Tonio Liuzzi Q&A: ‘I am approaching it from a different mentality’

It’s finally a chance to get a full race season under your belt for the first time since 2007. What are your thoughts on this?
After one and a half years in a test role, I feel really prepared, both physically and mentally for a full race season. My objective is to be as strong and consistent as possible and give good feedback to the team to help them improve. For sure scoring points as many times as I can is going to be the key and you never know, perhaps we can get something more as well if everything comes together.

How would you review your five races in 2009? What did you learn?
It was a great opportunity to learn the tracks and then get back to the rhythm of a F1 car. I was a bit disappointed with some races, but we knew that the car would suit Monza much better than the other types of circuit. We had a bit of bad luck as well, like qualifying in Brazil when I aquaplaned off. Although it was difficult to score points, it was important for me to show that when the car is performing well I am ready to bring the results in and I’m always the same, fast competitive driver I’ve always been. It was a good warm up for 2010.

Do you feel this time round as a racer you’re approaching it differently?
In Force India I feel really good, the atmosphere is great and the team works well together. Even when I was in a difficult position last year as a test driver they were very supportive and I’ve built a good strong relationship with them. I feel like I’m in a family and for sure much better environment than I have been in the past. This year is a new start for me. I’m a different person from two years ago and I am approaching it from a different mentality. It’s a different Tonio and I’m looking forward to what can come. I’m still young and have a lot of time in front of me so I just want to prove what I can do.

Do you feel confident in the VJM03?
I have to say that the team, looking at what we did last year, has done a fantastic job. They never stopped working on the 2009 car to push right to the end, but have been flat out for 2010 as well. I am really confident in the work they have done over the winter and we’ve built a car that can regularly be in the points. That’s also my aim, plus to be more consistent and competitive throughout the whole season.

With the new teams coming in, Force India won’t be the smallest team on the grid any more. Is this an advantage?
Yes, this is an advantage for us as we know how to operate on smaller levels that the bigger teams will have to get used to, while the new teams have a tough job to do. I think it will be a good season for us.

Otmar Szafnauer Q&A: ‘I think stability does produce results’

Otmar Szafnauer joined Force India as Chief Operating Officer in October. We asked him for his thoughts on the team and its prospects for 2010.

You’ve been with the team for nearly four months now. What impressions have you gained?
I like the atmosphere in the team. With half the people of a big team we design a good car and the wind tunnel guys do a very good job in getting the numbers that are required. You just don’t have the time or resources available to waste, so you just get on with the job.

When you joined the team was in a very stable situation, and was enjoying some success on the track. Has that helped to make things very straightforward for you?
I think stability does produce results. That’s not to say you shouldn’t change and improve as clearly you should, but huge upheavals never help. If you can have stability with the right people pulling in the same direction, you’re much better off. Fortunately we have that here.

What improvements are already underway?
There are two big improvements from 2009. One has been the increase in our CFD [Computational Fluid Dynamics] resource, thanks to a new partnership with CRL in India, which has increased our capacity by five-fold. The other principal area has been the utilisation of the wind tunnel to a greater extent, almost 24 -7. Coupled together this has allowed us to take great steps forward. Last year Simon Roberts also instilled some very good processes and procedures that have also helped to refine our procedures, communications within the company and ultimately the decision making process. Simon did a great job in doing that, and I’m going to carry that forward.

Like Red Bull you missed the Valencia test, and instead you are shaking down the new car at Silverstone. What was the thinking behind that?
It was a strategic decision. By missing the first test, we can gain a little bit more development time – a little bit longer in the tunnel, a little bit longer thinking about what’s important on the car. It was just a trade-off decision. We completed a shakedown day, before the testing started that regains a little bit of what we’ve lost.

This year there is a Resource Restriction Agreement taking shape – how does that affect Force India?
There’s a step down in personnel allowed at races this year, as well as on external expenditure, but neither affect us at all. If we change nothing this year, we’ll be below both of the levels set whereas some other teams will have to come down. It is very much to our advantage as we are not having to learn any new skills or working operations procedures.

