers and to ensure that all the teams start the new season on a level playing field when it comes to the tyres. Through accumulating more information with each Grand Prix last year, the teams eventually fully understood the tyres, after a spectacular start with seven winners from the first seven races. The result at the end of the year was races with less competition and sometimes only one pit stop. This phenomenon was also observed in 2011, disappointing many fans and prompting some of the teams to ask us to continue developing our tyres further this year, in order to provide a fresh challenge with something different. Our 2013 range of tyres mixes up the cards once more to help overtaking and ensure two to three pit stops per race. Kimi Raikkonen took the World Championship lead initially as he won the
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Australian GP for Lotus, while Adrian Sutil starred on his comeback by leading the race for a while for Force India before finishing an honourable seventh. Fernando Alonso took second place for Ferrari, but Vettel had to settle for third for Red Bull. The reigning champion hit back in Malaysia, however, which is when he famously suckered team-mate Mark Webber. As the Australian, in the lead, turned down his engine as per the teams Multi 21 code, Vettel kept his engine on full tune and stole victory from him by repeatedly ignoring orders from team boss Christian Horner. Besides making the latter look silly and ineffectual, it set up a fresh bout of acrimony between Webber and Vettel that made their clash in Turkey back in 2010 look like a spat in a kindergarten. It also played a very significant part in all the booing that Vettel would experience on the podium later in the year. Red Bulls latest 1-2 was not a signal that it had cracked its tyre wear issues, however, as Alonso took the chunky Ferrari F138 to victory next time out in China, chased by Raikkonen and Hamilton in a much more competitive Mercedes. Vettel was back in front in Bahrain, where he led Raikkonen and his Lotus team-mate Romain Grosjean home, before Alonso again came to the fore in Spain where he won from Raikkonen and Felipe Massa. Red Bull was still in trouble in certain circumstances with tyre wear, as was Mercedes, and Vettel was particularly vocal about the manner in which the tyres degraded so quickly. Suggestions emanated from the team that it was somehow grossly unfair that he had to drive the RB9 to the limit of its rubber, as if nobody else in the history of F1 had ever had to do such a thing Quite
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simply, Red Bull was playing the same penalty as all the others who had focused exclusively on aerodynamic improvement rather than the car/ tyre/track interface. Nico Rosberg scored a surprise win for a resurgent Mercedes on the streets of Monaco, but that was where fresh controversy enveloped his team when it emerged that it had secretly tested 2013 tyres on its 2013 cars in Barcelona. Ross Brawn was adamant that was legal by his understanding of the rules, but subsequently the FIA Court of Appeal judged otherwise. Ferrari had got away with something similar prior to Barcelona, it also emerged, but had done so with a 2011 car owned by a Club Corsa member, which was deemed permissible. What it refrained from mentioning, however, was that it had been driven by Massa and reserve driver Pedro de la Rosa, which seemed to be pushing things, and nobody knew the exact specification of the car Mercedes was banned from attending the Young Driver Test at Silverstone in July as a result of that nave indiscretion. Meanwhile, Vettel walloped everyone in Canada as he won easily from Alonso and Hamilton, before things literally exploded at the British GP. Hamilton had steadily been getting more comfortable in his Mercedes MGP W04, particularly as he and the team worked hard to give him the feel he sought from the brake system, and he was leading the British GP at Silverstone from Vettel when a rear tyre exploded. As Rosberg inherited victory when Vettel retired with a gearbox problem, other spectacular tyre failures involving Massa, Perez and Toro Rossos Jean-Eric Vergne generated killer tyres headlines in national
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newspapers. Pirelli quickly initiated an urgent investigation and as a result issued mandatory setup specifications when it learned that some teams, notably Mercedes in an effort to curb its excessive tyre wear, were running the uni-directional tyres the wrong way round (an old ploy often seen in karting) and at camber angles up to four degrees. Now Pirelli mandated that all tyres should be run in one direction only, at no more than 2.5 degrees of camber. Against a backdrop of great anxiety Kevlarbelted tyres were flown out to Germany, awaiting a revised construction tyre for Hungary. But as Vettel narrowly won for the first time at home from the charging Lotuses of Raikkonen and Grosjean there were audible sighs of relief that there had been no further disasters. The new tyres were ready for the Hungaroring after all of the teams except had tested them at the Young Driver Test at Silverstone, though Mercedes was given data by Pirelli. And, to everyones surprise including his own, Hamilton achieved the miracle he had spoken of needing after qualifying and dominated the race ahead of Raikkonen and Vettel to score his first big success with his new team. At that point it seemed he had joined the German, Raikkonen and Alonso in contention for the Championship. Little did we know As the teams headed into the summer break, nobody could possibly have foreseen what lay in store for the remaining nine races. But the alarm bells started ringing when Vettel won at Spa, which was not deemed by rivals to be a Red Bull circuit based on past performance there, and again at Monza where low downforce was again a factor. But things went on to Orange Alert in Singapore
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where Red Bulls phenomenal traction made him untouchable. Suddenly, as Alonso spoke not only of needing luck himself but Vettel needing bad luck, the writing was in the wall and even the cynics began to ponder whether Vettel really could win

the raining seven races. One by one, they got their answer. Vettel won in Korea and then a change of strategy rather fortuitously sneaked the win away from Webber and into Vettels hands in Japan. He was dominant again and Abu Dhabi, and after hed

blown everyone away in Texas too, it was a given that hed do it again in Interlagos. And so it proved. It was calculated to keep the man in the street riveted to his television screen, but it was hellish impressive to see a team at the top of its

game for so long and making so few errors. The revised tyres suited Red Bull more than anyone else, which raised a few eyebrows along the pit lane, and as Ferrari and Force India were the worst compromised which was harsh luck after their careful winter preparation - Raikkonens campaign also began to fall apart as the new rubber made his Lotus understeer. That suited Grosjean more, and in the latter half of the season he and Webber, whose car was at last more reliable after some shocking problems earlier, proved to be the only men capable of getting anywhere near Vettel. But not near enough. Alonsos brilliant racecraft earned him seconds in Belgium, Italy and Singapore before Ferraris slump, but by then his relationship with the team had been very seriously compromised when Scuderia president Luca Montezemolo learned that he had attempted (unsuccessfully) to decamp to Red Bull. And when he further learned that Raikkonens hopes of doing likewise had also failed, after Webber had announced his intention to retire from F1 at the end of the season, Montezemolo sent a warning shot across Alonsos bows by re-signing Raikkonen as Massas replacement for 2014. Korea, Japan and India brought Grosjean third place podium finishes, followed by a second in Texas, while Webber was third in Italy and Texas and second in Japan, Abu Dhabi and Brazil to pip Hamilton to third place overall behind Vettel and Alonso. Hamilton made it clear that he wasnt bothered, that only first place had mattered.

Mercedes also dipped in the latter half, and his success in Hungary did not after all presage an upward climb to the title. His races in India and Abu Dhabi were compromised by damage to his Mercedes chassis which wasnt discovered until the machine was stripped down and inspected thoroughly prior to Texas. A new chassis belatedly made him competitive again. But though Mercedes was back in tyre wear trouble over the final races, it managed to keep its second place overall behind Red Bull and ahead of Ferrari as an indication of how much progress it had made in 2013. Raikkonen had let the world know when he quit the team that he was bored waiting for his salary cheques, and some expected him to leave with three races left. He did Abu Dhabi, however, but then called it a day two races ahead of schedule when Ferrari insisted he have surgery of a recurrent back injury. He thus dropped to fifth overall, as Webber pipped Hamilton for third in Brazil. Fifth place was an embarrassment for McLaren, whose ambitious plan to move ahead of rivals backfired when the MP4-28 failed. It persevered with the new car and steadily improved it, but it was never good enough. At one point Force India was ahead of McLaren, but as it struggled to unlock its VJM-06s potential on the revised tyres it came under serious threat from Sauber as the Swiss teams fortunes took an upturn, partly because of the new rubber and also because it introduced a revised exhaust
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system which made a big difference. In the end the British team held fast, taking a highly respectable sixth overall as the evenly matched Sutil and Paul di Resta impressed several times. Toro Rosso was only eighth, which did not

reflect what a competitive car James Keys STR8 was at times, while Williams miserable year saw it lose all the technical momentum it had regained in 2012. There was a revival at the end of the year, however, which gave it a fillip ahead of Felipe Massa

replacing the unloved Pastor Maldonado there next year. At the back, Marussia comfortably beat Caterham to the crucial 10th place overall, with Bianchi and van der Garde both impressing more DT than their team-mates.
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Infiniti Red Bull Racing

new title sponsorship arrangement with Nissan sub-brand Infiniti. This was slightly odd as it meant After winning three World Championships as Red that Renaults input in the programme received Bull Racing, the Milton Keynes team had a bit of a less recognition than perhaps it deserved and the makeover during the winter of 2012-2013 and it re- French have been busy politicking ever since to try emerged as Infiniti Red Bull Racing, with a substantial to figure out how to get more coverage for their

efforts. The order from the top at Renault was to sell half of the Renault Sport F1 business to Nissan and let the global partners contribute financially for the success, which would allow both companies to badge their engines as they wish. This has yet to be done, but is on the cards for the future.
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There were no such political problems over in Milton Keynes, where Adrian Neweys team continues to produce one winner after another. Before the RB9 appeared Newey said that he was slightly worried about the fact that the car might be a little behind where it should be in terms of development, because of the effort that went into winning the 2012 title. In Melbourne, however, the Red Bulls were 1-2 in qualifying and all seemed to be under control. In the race there was no way that the Red Bulls could keep pace with Kimi Raikkonens Lotus and all Vettel could manage was third place, 22 seconds down on Kimi at the finish. In Malaysia it was a different story as the cars were fairly dominant, although Vettel upset the apple cart by breaking team orders and overtaking Mark Webber to win the race. Webber was furious but knew that the team would do nothing against its golden boy. Vettel made a bit of an ass of himself afterwards, adding to the perception that he was unscrupulous by coming up with a number of different and conflicting explanations. The team said it was not impressed but they then did nothing apart from trying to wallpaper over the cracks, saying that the matter was settled and that there was not a problem between the two men. In the end, the management came out of the affair looking rather weak. Speculation began immediately that Webber would be leaving the team at the end of the season. He had had enough. It was clear after the first few races that the Red Bull was only strong in certain conditions and that there were problems with keeping the tyres at the rear cool enough to operate in the right
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temperature bracket. As the car could not be changed to solve the problem, Red Bull was soon talking quite publicly of a need to change the tyres, on the basis that they were too aggressive. When there were some tyre failures the team leapt on them and played up the question of danger - much to the annoyance of Pirelli, who felt that they were being taken advantage of. I dont want to talk bad about people but theyve got to do a better job, Vettel said at one point. On safety grounds we saw that people suffered the tyre, the surface, the tread delaminating - blowing up - and fortunately nothing happened but its not because drivers drove over debris, its because the tyres arent good enough and that cant be safe. The scaremongering tactics did not work until Silverstone where Pirelli users suffered a string of failures. Pirelli said that such things were inevitable if it was not allowed to test the tyres in advance and that it was fault of the teams, who could not agree on who should conduct tests. If it takes politics as well as engineering and driving to win World Championships, then Red Bull deserve credit for having played the game to the full. Pirelli changed the tyres Red Bull became the

dominant force. After winning only four of the first 10 races, the team began a triumphant charge that saw Vettel win nine consecutive victories. Webbers motivation was gone and rarely looked like challenging for victory. Vettel also worked on his PR and the booing that followed him from Malaysia onwards gradually disappeared. He will still not be trusted as once he was, but he has done a good

job limiting the damage. Webber announced in the summer that he was leaving and would join the Porsche factory sports car team in 2015. The team tried out Dan Ricciardo, Carlos Sainz Jr and Antonio Felix da Costa in the so-called Young Driver Test at Silverstone in the gap between the German and Hungarian GPs and decided that Ricciardo was the man to take Webbers place.
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It is a daunting job to go into because Vettel is absolutely on top of his game and tuned into his car. Next year the cars will be different and this may result in a few knocks to that confidence but for the moment, Sebastian seems to be in a class of his own. The team has held together well in recent years but there are signs that there are finally some cracks appearing with the news that chief aerodynamicist Peter Prodromou is planning to depart to join McLaren. It will be interesting to see whether this will continue or whether the team will take the hit and move on to more success. For the moment, however, Red Bull could not ask for more from the team. It is riding high and even team principal Christian Horner has been singled out for recognition by the British Government with his appointment as an Officer of the Order of the British Empire, by the British Government in the Queens Birthday Honours List, for an outstanding contribution to motorsport in the UK. Vettel has agreed to stay with the team for at least another two seasons, although there is still the feeling in F1 circles that he will eventually want to move on to another team to show that his success is not all down to the cars that Adrian Newey has provided and that he can do the same thing with another team. Red Bull has stood firm against all arguments in favour of a budget cap, much to the annoyance of many of the other F1 operations. The team clearly believes that plentiful finance is an advantage that it does not wish to give away and, of course, success simply adds to the ability to gather more cash and thus reduce Red Bulls JS financial commitment.

Infiniti Red Bull Racing Red Bull-Renault RB9 GP+ Team rating: GP+ Driver ratings Sebastian Vettel: Mark Webber: 5 10 7

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Mercedes AMG Petronas F1 Team

that Williams shareholder Toto Wolff would The winter months provided plenty of upheaval take over the role, with help coming from nonfor the Mercedes F1 team, beginning in December executive chairman Niki Lauda. Things were with the ousting of Norbert Haug as head of further complicated by the news that Wolff had Mercedes Motorsport, after 22 years in the job. decided to hire McLarens Paddy Lowe to be the This was followed by the surprise announcement new team principal. Given that the team already

had a team principal in Ross Brawn, it was clear that there were going to be far too many cooks in the Mercedes kitchen. The reshuffle made sense from a corporate point of view as it provided Mercedes-Benz boss Dieter Zetsche with the best of both worlds. If

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the team can be made successful then Mercedes can take all the glory, but if it continues to underperform Mercedes can gently shove it aside and slide it under the HWA banner. This is the company that runs the Mercedes DTM, GT and Formula 3 racing operations and is part-owned by Wolff. Thus Mercedes could exit team ownership in the future without much fanfare, staying on as an engine manufacturer, a role that proved to be very successful with McLaren and Brawn before Mercedes decided that it needed to buy a team. It seemed inevitable from the start of the year that the old team management from Brawn days would end up being sidelined and it was soon announced that CEO Nick Fry was on the move. By the end of the year, to no-ones great surprise, Ross Brawn packed his bags as well. The pre-season winter testing suggested that the team would be pretty competitive in 2013. Lewis Hamilton seemed to have settled in well and Nico Rosberg rose to the challenge and proved to be quicker than many had believed, if perhaps still not as feisty in a fight as Hamilton. The team went to Melbourne with more testing miles than anyone else and high expectations. The cars proved to be extremely quick in qualifying trim, but could not sustain the pace in races because the tyre degradation was such that they dropped back rapidly. The team worked hard to try to figure out what was happening and ran into trouble in the Spring when it conducted a test for Pirelli between the Spanish and Monaco Grands Prix. Rivals teams shrieked that this was not fair and that Mercedes had broken the rules, while the team argued that the team had been given permission by the
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FIA. Clearly there was something to that belief and the FIA carefully brushed the whole thing under the carpet with Mercedes and Pirelli being reprimanded by the FIA International Tribunal for the test and Mercedes not being allowed to take part in the Young Driver test at Silverstone. This was not any great penalty, but was sufficient for the other teams to shut up. Ironically, Mercedes then won at Monaco but that was nothing to do with the Barcelona test

and was the result of good pace in qualifying and Monacos inherent nature of making overtaking almost impossible. Nico Rosberg started at the front, controlled the tyres well and stayed ahead all the way to the flag. In cooler conditions the cars were better and at Silverstone, which suffered typical British summer weather, Rosberg won again although the race ought to have been won by Hamilton, until he had a puncture, one of several that afternoon.

