Ibadan Motorsports

Brit Mike Conway Takes His First Podium at Monaco of The West.

2011-04-18T16:31:00.000+01:00

By Charles Oladeji

From Stevenage to Sevenoaks in the UK, English drivers had a good weekend in international single seater racing. Representing Stevenage, driving superstar Lewis Hamilton gave viewers a credible sample of ultra competitive driving at the Shanghai GP, winning the race and leaving commentators breathless in its wake.

However, in North America's premier open wheel championship, at the Izod Indycar Series' third competitive outing in 2011, a lesser known English driver hailing from the Sevenoaks, Kent, stunned many in attendance by pulling out a shock win at the 37th Toyota Grand Prix in Long Beach.

Mike Conway (27) had just one Series 3rd place podium to his credit dating back to 2009 before Sunday. Furthermore, going into this race he'd finished in 23rd and 22nd at St. Petersburg (Florida) and Birmingham (Alabama) respectively. Yet despite the harsh nature of the street circuit in Long Beach, he won his first race at the Californian street circuit known historically as the 'Monaco of the West'; a creation of another Brit, Chris Pook.

The lush and treacherous 1.97 mile circuit with its 11 turns can be a hazardous place to go for a podium spot. In 1976, the circuit was made globally popular by the antics of posh British F1 champion and commentator, the late James Hunt who stood trackside waving his fist at another driver after being forced off. Sunday's race was a fitting place to get a surprise win for Conway, who'd just returned from serious injury, and who had had a frustrating end to his first race at St Pete.

Prior to a podium at Long Beach last weekend, Conway was probably best known for suffering multiple injuries during the 2010 Indianapolis 500. But, regardless of a broken back suffered as a result of a massive crash, Conway had expressed his desire to keep racing despite harbouring some well placed self-doubt.

In the aftermath of the 85 lap race on Sunday he told the L.A Times 'after the crash, I wasn't sure I'd get back', further adding the insightful thought 'things like that can definitely stop your career'. But rather than his career stopping, it's just gone up a notch with Michael Andretti's team.

On his way back to Indycar, Conway initially indicating a desire to remain with the Dreyer & Reinbold Racing team out of mutual loyalty. However, on his return he decided to switch to Andretti Autosport for the 2011 season replacing Brazilian driver Tony Kanaan who moved on to KV Racing. Andretti Autosport is the team that handles the ever so popular Danica Patrick, alongside Ryan Hunter Reay and Marco Andretti.

Similar to Lewis Hamilton in Shanghai, at Long Beach, Conway had qualified 3rd going into the race. A badly managed pit stop saw him rejoin the race in the middle of pack. Running on Firestone Alternate tyres he manoeuvred his nr 27 car to front, eventually passing Ryan Briscoe's nr 6 car with 14 laps to go till the chequered flag. Briscoe driving for Team Penske came in second whilst Target Chip Ganassi driver Dario Franchitti took third spot.

Conway finished the race 6 seconds ahead of Briscoe, but more importantly he moves up to fifth spot for the championship ahead of team mates Danica Patrick (11), Marco Andretti (15) and Ryan Hunter Reay (22). Dario Franchitti leads the way with 155 points.

Brit Mike Conway Takes First Podium Spot at Monaco of the West.

2011-04-18T16:05:00.000+01:00

Brit Mike Conway Takes First Podium Spot at Monaco of the West.

Lotus Renault GP Secure Second Consecutive Podium.

2011-04-10T14:56:00.001+01:00

By Charles Oladeji.

Sebastian Vettel has increased RBR’s championship points lead, winning the Malaysian Grand Prix ahead of McLaren’s Jenson Button who finished the race in 2^nd place. Vettel had led from the front while Button who’d started the race in 4^th, dropped down the grid but later managed to gain 2^nd position thanks to an imprecise pit stop by Lewis Hamilton. Hamilton finished the race in 7^th , which cuts into his championship challenge at these early stages.

Intriguingly, Nick Heidfeld whose route into the 2011 F1 championship was as a replacement driver for an injured Robert Kubica at Lotus Renault, finished the race in 3^rd place. It’s a second consecutive podium position for Lotus Renault, in a race not many had predicted the team to do well following lack lustre practice and qualifying sessions.

Lotus Restores Pre-Season Confidence.

The podium position at Sepang ultimately serves to reaffirm confidence that many commentators had in Renault pre-season. However, a large part of that confidence placed in the Brackley (UK) based team was initially intertwined with the apparent driving potential of Renault Driver Robert Kubica piloting a competitive R30 Lotus Renault car, prior to a serious arm injury . Yet, without Kubica, the R30 with iconic black and gold JPS style livery is signalling intent to measure up to the legend attached to those classic F1 colours.

Lotus Renault GP under the aegis of French Team Principal Eric Boullier is proving a genuine contender. Boullier is decidedly less flamboyant than his larger than life Italian predecessor at Renault F1, but has begun to raise his profile. He was recently appointed Vice-Chairman of the Formula One Teams Association (FOTA); replacing high profile Ferrari Team Principal Stefano Domenicali. Martin Whitmarsh, Mclaren Team Principal remains in place as FOTA Chairman.

On the track, should Ferrari or McLaren slip up during the chase for F1 supremacy this season Lotus Renault Drivers won’t shy away from pick anyone of them off, as demonstrated by Heidfield on Lewis Hamilton at the beginning, and end of the Malaysian GP.

Petrov’s Flying Advertisement.

Vitaly Petrov may have not finished the race at Malaysia, but the sight of his car briefly flying through the air at Sepang will make great viewing during F1 TV opening credits for years to come. Petrov might go from ‘hero to zero’ having been on the podium in Australia, then attempting to re-enact a WRC Finland rally jump at Sepang, hence a DNF, but it’s all good visibility of the Lotus Renault brand. Furthermore, Petrov’s team mate challenged the top of grid from the beginning of the race by manoeuvring his car from 6^th to 2^ndplace, squeezing Lewis Hamilton out into 3^rd and maintaining the position till a pit stop dropped him back down the grid before fighting back.

Lotus Renault Gaining Momentum.

With an incident between Alonso and Hamilton, the former pitted first. Hamilton Lewis was forced to give way to Heidfield as the McLaren mans’ race went down south following a bad pit stop, a hit from Fernando Alonso, and another additional pit stop which ironically placed behind Alonso in 7^th position till the end of the race.

Nonetheless, Hamilton’s loss is Lotus Renault’s gain. As the next round of the F1 season moves to China next weekend, all podium contenders would be advised to keep an eye on that black and gold livery R30 gaining momentum alongside them.

Vettel Digs Deep, RBR Dig Out KERS.

2011-04-09T14:44:00.000+01:00

By Charles Oladeji.

Red Bull Racing (RBR) admittedly took the KERS route during the Malaysian Qualifying Session in order to successfully snatch pole position from a determined McLaren team who’d ‘thrown down the gauntlet’ during the preceding practice sessions. The decision by Red Bull to finally use KERS after admitting that they hadn’t bothered with it during the Australian GP Qualifying Session must surely have been deemed necessary as the Woking Team began setting the pace prior to, and during Q2 and Q3.

Sebastian Vettel is once again on pole, but, not with the type of time margin and pace security many expected. An easy pole without KERS was anticipated based on the evidence of his blistering pacesetting pole position a fortnight ago at Albert Park during the first Grand Prix of the 2011 season. On this occasion at Sepang, Vettel had to dig deep and snatch pole of Lewis Hamilton who looked to have secured pole momentarily with a lap time of 1:35.000.

Lap times reached fever pitch with both Hamilton and Vettel pushing the limit, thus, relegating their experienced McLaren and Red Bull team mates to the second row of the grid. Hamilton pushed his MP4-26 to a pole sitting time of 1:34.974 before he was knocked back in to second place by Vettel with a lap time of pure grit, coming in at 1/10^th of a second faster with an unbeatable time of 1:34.870.

Prior to Q3, Red Bull had appeared to be struggling to keep up the pace in Q2, with both Red Bull Drivers qualifying out of the top five. In particular, Mark Webber qualifying below the top ten was confusing; prompting some commentators to suspect RBR was unwilling to lay it all on the line till the final shoot out, having observed the pace of McLaren.

Vettel and Webber who will occupy 1^st and 3^rd on the grid respectively on Sunday have yet again delivered highly competitive pole sitting positions that could see either of them win the Malaysian GP for Red Bull Racing for a second time in a row.

On the other hand, McLaren seems to be picking up pace and getting their car set up right. The Woking team are getting better as each round comes along, albeit being very early into the season.

Nonetheless, Martin Whitmarsh, Lewis Hamilton, Jenson Button and their technical team continue to demonstrate a level of professionalism under pressure. Despite the earlier technical glitches accompanied by adverse media coverage, the Brits have definitely moved closer to Christian Horner and Adrian Newey’s RBR in the technical arms race, in a way many had expected Fernando Alonso and the 150^th Italia Scuderia Ferrari to do.

McLaren's Jenson Button who claims to have a fondness of Sepang International cCrcuit having won there in 2009, will be outside of Mark Webber on the grid in 4^th, while Scuderia Ferrari’s top dog Alonso will be right behind them in 5^th.

Do Believe The Hype: NGTC Injects New Energy Into The BTCC.

2011-04-04T18:05:00.000+01:00

By Charles Oladeji.

Last year’s MSA Dunlop British Touring Car Champion, Jason Plato, may have come out leading 38 points after the first three 2011 races at the Brands Hatch Indy Circuit driving a S2000 spec Chevrolet ; but, there’s little doubt that the star attraction as this season which got under way on Sunday, was and may continue to be, the 1.6cc turbo charged engines of the Next generation Touring Car (NGTC) adopted by rival teams.

Believe the hype; the BTCC is going through a revival. The introduction and expectations attached to the NGTC are profoundly responsible for a new level of excitement being expressed about the series this season. There are some doubters of course, but the majority of views are overwhelming supportive of TOCA’s new spec regulations. Positive reviews are being vividly endorsed by the ten manufacturers involved this season, including beleaguered Toyota with its NGTC Toyota Avensis.

The BTCC Director Alan Gow can hardly hide his glee at being at the helm during this transition period which has brought the Championship back from the brink and could see the complete implementation of the NGTC in 2013.

Three years ago, things looked grim all round in the world of Motorsports. The BTCC seemed like it was bound to spend a significant amount of time in the Doldrums, an inevitable consequence of an all engulfing economic downturn.

The signs were ominous. Despite winning the BTCC with VX Racing’s Fabrizio Giovanardi lost his place in the series, as manufacturers Vauxhall announced the intention to withdraw citing the need to cut costs. Vauxhall’s decision to withdraw from the BTCC at the time was almost akin to Ferrari withdrawing from Formula One.

Compounding Giovanardi’s woes, after a herculean struggle to find a driving seat with independent team Triple Eight Racing (888), a sponsor suddenly withdrew, leaving the 2007-08 Champion with no option but to withdraw early 2010. With high costs and lack of sponsorship, the BTCC was in imminent danger.

That threat has somewhat subsided, and the NGTC is helping allay future fears. The cost reduction of approximately £100,000 in capital costs and 50% of running costs respectively have stuck a cord with the fans and media alike.

In spite of some technical disadvantages involved with NGTC (30 kilos extra weight, increase tyre wear, harder overall car handling) the new spec has had a very positive showing, and aims to further equalise racing.

But, not everyone is enthused by NGTC. BMW has expressed its dissatisfaction with new regulations and would like to discourage the Scandinavian Touring Car Championship (STCC) from going down the NGTC route.

On Sunday Jason Plato also established a new record of BTCC wins. But, prior to Plato pooping an NGTC celebratory party this weekend, his arch rival Matt Neal driving for Honda Racing Team had displayed the prowess of the NGTC engine (in S2000 chassis) qualifying in pole position with alarming pace. Despite crashing out of the inaugural race jostling for position with Plato’s team Mate Alex Macdowell, Neal managed to win the final race while another contender Matt Jackson driving a Blue Oval (NGTC engine) for Airways Racing is in 2^nd place overall with 30 points. Unfortunately, Dynojet and Speedworks teams both using full spec NGTC Toyota Avensis scored no points.

Vettel Dominates Qualifying Session at Albert Park.

2011-03-26T10:45:00.000Z

By Charles Oladeji.

Red Bull Resume Qualifying Dominance.

There was an old familiar sight at the Qualifying Session of the Australian Grand Prix Albert Park this Saturday morning, with two Red Bulls in 1st and 3rd pole position .You've got to love the way BBC Pundits feigned ignorance while commenting on Sebastian Vettel's radio message to his crew after a lighting lap that saw his Red Bull Car named 'Kinky Kylie' blow away the opposition with astounding pace to take 1st pole.

Vettel's radio message 'We are, who we are' isn't so difficult to decipher considering reported comments attributed to Lewis Hamilton earlier in the week, in which he questioned Red Bull Racings' future intentions, since the company is primarily a 'Drinks Company'. Vettel seized pole with the ridiculously fast time of 1.23.529 on his best qualifying lap. The intensity of Vettel's car handling was palpable to viewers watching his on-board camera while he flew 'flat-out' through each section during his best qualifying lap. What's more, Vettel placed his car on pole without KERS.

Unfortunately, Aussie favourite Mark Webber struggled to keep up with his team mates' pace during this inaugural 2011 qualifying session, but did manage to place his car on the second row of the grid coming in third, 0.866 of a second behind Vettel's best. According to Team Principal Christian Horner, Mark Webber had more difficulty than Vettel going into the final sector of his qualifying laps.

It’s worth noting that Red Bull Racing have been traditionally fast at Qualifying Sessions over past two years, but have at times also struggled to keep consistency going into Grand Prix races; the real test of Red Bull usually comes down to each race, as Qualifying is usually dominated by them of late.

McLaren Shut Doubters Down.

On the other hand, Lewis Hamilton, Jenson Button and McLaren proved doubters wrong including BBC Pundits, one of whom was handed a symbolic piece of humble pie from McLaren after the session. Hamilton grabbed 2nd pole position, with a time of 1.24.501.

Despite a KERS failure during his qualifying lap, there's some doubt whether he’d have had the pace to catch Vettel by making up 0.778 of a second, but considering the negative press McLaren has had to endure lately, 2nd place on the grid is way above expectations. Hamilton's team mate and 2009 World Champion Jenson Button sneaked ahead of Fernando Alonso placing his car in forth position. It's the same grid position Button had in the 2010 Australian Grand Prix which he won by applying a winning pit stop strategy.

Ferrari Baffle With Mediocre Qualifying Performance.

Surprisingly, Fernando Alonso and Filipe Massa of Scuderia Ferrari were in 5th and 8th respectively. During pre-season practice, Ferrari's F150 had looked as aggressive and dangerous as a hungry threatened Cobra. Their grid position has come as a inexplicable shock to many who had thought that Ferrari seemed at the cusp of dethroning Red Bull.

Alonso is just in front of 6th placed Vitaly Petrov in the new livery Renault; the man who effectively blocked Alonso's path to the 2010 championship in Abu Dhabi last year. Massa in particular is having a torrid time at Ferrari, and this qualifying session further demonstrated that when he spun out just coming out of the pits.

Hispania Racing Fail to Make the 107% Grade.

At the other end of the qualifying spectrum, only Hispania Racing fell foul of the 107% FiA rule that prohibits any team more than 107% behind the first qualifier taking part in the race. It’d been predicted by analysts that Virgin Racing could also be disqualified by the 107% rule, but the team managed to sneak through in last place.

Top Ten grid positions and qualifying times:

1. S. Vettel 1.23.529
2. L. Hamilton +0.778
3. W. Webber +0.866
4. J. Button    +1.250
5. F. Alonso    +1.445
6 V. Petrov     +1.718
7. N. Rosberg +1.892
8. F. Massa     + 2.070
9. K.Kobayashi +2.097
10. S. Buemi   +3.537

McLaren Struggles to Convince Doubters and Detractors.

2011-03-21T18:18:00.000Z

By Charles Oladeji.

Four days before Australian GP practice, six days before the actual race, and McLaren F1 still finds itself struggling to convince its fans, it detractors, its competitors and objective commentators, that the 2011 season will be anything but uncompetitive washout for its U side-pod MP4-26.

Despite drama and high expectations accentuated by the delay in the car’s public launch, the 2011 car has failed to convince many outside McLaren that it’ll stand a chance against its opposition’s battle readiness. Add to that, adapting to new tyre compounds with high level of degradation.

If it was just about tweaking car at this late stage, then that would be somewhat acceptable. It’d give Mclaren ‘watchers’ some sense of confidence in the cars’ competitive edge. However, what is currently taking place is a profound structural change that’s been described as ‘dramatic alterations’, in order to keep the pace with Ferrari and Red Bull.

Recent news that McLaren has decided to shelve a radically designed exhaust and adopted simpler design with less than a week to go till the 2011 opening race seems to fall in line with a negative narrative being attached to McLaren’s failure to measure up to its competitors during testing. Only one F1 team, Hispania Racing Team (HRT) put in less testing laps than McLaren before the Bahrain GP got cancelled earlier this month. Hispania Racing is so far behind, it will use the Australian GP as a test ground for their new F111 car.

Yet, McLaren still insist that they have a car that can compete while time is runs out. Pessimism is beginning to gain ground amongst supporters, who can’t help but notice that Ferrari and RBR seem ready to rumble, even if Team Principal Martin Whitmarsh and Lewis Hamilton insist that they have a good car.

Nonetheless, Martin Whitmarsh acknowledges that McLaren is cutting it thin saying ‘we hope the risks we have taken come off and we are competitive’. But, ‘hoping’ things come out right against Alonso, Vettel, and Pirelli tires simply won’t do, McLaren know it.

The discouraging news that a much anticipated game changing radical exhaust has been scraped for a ‘simpler design’ is another cause for despondency amongst Mclaren admirers who can’t abide Ferrari’s cocky confidence in its F150. What’s more, the floor of the McLaren car will also undergoing changes, while the team searches for a way to address the car being about ‘a second’ off racing pace.

Regarding the exhaust, the F1 rumour-mill (Blogshpere) had been hinting an engineering loophole that would provide Mclaren with an advantage going into 2011, before eventually being discovered by the FiA. There’d been a rumour of ceramic boxes, multiple exhaust outlets called the ‘Octopus’, and ‘creative ideas’ involving a heat resistant material called ‘Pyrosic’ (which is on the FiA’s banned material list).

But optimism is dissipating as the ever changing MP4-26 set up has proved one bad fit following another. The time consumed has made it almost impossible counter critics like BBC’s F1 pundits. The Drivers’ general assessment of the Pirelli tyres during the limited testing laps hasn’t been encouraging either; so even if they get the car structurally competitive, McLaren still need to find the right tyre strategy.

On the other hand, Red Bull Racing is ready, Ferrari are ready and angry; Pirelli has launched it tyre wall colours, Red, Yellow, White, Silver, Blue, Orange. Pirelli appears ready. What will McLaren bring?

GT Academy Winner Lucas Ordonez Shines at Sebring.

2011-03-20T16:54:00.000Z

By Charles Oladeji.

25 year old GT Driver Lucas Ordonez claimed 2^nd place at the 59^th 12 hours of Sebring in the LMP2 class, driving a Oreca Prototype by Signatech-Nissan. Alongside experienced team mates Sohiel Ayari and Franck Mailleux, the nr 26 Oreca 03 Signatech-Nissan team car overcame electronic and gear box problems to gain what must be regarded as an encouraging pole position leading into the rest of the Intercontinental Le Mans Cup series.