What are the big challenges that the team faces over the next year or two?
Our biggest challenge is to get the wind tunnel up to 24-7, and becoming efficient with our CFD capacity. For you to maximise your performance there are a thousand little things that you need to get right. This year the racing is going to be a bit different, with no refuelling, and it’s always good to have more money so you can do more development throughout the year!

You mentioned the changes in race strategy this year. Do you think that the team could gain from being quick on its feet and making the right calls?
Yes, especially early on in the year when people haven’t quite settled down yet. I think in F1 we’re all quick to learn, and quick to learn from each other. If we can make some good calls early on, that will help us.

You have kept the same drivers. What do they bring to the team?
Adrian is a great asset. He’s very talented, and he’s fast and fearless, and he’ll gain from the experience he now has. If Tonio can learn from last year, and his confidence is up knowing that he’s got a regular seat now, he has great potential.

Finally you have signed Paul di Resta as third driver. How do you see his role?
He’s a young driver with a lot of potential, and we’re going to work with him to maximise that potential. And that should be to the benefit of this team. He can help us in simulator testing, and he should be doing some Friday testing just to get familiar with the car and hone his skills. And then we’ll see about the future.

Red Bull – Mark to Miss Qualifying

CHRISTIAN HORNER, Team Principal: “Mark was on a really quick lap towards the end of P3; he’d just set his fastest first sector. It was a really unfortunate incident, which is quite costly. It means we have to make a chassis change this afternoon, so he won’t be able to take part in qualifying. We’ll have to re-scrutineer the new chassis in the morning (Sunday), which will necessitate him starting the race from the pit lane. So, not a good start to the weekend.”

Car 14 MARK WEBBER: “You think of the preparation that goes into a weekend like this, so to not have the opportunity to do the race from a decent grid position is very tough for all of us – especially the guys in the garage. It wasn’t a big crash by any means, but it did too much damage to the chassis, so we have to change it. We don’t have spare cars these days, so that’s the outcome and it’s a shame. We made a few changes to the car for the final run and I lost control when it bottomed-out through Turn 8.”

BMW Sauber F1 Team – German Grand Prix – Preview

You always have a special attachment to your home race – in both good times and bad – and the BMW Sauber F1 Team is certainly looking forward to the German Grand Prix at the Nürburgring. Many chapters of success in BMW’s motor sport history have been written at the circuit in the Eifel mountains, which is also used to put series-production cars through the most rigorous of testing. Plus, the company has played its part in the extensive modifications carried out at the ‘Ring.

Robert Kubica:
“The Nürburgring is our home race. Even though this season has not gone well for us so far, there will be a lot of BMW Sauber F1 Team fans there crossing their fingers for us. This is just the right time to put in a strong performance and record a good result. However, I have to admit that the track itself is not one of my favourites. Having said that, it does have a big variety of corners and also opportunities to overtake. The best of these is in the first corner, where you can take various different lines. So I expect we’ll see more passing moves again at the Nürburgring and enjoy an exciting race.”

Nick Heidfeld:
“It goes without saying that our verdict on the season at the half-way point is anything but positive. Especially when you compare our results so far with our aims going into the season. Of course I hope we will make improvements, and that’s what everybody in the team is working to achieve.

“A lot of fans and fan club members traditionally come to my home race. That is something I really enjoy and it gives me an extra shot of motivation. I will once again be lining up for my home race with a special helmet design. This year it has been created by a fan on my website, and he will present me with the helmet before the start of practice on Friday.

“I have many happy memories of the Nürburgring. I went there a lot with my parents when I was a child and the ‘Ring is only an hour away from my home town of Mönchengladbach. In winter we went sledging on the Hohe Acht slopes, I learnt to ride a bicycle at the Nürburgring and this was also where I sat in a kart for the first time – with a tyre and a blanket wedged behind my back so that I could reach the pedals.