This set in train the change of tyre design that would end up working in favour of Mercedes. In Hungary Hamilton was unbeatable, despite very hot conditions. It was hoped that there would be a strong challenge from Mercedes in the second half of the year, but Red Bull soon had its car working so well that there was nothing Mercedes could do but try to get second place from Ferrari. This they did without too much drama. JS
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Mercedes AMG Petronas F1 Team Mercedes F1 W04 GP+ Team rating: GP+ Driver ratings Lewis Hamilton Nico Rosberg 5 9 8

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Scuderia Ferrari
Ferrari had a poor year in 2012, although there were some truly magnificent performances from Fernando Alonso, who ended up scoring three wins and fighting for the title, despite describing driving the Ferrari F2012 as like walking on a tightrope. The teams aim was to close the gap to Red Bull Racing and McLaren, who were more competitive by the end of the season. In this respect the start of the 2013 season with the new F138 seemed to be quite successful and Ferrari felt that it would be able to win some races as the season progressed. Alonso did well in Australia but the team made a mistake in Malaysia and told Fernando to stay out despite a damaged front wing. This then collapsed and the Spaniard was forced to retire. Felipe Massa showed the potential of the car by bringing it home in fifth place but he was behind the Red Bulls and the Mercedes. Alonso then confirmed that the car was good enough to win by taking victory in China. In Bahrain there was another team error with a problem that meant that Alonsos DRS stuck open and he had to pit and so lost places and World Championship points. He bounced back with a spectacular victory in front of his home crowd in Barcelona. There followed a series of rather fairly average races and rumours began that Alonso was considering moving to another team. He was openly critical of the team and this resulted in a slap down from Ferrari boss Luca Montezemolo. The relationship was clearly changing, Alonso was fed up with not having a good enough car to win on a consistent basis. Things got worse
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when the tyres were changed in the mid-season with Ferrari falling back in comparison to some of its rivals and by the end of the year Alonso was struggling to get on the podium on a regular basis. In the end he was able to cling on to runner-up spot in the World Championship, in part because of Webbers misfortunes and the decision of Kimi Raikkonen to drop out early. It was the third time

in four years that Alonso finished runner-up in the title race. Ferrari decided early in the year that the time had come to strengthen its technical staff still further and grabbed the disaffected Lotus Technical Director James Allison, who was taken on as Chassis Technical Director, while Pat Fry was moved sideways to become the Director of

Engineering, but reporting to Dominicali, rather than to Allison. This was followed by the hiring of South Africas Dirk de Beer, who had been the head of aerodynamics at Lotus. It was clear that Ferrari was worried about the prospect of losing Alonso and, in order to guarantee that it had a proven frontrunner for 2014, it decided in the summer to hire Raikkonen,
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ousting Felipe Massa, who had had another relatively poor year. This was a double-edged sword because while it told Alonso that it is not the drivers who run things at Ferrari, it also meant that there is potential for trouble between the two 2014 Ferrari drivers. Fernando has never been very good at handling a quick team-mate, despite saying that he does not care who he races with. In the end Alonso was unable to find an

alternative ride that he felt would be step up. He is now being hotly pursued by McLaren for 2015. It remains to be seen whether the relationship with Ferrari can be fixed with a good car next year. It will not be easy. The team decided in the end not to continue developing the F138 in order to concentrate all of its efforts on the 2014 project. The upgraded wind tunnel in Maranello

was opened in September, having been shut for a year, during which time Ferraris aerodynamicists were working in one of the Toyota F1 wind tunnels in Cologne. Work is also pushing ahead on the construction of a completely new building for the racing department in Maranello, in the hope that this will lead to better communication between the different departments. As ever the pressure is on. JS
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Scuderia Ferrari Ferrari F138 GP+ Team rating: GP+ Driver ratings Fernando Alonso: Felipe Massa 4 10 7

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Lotus F1 Team
2013 could not have got off to a better start for Lotus, as Kimi Raikkonen reprised his 2012 Abu Dhabi success by winning the opening race in Melbourne to lead the World Championship. Over the winter James Allison and Nick Chester had led a technical team that paid intense attention to optimising tyre performance, and even though there had been last-minute disappointment when a Honeywell sponsorship fell through, the new E21 was right on the pace. Malaysia brought only seventh, but the Finn bounced back to keep himself in championship lay with seconds in Chinas, Bahrain and Spain, and would later take further seconds in Germany, Hungary and Korea. Lotus, however, had every right to feel hard done to after Pirelli changes its tyre construction for the German and Hungarian races. That did not hurt the team as much as it did, say, Ferrari and Force India, but it did have an effect. In Raikkonens case, it made the E21 understeer, a problem that was exacerbated by the coincidental introduction of a long wheelbase version of the car. Subsequently, Raikkonen would revert to the shorter wheelbase car, as the understeer was not so pronounced. Last year we conclude the Lotus entry in the F1 Review with the following comment relating to Romain Grosjean, who at that time was still regarded as the sports enfant terrible: Its to be hoped that victory in the off-season Race of Champions will have boosted his confidence, and that next year hell be able to realise his clear potential. He deserves the contract extension that was confirmed in December.
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For a long time it seemed that the rosycheeked RoGro wasnt going to make it, after all. He was certainly less accident-prone, but it wasnt until Bahrain that he backed his first decent result after low-key runs to 10th in Australia, sixth in Malaysia and ninth in China. He then had a lean spell until Germany, where he was slightly bullied down to third place by Raikkonen. But as Kimi struggled with the understeer from Germany onwards after

keeping Sebastian Vettel under massive pressure there, Romain generally thrived. Adding to that podium in Nurburgring came a sixth in Hungary and a brace of eighths in Belgium and Italy. But it was from Korea onwards that he demonstrated convincingly to his team management not only that they had been right to keep him on despite his dramatic stumbles in 2012, but also that he had the pace and growing maturity to lead the

team as Raikkonens defection to Ferrari finally became known after months of speculation that he might join Vettel chez Red Bull. Grosjean took third in Korea, then again in India and Japan, before dropping to fourth in Abu Dhabi and then bouncing back to a great second place in Texas. He was without doubt, Vettel excepted, the star of the second half of the season. Raikkonens dissatisfaction with Lotus
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dated back to slow payment of his salary in 2012 and was, he admitted, a factor in his decision not to stay. Some cynics expected the Finn to depart before Abu Dhabi after further rumours of nonpayment; he did that race, but was then absent from the last two when Ferrari insisted that he have a back operation on an old injury that had been giving him intermittent grief during the

season. That made sense, since he needed to be fit for the first 2014 tests at the end of January, but also because it took a key player out of Lotus and thus comprised its admittedly slim chances of passing Ferrari for third place in the Constructors World Championship. Raikkonens stand-in Heikki Kovalainen, once a Renault driver before going to McLaren,

looked fast against Grosjean in practice in Texas and Interlagos, but miserable races did not help his claim to a regular ride in 2014. In the first race a blocked wing endplate hurt him; in the second he simply couldnt get a competitive car in to the pace and struggled around ahead of the Marussias and Caterhams. Raikkonen had also been unhappy when
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Allison quit early in the year to return to Ferrari; the engineer is believed to have been angered at promises that the budget would be there at the start of the year and then finding that it wasnt. Both issues highlighted the massive financial worries of a team said to be in hock for everything while desperately waiting for the enigmatic Mansour Ijaz to conclude a deal which would see Quantum Racing, an amalgamation of investing backs from several continents, invest $250m while taking a significant shareholding. The deal was mentioned in April, and again in June, but despite almost weekly promises from Ijaz, including an official announcement on the eve of the Abu Dhabi GP, it has yet to materialise. The investment would have enabled Gerard Lopez to pay off the teams debts and employ the driver it wanted as Grosjeans 2014 partner: Nico Hulkenberg. But as things dragged on the German, sick already of slow payments at Sauber, jumped ship not to Lotus but to Force India, leaving Lotus to grab for Pastor Maldonado. The Venezuelan is still seen by many as a hotheaded pay driver, his stunning victory for Williams in Spain last year notwithstanding, and an already steady brain drain from Enstone was expected to increase after the announcement of his signing. Despite all this Eric Boullier continued to do an excellent job of managing the myriad difficult situations not the least the delicate financial tightrope walk, or Grosjeans anger at being shovelled out of Raikkonens way in Korea, and then the Finns ire at being told to get out of the way for the Frenchman in India. Whether Lotus will be the force in 2014 that it has been for the last two years remains to be seen, but we really hope so. DT

Lotus F1 Team Lotus-Renault E21 GP+ Team rating: GP+ Driver ratings Kimi Raikkonen: Romain Grosjean Heikki Kovalainen 4.5 9 9 4

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Vodafone McLaren Mercedes


When Jenson Button lapped Jerez in 1m 18.861s in his new McLaren MP4-28 on the first day of official 2013 F1 testing, jaws dropped up and down the pit lane. Mark Webber was his closest challenger, and had managed only 1m 19.709s for Red Bull. It seemed that McLarens decision not to warm-over its MP4-27 design the winner of seven of the 20 2012 races but to pursue an aggressive design development philosophy in the final season of the 2.4-litre formula with the aim of making greater progress than its rivals, was already paying out. On paper, that should have set Button up for his best tilt at another title since 2009. Instead, the ploy bit McLaren in the ass and resulted in the teams first season without a single podium finish since 1980, let alone a win. As Button and new team-mate Sergio Perez got pulped in the opening races, the team gave serious thought to running the successful MP4-27 but opted to push through and learn why the MP4-28 didnt work. To begin with, fingers were pointed at the innovative pullrod front suspension, when ride height problems kept Button to a ninth place finish in the season opener in bumpy Melbourne, but team boss Martin Whitmarsh denied there was any data or evidence to support that. There were also suggestions of an underlying problem with the correlation of wind tunnel data and on-track performance, but sporting director Sam Michael nixed that one, too. So what did account for the lowly finishes? Buttons best result was fourth in Brazil, followed
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by fifth in China and sixth in Monaco, Perezs fifth in India as the team limped home fifth with 122 points to Red Bulls 397. The underlying problem centred on the aggressive design revisions to the rear end of the car, which prevented the team running an optimal ride height in Melbourne, and the primary shortcomings were generally judged internally to be aerodynamic. Much was made of revisions in Spain, which included significantly modified rear bodywork, sidepods and rear wing along MP4-27 lines as the engineers sought to change the way the platform of the car worked. But they did not produce the miracle that was needed. The car wasnt quick enough and weve made some changes and it probably still isnt quick enough, Whitmarsh was moved to say on more than one occasion. But its not quick enough by one percent. Yes, were a big team so its right to be hard on us over that. But if you step back and people use words such as profound to describe our problems, I think they are misplaced. The car doesnt have enough downforce, theres no secret to it. Weve got to work harder to improve it. You cant say that McLaren didnt try, and it kept pushing all through the season, but there was no wonder cure for the MP4-28s ailments as the demoralising year continued despite all the effort and the brave words and the taking it on the chin. McLaren, like all of the top F1 teams, is primarily self-critical, and Whitmarsh was forced to walk a tightrope between pushing everyone to do better and not demoralising them. On the driving front, Perez initially seemed to have settled in quite well and certainly gave
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Button a wheel-banging wake-up call in Bahrain where eventually the Briton finished 10th, the Mexican sixth. I want our drivers to try and beat each other, Whitmarsh said, smiling bravely as he defended Perezs press-on style. When they are doing that, trying to intervene and say Dont do that, youre scaring me, probably isnt the right

thing to do. Thats the sort of spirit that we need in the whole team. We are here to fight, to get to the front whatever it takes. And if you arent at the front theres no point getting your head down and tearing yourself inside out about it, you need to look at what youre doing, try bloody hard, make the right decisions and move on.

But gradually the mood within McLaren changed. First, the engineers were not too impressed with Perezs qualifying and his feedback. Then he fell out with his manager Adrian Fernandez, causing some internal polemics, and finally Kevin Magnussens great performance in winning the World series by Renault militated against the
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Mexican, and before the season was over it was announced that he would be replaced by the Dane. That brought out better performances from him as he took a fifth, a ninth, a seventh and a sixth in the final four races, but it was too late. By season-end Button, who was not all that impressive himself

and admitted after Brazil that he needed to get my head straight, had 73 points, Perez only 49. I dont like it if we arent competitive enough, and coming racing when you dont have a realistic chance of winning a race, Whitmarsh admitted. So you can bet there has been a massive

drive - led by former Sauber technical director Matt Morris - to understand why the MP4-28 was such a lemon, and to regain respectability in 2014 in readiness for the crucial new partnership with Honda to become active in 2015. The Woking team surely cannot afford another season like 2013. DT

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Vodafone McLaren Mercedes McLaren-Mercedes MP4-28 GP+ Team rating: GP+ Driver ratings Jenson Button: Sergio Perez: 5 7 7

Sahara Force India F1 Team


Force India could be forgiven for feeling massively aggrieved that Pirelli changes the construction of its tyres at the German and Hungarian Grands Prix, following the dramas at the British GP. Together with Ferrari and Lotus, the Silverstone-based team was one of the few who really did their homework on tyre performance, as others sought salvation through aerodynamic excellence. We worked hard to take the guesswork out of it, technical director Andy Green said. Youve got to apply science. Its just physics. Youve got to put some numbers to it, start some experiments, try and understand the feedback from the car, go back to the factory and try to model it, then modify the model. You cant just design something and send it to the track. Youve got to understand it. Thats why we invested a lot of time, resource and personnel with the tyres, for example. That enabled Force India to do some giantkilling early in the year, which included Adrian Sutil impressing hugely on his return to F1 after a seasons lay-off by leading for a while during the pit stops in Australia. Paul di Resta did likewise in Bahrain, where the team looked particularly strong, following a ridiculous problem with the wheelnuts which ruined good performances in Malaysia by both drivers. Up until Germany, Force India scored 59 points, thanks to seventh for Sutil in Australia, fifth in Monaco, 10th in Canada and seventh in Britain, and di Restas fourth in Bahrain, sevenths in Spain and Canada, eighths in Australia and
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China and ninths in Monaco and Britain. At one stage embarrassed McLaren by holding fifth place ahead of the Woking team which used the same Mercedes engine. But after the change in tyres Force India scored only another 18, courtesy of a sixth and an eighth for di Resta in Abu Dhabi and India, and Sutils ninths in Belgium and India and

10ths in Singapore and Abu Dhabi. The Scot finished ahead of the German, in 12th and 13th overall with 48 and 29 points respectively. Both had their moments in the sun, but di Resta made some uncharacteristic driving errors which marred the second half of his season. Sutils one-stop drive in India was simply breathtaking

as he did a massive 41 laps on the medium Pirellis and another 19 on the softs which most reckoned would only last for five. He deserved a lot better than ninth there. Next year the team will regroup as Nico Hulkenberg returns, probably with McLaren refugee Sergio Perez as his partner as di Resta gets
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Sahara Force India F1 Team Force India-Mercedes VJM06 GP+ Team rating: GP+ Driver ratings Adrian Sutil: Paul di Resta 4 8 7

dropped. Theres a comment Malcolm Oastler made a long time ago, Green said. There are two types of people who are happy at a track. The people at the front who are winning and the people at the back who are beating people they shouldnt. And

we are the people at the back. The good thing is that its bullshit free. Its so not political. But weve become a bit of a feeder to the big teams, which is frustrating. Yet again, despite the usual budgetary restrictions which inevitably hamper teams of this

size, Force India showed tremendous consistency in finishing sixth for the third year running and can take great pride in that achievement. It was a great tribute to the way in which this little team operates and confirmation of its ability to keep punching above its weight. DT
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Sauber F1 Team
After the euphoria of 2012 and Sergio Perezs great performances in the James Key/Matt Morris C31, Sauber moved into 2013 with Tom McCullough taking over as head of track engineering after joining from Williams. Perez, of course, had headed off to McLaren to replace Lewis Hamilton, but there was still a Mexican flavour as rookie Esteban Gutierrez moved in to replace Kamui Kobayashi as the second driver. The team was one of few to take an adventurous approach to its 2013 design, as the C32 broke new ground by having super-narrow sidepods. It was widely predicted, in the manner of these things, that the car would overheat, but it didnt. But what it also didnt do, for a long time, was emulate the C31. For the first half of the season Hulkenberg and Gutierrez struggled to make the car work, and they were hamstrung by some massive financial problems that led intermittently to juicy yellow media stories of unpaid workers and unpaid electricity bills. Meanwhile, McCullough and his team worked hard to enhance their car. The fruits of their labours were reflected in a revised Coanda exhaust which finally worked, and that came midseason at the same time as Pirelli revised its tyre construction. Cue major upturn in fortune. Up until the Belgian GP, Sauber had amassed a mere seven points and its season was a disaster. But at Monza Hulkenberg qualified a brilliant third and then scored 10 points in one go after racing to a strong fifth place. Then he finished eighth in Singapore before scoring another 12 points with

fourth in Korea, ahead of Hamiltons Mercedes. Things got better still in Japan, where sixth for the Hulk was backed by seventh for Gutierrez, who scored his first-ever World Championship points.