This accomplishment stands out as another poignant moment in Ordonez’s rapid rise within the ranks of prominent motorsports Drivers. It goes against the grain in regards to how professional Motor Racers gain prominence, which usually entails a plethora of junior feeder series and a scramble for individual sponsorship.

Back in 2008 not many could have predicted that a contestant on an experimental reality show aimed at a video gaming audience could have come this far; but, to the surprise of many, Ordonez has continued to show credible potential and promise in the aftermath of winning the inaugural Nissan-Playstation GT Academy. Since then, he’s continued to progress within the GT racing fraternity. He’s gone through intensive training programs, gained a professional Drivers Licence, actively participated in GT4 competitions, and recently had a good showing at the 2010 International 24 hours of Dubai GT2 class.

Having continued to show good form, Ordonez was recruited in February to drive in the Intercontinental Le Mans Cup (ILMC) with Signatech. The participation of Signatech in the ILMC signifies a small but major step by Nissan back into international motorsports. The decision by Nissan to provide Signatech with its VR45 V8 3.4L engine (on a two year contract) through its motorsports branch Nismo has raised optimism that other Japanese auto makers may return to international motorsports following the withdraw of high profile manufacturers like Subaru and Toyota in recent years.

The historic significance of 12 hours of Sebring in motor racing should give Ordonez added credibility and high profile experience before proceeding with the Signatech-Nissan team to the 6 hours of Spa, and that 24 hour motor race held at Circuit de la Sarthe in June in the ILMC.

Blackmail, Sabotage, Racism, Denial . The F1 Establishment and Fernando Alonso.

2011-02-28T18:11:00.000Z

By Charles Oladeji.

When I heard another Bernie Eccleston biography titled ‘No Angel’ (the secret life of Bernie Ecclestone by Tom Bower) came out last week, I initially dismissed it as another Formula One narrative which would inevitably state the obvious; Formula One is as complicated, controversial and corrupt as any big money making business.

I procrastinated downloading it on kindle from Amazon, preferring to wait till the price dropped.

Besides, I assumed most information on Bernie Eccleston’s leadership in F1 is old hat. We know his roots. We know people like the BRDC members may still be upset with him. We know how determined and ruthless he can be. We also know he revived F1, made it the extravaganza it is today by brokering international deals, and taking a hard line on contractual agreements. We know he’s fought numerous acrimonious battles along the way, and made numerous gaffes and faux pas.

What reviewers of the book didn’t expect in middle of all that dirt being dug and mud slinging was a direct splatter on Fernando Alonso; an individual I subjectively refer to as ‘the F1 establishments favorite Driver’.

Bower’s new book alleges during Alonso’s tumultuous time at McLaren he was prepared to thwart his teammate Lewis Hamilton by nefarious means. With this astounding revelation we’re presented with an individual ready to blackmail his boss, and sabotage his team mate, on the way to the chequered flag.

Alonso’s threat to expose McLaren spying on Ferrari if he wasn’t made ‘Number One Driver’ has been common knowledge for sometime now, because he wasn’t made number one; and he went on to expose Mclaren anyway. But informing on Mclaren wasn’t about ‘doing the right thing’, it was about Alonso not getting his way.

What’s surprised many, has been the additional information reveled in Tom Bower’s book on Eccleston that he sought to get Ron Dennis the then Team Principal to bend to his will. He demand McLaren short fuel Hamilton during the Hungarian Grand Prix in August 2007. This revelation has left many stunned. There’s no concrete evidence to back this allegation up, but then again, there never is. Furthermore, judging f Alonso from afar (as most of us can only do in reality) , one is inclined to believe there has to be some truth in this allegation. Alonso has form.

During the 2008 ‘Crashgate’ scandal involving Nelsinho Piquet Jr. on orders from Flavio Briatore in Singapore, Alonso denied knowing anything about the plot to see him win the race. Nelson Piquet Sr. was bold enough to suggest Alonso knew what was going on, since Alonso was de facto managing the Renault F1 team in 2008 due to favouritism. The same ‘favouritsm’ Alonso claimed McLaren were giving Lewis because he couldn’t convince them to relegate Lewis to a supporting role.

Yet, 'The Establishment' chose to ignore his (Piquet Sr.) accusation directed at Alonso almost as if he was above reproach, but took down Briatore and Pat Symonds. During last years’ team orders debacle, Alonso, also denied instigating or being aware of the infamous radio message ordering Massa to let him pass suggesting Massa was magnanimous,. But, Massa’s body language, and Alonso’s history with team mates tells of different. A recently released video of Alonso testing the new Ferrari F150th Italia revels the dynamics of any team with Alonso involved. Watch Montezemolo treat Alonso like his most favoured son at the end of the video; you get a brief glimpse of his team mate.

Then there’s racism. No one’s claiming Alonso’s ever made a racist comment; but, at the height of the battle between Alonso and Hamilton in 2007-08, racism by Alonso’s fans in Spain in particular was rife. Alonso is singularly capable of bringing the ugly underbelly of motorsport to the surface by being who he is, while the establishment continues to laud his talent, ‘tut-tuting’ the chaos he creates along the way.

There seems to be a trend of underhand tactics with Alonso against team mates. I remember last year someone questioning Alonso’s behaviour on the track during one of the BBC’s F1 Forums featuring Murray Walker. Mr Walker, claimed Alonso’s behavior was understandable because amongst other things ‘he’s a Latin’. It’s not the first time this ‘Latin Theory’ has been used as a reason to excuse Alonso’s reprehensible behaviour. The Alonso apologist are already defending their man over these new accusations by denying it’s authenticity. Maybe they should check Tom Bower’s background as a writer first.

So there you have it, Alonso might get fined or penalised here ond there, but the serious stuff that causes chaos around him is left for others to deal with while he denies everything. We should all expect a casual denial from Alonso in the wake of these new allegations; besides if worse come to worse, the F1 establishment will pull out that tired ‘Latin Theory’ when they defend their favourite Driver....again.

Flywheel Hybrid Technology is Williams F1’s Real Stock.

2011-02-09T21:18:00.001Z

By Charles Oladeji.

The announcement today that the venerated British Formula One team Williams F1 will float 29% of its company stock on the market has been anticipated for some while now. Frank Williams and Patrick Head who created the independent F1 team in 1977 may have delayed its floatation in an effort to remain loyal to the principles upon which the team was created; to be independent. Yet they have never shied away from a good business deal in order to survive .

The principle upon which William F1 has built this iconic team is a format which many have tried to emulate and failed in the past. Aficionados of the sport have a deep sense of pride in Williams F1’s achievements over the years, as well as its ability to survive the piranha infested waters of F1.

Williams F1 sustained longevity in F1 despite being a non-manufacturer team like McLaren, Renault, and Ferrari. However, Williams F1, known commercially as AT&T Williams F1, has survived in the past by making very shrewd business moves with manufacturers like Renault, Cosworth and BMW for tech support. Recently, there’s the 2009 deal brokered between Williams and the Qataris to create the Williams Technology Centre (WTC). This is a Formula One inspired R&D project with commercial intent.

In addition to the business side of things, on race day Williams F1 can still spring a surprise or two with experienced drivers like Rubens Barrichello piloting their expensive machinery around the track.

The F1 Team Value

Most of Williams F1 current finance, which is reported to be in the black to the tune of around 25 million pounds comes from what it gets from sponsors, and its share from F1 commercial rights under the current Concorde Agreement due to be renewed in 2013. AT&T Williams assets in total are in valued at around 250 million pounds.

Yet, an investment in Williams’ meagre 29% stock on offer from its total holding for approximately 24 Euros a share, cannot afford to focus solely on Williams F1’s ability to challenge Red Bull, Ferrari, or McLaren while Bernie Ecclestone, a companion and supporter of Frank Williams holds the reins of power.

To the discerning eye for a good investment, a more valuable prospect, yet understated aspect of Williams’ 29% share lies not in Williams as a Formula One racing team; but, its engineering capabilities, and how it may yet influence motorsports and mobility in total. Hence, an investment in Williams must be viewed in a long term investment in R&D with a long view.

Unlike a lot of stock market investments made in sports in general usually based on players on a field and its entertainment value, an investment in a company like Williams F1 will entail an investment in future technologies, as advertised on the F1 stage in 2011 by Williams FW33 and beyond.

The Value of Green Technology

At the sharp end of Williams’ technical innovations at present is Williams Hybrid Power (WHP), the engineering and high tech branch of Williams F1, and its Flywheel.

The Flywheel Hybrid- Kinetic Energy Recovery System (KERS) is an innovation developed by engineers via Williams that uses an electrical power and good old fashioned mechanical engineering combined with Uranium processing tech-know-how, to achieve additional power and lower emissions in autosports.

This complex technology uses magnetic composite within the flywheels architecture to generate heavy rotation during braking. It then creates reserve energy to reduce fuel consumption. The technical term used for Williams’ specific approach to KERS is Magnetically Loaded Composite (MLC).

The green energy industry seems impressed with what Williams have managed to achieve thus far, the Flywheel Hybrid technology has won two Motorsports International Awards (MIA). The MIA is a bastion and advocate of greener racing.

Trials of the technology in various areas of endurance racing have been positively received. The flywheel in a Porsche 911 GTR 3 has on two occasions at least gathered good reviews in endurance racing. Furthermore, its association with Porsche 911 can’t hurt. So it’s fair to assume that in this specific area Williams F1’s stock is bound to rise further.

Though KERS technology in itself is becoming old technology to tech heads and those who follow F1 religiously, it is a long way from becoming obsolete in general. The potential for Williams Flywheel is huge as an alternative to what is already on offer. Furthermore, Williams Hybrid Power has every intention of expanding its visibility in mobility and transportation.

Trading of Williams’ F1 stock commences on the Frankfurt Stock Exchange in March. The question is this, ‘with the limited amount of stock on offer; via meagre total assets on the whole, is the investment really worth the wait for an appreciable return’?

Pirelli’s P Zero Tyre Might Provide the Ultimate Check and Balance in 2011.

2011-02-08T19:25:00.000Z

By Charles Oladeji.

Racing and politics go hand in hand in Formula 1

Despite Nick Wirth’s failure in 2010 to develop a competitive F1 car for Virgin Racing using CFD, his opinion, sentiments, and comments regarding this grand sport still carry an enormous degree of substance. Nick Wirth knows a bit about developing race cars, with a resume which includes Smitek GP, March Engineering, Benetton and Le Mans Prototypes.

Thus, Wirth recently defended Pirelli, the official and exclusive F1 tyre suppliers against some slight yet vociferous criticism of Pirelli’s P Zero’s tyre degradation during F1 testing in Valencia. Stating ‘this is what people wanted after the 2010 Canadian GP’; and as such, Perelli is just responding to the sports’ competitive demands. Wirth says “everybody watched the Canadian GP and went ohh-this is what we want-can we have some tyres that fall apart please”?

In addition, Pirelli’s Motorsport Director Paul Hembery recently expressed his personal satisfaction with the outcome of the tests held in Valencia’s Circuit Ricardo Tormo early February. Post testing, Hembrey said “first and foremost we’ve enjoyed perfect reliability over the three days, which has enabled the teams to get on with their test programmes at a crucial time of the year as they launch their new cars”.

That Canadian GP

Based on Wirth’s reference to that fine 2010 race I got nostalgic. Hence, I grabbed my TVR (or PVR?) remote control and loaded my own private rerun of that exciting race held on the 13^th of June last year.

The 2010 Canadian GP, oft held up as a fantastic exhibition of F1 racing (amongst many with the exception of Bahrain) is credited for the role Bridgestone Tyres degradation played during the race on that hard acrid Circuit Gilles Villeneuve in Montreal.

The anticipation of tyre wear and degradation (not the same thing according to experts) made it strategically astute for teams competing for pole to pit on three occasions, thus alternating between hard and soft compounds at various intervals. Mark Webber overplayed his hand. The result was a fantastic display of race driving that shut out speedy ultimate champions RBR from pole, thus throwing the Championship wide open for about a minute.

With exception to the Monaco, Belgium and Abu Dhabi GP(s), The Montreal GP is the only 2010 Grand Prix recorded on my Topfield PVR (or DVR?) which I haven’t edited in order to save space on its 500gb hard drive. I often study this race. Naturally, I shut out the BBC’s Martin Brundels’ perfidious commentary that apotheosises Alonso at every turn.

Ironically, at the time the race was taking place in June, nobody knew for sure who would supply the tyres needed for 2011; commentators suspected Michelin might make a comeback. However, Perelli, having already stepped into the FiA WRC, took another ambitious step into the hot cauldron of F1.

Pirelli’s Challenge

As the 2011 season approaches, Pirelli P Zero developers simply must be experiencing intense pressure to address some teething problems involved in developing the optimum equitable rubber compound best suited for all. As usual aerodynamic considerations and accurate tyre scales that mimic actual inflation pressure are immediate challenges. So much will depend on the quality of the R&D Director Maurizio Boiocchi and his team of specialists dedicate to making this 2011 season, a season to remember for all the right reasons; Speedy overtaking, and effective strategy. Paul Hembery’s optimism is admirable if not totally reassuring.

A level Playing Field on Strategy

Considering Nick Wirth’s comments, it’s astute to view the P Zero’s lamented and praise worthy degradation factor as an experimental form of check and balance in F1. With the reintroduction of KERS, and introduction of the moveable rear wing designed to advance the spectacle of overtaking, Pirelli tyre degradation, combined with approximately 150 kilos of fuel might turn out to be the great leveller, reinforcing strategy.

Similar to last year when Nick Wirth set aside conventional wind tunnel testing while developing Virgin’s VR01 Wirth has again bucked the trend and eschewed KERS as too expensive while developing the MVR02. Don’t expect F1 to become more tech-democratic. We are yet to see what McLarens much reported U shaped side pods contribute towards gaining that ever sought after ‘unfair advantage’

Those yellow side walled P Zeros might represent a needed ‘check’, and necessary ‘balance’ on teams with superior R&D.

Fortuna Ferrari

2010-09-11T22:24:00.000+01:00

By Charles Oladeji.

Ferrari’s Fernando Alonso’s fast in an F1 car. Regardless of whatever else one may deduce from the young man’s character that fact remains constant. The 29 year old temperamental Spaniard’s speed in a Ferrari, and his indomitable Latin spirit is definitely delivering results, despite the occasional hiccup; albeit, with explicit help from illegal team orders. When all goes well Alonso’s speed is undeniable. With a Ferrari car, and team that seems to in pursuit of this year’s Championship with the zeal of an Italian renaissance sculptor, Alonso keeps bouncing back from the edge. This weekend at Monza, as if by design Alonso and Ferrari are on pole leading into the fourteenth race of the season in Ferrari’s backyard. Alonso qualified ahead of Jenson Button and Filipe Massa, Scuderia Ferrari’s very own ‘Step Child’.

It’s been a good week for Ferrari. However, the legendary Italian F1 team’s good fortune had begun earlier this week. Despite feigned and genuine outcry over Ferrari’s overt use of team orders at the German Grand Prix, in direct conflict of article 39.1 of the Formula One Sporting Regulations, no further punishment was meted out to Ferrari in Paris by the World Motor Sport Council on the 8^th of September. The original $100,000 fine that had been imposed by the Race Stewards at Hokenheim was upheld and a review of article 39.1 is in the works.

The truth as I see it is this, the current rule regarding team orders couldn’t be any clearer. The question is whether the prohibition of these so called team orders was being observed by all teams or being surreptitiously ignored...by all teams. One could justifiably assume that Ferrari came out fighting and turned the argument on its head, luckily forcing the motor sport business establishment to question its own clear cut rules. Ferrari’s competitors, both Red Bull Racing and Mclaren had probably been hoping for some punitive action such as a point’s deduction, but the chances of that were rather slim. Lady Luck is riding with Ferrari right now, but then again Alonso might not like her company because ‘there can only be one’.

Raikkonen Keeps Learning and Pushing In The WRC.

2010-07-13T14:25:00.000+01:00

Here's another promo video put out by former Formula One Champion turned Rally Pilot Kimi Raikkonen. It was posted on Raikkonen's website (KIMIRAIKKONEN.COM) featuring the teams prep for the recent Bulgarian (asphalt stage) of the WRC. Raikkonen crashed out again still remains a favourite amongst rally fans. The next stage of the Rally championship moves on to Kimi's backyard in Finland aka 'the land of a thousand lakes', a popular favourite rally stage amongst rally fans for its great jumps and fanatical fans. Lets Hope that all the Finns who don't seem to be able to cope with Sebastien Loeb's pace at present can summon up some that Finnish "Sisu" and get the WRC competitive.

Lewis & Jenson, one car, no team -- Vodafone ad

2010-06-25T10:33:00.002+01:00

The Mclaren and Vodaphone publicity machine are beginning to push and take advantage of the perception of harmony amongst the number one and two F1 Drivers at Woking. It's makes a startling difference to the days of Hamilton and Alonso, and it's actually quite good to see. Why? because rightly or wrongly this ad by Vodaphone manages to provide a true atmosphere of amicable partnership running through the whole Mclaren team. It demonstrates a reliance albeit through satire, of these top Drivers on the Mclaren technical team which in the past has hardly gone beyond lip-service.

In addition, it puts out a taunt to those less harmonious high profile teams competing on the track like Red Bull who must still be sore at each other after Turkey, Scuderia Ferrari who seem to have demonstrably relegated Filipe Massa to perennial wing man to Alonso, and the Mercedes German Silver Arrows team of Schumacher and Rosberg.

It's more than a simple ad, it's a mind game. It works as a combined show of harmony and force through Mclaren's new found confidence and momentum. It might just secure both the Driver and Manufacturing Championship for Mclaren this year.

BP’s Oil Leak Could Pollute Its Motorsport Sponsorship

2010-06-14T16:50:00.001+01:00

By Charles Oladeji.

Everybody in America and The United Kingdom should be aware of the catastrophe that looms in the Gulf of Mexico, due to an unrelenting oil leak over the past two months. At the centre of this oily mess is a reputable British Company BP (British Petroleum) who, until this very public disaster, had been trying to promote clean energy within the remit of off shore drilling and oil production business.

The potential disaster in the Gulf of Mexico has moved from being just another spill to an ominous threat to Obama’s Presidency. Furthermore, the future pension payouts in the UK are in jeopardy as the extent of BP in the UK economy is revelled to run very deep. It’s suggested that every £1 in 10 from a pension payout depends on the success of BP.

The fallout has spread from the ecological, to the political and economic, with a social dimension to boot, as residents of Louisiana find their way of life about to be changed for many years to come. The White House has made a conscientious decision to apply visible political pressure on BP, while BP shares have fallen sharply over the past week. BP still has bucket loads of money in profit, but that bucket has seen a sizable loss in both political and financial weight. While BP continues to capture about 630000 gallons a day, the wellhead leak which is approximately 5000 feet beneath the water is spilling around hundreds of thousands more into the Gulf.

At present, BP’s reputation will only be fixed by a complete fixing of the leak and payment in compensation to those affected. The latter point means emergence of that dreaded class of opportunistic people so essential to the American way of life, Lawyers.

According to reports in the UK, clean up costs are now in the region of 1.1 billion Pounds Sterling. Within this context of costs, the BP board recently made a decision to suspend its hefty dividend payout to shareholders prompting another fall in share prices by 10%. All this could mean enormous cost to BP, in addition to covering costs of stringent safety regulations bound to be implemented as a result of the leak. It seems highly likely that BP shareholders and Board will consolidate and cut sponsorship funding for motorsports amongst other things.