“Since then I’ve competed in races at the ‘Ring in Formula Ford, Formula 3 and Formula 3000 and celebrated many victories there. My best Nürburgring result in Formula One was in 2005 when I took pole position and finished second in the race itself.

“For me, the Nordschleife is the most sensational race track in the world. In April 2007 I drove our Formula One car on the circuit, which was just brilliant! It was amazing to turn off the grand-prix course onto the Nordschleife and drive along this huge race track all alone in front of all those people.”

Mario Theissen, BMW Motorsport Director:
“Going into the German Grand Prix, we cannot be happy with the season so far. After three successful years, this recent period has been the first set-back for our team – and is one we will overcome. After all, this is the same team in Munich and Hinwil that has delivered continuous improvements since the team was founded. We are all absolutely determined to start moving forwards again and I expect us to experience an upturn in form. It is certainly not easy to make up lost ground without the chance to do any testing, but that is what we’re aiming to do. We are bringing a series of mechanical improvements to the Eifel mountains, as well as a further developed version of our double-decker diffuser.

“We feel a particular bond with the Nürburgring. Every series-produced BMW is tested on the Nordschleife circuit and BMW has celebrated some great successes in touring car racing here in the Eifel. The company also runs a Driver Training base here, as well as the BMW Lounge and the BMW Ring Taxi for the Nordschleife. Added to which, we are lending our name to the newly erected BMW M Power Tribüne grandstand on the start/finish straight.”

Willy Rampf, Head of Engineering:
“After our disappointing performance at Silverstone we have to turn things around at the Nürburgring. That’s something we owe our many fans who always come to the race here. The characteristics of the Nürburgring mean the cars tend to understeer here. The key question is: how do you set the car up to stop it pushing over the front wheels too much? That can be resolved by an optimal aero balance combined with the corresponding mechanical set-up. We will be bringing a modified version of our double-decker diffuser to the Nürburgring, and we have also made improvements on the mechanical side. Much will doubtless depend on how successful we are at getting the tyres to work.”

History and background:
Two years ago a July scheduling for the Formula One GP at the Nürburgring failed to spare the race from a typical Eifel cloudburst. A sunny Sunday morning was followed by rain-induced chaos during the race. Heidfeld and Kubica had qualified fourth and fifth on the grid, but the heavens opened moments after the start and the track was littered with accidents and collisions. Eventually the race was red-flagged and the re-start saw Kubica line up 11th and Heidfeld 15th. Despite their misfortune both drivers finished in the points. Heidfeld, who became a father for the second time over that weekend, crossed the line in sixth place, Kubica seventh. By the time an extremely eventful race came to an end, the pit crew had negotiated a total of ten stops.

BMW has strong ties with the Nürburgring. Many chapters of success in BMW’s motor sport history have been written at the circuit. Among them are 18 overall wins (including eight one-two finishes) in the 24-Hour Race and a one-two in the 2003 Formula One GP.

As a partner of Nürburgring GmbH, BMW runs a state-of-the-art test centre for intensive testing of series-production cars at the foot of the legendary Nordschleife. Arguably the best known BMW Driver Training base is also located at the Nürburgring and offers a comprehensive range of courses to promote safe and sporty driving. Visitors can keep pace – literally – with the fascinating experience of the Nordschleife as a passenger in the BMW Ring Taxi. At the new Nürburgring experience centre “ring°werk” – which will not yet have been completed by the weekend of the GP – in the start/finish area, BMW will present entertaining and informative material from the world of BMW Motorsport.

The first version of the Nürburgring was opened on 18th/19th June 1927. On 29th July 1951, Formula One made its first appearance in the Eifel for the German Grand Prix. In the late 1950s and early 1970s, the German GP temporarily moved to the Berlin Avus track and to Hockenheim respectively. 2007 marks the 38th Formula One grand prix to be held at the Nürburgring. Niki Lauda’s horrendous fireball accident on 1st August 1976 spelt the end of the legendary Nordschleife’s career as a Formula One circuit. Today the winding track that stretches for more than 20 kilometres still hosts numerous touring car races, and on many days of the year visitors can pay to take their own car or motorcycle out for a few laps of the circuit.