India and Abu Dhabi brought nothing, just as it seemed that Sauber might be launching a genuine attack on Force Indias sixth place overall. There was a bounce-back in the final two races, however,
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as Hulkenberg cemented his status as the worlds most undervalued F1 driver with sixth and eighth places and another valuable 12 points. That brought Saubers seasonal tally to

57, still 20 adrift of Force India and a very long way from the 126 it scored the previous year, and demonstrated that even in dire adversity it has the strength to push through.

The teams future rests on the arrival in sufficient quantities of Russian money, following disappointments in the relationship with the Mexicans Carlos Slim Snr and Jnr. Hulkenberg is
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gone, which is a major setback, and Gutierrezs future remains in the balance. It would be a shame if the Mexican doesnt get a second chance, because he looked good on qualifying speed in the latter races in a season in which he suffered not

just as a rookie denied testing but one who did not have the benefit if a simulator at Hinwil. Once he began to find his feet, she had the speed to keep the Hulk honest. He might, however, find himself supplanted by Russian rookie Sergei Sirotkin.

Adrian Sutil is likely to take on the mantle of team leadership, and he will be a decent replacement for Hulkenberg. Once the guy who would tangle with others, he matured nicely on his return to F1 in 2013, and deserves a seat. DT

Sauber F1 Team Sauber-Ferrari C32 GP+ Team rating: GP+ Driver ratings Nico Hulkenberg: Esteban Gutierrez: 4.5 9 7

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The team had a new technical director in James Key, but he had arrived at Faenza too late Scuderia Toro Rosso looked quite competitive on to make much of an impact on the 2013 car. He occasion, but in the final analysis ended up with did however strengthen the aerodynamic team in a fairly average season, slightly better than last the course of the year with the recruitment from year, but not by much. The team scored points on Mercedes AMG Petronas of Australian Brendan 10 occasions, which was the same as in 2012 but Gilhome as chief aerodynamicist. The racing team was strengthened by the rather fewer than in 2011, when Sebastien Buemi arrival of sporting director Steve Nielsen, a man and Jaime Alguersuari were the Red Bull juniors.

Scuderia Toro Rosso

with many years of experience, notably with the Renault F1 team. The STR8 was a decent car and while team Principal Franz Tost set an ambitious target of finishing sixth in the Constructors Championship, the team never really looked like getting ahead of the likes of Sauber and Force India. As the engineers began to understand the way that the car worked with the Pirelli tyres so results improved and after
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Vergne finished eighth in Monaco he moved up to a fine sixth in Canada. This was the teams best result since the end of 2008, when Sebastian Vettel was still with Toro Rosso. In general, Jean-Eric was outqualified by Daniel Ricciardo, although there was little between them most of the time. In the races Vergne tended to do better and by mid-season the pair

were just one point apart. After the decision was made to promote Ricciardo to Red Bull Racing to replace Mark Webber, Vergne seemed to lose his confidence and motivation a little and he did not score again. If he is to survive in the team, under the ruthless glare of Dr Helmut Marko, he will need to get himself together for 2014. The team will have Renault engines next year, which will mean

that it will be able to use the same drivetrain as Infiniti Red Bull Racing and so the primary focus in recent months has been on aerodynamics as this will be key in moving the team up the grid. Vergne will have 19-year-old Russian Daniil Kvyat as his team-mate. This was one of the biggest surprises of the season as Portugals Antonio Felix da Costa had been the favourite for the ride. JS

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Scuderia Toro Rosso Toro Rosso-Ferrari STR8 GP+ Team rating: GP+ Driver ratings Daniel Ricciardo Jean-Eric Vergne 4 8 7

afternoon like a champion in the making. The winter months were disrupted by the news that Paddy Lowe, who had been lured into It was a very disruptive year for the Williams team talking to the team by shareholder Toto Wolff, had and the result was a very poor level of performance. decided not to join Williams. At the same time The Williams-Renault FW35 ended up being one Wolff took off to lead Mercedes Motorsport and it of the worst cars in the teams history. This was a seems that Lowe then followed him after failing to setback after what looked like a revival in 2012 get the terms he wanted from Williams. It emerged when Pastor Maldonado ran away with the Spanish later that the discussions broke down because of Grand Prix and looked for that one glorious a clash with the teams chief executive officer Alex

Williams F1 Team

Burns. This resulted in the departure of Burns not long afterwards. Sir Frank Williams appointed his daughter Claire as Deputy Team Principal and they immediately decided to bring in board member Mike ODriscoll as Group CEO, overseeing both Williams F1 and Williams Advanced Engineering, with the two companies united under one management. ODriscoll was formerly managing director of Jaguar Cars. While all this was happening, Mike
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replaced by Pat Symonds (above) who came in as Chief Technical Officer. He looked at the situation and began to sniff around to see who could be recruited from elsewhere. In recent weeks the number of names being linked to the team has increased significantly with the recruitments of Lotuss Deputy Chief Aerodynamicist David Wheater and Shaun Whitehead, previously of Red Bull Racing. The team will also be adding Rob Smedley from Ferrari and is likely to add further names in the months ahead. A new broom is sweeping through the team and the goal is to focus on engineering, which should bring good results. In an effort to improve performance Williams opted to switch to Mercedes engines in 2014, but will continue to use its own transmission, while Mercedes will supply the various motor units for the 2014 hybrid engines. The team also got a boost at the end of the year by getting rid of Maldonado. The Venezuelan has always been quick but has often lacked control and that was the case again this year. The worst Coughlans FW35 was one of the last to arrive in showed just how important this is these days when thing was that the team felt that he was a paythe off-season and did less testing than its rivals. he planted his car third on the grid in Montreal. driver and there is nothing that hits the motivation The goal was to gain two weeks of development, In the dry race he disappeared backwards down of a racing team more than lack of faith in a driver. but the team had failed to master the complexity the order. Bottas seems to have what it takes to As there were still two years to run on the contract of exhaust aerodynamics and as a result the car be a star of the future and had Maldonado under with PDVSA, Williams was able to negotiate a settlement and will use the money to employ suffered from a chronic lack of aerodynamic grip. pressure a lot after he had learned the ropes. The only time that the drivers were ever really able There was much frustration and by the Felipe Massa, who will hopefully add some spark JS to show much was in the wet and Valtteri Bottas midsummer Coughlan was gone and had been to the team.
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Williams F1 Team Williams-Renault FW35 GP+ Team rating: GP+ Driver ratings Pastor Maldonado: Valtteri Bottas 3 7 8

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Caterham F1 Team
Very little went right for Caterham in 2013. Its CT-03 was basically a warmed-over version of the 2012 CT-02 for finance was tight all season and what there was mainly had to be directed towards development of the CT-04 for 2014. Pay drivers Charles Pic and Giedo van der Garde came in to replace experienced racers Heikki Kovalainen and Vitaly Petrov, though the Finn did the occasional Friday morning runs, as did promising American rookie Alexander Rossi. The latter, notably, annihilated Pic in Texas despite the same understeer problem on his CT-03. Right from the start it became clear that Caterham had its hands full with old (new?) rival Marussia, as their mutual lack of pace left them vying for the lucrative 10th place overall in the constructors stakes. And Caterhams abiding problem was Jules Bianchis 13th place for Marussia in the Malaysian GP, only the second round of the title chase. Both teams had 14th places; Caterham in that very race courtesy of Pic, and again with van der Garde in Hungary and Pic again in Korea, and Marussia with Chilton in Monaco. But that 13th kept Marussia in 10th place all through to the end of the season, when there was to be no fairy tale conclusion for the green and yellow team that there had been in 2012. Team principal Cyril Abitboul, the former MD of Renault Sport, did his best with what he had at his disposal, but Caterham was not always a happy team. To begin with, van der Garde was widely criticised as he struggled to get on the pace and to cope with the Pirelli tyres degradation characteristics. There were still many within

the team who were angry that Kovalainen had been deposed and at times the Dutchman was beleaguered as Pic did the real work. But then an inspired and confident bit of decision-making saw van der Garde show his true colours in Q1 in Monaco where he was the first to switch from intermediates to supersofts as the rain eased and got through to Q2 before qualifying 15th. He was

taken out early on by Pastor Maldonado, but did it again in Spa when he was third fastest in Q1 after a similar judgement call saw him one of the few drivers bold enough to switch from inters to mediums. He was an amazing third fastest in Q1, before qualifying 14th. I kept kicking myself that I could have got ahead of Alonso and Hamilton if I had just pushed a little harder, he said, but then I
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remembered how much I had been sliding at the top of Eau Rouge Such moments of excitement were few and far between for the team. By then stage van der Garde was the teams favourite as his bouncy, outgoing character kept the spirit high. By contrast, Pics quiet demeanour did not manage to do the trick and once the tide

had turned in van der Gardes favour it stayed that way. Pic showed little sign of the man who had shown Timo Glock up in qualifying during his rookie season at Marussia in 2012, and it would be a major surprise to see his relationship with the team continue. A year ago we wrote that Caterham needed

to make some serious progress in 2013. It did not. Itll be hard to make more in 2014, but that will be a crucial season in which the groundwork must be laid for a new future. If its done the right way, theres no reason why Caterham should not one day perform the way that Force India does; if it isnt, that future may be bleak. DT

Caterham F1 Team Caterham-Renault CT-03 GP+ Team rating: GP+ Driver ratings Giedo Van der Garde: Charles Pic 3 6 5

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Marussia F1 Team
The Marussia team went into the 2014 season with one ambition only: to beat Caterham to 10th place in the Constructors Championship and thus earn substantially more money from the TV rights. With no Concorde Agreement in place the team spent much of the year negotiating with the Formula One group to be paid the same $10 million lump sum that the small teams had benefitted from under

the old agreement, but it took until the autumn before that was settled, which did not help the teams cash flow. Pat Symonds led the design team of the new MR02, the first Marussia to feature KERS, this being a unit that was purchased from Williams, which was based on the system used by Williams when the team was using Cosworth engines back in 2011.

Things were also helped by the teams technology alliance with McLaren that gave the Marussia engineers access to the McLaren wind tunnel in Woking, although the Cosworth engine remained something of a handicap, The team still needed money from its drivers and originally opted for a deal with Brazils Luiz Razia to become Max Chiltons team-mate but the former failed to deliver the money promised
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and so the contract was cancelled and the team went for Jules Bianchi instead. He arrived in F1 having done very little testing, but the cars were reliable thanks to much work done by Chilton in the winter testing. The battle for 10th place in the Constructors Championship remained tense until the final race in Brazil. Most of the time Caterham was ahead on the road but Bianchis 13th place at the start of the year in Malaysia would remain of vital importance. Caterham scored three 14th places and five 15ths but these were not enough. Bianchi showed himself to be a useful talent and was generally ahead of Chilton. There was much for the pair to learn and in general terms they made the most of their opportunities, Chilton becoming the first rookie driver ever to finish every race in his debut season. Andrej Cheglakov showed that he is in F1 for the long haul when he acquired the remaining shares in the team that had been owned by the private equity firm Lloyds Development Capital (LDC) and then decided to write off the teams $224 million of debt. It is reassuring to have a multibillionaire supporting your efforts, albeit sometimes at arms length. Marussia signed an engine deal with Ferrari for 2014, This should be a big help as the team will be using Ferraris V6 engine, energy recovery systems, full transmission and all related ancillary systems. The bad news was that the team lost Pat Symonds, who decided to take up an offer to join Williams. The team nonetheless has a solid team of engineers in place, under chief designer John McQuilliam. JS

Marussia F1 Team Marussia-Cosworth MR02 GP+ Team rating: GP+ Driver ratings Jules Bianchi Max Chilton 3 6 5

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GP+ Top Drivers of 2013 F Alonso S Vettel R Grosjean L Hamilton N Hulkenberg K Raikkonen V Bottas D Ricciardo N Rosberg A Sutil J Button P Di Resta E Gutierrez P Maldonado F Massa S Perez J Vergne M Webber J Bianchi G Van der Garde M Chilton C Pic H Kovalainen 10 10 9 9 9 9 8 8 8 8 7 7 7 7 7 7 7 7 6 6 5 5 4

GP+ Top Teams of 2013 Red Bull Racing McLaren Mercedes GP Lotus F1 Team Sauber 5 5 5 4.5 4.5 4 4 4 3 3 3

Ferrari Force India Toro Rosso Caterham F1 Team Marussia F1 Team Williams

the hack looks back by Mike Doodson

the myth that is ferrari - and i do mean myth


There are times when I wonder just why people think there's so much magic about Ferrari. Mr Ferrari himself was a tough old nut, lacking in certain social graces, for whom the design and construction of road cars was no more than a means of funding the racing, so let's concentrate on that for the moment. Over the years, it's not always been a pretty picture. Early in 1970, for example, when I first started reporting regularly on GP events, it had been six years since a Ferrari pilot won the Drivers' title. That man was John Surtees, and in the intervening period since Big John's Championship the Scuderia had won precisely three GPs. It wasn't until 1975, five years after I had been given my first F1 credential, that Niki Lauda dragged Enzo's mob out of their depression by winning the 1975 title. Eleven years in the wilderness! There would be similarly desperate times at Maranello as the rival British teams started to exploit technology that the Old Man, out of sheer stubbornness, tended to resist. In computing the total number of victories per marque, I find it amusing that Ferrari is so proud to have pulled back the advantage that it somehow lost to McLaren in 1993 (the current tally is 221 wins to Woking's 182), given that Bruce McLaren didn't get into building his own single-seaters until 15 years after Mr Ferrari did so. A glance at the record book shows that McLaren has slipped badly over the past five years, the period since Ron Dennis delegated the management of his racing cars to a hired hand instead of doing it himself. The thought also occurs to me that the margin might have been rather narrower if Ferrari hadn't had some, ahem, friends at the FIA over the years. I will therefore set my cynicism aside, though not without mentioning that Bernie Ecclestone loves the red cars so much that he now openly pays more than he does to anyone else, just for them to turn up at races. I've seen suggestions that he has even persuaded the FIA to give Ferrari a veto on certain decisions. No, Virginia, of course it's not a bribe. Mr E would never stoop so low. Then there are the Ferrari road cars. I have to confess that there's just one of them which sets my heart beating, and that is the Ferrari 275 GTB which was first manufactured in 1968. With its V12 engine in the front and its transmission located at the rear, it was clothed by Pininfarina. In the Sussex village where I live there is a workshop which specialises in the maintenance and restoration of Aston Martins, and one of its customers possesses (or possessed) a bright red 275 GTB. One summer afternoon a couple of years ago I walked round the corner of the shop and found this gorgeous machine sparkling on the forecourt. It stopped me in my tracks and I spent a good ten minutes drinking in its gorgeousness, consoling myself over the fact that I would never own one with the rather wicked speculation that it's probably not as good to drive as it is to look at. And here I know whereof I speak. On the evidence of the one time that I got my hands on a Ferrari for a drive, I have to report that it was a bitter disappointment. It took place during the period (1974-83) when I was employed by Motor magazine, then the country's best-selling car weekly, and our technical staff were desperate to get their hands on a current model for road testing purposes. Beseeching Maranello Concessionaires to let them have one availed them nothing, possibly for very good reasons which will shortly become apparent. This is where I came in useful, for by one of the amazing coincidences that have embellished
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my life, I happened to have been acquainted, since our teenage days, with Maranello's Sales Director. After a couple of phone calls he agreed to let the magazine have a 308 GT4 2+2 for us to test, and as a reward for clinching the deal I was granted a whole day with the car. You probably won't be familiar with the GT4, because it dismally failed to fulfil any of the delights that it promised. The styling, by Bertone, was boxy and uninspiring. The 'Plus 2' part of its moniker was a fiction, given that the only way for anyone to get comfortable in the back would have involved bicrural amputation. And while the engine, a rear-mounted 3-litre V8, produced a lot of noise and vibration, it was distinctly lacking in power. The reluctance of my friend the Sales Manager at Maranello was about to be explained. By the time the road-test boys had completed the task of getting the performance figures and were ready to hand the thing over to me, I was full of anticipation. It was a Friday in November and I had persuaded my girlfriend to blag a day off work so that we could drive down to Brighton for lunch. First impressions of the car were poor, with wretched paint, terrible fit-and-finish and useless ventilation. Things then got worse as electrical items started, one by one, to fail. Having duly made it to Brighton, we decided to abandon the ritzy lunch and concentrate on getting back to the office in Sutton where someone from Maranello was due to pick up the red treasure. That return drive will stay in memory as the most terrifying automotive experience of my life. With heavy rain falling and the light failing, we hadn't been going for more than half an hour before the windscreen wipers and main-beam

headlights packed up altogether. A quirk in the layout of the windows gave the impression that a car approaching from behind with its headlights on appeared to be coming from directly in front. I don't think I got out of second gear even once as we stumbled on, in danger of becoming the first people to die at the wheel of a Ferrari because they'd been driving too slowly. The girlfriend stayed with me for another five years but I never dared to evoke the subject of our unhappy trip to Brighton. The man who finally put an end to Ferrari's reputation for chaotic racing performance (and, later, for the woeful standards of its road cars) was Luca Cordero di Montezemolo. A scion of the