The flip side of that coin is whether Motorsport Teams, who in the past would have jumped at chance of sponsorship by a big multinational like BP, won’t be a little more restrained in their association with a company that is being damned globally as a big time planet polluter. The most visible benefactor of BP on the international stage is the Ford BP Abu Dhabi Team in the World Rally Championship. In the past BP has been involved with the Dakar Volkswagen Team and Ferrari Racing.

Audi Motorsport Win Important Battle in Diesel Wars.

2010-06-14T14:48:00.000+01:00

Charles Oladeji.

The long awaited test of the Audi’s R15 Plus at the prestigious Le Mans 24 Hours race took place last weekend with Audi, to the surprise of many observers shutting Peugeot’s powerful 908 HDi’s out of top 3 positions. Audi’s success at this level of endurance racing is not so much a surprise having won the race eight times previously. However, what seemed most intriguing is how Dr Ullrich’s team managed to overwhelm the seemingly dominant diesel powered Peugeots, who had hitherto appeared unstoppable.

The initial impression given was that Peugeot would once again win in the battle of the big diesel engines at this Le Mans, having gained momentum over the season and having dominated qualifying. The French had all four LMP class at the top of the grid.

Audi Motorsport team and Team Boss Dr Wolfgang Ullrich must draw maximum satisfaction from this win at the Le Mans 8.4 Mile circuit, having completely shut the HDi’s out from any podium positions.

Prior to this race, the R15 Plus had lost its first real test against Peugeot at Spa Francochamp. The Audi R15 of Rockenfeller, Bernhard and Dumas won Le Mans 24 hours with 397 laps followed by Lotterer, Fassler , Truluyer and Kristensen, Capello , McNish for Audi Sport Team Joest with 396 and 394 laps respectively

Lewis leads Formula One Championship.

2010-06-14T13:33:00.000+01:00

Charles Oladeji.

After what might have appeared as an almost impossible task at the beginning of this season, Mclaren has undoubtedly started assert its technical superiority over Chris Honer’s Red Bull team. Following on from an eventful race in Turkey where the two Red Bull cars collided under pressure, and then the Mclaren number one and number two car had the team and supporters tearing their hair out for a few mad seconds, the Canadian Grand Prix was a welcome fix for fans whose appetite has been wet.

Lewis Hamilton who snatched pole during a qualify race that seemed just as breath taking as the actual race, managed to provide fans with another great performance in the art of competitive racing, while the smooth and savvy current World Champion, Jenson Button followed his team mate across the line, in another 1-2 finish.

With this win, Lewis has unexpectedly leap-frogged both Mark Weber and Jenson Button to lead the Championship with 109 points. Jenson Button follows close in the chase with 106 points while Mark Webber has 103. It’s also worth noting that Weber was penalised and moved down to 7^th on the grid despite qualifying in 2^nd place on Saturday.

A second ‘1-2 finish’ in two weeks means that Mclaren continues to move in the right direction in regards to clinching the Manufacturers Championship having now established a solid lead of 22 points over RBR Renault. As the season schedule moves races back to Europe, Ferrari and Fernando Alonso will also be keen to build on the progress they have made with car by making it more competitive at Montreal. However, it’s worth noting that although Valencia is Alonso’s backyard, he has not had great success on the street circuit which some have referred to as a ‘Mock Monaco’ circuit.

The April Review.

2010-05-05T12:31:00.003+01:00

By Charles Oladeji.

WRC, MotoGP, Formula One, BTCC.

April was dominated by the appearance of volcanic ash thrown up in Iceland which led to air travel all over Europe and around the world being affected by severe delays and cancellations. Many aspects of Motorsports logistical preparations in particular were affected; furthermore, this might continue to be the case in future as nature shows us all who’s the boss on this planet. This article is symbolically late to demonstrate the delays suffered by all travellers.

There have been many adventure anecdotes of the struggles by motorsports crews moving to and fro races; my favourite being the 70 hour coach journey the Ford BP Team embarked on to get back to Britain after the World Rally Championship (WRC) Turkey Stage. Ironically, prior to that exhausting endurance test, the team had dreaded in anticipation the 24 hours it usually takes to get to New Zealand which is the fifth stage of the 2010 WRC scheduled for 7-9 May. The journey from Turkey must have put that travel preparation in another light. However, with the Eyjafjallajökull Volcano still throwing up ash up north, and subsequently grounding airplanes in N. Ireland and Scotland as recent as this afternoon, there are no guarantees for any of Europe’s motorsport crews making any of the scheduled events around the world in the near future.

During the Turkish WRC (16-18 April) Sebastien Loeb and Citroen continue to move away from Mikko Hirvonen, Ford BP and the initial promise of a believable pretender to the WRC crown. Hirvonen has failed to measure up to the brilliance of Loeb since the 2010 inaugural race in Sweden which he (Hirvonen) won. Thus, with Loeb winning in Turkey, after a winning the Mexico and Jordan Stages, he has a substantial lead of 41 points over Hirvonen. On the other hand, new Privateer Racer, and Former WRC Champion Petter Solberg has continued to grow stronger during the rally competition and is currently in 2^nd place, albeit just one point above Hirvonen on the Drivers Championship Table.

Taking a different perspective on BP Ford, it’ll be interesting to see if the current oil leak in the Gulf of Mexico which has splattered BP (British Petroleum)’s hitherto carefully manicured public image with sludge, will also rub on to the Ford BP team in the WRC should things get worse for the environment. A week prior to the WRC race in Turkey, MotoGP retuned for the 2010 season at Qatar with those familiar faces that have dominated the top end of the sport for a number of years including Rossi, Stoner, Lorenzo, Hayden, Devisioso, alongside newcomer Ben Spies.

Last year I wrote a short article about the Medias fascination with Ben Spies going into MotoGP which I found slightly over the top considering all the talented riders that already occupy the 800cc grid. I especially drew a bit of criticism for suggesting during the article that Valentino Rossi wasn’t just the MotoGP equivalent of the old Michael Schumacher but, was also ‘very lucky’. I had to endure some minor abuse, the argument against me being, how dare I call Rossi ‘lucky’. Well, despite the mild opprobrium of some commentators levelled against me, I stand by my comment, especially after watching Casey Stoner bewilderingly fall off his Ducati bike in Qatar and surrender the lead to Valentino Rossi on the fifth lap. It was a complete shocker that saw the return of normal service with Rossi winning the race with a heavy dose of good fortune.

This article was written after Jorge Lorenzo had won the MotoGP race in Spain (2 May) with Rossi coming in 2^nd and Stoner 5^th. The race in Spain served as a second season race due to the postponement of the originally scheduled 2^nd MotoGP race set for Motegi Japan , now moved up to October 3rd.

Briefly, it’s fair to say that Ben Spies (Yamaha) has performed rather well thus far; he’s currently on 11 points with Stoner (Ducati) and Melandri (Honda). Lorenzo’s recent win in Spain means he now leads the points with 45 with his esteemed team mate Rossi has 41.

This weekend Formula One returns to Europe having been mildly affected by the travel chaos leading up to the Chinese Grand Prix (16-18 April). With Jenson Button winning again in China due to a steady race, and Lewis Hamilton emulating a Demon Driver to gain 2^nd in China, the McLaren duo appear to be the team to beat right now not Red Bull or Ferrari. That could all change of course.

On the other hand, commentators have become more vociferous in their criticism of Michael Schumacher at Mercedes GP. Life has become difficult for the German maestro, with the surprising determination and competitiveness of his team mate Nico Rosberg in the same car set up. With Rosberg competing at the top at the grid, the lack of competitiveness from Schumacher can only be as a result of Schumacher lacking the ability to compete. Jenson Button now leads the Championship table with 60 points, while Rosberg has 50 in second. 2010 season continues to fascinate fans barring the inaugural race at Bahrain.

Yet, despite thoroughly enjoying this F1 season thus far, there’s been enormous excitement to my mind at a British national level with the arrival 2010 British Touring Car Championship (BTCC) in April.

The withdrawal of a prominent player (Vauxhall Racing) in 2009 has had less impact than probably expected. The 2008 BTCC Champion Fabrizio Giovanardi who lost his seat with the withdrawal of Vauxhall secured a last minute drive with Triple Eight Racing, only to lose it soon afterwards.

Ironically Giovanardi won a double victory at the opening rounds at Thruxton (4^th April), but could not continue into the next rounds at Rockingham (25 April) having failed to secure much needed sponsorship. He joins the plight of Colin Turkington, the 2009 BTCC Champion unable to defend his title as his West Surrey Racing team sponsors (RAC) decided to scale down its involvement. With Turkington and Giovarnadi out, in came former Renault Clio 2009 Champion Phil Glew who has generated some excitement alongside vets Jason Plato and Matt Jackson. James Nash formerly of RML will replace Giovanardi at Triple Eight. Both Plato and Jackson current lead the Championship on 67 points each after the recent 3 rounds at Brands Hatch.

Stay tuned for the May Review including the venerated Monaco GP, ADAC Nurburgring 24hrs, the Isle of Man Time Trial (IOMTT) and WSK in Italy and South Africa.

Japanese MotoGP Postponed Due To Volcanic Ash.

2010-04-19T09:16:00.001+01:00

By Charles Oladeji.

The fallout from Iceland’s’ Eyjafjallajoekull Volcamo continues to wreck havoc to the travel plans of individual s, and upset business schedules of planned events having very far reaching consequences. The latest event to fall victim to the threat of volcanic ash thrown into the air from Europe’s northern outpost is the second MotoGP event of the 2010 season initially set to place between the 24^th and 25^th of this month in Tokyo.

On Monday, The operators of the TwinRing Motegi Race Circuit Mobilityland Corporation announced that flight chaos has caused the race to be postponed form this Sunday to October 3^rd. Company President Hitoshi Oshima said "although the situation is beyond our control, we sincerely apologise to fans who have been eagerly waiting for the world's top-level race." The push back of this week’s MotoGP event to October means it will get sandwich squeezed in between scheduled events set for Spain and Malaysia.

Thus far approximately 6 million passengers have had their travel plans pushed back due to volcanic ash over Europe including Formula One teams struck in China after a fabulous race this weekend. The cost in Britain has been suggested to be in the region of 130 million pounds per day. However, in Britain restriction are set to remain in place till at least 13.00hrs on Tuesday.

Loeb Wins In Turkey While Solberg Keeps Going Strong.

2010-04-18T18:17:00.000+01:00

By Charles Oladeji.

Sebastien Loeb won seven stages of the Turkish World Rally Championship to come out on top overall with a total time of 2:29:14.0 in Istanbul. This means that the Citroen Total team continue to move further away from the BP Ford, with Loeb further establishing his dominance in the WRC despite promises of a more sturdy challenge from Mikko Hirvonen.

Hirvonen had seemed up for a hard battle leading into the 2010 season winning an exhibition run with the International Rally Challenge (IRC) at Monte Carlo with a fantastic looking S2000 Ford Fiesta in January, and then winning the 2010 inaugural rally of Sweden for BP Ford a month later. However, since the second stage in Mexico, Hirvonens’ team mate and fellow Finnish Driver Jari-Matti Latvala has gained more prominence. Latvala has continued to gain points while Hirvonen continues to slightly drop down the pecking order.

Nevertheless being Finnish, both Drivers can always call on ‘Sisu’ (a Finnish term often referenced by Finnish WRC Drivers loosely interpreted as ‘strength of will’). The other popular Finn and fans favourite Kimi Raikkonen continues his on WRC learning curve this season setting his best (top ten) times on every stage in Turkey. He’s in 10^th position overall.

Privateer and former WRC Champion Norwegian Petter Solberg seems to be getting stronger with every round after a difficult start to his 2010 season in the Swedish snow. In the aftermath of gravel and asphalt rallying over 23 special stages in Turkey, Solberg is currently in second place 54.5secs behind Loeb with his 2007 spec Citroen, an astonishing and commendable achievement. Hirvonen is in third 1:43.4 secs behind the top French man.

Loeb who recently decided not to participate in the Le Mans 24hrs for his family reasons seems unstoppable at the moment completing his 57^th win in the WRC. After the fourth round in Turkey Loeb has 93 points, Solberg in second has 53 while Hirvonen has a lot of catching up to do if he intends to win this season having accumulated 52 points. Citroen Total now has 126 points to BP Fords’ 111 in the Manufacturers Championship.

Next stage of the WRC moves on to New Zealand 7-9 of May Volcano permitting of course.

McLaren 1-2 Puts Jenson Button on top.

2010-04-18T12:32:00.000+01:00

By Charles Oladeji.

McLaren now lead both the Driver and Constructors Championship tables in F1 after an exhaustively wet and tense race in Shanghai in which tire maintenance and tire degradation played an absolute pivotal role.

Jenson Button proved once again that he could hold his nerve while others lost theirs, choosing a risky but ultimately correct strategy of changing tires later than the rest of the field for the second time. His ability to manage his tires might just prove to be the edge he has over his McLaren team mate. The choice was a good one and was reward with a podium win for the second time in a row with a time of 1:46:42.163. If Jenson Button is indeed making these key strategic calls to win the races in the McLaren Team, then he may indeed be, as Eddie Jordan put it ‘the greatest asset they’ve got’.

Yet, Racer of the day in my humble opinion once again goes to Buttons’ team mate Lewis Hamilton who came in with a time of 1:46:43.693, behind Jenson having changed tires four times compared to Buttons’ two times in the pits. Despite the dark cloud of Lewis possibly having to face the Race Stewards for bumping Vettel in the Pits during the Shanghai race, the excitement that Hamilton is delivering almost single-handedly continues to make all the difference to the 2010 season.

The Red Bull Team of Sebastian Vettal and Mark Webber will probably be trying to forget another lost opportunity to lead from the front in both Driver and Constructers Championship. After seeming almost invincible yet again in qualifying both Vettal and Webber were caught out by tire strategy which seemed to try and pre-empt all weather conditions, thus, coming up short with additional technical difficulties hampering the teams overall progress. Vettel finished in 6^th while Webber finished in 8^th behind Renault new boy Russian Vitaly Petrov. Renaults’ number one Driver Robert Kubica once again finished towards the top of the grid in 5^th .

As for Ferrari who won the inaugural 2010 (less than impressive) race in Bahrain, the Shanghai GP was a mix of the good, the bad, and super-ugly. The ‘good’ meaning Fernando Alonso ultimately finishing in forth thanks to the Safety Car allowing him to catch up after the ‘bad’ start that saw Alonso jump the lights and having to serve Pit-stop penalty. The ‘ugly’ part of that Ferrari team combination , saw Alonso pull ‘a winners takes all’ overtaking manoeuvre on his team mate Filipe Massa, as both moved into the pits. It appeared such a blatant act of disrespect towards Massa (and the spirit of fair play) that I was reminded of what Lewis Hamilton said whilst commenting on the Alonso-Massa combination before the first race in Bahrain when he said ‘I think, Filipe has got his hands full there’.

Jenson Button now leads the Drivers Championship with 60 points, leading Nico Rosberg who finished second in Shanghai for Mercedes GP by 10 points. (The Great Schumacher could only manage a point in this race). Fernando Alonso is 3^rd , with Lewis steadily climbing up the table into forth with 49 points. This means that McLaren now lead the Constructors’ Table with 109 points with Ferrari in second with 90 and the erratic Red Bull Team in third with 73 points. F1 returns to Europe May 7^th, barring future travel disruption brought on by that Volcano up North.

Vettel Delivers for Red Bull on Third Attempt.

2010-04-04T12:04:00.001+01:00

By Charles Oladeji

Sebastian Vettel has won the Malaysian GP third 2010 Formula One race with a time of 1.33.48s, after being the favourite in two previous races (Bahrain and Australia) in which he failed to deliver a podium position for Red Bull. On this occasion the Red Bull Driver once again proved that he is a dominant force in a race where he audaciously snatched pole position off his team mate Mark Webber on the first lap at Kuala Lumpur.

Webber , favourite after a daring qualifying lap that had him sitting on pole Saturday, came in 2nd behind Vettel making it a Red Bull 1-2. Nico Rosburg of Mercedes GP came in third while the fans favourite German Driver (aside from Vettel), Michael Schumacher failed to finish the race retiring earlier on. Robert Kubica in Renault was close to the top again finishing behind Nico Rosburg in 4th. Rain had been expected but unusually for Kuala Lumpur did not fall.

Astonishingly Fernando Alonso blew out on the last lap in a last ditch attempt to pass Jenson Button for 8th position. The Ferrari ace had been experiencing mechanical difficulties which had impeded his natural aggressive racing style. The McLarens team of Button and Lewis were able to move up the track after starting at the back of the grid in 17th and 20th position, with Lewis starting behind Button and pulling out another good performance while Button kept it steady all the way. Lewis finished in 6th passing eight cars and once again putting on a great driving performance; while Button who was passed by Massa’s Ferrari held off Alonso’s last ditch attack and brought his car in 8th. Button later confessed to have probably adopted the wrong tire strategy starting off on soft compound tires and pitting very early.

The outcome of this Malaysian GP race, which saw Vettel dominating from start to finish had been expected in the two previous races based on Vettels’ natural talent and the Red Bulls’ pace during qualifying, but mechanical problems had set Vettel and Red Bull back. There’s no denying Vettels’ natural talent but the cars had been slightly unreliable and fragile and criticised as being so.

The Malaysian race put Red Bull and Christian Horner back in the mix. More importantly Red Bull is back in contention for the Championship. The pace of the Red Bull cars is such that both team mates were racing against each other up front for a short period with Vettel winning out.

With Felipe Massa passing Jenson Button during the race and subsequently finishing in 7th place, he moves above hitherto championship leader Fernando Alonso by two with 39 points. Alonso and Vettel are locked in 2nd and 3rd respectively with 37 points each while current Champion Jenson Button with 35 points remains above his demon-driver-team-mate Hamilton Lewis. Nico Rosberg also has 35 points while Lewis has 31 and is in 6th overall behind Button in 5th and Rosberg in 6th.

The March Review.

2010-04-01T18:46:00.001+01:00

By Charles Oladeji.

Formula One, Nascar, IndyCar, American Le Mans Series.

March proved to be the month which most European based motorsports enthusiasts and commentators gasping and salivating at the prospects of high octane racing would get tangled up in the highs and lows of cutting edge motor racing, as the Formula One season began 12-14 March in Bahrain. There’s hardly any point in further boring you with the many various dimensions that have been over-analysed to exhaustion regarding the new team set up of Ferrari, Mercedes, and McLaren; however what took many aback at Bahrain was Red Bull and Sebastian Vettels’ ability to qualify at a speed that even alarmed maestro Michael Schumacher.

Thus, the 2010 Formula One season began under new rules banning refuelling during races, contributing to much heavier cars gracing the arid difficult track at Sakhir. The combination of heavy cars and high desert temperatures made for a tentative race in order to ensure reduced tyre degradation. There was no overtaking or dogfight. The more experienced outfits adjusted strategies accordingly, while the new teams found the combination a bit too demanding and came up short.

The Lotus Teams’ high profile Principal Tony Fernandes hailed the Lotus T127’s participation at Bahrain with pilots Jarno Trulli and Heikki Kovalainen a success by way of simply finishing the race, while others (Hispania and Virgin Racing in particular) failed to make any impact. Hispania Racings’ Driver Karun Chandhok seemed perpetually frustrated at his lack of practice time in the car due to mechanically adjustments that needed to be made. On race day he completed two laps after a very long gruelling weekend.

At the other spectrum, despite allusions to Christain Horners’ Red Bull Team being a game changer with Sebastian Vettels’ phenomenal qualifying speed, the race proved too much for the premier Red Bull car and Vettel was forced to fall back from pole to forth as the race progressed. Fernando Alonso followed by Philippe Massa (Ferrari) and Lewis Hamilton (Mclaren) passed Vettel accordingly. The reason why Vettel had to fall back has been subject to various rumours and technical theories.