The new Nürburgring was opened on 12th May 1984, since when the Eifel has played host to Formula One for 12 European Grands Prix, two Luxembourg GPs (1997 and 1998) and one German Grand Prix (1985).

1999 to 2001 saw the modernisation of the start/finish area, including the erection of a new pit building and press centre. 2002 marked the opening of the Mercedes Arena, a stadium-like section which extended the circuit by some 600 metres.

Even more sweeping changes have been carried out since the visit of Formula One in 2007. The old main stand was dynamited and has been replaced by a new grandstand entitled the “BMW M Power Tribüne” with seating for 5,000 fans. The project list for the expansion is long and ambitious. While work on the “ring°werk” experience park has not yet been completed, the “ring°boulevard”, “ring°arena”, another event centre, two hotels and the “Eifeldorf Grüne Hölle” – offering a gastronomic experience and discotheque – will be opened on the Thursday before the grand prix weekend.

FOTA – Press Release

Representatives of all FOTA teams attended a meeting of the Sporting Working Group at the Nürburgring today.

During the course of this meeting, the team managers were informed by Mr Charlie Whiting of the FIA that, contrary to previous agreements, the eight FOTA teams are not currently entered into the 2010 FIA Formula One World Championship and have no voting rights in relation to the technical and sporting regulations thereof.

It will be remembered that all eight active FOTA members were included on the “accepted” entry list as endorsed by the FIA World Motor Sport Council (WMSC) and communicated by FIA press statement on June 24.

In light of these claims, the FOTA representatives requested a postponement of today’s meetings. This was rejected on the grounds that no new Concorde Agreement would be permitted before a unanimous approval of the 2010 regulations was achieved.

However, it is clear to the FOTA teams that the basis of the 2010 technical and sporting regulations was already established in Paris.

As endorsed by the WMSC and clearly stated in the FIA press statement of 24 June “the rules for 2010 onwards will be the 2009 regulations as well as further regulations agreed prior to 29 April 2009”. At no point in the Paris discussions was any requirement for unanimous agreement on regulations change expressed. To subsequently go against the will of the WMSC and the detail of the Paris agreement puts the future of Formula 1 in jeopardy.

As a result of these statements, the FOTA representatives at the subsequent Technical Working Group were not able to exercise their rights and therefore had no option other than to terminate their participation.

The FOTA members undertook the Paris agreement and the subsequent discussions in good faith and with a desire to engage with all new and existing teams on the future of Formula One.

FIA – FOTA Meeting

As agreed at the meeting of 11 June, FIA financial experts met yesterday with financial experts from FOTA.

Unfortunately, the FOTA representatives announced that they had no mandate to discuss the FIA’s 2010 financial regulations. Indeed, they were not prepared to discuss regulation at all.

As a result, the meeting could not achieve its purpose of comparing the FIA’s rules with the FOTA proposals with a view to finding a common position.

In default of a proper dialogue, the FOTA financial proposals were discussed but it became clear that these would not be capable of limiting the expenditure of a team which had the resources to outspend its competitors. Another financial arms race would then be inevitable.

The FIA Financial Regulations therefore remain as published.

Q&A with Williams F1’s Technical Director, Sam Michael

Q: Are you pleased with how the FW31 has performed at recent races?
SM: Our performance as a team is measured by our position in the Constructors’ Championship. We’re lying in sixth at the moment but I don’t think the FW31 is the sixth fastest car; I think we’re faster than that, as we’ve proved many times in qualifying and with the positions the drivers have run in during the race. If we look at our gaps to the fastest times in qualifying, we were 0.4s off in Melbourne, 0.6s off in Malaysia, Shanghai and Bahrain, 0.3s off in Barcelona and, in Monaco, the gap was down to zero. We didn’t run at the end of Q2 in Monte Carlo but, when we were on track, we were setting the quickest times. In Turkey, the gap reverted back to 0.4s, so we’re gradually getting closer to the front.