Agnelli family which owns the Fiat empire, he was put in charge of the racing team in 1973, seven years after Fiat had rescued Mr Ferrari from yet another potential financial collapse by quietly acquiring the whole business from him. Fiat's policy was not to interfere too much, leaving its founder to reign over his little empire as if he still owned it. But Mr Ferrari had not personally attended a race since 1961, and he tended to believe the somewhat fanciful accounts of the various managers he appointed to supervise things at the track. For a while he even sent his wife Laura to the races, which was just plain embarrassing in view of the fact that she knew as much about running a racing team as I do about making linguine. Montezemolo was just 26 and only recently graduated from law school (Columbia University, New York) when he arrived on the F1 scene. It was obvious from the start that he intended to do things in a business-like Fiat way, which wasn't always in line with the accepted rules. Niki Lauda tells a wonderful story of how his one-time boss once reacted to what appeared to be an imminent Ferrari engine failure by heading off to the finish line and ordering the officials to show the chequered flag a couple of laps before it was due to go out. Having won two World Championships with Lauda in 1975 and 77, Montezemolo went off to sort out various other bits of the Fiat empire before returning to Ferrari more than 20 years ago, after Mr Ferrari's death in 1988. There had been experiments involving British designers, latterly John Barnard, who had finally persuaded his boss, right at the end of his life, to abandon the traditional V12 engine in favour of the less demanding V10 (it
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required less cooling) but was obliged to recognise that designing the cars in England and building them in Italy was one complication too far. Montezemolo was responsible for abandoning the 'Italians only' employment policy and engaging the people like Jean Todt, Ross Brawn and Michael Schumacher who finally turned Ferrari from a joke into a serious year-on-year contender in F1. Things turned gloomy this year, with a car that didn't keep up with Red Bull's development pace, but the team proved its enduring strategic sharpness (not a noted Ferrari quality in the old days) by persistently topping the pit-stop timings. The Bulls, as we know, claimed the outright record time (1.923 seconds with Webber at Austin), but Ferrari's agile crew got the prize for consistency. ITV recently presented a trophy to the Scuderia for the 53 times out of 90 when its crew serviced the cars in under 2.5 seconds. Only 11 stops took longer than three seconds, and of those most involved repairs rather than tyre changes, like Fernando Alonso's DRS failure at Bahrain or Massa's blown tyres at Bahrain and Silverstone. Alonso has been getting a bit fidgety recently, and I assume that the various rumours about discussions with Red Bull and McLaren reflect a certain amount of smoke, even though there was no visible fire [there was a lot of smoke Ed]. In mid-summer he was told to report to Montezemolo's office to be rapped over the knuckles for some indiscreet remarks, and more recently he's been banned from indulging in some indiscreet 'tweeting,' a means of communication which ancient hacks like me have some difficulty in understanding. To my delight, good ol' Stefano Domenicali became alarmed about his driver

feeling unwanted and subsequently addressed some written words to Nando, in English, which reflected the regard in which he's held. They were: "Quick, reliable, consistent, with a unique ability to read the race, one of the best drivers that Formula 1 will ever see! "In two words: Fernando Alonso!" I suspect that such compliments about a driver would never have come from Enzo Ferrari's mouth, let alone his pen. But then few Ferrari drivers would have had the cojones to broadcast Domenicali's encomium about him to the entire world. Things have, indeed, changed since I was

new in the F1 business. Closing note: Pedantic as always, I think it's worth mentioning that the name of the Ferrari President can be expressed in one of two ways: either as 'Luca Cordero di Montezemolo' or as 'Luca Montezemolo.' To refer to the gentleman as 'Luca di Montezemolo' (as the majority of my British colleagues, and even the Ferrari Press Office, do) is simply incorrect. A small point, you may loftily respond, but important nonetheless. After all, you'd get indignant, I suggest, if foreign pressmen started to refer to Frank Williams as 'Sir Williams.' I hope you get the point... v
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the F1 cost CAP by Joe Saward

F1S UNHEALTHY ADDICTION TO MONEY


The sport is burning through millions every week - but it seems that finally the sport is acting to stop the spending
It was back in 2004 that the Ford Motor Company's Chief Technical Officer Richard Parry-Jones (right) suggested that Formula 1 needed a budget cap - a limit on the amount of money that a team might spend in a year. "The cost trends in the sport are unsustainable," he said. "Other sports have successfully created ways in which costs can be capped and there is no reason that we cannot do the same in F1." His idea was to start with a large number and then reduce the cap year by year, under the control of external auditors. "I am not going to comment on it," said Jean Todt, then at Ferrari. "It's unrealistic." Tony Purnell, the boss of Jaguar Racing (part of the Ford empire) agreed with Parry-Jones. "I like the idea because it makes the cleverest, most efficient company win, rather than just money muscle. It would make it a very interesting business and technical exercise to try and do the best job on a fixed budget. It would certainly revolutionise the sport. I don't see it to be as difficult to police as people imagine." But others did not agree. McLaren's Ron Dennis said that it would be "impossible to police". "I just totally and utterly disagree with it. It's an absolutely unpoliceable proposal," he said. The subject came up now and then in the years that followed, but F1 folk always think they suitable for use in a court of law. The quality of the work done by these accounting experts is rarely questioned in legal disputes. Accountants believe that it is entirely possible to control what Formula 1 teams are spending, even if the teams think they can hide what they are doing. The latest available figures suggest that in 2011 Red Bull Racing may have spent as much as $344 million, taking into account the team and its parent company Red Bull Technologies. McLaren and Ferrari were reckoned to have spent $250 million apiece, with Mercedes around $225 million. Lotus spent $190 million and Williams spent $150 million. All the teams spent more than $95 million. Those numbers have gone up (in some cases) since then, in part because the US dollar has dropped in value. Some claim that today Red Bull is spending nearly $400 million. The key point about a budget cap is that only a few teams would actually be affected to any large extent. And the people spending the big bucks would not be keen on trying to break the rules because they do not want their names to be dragged into legal actions or damaged by suggestions that they have been cheating. In other words, the cost of not keeping to the rules would be more than the success is worth. If one sees what happened to the Renault F1 team after the race fixing scandal in 2008 it is clear what would happen to any team caught
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know best about everything, even if few of them have ever had any accounting training and do not truly understand the meaning of the expression "forensic accounting". We live in a world in which there is no shortage of disputes about money. As a result, accountants have had to become highly skilled in investigating how money has been spent or where there have been attempts to hide it. Forensic accounting does not mean raking over old accounts, it means finding evidence that is

breaking a budget cap. In that case the team's main sponsors ING and Mutua Madrilea immediately terminated their agreements and team owner Renault literally gave the team away and quit team ownership because of the scandal. For those who argue that the sport can look after itself, the lessons of history are not very comforting. It is true that motor racing as never been a fair sport. Money has always been a key ingredient of success, even back in the days when one aristocrat would buy a better car than another. When Grand Prix racing kicked off in 1906 there were too many automobile manufacturers fighting for success, yet within three years none were willing to enter Grands Prix , in part because of the costs involved. The sport did not revive until 1912 when a new wave of car builders emerged from voiturette racing. In the 1930s the Nazi government in Germany pumped tens of millions of Reichsmarks, equivalent of hundreds of millions of dollars today, into Grand Prix racing to make sure that AutoUnion and Mercedes could dominate. The opposition died out because they were so far behind there was little point in taking part. Alfa Romeo survived the longest (thanks to funding from the Italian government) but even the great Bugatti gave up and concentrated on sports cars. Smaller firms like Talbot Lago and ERA had not chance at all. And after the war, with the German teams having disappeared, the field was clear for Alfa Romeo to dominate. When rivals such as Ferrari did finally begin to emerge Alfa Romeo simply left the sport. The result was that the World Championship collapsed and had to be held for Formula 2 cars.

Big companies always tend to treat the sport in a fairly cynical fashion, coming and going as it suits them and not really caring about the damage that they do. The most successful forms of racing involving manufacturers have been when there are very tight controls, such as NASCAR-style rule-making or homologation quotas that have to be met. The problem has always been either domination or an escalation of costs which has driven out the small operations. Inevitably this leads to the collapse of a series when the last

manufacturers withdraw. The result is that in many series where manufacturers are involved there have been clear boom and bust cycles. Attempts have been made to keep manufacturers involved to stop this happening but the sport has always been victim of financial problems in the automobile business, changes of management and upheavals such as takeovers and mergers. The increase in F1 costs has been dramatic since 1995 when a top team could still compete with around $45 million a year. Nowadays the top

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teams are burning through around $400 million. What is really interesting is that UK inflation during the same period has been only 62.8 percent, while F1 budgets have leapt more than 800 percent. There have been attempts to stop the wild excesses, but these have failed because of the opposition of the top teams. In 2009, for example, the FIA proposed that teams limit their spending to $60 million a year, not including driver salaries and marketing costs. Ferrari threatened to leave F1 and went to court in France, seeking an injunction against the federation. The case was rejected by Jacques Gondran de Robert, of the Tribunal de Grande Instance in Paris, but the FIA still backed down in the face of the threat. A second attempt was made later with the FIA proposing an all-inclusive cap of $210 million, diminishing to around $140 million over a number of seasons. This too failed, despite solid support from the smaller teams. Bernie Ecclestone tried to get teams to accept a $250 million limit on total spending, including driver salaries, but once again the big teams said no. In recent years the FIA under Jean Todt (right) has let F1 do what it likes. The result of this is that a large percentage of the money generated by the sport flows out of F1 without giving any benefit at all to the teams, or to the sport in general. This is fundamentally wrong but the FIA has done nothing - presumably because it feels that it cannot break the agreements made, unless a suitable opportunity comes along. If more money was flowing into the sport then the problems that exist today would be solved, although the levels of spending would

become even more absurd. Mercedes team principal Ross Brawn sums it up best. We all have to remember that if we cut the budgets in half we would still go racing,' he said recently. "Its the standards of which we want to go racing that causes the pressure on the budget. Its not that theres insufficient money, its the fact that we all want to compete at the highest possible standard, and that means that we push the budgets as hard as we can. If everybodys budget tomorrow was reduced by 50 percent, it wouldnt make any difference. It wasnt so many years ago that we

were able to come to every race at every track with reliable cars for half of what we are spending now." Many other sports have run into similar budgetary problems in the modern era but they have managed to find ways to control the spending, mainly by imposing salary caps on the competing teams. Restricting the number of people involved is a good way to control spending, but motorsport is a little more complicated because the crazy spending goes on in research and development, as the teams search for knowledge and a better understanding of the performance of their cars. Thus a restriction on the number of people is not really the answer and what is required is a limit to the spending. The teams have tried to do this using the Resources Restriction Agreement (RRA), but there has been much bickering about whether this has been adhered to. This was not in the regulations but rather served as a voluntary agreement between the competitors, which meant that there was no real sanction if a team broke the rules. Clearly this was not effective and so in recent times the thought process has turned to having the FIA write financial limitations into the Sporting Regulations, which would then be policed by the federation. A cost cap would help to change the way in which the automotive world looks at F1 because it would become not a question of who can spend what, but rather who can achieve what within a certain budget. Thus F1 would be viewed as something that offers value beyond the sport itself. An efficient team is much more likely to attract backing from a big sponsor as it will be clear that the money invested will be used properly and
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not wasted. That may be only a subtle change, but it is important nonetheless. Successful teams will continue to pull in considerable backing and this means that there is the possibility that teams will end up with surplus money that they are not allowed to spend, adding value to the company. Without budget-capping there will always be some company that will attempt to buy itself success. In order to keep up with this, others have to spend as well and so the whole process ends up like a nuclear arms race. One has to have all the weapons that the enemy enjoys, but only because the enemy has them. It seems that finally the FIA has decided to move against the big teams in such a way as to stop them blocking progress. The F1 Strategy Group is a new body that was designed to make decisionmaking easier. Only six teams are represented, the rest having no say beyond each having votes in the F1 Commission. The F1 teams represented in the Strategy Group at the moment are Ferrari, McLaren, Red Bull Racing, Mercedes, Williams and Lotus. The other parties involved are the FIA and the Formula One group. Each of the three groups has six votes. Thus if the FIA and Formula One decide to vote together, the teams cannot stop them, even if Ferrari has made a fuss about having a veto on all sporting and technical decisions (barring those made on the grounds of safety) until 2020. However it seems that the veto is conditional on some fairly nebulous wording and can only be used if it is not prejudicial to the traditional values of the championship, or the image of the FIA and as long as Ferrari legitimately considers that the

new regulations are likely to have a substantial impact on its legitimate interest. In other words, Ferrari can be overruled by the FIA if a veto is deemed to be bad for the sport or for the FIA. It seems that preparing the ground for the fight was quite important because the original plan of having an F1 Strategy Group meeting and an F1 Commission on November 29, prior to the

decisions being ratified by the World Council on December 4, was axed. This caught everyone by surprise, but no-one seems to have guessed what was coming. The most likely explanation for this is that the FIA wanted to make sure that everything was on a proper legal basis and that was not possible until the FIA General Assembly had met on December 6 and signed off on all the decisions made in the

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course of 2013. Once that was done the FIA could then make a move. A working group will be established within the coming days comprising the FIA, representatives of the Commercial Rights Holder and Team representatives, the FIA said in the statement. The objective of the working group will be to have regulations approved by the end of June 2014. This will be a complicated business because some teams not only make cars but also make engines, while others buy in some of their technology. In addition there are complicated questions of currency fluctuations and different national laws regarding taxation and social charges. These can be overcome, although of course the biggest teams will scream that it is too difficult because they do not want to risk being beaten by small teams that achieve more with less. Having said that, the top management of the big automobile companies will be happy to see that in future Formula 1 will cost less. Others may be encouraged to join the sport and all of them will benefit because F1 will become a profit centre, rather than a bottomless pit. From a wider perspective, a cost cap will attract new team owners, which means that some of the current generation may choose to cash in, if the price is right. Some may follow Williams and go for an IPO, others will find people willing to invest. In the past many potential investors have been driven away because there was no real profit possible from an F1 team. The business of sport is big news in the United States where literally dozens of billionaires own sports franchises. They want profits, but are willing to look abroad as well

at home. The British Premier League soccer, for example, now has six of its teams owned by US investors. This means that F1 is far more likely to be able to break into the US, which remains the world's biggest consumer market and will remain so until at least 2030. Having US investors means that it is quite likely that before long an F1 team (or two) will be racing under the American flag with alliances with American racing organisations such as Roger Penske, Chip Ganassi, the Andrettis or Bobby Rahal, or perhaps even some of the NASCAR owners. The potential is huge.