Alonso won his first race for Ferrari in Bahrain to much singular applause from Ferrari fans. By the race’s end one fact remained amongst those afore mentioned gasping and salivating enthusiast and commentators, the Bahrain race had failed to quench their thirst or satisfy their hunger.

It seemed like everyone and Lewis Hamilton’s momma, claimed that the Bahrain race had been boring. The only dissenting opinions were expressed by the Bahrain race victor and the German Maestro, who said “if you think Formula One is boring, watch something else”. Former Mclaren Driver and current BBC Formula One Pundit David Coulthard held everyone’s favourite scapegoat former FiA President Max Mosley culpable for leaving a legacy of soporific Formula One racing. But, that was about to change in Australia.

The Australian GP 26-28 March, and things couldn’t have been more different to Bahrain. However, like last year, Lewis Hamilton was caught in much published controversy off the track, for a tire burn out in his private C 63 AMG £90,000 Mercedes at a public road junction. Apparently if you do that in Australia, you get your car impounded under Aussie Anti-Hoon Laws.

The one constant was Vettel again blowing away the competition in qualifying, then falling short during the actual race. On this occasion the Red Bull Car blowing out on the 27^th lap, handing the lead to Jenson Button in the No 1 McLaren. The Australian GP was won by Jenson Button due to a good, (albeit lucky) call (made by Button) to change to slick tires earlier than others. The race was phenomenal with both Brits at the front and centre of the action. With Australia delivering a universally acknowledge epic race as opposed to soporific, will David Coulthard attribute one of the best races in recent history to Mosley’s legacy as well?

The award for race intensity definitely goes to Lewis who had the drive of his life wrecked by a bad strategy call, and Mark Webber. The C63 AMG Lewis broke Aussie law in has been in demand by buyers with numerous offers. With all the drama around Lewis over the past two years in Australia I won’t be surprise if he eventually manages to put together an Aussie anti-hero cult following, similar to NASCAR’s Brad Keselowski in the U.S.

Over in the US the world of NASCAR was set alight by Carl Edwards exacting revenge on Brad Keselowski during the Kobalt Tools 500 in Atlanta (7 March). To expressed horror of NASCAR Officials, with just 4 laps remaining of the 341, Edwards pursued Keselowski in the number 12 car, tapped him in the right spot and sent him airborne close to a fans stand. The fallout and punitive action taken against Edwards was a 3 race probation and no fine. Hardly a case of the punishment fitting the crime, but I suppose Keselowski’s history of ‘breaking bad’ including Denny Hemlin’s highly published retaliation against him at the back end of the Nationwide NASCAR Series last year was taken into consideration. The Edwards-Keselowski drama overshadowed the Atlanta race ultimately won by Kurt Busch who is a Keselowski team mate at Penske Racing.

Two weeks later Jimmie Johnson was back in the news winning The Food City 500 in Bristol. This victory marked a personal breakthrough for the Hendricks Motorsport and 2009 Cup Champion, as Bristol was one of only six circuits Johnson has not won after numerous attempts. The Goody Fast Pain Relief (29 March) was pushed back from the 28^th (Sunday) due to rain. The race was subsequently won by Denny Hemlin. Jimmie Johnson is at the forefront of the Cup race with 898 points with the next race at Phoenix Arizona scheduled for 10 April.

Rain also affected the second scheduled race of the 2010 Izod IndyCar season at one of my favourite street circuits, St Petersburg, Florida. The race got pushed back to 29^th from the 28^th March. Will Power won the ST Pete Honda GP race on Monday, to build on his March 14 return to IndyCar at the inaugural Sao Paulo Indy 300 season opener.

Will power returns to racing with Penske after breaking his back in four places in 2009 and seems to go from strength to strength, while last year’s Champion Dario Franchitti seems to be struggling in the early stages of the season. The Sao Paolo season opener which coincided with the Bahrain F1 race was hailed as a success by organisers despite having to make overnight repair work to the street track following vociferous complaints from Drivers. The event attracted approximately 46,000 spectators in Sao Paolo surpassing the 40,000 that had been expected. Will Power leads with 103 points going into the Indy GP of Alabama April 11. March was essentially a Danica Patrick free month but if you’re interested she’s in 10th with 41 points.

Lastly, there’s the great road racers of the ALMS (American Le Mans Series) season opener with the 58^thAnnual Mobil 1 (Fresh from Florida) 12 Hours of Sebring presented by Tequila Patron (17-20 March).

With 17 turns, high speeds, and Thirty five aesthetically pleasing cars, there is no denying that the ALMS is nothing short of spectacular to the average motorsports fan. The 12 Hours of Sebring is essentially venerated as part of the tradition of American road racing and it golden era of Can Am, Trans Am, GTP Racing and Mark Donohue. Indeed, I own an episode of the Surf Side 6 series called Spinout at Sebring first aired in May 1961 because it features a Sebring endurance racing. However, at Sebring in 2010, the 12 hour race outcome was somewhat predetermined by the Audi R15 Plus not taking part, hence leaving the field wide open for the Peugeot 908 HDI’s in the LMP 1 class.

By the ninth hour Peugeot supremacy in LMP1 had been established. Alexander Wurz and Marc Gene outclassed all the other competition including Drayson Racing who came in 12^th overall and 4^th in the LMP1 class. Dyson Racing and Mazda in LMP2 added to the plethora of alternative fuels in the ALMS by using IMSA approved Isobutanol (iBE20). Other alternative fuels currently being used in the ALMS include E10, E85 and hybrid electric powered cars. Mazda’s adoption of yet another fuel alternative is understandable, I have written in the past of Mazda’s efforts in road racing as a pillar of motorsport.

The FiA may have launched a GT1 series in Paris on last day of February this year but the Automobile Club de L’Quest (ACO) has seen the GT1 class fizzle out. With the absence of a GT1 category in ALMS, a lot was expected of the GT2 class this year. Furthermore, a lot was expected of seven time GT1 Sebring winner ‘Corvette Racing’ by Corvette fans in the GT2 class. What wasn’t expected was the spectacle of two Corvettes colliding together in the pits. Watching the collision again on video, it’s a small miracle no one was seriously injured. The collision ruined Corvette Racings chances of an eighth win at Sebring, allowing Houston based Risi Competizione’s Ferrari F430 GTC to win the class and came in 6th overall.

The ALMS moves on to Long Beach on April 17 and MotoGP kicks off April 10 in Qatar, watch out for the April Review.

The February Review.

2010-03-01T22:51:00.002Z

By Charles Oladeji.

With less than two weeks before the 2010 Formula One season gets under way in Bahrain, final tests continued this weekend in Spain. Februarys’ F1 testing started in Valencia moved on to Jerez and finally Barcelona. Despite some bad weather in Spain ( also affecting the America’s Cup in Valencia), just about every Driver worth noticing had some positive time on the track. Alonso, Button, and Kobayashi (Sauber) posting fast laps at one time or another came as no surprise. Nonetheless, professional, technical, amateur and geek commentators have been keeping scores and disseminating the information to an audience eager for the games to begin between the 12^th -14^th of March at Sakhir. The tests are mostly a publicity stunt. Since the cars will be carrying heavier fuel loads in actual competitive grand prix races, these tests reveal little. That is, unless the PR goes horribly wrong, as it did with Virgin Racing.

First, the launch of the VR-01 developed by brainy Nick Wirth’s Computational Fluid Dynamics (CFD) suffered a PR set back when it’s online launch crashed, after which Virgin Racing Driver Lucas Di Grassi crashed the car during testing on Thursday at Barcalona. Furthermore, there are some pace issues linked to the cars hydraulics, and the official statement is the car is being “debugged”. Being a fan of Nick Wirths’ work in ALMS, and his influence on yacht racing design by CFD, I had hoped Wirth Research would prove the doubters wrong; but the real test will be on the track in Bahrain.

I noticed Formula One commentators who usually ‘know it all’ have been hesitant to endorse any Driver they consider a cut above the rest. The field this year has a lot of oomph, with the inclusion Schumacher, Hulkenburg and Kobayashi added to Button, Vettel, Alonso, Massa and Hamilton. Such is the level of ambiguity amongst experts that the latest Autosports Magazine (UK) dated Feb 25^th has Robert Kubica and Renault up on the front cover as ‘ F1 2010’s Dark Horse’.

Yeah. Right.

Off the testing race track Ferrari.com launched a sideswipe attack on Max Mosley, Stefan GP and all new teams engaged in an uphill struggle for grid positions on the 2010 season. While Virgin CEO Richard Branson called Ferrari comments ‘sad’, Mosley hit back saying Ferrari was acting like a ‘jealous middle aged woman’. Mosley knows exactly what buttons to press. I’m with Mosley on this one, but not so much with Stefan GP. I can’t help but feel there’s an ulterior motive involved when it comes to Zoran Stefanovich. I could be very wrong.

Leaving the royal court of F1, the beginning of February brought forth the World Rally Championship (WRC), opening in my wife’s’ backyard, Sweden. The Swedish Snow Rally was always an ambition of mine, so imagine my torment realising I wouldn’t make it Karlstad after all. There’s always next year I suppose, Colin’s (Mcrae) Crest will just have to wait. As for the racing, last year’s second best Diver Mikko Hirvonen returned to the championship in 2010 with a vengeance.

Hirvonen flat out took no prisoners, beating current world champion Sebastien Loeb by 42.3 sec, forcing Loeb to conscientiously settle for second place. Since his multi crashes last season Loeb he lives to fight another day. The Citroen Team of Sebastien Loeb and Dani Sordo are fired up and vowing to recover from the Swedish set back come the next stage in Mexico. All the while, this year’s WRC sensation, former F1 Driver Kimi Raikkonen, debuting for the Citroen Junior Team is end the Swedish rally in 30^th position, 37mins behind Hirvonen, having crashed out earlier on SS10.

Last year, the exciting news of Iceman Raikkonen participating in the WRC was complemented further by the announcement that American Gymkhana Video giant Ken Block would be joining the WRC in a Ford Fiesta. Yesterday, (27^th of Feb) Block won the second stage of Rally America (100 Acre Wood) up in Washington State USA. The Acre Wood Rally was a WRC Rally between 1983-86 when Group B cars ruled the championship. Block will make his 2010 WRC debut 5-7 March in Corona Mexico.

Unfortunately, Rally America means little to the generic American Motorsportsports fan. After the fun and games of the Budweiser Shootout with Danica Patrick dominating racing news for just ‘being Danica Patrick’, what most American fans were waiting for on Valentine’s Day was ‘The Great American Race’, The Daytona 500. It was the start of NASCAR 2010 season; and the promise of more glimpses of Danica.

In reality, Danica Patrick did little more during the race than Sarah Palin did in the stands as a high profile spectator. The NASCAR 2010 season began with a surprise win for Jamie McMurray at Daytona 500. With nearly three races into the season, Kevin Harvick leads 331 points going into the third race in the Sprint Cup, while Carl Edwards leads by 335 points in the Nationwide Series. Kevin Harvick won the Sam Towns 300 race in Las Vegas yesterday (Nationwide Series) but remains 116 points behind Edwards.

As I write this piece the current NASCAR champion Jimmie Johnson seems to be edging his way back to the top , winning the Las Vegas Motor Speedway 400 after winning the Auto Club 500 last weekend. That leaves Johnson and Hendrick Motorsport just 78 points behind Kevin Harvick and Richard Childress Racing.

Leaving American motorsports, and looking ‘Down Under’ at more stockier Stock Cars from Australia, the V8 Supercars Series got under way in Yas Marina Abu Dhabi with two night races, much to the chagrin of many Aussie race traditionalist who disagree with the break with tradition of holding the first race in Australia. Despite some muffled grumbles, V8 series boss Tony Cochrane has expressed his desire to see more overseas races take place in the future adding to New Zealand, Abu Dhabi and Bahrain by 2015.

On the track, having changed from Ford Falcon to Holden Commodore, Jamie Whincup has begun to dominate by winning all four races in Abu Dhabi and Bahrain thus far for his new TeamVodaphone outfit. The series moves back to Australia in Adelaide for the Clipsal 500, 11-14 March.

Lastly, for this review I’ve included the 33^rd America’s Cup (Sailing Regatta) which took place in Valencia four days after schedule between the 12^th and 14^thFebruary. The America’s cup won by USA 17 (BMW Oracle) by challenger from cup defender SNG represented by Alinghi 5 was a defining moment and raised questions about technology in relation to sailing skill in regatta races. The sophistication and technical influence of auto racing has found its way into sailing and thus divided opinion over what direction the America’s Cup should go in. Personally, I feel that the genie’s let out of the bottle in terms of how design and CDF influence sailing, USA-17 and it’s sail wing was a game changer. The good old days of racing regular monohulls, in the America’s Cup, are ending.

February brought forth a new day in ocean racing, even the Volvo Ocean Race may need to adopt more extreme sailing in future and move beyond 70 ft monohulls. Watch out for the March Review.

Ferrari Indulges A Horses Ass In Mosley Attack.

2010-02-26T00:51:00.001Z

By Charles Oladeji.

I admire Italians. I’ve worked with numerous Italians and found them equally passionate and petulant. Then there’s the undeniable sense of fashion, food and feistiness. Whenever I’ve engaged an Italian in a heated exchange they have stood their ground without seeking the convenience of a subliminal or slick racist jibe (and I’ve had many of those). Whilst in Italy I’ll never forget the sun setting on Tuscany, the golden texture of the landscape got me forever yearning to go back to Florence. However, there is also a darker side to the Italian psyche, and I’m not writing about the legendary ‘Cosa Nostra’.

Recently (22^nd Feb), a point of view titled 'For Whom The Bell Tolls' was expressed by a Ferrari associate called the “Horse Whisperer” on the Ferrari.com website. While one may tolerate many views as valid (up until a point) I feel on this occasion that this expressed 'point of view' is what 18th century philosopher Jeremy Bentham called “nonsense upon stilts”.

Because the article/opinion piece is attached to Ferrari.com this ridiculous piece has got a lot of media traction. It is horse manure. What hubris and lack of humility could have prompted this particular article, from a member of Ferrari is alarming. What was the aim? What was the point? WTF?

Indeed, the newly signed up Formula One team’s of 2010 are struggling. But, so are teams that have been around for a while such as Renault, who don’t have tolerance to continuously throw R&D money at a sport/hobby, ‘currently run by Bernie Ecclestones’ FOM and his private equity financiers CVC . Ferrari and Mclaren have that luxury, how do you spend so much money (and training) on KERS, and then decide not to use it if you don’t have money to burn? (Mark my words KERS will return in 2011).

The astronomical cost of running an F1 team is nothing to laugh at. BMW pulled out of F1, Toyota pulled out of F1, Honda pulled out of F1. These global and historically car companies have pulled out of F1 recently, yet, the CVC and FOM stays above it all. How?

They stay profitable because they (FOM and CVC) have the ability to exploit ‘Corporate Welfare’ induced through the visceral nationalism of countries in the Middle and Far East for their own benefit. Such is the pulling power of Formula One that the FOM and CVC stay profitable doing business with governments of China, UAE, Singapore and Bahrain using state finance to bring F1 to their countries. Ecclestone et al bank the profits and short change the actors.

So bearing that in mind, there is a slight element of truth when this pompous Ferrari fan lashes out and mentions Stefan GP (run by Zoran Stefanovich) who seem overly-determined to join F1 after taking up Toyota’s leftovers. Bernie Ecclestone is said to be in favour of Stefan GP gaining an 11^th hour entry into Formula One. And again, why? Because Stefan GP’s been promised financial backing the Serbian Government.

Ferrari’s fortune is tied to the whole corporatist edifice. Ferrari, prominent member /president of the FOTA, is part of that ‘Corporatist arrangement’, building a Ferrari World theme Park at Yas Marina Abu Dhabi. If Stefan GP is a vulture as Horse Whisperer suggests, then it’s equally fair to call out Ferrari as bloated hippo at best or a Shark at its worst. Either way it’s a lot more dangerous than its appearance would have us believe.

Small privateer teams like USF1, Campos, and Virgin that don’t have the financial clout of Ferrari, Mclaren, and Red Bull have invested their mind and souls in a dream. Then a writer for the Ferrari blog has the sheer audacity to start trampling on that dream with from a comfortable saddle on that hitherto lame horse? Who is this Horses Ass anyway?

It is convenient to label Max Mosley as the arch villain of the plot. He was never much liked anyway, or as I like to put it, ‘never truly appreciated’. Forget Ecclestone’s ‘Mosley for PM’ comments, his (Mosley’s) intentions in Formula One were good even if the solution was flawed. If in fact Mosley had engaged in ‘holy war’ as Horse Whisperer has suggested he would not have fell on his sword and fought to have a member of the corporatist Ferrari fraternity replace him in the person of French man Jean Todt. Todt is a Ferrari company man through and through who would ensure that Ari Vatinen’s radical changes never took place.

Talk about ingratitude.

Daytona 500. The Great American Race Starting Grid.

2010-02-13T13:48:00.000Z

I listen intently while watching Brock Beard's video presentations before each major NASCAR race, if only to learn those key facts about NASCAR Drivers, Teams and Sponsors in a concise and well packaged manner delivered with funny frantic frenzy only a truly well informed NASCAR fan/journalist can muster.

There's Joy in Road Rage. The Grand Am Rolex 24.

2010-02-01T17:43:00.002Z

By Charles Oladeji.

With Schumacher, Petrov, Rosberg, Massa, Alonso, Kobayashi, Button and Lewis on the track in Spain this week, the motorsports fraternity eagerly awaits the beginning of the 2010 Formula One season while the new F1 team cars are tested in Valencia today. However, at Daytona Beach in the U.S, another much of anticipated event of the motorsports calendar was reached on Saturday when the Grand Am Rolex 24hr road race presented by Crown Royal Cask No.16 began and finished on Sunday.

This year’s road race did manage to live up to the hype and keep fans engaged despite the tedium often associated with endurance racing. (I once volunteered as a Marshal for a Lotus Elise enduro at Brands Hatch, so, I know). However, during the Grand Am Rolex 24hr there were thrills, spills, and chills as the heavens opened up and a deluge of rain pounded the track during the race. There was frustration, attrition, the sorrow of retirement, a close finish, and the ‘joy’ of an unanticipated winner amongst an enormous stellar cast of Drivers which including the ladies favourite Actor Patrick Dempsey.

By the end of the race, Action Express Racing (DP Class) team led by Joao Barbosa shocked and awed fans by winning with a record of 755 laps, the third highest number of laps in the history of Rolex 24hr endurance racing. Furthermore, he beat out the highly respected Chip Ganassi and Felix Sabates Racing Team led by Scott Pruett with Max Papis, Memo Rojas, and Justin Wilson. The margin of victory was also one of the closest in Rolex 24hr racing history 52.303 seconds. Barbosa said afterwards “nobody thought we could win with a Porsche V8, but that’s what you did”.

A disappointed Scott Pruett said “it’s heartbreaking if you’re not on top, it’s not where you want to be”. He also gave Pirelli Tires a plug by saying “Thanks to Pirelli both in the rain and the dry, it’s the best tire we’ve ever had here”.

In the GT Class, recent widower Sylvain Tremblay’s Speedsource Team won the Race in its Mazda RX 8, beating the ever so popular TRG Flying Lizard Motorsports teams’ Porsche GT3 into 2^nd place.

