MARK WEBBER WINS IN HUNGARY

The man who

won’t go away

It’s all about the passion

Grand Prix+ ISSUE 67

AUGUST 1 2010
Grand Prix+
Grand Prix+
Issue 67
AUGUST 1 2010
The award-winning Formula 1 e-magazine

Pot, kettle, black

is brought to you by:

David Tremayne
Joe Saward
Poor Fernando Alonso! Just when he’d won the Peter Nygaard
Arrogance Award of 2010 for his performance
in Hockenheim, Michael Schumacher snatched with additional material from Mike Doodson
and Lucas Nygaard
it away with a breathtaking display of, well,
arrogance, in Hungary.
On The Grid by Joe Saward 3
According to the great one – who,
remember, took Damon Hill out in Adelaide in Snapshots 4
1994 and turned into Jacques Villeneuve in The Hack Looks Back 10
Jerez in 1997 – his lap 66 incident with Rubens The Team Orders Controversy 12
Barrichello was Rubens’s fault, “because he Driving Formula 1 Simulators 23
chose the wrong side on which to overtake”. The First Hungarian Grand Prix 29
Interesting… We guess that means the
Jackie Stewart’s “Collage “ 35
side that was successful, in Schumacher’s
book. And his comment was strangely at odds Felipe Massa Interview 42
with the official Mercedes line, which was that Budapest - Qualifying analysis 53
Michael had not seen Rubens was there. Budapest - Race Analysis 67
“There are difficult drivers, and then Budapest - Results 80
there is Barrichello,” Mikey added helpfully. The Last Lap by David Tremayne 81
Either way, it really seems like it’s time for back to the left-hand side of the road to avoid
going on to the grass, might not something a lot
Parting Shot 82
the great comeback to end. Formula 1 doesn’t
need to set young karters the world over that harder have acted as a better deterrent? Have The Connectivity Page 83
sort of egregious example, which Barrichello we all forgotten how easily open-wheel cars Click on relevant page to go directly to it.
described as, ”the most dangerous situation I can climb over one another, as Mark Webber’s
have ever encountered.” Red Bull did over Heikki Kovalainen’s Lotus in
The stewards didn’t take long to hand Valencia?
© 2010 Morienval Press. All rights reserved. Neither this publication
down a 10 grid place penalty for Schumacher It helps nobody for guys who once nor any part of it may be reproduced or transmitted in any form, or
at Spa, but given the fact that the Williams thought themselves the best in the world to be by any means, electronic, mechanical, photocopying, recording or
virtually grazed the pit wall, and then had to jink seen to get away with that sort of thing. otherwise, without the prior permission of Morienval Press.
ON THE GRID By JOE SAWARD

Nationalism and a few home truths

Not far from where I used to live in Paris there is a garage which is known as Le Fair Play. It is an odd name that
always makes me smile. It was adopted from the English in the 1950s, when the garage was established, the aim
of the name being to convince potential customers that they would be treated fairly.
Fair play is a very English concept and one which is still a part of the national psychology, although it does
seem to be declining as the years go by. Generations of Englishmen and women were taught that when it comes
to sport, everyone should be treated fairly and if they lose they should always act in an honest, straightforward
and, most importantly, a dignified manner. I have lived abroad for 20 years now, and there is no question in my
mind that experience in other countries has taught me that the old-fashioned ways of England are pretty solid.
The other thing I love is the British ability to laugh at itself. Self-deprecating humour solves so many
problems. Not long ago my very international son William discovered a 1960s English cabaret duo called Flanders
and Swann, who sang witty songs to discerning audiences. His particular favourite is The Song of Patriotic
Prejudice, which was designed to make fun of the views expressed by the stuck-in-the-mud British folk who had
trouble understanding that the sun really had set on the British Empire.
Those who do not get this joke are, of course, appalled by the lyrics, which are utterly and completely
dismissive of everyone APART from the English. The only part of the song that can be taken at face value is the
verse about foreign attitudes to sport: “And all the world over, each nation’s the same,” it goes. “They’ve simply no
notion of Playing the Game: they argue with umpires; they cheer when they’ve won; and they practise beforehand
- which ruins the fun!” The message is simple. Sport in England is fun and should be treated as such. Yes, in the
modern age it is all about business as well, but when the game is actually being played the old values should
still hold true. Sure, it is idealistic, particularly in a world where there are performance-enhancing drugs, bribery
scandals and so on, but there really is no reason why one should not try to play things straight. Business does
not have to ruin the game. That happens only because people are greedy, or are placed under such pressure that
they feel the need to bend the rules to keep their jobs. Since the German Grand Prix I have had a lot of Spaniards
being pretty rude to me for expressing these beliefs. I have tried to explain why it is that the FIA is right to penalise
Ferrari after what occurred at Hockenheim, but they seem always to believe that Fernando Alonso is the target
of British hatred. That is not the case at all.
Nationalism is an ugly thing wherever it appears and I happen to think - wrong though I may be - that the
British press are generally the most even-handed of all those reporting in F1. Yes, one or two of the folk who
represent the newspapers that used to be known as “Fleet Street” get carried away when one of the plucky Brits
finds himself up against Johnny Foreigner, but usually the analysis of the F1 scene is pretty fair and balanced.
Things have changed a bit over the years, but the strong tradition of sportsmanship remains. It is important
that a sport is enjoyed for its own sake, with proper consideration given to fairness, ethics, respect, and a sense of
fellowship with one’s competitors. In England being a good loser is still often seen as being as important as being
a winner. Boil it all down and it can be summed up in one sentence, as a fellow journalist said to me in Hungary.
“I have been trying to explain to all the Ferrari fans that I understand why they did what they did,” he said.
“It makes some sense. But the problem is that they broke a rule. It really is as simple as that. It is there in black
and white in the rulebook. You cannot have one rule for one team and another for someone else.” v
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 THE HACK LOOKS BACK MIKE DOODSON

if the researchers fail to pay attention to At least Stirling claims to have rationalised his
such easily available detail. Anyway, things reasons for risking his life, although I don’t
perked up when new photographic evidence, buy his assertion that he actually enjoyed
unearthed by the excellent Jaguar historian the danger. In Hammond’s case, however,
Paul Skilleter, demonstrated that it was one wonders what reason he could have had
indeed a misjudgement by Mike Hawthorn for climbing aboard a 300 mph jet dragster.
which initiated the disaster. The amazingly Whatever his rationale, I suspect that it would
clear new photos, taken from straight ahead, have taken only cursory enquiries to have
showed Hawthorn’s Jaguar passing Macklin’s persuaded him that the dragster was not a
Austin Healey on the approach to the pits Good Idea.
before suddenly slowing and moving off-line With some help from old film interviews,
to the right, to come in for refuelling. Macklin, Moss went on to analyse the crash at Goodwood
taken by surprise, evidently failed to check his in 1962 which ended his professional career.
mirrors and was forced to veer past the Jaguar As already recounted by Stirling in his
and into the path of Levegh’s much faster absorbing book with Doug Nye (My Cars, My
Mercedes-Benz. At a speed approaching 170 Career, ISBN 0-85059-925-3), there appears
mph, the Benz was launched off the Healey to have been a misunderstanding over a signal
and into the crowd. Although nobody knows from Graham Hill while Moss, two laps behind
exactly how many people died, estimates following a pit stop, was passing his BRM. In
History and sport range between 80 and 120.
The second programme involved
the confusion which resulted, the great man’s
Lotus ran wide and crashed into an earth
Although the BBC is doing an impeccable the over-rated Top Gear presenter Richard bank. For the reasons given above, we will
job of broadcasting this year’s F1 racing, the Hammond and Stirling Moss as they compared never know if this explanation can be relied
history of our sport, by contrast, tends to be notes on the life-threatening crashes which upon. One thing we do know from Professor
presented rather awkwardly on TV, almost as had left each of them in comas (Moss for a Watkins, however, is that the effects of Moss’s
if we motorsport fans should feel obliged to whole month) from which they both eventually injury were so profound that even one year
apologise for our passion. Quite coincidentally, recovered, albeit not to the exact mental later he should not have been allowed to test-
two programmes shown last week settled a states which they had previously inhabited. drive a Lotus 19 sportscar.
couple of important long-standing puzzles Various medical experts, including F1’s very Although the Moss programme went on
from the past but did so in ways that I found own Professor Sid Watkins, were wheeled for far too long, one mysterious but joyful side
almost embarrassing. The first was yet another out to explain what happens when human benefit was that someone dug up a clip of that
analysis of the 1955 Le Mans disaster, which beings are subjected to a heavy bang on the classic moment in the 1986 Hungarian GP when
began unpromisingly as the story was drearily head. Unfortunately for the programme, one Nelson Piquet attacked and passed Ayrton
recounted by a man who didn’t make the common effect of such an injury is that part Senna for the lead of the race, a manoeuvre
slightest attempt to pronounce the French of the brain filters out the bad memories. For which involved some outrageously confident
names correctly. Perhaps I am being pedantic Moss and Hammond to attempt to compare opposite-lock motoring all the way around
about this, but it surely diminishes the viewer’s notes on their own post-crash experiences Turn 1. Obviously nobody had told Nelson that
faith in the essential reliability of the enquiry was, therefore, a singularly unfruitful exercise. it is impossible to pass on the Hungaroring’s
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notoriously dirty outside line. Since he had Schumacher and Barrichello in Austria
already strolled effortlessly past his Williams- eight years ago, apart from the fact that the
Honda team mate Nigel Mansell en route to a people currently in charge at Maranello are
20-second victory, lapping the unhappy Brit in fundamentally decent and sporting. One other
third place, there were what might be called difference is that these days we can eavesdrop
mixed emotions on the podium. Piquet had on the radio conversations, although dear old
only joined the Williams team at the beginning Stefano Domenicali seems to have overlooked
of the year, and the Hungarian win suddenly this when he commanded Rob Smedley to
put him much closer to the points lead which instruct Massa to move aside. Smedley’s
Mansell had established. What explained the guilty distaste in doing the boss’s dirty work
stupendous advantage which the Brazilian was all too evident in the cold and deliberately
had exploited so arrogantly? spaced-out words that he chose to use. At
It turned out that Nelson and his least Ferrari didn’t dare to attribute “brake
engineer, Frank Dernie, had discovered that problems” to Massa, like Todt did on another
a tricky new differential offered far more grip. occasion, but ‘hamfisted’ doesn’t even begin
Patrick Head is pretty sure that both drivers to describe the way Ferrari handled things last
tried it in practice but that only Nelson perceived week.
its superiority. There is no doubt, though, To my mind, ‘Teflonso’ has got off lightly
that he carefully disguised his advantage, at the bar of public opinion. Not only had he
with Dernie complicit in the plot, and it was tried and failed to pass Massa earlier in the
this unwillingness to share the secret which race, but his attempts to demonstrate his
provoked Mansell into fulminating against superior speed by assaulting the lap record
his team-mate. The beginnings of the feud in the closing laps only inspired Massa to
that would taint their relationship for the next match him. The ban on team orders so
season and half can be traced directly to that hastily imposed in 2002 was always illogical
weekend in Hungary. and wrong, but it’s still a rule. Yes, team
It remains to be seen whether a orders have always been a part of our sport,
similar state of war will break out in Hungary but Ferrari’s protestations look shoddy when
between this year’s Ferrari drivers following meekness in following the party line was neatly one considers that teams like Williams and
the happenings at Hockenheim last week. explained by Ivan Capelli, the ex-Ferrari driver McLaren (and possibly, even, Red Bull this
Perhaps not, because it was a cynically who now commentates on Italian TV. “What year) have declined to issue them in the
deliberate pitwall decision - not a driver’s happened today was maybe to give Felipe the past and subsequently sacrificed a drivers’
cockpit whim - that triggered the controversy. chance to retain his seat in the future,” said title or two. The fans will be more likely to
Even so, I don’t believe that Felipe Massa will Capelli, who evidently knows more about the accept a bit of place-swapping later in the
have been mollified by Alonso’s gift to him details of Massa’s recent contract extension season, when the drivers’ championship
of the winner’s Bridgestone cap which the than was told to the press at the time. has become clearer. With nine GPs still to
Brazilian was wearing when he stepped up to There are plenty of similarities between go, though, no wonder they felt cheated at
tell the regulation porkies on TV afterwards. His Hockenheim 2010 and the incident involving Hockenheim. v
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 THE TEAM ORDERS CONTROVERSY By JOE SAWARD

Sport versus business...