Most of the F1 teams are British by nature, but when you look at the entry list and listen to the national anthems being played it is clear that they are willing to become whatever nationality is required to run successfully. Today Red Bull Racing races under an Austrian licence. Mercedes races for Germany, Force India for India, Caterham for Malaysia and Marussia for Russia. Ferrari and Toro Rosso remain Italian, while Sauber is Swiss and only McLaren, Williams and Lotus run under the British flag. Nationality, in F1 terms, is just a badge that can be changed. v

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KEVIN MAGNUSSEN by Chico Rella

2014 STARTS HERE


A Formula 1 team never rests. McLaren is already powering ahead with preparations for 2014.
For Denmarks Kevin Magnussen, the off-season will be a particularly busy period. The newly crowned World Series by Renault 3.5 champion is gearing up for his maiden Grand Prix season by spending the winter preparing with his engineers, mechanics and trainers at the McLaren Technology Centre in Woking. These are the days and hours that could dictate form at the start of the season, and Magnussen is determined to leave no stone unturned in his bid to start 2014 as best prepared as possible. McLaren has been part of my life since I was a small kid, he says. My dad, Jan, was a test driver here and did one Grand Prix with the team back in 1995, but Ive always dreamt about driving for McLaren. Itll be incredibly special to be in the car as a racing driver with the Magnussen name on the side. Now that Ive got the race seat, Im fully focused on the work ahead of me. This winter will be all about preparing myself for the first test in January, and the first race in March. Its about spending time with the engineers, driving the sim, and getting used to everything. Its a lot of hard work but Im really enjoying it. Magnussen is no stranger to application: a year ago, he set himself some steep goals in order to step up a gear to win the World Series. According to McLaren managing director Jonathan Neale, he has benefited remarkably from his most recent
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single-seater season. During 2013, Kevin really knuckled down, Neale explains. He started to show all the attributes that, in due course, will make him a great driver. To win in the World Series (left), you have to be an all-rounder: you have to be able to work well with your engineers, understand the technology, and also be tenacious; be able to go through the inevitable upsets and come out on top. In the last few years, Kevin has shown that he has the raw pace and aggression; but, this year, hes taken control of it he now knows when to really push and when its better to just bring the car home. That discipline brought him a great championship victory. It wont have escaped anyones attention that Kevin is following in the footsteps of McLarens last rookie driver, Lewis Hamilton, whose painstaking preparation enabled him to jump seamlessly into Formula 1 at the start of the 2007 season. Magnussen is undaunted by the comparison. The fact that Lewis did exactly what Im doing now is a positive for me, he admits. It shows that the team has been there before, and has already prepared a rookie for his Grand Prix debut. The fact that Lewis was so successful doesnt raise the pressure for me, it just shows that it can be done, and that you can be successful as a rookie. Thats really encouraging. The winter will be equally intense for everyone at McLaren. The far-reaching technical changes mean the sport is virtually re-inventing itself for 2014, so the search for performance from both the chassis and the powertrain is as deep as it is wide. However, Magnussens arrival will have a
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positive effect, according to Neale: Were very excited about having Kevin on the team. We now want him to come in and work really hard at the basics: he needs to understand that coming into F1 is just the start. Hes 21 hes got a lot to learn, we want to shelter him from the inevitable ups and downs of life in motorsport but still unleash the exciting potential that hes got. You can identify

that killer instinct in somebody Kevins very hungry, but also very controlled. McLaren sporting director Sam Michael agrees: Kevins arrival is really exciting for the whole team he represents the future. When you have a rookie come onboard somebody whos full of energy, whos just won his lower-category championship, and who is desperate to prove

himself it creates a buzz within the team; people share his hopes and dreams. From a team point of view, its a fantastic move. Despite the complexity of the 2014 regulations, Kevin feels the clean sweep ought to give him an easier ride than if he were jumping into Formula 1 during a period of established regulations: Itll be a new challenge for everyone,
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not just for me, he says. Everyones going to have to learn about the 2014 cars not just myself. Its a good year to come into F1. The fact that I wont have as much experience as some of the other drivers actually counts a little bit less. Of course, its still going to require a lot of hard work and Ill have a lot to learn, but so will everyone else, so thats a positive for me. While the debate between youth and experience is always nuanced, McLaren sporting director Sam Michael argues that Kevin shouldnt be negatively affected by the rule changes. Regarding youth versus experience, you could argue it both ways: in terms of learning how the tyres behave, the powertrain works, and the effect of the new aerodynamic maps, the experienced guy will have a more balanced understanding. But this is a brand new formula, so a rookie isnt as disadvantaged. Even if it doesnt necessarily give Kevin an advantage, the advantage of all the other drivers is diminished because everyones starting from the same benchmark. And its much better for Kevin to come in now than any other year. Magnussen will also be significantly assisted by the most experienced team-mate in the sport, Jenson Button. Its a partnership that fills him with anticipation: Im sure working with Jenson will be beneficial, he says. Hes a World Champion, hes the most experienced driver in Formula 1 and Ill be able to learn from him. Ill be sat next to him in debriefs at every race next year, listening to what he says and watching him work with the team. Hell be a great guy from whom to learn. v
With thanks to the McLaren press department.

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ross brawn by Joe Saward

BRAWN ON THE MOVE AGAIN...


Ross Brawn has announced his departure as Team Principal of Mercedes GP Petronas. But where is he going next?

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The answer is probably fishing. Don't forget that back in his days at Williams he was known as "Maggot" Brawn because he owned a fishing shop in the town of Didcot. This love of fishing dates back to his childhood in Ashton-under-Lyne, near Manchester, where he first started fly-fishing in the River Tame. He did not come from a wealthy family and lived in a typical terraced house until he was 11. His ongoing passion for Manchester United football club dates from those days. His interest in racing was sparked by visits to the Belle Vue stadium, where his father took him to watch stock cars and speedway. The family moved south when Ross was 11 and settled near Reading, which gave Brawn access to the River Kennett, when he was a school boy. In 1971 - at the age of 17 he became an apprentice at the Atomic Energy Research Establishment in Harwell, Oxfordshire, and then went on to study for a certificate in mechanical engineering. His first job was as a milling machine operator at March Engineering in Bicester in 1976 and two years later he saw an advertisement for a similar position at the new Williams F1 team in Reading. He was by then 24 and running a fishing shop in his spare time but his ability was apparent and he moved quickly through the ranks at Williams and joined the R&D department and worked in the Williams wind tunnel. He was briefly involved with the Haas Lola F1 team and then went to Arrows where he was the chief designer of the A10 and A10B cars in 1987 and 1988. These were the best cars that the team had built up to that point and Brawn was soon lured away to join the TWR Silk Cut Jaguar sports car team, overseeing the design
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of the XJR-14, which won the 1991 World Sports Car Championship. After that Tom Walkinshaw took him to Benetton and the team won the World Championships in 1994 and 1995 with Michael Schumacher, amid some controversy. That led to an offer to move to Ferrari in 1997, where Brawn built up the team that provided the machinery that allowed Schumacher to win another five titles in 2000, 2001, 2002, 2003 and 2004.

In 2006 he departed Ferrari, took a year to go fishing and then returned with Honda in 2008. A few months later Honda quit F1 and Brawn took over the team, which was named Brawn GP, and against all expectations the team dominated the 2009 World Championship with Jenson Button and Rubens Barrichello. Mercedes then swooped in to buy the team. Ross stayed on to run operations but the 2010, 2011 and 2012 seasons were not a

great success. Mercedes decided to take a closer interest in 2013 with the removal of Norbert Haug and his replacement by Toto Wolff and Niki Lauda. They brought in Paddy Lowe (left, with Brawn) and it was clear from early in the year that Brawn's position as team principal was going to be passed down to Lowe at some point. Brawn hoped that the team would do better than it did in 2013 but runner-up in the Constructors' Championship was the result. It was clear, however, that Brawn was likely to leave at the end of the season. "The succession planning process that we have implemented during this year means we are now ready to conduct the transition from my current responsibilities to a new leadership team composed of Toto and Paddy," he said. "Mercedes-Benz has invested significantly in both the personnel and infrastructure at Brackley and Brixworth. Thanks to the one-team approach we have implemented between the two facilities, the team is uniquely positioned to succeed in 2014 and I am proud to have helped lay the foundations for that success. We can take pride not just in our ontrack achievements but also in the organisation we have built at Brackley. In its different guises over the past six seasons, this team has delivered some of the most memorable moments of my career. Our second place in this season's Constructors' Championship is an important milestone on the road to championship success." But where is Brawn going? "I really, genuinely, will see how things pan out in the next six, 12 months and make a decision," he said. "I'll take some time off now and reflect on things and see if the juices start flowing again
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and next summer make a decision if there's any opportunities and things I want to do, or people offer me things to do." There has been talk of roles at McLaren and Ferrari but having been a team owner and a team principal it is unlikely that he will go back in any role less than a team principal. There has been speculation that there might - perhaps - be a job with the FIA, as some sort of F1 Commissioner. Jean Todt - with whom Ross worked at Ferrari - envisaged such a role in his election campaign back in 2009 but he never managed to find the right person. Instead the FIA left the sport to look after itself and that meant that the Formula One group and the F1 teams managed to achieve very little because they were unable to agree on anything. Brawn would be well-suited to the task. He is respected around the F1 world and generally talks a little more commonsense than some of the other team principals. It is a role that might alos lead to interesting opportunities in the longer term because at some point - if all goes to plan - the Formula One group will go through an IPO and become listed on the stock exchange. It will need a CEO who understands the sport and Bernie Ecclestone - at 83 years of age - cannot last forever. Becoming the CEO of a public company would be one way in which Brawn could finish off what has been a stellar F1 career... although he might just decide that fishing is a more interesting life, although at almost 60 years of age, he still has plenty of time for more challenges, if he wants them. v
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ALBERTO ASCARI by David Tremayne

THE MILANESE MAESTRO


Who was the man who, until November 24th 2013, held an F1 record that nobody could challenge?
Between June 22nd 1952 and June 21st 1953, nobody other than Alberto Ascari won a Grand Prix. Think about that for a moment, from todays perspective. Sure, there were a lot fewer races each year back then, but after half a season of domination by Sebastian Vettel in 2013, what must it have been like for the opposition when the Italian maestro reeled off successive triumphs in Belgium, France, Britain, Germany, Holland, Italy, Argentina, Holland, Belgium in that remarkable 12-month spell? And dominated many of the prolific non-championship races of the era, too? For sure, as F1 temporarily reverted to F2 regulations after Alfa Romeo pulled out at the end of 1951, the Ferrari 500 was in the pound seats, but back then such a sequence of success in cars that were far less reliable than they are today was unheard of and would not even be approached until the Schumacher era of the half a century later. And even after Mike Hawthorn had broken that run at last with his dramatic victory over Juan Manuel Fangio in the French GP at Rheims, Ascari was back in charge in Britain and Switzerland to clinch his second title. [And, yes, before we go any further, I do know that the Indianapolis 500 was a round of the World Championship between 1950 and 58, and even that Ascari drove a Ferrari Special there in 1952, but it was merely a token round, and a meaningless aberration in the overall scheme of things that does not deserve to sully his record.] So who was Alberto Ascari? In his prime he was a well-upholstered
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fellow upon whom some of his friends but not fellow racer Luigi Gigi Villoresi or writer Giovanni Canestrini bestowed the nickname Ciccio or Chubby. He had several claims to fame. Racing was in his blood for his father had been the great inter-war ace Antonio Ascari who had raced for Alfa Romeo and would have been a World Champion had such a thing existed back then, before being killed while leading the 1925 French Grand Prix. (Alberto is pictured right at his father's funeral). Like Donald Campbell, Michael Andretti and Damon Hill, Alberto would always race in the name and shadow of an illustrious father. Alberto was also Italys second and last World Champion and the first man to win backto-back titles. He was the one man who could consistently challenge and beat Fangio in a straight fight rival Mike Hawthorn believed that the Italian was even faster that the great Argentine. And he was arguably the most superstitious man ever to step into a Grand Prix car. Enzo Ferrari loved him, and described him as a driver who was happiest out front, controlling a race in the lead. In that position, he said, he was hard to overtake, almost impossible to beat. And that was not usual, for a driver in the lead can never be preoccupied with staying there, unsure of how hard to push. Alberto was secure when playing the hare. That was when his style was at its most superb. Sound like anyone we know whos won 13 races this year? Ignoring the opposition of his mother Eliza Marelli Ascari, Alberto had begun racing on motorcycles. When she had sent him away second time, in order to frustrate his ambition, he had

called her and said: Mama, if you send me away again I shall never return home. All I want to do is race motorcycles. Soon he switched to cars and competed in a Ferrari Tipo 815 on the Mille Miglia just before he turned 22. He set a scorching pace before breaking a valve. After resisting Mussolinis war efforts and avoiding being called up because of the oil supply and transport businesses that he had built up with Villoresi, he had reached 28 before his friend persuaded him that his talent was so great that he should start racing again. He did so in private Maseratis before Ferrari signed him for 1949. He won at Berne, winning the Scuderias

first Grande Epreuve, and when the World Championship was officially inaugurated in 1950, it soon became clear that he and Fangio were the yardsticks. Initially his supercharged Ferrari 125 was no match for the supercharged Alfa Romeos of Fangio and Giuseppe Farina and his best performances were second to Fangio at Monaco and fifth in Belgium. But he qualified the new normally aspirated 375 with its 4.5-litre V12 engine second at Monza and throughout 1951 he was a serious threat. Reliability was an issue to begin with, but after Froilan Gonzalez had taken the Scuderias breakthrough victory at Silverstone, Ascari won at
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Nrburgring (from pole) and Monza and went into the final round in Spain only two points adrift of Fangio. He took pole position comfortably ahead of the Argentine, but his chances were ruined when Ferrari made a disastrous tyre choice. As Fangio won from Gonzalez and Farina, Ascari struggled home fourth, losing the title by six points. After the rampage of 1952/53, which netted him 11 victories, 1954 was a brutal letdown. Financial necessity had driven him to leave Ferrari and sign for Lancia, whose innovative D50 was not ready for most of the season. Instead, he qualified a Maserati 250F third for the French GP behind the dominant debutant Mercedes W196s of Fangio and Karl Kling but retired after a lap with transmission failure; then put a Ferrari 625 second on the grid, two-tenths off Fangios Mercedes and one ahead of Stirling Mosss 250F at Monza, and led on and off from the sixth to the 49th lap in a brilliant battle until a valve dropped. He also won the Mille Miglia, despite his well-known detestation of the event. Hed refused to have the race in his Lancia contract, but when Villoresi was injured in practice he beseeched his friend to take over his D24. Ascari did, and after swallowing his pride and asking veteran Clemente Biondetti how to win the race, he proceeded to do so by more than half an hour despite terrible weather conditions and opposition from team-mates Eugenio Castellotti and Piero Taruffi. The D50 was finally ready for the Spanish GP in Barcelona at the end of the season, but with its low polar moment of inertia, achieved via a short wheelbase and pannier sidetanks, it was a tricky car to handle. Despite that, Ascari put the car on pole a second faster than Fangios hitherto

crushingly dominant Mercedes. He led during the opening nine laps, too, setting the fastest lap just to remind everyone that he was back, before retiring when the clutch began to slip. In a most extraordinary gesture, Fangio paid Ascari the highest compliment as he regained his championship crown that season. My friend Alberto is a great driver, undoubtedly the strongest that I have ever seen in my racing career, he said. A tip-top man, courageous, calculating and combative, he is extremely hard to beat. Loyal in racing as in his private life; for Ascari I have infinite respect. For this, I would have wanted him for an adversary