Q: How has AT&T Williams fared in terms of reliability?
SM: Our reliability has been good. We had an issue with Kazuki’s car in Shanghai when a flat tyre caused a large amount of wheel slip and the differential failed as a result. We also had a problem with Kazuki’s engine in Bahrain but, apart from that, it’s been pretty good.

Q: How much of an advantage is the Kinetic Energy Recovery System?
SM: At faster tracks, such as Silverstone, the car needs the right weight distribution through the quick corners. If by running KERS you hurt the tyres too much through these corners, you’ll lose out in the race, so the best track for KERS so far has probably been Monaco. We’re still pushing as hard as we can to get our KERS onto the FW31. We’re developing both the flywheel and the battery systems, but we’ve put more effort into the flywheel programme over the last 18 months and we’re making progress on reliability every week. We want to race it as soon as possible, but we’re not going to put it on the car until it’s fully reliable.

Q: How have Nico Rosberg and Kazuki Nakajima performed in the opening European rounds?
SM: Most drivers improve year-on-year, whether they’re a rookie or a World Champion, and our drivers are no different. Turkey marked Nico’s 60th Grand Prix so he now has a considerable amount of experience to fall back on and he’s doing a good job. Kazuki is closer to Nico this year and he’s been unlucky to miss out on several Q3 opportunities by the narrowest of margins. He’s definitely improved since last year, but the field is much tighter now which means that even the smallest performance differential equates to a significant difference on the grid.

Q: Has the political situation distracted you from your job in any way?
SM: In terms of my technical job, not at all. We spent a bit of time looking at the two tier regulations, but not a lot. We try not to spend too much time thinking about politics at Williams F1 because our focus is making racing cars.

Q: Do you expect to be competitive at Silverstone, the team’s home race?
SM: We’re looking forward to the British GP. The whole of sector one at Silverstone is dominated by high speed corners and it’s a very quick track. The FW31 is a big improvement over last year’s car and now performs well in high speed corners so we should be more competitive there than last year. We’ll also be introducing some more improvements to the car, so hopefully we’ll have a good race.

Team Lotus and 2010 Formula 1

Group Lotus plc and its subsidiary Lotus Cars Limited, the manufacturer of the iconic Lotus Elise and global high technology engineering consultancy, are not connected or affiliated to, nor in any other way associated with the newly announced “Team Lotus” that has submitted an entry for the 2010 Formula 1 championship. Group Lotus plc will take all necessary steps to protect its name, reputation and brand image.

Lotus will continue to focus on the tremendous worldwide opportunities that exist for its core businesses. Lotus Cars has recently launched the stunning new Evora 2+2 global sportscar to great acclaim and deliveries to the first customers are imminent. The company is pulling all stops to ensure production meets demand. Lotus Engineering, one of the market leaders in automotive green transport solutions, is currently working with many of the world’s vehicle manufacturers on state of the art projects with plans of growth in its international targeted markets such as Malaysia, China, USA and India.

Williams – FOTA Suspends Williams F1 from Working Group

Following Monday’s confirmation that the team has submitted its formal entry for the 2010 FIA Formula One World Championship, the Formula One Teams Association has today decided temporarily to suspend Williams F1 from membership of FOTA.

Frank Williams, Team Principal: “FOTA’s decision, although regrettable, is understandable. However, as a racing team and a company whose only business is Formula One, with obligations to our partners and our employees, submitting our entry to next year’s Championship was unquestionable. In addition, we are legally obliged under our contract with FOM and the FIA to participate in the World Championship until the end of 2012.”

FIA – Statement of Condolence

The FIA extends sincere condolences to the Mosley family on the sad news of the death of Alexander Mosley.

Our thoughts are with Alexander’s family and friends, and we would request that the media respect the Mosley family’s privacy at this difficult time.

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