There was controversy after the German Grand Prix a week ago, resulting from Fernando
Alonso taking the lead from Felipe Massa. This was deemed to be a breach of the rules
regarding team orders. Ferrari was fined $100,000 and referred to the FIA World Council.
While the team’s fans howled with protest and Alonso’s supporters shouted “conspiracy”
- as they always do - there was sound logic behind the FIA decision...
The average Formula 1 fan is not a complicated
human being. He likes sport in general and
what is important is that he is entertained with
a straight fight between two competitors. He
understands that not all the cars are equal in
performance, but wants to see team-mates
being allowed to fight for victory. There are
some individuals who do not share the common
view.
Scuderia Ferrari Marlboro believes that
the objective of a team going Formula 1 racing
is to win the Drivers’ and Constructors’ World
Championships. To achieve these goals, the
teams spend hundreds of millions of dollars each
year. The money comes largely from sponsors,
who want to be able to exploit a championship
victory. Every point is critical and thus, Ferrari
argues, the individual must always do what is
necessary for the good of the team.
It has been a pretty poor year for the
Italian and there has been a great deal of
pressure for results. The likelihood that Ferrari
can win a championship this year is slim, and
the management in Maranello feel that if there
is to be any chance at all, it is best not to have
the drivers splitting the available points between
them.
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 Nonetheless teams are only too aware
that titles that have been won and lost by the
smallest margins; notably in 1984 when Alain
Prost was beaten to the title by half a point by
Niki Lauda.
Team orders have traditionally been a
part of motor racing, just as they are included in
other sports, notably cycling, where all the team
members work for the benefit of their designated
team leader, towing him along when necessary
and making breaks to draw out the opposition
and other similar strategies.
In Formula 1, teams used to have the
right to do this until 1998. Team orders date
to the very start of the sport. In the 1930s, the
Mercedes-Benz and Auto Union Grand Prix
teams were dominated by such requirements,
sometimes established for the most bizarre
reasons. At Tripoli in 1936, for example, Auto
Union ordered Italy's Achille Varzi to win from
Germany's Hans Stuck. The two drivers were
unhappy, but it was explained to them that as
the governments of Italy and Germany were
seeking to forge an alliance wherever possible,
Italian drivers should win on Italian soil and
German drivers on German soil.
After World War II the Alfa Romeo factory
team was famous for its team orders, with
Varzi, Dr Nino Farina and Count Felice Trossi
It was with this aim in mind that it was day with 116 and Massa 92 - the two would be all being allowed to win races, despite the fact
made clear to Hockenheim race leader Massa separated by 24 points and Alonso would be that France's Jean-Pierre Wimille was much
that it would be best for the team if he allowed 41 points behind World Championship leader faster. This went on for two years before Wimille
Alonso to overtake. Ferrari was going to score a Lewis Hamilton. Instead he is 34 points behind moved up to be team leader and was virtually
1-2 result, but it was logical to allow the Spaniard Hamilton and 38 ahead of Massa. However, unbeatable. After the World Championship
to take more points than the Brazilian. Before with eight races still to go, there were still a began in 1950 team orders remained the
the race Alonso had collected 98 points and maximum of 200 points up for grabs if a driver norm. The history books show shared Grand
Massa 67. If there had been no manipulation won every race - so the championship is Prix victories on several occasions. This was
of the result Fernando would have ended the anything but decided. usually because a team's lead driver had taken
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over the car belonging to one of the other should go to Alain Prost. over to let Berger win the race. A year later Nigel
drivers, normally because his own car had At Suzuka in 1991 Gerhard Berger Mansell pulled over at the end of the Japanese
broken down. Multiple World Champion Juan sacrificed his race to help Ayrton Senna win the GP and let Riccardo Patrese win, to say thanks
Manuel Fangio benefited from this on several World Championship for McLaren. The Austrian for all the hard work he had done developing the
occasions. The British teams were no different forced the pace early on, ruining his tyres, but Williams-Renault.
and at the British GP at Aintree in 1957 Stirling forcing Senna's rival Nigel Mansell to do the same. At Monza in 1994 Williams used team
Moss took over his team mate Tony Brooks's Mansell made a mistake and went off and Senna orders to help Damon Hill's championship
Vanwall when his own car started misfiring. won the title. At the end of the race he pulled challenge, with David Coulthard moving out of the
That was the first World Championship victory
for a British car.
In 1967 the Ford Motor Company was
supplying engines to much of the F1 field,
but wanted to make sure that there were
no embarrassments in front of the top Ford
executives when they visited the United States
GP at Watkins Glen. Team Lotus drivers Graham
Hill and Jim Clark tossed a coin to decide who
would be the team leader. Hill won the toss but
his car ran into trouble and was travelling so
slowly that to avoid the result appearing to be
outrageous Clark overtook him and won the
race with Hill second.
In the 1970s Ronnie Peterson sat behind
Mario Andretti in several races (right) but
accepted the position because he said Andretti
had developed the Lotus and because he had
signed a contract to be the number two driver.
In 1981 the Williams team suffered a
season of friction and discontent after Carlos
Reutemann ignored team orders to win the
Brazilian GP, beating his own team mate, the
World Champion Alan Jones. As a result of there
not being team orders, Nelson Piquet managed
to win the World Championship for Brabham.
The following year Didier Pironi ignored Ferrari
team orders and beat Gilles Villeneuve at Imola,
and later that year Rene Arnoux won the French
GP, despite Renault team orders that the victory
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way for him and in Australia in 1996 Williams again was changing as the sport grew. The days of over for Mika Hakkinen.
imposed team orders with Jacques Villeneuve the cloth cap brigade slipped away, and new McLaren said that it was a decision based
moving over to help Hill to win the race. less well-informed spectators replaced them. on repaying Hakkinen for staying with them
Trying to run drivers as equals has They began asking why there had to be team through the lean years. It should be added that
proved to be difficult, and one can point to a orders. They wanted open, honest Formula 1, there was also some sense that the team owed
number of cases where this led to acrimony: with drivers fighting for victory. The problem Mika a result because he had nearly been killed
from Jones-Reutemann in 1981, to Mansell- first came to a head at Jerez in 1997. In the in a McLaren in an accident in Adelaide in 1995.
Piquet in the mid-1980s and the celebrated race Michael Schumacher tried to nerf Jacques In any case what was done was not illegal.
case of Prost-Senna in 1989 (below). Playing it Villeneuve off the track to win the title. That was The Australian GP at the start of 1998
fair can create controversy. bad enough, but there followed questions about created a second race where team orders were
The problem for F1 was that the audience why McLaren had insisted that Coulthard move in the spotlight. Ironically it was the same two

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drivers again and the same result: Coulthard
moved over to let Hakkinen win. In this case
Mika had led the race throughout, but a team
mistake saw him go into the pits when the
team was not expecting him. He lost the lead
to Coulthard. The Scotsman was then asked to
allow the Finn ahead in the closing laps.
The move was condemned after the
event by Ron Walker, chairman of Australian
Grand Prix Corporation, who complained to the
FIA and claimed that team orders should not be
allowed in motor racing.
"It is not the right of team owners to
decide who's going to win," Walker argued.
The FIA World Council considered the
matter and ruled that stewards should severely
penalise teams if there was "any act prejudicial
to the interests of any competition". This meant
that the stewards were allowed to decide if team
orders were given or not. It was a fudge - and
not a very effective one. It meant that teams
had to start pretending that there were no
team orders being used, telling drivers to feign
technical problems, make deliberate mistakes
or bring cars into the pits for no reason except
to change the running order of the cars.
Things became even more complicated
in August that year when the question came
up again after Michael Schumacher and Eddie
Irvine (left) went through a charade in Austria,
where Irvine suddenly had "brake problems"
that lengthened his lap times considerably.
Schumacher went ahead and suddenly Irvine's
problem cured itself and his lap times improved
again. No-one believed a word of it.
The FIA reacted to that by explaining
that team orders had never been banned,
unless they were deemed to be prejudicial to
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the interests of any competition. interest in the championship." “This guy is depressing,” Eddie admitted.
"It is perfectly legitimate for a team The rule was open to interpretation. In “Although he's the best number 1, he's also the
to decide that one of its drivers is its World the course of 1999 there were several races best number 2! “
Championship contender and that the other in which there were clearly team orders being There were isolated cases elsewhere,
will support him," the FIA said in a statement, used by Ferrari. Mika Salo (above) ran away notably in Germany in 2001, where Felipe
adding that any future instance of team orders in the lead in Germany but handed the win to Massa was asked by Sauber to move over for
would be "judged on its facts and in the light of Eddie Irvine, Schumacher being out of action Nick Heidfeld.
long-standing motor sport tradition". with a broken leg. When Michael came back, "It’s very hard to swallow a thing like
What was not acceptable was any the Malaysian GP was a clear example of the this," said Massa. "But Peter Sauber is the
arrangement "which interferes with a race same thing with Schumacher pulling all the boss and is the one who pulls the strings. We
and cannot be justified by the relevant team's strings to make sure that Irvine would win. argued 10 times, until he ordered we changed
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our positions on track. I could understand his grandstands with the Austrian crowd whistling in wanted to see Barrichello win and felt cheated
decision if Nick was able to catch the guys disapproval throughout the podium ceremony. In by the Ferrari decision.
ahead, but he didn’t. In fact, he wasn’t quicker the Media Centre Schumacher and Barrichello "I was in a crowded pub watching
than me. It would make no difference for the were greeted with boos and cries of "scandal" the race live," reported Phil Branagan from
team if I was the guy to pick up the point." when they arrived for the post-race interviews. Melbourne, Australia. "To a man the place burst
It was the Austrian GP of 2002 that Reaction from around the world suggested into spontaneous boo-ing... Yes, the rules may
changed everything, after the Ferrari team that Ferrari's decision was a major marketing allow it, but the punter thinks it's a fraud..."
management decided that Rubens Barrichello disaster. Brazil's President Fernando Henrique
should lift off and let Schumacher win the Team orders were still allowed, but the Cardoso joined in the debate saying that as
race - to score his fifth victory in six races that reaction showed that the sport was out of step far as Brazil was concerned the race had been
year. The move resulted in outrage from the with what the world felt was fair play. Fans won by Barrichello.
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 Former World Champion Emerson
Fittipaldi said: "It was embarrassing."
In the F1 paddock there were similarly
strong views.
"I have to say that was the most cynical
event that I've experienced in 27 years in
Formula 1," said Patrick Head of Williams. "A
team like Ferrari has an obligation to F1 and
to the spectators and that is to provide a motor
race. When we produced a car that was ahead
of the others, we provided some motor racing.
What we saw here was a disgusting, cynical
act."
BMW's Gerhard Berger - a former Ferrari
driver - called it "a terrible decision".
Ferrari's Jean Todt justified the move,
saying it was only logical to apply team orders
because Schumacher had 44 points and
Barrichello six. It made sense to him to get
Michael maximum World Championship points.
The problem in 2002 was that it so glaringly
obvious what was happening.
Ross Brawn (right) explained the
reasoning behind the move: "There were three
years: 1997, 1998 and 1999, in which we lost
the championship in the last race and we cannot
take the chance. It would have been simple
to orchestrate it. It would have been easier to
change the pit stops around and to have done
other things to make it less obvious. But to have
done it in a clandestine way would have taken
credit away from Rubens. We could have tried
to hide it - but we did not."
The last minute switch in Austria was
seen by almost everyone apart from Ferrari
as unnecessary and for the fans it was seen
as "a fix". There was such an outcry that the
FIA decided it had to do something, although
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at the time FIA President Max Mosley next six months - and that enabled the
(right) said: "It is easy to vote through FIA to issue a statement that Ferrari
a regulation to say that team orders had been fined a million dollars, which
are prohibited, but how do we enforce sounded like a big punishment. This
it?" was designed to placate the fans and
Mosley admitted to being was little more than window-dressing.
amazed at the public reaction there Mosley had wanted to go for a bigger
had been. He was not alone in this punishment because of the scale
respect. After a lengthy discussion of the public outcry against Ferrari,
the World Council found "with some but the World Council felt it could
reluctance" that was "impossible to not impose a worse sanction for the
sanction the two drivers because breach of podium protocol.
they were both contractually bound The FIA did try to use Clause
to execute orders given by the team". 151c of the FIA International Sporting
The Council also recognised "the Code, which states that teams can be
long-standing and traditional right of a punished by "any fraudulent conduct
team to decree the finishing order of or any act prejudicial to the interests
its drivers in what it believes to be the of any competition or to the interests
best interest of its attempt to win both of motor sport generally", but Ferrari
World Championships." argued that the act was not fraudulent
Although Mosley may not nor prejudicial to competition because
have viewed it as such, the real Ferrari has the legitimate aim of
issue was that teams need to have a winning the World Championship,
responsibility to the sport to provide and is allowed to dictate which driver
a spectacle, in addition to looking wins a race if it chooses to do so.
after their own interests. Other On the issue of whether the
teams, notably Williams, allowed their move was prejudicial to the interests of
drivers to race, at the cost of winning motor sport the arguments are rather
championships, notably in 1986 when more difficult, but Ferrari's argument
Mansell and Piquet took points from was that the team did not expect the
one another, allowing Alain Prost to public reaction that occurred and that
squeak through to the title. there was no intention to cause such
The FIA World Council might an upset.
not have been able to punish Ferrari, After the decision was made
but irregularities on the podium led to the FIA established a four-man
a fine of $500,000. A further $500,000 working group to look into the issue of
fine was suspended - in case a similar team orders. It even asked members
problem occurs in the course of the of the public to make suggestions.
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The Austrian outcry faded away but then This was deliberately ambiguous, but gave been a coded team order.
Michael Schumacher made a mess of things the federation the option to punish a team if it The one case where action was taken
at Indianapolis, while trying to orchestrate a was felt that it had orchestrated a result without was at Monaco in 2007, when McLaren was
formation finish. He handed Rubens Barrichello a good reason to do it. There has been little accused of favouring Alonso over rising star
a victory by accident. Michael tried to make out trouble since, despite several questionable Lewis Hamilton. The English novice was in a
that he has been trying to stage a dead heat moves. In all cases the drivers concerned said good position to win the race, but a sudden
(which was a hopeless argument given the that their decision had been voluntary. In Turkey change of strategy handed the win to Alonso.
modern timing systems), but later changed in 2005, for example, Alonso received a radio McLaren was called before the FIA and was
his story and said that it had been a gesture to call from Renault saying that he was quicker able to show that there was a very logical
Rubens. It was another public relations gaffe. than Giancarlo Fisichella and should overtake. strategy behind the decision. Hamilton was
The FIA then banned team orders, It sounded like an instruction. Alonso went past able to have either one or two stops and the
with a rule that said "any team orders which with such alacrity that the cynics in the paddock decision to make the second was taken in
interfere with the race result are prohibited". suggested that the radio message had to have case there was a Safety Car which would have
Grand Prix+ 21
dropped him to fourth.The team thus concluded
that in order to guarantee maximum points, it
would call him in earlier than planned. Had the
car in front of Hamilton not been his team-mate,
McLaren might have decided to risk a Safety
Car and let Hamilton run for as long as his fuel
load allowed, but the team had no obligation
to demand that Hamilton overtake Alonso. The
team argued that it is standard procedure for a
team to tell its drivers to slow down when they
have a substantial lead. This is done in order to
minimise the risk of technical or other problems.
It is standard practice and entirely reasonable
to ask the drivers not to put one another other at
risk. As a result of these facts, the FIA ruled that
McLaren did nothing that could be described as
interfering with the race result.
At the end of that season Massa gave
away any hope of a victory in front of his home
crowd in order to help his Ferrari team-mate
Kimi Raikkonen win the Brazilian GP and the
World Championship.
He said he did this voluntarily.
In Germany in 2008 there was another
interesting case when McLaren was caught out
by a Safety Car. The team decided not to pit
Hamilton and that meant that he had to make
up a great deal of a time very quickly when
the Safety Car pulled in. He failed to achieve
the target and reappeared from the pits in fifth overtook Raikkonen in order to strengthen his being paramount. The reason that Ferrari ran
place. Kovalainen let Lewis move up to fourth championship challenge. Raikkonen had no into trouble in Germany was because there was
as Hamilton was cleary quicker. Lewis went chance of the title at that point and allowed no need to put Alonso ahead of Massa, beyond
on to catch and pass those ahead of him and Felipe to pass. the very tenuous argument that he has more
won the race. No-one questioned the move. It It is a balancing act, of course, but in points. There were still eight races to go in the
was obvious that Kovalainen would not hold general such moves are accepted, if there is a World Championship and thus the move looked
Hamilton back and he let him through to help logical reason for them to happen. The drivers as though the team was favouring Alonso when
the team achieve the best result possible. may not want to do the necessary, but in such there was no reason to do so.
In China at the end of the year Massa cases the interests of the team are treated as That simply looked bad for the sport. v
Grand Prix+ 22
 DRIVING FORMULA 1 SIMULATORS By DAVID TREMAYNE