this year in all the races and not only at Monza. Without him, my victory loses a little of its value. I understand this perfectly and I admit it. This is why I am only half content. Lancia promised Ascari a full season in a developed version of the car for 1955, when he and Fangio would go head-to-head each in search of a third title. He qualified half a second off Gonzalezs pole-winning Ferrari 625 and ahead of Fangio in Argentina before retiring after a spin on the 22nd lap. He then won the non-title Naples and Turin F1 races before equalling Fangios Mercedes pole time on the streets of Monaco. That evening a few of the drivers went to the local cinema before
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walking the circuit. One of the group made the comment, Whoever touches here goes into the water, as they reached the chicane on the harbour front. The superstitious Ascari could not stop himself from finding some wood to touch. The next day Fangio and Castellotti battled initially, before Moss separated them. Ascari soon moved up to third, frequently changing places with his team-mate. But when Fangio retired with transmission failure, Moss began to open a lead

the green water before they saw the familiar blue helmet bob to the surface and Ascari swim to a rescue boat. He banged his nose, ribs and thighs but was otherwise found to be unhurt after being taken to hospital for a check-up. The next day, as he reached exactly the same age as his father had been when he died - 13,463 days - he told enquirers that it had been nothing, all in a days work. Fortunately I can swim, and know how to hold my breath underwater, he joked. He was supposed to share a Ferrari 750 with Castellotti in the following weeks 1000 km race at the Monza autodrome. He was asleep on May 26th when Eugenio called at 10 am from the circuit. Promising his wife Maria Antoinetta Mietta Tavola that hed be back for lunch he left his home on Corso Sempione at 11.30, intending just to watch his team-mate at work. He was wearing a suit and tie and didnt have his racing gear with him. He had tea in the paddock restaurant with Villoresi, Castellotti and some engineers and mechanics from Ferrari, and a little salami bought by Cenzo Monte, the mayor of Vimercate who was a friend of Castellottis. Ascari admitted that his back and right thigh still hurt a little and that the inside of his nose felt odd as he regaled them with and by the 80th lap was close to lapping Ascari. the unique tale of his immersion and joked about A lap later, Mosss engine failed. But before Ascari getting a new lifejacket. could benefit from this his brakes faded - at the They then walked over to the Ferrari, Ascari chicane. The Lancia went out of control and after telling his friend Count Gianni Lurani that after a crashing through a wooden fence (supposedly crash its better to get back behind the wheel as exactly where he had touched wood the previous soon as possible. To Luranis surprise he then asked evening) and miraculously missing two iron Castellotti if, after all, he could do a few laps. mooring posts, he plunged spectacularly into the Villoresi admitted later that he was harbour. astonished when his friend borrowed Castellottis For seconds anxious spectators stared at white helmet. He regarded his own blue one as a
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talisman, but it was away having a new chin strap fitted. Then he took off his jacket before climbing aboard the unpainted 750. Ill only make three or four laps. Ill drive slowly! he promised Castellotti. True to his word he did one slow reconnaissance lap, in 2m 57s. But it was followed by a much faster one, 2m 09s, said to be within a few seconds of Castellottis best and six seconds off the pole time that Jean Behra would set in a Maserati 300S the following weekend. But after waving to the crew on the pit wall as he started it, he never completed his third. He negotiated the Curva Grande and the two Lesmos, then ran down the Serraglio towards the Vialone, but he never got through the corner that would later be renamed in his honour. His friends heard him downshifting, but suddenly the engine note ceased and was replaced by the unmistakable sound of a car tumbling. When they reached the corner they saw him lying in the middle of the track, and found the 750 upside down in the greenery. Track worker Valdo Crippa described what he had witnessed. I suddenly saw the car swerve outwards, almost to the point of hitting the straw bales, he related. The driver was desperately trying to put her back on course, and it seemed as if he had done so. Suddenly, however, the car pointed itself in the opposite direction, towards the inside of the curve, leaning over frighteningly on its right side. Then, as if its nose had dug into the soil, the car lifted itself up vertically some several metres, then bounced back on to the ground, grazing it, then made a second jump (in which moment Ascari

was thrown out of the cockpit) and finally went and fell on to the edge of the asphalt border. The upturned vehicle continued along the ground for some 10 metres. Ascari sustained multiple injuries and died in Villoresis arms on the way to the Monza Hospital. Many theories were propounded. His tie had fluttered up and distracted him. As a regular

sufferer of hayfever, he had sneezed at the wrong moment. As a legacy of his Monaco immersion, hed blacked out. Perhaps the most fanciful was that he had swerved to avoid one of the parkland keepers who had crossed the track, believing it to be safe to do so during the lunch break. An embroidered version of this theory had it that the man had kept quiet for insurance reasons, but had later hanged himself in a Milanese asylum. Mietta Ascari later admitted that she had attended a sance in which another spirit other than her husbands had come forward to suggest that someone had indeed crossed the track, before assuring her that her husband had been killed instantly. Hawthorn, who had arrived to test at the track shortly after the tragedy, had a more prosaic and likely explanation. He suggested that the wider 7.0016 Englebert tyres that had been fitted were unsuited to the Ferraris narrower rims which were designed for 6.5016 rubber, and had tucked under and upset the car at the critical moment as Ascari started to turn into the rippled, 125 mph corner in fifth gear. Driving error was generally ruled out. Alberto was buried alongside his father in Milans Monumental Cemetery (right). And the media went into overdrive as they sought the means of explaining why one of the worlds greatest drivers had perished. They spoke of cabela, the Italian superstition based on numbers and dates. Alberto, inevitably, had been a disciple of it. But spookily there was substance to back their stories. Antonio had been killed at Montlhery, near Paris, on July 26 1925; Alberto had died on May 26 1955. They were each 36 years old at the time of their death, and friends said that Alberto was uneasy
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about outliving his famed parent. Both had had fortunate escapes from accidents four days before their final crashes, and each happened at the exit to a fast left-hander. Alberto Ascari, Canestrini wrote, knew what he wanted and did what he wanted to do; and succeeded without predisposed attitudes, without hurting anyones feelings, and without exaggerating his wishes. He was fully aware of his power and value as a driver, but above all of his responsibilities and his duties as a champion. He had a rigorous respect for his profession and for the strictest of mental discipline. He was apparently an optimist, but deep down was above all, a realist, who was consistent and faced the problems of life and of racing, very practically and without academic or sentimental diversions. Likening many aspects of his talent to past greats Pietro Bordino, Tazio Nuvolari, Achille Varzi, Bernd Rosemeyer and Rudolf Caracciola, Canestrini added: If he had been able to arrive at his maturity, he would certainly have been the most complete driver who had ever existed; perhaps it is equally so that the technical results reached by him, show themselves without a doubt to be equal to those of the greatest drivers of the past.

Those results included 13 Grand Prix victories from his 32 starts, 17 podiums, 14 pole positions and 12 fastest laps and, of course, those two consecutive World Championships. Ascari lived a generally quiet life in Milan with Mietta, for drivers were certainly paid much less than they are today. He had even secretly learned to dance when courting her, to win her affections. Often she would plead with him to stop racing, and often he would suggest that soon he would divert his attention to his uncles Fiat dealership below their flat on Corso Sempione. To supplement his income he would deal in precious stones as an investment for a future about which, given the nature of his profession in those days, he could never be certain. Enzo Ferrari once asked him why he was so hard on his children Antonio (Tonino) and Patrizia, and he replied simply: Every time I come home from a race I give them everything I can to make them happy. Usually I try to satisfy all their needs, even their whims. But, for my part, I would rather treat them harshly I dont want them to love me too much. One of these days I might be gone. Theyll suffer less if I dont let them get too close to me. How very much times have changed in the six decades since one great F1 record breaker was finally matched by another. v
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obituary: ken GreGory by David Tremayne

A MAN OF MANY TALENTS


The first man to bring commercial sponsorship to an F1 team died on December 1
For a man who would display so many talents and exhibit such diversity of thought, Ken Gregory found his way into motorsport by luck rather than any specific ambition. Shortly after he had been demobbed at the end of World War Two he took a job at the RAC in Pall Mall without having any knowledge of the sport. But working alongside the ebullient Dean Delamont soon put that to rights and he learned fast. By 1951 he was the secretary of the Half-Litre Car Club, whose small motorcycleengined single seaters were beginning to make their mark with Britains upcoming race drivers in what would eventually be called Formula 3. Gregory would be instrumental in the sports growth, and that of a small circuit in Kent called Brands Hatch, where the club was based. He organised the firstever car race there in 1950. Gregorys major claim to fame, however, came when he was invited to become Stirling Mosss manager later in the Fifties. He would also perform a similar role for fellow World Championship contender Peter Collins. Between them, the two won 19 Grands Prix. Gregory and Moss had formed a friendship during the 500 cc racing days, not just because Stirling raced and Ken organised, but because Ken also raced. He talked his way into one of Cyril Kiefts cars in April 1950 and began to learn the ropes on track as well as off. When Kieft decided to tackle 350 and 500 cc international records at Montlhry that November, Gregory was joined by Moss and and other results included a second to Les Leston in the Silverstone 100 in August the following season, and fourth at Brands Hatch in September. In 1953 Great Auclum would bring a second place, and a third two years later. But his racing had to be fitted in around his commitments to the RAC and the Half Litre Club (which subsequently became the British Racing & Sports Car Club) and Moss and Collins. In 1954, as a means of providing a vehicle for Moss to go racing in the absence of effective British equipment, Alfred Moss and Gregory created the British Racing Partnership, and after much cajoling he persuaded Stirling to invest in a Maserati 250F for Grand Prix racing after a number of outings in uncompetitive British machines. This cut right across Stirlings chauvinistic grain, and he insisted on keeping his number in the phone book, because I figured that if my fans didnt like me going foreign, they were entitled to call me to ask me why, he explained many years later. Later that year Gregory also did the deal with Alfred Neubauer that cemented Stirlings lucrative works status with the seat alongside Fangio at Mercedes-Benz for 1955. Besides his work with the BRSCC, Gregory was a director of Brands Hatch and continued to run BRP. Late in 1958 he found himself in the forefront of sponsorship acquisition in the UK as he persuaded Fabian and Paul Samengo-Turner to invest in his race team. The story of how he
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Jack Neill. They broke 14 records. Kieft recognised talent when he saw it and tried to persuade Moss to race for him, but Stirling knew the Cooper was a better car. But Gregory in turn persuaded Kieft to sponsor a prototype being built by Ray Martin specifically for Stirling to drive. Subsequently, Gregory became a director of Kieft. He was no mean driver and won the Junior Race at Brands in September, this time in a Cooper,

achieved that is amusing, since what he thought was going to be a social lunch with two people he already knew turned into an unexpected request to calculate the cost of a Formula 1 operation. Thinking fast he aimed high and asked for 60,000, a huge sum for the time, and to his amazement it was accepted. The Samengo-Turners could have opted instead for established teams such as Lotus, BRM or Cooper but they had been quite taken by what he had done with BRP and his success said much for his personality and modus operandi as he pulled off one of the deals of the decade almost 10 years before Colin Chapman broke the bonds of pure trade backing by signing John Player as Team Lotuss title sponsor. Initially BRP entered Cooper-Borgwards, then in 1959 a BRM P25 when Stirling was looking for a project after Vanwalls withdrawal. The car from Bourne proved a double-edged sword and eventually destroyed itself in a spectacular accident at Avus (right) that was captured on film and by lensman Julius Weitmann. Incredibly, driver Hans Hermann escaped unscathed. Subsequently, while going through the motions of divorce from Stirling in the aftermath of the latters Easter 1962 accident at Goodwood, Gregory oversaw BRP as it ran UDT-Laystallsponsored F1 cars, including Coopers, Lotus 24s and a BRP version of the Lotus 25. Later it ventured to Indianapolis when it became clear that it did not satisfy the requirements for a team to become a member of the F1 Constructors Association, and made two cars for the 1965 500. The project was unsuccessful, however, and when plans for a new F1 project for 1966 had to be scrapped, the team finally folded.

Besides Moss, Collins and Hermann, via BRP Gregory was able to provide drivers for the likes of Henry Taylor, Cliff Allison, Innes Ireland, Masten Gregory, Jim Hall and Lucien Bianchi, but there was sadness when Ivor Bueb perished in an accident at Clermont-Ferrand in 1959 and Harry Schell in a BRP-entered Cooper at Silverstone the following year, and when rising hotshoes Stuart Lewis-Evans and Chris Bristow respectively perished in 1958 and 1960. Gregory was an urbane and clever man of many talents who blazed several trails in

motorsport, to the benefit of those who followed, and subsequently turned his skill to running a charter airline when his time in motor racing came to an end. Like many racing characters in the Sixties he loved aircraft. He had been a glider pilot while still in the Army and later learned to fly a Piper Commanche 250 which he kept at Denham. After Mosss accident he increasingly began to hire it out under the aegis of Gregory Air Taxis before acquiring a Piper Aztec too. Later, as he focused on expanding the business when BRP had folded, the fleet increased to 27 aircraft,
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among them a Hughes 300 helicopter and a Dakota DC3 which were operated by Gregory Air Services and looked after by Newcastle-based Gregory Air Engineering. Among his aerial clients he could number John Lennon and Yoko Ono, and magnate John Bloom. Gregory Air Services also conducted aerial photography, while Gregory Flying Training operated profitably out of Denham and Birmingham. The business hit the headlines in June 1967 when a Hawker-Siddeley HS125 executive jet he shared with two other entrepreneurs was involved in a hijack. His pilots, David Taylor and Trevor Coplestone, were both incarcerated in North Africa but it says much about his sense of honour that Gregory continued to pay them throughout their imprisonment. He was always very interested in publishing, and turned to it again after Air Gregory finally crashed and burned, to his intense chagrin, following a buy-in by David Wickens Bristol Street Group which ran into trouble with the UKs Selective Employment Tax. Having dabbled with a magazine called Sports Cars Illustrated which was launched by Stirling Moss Limited in 1962 via its operation called Speed and Sports Publications, he formed Sports Illustrated when plans to acquire the Motor Racing title fell through. Subsequently he founded Cars & Car Conversions, which he sold to Link House Publications for 300,000 in 1972 prior to building a new business empire which became known as Burke House Holdings Group. He leveraged his assets with hefty bank loans and when the balloon went up in 1974 he calculated that he owed the equivalent of a hundred Aston Martins, and had lost the value of a hundred more. Eventually the business was forced into liquidation. After an

impasse over the sale of Burke Houses periodicals he audaciously offered to buy them from the receivers and promptly sold them to Morgan Grampian for 250,000 the same day after what he called his most significant piece of negotiating which also included a consultancy contract. He then became the motoring correspondent of The Sunday Sun, relocated to the north-east, remarried and re-established his life. Later he switched to The

Journal, making a big impression with a lucrative quarterly Autofocus supplement, and became chairman of London-based Campaign Marketing Services. When he did finally elect to retire, he moved to Spain. Ken Gregorys name might not be recognised by many of todays F1 circus, but in his own inimitable way in 1958 he set the sport on the course it has followed for the intervening 55 years. v
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LARSEN MOTORSPORTS by David Tremayne

GRAND LARSENY
Larsen Motorsports brings credibility and legitimacy to jetcar racing in the US plus the glamour of some very feisty women racers It begins with a prayer. Nothing overt or evangelical, but a quiet moment when a race team stands together, heads bowed, hands held, asking for a safe deliverance for its two jet-propelled drivers. And its all the more moving because this is a team that redefines the expression work hard, play hard and knows how to make its fans enjoy themselves. In this instant before hell breaks loose it takes on a special significance, because its a gentle reminder that no matter how much Larsen Motorsports tours the US on a wave of laughter and bonhomie, there remains an underlying truth behind its endeavours. Like sprint cars, these babies can kill you if you dont look after them right. Its Sunday, November 10th, and were at Palm Beach International Raceway for the annual Citrus Nationals. Larsen Motorsports has been rained off the previous day but now its dry and sunny and, so long as you dont get stung by one of the numerous hornets the size of B52s, a great day to go fast. Ive met members of the team only the previous Wednesday, but having hung out with them during the previous days ennui, I already feel like I belong. While I sit and watch, I observe the magic trick being worked on anyone who comes a-calling. Nobody leaves the pit area without a big smile and the feeling that they were welcome. Larsen Motorsports has long fascinated me and Ive been following its exploits for years. The recent gap between the Grands Prix in Abu Dhabi and Austin provided the perfect excuse for a visit.
Photo:jamminswing.com