The Grand Am Rolex 24hr somewhat marks the beginning of a very American road racing season involving Daytona Prototypes (DP) and Grand Tourers (GT) at a Motorsports Complex with a 3.56 mile track the Americans refer to as ”The World Centre of Racing”, the Daytona International Speedway (DIS). The historical significance of the DIS is of course intertwined with American veneration of the Daytona 500 which began with the opening of the Speedway in 1959.

On the other hand, Grand Am Rolex is inexpensive road racing for teams with limited budgets, particularly the type of budgets needed to compete in the American Le Mans Series (ALMS). Nonetheless, it is significant enough to attract the likes of successful Open Wheel team owner Chip Ganassi. Additionally, it manages to attract popular Drivers likes of Jimmy Johnson, Dario Franchitti, and Juan Pablo Montoya.

One segment of the Grand Am franchise that has been hit the hardest by austerity in motorsport is the newly named Continental Sports Car Challenge which served as a prelude to the Rolex 24hr endurance race on Saturday. The event formally called Koni Challenge until December last year began its season with the ‘Fresh From Florida 200’, a 66 lap race with Street Tuned (ST) and Grand Sport (GS) Cars. The GS class was won by Rum Bum Racing and Matt Plumb while the ST Class was won by Compass360 Racing with Lawson Aschenbach. Despite a large roster of participants there have been reports of teams experiencing financial difficulties all round.

As such, the build up to this year’s Grand Am opener had been intense due to economic uncertainties that have affected a number of teams involved. Observers had noticed a drop in the number of Cars that participated in the weekend allocated to testing earlier in January (Roar before the Rolex) as some teams had struggled to find sponsorship and funding. However, as the Daytona Rolex 24hr road race drew closer it seemed apparent that despite all difficulties, the show would go on unabated.

Congratulations go out to my personal favourite team Dempsey Racing and Patrick Dempsey representing the Mazda brand in his RX 8 . They came in 13^th overall and 6^th in the GT Class. Congratulations should also go out to Brit Derek Johnston who won the Sunoco sponsored 2009 Daytona Driver Challenge and a place in a Ford Dallara with the Doran Racing team. The Doran team came in 24^th overall and 10^th in the DP class finishing slightly below the likes of Jon Fogarty and Alex Gurney in the Gainsco Red Dragon who finished in 21^stposition, and well above the likes of Dario Franchitti, Scott Dixon and Juan Pablo Montoya who finished in 37^th Overall, completing only 249 laps for the Ganassi/Sabates racing team.

These elemental facts combined to ensure that the Grand Am Rolex opener was engaging enough to follow either online or otherwise. Having meagre resources myself, I followed the race assiduously on Youtube, Facebook and Twitter. If the highlights on Youtube are anything to go by, the Grand Am didn’t disappoint despite the harsh conditions in Florida, The racing attrition was engaging in the wet, and lively in the dry. We can all expect experience further Rolex racing road rage as the season progresses. For those of us who appreciate the historical nature of road racing and the glory days of of Group C cars, WSC, IMSA, and legendary Can Am Racing the 2010 season promises the joy of a low budget racing formula designed to keeping running at a high optimum level, that’s the joy to be found in road racing.

The January Review (Motorsports).

2010-01-25T20:21:00.001Z

By Charles Oladeji.

As the year 2010 started off with the Dakar there was a resilient display of defiance by many in the motorsports industry that permeated all aspects of the business. The effect of the global economy was always going to be at the forefront of many motorsport teams concerns; however, the Dakar saw a very large participation in all the classes by manufacturer and privateer teams, particularly in Bikes and Quads including two representatives of Chinese motorcycle manufacturer Jincheng Su Weming and Wei Guangui.

KTM who nearly pulled out altogether due to the 450cc regulation dominated the Bike class as Marc Coma and Cyril Despres slugged it out until the latter (Despres) finally won the bike trophy from the former Dakar Champion (Coma).

However, as predicted manufacturer team Volkswagen Motorsports dominated the car class of the Rally Raid, but did not have everything entirely its own way. The BMW’s of X Raid led by Stephane Petterhansel put up some stiff opposition over some the early stages moving from Chile into Argentina, as did the American Privateer team of Robby Gordon in his Toyo Tire/Monster H3 Hummer.

Yet by the end of the Rally Raid the Volkswagen Touaregs had done what they had set out to do, which was to dominate the Dakar with its overwhelming resources. Carlos Sainz eventually captured the Car Class Trophy for VW Motorsports and its Danish “Herr Director” Kris Nissen. Sainz was aware of how fortunate the VW armada was that Frenchman Peterhansel had experienced some difficulties on stage 5 of the Rally with a broken propshaft allowing the VW team to gain on him. Peterhansel finished in 4^th. After clinching the trophy for VW Motorsport Sainz said “In some ways we were lucky that Stephane Peterhansel had his problem on stage five, he was very strong and won a lot of stages”. VW Motorsport finished with a 1, 2, 3 at the top. Last year’s champion South African Giniel de Villiers finished 5^th.

Despite the unfortunate incident of a female spectator suffering fatality during the early stages of the Dakar, the Rally Raid was overall a great success which gathered a substantial deal of attention unto itself. Such a high level of interest in the new South American Dakar is a good thing for the Dakar organisers Amaury Sports Organisation (ASO) which might emulate Bernie Ecclestone’s FOM and CVC with just as much financial muscle in the years to come should it choose to grow beyond the allocated traditional two weeks at the beginning of each year.

Agreed, ASO already has a large portfolio in sports including the Tour de France and European Rally Raids, nonetheless, I feel that the new South American Dakar has given the Dakar renewed momentum. I predicted earlier that the Dakar will build further on this success and see further expansion in competition and competitors alike next year.

Moving on to the business side of things, the Autosports International, (The Racecar Show) an exhibition of engineering, innovation, and most things pertaining motorsports took place at the NEC in Birmingham, UK ( Jan 14-17). I’d been looking forward to this exhibition but despite my attempts at finding time (and resources) to cover the event in Birmingham, I could not attend, and thus, I cannot give a firsthand account of the many wonderful things I seen reported by some other media outlets.

What I was able to observe (albeit through secondary sources), was presence of many British fans favourite Drivers including Stirling Moss, Derek Bell, Martin Brundle, Alan Macnish (Le Mans Series), Gary Parfett (DTM/McLaren) and current Formula One Champion Jenson Button who conducted a highly anticipated Q & A.
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Speaking of Formula One, most commentators are reticent or at least hesitant to predict the outcome of 2010 Formula One season since Button and Lewis are now on the same team and Schumacher has returned to racing .

Michael Schumacher’s GP2 test in Spain was ‘much ado about nothing’ in real terms, but today, 25^th January, Mercedes GP has launched its MGP W01 in Stuttgart with Nico Rosberg and Michael Schumacher in attendance. Vodafone, McLaren, Mercedes is set launch the MP4-25 on the 29^th of January at Vodafone Headquarters in Newbury UK.

Being unable to attend the Racecar Show in Birmingham was unfortunate, but I rallied my spirits and found a poor substitute in the Tullet Prebon London International Boat Show held at the London ExCel 9^th -17^th of January. I use the phrase ‘poor substitute’ strictly context of motorsports, and not in terms of the opulence and luxury yachts on display at the show. I must confess that I’m just as intrigue about hydrodynamics as I am about aerodynamics, without much of scientific background in either, nor extensive comprehension of both.

So, I went in search of F1 racing boats, Evolution Class P1 boats, BMW Oracle (Challenger 33^rd America’s Cup), Alinghi (Defender 33^rd America’s Cup), Extreme 40s (iShares Cup) and 70ft Monohulls (Volvo Ocean Race). Unfortunately I was only able to find a small section with a small selection of P1 Superstock powerboats, and hell-of-a-lot of luxury yachts. Disappointing, yet inspirational if such a thing is possible. A lot of those yachts kick ass, but I wanted the Racers.

There was more disappointment in store for me later in the month as I could not attend one event most coveted by me, the asphalt Rally of Monte Carlo and the opening event of the Intercontinental Rally Challenge (IRC). As all Rally aficionados are probably aware by now M-Sport enter the IRC with Finland’s Mikko Hirvonen driving an S2000 Ford Fiesta and winning, whilst last year’s winner Brit Kris Meek crashed out. By the way the IRC win saw Hirvonen’s stock go up in the new Castrol Drivers Ranking system launched with the help of David Coulthard.

This month also saw Former WRC Champion Norwegian Petter Solberg strike out on his own as a privateer team owner with a 2009 spec Citroen. Solberg is determined to challenge current WRC Champion Loeb and has been reported to have scheduled 26 testing sessions to Loeb’s 16. In a recent interview Solberg says “I have one goal this year and that is to beat Sebastien Loeb, I’m a privateer now and that’s tough, many people probably regard it as impossible”.

In addition, since he is reluctant to shell out an astronomical amount of money (£795,000) needed to get a similar gear box to Loeb’s which would weigh 4 kg lighter than what he already has, he’s decided to lose 4kg himself. This should make the 2010 WRC competition very interesting indeed with the additional input of American Ken Block driving for Monster Ford this year.

As the month draws to a close one major event will soon be upon us, the Rolex Grand Am 24 hrs Jan. 28^th -31^st. Testing for the event termed “The Roar before the Rolex 24” was carried out earlier this month Jan 8-10 and revealed little more than a drop in car numbers participating in 2010 compared to 2009.

Preparation for Rolex 24 Hrs Underway.

2010-01-11T10:36:00.003Z

Here's a video release of Grand Am Rolex 24hr testing at Daytona. The first 2010 road race is scheduled for January 30-31. I personally can't wait for it to start off the Road Racing season, so fans get get to see some of the action we've grown accustomed to. I'm excited about this year because I can feel Grand Am and Road Racing in general gaining more exposure, participants and fans going into the new season.

All the cars familiar to Road Racing fans should be back on the track leading up to the green flag at Daytona, including the Brumos Porsche and Gainsco Red Dragon. It'll be interesting to see how IZOD Indy League Champion Dario Franchitti and NASCAR contender Juan Pablo Montoya get on during the gruelling 24 hrs of endurance racing alongside official Road Racers like Scott Pruett and Alex Gurney. I'm cheering for Patrick Dempsey of Dempsey Racing.

The Dakar Can Only Get Bigger.

2010-01-03T01:03:00.004Z

Charles Oladeji.

The Dakar Rally has begun. Events leading up to 1st of January have been a mixed bag of commercial interests and a genuine refection of the affection for one of the most popular motorsports events of the past three decades.

The Dakar (formerly Paris-Dakar) has always held a certain inexplicable mysticism for people such as myself. As a youngster I'd see images of the Paris-Dakar and wonder why? Why would people put themselves through what appears to be a new level of discomfort in cars and bikes? Years later I find myself asking why not?

The Dakar will the cover distance of the whole Formula One season in just two weeks, about 5,625 miles (9,500Km Ocean to Ocean), over difficult terrain in both Argentina and Chile. With altitude and sand dunes, hard and soft terrain, the challenge is as real as the Dakar body count. As I write this there’s already news that the Dakar has claimed the life of a female spectator.

It's debatable whether the Dakar can be classified as the “Everest" of Endurance Rallying, but, it is undoubtedly the 'Formula One' of Rallying in terms of its popularity and importance, by starting off the motorsports year in high octane.

This year’s Dakar rally raid will probably send the Dakar's popularity to stratospheric heights. The Dakar's popularity is already enormous, with audiences in 189 countries. According to The Dakar Rally Organisers press release, the 2010 Rally Raid will field a total of 184 Bikes and Quad (4 Wheelers), 138 Cars, and 50 Trucks.

Being a man of African origins I readily admit that this new level of confidence is rooted in the Rally organisers (A.S.O) decision to switch location from its spiritual home in Africa to new terrain in South America.

Ironically when Thierry Sabine (R.I.P) created the Paris-Dakar in 1979, South America was subject to political instability with horrors of Death Squads, Coups and Military Juntas. Today, political instability (aka Terrorism) has inhibited Africa's opportunity to continue to successful hold the Dakar, particular in the North and it might be sometime before the Dakar returns there. The severe nature of how terrorism in particular has imposed itself on sports was further illustrated today by a suicide terror attack at a volleyball game in Pakistan. However since the Dakar moved location last year, it has also acquired a new level of confidence.

This new level of confidence which ‘fortunately’ runs counter intuitively to current economic realities also brings with it a new attitude towards fuel, team preparation, networking, and environmental issues at the Bivouac.

Commercially, no team has tried to reflect a commitment to the spirit of the new Dakar more than VW Motorsports. The current VW Race Touareg 2 cars run on Bio-diesel, and there has been a constant stream of information about the cars in general leading up to the Dakar, including a viral campaign on Youtube.

There is even a new Race Touareg 2iPhone application.

The success of Volkswagen Motorsports in the Dakar last year with South African Giniel de Villiers winning a historic championship in the car class has been a motivating factor in VW Motorsports clinical preparation and marketing going into the 2010 Dakar. The win in 2009 was the first time a diesel powered engine had won The Dakar, and the V6 TDi that managed to do it belonged to Volkswagen.

VW Motorsport takes the Dakar very seriously. So seriously in fact, it’s rather difficult to envision another competitive team beating their purpose built ‘Armada’ in the car category.

Earlier this month VW released the news of Grande Brasile ship departing from France to South America with 60 tonnes of material and 17 support vehicles for the VW team. However, after reading the article in depth I came to realise that the ship ‘Grande Brasile’ was supplied by the Dakar Rally organisers, the A.S.O (Amaury Sports Organisation) to ship the necessities of all the European teams participating in the Dakar. VW Motorsports media machine hijacked the story to promote its intent and commitment to the Dakar. Rather clever I say.

But, in addition to VW Motorsports media blitz, they have a good plan for success, demonstrable by employing some of the top talent in Rally. Recruits include FiA Middle Eastern Rally Champion, Qatari Nasser Al Attiyah, WRC legend Carlos Sainz, current Dakar Champion Ginial de Villiers, American Mark Miller, and Brazilian Mauricio Neves.

According to the Danish VW Director of Motorsport Kris Nissen "The Dakar represents an excellent platform for an internationally active manufacturer like Volkswagen to demonstrate technical expertise, and this in the toughest motorsport discipline overall". Volkswagens’ intent is to take the Dakar Trophy back to Wolfburg, at flat out speed.

Other competitors in the Car Class may struggle against the VW Armada, but, I'd still like to see Robby Gordon Motorsports do well in its Toyo Tires sponsored H3 Hummer. I hope to see Robby Gordon excel over the next two weeks because he represents the spirit of motorsports in the same vein as Eddie Jordan and Ken Tyrell. He represents “the little car that could”.

Robby Gordon runs single Cars in both NASCAR series which means he might struggle to get sponsors compared to the bigger teams. In fact he recently lost Jim Beam as a NASCAR sponsor. Yet he's ambitious enough to take on off road rallies and keep moving. There is hope for all of us.

There's also the environmental aspect of the Dakar brought to the forefront through Brazilian ‘Valtra Eco Mitsubishi Team’ and Driver Klever Kolberg. The flex-fuel (Sport Flex) Mitsubishi Pajero Kolberg takes to the Dakar will run on Ethanol and has the backing of the Brazilian Sugarcane Industry Association, UNICA.

There's a noble purpose at the heart of what Klever Kolberg and the Valtra Eco Team are trying to do, but I simply don't trust the Sugarcane Industry. As such, I can't help but feel that the purpose is overall tainted by the Sugarcanes Industry's darker profit motives. Conveniently there’s no such crisis of conscience in the Bike class, but that doesn’t mean it is free of controversy.

In the Bike class I doubt there'll be any other manufacturer that can rival the preparation that KTM have put into the Dakar despite being slightly thrown off by a new 450cc limit imposed by the A.S.O. According to sources, KTM had already developed a 690cc Bike specifically for the Dakar which led to a bit of a spat between the OEM and the A.S.O. Spain's Marc Coma riding a Repsol KTM will presumably attempt to defend the title he won in 2009 holding off 2007 champion Frenchman Cyril Despres.

For aesthetic purposes I’m keen to find out how the Chinese Manufactured Bikes JinCheng and its representative New Power Team get on. Anyone who has travelled to Africa lately will have noticed the scope and reach of JinCheng in Africa's transportation market. Writing this piece, I have never seen a JinCheng Enduro Bike, I'm intrigued.

Moving on to the Trucks, and the the only team of prominence is eight time winners Russian (that's The Russian Republic of Tartastan) Kemaz Masters Team. The Kamaz Master Team will be taking three trucks into the Dakar hoping to build on last year’s victory by Firdaus Kabirov, and probably convince Daimler AG who own a small share of the company that they are worthy of a bigger investment by the Germans.

The Dakar Truck 2009 Champion Kabirov will handle Kamaz Truck number 500. The "Tsar" of the Dakar Vladmir Chagin will drive in Kamaz Truck number 501 while the third Truck number 505 will be driven by Mardeev IIgazar. We should see how everyone gets on after the 14 stages. One thing is certain, despite a perpetual body count that seems to increase annually, the Dakar in South America will only get bigger, lets hope nothing else spoils it for everyone.

A Ferrari Racing The Nurburgring.

2009-12-28T17:45:00.000Z

I recently came across a Ferrari Enzo on-board video doing a quick lap around my favourite track, the Nurburgring. Whilst I'm always intrigued by the latest time trial by a any number of Supercars racing around the legendary race track I felt especially interested on this occasion because, 'hate or love them, there's nothing quite like a Ferrari.

I say this as an individual whose spent a considerable amount of time refusing to fall in lock step with ubiquitous Ferrari sycophants, and only recently started to grudgingly appreciate the Ferrari pedigree. To emphasise my past view of the 'Cult of Ferrari' as I termed it, a while ago, I went into the Ferrari shop along Regent Street London and walked straight out. I hated the superficiality of it all, the merchandise seemed as kitsch as those dreadful 70s unpopular Ferraris owned by middle-class members of a Ferrari club up North. I used to loath those pretentious Ferraris, if one can suggest that there is such a thing as a 'pretentious prancing horse' without being placed against the wall and shot.

But, I also remember as a youngster watching a music video of the funk band "Cameo" in the 80s. Many aficionados will remember Cameo for the track 'Word Up' and rightfully so, it's a classic. I preferred Cameo in the 80s for the track "Attack me with your love" (1985). I especially remember the video for the track. The first shot was of a Ferrari 308 GTSi driving along what I presume to be a New York Avenue. The Car shot from the side was a powerful statement of 80s excess. Later, I found out it was Tom Selleck's favoured ride in Magnum P.I.

I never watched Magnum P.I. In regards to the 308GTSi, I've decided that this particular Ferrari is an unrecognised classic that will one day be revived. Plus ca change, plus c'est meme chose.

I've become a bit of a Ferrari spotter. By no means am I an avid Ferrari enthusiast and I don't support the the F1 team. In fact, if it wasn't for all the fuss being made about the return of Michael Schumacher, and the undercurrents of Teutonic nationalism involved, I would have nailed my banner to Mercedes GP.

However, I like the historical philosophy behind the Ferrari F1 team, 'Ferrari sell Supercars to fund Ferrari Race cars rather than vice versa. That philosophy is bullishly puritanical, and as a consequence committed to pure beauty by design. I'm inclined to believe that without Ferrari in F1, there will be no F1.