Virtuality is its own reward

I drove a couple of Formula 1 cars just before the British It’s funny. You can wait a long time for an
opportunity, then the same one comes along
Grand Prix. A Ferrari, and a Red Bull. Crashed one of them, twice in a week. No sooner had I received an
too, and walked away… invitation to drive the Red Bull via email, than
the same thing happened with Ferrari. Aspiring
F1 racers eat your hearts out!
We are, of course, talking F1 simulators
here, but then you’d figured that one out, hadn’t
you? I can tell you from firsthand experience
that piloting a real life rocket-powered dragster
from zero to 247 mph in 1.8s is one helluva lot of
fun (yes, really, even when you discover as you
reach maximum velocity at 6g that the steering
has broken), but that’s not a lot of help when it
comes to helming a real F1 car round twisty bits
even though they spike at 6g under the brakes.
The days when any team would trust a mere
hack with their multi-million dollar babies in real
time are as long gone as the Cosworth DFV.
But simulators are a whole different world. The
virtual world.
Whether we like it or not, we all live in a
virtual world to greater or lesser extents, and
nowhere is that more useful these days than in
Formula One where in-season testing is banned
to reduce costs. The test drivers are kept just as
busy, however, because while they can’t run on
the real tracks any more between March and
November, they can rack up literally thousands
of virtual miles in the high-tech simulators that
all of the top teams employ.
“In Valencia recently, Mark and Seb
had the biggest difference in the set-up of their
chassis that they’ve had for a long while,” team
Grand Prix+ 23
principal Christian Horner revealed on the day driver Brendon Hartley (since dumped with little bit quicker, a bit harder to drive and a bit harder
of our visit to Red Bull HQ in Milton Keynes. style) was flogging round a virtual version on on tyres,” Horner said. “That helped us formulate
“Mark went for a slightly stiffer set-up, whereas which “every bump, nook and cranny” had been our set-up for qualifying on Saturday.”
Seb preferred his car softer.” scanned in to provide a task force of engineers Simulators have become the new means
While they were running round the with a plethora of information so they could by which teams develop their cars, and even by
Spanish track, back at base New Zealand test make a comparison. “Mark’s set up was a little which they quantify new drivers. You can’t let
Grand Prix+ 24
test driver Daniel Ricciardo loose in a real car to
check him out against the likes of Webber and
Vettel? Chuck him in the simulator. It’s said that
Paul di Resta was chosen out of four hopefuls
as Force India’s test driver on the strength of
his simulator performances.
The Ferrari (developed by former Red
Bull engineer and A1GP electronics guru
Anton Stipinovich) and Red Bull (developed in-
house by the team) simulators prove to be very
similar. The Ferrari’s is a genuine tub, as is the
Red Bull’s which uses a 2005 RB1 monocoque
allied to RB6 software technology.
Each is mounted on a dais, activated
by hydraulic rams which replicate the forces
of pitch, roll and yaw, while the next big
development that both already have underway
is to replicate more accurately the g forces
under braking, acceleration and cornering. It’s
said that McLaren’s simulator, far and away the
market leader, already features that.
The monocoque is mounted right up
against a 180 degree panoramic screen, with the
front wheels reproduced as part of the graphics
made by R Factor. Both simulators use pukka
steering wheels, complete with manual clutch
operation and paddle shifts for the gears, the
left for downchanges, the right for upshifts. The
realism extends to the wheel kicking in your
hands, and it’ll give your wrists a good tweak if
you get out of shape or spin and aren’t holding
it tightly enough.
The range of adjustments you can factor
in seems infinite – you can duplicate the real
cars’ features such as engine mapping, torque
curve mapping, differential mapping, mixture
mapping etc, plus brake and tyre temperature.
In Red Bull’s case, LIDAR (Light Detection
Grand Prix+ 25
and Ranging) software is used to scan all of the
Grand Prix circuits so minutely that every little
bump, ripple and dip of each track is faithfully
reproduced.
In the Ferrari, we’re off round Fiorano.
I’ll be honest, I haven’t got a clue which way it
goes and it takes a few laps to get the feel for
it, then to start pushing hard. It’s pretty easy to
spin, as I prove several times, but only if you do
something crass. And unless you get the clutch
paddle in real quick, you find the computer
resetting itself and off you go to the pit garage
again to restart the lap whether you want to
or not. But it’s huge fun, slamming down the
gears, tromping on the brakes, flicking back up
through the gears, getting into a little slide here
and there which gets the old biceps working.
What’s interesting is that there is no
feeling of, “Wow, this is a rocketship way beyond
human control!”
Actually, both simulators were relatively
easy to control, rather like PlayStation games
with all the driver aids switched on. The Ferrari
still had the tyre temperature effect activated,
Red Bull’s didn’t so you didn’t have to worry
about warming the rubber. And sorry, Renault,
but the Red Bull’s acceleration felt puny. No
pinning your head back into the seat, the way a
real F1 car would on acceleration.
Of course, it’s always easy to drive off the
pace. If you boot the throttle too much in the lower
gears, you can spin as if you were on ice, but
actually maintaining a semblance of control isn’t
difficult. What is difficult is when you try to go quickly,
and that’s when you get a fresh appreciation of the
talent levels of all 24 drivers on the grid.
In your semi-supine position what’sproves
surprisingly and really tricky is seeing all the
Grand Prix+ 26
kerbs, especially once you’ve threaded the
needle through Copse in sixth gear, at around
160 mph. Inside the cockpit you don’t appreciate
the angles adopted by the ‘tub’ in which you are
seated as much as spectators do, but come the
superfast Becketts, Maggotts, Chapel curves,
spotting the kerbs at such low level requires the
concentration of a heart surgeon. Shit, what the
hell’s that kerb doing over there?
The braking is fast and true, one of the
best features, while the steering is accurate
and has all of the feel you’d really like in a
pukka car. And the paddle shifts are as brilliant
as you’d expect. I’m a manual gearshift freak
and hate autos, but even I’d pitch a gearstick
for paddleshifts. Chapeau to the much-missed
Harvey Postlethwaite and John Barnard, who
invented them for the 1989 Ferrari 639!
The harder you push, the easier it is to
run on to the grass instead. The Ferrari got a
bit messy at times, though it was improving
significantly when I stopped, but I completed
my five Red Bull laps without a spin. And was,
of course, hooked.
In retrospect, I realise that I was short-
shifting far too much in the Ferrari, but at least I
found a nice rhythm and put several clean laps
together. I was determined not to be my usual and momentum in the corners and making watching the amiable Aussie doing it properly,
rockape self in the Red Bull, and above all to the car work for you the way it’s designed to. because that was so educative, or that the
be really smooth. That worked most of the time, Another interesting insight. two fastest Tremaynes - Tom and Sam - had
though I spoiled two of my five laps by running My best lap - 2m 00.920s - was only been there too. I’d have been fascinated to see
over the grass and cutting out Club. Having good enough for third out of eight, behind The what they could have achieved with their racing
watched Webber at work, I realise I’d been Daily Telegraphs’ Tom Cary on 1m 58.600s experience.
driving it far too much like a fast roadcar. With a and The Mirror’s Byron Young on 2m 00.760s. Teams, perforce, place an awful lot of
race car you just need to stamp on the brakes, Annoying. Later, Webber’s three laps yielded a reliance on simulators these days, and one hell
and throw the thing at the corners to make sure best of 1m 35.8s, and he hammered the car of a lot of the endless development assessment
you are going fast enough to make the downforce all the way. I found myself really wishing that work is done on them. When McLaren found
work for you. It’s all about maintaining speed we’d all been able to have another shot after itself in trouble on the Friday at Silverstone, trying
Grand Prix+ 27
to hone a new aero package that comprised a
blown diffuser and a new front wing into some
semblance of harmony in a trying day for Lewis
and Jenson on track, tester Gary Paffett spent
most of the night doing repeated test runs in the
Woking’s team’s simulator. It helped the team
to make the decision to drop the diffuser for the
rest of the weekend.
But opinions are divided. As long as
there’s a testing ban simulators will be critical
hardware, but just how valuable they are
remains open to debate.
“They are not the real thing,” Webber
cautions. “They have a ways to go. With new
corners on a circuit it’s important to get a bit of
a feel for them. Short of us walking the track
– which we will do – it’s a good way. I didn’t
realise, for example, just how tight the second
left-hander is on the new Silverstone layout
until I’d driven it in our simulator. The rest was
as you’d expect. We’ll be able to drive Korea
before we ever get there…”
Some have suggested that perhaps we
should just have a virtual Korean Grand Prix, so
that we can all stay in our own homes instead of driver – who regularly laps Monaco very quickly you wouldn’t get on the real thing.
hotels that are a million miles from the track… by dint of driving through the Armco at Casino You can rent the Red Bull simulator
The Ferrari simulator was exactly the same one Square… for £2000 for a half day session, but if that’s
that Felipe Massa drove during his recuperation The reality about simulators is that the too much keep an eye open for Shell’s Ferrari
from the accident he suffered at the Hungaroring driver must feel totally connected with the simulator in shopping malls around Spain,
last year, which was quite a kick. car, not just in the virtual world where there where I’m led to believe that all you have to
“For sure that helped me to get back into is no real penalty for errors, but also in real do is buy enough Shell fuel to qualify for a run,
things,” the Brazilian said recently. “Simulators life, where he can relate what happens in then join the long queue!
aren’t everything, but it really helped me to get the simulator to what happens on the track. Remember how you always wanted a
back in the swing of things, to reacclimatise to It’s a tool that is only as good as the users’ house big enough to have its own indoor bowling
an F1 car, and to confirm to myself that nothing understanding of it. And if it is going to be alley or movie theatre? Well, forget that. If you
had changed in my ability to drive.” really meaningful, you need all the normal car really want to know what to get for the special
I’m told there is one driver who uses functions engaged, and no brake and steering person in your life, an F1 simulator is without
the McLaren simulator - who is not a McLaren help, no traction control or stability control that question the new must-have. v
Grand Prix+ 28
 THE FIRST HUNGARIAN GP By JOE SAWARD