The Larsen Motorsports High Performance Vehicles Research & Development Center is located a few miles round the back of the famed Daytona Speedway, which I havent visited for 30 years, close to the massively impressive EmbryRiddle aeronautical university. The pretty blonde woman who welcomes me looks askance when I tell her Im more excited than I was on my first visit to Ferrari, but its true. I adore Formula 1 and land speed racing and unlimited hydros, but this This is a place where they really get my deepest passion. Walking through the door is a little bit like receiving confirmation that Heaven really is a place on earth. The blonde shakes my hand and flashes one of those natural smiles that could light up the dark side of the Moon. So, this is Elaine Larsen (left) 46 years old, wife, mother, team owner, company financial director, marketing officer, merchandiser, flight booker, film producer, role model, innovator, motivator, mentor, comic book creator. Err, parttime zombie (more of which later). Oh, and 300 mph jetcar driver. The grown-up version of the Amish kid who wore leg braces when she started morning kindergarten; who once let a blind kid drive her dragster round a paddock; the former day care centre manager who started bracket drag racing with a 72 Corvette, and who chose to marry her childhood sweetheart Chris Larsen when her parents said theyd pay for college or marriage but not both. They moved into jetcars with the Miss
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Ta Fire which Chris built for her in 2002, and they havent stopped running hard ever since. I watched a youtube video of Larsen recently on a US lunchtime womens chat show. The host inevitably asked her what she drove on the road and if shed said a Honda or a minivan, it would have destroyed the image. But when she said one word - Corvette - all was well in my world. Way to go! Shes the self-confessed goofball who says she didnt get a proper education but who, besides filling all those aforementioned roles, is aiming to give kids and young adults something to believe in via her latest project, a comic book character called Blaze. Ive come a long way to meet this woman, and shes almost exactly what I expected she would be. Welcoming, friendly, funny, unselfconscious and self-deprecating. She talks as fast as she drives, but while its tempting to say that she walks the walk, too, actually she doesnt. Its hard ever to imagine Larsen merely walking. Elaine, one friend suggested, has only one speed: flat out. Yeah, thats it. She blitzes the walk. The uninitiated or misogynistic might cite the title of one of PD James famous novels - An Unsuitable Job For A Woman - to describe guiding a 300 mph fire-spewing jet dragster down a thin strip of tarmac. But the reality is that women have been showing the men how to get it done for a long time. Paula Murphy, Betty Skelton, Kitty ONeil, Aggi Hendricks, Kendall Hebert, Jessica Willard, Jessie Harris and Jill Canuso have all proved their mettle and so have Larsen and her team-mate Marisha Falk. And their new sisters in speed in their four-jetcar LMS team, Dawn Perdue and Katarina

Moller, are also getting it done. When Im looking down the quarter mile, Larsen says, a little bit of the inner steel core peeking through, the only thing Im looking at is the finish line. I wanna be there first and I wanna beat my opponent and get there shiny side up. There is never a time when I line my car up, that I dont want to cross the finish line first. But as a team owner there is this responsibility; when I first ran with Marisha or with Dawn, the point of those missions was not to cross the finish line first, but to get two cars safely down the track. After a while, once theyve beaten me a few times and Ive got their confidence up, its time for Big Mama to come out and lay it down. Before I was a driver I used to be a good passenger. Now Im not. Im not the sort wholl say, Oh, you drive the jetski, Ill just sit behind you. Now its, Get off, its mine! Marisha is the same. Theyve been physically removed from at least one kart track Chris Larsens gorgeous cars blast from rest to 300 mph way faster than it takes most guys to come up with a decent chat-up line. Read high five-second passes, with a GE J-85 belching afterburner flame as 5000 pounds of thrust propel them towards glory. When I recently stood on the startline between Falk and Perdue at Palm Beach International Raceway, the ground trembled beneath my feet. The motors screeched defiance, eight Goodyears scrabbled to hold their grip against the increasing thrust and their burner pops, a jetcars equivalent of a bull hoofing the ground before charging, made my eardrums flutter. Its like being in an air crash in a hurricane as the furies of hell sweep around you and the noise reaches a crescendo before, with
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an eerie ear-clearing pop and a sudden cessation of the gale force wind, they blast away with the afterburners blazing, leaving you standing in a vacuum of displaced air. Falk hits 270.92 mph in 5.872s, Perdue 258.86 in 6.118s on her first sideby-side run in a jetcar. Later Perdue ups her pace to 5.997s and 260.41 mph. Its awesome, but trust me when I say its a lot less stressful driving one of these babies than watching them. For all that she wants to win, Larsen is also the mother hen to her team-mates, and admits that when she and Falk first raced, at Bradenton in 2012 at the start of their The Battle Begins tour, half her mind was worrying, about that little girl over there in the other car. That lasted as long as it took Falk to beat her in their first two encounters, before Larsen re-asserted herself. But watching her fussing around Perdues car, making sure her girl was safe, told you all you need to know about how tight-knit this team is. There are plenty of jetcar racing outfits in the US. Al Hanna, Lou Perreria and Mike de Witt, for example, are also hardened racers. But jetcar racing the Larsen way is as much about spectator engagement as it is about anything else. Its five percent about the driving and the rest is pr! Chris Larsen (right) says, only half joking. When she was rained off on the Saturday at PBIR, Elaine couldnt keep still and was soon scrubbling around on the ground grinding one of her bobblehead likenesses in the dirt so it could act as a prop in an impromptu zombie movie shes suddenly decided to make as the next instalment of her online series Playing with Fire. As she cajoles her driving cohorts into doing the zombie walk and calls on a spectating kid to participate, you come to appreciate that she

them keeps her young. Its also a great reality check. Theres also the spiritual side to racing, giving back to people and inspiring them. Everyone was in tears when Elaine was putting the blind kids hands on the wings of the Miller Welding car at Bradenton, Chris recalls, while Elaine remembers: He was 12, and just so sharp. Oh my gosh. He was born blind, but hed say, Oh, theres gonna be a Mustang running. He knew, just from the sounds. He was fearless. I also remember another little guy, Mattie McCoy, at Summer Fun at Lakeland. Id just sat down after getting some strawberry shortcake when theres this tap, tap, tap on my shoulder. Its a dad whos been chasing me. My boy really would like to talk to you about your car. So we walked around the corner and theres Mattie in a wheelchair. This was one of his Make a Wish type of things. He had a degenerating disorder that was wasting all the muscles in his body, he had to be lifted in and out of his chair and he couldnt talk; he used a voice machine. Well, this kid was as feisty as feisty could get. I said, Hey, kid, I hear you wanna race me And he said, Yeah, and Id beat you. We kept in touch, and one time when I got beat by some guy Mattie was gonna ram his car with his wheelchair. Photo:jamminswing.com Sadly he passed away, but you always hope you is all about her audience. make a difference in these kids lives. I dont care how stupid it looks if the kids I want them to think that Marisha and I enjoy it, she says cheerfully. have the most fantastic lives, I want these kids And you thought that rocketman Slamn and women who dont think they can do it, who Sammy Miller was a showman follow us on Facebook, to look at us and our Larsen knows little about F1, where the funky behaviour and think If Elaine can do that, I demographic gets older every season, but shes can. Though I was ticked off when I had all these astute enough to appreciate that in her world the fans I thought were mine forever who, first thing, kids are the fans of tomorrow. Hanging out with switched to Marisha just because shes little and
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cute. Like what am I, chopped liver? Falk attached herself to the Larsens one day, and never went away. Elaine laughs at her recollection of her as a pesky little flea. Thats true! I met her in 2007 or 08 when we were racing the Embry-Riddle jetcar (below) at Oshkosh and they were always bringing flight instructors to the show. In she came in her little flight suit. Oh, this looks cool. She was very personable. Marisha always takes time with people

and shes amazing with kids. When she saw me race, how fast the car went and the attention you would get with it, she saw that it would give you a platform to say things. And thats when she got really annoying! The rest of the entire week this girl would not leave me alone and she kept saying I wanna drive. Shed keep whipping into the neighbourhood where we were living whenever she was visiting her parents, and shed be saying, Have you got my car ready for

me yet? Shes very persistent which is what I meant by her being this little flea, and she kept on so much I figured it was time for us to take her serious. Eventually the Larsens gave in, persuaded by her persistence, and by how tiring Larsen had found the 2011 season running 46 events and juggling sponsorships from Embry-Riddle and Miller Welding. How Chris put it was, Listen, were asking you to get engaged, were not asking you to get married. We took Marisha over to the shop to fit her for her first chassis but we said, Dont get excited, we havent bought the ring yet, Honey. Were seeing if just possibly we wanna get engaged with you. When she was sitting in the car she said, Okay, you guys can leave. Im staying! I made a note about Falk before my visit which read: High achiever. She has two degrees from Embry-Riddle, the aeronautical university in Daytona Beach that is one of the teams prime sponsors, and is a qualified pilot. When the twenty six year-old comes bouncing in like she has rubber heels, she too beams a thousand watt smile and exudes self-assurance. Im expecting her to give me a crushing handshake like Danica Patrick or Meisha Tate, but shes smaller than I thought. Tiny. But someone who likes to challenge and measure herself in competition. Another one of those people, like Larsen, who share themselves easily and thus cast a special glow on others. From the time she first got in it she had a great appreciation of the power behind the jetcar, Larsen continues. Right now she is probably hands-down a better driver than I am. She takes everything and just puts it away. She stays totally focused on what her mission is. You give her a
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challenge and she just steps up to it. I think my pilot training had a lot to do with how easy things went for us, Falk admits. Shes Andy Green in a prettier guise, a logical thinker used to working things out in a structured way. Until she drove the jetcar shed never driven anything other than fast road cars. Like Larsen, shes voluble, until you ask her to describe her character. Then she starts to stall. Oh God, thats hard, she begins, before pausing. Im usually really silly and I dont take a lot of things to heart, but when I do it will piss me off. Im super-dedicated to what I do and I want everything right. I expect a lot from people. I try to give 100 per cent all the time so I want that from everybody else. Shes a perfectionist, Chris Larsen interjects, I can assure you of that. Everything she does is done to perfection, or she doesnt want to have anything to do with it. You hear that from her students all the time. Some of them love her because of it and some of them really dislike her. She knows that she has knowledge that they dont. They come to learn and if they come unprepared, theyre in trouble. She may be little but if you piss her off, you watch it, Elaine concurs. Shell come at you both guns blazing. But shes not doing it for no cause. Shes put her effort in getting there at 6am, so whatre you wasting my time for being late? Clearly, theres huge mutual respect between them all. Shes the complete and total package, Elaine says. What you see is what you get. Shes a very bouncy, fun girl and you rarely see her without a smile. I see her, I like to say, as my little sister. I tell her every single day, Holy cow, please

do not limit yourself right now. Whereas all of her friends are getting married and having babies, her life is just starting and I see her as being a shining star with huge potential in the racing industry, and shes barely tapped that. When we meet at PBIR days later, thirty something Perdue from Pennsylania, already well versed in drag racing a Ford Mustang, is as voluble and passionate as Larsen about her calling as a jetcar racer, which she dovetails with her career as a paediatric nurse. At 19 Moller, a USF student studying mechanical engineering, is the slightly shy baby of the squad (her car is pictured above) but like Perdue comes from a family steeped in racing. Father Tommy was an APBA offshore superboat World Champion in 1988, ran Indy Lights and now runs Corvettes West in Sarasota. Shes raced Junior

dragsters since childhood and runs around in a C5, and when asked her about ambition immediately replies with a grin, Race cars. And yes, she is fully aware of how cool her life is. Despite appearances, however, its not always fun and laughter. An accident at Columbus, Ohio in 2011 brought the inherent danger back very forcefully, and without the energy-absorbing foam surrounding her head in the cockpit, Larsen could have been in real trouble. The twisted chassis sat atop a shelf in the workshop attests to that. It was Labour Day weekend, and 100 percent my own fault, Elaine admits. Id done my walk around the car and declared it safe. Then a crosswind got me. The front came up and hit the wall. I remember every one of the impacts, in slow motion; a rear tyre flying over my car, my crew
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chief ducking and still running. I felt Chris tap me and say Youre okay, and, Get her out. I remember staring ahead, but I couldnt talk. It wasnt until the people at the hospital told me I was okay that I could start talking. A week later I had such a headache I was taking a bottle of Advil a day. I just wanted to hit my head because of the pain. My speech was affected, very garbled. They had to put titanium plates in my head. Chris kept me very secure and didnt want people around me when I was talking gibberish. I knew I was doing it but couldnt stop myself. Some days I couldnt turn door handles. I was told never to go out of the house at night, because I wouldnt be able to find my way back. Then I had to learn to walk and talk properly again. I was back in the car in six weeks, scared to death. I wanted to barf in my helmet. Chris didnt want me to drive, but we fooled each other I was okay, and I had to do it. It took me probably six months before I didnt close my eyes and see it all again every time I got in the cockpit, and want to barf. When a front tyre failure put her on her head again less than a year later, however, she was herself again. I wasnt scared that time, I was pissed off! It was an awesome hit, a pretty big deal for us, Chris says of the Columbus shunt. Theres that old wives tale that jetcars are so easy to drive you just pack the chute and gas it up and go. But thats so untrue. Its not easy at all. So, is the competition between the four combatants real, or is it all pre-arranged? In Larsens online team series Playing with Fire, she tongue-in-cheek calls herself theSorceress of Speed. Marisha is the Princess of Power,

Kats the Feline of Fire and Dawn is the Dawn of Destruction. Cue convulsive laughter from Elaine and Marisha, before Chris says: But what we wont let this become is the World Wrestling Foundation. Apart from our new Eagles Fury car, all the cars we have out there in the shop are perfectly matched race cars. I dont care if she beats me if Ive done my best, Larsen says of Falk. I think mark it up to her. But if Ive beaten myself I get mad. And her biggest thing is if she messes up on the lights and beats herself. Then you dont get near her at the end of the track. Falk dissolves into laughter. Im the same way. I dont care if Elaine beats me if I race good, but if Im too quick off the

lights I love Elaine, but I also love Marisha too, Chris says. They are very competitive, but on the track Im not. I really honestly dont care which one wins. Elaine rolls with the punches, Marisha is about procedures. Its because of where they come from. They are both very competitive and there was one time in Bowling Green when Marisha thought Elaine had gone a little further than theyd agreed and it didnt go down the way theyd planned and at the end of the track it wasnt the happiest atmosphere, it wasnt that friendly. I just want to see good parachutes and the cars shutting off clean, and man when I see that Im so happy. That said, Im highly competitive in business. I want to come in just like the circus

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coming into town, and I want to be the best in the business. Where the girls wont fail us on the track, I wont fail with the show. Im all about perfectionism. Im a control freak, so last year when it was our cars that went down the track sideby-side, we had control of the maintenance, the quality standards, the drivers and their training, and it was fantastic because we had total control on that racetrack. And from the safety standpoint that changed everything. But I am aware that Im going to have a spectacular midlife crisis, because

I have surrounded myself by beautiful women and race cars. Itll be fun. One of the things we try to do is create this common bond between all of our teams, which will be an even bigger challenge next year with four or five of them, not just between the drivers but also between the crew chiefs. If one person falls out of that common bond we all feel it, and its not a good feeling. Its not about a competitive atmosphere because whenever we are out on the track I dont think there will ever be a time when

we can overcome that. But away from the track we try to create this synergy with all of our teams, and it works a lot of the time. The crew teams all want to see their girl win and even though we are just supposed to be in exhibition racing, next year theyll be running for a jetcar championship, so I assure you they all want to win. These girls are very competitive. It is completely real. Larsen, Falk, Perdue and Moller wouldnt have it any other way, and even if they did, Blaze is there now to keep them set right.  v

Photo:jamminswing.com

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book reviews by David Tremayne


endeavour is remarkable as he focuses on Amons first season racing for Enzo Ferrari. Imagine, at 23, seeing your team leader perish in the flames of an accident, as Amon did in his first outing at Monaco, of driving past the burning wreckage of Lorenzo Bandinis similar car lap after lap (captured in one of the books many remarkable photographs, on page 104). And then seeing another team-mate, Mike Parkes, flung right in front of him from his red car in the highspeed swerves of Spa, next time out. Such was his talent that Amon managed to cope with both gruesome incidents, and to rise to the occasion time and again for the Scuderia that year, narrowly missing a possible victory in Watkins Glen as the dominant Lotus Fords crumbled ahead of him when his Ferrari consumed all of its oil. Julians style is to paint the backdrop to each race in the main narrative, and then to add to that either with uniquely sourced pull-out quotes from Amon himself, contemporary quotes others extracted from him, comments from other key figures and/or his own observations, while also weaving around it quotes from characters in the contemporary movie of the time, Grand Prix. The result is a terrific read, full of anecdote and insight, much of it fresh. And its not just F1 on the menu, for Chris also drove the delightful P4 in sportscar and CanAm guise and Julian tackles these events too. And it is here that Chris remarkably admits to the author: Jim Clark was the only guy that I really felt I could never beat. On my day I felt I could foot it with anybody else but I never felt that Jimmy had to try that hard.