The technology of F1 combined with Ferraris' philosophical attitude to racing is captured most explicitly in what I consider to be one of Ferraris' most prosaic designs to date, the Ferrari Enzo. Unlike other statements of power and beauty combined, such as the Ferrari 275GTB, Ferrari California , Ferrari 599 Fiorano, and the exceptional 599XX (bow your head), the Ferrari Enzo is a brutish thing to look. I'll readily admit I'm rather fond of the Enzo with matte black colour scheme but find the traditional red Enzo's quite vulgar. If I'm not mistaken Jay Kay, who I must admit has exquisite taste in cars (he likes the Mustang GT350) has a black Ferrari Enzo. Although, Mr Kay ran into a bit of bother when a chef took a disliking to his incessant banter and took out his frustration on Jay Kay's windscreen earlier this year.

Aside from my aesthetic standards that mean very little, there's no denying that the Ferrari Enzo was built for racing race tracks and Monte Carlo. Being, male, middle aged and rich with a motorcycle is so passe. The Ferrari Enzo, which I personally consider to be the blood descendant of the Ferrari F40 is an F1 car. Considering Enzo Ferraris' philosophy, why else would this particular car bear his name? The video of the Ferrari Enzo being driven at break neck speed is representative of what the car was really built for.

Azhar and The Green Racing Machine. The Electric Motorcycle.

2009-12-20T20:40:00.001Z

By Charles Oladeji.

The grand exhibition of engineering and innovation in motorsports called the Autosports International will take place in Birmingham, UK between the 14-17 January 2010; the exhibition is in its 20^th year and is a highlight within the Motorsports Industry. A day before this much anticipated event; a more muted but equally relevant event should also take place.

The event known as the 4^th European Cleaner Racing Conference is supported by the Motorsports Industry Association (MIA), Autosports International and the UK Trade and Investment Department (UKTI).

According to an MIA press release, the conference ‘will bring together key individuals for an Energy Efficient Conference and Showcase of the UK’s current and innovative engineering responses from motorsport to energy efficiency demands’.

There is an interesting line up of speakers being put forward; principle amongst them of course is the UK’s Minister of State for Science and Innovation Lord Drayson (Drayson Racing). In addition, there’s legendary Engineer Ulrich Baretzky (Audi), and the Acura LMP1 (Patron Highcroft) Engineer Nick Wirth (Wirth Research).

But in terms of seeking zero emissions in motorsports through innovation, and then converting innovation into mass action, the most important speaker at this conference will probably be Azhar Hussain.

He is the founder of the TTXGP which held a zero carbon emission electric motorcycle Road Racing tournament called the eGrandPrix. The inaugural competition took place on the Isle of Man in June and been universally recognised as a success. The TTXGP is being driven forward by Hussains’ shared vision with others within the motorcycle industry and his project has been gathering significant support.

However, despite the star quality of this particular event, Green Racing on the whole remains a side- bar when motorsports is put in perspective. An applicable analogy to the existence of Green Racing in motorsports could be presented thus: it’s like being presented a large 32oz juicy steak, with a side order of green salad. Green Motorsports (zero/low carbon emission racing) of course, ‘being the salad’. Apologies to vegetarian readers.

According to the MIA (Motorsports Industry Association) the body that represents the interests of motorsports in the UK, the industry brings in about £6 billion (9.7 billion USD) into the UK economy. £3.5 billon is exported around the globe, and 30% of the total is ploughed back into R&D (2009). Central to the UK’s dominant role in motorsports is the area known as “Motorsports Valley”, the hub of the industry located primarily around Oxford and Southern England.

In regards to low emission technology, the principle focus of the ‘Motorsports Valley’ (like other such entities on a larger or smaller scale) has hitherto been to reduce emissions, while not being too overly ambitious during an economic downturn.

The Motorsports Industry has suffered setbacks like any other global industry, but considering the forecasts and uncertainty that initial ruled de jure, surprisingly, the industry remains relatively stable. There’s been structural consolidation taking place within the industry, but nothing like a cataclysmic collapse, or structural implosion thus far.

Green Racing has been included within that consolidation; in fact it’s been given the appearance of a central role. The banner on the MIA website advertisement says “The Race has gone Green”, this is hyperbole indeed.

Green Racing is relevant because its abandonment would be politically damaging to the industry at large. Nonetheless, a widespread adoption of Green Technology in motorsports has been painstakingly slow. With all the variables considered in depth, one could conclude it is rightfully slow.

Within that context, electric motorcycle engineering is expanding rapidly, and motorsports provides the ideal platform to showcase innovative ideas. The TTXGP is emerging as a world leader. Not only is it at the forefront of a new popular motorcycle road racing event with an illustrious history, it has decided to diversify into electric car road racing. The Premiere electric car road race called the EMXGP is scheduled for 4-6 of June in Paris.

Although this event in itself will represent a milestone in the advancement of zero emission racing, it worth noting that the electric motorcycles generate a top power of approximately 100hp with significantly lighter weight than Automobiles. However, the efficiency of electric cars has been demonstrated in mobility by the Tesla EV.

Rather surprisingly (or not) the FIM (Federation Internationale de Motorcyclime) who had initially joined forces with Azhar Hussain at Isle of Man eGrand Prix in June decided to cut the cord with TTXGP last November. The details of the spit are sketchy; however, on November 23 the FIM President Vito Ippolito announced the creation of the FIM e Power International Championship under the aegis of Claude Danis of the FIM’s Road Racing Commission (CCR).

Despite the split, TTXGP can remain confident, as most commentators believe that the TTXGP has a significant head start. Just recently, it has added four more Italian events to its 2010 schedule announced by Paolo Sesti, President of Federazione Motociclistica Italiana. In addition Mission Motors an electric superbike manufacturer at the cutting edge of electric motorbike technology committed to the TTXGP earlier this month.

The break between the TTXGP and the FIM is a good thing if viewed as positive industrial competition to create zero carbon emission racing. TTXGP has an opportunity to become the leading company within the industry without the politics of the FIM. However the FIM has presumably more financial resource and greater access to governmental and non-governmental bodies. Whether Azher Hussain and TTXGP can sustain the pressure of the FIM in the long run is a hard one to call. Either way it’s a move in the right direction if only to provide an alternative.

Providing an alternative lightweight motorcycle (weighing 45Lbs) , a reduction in noise pollution and zero emissions was former NASA engineer Neal Saiki’s raison d’être when he create Zero Motorcycles in California. The Zero X electric motorcycle designed by Saiki has been featured on Jay Leno’s Garage show and was the impetus for the premiere “24 hours of Electricross” in April.

The 24 hours of off road endurance racing had 10 teams participate, and was made possible by the absence of noise pollution at the Santa Clara Fairgrounds during the competition. There are noise ordinances in place at Santa Clara due to the close proximity of residents.

According to reports, Saiki claims his battery operated bikes are so environmentally friendly you could digest the contents of the lithium ion battery without doing yourself any serious injury.

The next event in 2010 is yet to be announced.

Schumacher, the Ideal 'German' Driver.

2009-12-19T09:59:00.000Z

By Charles Oladeji.

According to reports, Nick Fry, CEO of the newly formed Mercedes GP has confirmed that the F1 Racing Team is in negotiations with Michael Schumacher, and a substantial amount of Euros are being put forward in order to secure his services. The drama surrounding Michael Schumacher’s supposed return to Formula One is reminiscent of recent furore that drove the rumour mill accompanying Danica Patrick and NASCAR.

In both instances the outcome would appear to relegate driving ability to a secondary concern, behind commercial interests and marketability. On Friday Danica Patrick tested a JR Motorsports Stock Car with the Automobile Race Club of America (ARCA) at the Daytona Beach. The Media excitement over her decision to drive Stock Cars has followed her there, and will not subside for some time. Danica Patrick has won one race in IndyCar, but more importantly, she’s good-looking.

Unlike Danica, Schumacher has a formidable track record, thus the clamour for his return to F1 is based on past merit. It is also emboldened by a hint of German patriotism, and nostalgia for the famous Silver Arrows. But, the amount of money being poured into Mercedes GP, suggests there’ll be no short-term gains for the team. Certainly not the type envisioned by JR Motorsports (Hendricks Motorsports) when it pursued and persuaded Patrick to drive in the 2010 NASCAR National Series (NNS).

However, with the 20 million Euros being reported as Schumacher’s salary on his return to racing with Mercedes, the cost of Formula One to Mercedes seems to obscure the reality of a sport, which has thus far proved too much for Honda, Toyota Motor Corp, Bayerische Motoren Werke AG, Renault (?) and Bridgestone Tyres who will withdraw in 2011.

After Brawn GP secured both The Constructors and World Championships, the Brackley based company still had some substantial debts to service. Prior to winning the Championship in Brazil, Ross Brawn was in favour of a cost cap on team spending opposed by Flavio Briatore former Renault Team Principal, warning against the prospect of a ‘two tier Formula one’.

Brawn-Mercedes refused to pay Jensen Button’s meagre wage demands. The wage dispute ended with Button leaving Brawn for Mclaren and Nick Fry publicly accusing Button of disloyalty, for putting his own needs before the Brawn GP. However, with German backing and the prospect of getting Michael Schumacher in the Drivers seat things seem to be different.

Nowadays, Nick Fry can afford to mention wages in the region of 20 million Euros with the casual air of ‘business as usual’. It takes me back to the time I read a criticism by Dr Zetsche of Mercedes Motorsports buying into Brawn GP.

When I saw headlines of the Daimler AG boss Dieter Zetsche’s critique of Norbet Haug’s decision to acquire a 75% stake in Brawn GP I instinctively sought to avert my attention from it. After all, Brawn GP had just been through the ‘hell’ of Formula One budget racing.

Daimler AG will control 45.1 % (Aaber of Abu Dhabi will have 30%) of Mercedes GP, so on closer examination of the good doctors argument, I found some of the issues he raised quite valid. ‘Was a F1 team necessary during an economic downturn in which Mercedes factory workers we’re in fear of losing their jobs’?

It’s reported that Dr Zetsche has since wrote to members of the Daimler Board, softening his tone and position. In his letter he claims to be in favour of the acquisition by Mercedes Motorsports because in the long run there’s a plan to consolidate Formula One cost within the region of 60 million Euros by 2011, which is about a ‘quarter’ of what their total cost have been in the past.

One wonders how paying the astronomical amount of 20 million Euros to a Driver pushing forty, fits into Mercedes GP’s plan to reduce overall costs by 2011. The heart is ruling the head, and that can’t be good business practice, unless you’re Schumacher.

Therein lies the difference between Danica Patricks’ long drawn out move into NASCAR, and Michael Schumachers protracted return to F1. While, Danica Patricks’ (part-time) move to NASCAR is unashamedly about the money; conversely, Michael Schumachers’ much anticipated return to Formula One is a bizarre mixture of Teutonic pride and an inflexible nostalgic adherence to what constitutes the ‘ideal Formula One Driver’. The money being thrown at this ideal Driver is just another minor detail.

Schumacher, the Ideal 'German' Driver. | The News is NowPublic.com

2009-12-18T23:20:00.000Z

Schumacher, the Ideal 'German' Driver. | The News is NowPublic.com

Mazda. A Pillar of Motorsports’ Great Society.

2009-12-15T20:40:00.003Z

By Charles Oladeji.

Earlier this month, at the 2009 Performance Racing Industry Show (PRI) Orlando, Florida, Gary Rodriguez founder of the Star Mazda Championship, Rodger Bailey, Director of the Indy Lights Series, and Dan Andersen, of the Cooper Tyres USF2000 jointly announced the creation of a Drivers career ladder called ‘The Road to Indy’. The announcement was as idealistic as President Lydon B. Johnson's vision of The Great Society in the 60s. Hopefully, it will be more successful.

This new development program is designed to provide a clear ladder structure for US based aspiring Open Wheel Drivers. The adopted ladder development program will create a structured career passage beginning with the USF2000, progressing through the Star Mazda Championship, Indy Light Series , then hopefully on to the IZOD IndyCar Series.

At the centre of this new founded ‘feeder ladder’ are Mazda Motorspeed Development and the Goodyear sponsored Star Mazda Championship Series. The 2009 Star Mazda Championship was won by British Adam Christadoulou of Lichfield UK, who duly expressed his utter disappointment at not winning the Mclaren Autosport BRDC Award...on his Facebook page.

Christadoulou losing out to Formula Renault UK Champion Dean Smith won’t bring forth great cries of injustice anytime soon; however, it does shine a light on a very important aspect of modern motorsports that often overlooked. It shines a light on Mazda mobility and motorsport.

For me, Mazda in motorsport is like a former dependable Chelsea FC mid-fielder of old called, Claude Makalele. Now, Claude was never going to go forward and score a lot of goals for the team, but, the team felt secure when he was around. He did the simple things right, he demanded the ball off the opponents, and supplied to his team mates. Mazda is the Claude Makalele of motorsports. Yet, one has to pay a great deal of attention to notice the role they play.

In the UK, Mazda MX 5 racing is a potent symbol of grass root racing. Even if the event itself may appear mundane and laborious to watch from the sidelines, it draws participants to it like many other race clubs around Britain. There is a plethora of racing clubs to choose from should anyone be inclined to, in fact there might be some difficulty in getting in to one. For despite hard times all around, it’s been reported that membership of race clubs in the UK are stable.

Mazdas MX5 club racing is not the sole means of low cost motor racing, but it’s been at the forefront for many years in both Britain and America. From the bottom to the top of the Road Racing however, ‘Mazdaspeed Motorsports Development’ has functioned somewhat inconspicuously as a career ladder provider, and racing league feeder for Road Racing Series in Europe and America.

Mazda has cultivated what can be described as a ‘cult following’ within motorsports, which transcends the deceptive perception of small provincial race club meetings.

Mazdas has a proud heritage in motor sports best expressed by one commentator who wrote ‘Mazda is the brand choice of road racers across America. On any given weekend, there are more Mazdas on the road tracks of America than any other brand. Every Mazda has the soul of a sports car’. There appears to be a benevolent “cult of Mazda” taking place. It is epitomised by an event put on by Southern Californian RX Club now in its 12th year called ‘Sevenstock’.

Although the term ‘Sevenstock’ could imply it’s primarily dedicated to a Mazda RX 7 Car-Club meeting’; in fact, it’s a lot more expansive than that. These annual meetings endeavour to put on a show of an eclectic collection of Mazda car models. There are kitsch classics like the 1967 Cosmos, Critically acclaimed favourites like the 1970 RX 4 and concept cars like the 2009 hydrogen fuelled RX8. The last get-together of Mazda enthusiasts for this event outside the Car Manufacturers West Coast Headquarters took place in September 2009.

This event may represent many things to Mazda aficionados but it is more a celebration of Mazdas’ dedication to a specific engine build. The engine isn’t a large or small sized piston block; on the contrary it’s a Rotary Engine.

At the heart of the Goodyear Tyres Star Mazda Championship is Mazdas’ Regenesis Rotary Engine capable of delivering 250hp. However, within the context of that sacred Rotary Engine created by Felix Wenkel over 40 years ago, Mazdas’ motorsports, mobility, history and aesthetics are adjudged worthy of a cult status. On display at the most recent Sevenstock event was the Mazda RX729P, a Road Racing GTP (1992), which was ceremoniously driven at Leguna Seca by Patrick Dempsey in August. Dempsey, who has benefited from some of Mazdas’ Driver development program, operates ‘Dempsey Racing’, and drove a RX8 in Grand Am Rolex Series last year.

I agree with Jeremy Clarkson who reviewed the RX8 for Top Gear. It is an impressive car, although I have never driven one. Nonetheless, when I heard the motor inside an RX 8 pass behind me, without so much as a glance for confirmation, I knew I had just heard the distinctive rev of a Wenkel engine.

People who appreciate Rotary Engines as I do are often impressed by the intricate engineering involved. In 2006 Keith Collantine of F1 Fanatic lamented the lack of Wenkel Engines in Formula One, despite its proven success at Le Mans 1991 with the 787B. ‘It’s a classic example of an innovation that could have benefited enormously from being perfected in the white heat of technological progress that is Formula One” wrote Collantine. But, would F1 have benefited from the Wenkel Engine? That is the question.

Lamentations over Formula One and a nostalgic affection for Mazda GTP’s is only part of the picture as we move into 2010. The feeder series ‘Road to Indy’ is important to the future of motorsports, just as is, the quest to find low carbon emission racing fuel.

Road Racing is where Mazda is most visible. Mazda Motorspeed joined Dyson Racing last year, and in collaboration with sponsors British Petroleum (BP), they’ve all seized the opportunity to try out BP’s advancements in Biofuels.

The Lola chassis B08 86 ( LMP2) with a MZR 4 in-line engine developed by Advanced Engine Research (AER), competed in the last race of the ALMS season (Road Atlanta) with an advanced Biofuel formula developed by BP. The new formula developed by Dupont and BP fuses Biobutanol and regular petrol with similar emission reductions results to Ethanol.

Although the final race of the ALMS was stopped early due to the weather in Atlanta, the fuel tests conducted by Dyson Mazda Racing and BP were considered successful and will be continued in 2010. Considering Mazdas’ contribution to motorsport history; Mazda is duly acknowledged as a pillar of motorsports’ society.

Motorsports, E85 and COP15

2009-12-11T11:51:00.000Z

By Charles Oladeji.

COP 15, The United Nations Climate Change Conference currently taking places in Copenhagen (7-18 December) will use some 40 flex-fuel V70 and S80 Volvos amongst other diesel low carbon emission cars to shuttle officials around. Flex-fuel refers to an engine power-train that can use both high octane and bio-fuels like Ethanol (CH3CH2OH), thus, allowing a choice between good and (necessary) evil where the environment is concerned.

I’m fascinated by the science, research and opportunities of Biofuels in both mobility and motorsports. I’m also a fan of Drayson Racing, not so much for its racing accomplishments, but rather, the spirit in which it participates in motorsport.

In the TV Series ‘Licence to Le Mans’ I observed (Lord) Paul Drayson embrace a passion of motorsports beyond being a simple “petrol-head”. It’s a passion I fully comprehend. To my utter disappointment, it’s more than I can say for Tiff Needell.

Although I still consider him the “thinking man’s Jeremy Clarkson” I’m disappointed in Tiff. While on assignment last November, I covered the MPH/ Top Gear Live Show at Earls Court London. With Fifth Gear having lost out to Top Gear and being subsequently dropped from Channel 5, I found dear Tiff in the middle of a small group of on lookers at the MPH auto hall about to begin a consumer warm up show.

To my chagrin, Tiff launched into a coy pseudo-right-winged-populist rant against Al Gore and Climate Change science of the type Rush Limbaugh would have applauded. I assumed his being surrounded by Ferraris, Spykers and Zondas must have gone to head.

I wouldn’t have minded if I hadn’t seen him sometime earlier in “Licence to Le Mans” enthusiastically talking up Cellulosic E85 and its green credentials. I thought to myself “dude, I just saw you waxing lyrical with Paul Drayson, even your brother was on the show, what the hell happened to you?” I left while he was still speaking.

I, on the hand, moved by Paul Drayson’s determination to drive at Le Mans with only one good eye, wrote to Drayson Racings’ PR Officer requesting a job. In my application I wrote something to the effect of “my greatest reward would be the sensory delight of Sebring, Leguna Seca, Lime Rock or St Petersburg (Florida)”. I was gracious turned down, but I remain a true believer in Lord Draysons’ mission, even more so since Drayson Racing moved up to the LMP1 class in the ALMS.

But despite my support for Drayson Racing, I’m nervy about the proliferation of Ethanol while it’s being touted as a panacea to the planets fuel problems. E85 is the most popular form of commercial Ethanol combining 85% Biofuel with 15% fossil fuel.