The inaugural
Hungarian GP
Formula One racing showed up in Budapest
in 1986 after Bernie Ecclestone failed to get a
deal with the Russians to run a race in Moscow.
Ecclestone was keen to take F1 behind the Iron
Curtain - which was a real breakthrough at the
time...
...but many people had forgotten that the
first Hungarian Grand Prix had taken place half a
century earlier - in June 1936 when a young team
owner called Enzo Ferrari took his Alfa Romeos
to Budapest and beat the mighty government-
funded German teams.
The collapse of the Austro-Hungarian Empire at the end of World War I changed
the world for Hungarians. The country was reduced to a third of its original size,
which meant that it struggled for raw materials, which had previously come
from other parts of the empire. Gone too were many of Hungary's traditional
markets - and its access to the sea.
These were traumatic times in Budapest. The Bolsheviks took power
but quickly led the country into a disastrous war with neighbouring Romania
over control of the Transylvania region. By August 1919 Romania had invaded
Hungary. A new socialist government was overthrown almost immediately by
a group of monarchists, who tried to make Archduke Joseph the new head of
state. The Allied Powers refused to accept this and a compromise was reached
Grand Prix+ 29
which resulted in the Romanian-supported
Admiral Miklós Horthy being appointed "Regent"
of the Kingdom of Hungary. He turned to pre-
war politican Count István Bethlen to create
a centre-right government. For the next 10
years the pair worked to end Hungary's internal
strife, rebuild the economy and win the country
membership of the League of Nations.
There was raging inflation, but working
with the League Bethlen was able to stabilize
the currency and balance the budget. The
country did well, relying heavily on wheat
exports until 1929 when the Wall Street Crash
caused the collapse of the world's wheat prices.
The Hungarians were unable to meet their debt
obligations. Bethlen was defeated in the 1931
elections, being replaced as Prime Minister by
the more conservative Gyula Gömbös. In the
years that followed he began to work more
closely with Germany, which provided a market
for Hungary's wheat. The country's links with
Germany strengthened after Adolf Hitler came
to power in 1934 and with Germany dominating
Grand Prix racing and Hungary wanting to have
a stronger international image, it was perhaps
inevitable that the Királyi Magyar Automobil
Club (KMAC) began working with the far-
sighted new mayor of Budapest Szendy Károly
to organise a Grand Prix race in Budapest.
The idea was put to the Association
Internationale des Automobile Clubs Reconnus
(AIACR) - the equivalent of the FIA - and it
was happy to include a Hungarian race on its
calendars but for several years there was no European Drivers' Championship, but it was a three-mile circuit (above), which wound his way
money to pay for the racers. Grand Prix nonetheless. The club decided on a around the roads in the park. The Hungarian
However in the spring of 1936 the circuit in Népliget, which is roughly translated as army erected nine miles of fencing to protect
economy was improving and KMAC was able meaning "the park of the people". It is located spectators with the most dangerous corners
to fund an event. It would not be a round of the in the east of the city. Work began to create a featuring sandbags to stop any errant cars.
Grand Prix+ 30
 The race had to be delayed several
weeks and that meant that in order to fit with
other events the Budapest race had to be
squeezed into the calendar.
That summer there the first signs of trouble
to come in the international world. Germany's
Adolf Hitler occupied the Rhineland, in violation
of the Treaty of Versailles. Benito Mussolini's
government in Italy annexed Ethiopia. In Spain
tension was rising, leading to a coup d'etat and
the start of the Spanish Civil War a few weeks
after the race. In Britain the new King Edward
VIII was running into trouble over his friendship
with Wallis Simpson, an American divorcée.
In Berlin preparations were underway for
the Olympic Games that were due to take place
in August. On a lighter note the annual Miss
Hungary beauty contest produced a stunning
22-year-old called Gábor Sára, who would soon
move to the United States to become the movie
star Zsa Zsa Gabor.
That summer the stars of Grand Prix
racing were kept very busy. They spent much
of May in North Africa, with races at Tripoli and
Tunis. At the beginning of June they were in
Barcelona for the Grand Premio de Penya Rhin
on the Montjuic circuit. The June 7 race was
won by rising star Bernd Rosemeyer (right) of
the Auto Union team, with Scuderia Ferrari's
Tazio Nuvolari second. In practice Rosemeyer
had crashed when his steering failed and he
raced with injuries to his nose and to his knee.
Nuvolari was also injured, having broken several
ribs a month earlier when he suffered a blown
tyre in Tripoli.
From Barcelona the teams had to rush
750 miles to the Nurburgring, at a time when
the roads were not as good as they are today
Grand Prix+ 31
and the transporters could travel at only a fraction of Scuderia Ferrari teams then had a few days to Benz fielding Caracciola, Louis Chiron and
the speed. At the Eifelrennen Mercedes-Benz's star make the 720 mile trip to Budapest. Manfred Von Brauchitsch. Auto Union ran Hans
Rudi Caracciola beat Hans Stuck's Auto Union and Not surprisingly, the field was rather Stuck, Achille Varzi and Rosemeyer, while
Antonio Brivio's Scuderia Ferrari Alfa Romeo 12C. smaller than it had been a week earlier, but all Scuderia Ferrari had older cars for Nuvolari
The Mercedes-Benz, Auto Union and the star names were still present with Mercedes- (below) and Mario Tadini, who had been one

Grand Prix+ 32
of the key investors in the team. The field was cars – some four seconds ahead of Dobson, Caracciola then moved in and took
completed by local hero Laszlo Hartmann in an the first privateer. the lead from Rosemeyer (below). There was
old Maserati and the British Alfa Romeo P3s of On the Sunday there were an estimated bad news, however, for the Mercedes team
Austin Dobson and Charlie Martin. 100,000 Hungarians present to watch the Grand as Chiron's W25K rolled to a stop with engine
During the practice it was Rosemeyer Prix. Nuvolari burst through to take the lead trouble. It was no surprise that a few laps
who set the pace, taking pole position by almost at the start, chased by Rosemeyer and Stuck afterwards Caracciola's car also overheated
a second an a half from his team leader Stuck, and it was not long before Rosemeyer took the and stopped with an engine failure. This left
with Von Brauchitsch and Nuvolari behind them. lead, while Stuck quickly disappeared into the Rosemeyer half a minute ahead of Nuvolari.
Caracciola and Varzi shared the third row and pits, feeling unwell. He handed his car over to Achille Varzi was third, but by half-
Chiron and Tadini were the last of the works reserve driver Ernst Von Delius. distance he was a lap behind and clearly not at

Grand Prix+ 33
his best, perhaps as the result of his experiments something was wrong with Rosemeyer, but his Nuvolari raced all the way to the flag,
with morphine. car seemed to be running well. It later turned the only incident being when he punted Von
Nuvolari then began to close in on out that his loss of pace had been caused by Brauchitsch into a telegraph pole while lapping
Rosemeyer, reducing the gap rapidly and taking a problem with his liver, which had begun the him. Nuvolari completed the 50 laps in two
the lead with 20 laps to go. It was clear that prevous winter. hours and 14 minutes, finishing 14secs ahead
of Rosemeyer. He was two laps clear of Varzi
and another ahead of Tadini. The Stuck/Delius
Auto Union (left) was fifth, a further lap down
and Dobson came home sixth, a lap ahead of
Hartmann.
The intention was for the race to be
repeated in 1937 but the event proved to be a
financial disaster for KMAC, which suggests that
the crowd may not have been quite as large as
was reported at the time. v

Grand Prix+ 34
 JACKIE STEWART’S “COLLAGE” By DAVID TREMAYNE

Collage boy
Four decades after he affected a Beatles cap, Jackie
Stewart has finally got around to releasing his first
album, with a little help from his friends.
Actually, Lady Helen Stewart is considerably more than one of Jackie’s
friends, but you get the idea. Normally, it was mothers who compiled
such mementos, but Jean Stewart chose never to acknowledge her
younger son’s motorsport career so it was Helen who started it
all off. Soon after Jackie’s motor racing career began, she started
compiling scrapbooks in the old-fashioned way that would never
occur to modern-day Grand Prix families. Now, thanks to Genesis
Publishing, you can read them…
“Beginning with some mementos of my shooting days in the Fifties, that
were donated by my Mother, Helen carefully chronicled every last detail of my
career up until my retirement as a racing driver in 1973,” Jackie said at the
launch just before the Turkish Grand Prix this year.
Collage is the result, an intimate portrait that shows the real side of
the sometimes unreal life that they led at the time.
By comment consent, Genesis and the Stewarts agreed to keep the
unhappy moments out of the new album, a distillation of the 17 scrapbooks
that Helen created. It was the right thing to do, and makes it a happy and
uplifting insight into the lives of the racing driver and his family.
I was fortunate to see the scrapbooks for the first time back in 1999,
when Jackie wanted to make a special booklet for sponsors and VIPs connected
with Stewart Grand Prix. My role was to choose selected situations which illustrated
special moments from his and elder son Paul’s racing careers.
Despite Jackie’s huge success at the wheel - the three World Championship
titles, the record 27 Grand Prix victories and countless other achievements - and as a
businessman since - he once claimed to have made as much out of art dealing as he did
as a racer - there is an engaging naivete to Collage that makes it an even more important
glimpse into the past. Today Sir Jackie and Lady Stewart are urbane globetrotters with
friends in all the right places but it was not always thus, and they are not afraid to have
others know that.
Grand Prix+ 35
Grand Prix+ 36
Grand Prix+ 37
 winning in one at Monaco in 1964; graduating
to Formula 1 with BRM in 1965, and winning
his first big race at Monza later that year; with
Helen and the boys at home.
Interspersed with this relentless
progression are the stories and photographs that
show how, despite a phenomenal workload and
travel schedule, he always managed to remain
a loving father to Paul and Mark. Of Helen in
the ordinary domestic situations that provide
a down-to-earth backdrop to their remarkable
jetsetting life. Why their homes have always
been called ‘Clayton’; and the G-Plan furniture
that must have seemed all the rage at the time.
Of Big Tim Parnell, team manager, taking an
engine out of Jackie’s Tasman BRM in less than
clinical conditions that would turn Ron Dennis
apoplectic. The revelation that Jackie finally told
Helen on October 6, 1973 that he was going
to retire. That was the day on which Francois
Cevert was killed at Watkins Glen, though the
decision had been taken earlier in the year and
I remember Jackie once signing an vouchsafed only to Ken Tyrrell and Ford so that The race was to be run on a Saturday and
autograph for my son Tom, then nine; as Jackie Helen did not have to go through, as Jackie put Shell wanted to run a success ad in the Sunday
signed Tom’s book, he asked him how old he it, “the 10 green bottles countdown as the races papers. The problem was that there would be
was, and then said: “I was 10 when I began came and went.” Her response was simple and, insufficient time to get it all together after the
collecting my first autographs.” as it turned out, prophetic: “Well, that means race. So they came up with the idea of a posed
How many of today’s drivers do you that we’re going to grow old together.” photo of JYS in his gear, complete with laurel
suppose either did that, or would admit to it When they told the boys a week later, wreath, and arrived at his room on the Friday
today? and they asked with their childlike guilelessness night to get it taken.
I’ve already alluded in a recent GP+ what their father was going to do instead of “I can’t do it!” Stewart protested. “It would
column to Jackie’s little brush with the New racing cars, Paul suggested that he could drive be unlucky to do something like that.”
Zealand police back in 1967, but Collage is the school bus… He and Jimmy had adjoining rooms with
about much more than that. It’s the chronicle of My personal favourite story and a connecting door, and in the end Stewart was
a racing driver’s development, as a competitor photograph is of Jackie in full race gear and prevailed upon to do the shoot while he could
and as a man and a father. There is the young Jimmy in nothing but a bath towel. The photo hear Jimmy running a shower. The only glitch
racer in an E-Type Jaguar; in an Ecosse was taken the night before the 1966 New was that Clark did not get into the shower, and
sportscar; trying a Formula 3 car for the first time; Zealand Grand Prix, in Auckland’s Heron Motel. instead wandered through the connecting door
Grand Prix+ 38
Grand Prix+ 39
Grand Prix+ 40
to see what all the fuss was about. Jackie was is by His Serene Highness Albert II, Sovereign other options best advised by Guildford-based
caught red-handed… Prince of Monaco. And each of the 1500 Genesis Publishing.
“Look!” Jimmy said. “The little bugger’s individually numbered books is hand-bound in Not inexpensive, then, but besides
in his little crash helmet and here’s tomorrow’s Scotland by skilled craftsmen and hand-signed being a testament to why the Stewart family is
winner!” by JYS himself. Even the slipcase is inspired by something very special, Collage is also a piece
“I did go on to win the race,” Stewart his helmet colours, finished with silk-laminated of art in its own right. v
relates, “but, my God, the embarrassment!” paper, gold foiling and a Royal Stewart tartan
COLLAGE: Jackie Stewart’s Grand Prix
These were the days when JYS band. Stewart is notorious for intense attention
Album the signed, leather-bound limited
played Robin to Jimmy’s Batman, and to detail, and the trait has been matched by the
edition book of 1,500 copies worldwide is
there are countless stories and photos that publisher.
available from Genesis Publications.
attest to the depth of their extraordinary The standard volume retails at £295
Tel. +44 (0) 1483 540970.
friendship. plus £15 shipping in the UK, £20 in Europe
www.genesis-publications.com
Collage is a masterwork. The Foreword and £25 in the US and Canada, but there are