1967 Chris Amon, Scuderia Ferrari and a year of living dangerously by John Julian Published by David Bull Publishing STE. 150K, 4250 Camelback Road Phoenix, Arizona 85018-9692 ISBN 978 1 935007 24 1 Hardback, 25.67 1967. Chris Amon. Two of my favourite subjects. The former was the year in which I found my calling, the latter is a man of honour, integrity and great skill ennobled rather than embittered in many ways by the cruelty of a fate which denied him a single Grand Prix triumph. More than anyone else, Christopher Arthur came the closest to success without ever reaching a Grand Prix chequered flag first. When a friend showed me his copy of this lovely book I simply had to have a copy, and to my privilege author John Julian was kind enough to accommodate me. He works as a marine author in New Zealand, but his success in this first motorsport

McLAREN FROM THE INSIDE Photographs by Tyler Alexander Published by David Bull Publishing STE. 150K, 4250 Camelback Road Phoenix, Arizona 85018-9692 ISBN 978 1 935007 18 0 Hardback, 35.00/$49.95 Tyler Alexander is one of those larger-than-life characters that you are often privileged to meet in racing. One of the original founders of Bruce McLaren Motor Racing back in 1963, as a close ally of Bruce and Teddy Mayer, hes a laconic American with a Mr Magoo laugh and a terrific line in storytelling that makes him a great companion over dinner or on a long flight. When people talk about somebody whos been there, seen it
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and done it, its Tyler theyre talking about. But he probably made it too, and almost certainly he photographed it. His talent with a camera is one of his less widely known skills, but this book showcases it brilliantly. Of course, it helped that he has always had unparalleled access to one of the worlds greatest race teams, since its inception and up to today. And thats one of the things that lends this book its charm. But so does his eye for a photo, and his execution of each one. The book isnt just about the bygone eras of McLaren in F1, the CanAm or IndyCar racing, in which Tyler helped steer it to victory after victory, but about modern McLaren too. And the juxtaposition of a young Tyler with the ill-fated Timmy Mayer back in 1964 compares poignantly with the mature Tyler with Lewis Hamilton later in the story. Some of the images are fast-taken snapshots, among them a brilliant one of the great Parnelli Jones caught relaxed and laughing with Jim Hall; a relaxed Bruce McLaren; a victorious Jim Clark; a pensive Colin Chapman; the oh-so-young Rodriguez brothers; a reflective Jenson Button; or a superbly relaxed and happy Ron Dennis, al fresco. Its a tome that beautifully binds together different epochs. Tyler was retired in 2008 and is today an honorary McLaren fellow, as well he might be. Without the sort of drive he brought to the job there might never have been a McLaren after the immediate aftermath of Bruces death on June 2, 1970. He might not be at so many races these days, but his is one of those spirits that continue to haunt the paddocks, not least because his stories are so often retold by his friends. And now here are his photos to embellish the legend.

stellar series for MOTOR SPORT magazine which set ball rolling and the standard. The format is simple: invite a legend out to lunch, run the tape, and lap it up. It works beautifully, and this series of interviews run previously in F1 Racing is peppered with fascinating insights from the likes of Damon Hill, Niki Lauda, Jean Alesi, Sir Frank Williams, Max Mosley, Flavio Briatore You get the picture. Now get the book. Its a superb read that will provide hours of pleasure. MURRAY WALKER SCRAPBOOK published by www.porterpress.co.uk eBook, 4.99 The print edition of Phillip Porters Murray Walker Scrapbook has been a best-seller and now that its out of print, and to celebrate Muzzahs recent 90th birthday, its now available as an eBook on Apple devices. The eBook is enhanced with 45 video interviews with Murray and 42 audio clips of his hilarious Murrayisms. All this for just 4.99 surely makes it the perfect Christmas present.

LUNCHES WITH LEGENDS One-to-one with the legends of motorsport by Maurice Hamilton Published by F1 Racing Magazine Haymarket Media Group Teddington Studios, Broom Road Teddington, Middx TW11 9BE ISBN 978 0 957 5320-2-1 Hardback, 29.95/$48.00

FRANKLY FRANKL Life, Love, Luck & Automobiles by Andrew Frankl Limited edition published by Andrew Frankl 25-1 Beach Road, Belvedere CA 94920, available direct in the US from andrewfrankl@me.com or in the UK from the RAC Maurice Hamiltons big interview lunches with Club, 89 Pall Mall, London SW1Y 5HS famous racing people, run in F1 Racing each ISBN 978 0 578 12791 0 month, is an unashamed copy of Simon Taylors Hardback, 35.00/$45.00
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anecdotes about some of his favourite drivers and the various other characters he met along the way. Perhaps the sweetest chapter is that entitled Love Story, which tells of his extraordinary romance with his second wife, Suzie. The childhood sweethearts were separated for many years when he was obliged to flee his native Hungary during the Revolution in 1956, but were reunited 32 years later and married in September 1996. Who says there are no fairy tales in motor racing?

MARCO SIMONCELLI The Tribute Book by Rosella and Paolo Simoncelli Published by Haynes Publishing Sparkford, Yeovil, Somerset BA 22 7JJ ISBN 987 0 85733 402 2 Hardback, 19.99/$29.95 Marc Marquez injected some much-needed drama into the 2013 MotoGP season, but the sport still sorely misses the happy-go-lucky character and ebullience of the late Marco Simoncelli. With the support of his family and a legion of close friends, his mate Paolo Beltramo has produced the most wonderful biography I have read. It grips you from the moment you read Sics friend Valentino Rossis foreword and never lets you go. It is, as Beltramo must reluctantly admit for how else it could it be anything else, a full stop. But he is also right when he adds: A full stop that isnt final, but serves as a reference, there to remind you that Marco is still there somewhere, and that perhaps hes laughing, talking crap. Or maybe hes racing, fighting, overtaking. Who knows? Besides reminding us what a fabulous guy Sic was, this book stands for all that Haynes represented when it was brave enough to be in the vanguard of publishing such books and before its burghers closed down one of the few business with the moxie to publish such work. It is unbearably moving in places as friends and loved ones recall even the most trivial but telling stories, with the same bravery that Sic demonstrated on the track. Read it and weep, because you will, but also embrace its message of the importance of life, love and friends, and of appreciating all three while we can.
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I cant remember now when Andrew Frankl and I first met, but I was minded to like him long before we did. One of my mentors, the great Tom Northey of Pirelli, often regaled me with tales of his own dealings with CAR magazine in the days when he never tired of telling me how wet I still was behind the ears. And the journalist in me loved the way that in the old days CAR would rather print honest editorial than worry about what offence arrogant advertisers might take, even though Andrew held the job of advertising manager! Frankly Frankl is a fast-moving autobiography illustrated with some great images from a versatile writer who, like Tyler Alexander, was also prolific lensman. Among my favourites are a lovely action shot of Jim Clark winning the 1967 British GP; the aftermath of Jody Scheckters mistake at Silverstone six years later; Jack Brabhams last-corner snafu at Monaco in 1970; and some moving photographs of Ayrton. The story isnt all about Frankl, either, as he intersperses the narrative with pen portraits and

AGRICULTURE, FURNITURE & MARMALADE South African Motorsport Heroes by Greg Mills Published by Pan Macmillan South Africa Private Bag X19, Northlands Johannesburg 2116 ISBN 978 1 77010 323 8 Paperback. R190/11.00 Also available as an eBook e-ISBN 978 1 77010 324 5 www.panmacmillan.co.za

When he prepared to head off to Europe in 1971, South Africas lone World Champion-to-be Jody Scheckter was given a piece of priceless advice by fellow driver Jackie Pretorius. Jackie pulled me to one side and told me that I had to learn some big words to impress the Europeans, Jody recalls. He said he would give me three then and there Agriculture, Furniture and Marmalade preferably to be used in conjunction with one another. There are plenty of big words in the indefatigable Greg Mills latest labour of love which takes Pretoriuss words as its title and, as ever, captures for prosperity invaluable stories from the history of South African racing. If they gave out awards for these things, hed already have been knighted. What I love about Mills work is that he doesnt just tell the stories of the big guns, the headliners such as Jody, John Love, Dave Charlton and Desire Wilson, or even triple Le Mans-winning Bentley Boy Woolf Barnato. Of course they are all in this tome, together with world famous designers Gordon Murray and Rory Byrne. But so are the likes of Tony Maggs, Bruce McLarens team-mate at Cooper; Pretorious and contemporaries Sam Tingle, Doug Serrurier and Peter de Klerk; promoter Alex Blignault who ran the South African GP and was known as the countrys Bernie Ecclestone; the pioneering Domingos brothers, Joe, Mike and Alan, and Yunus, who blazed the trail for black drivers at a time when apartheid made such activity abnormally brave. I also particularly enjoyed catching up on what happened to Mike White, the only man to win an F3 race in 1981, my first year of professional motor racing reportage, with a car other than a Ralt. The talented racer did wonders in the unloved works March 813 that year.

Mills does more than just relate these racers tales, too, he backs his stories with input from others to add extra colour and invaluable dimension. They are often backdropped by the dangers of their respective eras, when death was a common visitor to motor races and drivers attitudes to life were often cavalier in the era of la dolce vita as the spectators embraced a time of braaivleis (barbecues), sunny skies, Formula 1 and international sportscar racing. That just adds yet greater perspective. But who was the karting phenomenon who beat the likes of Elio de Angelis, Alain Prost and Stefan Bellof in his heyday, yet who never made it any further in the sport? Maybe you should buy the 350-page paperback, or the eBook, to find out Greg has delivered an extraordinary book, Howden Ganley, a man for whom I have a lot of time and respect, says in his foreword. It will stand out as both a marker and reference for future generations interested in the sport, one from which lessons of hardship, courage, derringdo, sportsman (and woman) ship, ingenuity and excellence should be drawn. Thats a perfect summary. THE OFFICIAL FORMULA 1 SEASON REVIEW 2013 by Anthony Rowlinson, Steve Bidmead and Bruce Jones Published by F1 Racing Magazine Haymarket Media Group Teddington Studios, Broom Road Teddington, Middx TW11 9BE ISBN 978 0 957 532 0-3-8 Hardback, 35.00
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Dodgins between Autosports Mark Hughes, BBC commentator Ben Edwards, Mercedes AMG boss Toto Wolff and Red Bull Racing boss Christian Horner. Its the perfect present for the racing nut in your household. F1 RETRO 1970 by Mark Hughes Published by Cluster Publishing 6 Lansdown Road Bristol BS6 6NS ISBN 978-09570255-23 Hardback, 49.95 I can remember the 1970 F1 season as if it were yesterday, especially the excitement of reading about BRMs all-new groundhog P153 in Motor and Autocar magazines, and the shock of seeing the game-changing Lotus 72 in photographs when it was launched. Many times since Ive longed to see the old days covered the way that we cover racing these days, by which I mean race stories laced with loads of anecdotes and information about the people - the drivers, team owners and designers - who tended to be subjugated back then to the machines themselves and what happened in the races. Mark Hughes feels the same way but, smart boy, hes done something about it. This excellent book goes back to that seminal season and covers it the modern way, with detailed race reports, insights into what the drivers thought and did complete with comment from many of those still extant and great revelations about the designs of cars which were all completely different from one another. The Lotus 72 was the car of the year,

and Hughes offers great technical insight into it by having it modelled in a thoroughly contemporary CFD aero programme. The result is a fascinating tome, topped off with pen portraits of all the drivers, which Hughes intends will become a definitive series. That sounds like a lifes work to me and I fervently hope that happens, because this is a brilliant and inspired way of pulling together the disparate eras of our great sport. If you want to see that happen to, buy it. At less than 50, its a bargain. v

Who won what in 2013 F1, and why? If you desperately want to know all that, the official season review by F1 Racing pulls together all of the disparate threads of a season in which the first half was exciting and the latter half dominated by S Vettel and Red Bull Racing. Why that happened is all here, in a series of informative race reports, reviews of the drivers and teams, brilliant photography from the lensmen at LAT, masses of snapshots and stats, all enhanced by a great round table discussion chaired by Motorsport News Tony

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the last lap by David Tremayne

LEWIS, MARK II - AND III?


The new breed of Formula 1 cars for 2014 might be arrestably ugly, with droopy noses that resemble the male genitalia in flaccid state, but thats a story to be resumed after the upcoming Christmas festivities. In the spirit of goodwill and positivity, Ill say instead that Im thankful that we have the prospect of Kevin Magnussens F1 arrival chez McLaren to look forward to in the new season. I first met him at the Chinese GP and once Id stopped calling him Jan - I knew his father and covered his enigmatic F1 career I found him to be a cool young man and began following his racing closely. I was delighted to see him win the World Series by Renault crown, even after the lateseason snafu over the way DAMS treated their rear wing planes. And ever since I have been hearing the sort of stories that give you the chills. According to insiders, McLaren engineers have been raving about his performances in the simulator down at Woking, where his comparable initial work was described as like Lewiss, but better. Wow! He is, by all accounts, a fabulous qualifier, and hes proved that hes not a bad racer, either. And theres just enough of a hint of impetuosity, too. Personally, though Ive always found him reserved and hard to get to know and am continually irritated by his unwillingness to acknowledge any interest in the exploits of the great Pedro Rodriguez - the equivalent would have been David Coulthard, Allan McNish or Dario Franchitti steadfastly refusing to admit to admiration for Jim Clark - I feel that Sergio Perez was a little hard done to by McLaren this year and didnt deserve to get dropped. His gritty fight with Jenson Button in Bahrain showed what could be done with the unfortunate MP4-28, and on other occasions he gave the former champion from Frome a hard time as he demonstrated true fighting spirit. But as Martin Whitmarsh put it, Sergios problem is that Kevin, and Stoffel Vandoorne, exist. As these words were written McLaren was still considering several options for its other star of the future, the Belgian rookie who so impressed in World Series. Again, the insiders have a view. Im informed that Vandoorne isnt yet quite a match for Magnussens stunning qualifying ability lets say hes currently at 99 percent to the Danes 100. But on race pace hes said to be a real metronome, massively quick yet with impressively consistent lap times. GP2 may beckon, but I really like the idea of him being placed with one of the smaller teams to learn the F1 trade right now, ready to give McLaren and Honda options when their partnership hits the tracks in 2015. By then Jenson will be 35 and might be ready for retirement to his management company which just happens to have Vandoorne on its books, while Fernando Alonso will be approaching 33. McLaren is the logical place for the plucky Spaniard to seek solace in 2015 if his relationship with Ferrari, currently in intensive care after his unsuccessful attempts this year to decamp to Red Bull, cannot be repaired with a winning car next season. And doubtless that would please Honda. But though pragmatism still rules in F1, there are many at McLaren who still have no love for the man who cost them so much in 2007. Just suppose McLarens two youngsters come good in 2014 Might it not be even more attractive to the Japanese manufacturer to have two hotshoes on the books, each with a great deal more than 10 years shelf life? v
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