The Indycar Racing League prides itself on being run on 100% Ethanol. E85 is either being adopted or seriously discussed at the top level of European and American motorsports. However, I have some subjective reasons to be weary Biofuels, especially E85. In fact, I consider the unregulated expansion of E85 beyond motorsports quite ominous.

Unlike Cellulosic Biomass Ethanol which uses organic waste from trees and leaves or US Ethanol produced from Maze fermentation, Brazilian Ethanol is a product of sugarcane, and is therefore cheaper to produce on mass.

I love refined sugar, but absolute loath sugarcane. In Africa you’d see sugarcane being sold in its long thin bamboo shaped form along the golden dusty roadside. You’d order some sticks, cut off the bamboo skin and chew the insides, supposedly enjoying the juicy sucrose before spitting out the remains. I hated it.

Furthermore, I’m uncomfortable with the role of sugarcane plantations in history. As a youngster, one particular image always stuck with me. It was an old drawing of Nubian slaves, chained at the waist, with two long poles on either side of their heads in a single file. What struck me most was the terrified look on the slaves eyes who had holes drilled through their upper and lower lips and padlock inserted through. I was informed by someone that the lips had been padlocked to prevent the slaves from eating the sugarcane on the plantations.

Whether this image was a caricature or not I still rank sugarcane plantations amongst some of the worst excesses of mankind. I fear those excesses, involving slave labour and the flagrant abuse of human rights will re-emerge through a modern day South American ‘sugar-rush’.

In 2007 Bloomberg TV aired a programme called “Deadly Brew- The Human Toll of Ethanol”. Unfortunately the programme seemed like blatant propaganda by an unscrupulous American business network in the pay of the Oil Companies. As such, some of the more salient points involving the human cost of South American Ethanol were lost in translation. The entire focus of the documentary was on Brazil’s Ethanol industry.

Brazil is at the forefront of sugarcane Ethanol production. It has the land, raw material and expertise. Its delegates at COP 15 are on the hard sell, and claim ‘Biofuels are the only real alternative to fossil fuels’. Brazil is reputed to have reduced CO2 emissions by some 800 tons over 30 years. Furthermore practically all cars in Brazil run on Biofuel.

Brazilian former Grand Prix and IndyCar favourite Emerson Fittipaldi is a great proponent of Ethanol; he’s also heavily invested in the industry. People such as Steve Case, Co founder of AOL and Vinod Khosla founder of Sun Microsystems have invested in Brazils’ Ethanol industry (Brenco) since 2006.

Lula da Silva is an Ethanol evangelist claiming “Biofuels are the effective weapon in the fight against global warming”. Yet, things are never that simple when one is trying to combine the needs of the climate lobby with the expressed needs capitalism.

If the current amount of land in Brazil dedicated to Ethanol is about 4%, should it double or triple in future, it will also require fertilizers to grow more sugarcane for production. Unless the Nitrogen needed in the fertilizer is also produced in carbon free industries the whole purpose is of Carbon reduction will itself be reduced to profit making.

If singular profit motives override the plural purpose of CO2 reduction, then we are all back we started. The harsh realities of Ethanol production will be kept as secret from the public as the location of your local Chinese sweat-shop.

So, despite a clamour for Biofuels, I would welcome a sporadic and limited introduction of Ethanol in motorsports, before gradually moving onto mobility at large. If COP 15 gets involved, it should impose regulatory safe guards, and not simply give in to Brazilian interests. Otherwise, we could all end up directly or indirectly on a sugarcane plantation.

Chess or Checkers? The 2010 Refuelling Ban.

2009-12-09T11:57:00.003Z

By Charles Oladeji.
On a number of occasions Lisa Lilley has made it public that she considers herself lucky to have one of the most coveted jobs at Shell. Any attractive female in her early thirties blessed with English rose pallor, will generate more interest than some inconspicuous bloke (usual with an unwashed beard) in a highly specialised technical profession.
An Engineer by profession, in her celebrated role as Shell’s Technical Manager for Scuderia Ferrari, Lisa Lilley is at the forefront of Shell V Power fuel collaboration with the popular F1 team. Her good looks have undoubted raised her media profile; let’s face it, I’ve never heard anything from Mclaren or Williams Fuel Technicians. I can’t confirm or deny whether they exist. Conversely, by the time this article was being written by me in December 2009, Shell Motorsports’ final Twitter update (November 18th ) urged it Twitter followers to engage in ‘fuel blending’ with Lisa Lilley.
Kinky stuff. I’m almost tempted to conclude Lilley is to Shell V Power what Danica is to go.daddy.com, but such a comparison might be considered grossly unjust, if not grotesquely licentious.

Lilley continues to be instrumental in the collaboration between Shell and Ferrari, but even in the absence of empirical data one may assume Lilley’s work will become a lot more complex in 2010. She will undoubted focus on how larger fuel pay-loads deal with higher temperatures. She will need to keep the fuel specification right with the knowledge that in 2010, the F61 cars will go on for longer at 18-19000rpm. She will need to collaborate closely with other technicians regarding the cars’ weight and the added effect of tire degradation. This appears as strategic as playing Chess with Kasperov.
The strategic element of racing has had a pivotal part to play in F1 even if its reintroduction was opposed in 1994 by some prominent members of the FOTA. Ironically, it was forced through at the time by Ferrari, whose CEO Luca di Montezemolo is the current FOTA Chairman.
But, what the FiA refuelling ban will do is push racing strategy back into the dark corners of Formula One mechanical operations. Contrary to some commentators who believe ‘strategy is at an end’, I believe it will only become more reclusive, and force R&D to become less democratic.
Refuelling strategy as I read somewhere has had ‘an intellectual input’ on Formula One, and despite the financial costs on FOTA members I’m inclined to agree. I also agree it might have appeared a bit complicated at times. But, it had a redeeming quality, it was like watching fast-paced-precision-driven Chess on wheels, and then watching the other teams’ strategy while adapting to it. With the ban in effect next year the only obvious strategy will be tire preservation.
Fernando Alonso, Ferraris’ golden boy recently said as much. Sharing his thoughts from a Drivers perspective on the refuelling ban, Alonso says he doesn’t believe it will be that decisive in the ultimate outcome of GP races. On the other hand, the tires will need some extra attention which might require some adapting. ‘The important thing is to look after them (tires) in the first 10 or 15 laps the first stint” Alonso says.

This simplistic overview by Alonso is refreshing, yet it reflects the attitude of a full-throttle Checkers player. The technical composition of the 2010 F1 tires is pivotal to the success of refuelling ban.
Bridgestone Tires has released a statement regarding additional work needed on it's 2010 supply, in order to compensate for the much anticipated heavy burden on the cars. According to Bridgestones’ Chief Engineer Jun Matsukaki ‘there was a lot of running with heavy cars to simulate heavier fuel loads of next season so we gained useful data from this”.
The refuelling ban and additional weight has meant renewed attention being given to the diameters and width (narrower front tires) and compound composition (durability) of the 2010 Potenza Tires. The refuelling issue will be at the forefront of Bridgestone Tires concerns before a group test scheduled for February 2010 in Valencia. Bridgestone has referred to the current adjustments as ‘additional tweaks’, however, Chess or Checkers, It’s all in the game.

Schwarz, Hiemer and the Skoda Octavia.

2009-12-07T11:16:00.001Z

By Charles Oladeji.
As I walked through Greenwich Park’s southern gate entrance situated across the road from Blackheath I encountered a Skoda Octavia with green and white Rally Sport livery.
To my detriment, I'll choose to ignore the sound advice offered by the great Harold Evans (Essential English for Journalists, Editors and Writers) in which he warns against verbal viscosity, and write the following; I believe on a very personal level that amongst the many benefits attributed to motor sports, it brings forth a perpetual cognisance, and sense of aesthetic awareness, to our understanding of technology, history and mobility.
In other words, it attributes to some form of clarity in my everyday life.
Thus, no auto car with the slightest hint of racing livery is allowed to escape an enthusiast’s critical eye, often leading to more in-depth research and greater historical analysis. Dare I write it’s a bit like train- spotting, but be advised, should you dare make this analogy in the presence of another auto enthusiast there’s a chance you’ll suffer some demonstrable act of violence.
I remember this summer being in rather unfamiliar territory; an affluent neighbourhood in Stockholm called Huddinge (Hund-ding-ger) to be exact, and almost scaling somebody’s fence in order to get a good photograph of a sporty looking maroon GT with racing stripes. Luckily I was able to curb my enthusiasm before I got into any serious trouble with any of neighbourhood residents. Let me assure you it’s twice a benign burden when your profession and hobby embraces automobiles and photography in unison.
So, I’m often in a ‘surreptitious state of alert’ when passing through Greenwich Park. Even though I broke my Olympus camera last month and haven’t got around to procuring a new one, I always have my mobile phone camera within reach on a hair- trigger-mode, having learned with great difficulty to adapt to its limitations.
Aside from bare trees and fallen amber leaves in Greenwich Park being instrumental in reminding me that I live in a wonderful part of the world ( till I move to California or Cannes), I have been fortunate from time to time to encounter some rare automobiles parked, in the Park.
Prior to this weekend, the last car to demand my interest was a 2009 Nissan Fairlady Z parked on the tarmac during this year’s annual Thai festival in Greenwich Park. I reckoned the car is rarer than a Nissan GT-R in London so I indulged in an impromptu examination of its ergonomic layout. However, as I mentioned earlier, yesterday my discovery in the Park was a WRC EVO2 Skoda Octavia, Circa 1999.
The car had no safety roll cage. Furthermore, it had all front and rear seats in place, which indicated to me it is not currently being 'raced' competitively. Aside from that, everything else about the car, including its original white rimmed rally wheels, was a bold declaration of a glorious racing past.

On both right and left rear windows, there was the name M. Hiemar (AB+) written above another name, A. Schwarz (O+), with AB+ and O+ being blood types in case of a serious accident.   Armed with these bite size facts I couldn’t help but dig deeper into the history of the car. For even if this particular model turned out to be slightly inauthentic, I was certain it would open up a much larger narrative. I wasn’t mistaken.
At the centre of this narrative is 46 year old German Rally Driver Armin Schwarz alongside his Co-Driver Manfred Hiemer, who both raced this (Skoda Works) Skoda Octavia EVO2 between 1999 and 2001 in the WRC.   Armin Schwarz’s Rallying career can be traced back to 1987; however he’s had an eventful career leading up to the present.
He recently participated in the 2008 SCORE International Off Road Racing event, featuring in the Unlimited Class races of both the Baja 500 and 1000.
He started racing with Co Driver Manfred Hiemer in 1998. However, the Skoda Octavia EVO2 stats during 1999 WRC season are so unimpressive one could appear flummoxed as to why the Germans stayed with the car for two more seasons before moving on to Hyundai in 2002.
Of the nine stages of the 1999 season, the Skoda finished only one stage in 12th place without some sort of accident or technical failure. The 2000-01 seasons were marginally better with stage wins in each season but mediocre success overall.   It’s almost fair to assume even the elements conspired against the Skoda Octavia Rally bid.

In its final year during the Argentine stage of the WRC the car was parked up only for a Fire Truck of all things, to tip over crush the parked car seriously injuring Skoda’s CEO Jens Pohlman in the process.
When the German Rallying team of Schwarz and Hiemer returned to Skoda Works in 2004 , they joined mid season with a Skoda Fabia 2003 WRC homologation. While the Schwartz and Hiemer have moved on to bigger and better things, it’s good to see bits of their Rallying legacy in unassuming places like Greenwich Park.

Rally’s stock is going up in 2010.

2009-12-05T13:05:00.000Z

By Charles Oladeji.

It’s now official. Kimi Raikkonen will do what the more perceptive amongst us suspected he would do since the day he decided to roll out his S2000 Abarth Grande Punto and participated in the penultimate (Finnish stages) of the 2009 WRC. I remember watching Raikkonens’ relaxed body language after he crashed out during a race session and being impressed with the ease at which he conversed freely with his fellow countrymen. His facial expression seemed a lot less stoic and Spartan than we’d become accustomed to in Formula One. By the way, the day I saw Raikkonen’s acclaimed Abarth is the day I vowed ‘to get me an Abarth’.

So, as soon the rumours emerged, and I’m writing about the very early rumours when sources were still pretending to be totally unaware of Alonso leaving Renault to replace Raikkonen at Ferrari; I felt Kimi’s heart was set on leaving F1 and joining the WRC. The one thing that could persuade him otherwise would be a drive with Mclaren. That wasn’t going to happen unless the price was at bargain basement value for Mclaren, so it’s fair to say in retrospect, the whole enterprise was doomed from the beginning.

The one thing that did catch me unawares was Raikkonen joining the Junior World Rally Championship (J-WRC) with Red Bull/Citroen, rather than the FiA WRC proper. This is probably an indication that he’ll spend more than one season rallying then move up to the WRC. Furthermore, it’s probably an indication he’ll still be involved by the time Valentino Rossi leaves MotoGP and eventually joins Rallying like his father before him.

The wire’s been buzzing with the news of Raikkonen, and it’s served as a catalyst for other rally news being flushed out on to the net. The United States Rally Championship (USRC) has chosen to announce the six stages of its rally competition which will stretch over 10 months. The USRC will begin with a winter stage in New York on the 23-24 January and finish in Arizona between the 1-2 October. Additionally, there’s rumour of a slight possibility that some 2010 Mustangs might be tuned for Rallying in the U.S next year, that’ would be an interesting development to say the least.

Then, came some rather unexpected but welcome news for Rally enthusiasts such as myself. Ever since Subaru pulled out of the WRC in 2008 leaving Petter Solberg without a ride until he secured a Citroen C4 deep into the 2009 season, the only Rallying Subaru fans have really had, has been Ken Block pulling Kung-Fu-Gymkhana stunts in his STi.

Delightfully exhilarating to watch as Ken Blocks’ stunts surely are; Gymkhana is still comparable to a talented dude doing keepy-uppy at half-time during an England vs Brazil match. It’s good, but nowhere near the real thing.

However, the Intercontinental Rally Challenge (IRC) has announced Subaru’s return to big time rallying in 2010. This means that Subaru will join a host of other well recognised manufacturers such as Ralliart, Peugeot, Honda and Abarth to name a few, competing for the IRC title. It’s exciting news for those Rally fans who have been mourning the loss of their beloved Impreza /WRX /STi on the main stage outside of North America.

Acknowledging Subaru’s cult following, the IRC’s General Manager Marcello Lotti commented “we are very honoured to welcome Subaru competitors into the IRC family which gets bigger and better. Subaru is an iconic name in motorsports, which has been the mainstay of customer competition for many years”. Subaru’s legendary Director of Motorsport Shigeo Sugaya also added “we are happy to join the IRC, a series we have been keenly observing since its creation three years ago”.

Will Prodrive thrive or nose dive in Formula One?

2009-12-04T22:08:00.001Z

By Charles Oladeji.

There are so many things that I have procrastinated on. Some being more vital, thus requiring more immediate attention than others, some being no more than subjective fanciful endeavours, but all nevertheless considered by me essential to my understanding of life and its intricacies.

A procrastination which duly falls within the minor league of ‘things to do before I die’ has been my desire to read Alan Henrys’ book on David Richards called ‘A Driven Man, David Richards, Prodrive, and The Race to Win’ (2005).

However, I decided to rectify my complacency in that area, and as such searched for, and found the perfectly priced copy of the book on Amazon costing £2.82p. Yet, a further cause for procrastination has developed as Amazons’ package and posting seems extortionately more costly than the book on order - even with (bog) standard delivery.

Nonetheless, I can confide to all who may care to read that I’m determined to find out more about Prodrives’ ubiquitous CEO, because, though I have not read Alan Henrys’ book on him, I get the impression he is a driving force in global motor sports with a rare determination to get into places where others are desperately seeking to get out. By this I mean Formula One; and just like when Ford Motor CO was seeking to get out of Aston Martin, David Richards was seeking a way in, and subsequently found one.

My interest to David Richards formidable presence was reawakened after customarily glancing through the motor sports news online today (forgive me father Murdoch, for I did not pay), only to discover a reliable source hinting at the chances of Prodrive returning to Formula One.

David Richards has history in F1. He replaced Flavio Briatore at Benetton in 1998, and then got himself fired one year into the job by disagreeing with Benetton’s strategic direction. After Prodrive was brought in to manage BAR in 2002, he apparently prevented Jenson Button from moving to Williams, before he had a rather abrupt exit from F1 in 2004, as Honda took over a 45% stake in British American Racing (BAR). In addition, Prodrives’ 2008 application was also rejected along with others like Stefan GP, who it’s rumoured, may take over from Toyota Motorsports GMbH.

Prodrive’s limited success in Formula One is rather deceptive, and in fact comparable to Rodger Penske’s lack of success in NASCAR despite being legendary in Open-Wheel and Road Racing.

Since its inception in 1984, Prodrive, created by Ian Parry and David Richards hasn’t been far from all aspects of elite motor sporting in either Europe or North America. In Rally competition specifically, Prodrive won three consecutive WRC titles in partnership with the iconic Subaru, and continued to be instrumental in Subaru’s WRC Group N specification preparation, until the car manufacturer pulled out of the FiA WRC in 2008. Subaru recently announced that its iconic Group N Impreza will participate in The Intercontinental Rally Challenge (IRC) come 2010. In Australia, Prodrive continues to be involved in V8 Supercar Racing in partnership with Ford Performance Vehicles (FPV) competing in Enduro Races with other Ford Falcons and Holden Commodores.

However, a significantly visible bulk of Prodrives current presence in motor sports is in the partnership it has with Aston Martin Racing.

After Richards procured a significant stake of Aston Martin from Ford Motor CO, with the substantial backing (about $600 million worth) of Kuwaiti investment group DAR Capital in 2007, Aston’s visibility in motorsports has grown exponentially prompting Aston Martin Racing to confidently claim in 2009 to be the only racing manufacturer to “offer cars in every GT racing category”.

The Lola-Astmon Martin LMP1 with its Gulf livery took the 2009 LMS constructor title, and is as identifiable to racing fans as Nick Wirth’s LMP1 Acura in that green Patron Highcroft livery. With so much success outside of F1 and the dire prospects of having to deal with FOM, under Bernie Ecclestone off the track, and little chance of unseating Mercedes, Ferrari or Mclaren on the track, I fail to grasp why Prodrive is so ‘driven’ to get back into the Grand Prix at a time when even tyre suppliers are eager get out and hold on to the $100 million plus it cost them to stay in.

Experience aside, can Prodrive survive in such shark infested waters during a feeding frenzy, brought about by desperate economic times? I suppose that is what some “Driven Men” do at times, ‘they drive headlong over a financial precipice’. Yet, his optimism is of the “old-school can-do” variety as he writes on Prodrives website “while the world is going through a period of unprecedented economic times (....) one thing I’m confident of is that Prodrive will once again be winning both in motorsport and on the road”.

David Richards and Prodrives’ return to F1 could be facilitated by way of Renaults’ somewhat implicit desire to withdraw. This comes as no real surprise, as of late, whenever Renaults’ participation in F1 is pondered in public the news is more often than not ‘unimpressive to F1 fans’, to say the least.

In what may be interpreted as a declaration of Renault’s future direction and intent, CEO Carlos Ghosn has been asking ‘what’s it all about’?

Using an ominously visceral tactic to support the righteousness of his desire to see Renault withdraw from F1 he’s been quoted during a recent visit to India suggesting that F1 R&D is incompatible with present day concerns over global emissions. Carlos Ghosn would rather promote the prospects of an ultra cheap $2,500 Automobile collaboration between Renault-Nissan and Indian partner Bajaj Auto.