Grand Prix+ 41
 FELIPE MASSA INTERVIEW By DAVID TREMAYNE

A family
affair
Felipe Massa looked weary
rather than angry in Hungary,
as he attempted once again
to justify himself in the
aftermath of last week’s
German Grand Prix while
simultaneously coming to
terms with the damage done
to his reputation in Brazil
after his decision to submit
to disguised commands to let
Ferrari team-mate Fernando
Alonso overtake.
Formula 1 matters to Brazilians. It’s part of
the identity of a nation weaned on the trail-
blazing success of Emerson Fittipaldi, their first
champion, and the subsequent triple-crown
triumphs of Nelson Piquet and Ayrton Senna.
It’s one of the reasons why Rubens Barrichello
has never been accorded the respect they
enjoy; not because he has never been champion
but because he was seen to be Michael
Grand Prix+ 42
Schumacher’s bitch in their years together at…
Ferrari.
In 2007, in his home race in Brazil, Felipe
subjugated his own chances of a second victory
in front of his (then) adoring countrymen, and
let Kimi Raikkonen by so that the Finn could
beat Lewis Hamilton and McLaren to the world
championship. But by then he had no chance
in the title chase, so his behaviour was deemed
honourable. With eight races still to run, 2010 is
very different.
After his accident here, 12 months to do
the day before that moment of bitter despair at
Hockenheim, Ferrari did everything it could to
help him back on his feet. And Felipe responded
by coming back stronger than ever. But now
damage has been done.
“This week people in Brazil have been
talking about changing their Santander bank
accounts, no longer buying Fiats,” suggests
radio commentator Felipe Motta said. “The
feeling is that by letting Alonso overtake, Felipe
dishonoured his country. I tell you, it’s serious.”
Others suggest that the backlash has,
however, broadly been exaggerated, though
on Sunday evening in Germany Barrichello’s
wife, Silvana, said: “I feel sorry for Felipe and
Raffaela, because their lives back home will
change now. I know, because Rubens and I
went through that back in 2002.”
Subsequently, Barrichello himself said:
“All I can say is that I was very sorry to see he
had to go through such a bad thing. Nobody
should have to go through those feelings and
Felipe is a friend and I wished he didn’t go
through that.”
Whatever, the fall-out has compounded
Felipe’s misery, at a time when he finally seemed
Grand Prix+ 43
to be getting his act together. Hockenheim immediately began talking of a return by the vibrations, the braking, physically.”
was the first time he has led a race since his European Grand Prix in Valencia in August. That was the point at which he knew he
accident during qualifying in Hungary last year, He began by testing in the Ferrari was okay. But was there ever pressure on him
when he was knocked unconscious after being simulator (see separate story in this issue). from his family, to stop?
hit on the head by a spring that had detached Then over the winter he tested a real Ferrari He gives one of his dark, boyish smiles.
itself from Barrichello’s Brawn. He was put into again. He says he has had no lingering after- “No, because they know me. For sure, for
an induced coma for a week until swelling had effects. “I just got straight back in. Everything Raffaela, it would have been better for me to
subsided, and upon regaining consciousness was straight away normal, in terms of the stop, maybe for my family, as well. But then

Grand Prix+ 44
when they saw that everything was going back with their son Felipe (Felipinho), but Massa about, you have children... It just makes you even
normally, they know they cannot say anything. says that the subsequent birth was a boost, not stronger inside, a new sense of purpose that you
Even if they say me to stop, they know I will a hindrance. “It helped, a lot.” are doing something for somebody else. And it
laugh. If I feel well - and I was feeling well - I will His face lights up as he talks of his just gets better for me every month.”
never stop. I have to say that Valencia was not offspring. Now approaching eight months old, he He reaches for his mobile phone and
the right thinking, but when I understood what is a dead ringer for his proud father. “It’s just like immediately flicks up photos that he wants to
happened to me I knew, okay, we need to wait an incredible present to you. A feeling you never share.
a little bit, otherwise will be too risky.” thought of before. You never think that a child [If Felipinho wanted to race, what would
Raffaela Massa was heavily pregnant will give you so much. You know what I’m talking his attitude be?
Grand Prix+ 45
 “First of all I would need to understand understand if he has something different inside, him, but in the good direction. But not like a
why, and his talent. It’s not an easy sport, very, if he has the talent, or not. And if he has the stupid dad. It never happened to me, and it will
very expensive. The good thing on my side desire and loves to race, I will put him in the front never happen to my son, because that way you
is that I am not a stupid father. Not the father direction. If he is good and I can understand don’t learn anything.
who always thinks their son is the best. I can that, we will see what he wants to do, I will help “On this point I think that my father was
Grand Prix+ 46
 where Alonso did what former team-mate
Raikkonen had done, winning on his debut for
Ferrari – “but then it was not great. I think we
saw our competitors getting a little bit better
after the first race, race by race.”
In China Alonso showed his intentions
when he barged ahead of him, overtaking as
they went into the pit lane. But Felipe’s biggest
problem was with Bridgestone’s latest hard
compound tyres. “In the cold weather I have
been finding it always difficult to warm them
up,” he admits. “This is something I have never
had in the past.
“It’s something specific to this year’s
hard tyres,” he continues. “In some tracks things
are working well, no problem, but in Australia,
China and Barcelona, I have had this problem.
And Fernando has a lot less of a problem with
that than me; conversely, when the temperature
is higher, he has sometimes struggled more
than me. In qualifying in Bahrain, for example,
he was overheating his tyres. In Turkey, was
exactly the same.”
They have different chassis set-ups at
times, but Felipe believes the biggest difference
is in their driving style. “It’s not that the braking
very clever, because once he was watching drive together, and the guy running the team point is different, but when he is arriving to the
a kart race and suddenly after the race he says okay, now you can stand up and go home. corner he has a very aggressive style on the
saw another father hitting his kid. He was I said no, no, no, but he said go home. So I was steering wheel. He always goes completely like
checking what happened; the kid was first, learning a lot and becoming professional with this” – he indicates a sudden, jerking twist of
then the guy that was behind passed him and this. I was coming home saying ‘Daddy, they the wheel as if throwing the car at the corner –
he finished second, but he was still leading sent me home.’ And I tell him why, and he says, “and by this he is warming up the tyres more.
the championship. But the father hits his son ‘So? That’s your problem, not mine.’ This was I’ve tried it, but I can’t make it work.”
because he lost a place to the guy he was something that put me in the right direction.”] He said without guile before Hockenheim
fighting for the championship. So my father So he came back to racing in 2010, and that his relationship with the third fast team-
put me in a team with someone where I could though it was tough initially, he says in his heart mate of his Ferrari career – the others being
learn. Many times I was playing like a kid, he knows that he is driving as well as ever. “The Schumacher and Raikkonen – was “Okay,” and
waiting back for the other drivers so we could start was great” – he finished second in Bahrain denied that Alonso’s early success had put him
Grand Prix+ 47
under any extra personal pressure. “When you a lot, with the engineers and the team. He of fuel in the race tomorrow, and support me
race for Ferrari, and is many years since I was speaks more, because he’s Latin, more open.” to win the World Championship for the rest of
here, you always have a very good team-mate. It could hardly be possible not to speak more the year, I will tell the FIA that I have Ferrari
You know you need to do your job 100 per cent. than Raikkonen did. information in my laptop.”
Nothing changed with him compared to what it You wonder, however, how Felipe would Monaco, where Alonso crashed, gave
was in the past, nothing changed.” feel if he knew that in Hungary in 2007, at the Felipe the boost of fourth place. More recently,
Nor does he believe that Alonso’s modus height of his war with rookie team-mate Lewis Canada and Valencia brought bad luck. In the
operandi is particularly different to Schumacher’s Hamilton, Alonso had told senior McLaren first he collided – three times – in the first corner
or Raikkonen’s. “I think everybody was working management: “If you do not run Hamilton out with Force India’s Tonio Liuzzi, then drove the
Grand Prix+ 48
rest of the race in a red mist that saw him the “Because I couldn’t do a good lap, I didn’t Schumacher damaged his front wing with one
first man to break into the 1m 19s after a pit do my lap in the perfect way,” he admits. “In of his trademark uncompromising defence
stop for repairs at the end of the opening lap. It the race I was pissed off, let’s go, see what we moves, just when Felipe was challenging for
moved even his closest ally, race engineer Rob can do. It was good to see when I was gaining points. “I was disappointed because he pushed
Smedley, to ask why he hadn’t produced such positions.” me out,” he confesses. “I was pissed off for the
laps in qualifying… Then his old team-mate Michael whole race, because what happened at the start

Grand Prix+ 49
was the worst, but what happened at the end
for sure was not nice. We spoke after the race,
and he said sorry.” He breaks into a laugh. “But
he said it in a good way.”
In Valencia he and Alonso lost out
big time when the safety car was deployed.
Felipe dropped from a challenging fourth, in
his team-mate’s wheeltracks, to 19th. “Yeah,
veeery unlucky! Some of these fights are what
can happen when you have sport. Okay, it’s
something that is part of our mentality. But what
happened in Valencia… You go out of the last
corner and you see the safety car, and then you
see everybody going to the pits and then going
past you…”
Alonso was instantly on the radio,
complaining that Hamilton had overtaken the
safety car, but while Felipe seemed much
calmer, much more phlegmatic in sucking it up,
he admits that he was just as vocal. “It annoyed
me and I was also complaining a lot! But sure
you have to get over it. What are you gonna
do? You just think ahead to the next race… You
can never go back.”
That has become his mantra in the
aftermath of Hockenheim, as he has fought
off suggestions that he is now the number two
driver at Ferrari.
“The time when I say I am number
two driver I will not race any more,” he said
trenchantly, not so much angered as bemused
by all the controversy. “For sure it makes me
even stronger. And I will always do everything
I can for my country. For me my country is the
most important thing. For sure, I have already
proved many times in my life, in my career,
what I’m able to do for my country. Definitely
whoever is thinking like that is completely
Grand Prix+ 50
wrong. I’m doing everything I can, I will always me which was very important in that moment. he put the helmet in which he had the accident
do everything I can for my country. It’s the most I think this is the best thing that can happen in on the table. It destroyed my night, completely
important thing for me, because it’s my home.” your life, to see a guy who is working very hard destroyed my night and I started losing money
He always said that he was looking to help you. I think this is really nice.” with the poker and he had fun with it. So I think
forward to racing again at the Hungaroring, but Felipe said he had no concerns about he’s going to drive flat out.”
before the action began there was something going back, and a story from Rubens illustrated But it was also clear that Felipe’s attitude
important that he had to do. “I went to the hospital the point nicely. “Three or four months ago we has hardened since last weekend. Purely from
here inside the track. I saw most of the people were playing poker back in Brazil and he just the championship points angle, if not from a
who took me out from the car and did a lot for said ‘I have a surprise for you,’” he related, “and sporting standpoint, it made sense for Ferrari
Grand Prix+ 51
to back Alonso, who has the stronger chance team. I work for the team, I’m professional and I tale lustre to an otherwise tawdry story of
with 123 points to his 85 and eight races still to think everybody needs to understand my point. greed and self-interest, could help him to
go. But he warned that if the Scuderia was to “There’s no real point in going back to last restore his countrymen’s faith. It would
enjoy another 1-2 run he would not give way a weekend. We need to think about the present. be a tragedy if his image should suffer
second time. I think we have spoken a lot about what’s permanently in his homeland because of
“For sure I’ve spoken to everybody inside happened in the last race. So yes, I will fight for the selfish, win at all costs mentality of his
the team. I’m not here just to race, I’m here to victory here in whatever conditions. If I’m in the own team-mate.
win. That’s really my point. As long as I am in same situation this weekend, I will win.” But worse than that, Ferrari is his family
the condition to win, we need to go to the end, It remains to be seen whether Felipe and sources close to him say that he feels a
to fight for victory. As long as the condition is Massa can rebuild things. Perhaps a victory, very deep sense of betrayal. An honourable
different then I definitely want the best for the besides adding a much-needed bit of fairy and dignified man surely deserves better. v

Grand Prix+ 52
QUALIFYING ANALYSIS By JOE SAWARD

Empirically Austro-Hungarian...
The Red Bull Renaults were so far ahead of the opposition at the Hungarian Grand Prix that
Sebastian Vettel was able to qualify 1.2 seconds ahead of Fernando Alonso’s Ferrari. Okay,
Mark Webber was between the two cars, four-tenths down on his team-mate, but the gap
between the Austrian-registered team and Ferrari was simply huge. Alas, this suggested
that the Hungarian Grand Prix on Sunday was unlikely to be a very exciting contest...

Grand Prix+ 53
If one was being brutally honest, it would not hair net and tear out his hair, as he watches the and Russia, who have not seen such things
be unfair to say that the Hungaroring has rarely fine young hooligans smashing their cars into before and are fans of Robert Kubica or Vitaly
produced good motor races. It is the nature of one another. After that is done, the rest of the Petrov.
the circuit that overtaking is as rare as a glum afternoon tends to be a little less dramatic and, Budapest is a great place to go for a
hyena. thinking back, one can recall having motor racing summer weekend, although it can get rather
What tends to happen is that everyone quizzes in the middle of races to stay awake. hot and dusty out at the circuit. Qualifying is
charges down into Turn 1 at the start of the The locals used to come in their thousands, but usually quite exciting, as everyone knows that
race, with their sinews stiffened, and the order that was in the days when there was less to do. it is very important. But they also know that it is
is established by the time the survivors emerge Today Hungarians have water parks and other all in the lap of the gods as one cannot easily
from the mayhem at Turn 4. It is the kind of such decadent things to distract them and the dictate whether one is on the clean side of the
circuit that makes a composite man rip off his Grand Prix tends to bring in people from Poland track or stuck in the muck offline. In the past

Grand Prix+ 54
this small detail has decided Grands Prix. a surprise to see Red Bull with such a huge probably racing on a track that suited the Ferrari
There was little doubt once the action advantage. quite well. Everyone was wondering how and
began that Red Bull was the dominant force “I don’t think there is any secret,” said why they were so quick. Somehow this week
of the weekend in Hungary, just as Ferrari had Sebastian Vettel, after an utterly dominant it seems that the track suits us very well. It has
been ahead in Hockenheim, a week earlier. performance in Q3. “Yesterday we were in good been close all weekend between Mark and
There had been no time for anyone to do very shape. We didn’t know how good, but we knew myself, so it is good to be on pole. All weekend
much, as the F1 circus was rushed the 950 that we could definitely put the cars in the first we felt very comfortable with the car. We were
kilometres between circuits and so it was quite row. If you look one week back I think we were pushing hard to finish first and second but I
Grand Prix+ 55
said to the boys: ‘This is your moment. Enjoy it. everything in shape. I didn’t get it together for the challengers, but Fernando Alonso made it
You built this wonderful car’. It is a pleasure to those two laps. I don’t know how Seb’s second quite clear that he could do no more.
drive.” lap went but obviously his first lap was very ”I think we maximised our potential
Webber was second, four-tenths shy of good.” today,” he said. “Winning the race would be a
his German team-mate, and he was not really Neither Red Bull driver improved on their
happy with that. second laps and so the session fizzled out, as
“I did my best,” he explained. “It was it was abundantly clear that no-one else was
probably not the cleanest lap, but that’s the way going get even close. Ferrari was the closest of
it goes. Seb deserves pole today. It was a good
lap. In the end it came down to who got the lap
and it wasn’t my day today. We knew that it
was probably going to be between both of us. It
is all about getting the tyres ready and getting

Grand Prix+ 56
dream, but we need to be realistic. Sometimes “Theoretically we deserve third position circuit, the Brazilian was still being hounded
on Saturday we’ve been not close enough to in the race. At the moment, the McLaren drivers about the team orders in Hockenheim and
Red Bull to fight for pole position but on Sunday are leading the Drivers’ World Championship and was keen to point out that he is not the Ferrari
we are much closer to the pace. This was when the McLaren team is leading the Constructors’, number two driver and will win races with the
we were three or four tenths away from pole so we need to take points and reduce the gap. team, if the circumstances are different to those
position. Today we are 1.2 seconds off pole, so We need to keep taking points from McLaren.” in Germany.
even if tomorrow we have a better race pace, Felipe Massa was fourth fastest and said Down at McLaren they had no such
maybe it will still not be enough to fight for that he had not been able to record a perfect pressures, but the performance was just
victory. lap. A year after his near-fatal accident at the not there. Lewis Hamilton muscled his car

Grand Prix+ 57
to fifth, which was a pretty good effort in the morning and I felt quite happy with it. We were
circumstances. still some way off the top two teams, but the
“I feel I pulled every last drop out of the overall pace wasn’t too bad. This afternoon,
car,” he said. “It’s a good place for us to be I still felt pretty happy on the prime tyre, and
starting from tomorrow: it’s on the clean side ended Q1 seventh-fastest. But I just couldn’t
of the track, which is a positive, and it’s a long find a balance on the option tyre.”
haul down to Turn One. So anything’s possible. The team blamed itself for the situation.
It’s very hard to overtake around here.” “Jenson was unlucky to miss out on
Jenson Button was less pleased with his getting through to Q3 by just 0.017 sec,” said
11th position. Martin Whitmarsh. “With hindsight I think
“The car was working pretty well this perhaps we didn’t engineer him sufficient

Grand Prix+ 58
opportunity to get to grips with the option tyre.”
Nico Rosberg ended up sixth on the grid
in his Mercedes and admitted that this was a
rather surprising result.
“We didn’t think we would be that far
forward today, so it’s an unexpected and
pleasant surprise,” he said. “We are a long way
from the front, which is a concern but we took
everything that we could from today and I am
happy with our performance. We did a very
good job with the set-up.”
Michael Schumacher, on the other hand,
was down in 14th place on the grid.
“We purposely went for a different set-up
which was supposed to tell us more about the
car and was targeted more towards the race,”
he explained. “It seemed to be reasonable
this morning but as the track became hotter in
qualifying, it went against us. Our set-up should
work better in the race although starting from
14th place does not make it easy.”
There was a big surprise in seventh
place on the grid, in the form of Russia’s Vitaly
Petrov, who managed to out-qualify Robert
Kubica for the first time in his Renault. That
was impressive because Robert is anything but
a slouch.
“Your first goal is always to be ahead of
your teammate,” Petrov said. “We knew that
the car would be quite good here and I have
been very happy with the balance during the
whole weekend. But the guys in front are still
very strong so we know that we need to keep
pushing to catch them.”
Kubica was right behind him and
reckoned that the car was capable of going
faster than he had managed to go in it.
“It was looking better this morning during
Grand Prix+ 59
practice, but in Q3 I just didn’t have enough grip rookie driver developing as well as he is. de la Rosa’s Sauber, which was a good result
and had a lot of bottoming with the car, which “We probably didn’t extract the maximum for the team, which has struggled so much this
was quite strange,” he said. “My lap in Q3 was performance from the tyres today,” said team year.
very slow - half a second slower than my Q2 boss Eric Boullier, “so we could have been even “I am very proud of the team,” he said.
run, but I just didn’t have the grip. For the race, higher up the grid. But it’s still a good result and “The car was really good. My position proves
everything will be about the first lap.” we know that we can be quick in the race. how much progress the guys from Hinwil have
For Renault it was good news to see its Ninth place on the grid went to Pedro made with the car, especially to make it quicker
Grand Prix+ 60
 in slow corners. They just kept their heads car feels strange, different from what I’m used
Friday Morning down and worked hard, and they have turned it to, and I don’t have any grip. So the situation
1 S Vettel Red Bull 1:20.976 around.” was quite difficult for me.
2 M Webber Red Bull 1:21.106 Things were not so good for Kamui “I obviously went past a red light in the
3 R Kubica Renault 1:22.072 Kobayashi, who ran into traffic in the Q1 session pit lane and missed going to the FIA scales. I
4 J Button McLaren 1:22.444 and ended up failing to get into Q2. He ended just didn’t see it.”
5 R Barrichello Williams 1:22.601 up 18th, but his problems were compounded Rounding off the top 10 was Nico
6 P De La Rosa BMW-Sauber 1:22.764 when the stewards ruled that he should have Hulkenberg in his Williams, which was a good
7 F Alonso Ferrari 1:22.772 a five-place grid penalty for failing to stop for a effort.
8 N Rosberg Mercedes 1:22.777
weight check. “It is human nature to feel that more could
9 M Schumacher Mercedes 1:22.792
10 N Hulkenberg Williams 1:22.966 “I am very disappointed,” Kamui said. have been possible,” said the German. “The
11 A Sutil Force India 1:23.003 “We have done a lot of set-up changes since we Renaults and de La Rosa were strong today with
12 F Massa Ferrari 1:23.007 arrived here, but still I am not happy. To me the just a couple of tenths between us all.”
13 V Petrov Renault 1:23.249
14 K Kobayashi BMW-Sauber 1:23.327
15 P De Resta Force India 1:23.520
16 S Buemi Toro Rosso 1:23.780
17 J Alguersuari Toro Rosso 1:23.868
18 L Hamilton McLaren 1:24.075
19 J Trulli Lotus 1:25.032
20 H Kovalainen Lotus 1:25.210
21 T Glock Virgin 1:25.990
22 L Di Grassi Virgin 1:26.686
23 B Senna HRT 1:26.990
24 S Yamamoto HRT 1:28.157

Grand Prix+ 61
 Rubens Barrichello was 12th but said he “We’re very close to the top 10,” said Sutil. quickly,” he said. “Unfortunately I hit traffic in
was very happy. “We didn’t think we would be after this morning. Q2 and didn’t get a clear lap, and then lost the
“The car was perfect and I only needed We struggled to make the soft tyres work again rear in the last corner on my last lap. I was more
one run and was quite comfortable to see the and in the end went out in qualifying not really than half a second faster until that point so we
rest of the session out in the garage. Then having a clear picture on performance, so 13th could have got a much better position for the
going into Q2, I had a lot of traffic on my out position is a good result.” start.
lap. Because the lap was so slow, I don’t think His team-mate Tonio Liuzzi was three In 15th and 17th places were the two
the tyre got up to operating temperature. The places behind him in 16th, after problems in the Toro Rossos of Sebastien Buemi and Jaime
tyres were just not there, and the car balance morning session with a driveshaft which meant Alguersuari.
was out.” that he had not run with the softer rubber before “The car worked well and the balance
Button was 11th between the two qualifying. was quite good, even if I did not feel so
Williamses, while behind them was the Force “The balance was very easy and things comfortable,” said Buemi. “At least I finished in
India of Adrian Sutil. looked positive in Q1, setting a good time fairly front of my team-mate, having been behind him

Friday Afternoon
1 S Vettel Red Bull 1:20.087
2 F Alonso Ferrari 1:20.584
3 M Webber Red Bull 1:20.597
4 F Massa Ferrari 1:20.986
5 V Petrov Renault 1:21.195
6 L Hamilton McLaren 1:21.308
7 R Kubica Renault 1:21.375
8 N Hulkenberg Williams 1:21.632
9 J Button McLaren 1:21.730
10 M Schumacher Mercedes 1:21.773
11 P De La Rosa BMW-Sauber 1:21.809
12 R Barrichello Williams 1:21.844
13 N Rosberg Mercedes 1:22.039
14 K Kobayashi BMW-Sauber 1:22.212
15 J Alguersuari Toro Rosso 1:22.469
16 A Sutil Force India 1:22.507
17 S Buemi Toro Rosso 1:22.602
18 V Liuzzi Force India 1:23.138
19 J Trulli Lotus 1:24.553
20 T Glock Virgin 1:25.376
21 L Di Grassi Virgin 1:25.669
22 B Senna HRT 1:26.745
23 S Yamamoto HRT 1:26.798
24 H Kovalainen Lotus 1:27.705

Grand Prix+ 62
most of the weekend. I think our main problem
is still a lack of downforce and pace, especially
in the twisty corners in the second sector. “
Alguersuari said that he was confident
that he had got as much pace as there was in
his car.
“I was on the limit of what the car could
do,” he explained. “We found a good set-up for
Q1, but maybe I had a bit too much front wing in
Q2 and the car was oversteering too much. My
lap times were all similar and I think it was the
best I could do today, even if I had expected a

Grand Prix+ 63
little bit more from the upgrades we had here.“ “I expected Lotus to be ahead of us technical director Nick Wirth. “After the
The team has been working hard to get because we were still struggling over the bumps, disappointment of not demonstrating Virgin
the upgrades ready for the Hungarian event but but my two qualifying laps were very good and I Racing’s performance progress in Silverstone
there was some disappointment that these did am really happy with my performance and that and Hockenheim, we have finally managed
not gain the team more on the stopwatch. of the team,” said Timo. “A happy day!” to have a relatively smooth weekend with the
The fastest of the new teams on this For the technical team the result was an revised VR-01 and have regained our place at
occasion was Virgin Racing, with Timo Glock indication that CFD is just as good as a wind the top of the new teams.”
18th and Lucas di Grassi 21st, after Kobayashi tunnel. There was disappointment at Lotus Racing
had been given his penalty. “Geeks of the world - rejoice!” said with Heikki Kovalainen 19th and Jarno Trulli 20th.

Saturday Morning
1 M Webber Red Bull 1:19.574
2 S Vettel Red Bull 1:20.058
3 F Alonso Ferrari 1:20.724
4 R Kubica Renault 1:21.066
5 F Massa Ferrari 1:21.264
6 L Hamilton McLaren 1:21.376
7 V Petrov Renault 1:21.399
8 N Rosberg Mercedes 1:21.422
9 J Button McLaren 1:21.473
10 N Hulkenberg Williams 1:21.513
11 R Barrichello Williams 1:21.705
12 M Schumacher Mercedes 1:21.939
13 P De La Rosa BMW-Sauber 1:22.151
14 K Kobayashi BMW-Sauber 1:22.337
15 J Alguersuari Toro Rosso 1:22.427
16 S Buemi Toro Rosso 1:22.508
17 A Sutil Force India 1:22.918
18 V Liuzzi Force India 1:23.708
19 L Di Grassi Virgin 1:24.547
20 J Trulli Lotus 1:24.576
21 H Kovalainen Lotus 1:24.623
22 T Glock Virgin 1:24.805
23 B Senna HRT 1:26.479
24 S Yamamoto HRT 1:27.176
Grand Prix+ 64
 “I think we got as much out of the car
as we could today,” Kovalainen said. “It’s a bit
of a relief we got to where we are as I wasn’t
sure about the balance today, bearing in mind
I’d missed most of the second free practice
session.”
Trulli was a little disappointed.
“I was going well on the first run but I
was held by the traffic in the last sector and lost
about four-tenths, so we had to abort that lap,”
he said. “It’s a shame as that was looking like
pretty good. On the second run the tyres didn’t
work as well as we’d hoped and that cost me a
lot of time.”
Down at the back, as usual, was the
HRT team. Bruno Senna said that he was
disappointed not to be closer to the pace, after
some experimentation with set-ups. Sakon
Yamamoto was a tenth slower, which was not a
bad effort.
“I could have done a better result but
unfortunately, I lost some time in the last sector
of my fastest lap,” he explained.
Without the mistakes Yamamoto would
have been faster than Senna and perhaps that
would have convinced some to have a closer
look at the man who is often derided as a pay-
driver.
It had not been a very exciting qualifying
session - which was rather unusual - and as
thoughts turned to the race on Sunday it was
clear that McLaren stood to lose some of its
advantage in the two World Championships, so
long as Red Bull and Ferrari did not do anything
silly. Red Bull has shown some expertise at
throwing away points this year, while Ferrari
has been rather clumsy in other respects.
We wondered what Sunday would bring. v
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Qualifying 1 Qualifying 2 Qualifying 3
1 S Vettel Red Bull 1:20.417 1 M Webber Red Bull 1:19.531 1 S Vettel Red Bull 1:18.773
2 M Webber Red Bull 1:21.132 2 S Vettel Red Bull 1:19.573 2 M Webber Red Bull 1:19.184
3 R Kubica Renault 1:21.159 3 F Alonso Ferrari 1:20.237 3 F Alonso Ferrari 1:19.987
4 N Rosberg Mercedes 1:21.212 4 V Petrov Renault 1:20.797 4 F Massa Ferrari 1:20.331
5 F Alonso Ferrari 1:21.278 5 N Rosberg Mercedes 1:20.811 5 L Hamilton McLaren 1:20.499
6 F Massa Ferrari 1:21.299 6 F Massa Ferrari 1:20.857 6 N Rosberg Mercedes 1:21.082
7 J Button McLaren 1:21.422 7 R Kubica Renault 1:20.867 7 V Petrov Renault 1:21.229
8 L Hamilton McLaren 1:21.455 8 L Hamilton McLaren 1:20.877 8 R Kubica Renault 1:21.328
9 R Barrichello Williams 1:21.478 9 P De La Rosa BMW-Sauber 1:21.273 9 P De La Rosa BMW-Sauber 1:21.411
10 V Petrov Renault 1:21.558 10 N Hulkenberg Williams 1:21.275 10 N Hulkenberg Williams 1:21.710
11 N Hulkenberg Williams 1:21.598 11 J Button McLaren 1:21.306
12 V Liuzzi Force India 1:21.789 12 R Barrichello Williams 1:21.331
13 M Schumacher Mercedes 1:21.840 13 A Sutil Force India 1:21.517
14 P De La Rosa BMW-Sauber 1:21.891 14 M Schumacher Mercedes 1:21.630
15 J Alguersuari Toro Rosso 1:21.978 15 S Buemi Toro Rosso 1:21.897
16 S Buemi Toro Rosso 1:21.982 16 V Liuzzi Force India 1:21.927 GRID POSITIONS APPEAR IN YELLOW
17 A Sutil Force India 1:22.080 17 J Alguersuari Toro Rosso 1:21.998
23 K Kobayashi * BMW-Sauber 1:22.222
* KOBAYASHI WAS GIVEN A FIVE-PLACE GRID
18 T Glock Virgin 1:24.050 PENALTY FOR MISSING A WEIGHT CHECK
19 H Kovalainen Lotus 1:24.120
20 J Trulli Lotus 1:24.199
21 L Di Grassi Virgin 1:25.118
22 B Senna HRT 1:26.391
24 S Yamamoto HRT 1:26.453