The fact that Ghosn, a cult hero in Japan credited with a bringing Nissan (or Datsun as Jeremy Clarkson insists on calling it) back from the dead has reverberated around the F1 media beltway.

However, should Renault decide to withdraw from F1, based on that emergency board meeting that took place in early November, it should provide Prodrive with that rare opportunity to ‘drive through’ another proposal to the FiA/FOM, as an engineering motor constructor team with the necessary infrastructure in place. While Prodrive believes it has the ability to provide 80% of components and systems for its cars, Renault would continue to provide the necessary engine requirements.

There is little doubt that David Richards is as driven as Caesar chasing Pompeii spoiling for a fight, but remember, “Caesar thou art mortal”. I’m tempted to write David Richards (as meekly as possible) and remind him of that old Chinese adage that says, “be careful what you wish for”.

On the Andros Trophy

2009-12-03T10:47:00.001Z

Those seeking an alternative to the confusion surrounding top level motor sports at present, should consider the Andros Trophy as a departure from the usual one dimensional high profile motor sports circuit, whilst engaging in an exciting multi faceted exclusive rallying competition. While the Andros Trophy doesn't lose any pomp and ceremony it still manages to embraces Green Racing, Race Tutoring, Snow Bike Racing, and Performance Rallying on ice circuits in the Alps. I've written an article about this fascinating competition on www.thecheckeredflag.co.uk posted on here . Hopefully it will provide some insight into this 20 year competition created by a French Jam and Compote industrialist, that has become France's première national Ice Rally. If by some miracle I get the opportunity to attend this competition over the weekend I'd give the readers a vivid account of the latest round of racing up in those snowy mountains as the Andros Trophy organisers are fairly liberal about spectators in the Paddock area. However That's up to the editors out there. Check out the video in the meantime.

Breaking Bad, Brad Keselowski

2009-11-23T23:11:00.001Z

By Charles Oladeji.

Just as the last race of the NASCAR Sprint Cup at Miami Homestead was about to take place on Sunday, I took to Twitter, searched out Brad Keselowski, and had the distinct honour of becoming follower number 1,487. Considering all the attention Keselowski has been getting In NASCAR, I was surprised to find the number of his followers on Twitter was considerable low within the context of his notoriety. I later found out he has another adjoining Twitter account with upwards of 3,300 followers which is still not a lot. However, building on Keselowskis’ career in 2009, there’s little doubt the numbers on each of Twitter account will jump considerably in 2010, if Brad Keselowski stays true to type and continues to ‘break bad’.

Next season Brad Keselowski (BK) who has gained an enormous amount of notoriety for his aggressive driving style as well as being unapologetic for it, will be part of the legendary Rodger Penske’s ‘Penske Racing’ Team. The trajectory of Keselowski career has been leading towards gaining prominence in well established Racing Team for some time now. In December 2008, just two years into being part of Kelly and Dale Earnhardts’ JR Motorsports in the Nationwide Series, Keselowski won the inaugural Most Popular
Driver award via popular voting by fans on NASCAR.com. Rumour was that he was to join Rick Hendrick’s formidable ‘Hendrick Motorsports’ team alongside Jimmie Johnson, until it became clear Mark Martin who is Johnsons’ current team-mate/rival showed no sign or intention of slowing down in the near future. Therefore, Keselowskis’ ultimate decision to join Penske Racing in 2010 is acknowledged as being the next best thing to joining Henrick. It’s worth noting that despite the legendary status of Rodger Penske in Open-Wheel competition, Penske Racing has never won a NASCAR title.

Aside from the more prevalent talking points during NASCAR’s 2009 season including Jimmie Johnson inevitably winning a 4^th NASCAR title, Mark Martin’s inspiring close run to Johnson, the complexities of restrictor racing at Talledega, and Juan Pablo Montoya finally getting to grips with NASCAR; Brad Keselowski has also stolen some headlines for himself allowing himself to be portrayed as NASCAR’s very own “Bad Guy”.

On the final race day of NASCAR 2009 in Miami (the Ford 400), Jimmie Johnson finally (as expected) clenched his 4^th NASCAR title, by passing the Chequered Flag in 5^th position. Considering all he really needed to do was finish in 25^th position, he was twenty places ahead of what was necessary. Meanwhile, Denny Hamlin secured his 4^th win in the Chase and finished 5^th overall. Brad Keselowskis’ replacing David Stremme in a Dodge Charger for the final three races in the Chase for Penske Racing finished in 25^thposition.

A day before the seasons’ finale in which all accounts were finally settled, Denny Hamlin was out to settle a much publicised score of his own with the young Driver who finished 3^rd overall in NASCARs Nationwide Series (NNS). During the final NNS race on Saturday, Keselowskis’ Number 88 Chevrolet finished 12^thin the Ford 300. It could have probably been better for Keselowski, but, for his sins, he had to endure some payback from Denny Hamlin driving his No 11 FedEx Toyota. Hamlin appeared to have deliberately sent Keselowski into two 360 degree tailspins on the 34^th lap, with approval and applause from various crews in Pit Lane; thus, leaving Keselowski with the task of having to fight his way forward from 38^th position back to 12^th. There were two significant points being stressed by Hamlin’s deliberate bumping of Keselowskis’ Chevrolet.

Firstly, Hamlin a former 2006 NASCAR Rookie of The Year was keeping his word. He’d told just about anyone who’d cared to listen he would and he subsequently did by “cashing in his chips” against Keselowski in Miami. Interviewed after the race Hamlin expressed surprise at having only incurred a “one lap penalty” though he had expected a ‘two lap penalty’ for his pre-meditated iniquitous act. Hamlin claimed he wanted to send Keselowski a message saying “I’m a man of my word”.

Secondly, most observers, especially NASCAR Drivers, agree with Hamlin that Keselowski deserved some payback, hence the universal approval of Hamlins’ action on Pit Road. The incident, albeit anticipated, was the inevitable culmination of a feud that has been brewing between Keselowski and Hamlin since Charlotte in 2008 when a mass brawl broke out in the Pits.

Since that race in Charlotte 2008, there have been about three other incidents including Pheonix and Dover, where Keselowski and Hamlin have locked horns, thus providing an alternative injection of excitement into the 2009 NASCAR Nationwide season. Seizing the opportunity to generate some hype, the media has been playing it up while tut-ting it’s disapproval on the sidelines. The more dramatic stuff has been blamed on Keselowski’s driving, which some believe, struggles to makes up for what it lacks in brilliance, by utilising raw aggression. According to sources, Keselowski has been culpable for drawing other Drivers into the mix with his aggressive driving style, thereby contributing to a universal disaffection for him by fellow Drivers.

Vociferous opprobrium alongside some muted admiration towards Keselowski was in part the reason why he had to attend a meeting with NASCAR CEO Brian France earlier this month to be reminded of how things work at NASCARs top level of racing. There’s little doubt that Keselowski is a rapidly rising star in NASCAR, and though avowed supporters of Keselowski seem to be in a minority at the moment, some have credited Keselowski with bringing back good old fashioned rivalry to racing. His battle with Hamlin serve as a reminder of a tradition of NASCAR racing that dates back to the first complete flag to flag televised Daytona 500 in 1979, when the Allison Brothers (Bobby and Donnie) clashed with Cale Yarborough and ghot physical. However, these are also very cynical times for NASCAR.

In what seemed to be an effort to appear cynically relevant; Commentator Tim Haddock writing in his LA Times syndicated Blog suggests the National Hot Rod Association (NHRA) is currently in a better position than NASCAR. The reason behind Haddocks’ assertion being Jimmie Johnson winning a 4^th consecutive NASCAR Sprint Cup title shows how NASCAR needs intense rivalry in order to eliminate mundane predictability. Considering the hitherto rivalry between Keselowski and Hamlin, add to that Montoya’s aggressive racing against all comers this year, Haddocks’ drawn conclusion on NASCAR appears populist but nonetheless misplaced. As an alternatively, he has the audacity to hold up Tony Schmacher who won his 6^th NHRA Top Fuel Championship against fierce opposition as being a more worthy, less mediocre Championship to Jimmie Johnson in NASCAR.

Firstly, the format for Drag Racing is almost an acquired taste. This racing format demands that barring contact with wall or exploding along the allotted straight lanes, the races are naturally very close. Hence, Reaction Time (RT) alongside Elapsed Time (ET) is factored into the equation (i.e. the Hole Shot). Even so, most of the commercially atractive action is limit to Top Fuel, Funny Car, Pro Stock and maybe some Pro Bike....in short burst of action.

Secondly, the NHRA is far from perfect and also subject to manipulation. Arguably more than others as it’s heavily dependent on it Sponsors. If a team in NASCAR had appeared to have thrown a race like John Force did on September 7 in Indianapolis, tacitly admit to it; and then be accused of doing so in public by another competitor the way Cruz Pedregon did; one can assume the consequences would been scandalous and very dire.

Numerous questions were raised about NASCAR in 2009, to a point where Brian France has had to come out in defence of ‘The Chase’ as a racing format, while rightfully giving credit to Jimmie Johnsons’ preparation for success with the Hendrick Racing Crew. However, no one can question Keselowskis’ commitment to the sport demonstrated on racing circuit to the frustrations of Denny Hamlin. So, while knowledgeable commentators like Tim Haddock make the obligatory pessimistic assessment of NASCAR in 2009, Brad Keselowski brings a much appreciated diversion. One can only hope he stays true to type in 2010 and keeps ‘breaking bad’ on Denny Hamlin.

Brock Beards' Intro for the Ford 400 Grid.

2009-11-21T21:45:00.000Z

I'm a admirer of a talented NASCAR commentator called Brock Beard over on Youtube. Brock puts together these great 'grid intros' prior to each race. This weekends' Ford 400 being the final NASCAR race for 2009, I decided to put Brocks' work up here in IBMsports as a sign of appreciation for all the effort he puts into his work.

I've personally and professionally benefited immensely from Brocks' work this year in terms of being able to put faces to every Driver on the grid at every current and relevant event; subjectively, I'm grateful and gleefully looking forward to next year in NASCAR armed with more facts that I've had in awhile being situated in London.

Another way of looking at Brocks' work is to gather from it as I have, how moments from this season in NASCAR actually reflect a contrary image to all the fuss that currently being made about it at present. The fuss being that NASCAR is somehow losing its appeal. I intend to write an objective piece about this after Johnson ( or Martin) grab the title on sunday.

In-between the 'grid intros' by Brock there are some short and sweet highlights that serve to remind some of us why, contrary to popular opinion, NASCAR still has a lot of appeal and might in fact be expanding beyond it's traditional fan base. Hope you enjoy the video.

Web Rides TV SEMA

2009-11-20T10:40:00.004Z

By Charles Oladeji.

I enjoyed and was tickled by this mini showing from Web-Rides TV at SEMA 2009. So much so that I couldn't help but re-post it up on IBMsports. Check out the Ken Block Snow Treading STi, 'pretty ugly', but you've got give a nod to the absurd as well as the absolutely brilliant on offer.

As I've often verbally mentioned or written, to anyone who cares to read or listen; in my humble opinion, most tuned Camaro's when compared to tuned Mustangs, are more fascinating to look at and speculate about, without being too disappointed when you get the actual tuning specifications.

There's an aggressive (plus) quality more apparent in a tuned Camaro which new Mustangs unfortunately, 'lack'. I'd still love to have (and undoubtedly keep) a heavily kitted Mustang GT500KR, or the Hurst tuned Mustang (also on display at SEMA in above video), but it seems to me that despite all the effort put into a tuned Mustang, the Horse Power never seems to measure up to what is promised from the beginning.

The Hurst Performance Mustang is good for only 445hp, to me that's mediocre. As such The 2010 HPE700 Hennesey tuned Camaro with a Corvette (LS9) engine capable of generating 700hp, is the car that stands out for me. Like Jim Halls' Chapparal Cars, the design is straight out of Texas, and from my perspective, tends to make that other tuned Pony Car seem pretty ordinary despite having it's sunday best on; that's including even one of my previous favourites the Cobra Jet . In a world with one American Muscle car to rule them all, I'd rather have a Camaro than a Mustang.

I guess I didn't make it to SEMA in Sin City this year but should be able to make the NEC in Birmingham for the Autosports International in January 2010. Hopefully, the Editor(s) should come through with some tickets. Till then, I'll keep my eyes open and ears cleared for anything interesting out there that isn't a total regurgitation of the same old talking points while the motorsport racing starts preparing for the challenging year ahead.

The Race Marshals.

2009-11-16T22:13:00.005Z

By Charles Oladeji
In retrospect the question put to me by Post Chief Richard Workman was a fairly simple one: “In a five car crash leading to a pile up, which Drivers do you attend to first?”
The answer, I was duly informed is this: ”I should attend to the Drivers who aren’t screaming or talking, because those quiet Drivers might be seriously injured or dying”.
The premise of the question reminded of Viggo Mortensen as Drill Master Chief Urgayle in G.I Jane (1997). During the intensive stress related induction of new recruits to the Navy SEALS he says: “Pain is your ally; pain will let you know you are still alive”.
I didn’t spontaneously answer the question, and I suspect Richard Workman, knew I would not be able to. Privately, I’ve never been great with ‘on the spot challenges’, what’s more I’ve failed numerous psychometric tests abysmally in the past. The question was just another amongst many.

Setting aside my IQ level momentarily, the more salient point had nonetheless been made. I was about to be involved, should I choose to continue, in a serious but ‘unpaid’ business. On Saturday 14^th of November I was in the midst of a rather ubiquitous yet unique club. It was the official last day of the racing season at Brands Hatch, and there I was about to, gain a close insight into the views and attitudes of those men and women dressed in orange alongside just about every legal motor race in the country. I was temporarily inducted and introduced to the world of Volunteer Race Marshalling courtesy of MotorSports Vision Racing.
It was wet, windy and cold. I was soaked through, in pain, and on the verge of going into shock from hypothermia. I will undoubted go back for more.
On the last day of the Formula One season at Yas Marina, I’d noticed a bunch of British Race Marshals had been flown over to Abu Dhabi. The Marshal chosen to be interviewed by the BBC claimed he’d been Marshalling for thirty years, (a common trend I later found), I wanted to know more but, with the prospect of free travel I found an added incentive.
I also had my ‘professional’ reasons for wanting to Marshal motor races. Principally, a closer look, and alternative perspective of motorsports supplied by people who have been involved at every level of motor racing, from Racing Club meetings to Formula One. What I was mostly concerned about was how established Marshals would react to me as an outsider. My apprehension subsided somewhat after I read the tone of the invitation I received from a lady named Mildred representing MSV.
When I arrived at Brands Hatch I found the other Marshals warm and accepting. I was placed in the capable hands of Post Chief Richard Workman by Mildred and from then on remained at complete ease with the people I met. In fact, such was their willingness to engage with me on subjects of Marshalling and racing, that I was slightly taken aback by it all. Could it be I was making new friends out in the sticks?
Many of these Marshals had seen it all. As I sat down for a brief breakfast at 7.00am with Mr Workman and some of the more experienced Marshals I found there was hardly any circuit in Europe they hadn’t indulged in their chosen vocation.
I asked, Nurburgring? Check, Zandvoort? Check. Spa? Check. Le Mans? Please, did I need to ask?
Mr Workman pointed out a Belgian member of the Marshal fraternity in his fifties, who’d travelled all the way from Brussels to Marshal the weekend races at Brands Hatch. There is a profound level of attachment to the cause which those outside the Marshalling fraternity may find hard to comprehend.   Later in the day I was paired with a young Scottish (Nissan) Engineer named Alistair, who’d also travelled all the way from Northampton to Marshal races at Brands Hatch. The dedication and fortitude of the men and women that participated in Marshalling is as endearingly eccentric, as it is patently absurd.
Alistair being a veteran of Marshalling (even though I must have at least ten years on him) explained how British Marshal Clubs differ from one circuit to another. Unfortunately, I then realised the Marshal Clubs are subject to that human failing endemic in any organisation; ‘politics’. There was sinking feeling as I realised that like most things in life, the more involved one gets, the more complicated the situation becomes. I contemplated this with a slightly heavier heart, until my spirits lifted when the roar of racing dominated the Brands Hatch Circuit.
The Racing in itself was very fast in the wet, there were few incidents, but it was extremely difficult to follow for a layman while marshalling. Events included the Cannon Tin Top Saloons, The Victor Meldrew Trophy and the Inter-marquee race. These events were a mish-mash of various Race Club types and engine classes.
I’d been interested in finding out about the Victor Meldrew Trophy specifically. It turns out it’s an easy going competitive race with a 40 second handicap for less powerful cars. It’s not taken seriously, and as such, nobody really knows what rules apply.   Even the Marshals who are usually much clued in found their knowledge wanting when it came to the Victor Meldrew Trophy. I enjoyed the noise. The main event was the Lotus Elise Enduro race, it was boring, even more so in bad weather.
Flag waving in gale winds is no easy task. In addition, the Marshals have to keep a keen eye on both major and minor racing incidents, signal cautionary messages and keep watch for the ever present Safety Car.   It’s not as simple as it looks. Keeping an eye out for the race leader about to lap another in the rain is extremely difficult. Even holding the ‘Safety Car' board in bad weather is quite energy sapping.
By the end of the last Lotus Enduro Race at Brands Hatch I was very cold, very wet and very tired. But I was also very interested in looking towards 2010 from a Race Marshals’ perspective. Writing about motorsports is what I love to do, just as much as the Marshals love living for motorsports. As a Writer I believe the closer you get to the ground for information the better. There’s lots of first and second hand information filtering through on a regular basis but a fresh perspective from the sidelines helps to create a complete picture.
When I applied to be a Marshal at Brands Hatch, I had very little to prepare me; but now I have a lot more to work with. Most importantly, I believe I had an opportunity to meet some of the nicest people in Broken Britain, dedicated to keeping motorsports from breaking .
For that reason alone I’m keen to Marshal at Le Mans should I get the opportunity. I might never race professionally and I hold no illusions about it. But, I find Marshalling takes commitment, and it really comes down to is a fundamental love motorsports.   I’d encourage everyone who supports motorsports to try it out.

If you're interested in marshalling Contact:

Pete Harding 750 mc 01206502064
57 Winstree Rd, Stanway, Colchester C03 0QF

Pete Rodwell BRSCC E.A 01394210735
8 Margaret Street. Walton Felixstowe Suffolk iPH 9EJ

Mildred Wiltshire BRSCC SE 02083021638
30 Oakley Drive, New Eltham London SE9 2HJ

Rebecca Harvey BARC 01264 882200
(Thruxton Circuit).

"I don't believe it". The Victor Meldrew Trophy at Brands Hatch.

2009-11-10T23:27:00.006Z

Lotus Endurance Saturday

14^th November 2009- Brands Hatch

09.00 – 09.14 Cannon’s Tin Top Saloons Qualifying

09.25 – 09.35 Victor Meldrew Trophy Qualifying

09.45 – 09.59 Intermarque Qualifying

10.10 – 10.20 Victor Meldrew Trophy Qualifying

10.30 – 11.00 Lotus on Track Elise Trophy Qualifying

11.10 – 11.24 Cannon’s Tin Top Saloons Race

11.35 – 11.49 Intermarque Race

12.00 – 12.15 Victor Meldrew Trophy Race

12.15 – 13.05 Lunch Break

13.05 – 13.20 Victor Meldrew Trophy Race

13.30 – 13.44 Cannon’s Tin Top Saloons Race

13.55 – 14.09 Intermarque Race

14.20 – 14.35 Victor Meldrew Trophy Race

14.45 – 16.25 Lotus on Track Elise Trophy Race