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RACE ANALYSIS By DAVID TREMAYNE

Gambling
man...
Mark Webber just won’t
go away. Sebastian Vettel
wishes that he would, and
so does Lewis Hamilton
after losing the lead of the
world championship to him
yesterday in Hungary. But as
Hamilton’s McLaren proved
well short of its task, and
Vettel scuppered his own
chances, the Aussie battler
just kept slugging away and
took a major gamble that paid
off spectacularly for himself
and the Red Bull team.
To begin with, the Hungarian Grand Prix
seemed set to be the dull affair that we had all
predicted after Red Bull’s alarming domination
of qualifying. Vettel sprinted into the lead
from pole position, and as Fernando Alonso
pushed up to snatch second from Webber, a
battle between the Spaniard and the Australian
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seemed the only likely salvation for a follow- on the track. Webber was the only front runner Some believe that Webber was gifted his
my-leader race. not to pit, because that would have stacked him subsequent victory, but the one really good bit
Vettel had built a 11.7s lead by the time a and lost him too much time, and it seemed that of luck that came his way proved to be series
rash of pits stops was prompted on the 15th lap he’d been hung out to dry. But as Vettel resumed leader Hamilton’s bad. The Englishman wasted
as the Safety Car was deployed while debris was in second place behind Mark, the latter had to no time regaining a place lost to Vitaly Petrov
cleared away in Turn 11. In the opening lap melee, change strategy. A stop now would be fatal, so his at the start, when his McLaren seemed to lag
Tonio Liuzzi’s had damaged a front wing endplate focus became to stay out as long as he possibly suddenly as it was alongside Massa’s Ferrari.
on either Jenson Button’s McLaren or Michael could on the soft-compound Bridgestone tyres. It Lewis went round the outside of Petrov in Turn
Schumacher’s Mercedes – he wasn’t sure which was a massive gamble, given track temperatures Two on the second lap, like the Russian was
– and when it detached itself completely, it landed as high as 45 degrees C. tied to the wall. Then he overtook Massa after
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Felipe had been stacked in the pit stops on when I felt a sudden vibration and then a loss was a gearbox problem. Actually, I may have
lap 15, so thereafter he was up to fourth and of drive,” he reported glumly, after seeing his had an issue with the gearbox from the very
looking good for more points. But the McLaren world championship lead wiped out by car beginning of the race, when I initially feared I
did not go far beyond that. failure on the 24th lap. “I initially thought it was had a brake-related vibration.”
“I was accelerating out of Turn One a driveshaft failure, but it now appears that it That accounted for that sudden lag at
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the start. any further problems this year, and that we can was so far behind that an increasingly impatient
“Whatever, it’s a bit of a shame because, catch back up to the front-runners – which I’m Alonso almost ran into the back of him going
as always, the guys had worked very, very hard certain we’ll be able to do.” down the hill. Perhaps he was shouting into his
all weekend, and I think we’d done more than That gave Webber the chance to take radio…
enough in the race to get up to the front and the points lead, but the major factor upon which Too far behind, the stewards decided,
score some decent points. his race turned came when the Safety Car went believing there might be some skulduggery in
“It’s a pity to have a fault at this stage in back in at the end of the 17th lap. Mark was right the German falling more than the regulation 10
the year, but that’s racing – when you push the up tight with it, but SebVet curiously languished car lengths back, as if perhaps he’d been trying
car to the limit, these things can happen. We’ll some way behind. The Safety Car’s lights went to back Alonso up while Mark tried to break
learn from this, though, and we’ll just have to out as Bernd Maylander went through Turn 11, away and build the 20s he needed in which to
work even harder to make sure we don’t have and by 12 Mark was close to it and Sebastian make his subsequent pit stop and still retain the
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chance of second place. It transpired that was instructions. I didn’t see the Safety Car lights go The answers were yes, emphatically. And no.
not the case. out, and as Mark was so close to it that I thought Lap after lap Webber produced a stunning
The stewards levied a drive-through penalty, there was still a lap to go before it went in. drive. He was dancing on the edge of the gamble,
and Vettel was livid, driving down the pit road on “I was pretty unlucky, I would have said. I pushing the soft-compound Bridgestones as
the 31st lap gesticulating angrily at his team. had a penalty already as I lost my rhythm in the hard and as long as he dared, while always
“I didn’t understand why I was penalised,” first few laps after the Safety Car. It would have risking a moment as they neared their limit that
he explained. “I was lucky to see the SC board been a walk in the park without that. I should would undo all the good work. Yet he never put
as I neared the pit entry, and as you saw I just have won, but for some reasons that didn’t a wheel wrong. He was 23.7s ahead before
managed to get into the pits on lap 15.” He went happen and I finished third.” sweeping into the pits for the harder tyres on
over the entry kerb to do so. “Then at the restart I Now a dull race became a real nail- lap 43. Vettel was at this stage still bottled up
was sleeping. Somewhere in the first stint I lost the biter. Could Webber build the 20s advantage he behind Alonso, where he would remain, and by
radio, so I didn’t hear anything and was waiting for needed? And could Vettel catch and pass Alonso? the end Webber had rubbed it in and rebuilt that
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23s lead. It was a majestic performance. had many of them, so I’ll take it!”
“After dropping to third at the start I just This day neither of the Fandangos had the
settled in to see what would happen,” he said. pace to match the Red Bulls, though Alonso never
“It was no surprise to see Seb disappear. Then put a wheel wrong while holding Vettel at bay.
there was the Safety Car, and I had to go off “This is a very important result,” Alonso
strategy to try to pass Fernando. That was said. “Luck owed us a lot and today it made a first
asking a lot of the option tyres. I needed those payment, or at least a partial one. I got a great
20 seconds but I told the guys to give me more start, first of all managing to get past Webber
of buffer so there’d be less pressure in the stop. and then getting alongside Vettel going into the
The front left tyre was nearly finished, but on first corner, but I was not able to complete that
fresh tyres I knew I had it in the bag. move. Then, we did not have the speed to stay
“It was a bit of a gift today, but I’ve not with the leader and so I had to think mainly about
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defending my position. When the Safety Car came in, there were a few
tense moments, when it was vital not to make any mistakes, keeping my
speed on the limit. After that, it was not easy fighting off Vettel for over 30
laps: his car was definitely quicker than mine, but luckily this track does
not offer up any places for overtaking, apart from the first corner.”
Massa may have been a trifle confused by the end, as he thought
fourth place was his best result, but perhaps he’d just mentally written
second place at Hockenheim off because of what happened there.
Whatever, it was great to see him back on full song, after the way we
all felt here 12 months ago in his absence. “All things considered, this
was a positive result,” he said. “At the start, I did not have much grip,
but I expected that, given I was on the dirty side of the track. Today,
against rivals who were really flying we did the most we could. I think
the decision to pit when the race was under the Safety Car was the right
one: we could not have done the same as Webber, staying out for such
a long time on the soft tyres. It’s true that with the double pit-stop, I lost
a place to Hamilton, but then for once, luck was on my side and I got the
place back. It has been a very special week for me and this has been a
positive weekend.”
Perhaps the most extraordinary comment of it came from team

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principal Stefano Domenicali, an all-round fine Behind the red cars, Vitaly Petrov drove in the other FW32.
fellow who seemed to feel the need to give the race of his life. He gave up the place to “I feel wonderful because we did
something back to Felipe after Hockenheim. “I Hamilton a bit too easily, but otherwise never put everything almost perfect today,” Petrov said.
wish to congratulate him, both as a driver and a wheel wrong. While refusing to be suckered “I made a good start and managed to pass
as a man,” he said. “He managed a very difficult into doing anything to try to dislodge Rubens Rosberg and Hamilton into the first corner,
race without making the slightest mistake and Barrichello from the fifth place he held from the which was our target. After that, I didn’t try and
as a man, he proved able to tackle in the best 24th lap onwards, knowing that the Brazilian block Lewis too much because I had a problem
possible way a week when he was under a lot had to make a tyre stop, he successfully fended with my tyre warm-up. I lost a lot of grip and I
of pressure.” off the persistent attentions of Nico Hulkenberg was fighting the car. I decided to let him through
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rather than risk losing more positions. The We were in the right place to take advantage of only eighth, sandwiched by the Saubers of
points today are very important for us because the Safety Car, but even so, the car had good a delighted Pedro de la Rosa and Kamui
Mercedes didn’t score any. Also, I have a lot of pace today and I didn’t make any mistakes. It Kobayashi, who’d signalled his intentions early
friends and family here, so I’m pleased I could was good to collect decent points and have the by moving from 23rd on the grid to 16th by the
give them a good result.” luck running with us. The result is a good way to end of the first lap. Thereafter he kept moving
The Hulk was also deservedly chuffed, go into the break and sets up the second half of on up, as the old song has it, and was another
for he too had driven a damn good race. “I’m the season well for me and the team.” deserving recipient of points.
very happy with today’s outcome,” he said. “It While Hamilton starred for McLaren, Button “I am especially happy for the team who
was a great effort from the team and the factory. had a curiously lacklustre outing and finished deserved a good result for all the hard work
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in developing the car so much further,” Pedro brought both cars into the points for the first Barrichello was also an unhappy boy. He
said. “After the start is was difficult for me but time this season.” ran fifth for all that time but finally had to make
then the Safety Car came out at a good time Button was not happy. “I got a good start the inevitable stop on lap 55 to switch from the
and the team did a good job calling me in. My off the line,” he reported, “but I went four abreast hard to the soft Bridgestones. That dropped him
pit stop went very well and afterwards it was into Turn One, and got stuck on the outside, behind Schumacher, who was his usual crass
more or less about keeping position.” losing about four or five places. So, from that self when it came to discouraging anyone from
“My start was good,” Kobayashi said position, finishing eighth wasn’t too bad. I lost a overtaking. Rubens hunted him down, using his
with commendable understatement, “and then lot of points, and for the team to take home only fresh rubber to the maximum, and on lap 65 got
after the Safety Car period it was important four is disappointing, but there isn’t a very big close enough to get in the Merc’s slipstream as
that I overtook Schumacher because otherwise points gap covering the top four drivers – I’m they crossed the line. What happened next was
Barrichello would have caught me before the only 14 points behind the championship leader, unimpressive, reminiscent of Giuseppe Farina
end. I am so pleased for the team that we after all – so it’s still all to play for.” Hmm. at his most intimidating.
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 Fastest Laps
3 S Vettel Red Bull 1:22.362
4 M Webber Red Bull 1:22.651
11 R Barrichello Williams 1:22.811
1 F Alonso Ferrari 1:23.195
2 F Massa Ferrari 1:23.329
5 V Petrov Renault 1:23.799
13 N Hulkenberg Williams 1:24.204
9 J Button McLaren 1:24.205
10 K Kobayashi BMW-Sauber 1:24.282
17 P De La Rosa BMW-Sauber 1:24.342
14 V Liuzzi Force India 1:25.358
15 M Schumacher Mercedes 1:25.372
8 S Buemi Toro Rosso 1:25.449
6 L Hamilton McLaren 1:26.258
21 R Kubica Renault 1:26.825
24 L Di Grassi Virgin 1:27.287
20 J Trulli Lotus 1:27.429
18 H Kovalainen Lotus 1:27.457
19 T Glock Virgin 1:27.674
7 N Rosberg Mercedes 1:27.954
23 B Senna HRT 1:28.093
16 A Sutil Force India 1:28.177
22 S Yamamoto HRT 1:29.278
Going into lap 66, Rubens ducked to the A Mercedes spokesman said that Barrichello.” Yes, he was being serious…
right, only to find Schumacher crowding him Schumacher had simply not seen his former The Brazilian took a wholly different view,
ever closer to the pit wall and then the grass team-mate. The television footage, however, which met with wider support in the paddock,
by the pit lane exit. At 300 kmh. F1 is not for gave the lie to that interesting point of view and and angrily declaimed over the radio to his team:
babies of the faint of heart, but this was rude in showed very clearly that Schumacher looked “That was horrible! That should be a black flag!”
the extreme. The Brazilian kept his foot in it and first in his left mirror, then the right, before Immediately after the race, he added:
overtook the German for 10th place and the final moving to his right. “I have a lot of experience and usually with a
World Championship point. But in order to avoid Before hearing of his penalty, Schumacher crazy guy like that I would lift off, but not today,
making contact as the Mercedes continued to attempted to justify his manoeuvre and said: “It absolutely not. I think it has been one of the
encroach on his space as he ran alongside was Rubens’ fault, because he chose the wrong most beautiful manoeuvres I’ve done and one
it, and he just avoided putting the right-hand side on which to overtake. I was making it obvious of the most horrendous from him. At the end of
wheels of his Williams on to the grass as he to him to go on the other side, there was more the day we don’t need that. To stop for three
flicked left and Schumacher - finally - gave him room there, but he chose not to.” And he added: years and then come back and do something
some racing room. “There are difficult drivers, and then there is like that, we just don’t need it. “
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 When he learned of Schumacher’s
criticism of him, Barrichello said: “It’s been
always my fault for six years. Unbelievable. It
was the most dangerous manouevre against
me in my career.”
The move had an unwelcome knock-on for
the troubled Mercedes team. The race stewards
met afterwards and handed down a 10 grid place
penalty for Schumacher, for the Belgian Grand
Prix at the end of the month. Many felt that, yet
again, Schumacher had got off lightly.
Behind them, Sebastien Buemi hardly put
a wheel wrong to fend off Liuzzi for 50 or more
laps, bringing the surviving Toro Rosso home
six-tenths ahead of the surviving Force India.
“On the way down to the first corner
Michael pushed me over to the left side and
I had to go on the brakes,” Buemi said, “or I
would have gone off the track and I don’t think
it was very fair on his part. Then I had to try and
fight back as I was behind a Lotus, although
I was able to overtake Trulli quite easily. After
the Safety Car period, I found myself behind
Michael. I should have passed him when he
came out of the pits on the prime tyre, but I
was not quick enough and I was unable to get
ahead of him, spending most of the race in
that position. Maybe if I had managed that, the
point for 10th might have been within our reach.
Then, towards the end of the race, I had some
tyre degradation so I could no longer keep up
with him. It was always going to be difficult to
score points, but all the same finishing 12th is
rather disappointing.”
Liuzzi described his race as “boring”.
“After that I wasn’t really able to fight so
that’s why I came in early on lap 14 to switch
from the medium to the soft tyres, and to have
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 been attached properly. As the German, as
innocent as Kubica, pulled off the pit apron the
wheel went bowling down the crowded pit lane,
bouncing nastily at head height, before striking
Williams mechanic Nigel Hope on the back. He
was checked over at the medical centre after
complaining of rib pains, but fortunately was
later able to rejoin his comrades. It was an
unpleasant incident that thankfully did not have
a worse outcome.
Rosberg’s race was over, which was a
pity as he’d been in the fight for sixth at the time
of his stop.
Lotus again won the new teams’ race,
but not before Lucas di Grassi’s Virgin had
separated Jarno Trulli and Heikki Kovalainen
early on. Jarno lost out to Heikki in the team’s
strategy call during the Safety Car period (the
Finn was called in while the Italian stayed out for
another five laps), but took it well and hounded
his team-mate to the flag, where they were
separated by only eight-tenths of a second.
Di Grassi’s race came undone when
there was a problem with the left rear wheel in
his first pit stop on lap 15 and he had to stop
again on 16 to have the problem resolved. Timo
the nose changed. That dropped me behind could have fought for 10th place and a point.” Glock thus moved ahead, and took 16th place,
Buemi, and that’s what ruined my race. Neither of their team-mates finished. having been delayed in the first corner traffic and
“We knew we would struggle here with Jaime Alguersuari’s engine blew on the opening then being stacked behind di Grassi in the pits
lack of downforce and traction and in particular lap, while Adrian Sutil was the victim of a pit on lap 15. The Brazilian also dropped behind
those two things hampered me getting through lane snafu in the melee on lap 15, as Renault fellow countryman Bruno Senna’s HRT, which
the two final corners, and that’s what prevented unsafely released Robert Kubica just as Sutil thus finished 17th. The other Spanish machine
me from challenging the Toro Rosso. I spent was heading for the pit immediately in front. was 18th, courtesy of Sakon Yamamoto. Senna
50 laps or more in its exhausts, but there was Both cars were too damaged in the resultant was three laps down, Yamamoto four, which
nothing I could do to overtake, just like Vettel collision to avoid retirement, and Renault was was better than the eight that the team’s pre-
found with Alonso. That was a shame, because later fined $50,000. race simulation had allegedly suggested.
in the second part of the race our pace was So was Mercedes, which let Nico So Webber’s fourth victory of the season
strong, and without the problems I believe we Rosberg go when his right rear wheel had not moved him back into the World Championship
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points lead at Hamilton’s expense, 161 to 157, nice to see the German congratulate him before to have a few more points than other people.”
with Vettel on 151, Button on 147 and Alonso the podium ceremony. “It’s been an incredible It’s when you hear such a matter-of-fact
141. In the Constructors’ stakes, Red Bull day for the team. A 1-2 was our goal, and guy telling it like it is, without lying or handing
moved back ahead of McLaren, with 312 points unfortunately we didn’t get that. But the victory out a line of bullshit, that you appreciate good
to 304, and Ferrari has 236. is good, and maximising opportunities is always sportsmanship again and realise just why Mark
“It was tough luck for Seb,” Mark said, good. We mustn’t get ahead of ourselves, as Webber is such a strong World Championship
without trying to be clever about it, and it was there are some big events ahead. But it’s nice threat. v

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 RACE RESULT HUNGARIAN GRAND PRIX, HUNGARORING, AUGUST 2010

1 M Webber Red Bull 1:41.05.571 181.989 kmh Drivers’ Championship

2 F Alonso Ferrari 1:41.23.392 - 17.821
3 S Vettel Red Bull 1:41.24.823 - 19.252 1 M Webber Red Bull 161
4 F Massa Ferrari 1:41.33.045 - 27.474 2 L Hamilton McLaren 157
5 V Petrov Renault 1:42.18.763 - 73.192 3 S Vettel Red Bull 151
6 N Hulkenberg Williams 1:42.22.294 - 76.723 4 J Button McLaren 147
7 P De La Rosa BMW-Sauber - 69 laps 5 F Alonso Ferrari 141
8 J Button McLaren - 69 laps 6 F Massa Ferrari 97
9 K Kobayashi BMW-Sauber - 69 laps 7 N Rosberg Mercedes 94
10 R Barrichello Williams - 69 laps 8 R Kubica Renault 89
11 M Schumacher Mercedes - 69 laps 9 M Schumacher Mercedes 38
12 S Buemi Toro Rosso - 69 laps 10 A Sutil Force India 35
13 V Liuzzi Force India - 69 laps 11 R Barrichello Williams 30
14 H Kovalainen Lotus - 67 laps 12 V Petrov Renault 17
15 J Trulli Lotus - 67 laps 13 K Kobayashi BMW Sauber 17
16 T Glock Virgin - 67 laps 14 T Liuzzi Force India 12
17 B Senna HRT - 67 laps 15 N Hulkenberg Williams 10
18 L Di Grassi Virgin - 66 laps 16 J Alguersuari Toro Rosso 7
19 S Yamamoto HRT - 66 laps 17 P De La Rosa BMW Sauber 6
R L Hamilton McLaren Gearbox - 23 laps 18 S Buemi Toro Rosso 3
R R Kubica Renault Collision in Pitlane - 23 laps
R
R
N Rosberg
A Sutil
Mercedes Lost Wheel - 15 laps
Force India Collision in Pitlane - 15 laps
Constructors’ Championship
R J Alguersuari Toro Rosso Team Unable to Say - 0 laps 1 Red Bull Racing 312
2 Vodafone McLaren Mercedes 304
RACE DISTANCE: 70 laps - 306.630 km
3 Scuderia Ferrari Marlboro 238
4 Mercedes GP Petronas 132
5 Renault F1 Team 106
6 Force India F1 47
7 AT&T Williams 40
8 BMW Sauber F1 Team 23
9 Scuderia Toro Rosso 10

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THE LAST LAP By DAVID TREMAYNE

Spanish imposition
It’s been a funny old week. Joe’s comments facility on his blog went into overdrive almost immediately after Hockenheim,
with most of the initial contacts agreeing that Fernando Alonso wasn’t trying to have his cake and eat it; he had stolen
Felipe Massa’s and was eating that instead.
Later in the week, inevitably, the Alonso Defence League chuntered into life. Some of them misguidedly believe
that the British – and specifically the British media – are racist because they criticise him.
That’s rich, coming from a nation whose fans dressed up like black and black minstrels a few years ago to jeer at
Lewis. He laughed out loud last Friday when I mentioned that, and anonymous Spaniards who have somehow got hold of
all the F1 media’s emails and been making a nuisance of themselves, espousing such drivel.
It’s all good emotive stuff and everybody has been getting hot under the collar. Somebody – it may even have been
me – yelled out ‘Bollocks!’ during the post-Hockenheim press conference when the ‘winner’ tried to tell us all we were
stupid and had failed to see that Ferrari was fast all weekend. No, no, plucky Spaniard, of course we noticed that. We write
down each quick lap a driver does during all the practice and qualifying sessions, see? And we’ve noticed since Canada
that the Scude has got its act together again. Actually, it’s recovery has been highly impressive, with blown diffuser and
flexi front wing. You think McLaren is the past master at catching up, but look where it was in Hungary…
My personal view is that you can’t really contain team orders. Of course we all hated what happened in Austria in
2002 when a lame Schumacher was gifted Rubens’ race. But we all have to be grown ups and acknowledge that this is
a multi-million dollar business and that the people who run teams can and at times will throw all vestige of sportsmanship
out of the window when needs must.
What really annoyed me in Hockenheim was Alonso’s attitude – I was fast on Friday; I was fast on Sunday,
therefore I deserved to win.
That’s as maybe, but you didn’t get the breaks at the start and Felipe did, which means that you had to fight for it.
Just like a racing driver should. I‘m sure if you were to ask Fernando what his profession is he would say, ‘Racing driver.’
Not, ‘fastest in practice driver’ or ‘fast in qualifying driver.’ As he himself said, you don’t get points on a Saturday. That’s
what the race is for, and it’s called a race because it’s meant to be a competition.
The fact is he wasn’t so much faster than Felipe that he was being held up in Hockenheim, and Sebastian Vettel
was beaten. Ferrari would have won whichever driver was in the lead. It got up my nose that Fernando did his Violet
Elizabeth Bott act – ‘If you don’t make him let me past I’m going to squeam and squeam and squeam!’ If you want it, go
for it. Don’t wait for it to be given to you.
And if it is, don’t make out in the press conference that you drove some fantastic race and pulled off a great move,
or tell us ‘I don’t know what happened with Felipe.’
Sure you do. Just like you know the truth of Hungary 2007.
But let’s cut through all the emotion for a moment. Part of the problem is the application of the rules, and the
stewards in Germany did not even know that the maximum fine for Ferrari’s transgression was $50,000, not the $100,000
they imposed. What is required is consistency. One thing I do agree about with the anonymous Spaniards is that other
teams have played the team orders card this season, albeit in perhaps a slightly more subtle - as in ‘save fuel’ - manner.
The team orders argument will rage ad nauseam, but one way to restore consistency and credibility to the decision
making at races is very straightforward: restore Tony Scott-Andrews to his previous position as Chief Steward. v Grand Prix+ 82
Parting shot

Grand Prix+ 83
the connectivity page f1 at your fingertips

March 14 Bahrain Jaime Alguersuari

March 28 Australia Fernando Alonso
April 4 Malaysia Rubens Barrichello
April 18 China Sebastien Buemi
Jenson Button
May 9 Spain Pedro de la Rosa
May 16 Monaco Lucas di Grassi
May 30 Turkey Timo Glock
June 13 Canada Lewis Hamilton
June 27 Europe Valencia Nico Hulkenberg
Kamui Kobayashi
July 11 Great Britain
Heikki Kovalainen
July 25 Germany Robert Kubica
August 1 Hungary Vitantonio Liuzzi
August 29 Belgium Felipe Massa
September 12 Italy Vitaly Petrov
September 26 Singapore Nico Rosberg
October 10 Japan Michael Schumacher
October 24 Korea Bruno Senna
November 7 Brazil Adrian Sutil
Jarno Trulli
November 14 Abu Dhabi
Sebastian Vettel
Mark Webber
Sakon Yamamoto

THINGS TO LOOK AT
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Peter Nygaard photography
Joe Saward’s F1 Encyclopedia
An Audience with Joe
www.sidepodcast.com
The Business of Motorsport

Grand Prix+ 84